Ordinance No. 10-18 CITY OF TIGARD, OREGON
TIGARD CITY COUNCIL
ORDINANCE NO. 10- /1�_
AN ORDINANCE ADOPTING COMPREHENSIVE PLAN AMENDMENT CPA 2010-00001
TO AMEND THE CURRENT TIGARD COMPREHENSIVE PLAN GOAL 12:
TRANSPORTATION AND THE TIGARD PUBLIC FACILITY PLAN TO INCORPORATE
THE TIGARD 2035 TRANSPORTATION SYSTEM PLAN 4S �m efo E-
WHEREAS, Oregon Administrative Rule 660 Division 12 requires cities with a population over
10,000 to have a transportation system plan; and
WHEREAS, cities are required to update their transportation system plan, 1) to reflect changes in an
updated comprehensive plan, 2) if the existing plan has a forecast year less than 15 years into the
future, or 3) within one year of adoption of the Regional Transportation Plan; and
WHEREAS, the City of Tigard is under State Periodic Review order and the work program includes
an update of the Tigard Transportation System Plan; and
WHEREAS, the Tigard City Council directed staff to complete an update of the Tigard
Transportation System Plan to comply with Oregon Administrative Rule 660 Division 12 and the
Regional Transportation Plan; and
WHEREAS, the City of Tigard was awarded grant monies from the Oregon Transportation and
Growth Management Program to fund the Tigard Transportation System Plan update, which required
the inclusion of specific elements; and
WHEREAS, the updated Tigard 2035 Transportation System Plan Volume I contains goals and
policies and updated Policy/Regulatory Elements that are consistent with the Regional Transportation
Plan; and
WHEREAS, the Policy/Regulatory Elements in the updated Tigard 2035 Transportation System Plan
Volume I outline a specific framework for regulatory implementation through the Tigard Municipal
Code Tide 18: Community Development Code; and
WHEREAS, the updated Tigard 2035 Transportation System Plan Volumes II and III contain
background information and data used to inform Volume I and were available to the public for review
throughout the process; and
WHEREAS, the City has proposed an amendment to the Tigard Comprehensive Plan by updating
Goals, Policies, and Recommended Action Measures corresponding to Statewide Planning Goal 12
and updating the transportation element of the Tigard Public Facility Plan; and
WHEREAS, the Tigard Planning Commission held a public hearing, which was noticed in accordance
with City standards, on June 21, 2010, and recommended approval of the proposed CPA 2010-00001
by motion and With unanimous vote in support; and
ORDINANCE No. 10-
Page 1
WHEREAS, on October 12, 2010, the Tigard City Council held a public hearing, which was noticed
in accordance with City standards, to consider the Commission's recommendation on CPA 2010-
00001, and at this meeting Council received public testimony, closed the public hearing, and continued
its deliberations to November 23, 2010; and
WHEREAS, on November 23, 2010, the Tigard City Council held a public meeting to deliberate on
CPA2010-00001 and apply applicable decision-making criteria; and
WHEREAS, on November 23, 2010, the Tigard City Council adopted CPA 2010-00001 by motion,
as amended pursuant to the public hearing and its deliberations; and
WHEREAS, Council's decision to adopt CPA 2010-00001 was based on the findings and
conclusions found in Exhibit "C" and the associated land use record which is incorporated herein
by reference and is contained in land use file CPA 2010-00001.
NOW,THEREFORE,THE CITY OF TIGARD ORDAINS AS FOLLOWS:
SECTION 1: Tigard City Council adopts the Tigard 2035 Transportation System Plan (Exhibit
"A" with amendments) as the transportation element of both the Tigard
Comprehensive Plan and the Tigard Public Facility Plan.
SECTION 2: The Policy/Regulatory Elements section of the Tigard 2035 Transportation System
Plan constitutes the regulatory implementation of these components through the
Tigard Municipal Code Title 18: Community Development Code.
SECTION 3: Tigard Comprehensive Plan is amended to include new text and rescind existing text
as shown in Exhibit"B".
SECTION 4: Tigard City Council adopts the findings and conclusions contained in Exhibit "C" in
support of the Council's action and to be the legislative basis for this ordinance.
SECTION 5: This ordinance shall be effective 30 days after its passage by the Council, signature
by the Mayor, and posting by the City Recorder.
PASSED: By M 0)LO Y-1 I vote of all Council members present after being read by
number and title only, this���day of A-10V-O i- , A , , 2010.
-e-
Catherine Wheatley, City Recorder
ORDINANCE No. 10- /
Page 2
APPROVED: By Tigard City Council this c2-3 day oflvf5�-"— , 2010.
t�
Cr Pg Dirksen, Mayor
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Approved as to form:
dIzAldney
a D i Q
ORDINANCE No. 10-
Page 3
4M e.r) d m e r- 4-D
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City of Tigard ��� � ✓�(�t� ,�
Memorandum -T44" G - C4-)n0'�
To: Mayor Dirksen and City Councilors
From: Judith Gray and Darren Wyss
Re: Staff Recommended Amendments to the Tigard 2035 TSP Update
Date: November 9, 2010
At the City Council hearing on October 12, 2010,public testimony was received. Twenty-
two amendment requests and three comments were submitted in written or oral testimony.
The amendment requests and comments are detailed along with the staff responses and
recommendations in a memorandum, "Second Supplemental Staff Report& Findings, CPA
2010-00001," dated November 9, 2010, which is appended to Exhibit C. The memorandum
also contains findings to support adoption of the amendments recommended below.
Based upon the project goals, requirements, and analyses, and on additional information
obtained through project team deliberations, staff recommends Council accept the following
amendments to the Planning Commission recommendation.
# Amendment Description Location in Source
TSP
R1 Add Project 45e,Hall Adds a specific Bridge Replacement Project to Table 5-6 and Public testimony
Boulevard Bridge the project list. Estimated cost is$5 million. 6-3; Figures 5-
Replacement Identifying a separate project may improve 4,5-9,5-10
funding eligibility. and 5-11
R2 Add clarifying text box to To avoid confusion regarding locations and Figures 5-4 Public testimony
each of the Project Maps. scale of planned projects,the following text through 5-14
will be included on all Project Improvement
(naps: "This map is provided for illustrative
purposes.The complete list of projects is
provided in Table 5-6."
R3 Add Washington Square Amend the Planning Commission Tables 5-6 and Public
Regional Center Trail recommendation to add a new project, 6-3. Figures 5- Testimony
Washington Square Regional Center Greenbelt 6,5-7,5-9,5-
Shared Use Path,which is included in the 10,5-11 and
Metro Regional Trails&Greenways Plan. 5-13.
R4 Change"Rail-to-Trail' Change all references to the"Rail to Trail'path Table 5-6 Staff
references to"Tigard Street to the"Tigard Street Trail."This is a more
Trail' accurate reflection of ODOT Rail classification
of the project,as it relates to eligible funding.
1:ALR11LN\TG11 GrantsV'1'SP_liiennium07_09\Counciln9aterials\Nov 23 Hcaring\l.Staff Recommended Amendments.docx
R5 Add Plan/Study related to Add Future Plan/Study to evaluate issues and Table 5-4 Staff
Tiedeman alignment and opportunities for Project 12,the realignment of
Tiedeman/Ash Ave rail Tiedeman to remove a railroad crossing,and
crossing opportunities Project 17,Ash Avenue Railroad Crossing and
supports Tigard Street Trail.
If Council wishes to accept the above amendments, a motion as follows would be appropriate:
Approve the Planning Commission's recommendation (CPA2010-00001) to adopt the
Tigard 2035 Transportation System Plan,with staff recommended Amendments R1, R2,
R3, R4, and R5; and amend the Tigard Comprehensive Plan Goals 12: Transportation
and the Tigard Public Facility Plan.
A modification to the above language could be used to accept only some of the five
amendments recommended by staff. Any additional amendments would need to be specified in
a motion and, depending on their nature, may lead to a staff recommendation that Council delay
final action to allow further updates to the adopting ordinance, exhibits, or findings.
1:ALRPLN\TG,b1 Gr2ntsV'I'SP_Bienniumb7_o9\COUI1cilN'leterlals\Nov 23 I fearing\l.Staff Recommended AmendmentS.docX
i
Exhibit A
City of Tigard
2035
Transportation System Plan
Tigard, Oregon
Adoption Draft, Version 3
Planning Commission Recommended Draft
September 2010
City of Tigard
2035 Transportation System Plan
Tigard, Oregon
Prepared For:
City of Tigard
13125 SW Hall Boulevard
Tigard, OR 97223
(503) 639-4171
September 2010
This project was partially funded by a grant from the Transportation and Growth Management
(TGM) Program, a joint program of the Oregon Department of Transportation (ODOT) and the
Oregon Department of Land Conservation and Development (DLCD). This TGM grant is financed,
in part, by federal Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for
Users (SAFETEA-LU), local government, and the State of Oregon funds.
2035 Transportation System Plan -Adoption Draft Version 3 September 2010
Table of Contents
Table of Contents
Section 1 Introduction............................................................................................2
Section2 Goals and Policies ...................................................................................9
Section 3 Transportation Planning Toolbox ..........................................................16
Section 4 Development of the 2035 TSP...............................................................27
Section 5 Transportation System Plan ..................................................................42
Section 6 Transportation Funding Element.........................................................100
Section 7 Implementation Plan...........................................................................107
Section8 Glossary..............................................................................................109
September 2010 2035 Tigard Transportation System Plan - DRAFT
Table of Contents
List of Figures
Figure 4-1 Environmental Resources........................................................................................29
Figure 4-2 Environmental Justice Populations............................................................................30
Figure 4-3 Forecast Growth in Households................................................................................32
Figure 4-4 Forecast Growth in Employment...............................................................................33
Figure5-1 Plan Area Map.......................................................................................................43
Figure 5-2 Roadway Functional Classification Map......................................................................49
Figure5-3 Truck Routes.........................................................................................................50
Figure 5-4 Future Roadway Improvements ...............................................................................62
Figure 5-5 Future Travel Lanes/Right of Way Needs ...................................................................63
Figure 5-6 Future Pedestrian Network......................................................................................65
Figure 5-7 Future Bicycle System ............................................................................................67
Figure 5-8 Future Transit System ............................................................................................70
Figure 5-9 Transportation Improvements (Near Term Projects)....................................................86
Figure 5-10 Transportation Improvements (Near-Term & Mid-Term Projects) ..................................87
Figure 5-11 Transportation Improvements (All Projects)...............................................................88
Figure 5-12 Tigard Triangle Planned Facilities..............................................................................91
Figure 5-13 WSRC Planned Facilities..........................................................................................94
Figure 5-14 Downtown Planned Facilities....................................................................................96
Vi
2035 Transportation System Plan -Adoption Draft Version 3 September 2010
Table of Contents
List of Tables
Table 3-1 Single Occupancy Vehicle (SOV) Mode Shares................................................................. 16
Table 3-2 Neighborhood Traffic Management Performance..............................................................24
Table 4-1 2035 Household and Employment Projections.................................................................31
Table 4-2 Qualitative Rating System............................................................................................36
Table 5-1 Potential TSM Strategies for Tigard ......................................................... ....55
..................
Table 5-2 TDM Strategies and Typical Implementing Roles..............................................................56
Table 5-3 City of Tigard Travel Aspiration Mode Shares..................................................................57
Table 5-4 Future Plans & Studies ................................................................................................60
Table 5-5 Transit Strategies and Typical Implementing Roles..........................................................69
Table 5-6 Multi-modal Project Improvement List ...........................................................................72
Table 6-1 Future City Transportation Revenues For Capital Projects (2009 Dollars).......................... 100
Table 6-2 Forecast Non-City Transportation Revenues For Captial Projects (2009 Dollars) ................ 101
Table 6-3 Transportation Project Cost Summary by Priority........................................................... 102
Vii
September 2010 2035 Tigard Transportation System Plan -DRAFT
Table of Contents
List of Exhibits
Exhibit 1 Alternatives Analysis and Project Evaluation Sieves..........................................................35
Viii
2035 Transportation System Plan -Adoption Draft Version 3 September 2010
Table of Contents
Appendices (Under Separate Cover)
VOLUME 2 TECHNICAL APPENDIX
Appendix A TSP and Implementing Ordinance Compliance
Appendix B Neighborhood Trails Plan
Appendix C Tigard Metro Regional Mobility Corridors
Appendix D TSMO Projects on Tigard Regional Mobility Corridors
Appendix E Draft Implementation Measures
VOLUME 3 TECHNICAL APPENDIX
Technical Memo #1 Plans and Policy Review
Technical Memo #2 Goals and Objectives
Technical Memo #3 Base Year Conditions Analysis
Technical Memo #4 Transportation Needs & Deficiencies
Technical Memo #5 Transportation Systems Solutions
ix
September 2010 2035 Tigard Transportation System Plan - DRAFT
Table of Contents
Preface
The progress of this plan was guided by the Project Management Team (PMT) made up of City of
Tigard staff with input from the Oregon Department of Transportation (ODOT). The project was
also guided by a Technical Advisory Committee (TAC), Citizens Advisory Committee (CAC), City
Council and Planning Commission.
The TAC provided guidance on technical aspects of the 2035 Tigard Transportation System Plan
(2035 TSP) and consisted of staff members from the surrounding communities. The CAC ensured
that the needs of people in the community of Tigard are incorporated in the 2035 TSP. The CAC
consisted of Tigard residents who provided input throughout the process.
Membership of these different groups is shown below.
City of Tigard Project Management Team
Marah Danielson Judith Gray
ODOT Region 1 Senior Planner City of Tigard, Senior Transportation Planner
Mike McCarthy, P.E. Darren Wyss
City of Tigard, Senior Project Engineer City of Tigard, Senior Planner
City Council
Craig Dirksen,Mayor Marland Henderson
Nick Wilson, Council President Sydney Webb
Gretchen Buehner
Planning Commission
David Walsh, President Karen Fishel
Jeremy Vermilyea, Vice President Timothy L Gaschke
Tom Anderson Stuart Hasman
Rex Caffall Matthew Muldoon
Margaret Doherty
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2035 Transportation System Plan -Adoption Draft Version 3 September 2010
Table of Contents
Kittelson & Associates, Inc.
Elizabeth Wemple, P.E. Susan Wright, P.E.
Associate Engineer Senior Engineer
Michael Houston Shaun Quayle, P.E.
Transportation Analyst Engineer
Wen Si Casey Bergh
Transportation Analyst Engineering Associate
Angelo Planning Group
DJ Heffernan Shayna Rehberg,AICP
Project Manager Planner
Technical Advisory Committee
Matt Crall Kaaren Hofmann
DLCD, Regional Representative City of Tualatin, Civil Engineer
Steve L. Kelley Jabra Khasho
Washington County, Senior Transportation City of Beaverton, Transportation Engineer
Planner
Margaret Middleton Karen Mohling
City of Beaverton, Senior Transportation Tualatin Valley Fire&Rescue, Deputy Fire
Planner Marshal
Josh Naramore Jessica Tump
Metro,Associate Transportation Planner TriMet, Planner
Citizen Advisory Committee
Stu Hasman Gary Jelinek
Cindy Padilla Jennifer Stanfield
Christopher Warren Randy Wooley
xi
September 2010 2035 Tigard Transportation System Plan - DRAFT
Table of Contents
City of Tigard Review Team
Ron Bunch Gus Duenas, P.E.
Community Development Director Development Engineer
Susan Hartnett Dennis Koellermeier, P.E.
Assistant Community Development Director Public Works Director
Ted Kyle, P.E. Kim McMillan, P.E.
City Engineer Engineering Manager
Craig Prosser Brian Rager, P.E.
City Manager Assistant Public Works Director
xii
Section 1
Introduction
September 2010 2035 Tigard Transportation System Plan - DRAFT
Introduction
Introduction
Purpose of the Plan
The 2035 Tigard Transportation System Plan (2035 TSP) is an important long-range planning tool
for Tigard as it prepares for future growth in the community and region. The 2035 TSP, an update
of the previously adopted plan, was initiated in 2008 and completed in 2010.. The completion of the
2035 TSP is timely for two reasons. First, traffic congestion has consistently ranked as the number
one issue facing Tigard in community attitude surveys and the City is committed to finding
solutions to this issue. Secondly, the community has developed a vision for Tigard's future and a
key component of this vision is developing an efficient and balanced multi-modal transportation
system. The TSP ensures the vision for the transportation system meets community needs,
communicates the City's aspirations, and conforms to state and regional policies. An effective TSP
will provide:
• A blueprint for transportation investment;
• A coordination tool with regional agencies and local jurisdictions;
• An important component of prudent and effective land use choices; and
• Answers to existing and future transportation needs related to bicycles, pedestrians, transit,
vehicles, freight, and rail.
The document meets the state requirements for a TSP and acts as a resource for staff, decision
makers, and the public. It identifies the preferred multi-modal transportation system, consisting of
a network of facilities adequate to serve local, regional, and state transportation needs. It is the
principal document used for identifying the function, capacity, and location of future facilities,
directing resources to transportation projects, and providing the community with the level of
investment that will be needed to support anticipated development within the community.
One important task in the development of the 2035 TSP was to consider land use and transportation
efforts already completed by the City. This allowed the TSP to analyze and build upon previously
adopted plans to ensure consistency and continuity for the transportation system. Plans for
Downtown Tigard, the Washington Square Regional Center, Highway 217, and Pacific Highway-
99W were incorporated into the TSP.
The TSP also serves as the transportation element, and as a supporting document, of the Tigard
Comprehensive Plan (Comp Plan) as required by state law. Goals and policies were identified at an
early stage of the TSP update and are adopted as the Goal 1.2: Transportation element of the Comp
Plan. These goals and policies will help to guide future decisions. It was important to ensure the
transportation goals and policies were coordinated with the entire Comp Plan because an
integrated land use and transportation system is essential to reaching the community's vision. In
general, as the Comp Plan is "comprehensive" in nature, all goals and policies are intended to be
supportive of one another.
2
2035 Tigard Transportation System Plan -DRAFT September 2010
Introduction
The Tigard Transportation Planning Environment
Transportation planning in Tigard is shaped by opportunities and constraints as much as by
transportation needs. Growth within Tigard and in the surrounding areas increases travel demand
and associated congestion. The built environment makes major roadway expansions costly to
construct. At the same time that these costs rise, competition is high for scarce transportation
funding resources.
There is also a greater awareness of the negative impacts that come from creating an environment
geared toward reliance on personal automobile travel. There is growing concern about greenhouse
gas (GHG) emissions as well as dependency on foreign oil and rising fuel costs. Reliance on
automobile travel instead of active transportation, such as walking and cycling, is also one culprit in
the rise of obesity, including among children. While there are myriad strategies to combat these
issues, a critical role for transportation is the provision of a balanced, multi-modal transportation
system.
These challenges - the built environment, high costs, limited funding, environmental impacts, and
personal health issues - were significant in shaping the 2035 Tigard TSP. At the same time, they
helped direct the plan toward opportunities to integrate Tigard's transportation system with
regional and state investment plans; to promote land use patterns that support those investments;
to minimize impacts to the local community; and, to provide Tigard residents with options for
personal, recreational, and commute travel.
Some of the specific issues and opportunities that influenced the development of the 2035 TSP are
summarized below.
Transportation System Management - Making the Existing System Work Better
As the challenges of roadway expansions are increasing, new technologies and practices are being
employed to improve the functioning and operations of existing transportation resources through a
wide array of management measures. The broad term for these measures is Transportation System
Management (TSM). There is growing emphasis at the national, state and regional levels for
increasing the application of TSM measures. Examples include improved traffic signal and system
coordination; transit priority treatments on congested corridors; travel demand management
strategies to shift demand toward other modes or time periods; and, access management measures
to streamline traffic flow on major corridors. These can be effective ways to improve existing streets
rather than adding travel lanes.
Multi-Modal System Planning - Providing Travel Options
Motor vehicle travel is now and will continue to be the primary mode of travel serving Tigard
within the 2035 TSP horizon. As such, future transportation investments in Tigard must support a
safe and reliable roadway system to accommodate current and forecast demand. However, many
people are realizing benefits - cost savings, quality of life, community connection, health and
fitness, and sustainability -of walking, cycling, carpooling, or using public transit. In order to meet
the future travel needs of the community, increased transit, walk, and bike shares are essential to
the future transportation system in Tigard, as much as adding expensive roadway capacity for
3
September 2010 2035 Tigard Transportation System Plan - DRAFT
Introduction
increased demand. This will be accomplished through a combination of strategic investments and
partnerships that are identified in this Plan, including regional plans calling for multi-modal
refinement plans in key corridors, such as Pacific Highway-99W.
Transit Investments - Public Transit Connections
Tigard has a tremendous opportunity to gain federal, state, and regional investments for significant
transit improvements. The opening of the Westside Express Service (WES) commuter rail line in
early 2009 was a first step in establishing urban rail as a transit option for Tigard residents and
employees. As a further step to major transit infrastructure, TriMet and Metro have identified the
Pacific Highway-99W/Barbur Boulevard corridor as the next priority for high capacity transit(HCT)
service in the region. The process of developing HCT will include several years of planning,
engineering, and design to ensure that future land development, transit access, and local circulation
will support transit investments.
Connectivity - Local Mobility
Connectivity in Tigard is severely challenged by Highway 217, 1-5 and the WES commuter/freight
rail line as well as Fanno Creek, Bull Mountain, and other natural features. These challenges are
exacerbated by a built environment that precludes efficient connections through the prevalent use
of cul-de-sacs and other dead-end streets. Such limited service roadways are attractive for
neighborhoods because they limit traffic volumes and travel speeds. However, they contribute to
inefficiency in the circulation system and over-reliance on major arterials. One of the priorities of
the 2035 TSP is to identify and preserve potential opportunities for future connectivity
improvements in order to protect and maximize the function of the existing transportation network.
Land Use Patterns - Developing for Efficient Transportation
The types, intensities, and locations of different land uses are major determinants of travel patterns.
Land use patterns in the City of Tigard and surrounding areas are suburban in character, with
residential areas separated from commercial areas and a relatively low density of development
overall. This development pattern results in travel demand that is highly directional according to
typical weekday peak periods. Tigard has adopted plans for a more compact urban form in several
areas including downtown, and the Washington Square Regional Center (WSRC). The 2035 TSP
supports such land use strategies to mitigate the strain on the roadways by shortening home-to-
work trips, supporting transit service, and making walk/bike trips more viable for work, shopping,
and other activities.
Major Roadways - I-5, Highway 217, and Pacific Highway-99W
Tigard is at the juncture of three major state highways: Pacific Highway-99W, Highway 217, and 1-5.
While they serve as important access routes to and from Tigard, they also pose significant barriers
and constraints.
Highway 217 and 1-5 are both limited access freeways. Because they are under ODOT jurisdiction,
the City has no direct operational authority over them. Access to and from Tigard is provided by
the ramp interchanges, which are also governed by ODOT. Both highways provide critical access to
4
2035 Tigard Transportation System Plan - DRAFT September 2010
Introduction
and from Tigard. However, congestion is commonplace along the highways and at interchanges.
Plans for widening have not moved forward largely due to significant costs. Without capacity and
operational improvements, congestion on these facilities results in regional traffic cutting through
Tigard as a detour route.
Pacific Highway-99W is a statewide highway and freight route carrying more than 50,000 vehicles
per day on some sections through Tigard. Given these designations, the highway plays a critical
role in regional and statewide mobility, providing a primary connection between the Willamette
Valley and the Oregon Coast and cities in between. Traffic on the segment within Tigard is divided
nearly evenly between local trips and through traffic. Because it is an at-grade roadway, the high
through traffic has a significant impact on adjacent properties. Heavy traffic results in traffic
congestion, compromises the pedestrian and bicycle environment, and creates challenges for transit
service. The limited capacity for additional traffic threatens to limit development opportunities in
Tigard.
Strategies for this important highway must balance the needs for statewide and regional travel,
along with potential local impacts. These include direct improvements to the highway to improve
traffic operations as well as connectivity improvements within Tigard to reduce reliance on Pacific
Highway-99W for local travel. Many opportunities to address these competing needs have been
explored in earlier planning and engineering studies, which have been incorporated into the 2035
TSP.
Continuous east-west travel on Tigard streets is primarily served by Durham Road and Bonita-
McDonald-Gaarde. These routes are frequently constrained during weekday peak periods, with
predictable traffic flow reflecting the housing/jobs development patterns in Tigard and the region.
To an extent, these roads provide connections between I-5 and neighboring cities. While widening
these roadways could improve traffic flow, the evaluation of such improvements must be balanced
with the benefits for local and through traffic, and the impacts to be borne by the local community.
Special Areas
Three areas within Tigard -- Tigard Triangle, WSRC, and Downtown — represent considerable
growth opportunities but also significant transportation challenges. Even when bounded by
significant transportation facilities, congestion is an issue for trips to, from, and through these areas.
For this reason, an emphasis on mixed-use development that supports transit, walking, and cycling
trips is a critical focus of transportation planning for these areas. They are addressed separately in
the main chapter of this TSP.
Plan Background/Regulatory Context
The Oregon Revised Statutes require that the TSP be based on the current Comprehensive Plan land
uses and that it provide for a transportation system that accommodates the expected growth in
population and employment that will result from implementation of the land use plan.
Development of this TSP was guided by Oregon Revised Statute (ORS) 197.712 and the Department
of Land Conservation and Development (DLCD) administrative rule known as the Transportation
Planning Rule (TPR, OAR 660-012).
5
September 2010 2035 Tigard Transportation System Plan - DRAFT
Introduction
The TPR requires that alternative travel modes be given consideration along with the automobile,
and that reasonable effort be applied to the development and enhancement of the alternative modes
in providing the future transportation system. In addition, the TPR requires that local jurisdictions
adopt land use and subdivision ordinance amendments to protect transportation facilities and to
provide bicycle and pedestrian facilities between residential, commercial, and
employment/institutional areas. It is further required that local communities coordinate their
respective plans with the applicable county, regional, and state transportation plans.
Further requirements were adopted by the Oregon Legislature in 2009 in Oregon House Bill 2001 -
Jobs & Transportation Act (JTA). Among the chief changes introduced in JTA is an emphasis on
sustainability. JTA requires the development of a least cost planning model, as well as planning for
reduction in greenhouse gas (GHG) emissions. Precise implementation measures and evaluate
technologies are still under development. However, these elements were integrated in concept in
the development of the TSP.
The TSP was also prepared consistent with the Portland Metro 2035 Regional Transportation Plan
(RTP). The RTP provides a regional framework for transportation planning and investment,
including implementation of Metro's 2040 Growth Concept. The update of the Tigard TSP has been
developed in close coordination with the 2035 RTP update process in order to ensure consistency at
the state and regional levels. A memo summarizing how the TSP and implementing ordinances are
compliant with the TPR and other regulatory requirements is provided in the Volume 2 Technical Appendix.
Planning Work Foundation
The development of the TSP began with a review of the local and statewide plans and policies that
guide land use and transportation planning in the City. In addition to the previous adopted
transportation plan (2002), the TSP incorporates the following other transportation planning efforts:
• Washington Square Regional Center Plan (1999)
• Washington County 2020 Transportation Plan (2002)
• Tigard Downtown Improvement Plan (2005)
• Metro Highway 217 Corridor Study (2006)
• Tigard Highway 99W Improvement and Management Plan (2007)
• Tigard Downtown Circulation Plan (2010)
• Metro 2035 Regional Transportation Plan (2010)
A complete list of the plans and policies reviewed as part of the project is included in Technical
Memorandum #1: Plans and Policy Review included the Volume 3 Technical Appendix.
Public Involvement
Public involvement for the development and review of the 2035 TSP was achieved in three ways:
• Involvement of citizens on the Community Advisory Committee (CAC) including three
committee meetings;
6
2035 Tigard Transportation System Plan -DRAFT September 2010
Introduction
• Assistance and review of agency representatives in the agencies on a Technical Advisory
Committee(TAC), including three committee meetings;
• Two public forums and one open house;
• Targeted outreach with local community and service organizations;and,
• Public hearings as part of the adoption process.
Through these types of public involvement and outreach, the citizens of Tigard were provided with
opportunities to identify their priorities for future transportation projects within the City through a
variety of forums. The City's website, as well as an e-mail list of interested citizens, businesses, City
staff., boards/commissions, and agencies, was used to announce public meetings, disseminate
information, and solicit input/feedback from the community. In addition, City staff met with the
City Council to present each of the five technical memorandum leading up to the TSP document.
ORGANIZATION OF THE TSP
The entire 2035 Tigard TSP is comprised of a main document (Volume 1) as well as two volumes of
technical appendices. The TSP is organized as follows:
Volume 1 is the "final report" of the 2035 TSP and includes items that will be of interest to the
broadest audience.
• Following this introduction, the goals and policies were developed to guide the City's long-
range vision of transportation system needs. They are included in Section 2.
• provides a transportation planning "toolbox" which helps define some of the terms and
concepts that are integrated into the 2035 TSP.
• summarizes the process that was undertaken to develop the 2035 TSP, including the
screening and evaluation of transportation strategies and projects.
• includes specific policy guidelines and standards, as well as multi-modal improvement
projects to address existing and forecast transportation needs.
• provides the funding element of the TSP. This section also lists the financially constrained
project list.
• outlines changes in the Tigard codes and policies that will be required to implement the
2035 TSP.
• Finally, Section 8 provides a glossary of acronyms and other transportation terms.
Volume 2 includes technical information that directly supplements Volume 1, including the specific
implementing ordinances for the TSP and elements of relevant elements from related plans.
Volume 3 includes the technical memoranda that were prepared in the development of the 2035
TSP and includes the detailed data and analysis that were used to prepare the final plan.
Section 2
Goals and Policies
2035 Tigard Transportation System Plan - DRAFT September 2010
Goals and Policies
Goals and Policies
The 2035 Tigard Transportation System Plan (2035 TSP) goals and policies stated in this section
were developed at the outset of the planning process and were used to guide the City's long range
vision for the transportation system. They incorporate and build upon existing transportation goals
and policies and prior plans adopted by the City. They also integrate regional and statewide
planning rules and policy, including the requirement for a multi-modal, balanced approach to
transportation policy. The goals and policies reflect the guidance received from the Citizen
Advisory Committee, the Technical Advisory Committee, and the Planning Commission during the
planning process.
The transportation goals and policies identify the intent of the City to accomplish certain results.
They relate to one another and are obligations the City wishes to assume. They also provide the
necessary link to the transportation element of the Tigard Comprehensive Plan and their purpose
and function have been coordinated with the balance of the Tigard Comprehensive Plan to ensure
consistency. As outlined in further detail in the Tigard Comprehensive Plan, the goals are general
statements indicating a desired end; while policies identify the City's position and a definitive
course of action that will contribute to achieving the goal'.
The general transportation goals of the 2035 TSP are:
Goal 1 —Land Use and Transportation Planning Coordination
Goal 2—Transportation Efficiency
Goal 3—Multi-Modal Transportation System
Goal 4—Safe Transportation System
Goal 5—Interagency Coordination
Goal 6—Transportation Funding
Additionally, action measures were developed that, if executed, would implement the goals and
policies. These statements refer to specific projects, standards, or courses of action the City desires
to take in regard to specific issues. The strategies are suggestions to future decision-makers, but do
not obligate the City to accomplish them. Most of the strategies resulted from the findings in the
needs and deficiencies analysis. Others are standard transportation planning activities that either
need to be updated or would be beneficial to improving the transportation system.
I The policies are not implementable as a land use action without inclusion in land use regulations. Therefore, land use
regulations should reflect the transportation framework developed in this section of the TSP.
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Goals and Policies
GOAL 1 - LAND USE & TRANSPORTATION COORDINATION
Develop mutually supportive land use and transportation plans to enhance the livability of the
community.
Policies
The City shall plan for a transportation system that meets current community needs and
anticipated growth and development
1. The City shall prioritize transportation projects according to community benefit, such as
safety, performance, and accessibility, as well as the associated costs and impacts.
2. The City shall maintain and enhance transportation functionality by emphasizing multi-
modal travel options for all types of land uses.
3. The City shall promote land uses and transportation investments that promote balanced
transportation options.
4. The City shall develop plans for major transportation corridors and provide appropriate
land uses in and adjacent to those corridors.
5. The City shall support land use patterns that reduce greenhouse gas emissions and preserve
the function of the transportation system.
6. The City shall strive to protect the natural environment from impacts derived from
transportation facilities.
7. The City shall mitigate impacts to the natural environment associated with proposed
transportation construction or reconstruction projects.
8. The City shall coordinate with private and public developers to provide access via a safe,
efficient, and balanced transportation system.
9. The City shall require all development to meet adopted transportation standards or provide
appropriate mitigations.
GOAL 2 - TRANSPORTATION EFFICIENCY
Develop and maintain a transportation system for the efficient movement of people and goods.
Policies
1. The City shall adopt and maintain transportation performance measures.
2. The City shall manage the transportation system to support desired economic development
activities.
3. The City shall design streets to encourage a reduction in trip length by improving arterial,
collector, and local street connections.
4. The City shall design arterial routes, highway access, and adjacent land uses in ways that
facilitate the efficient movement of people, goods and services.
5. The City shall cooperate with the railroads in facilitating and preserving rail freight service
to existing and future businesses that depend on railroad service.
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Goals and Policies
6. The City shall develop and maintain an efficient arterial grid system that provides access
within the City, and serves through traffic in the City.
7. The City shall use strategies for access management, including the support of modifications
that bring access points into compliance or closer to compliance with applicable standards.
8. The City recognizes freight movement as being a priority of the transportation system.
9. The City shall require the provision of appropriate parking in balance with other
transportation modes.
10. The City shall strive to increase non-single occupant vehicle mode shares through vehicle
trip reduction strategies, such as those outlined in the Regional Transportation Plan.
11. The City shall design the transportation system to provide connectivity between Metro
designated centers, corridors, employment and industrial areas.
GOAL 3 - MULTI-MODAL TRANSPORTATION SYSTEM
Provide an accessible, multi-modal transportation system that meets the mobility needs of the
community.
Policies
1. The City shall continue to support the existing commuter rail and bus service in Tigard and
will seek opportunities for increased service frequency and passenger convenience.
2. The City shall engage with regional partners to support development of High Capacity
Transit serving the Tigard.
3. The City shall design and construct transportation facilities to meet the requirements of the
Americans with Disabilities Act.
4. The City shall develop and maintain neighborhood and local connections to provide
efficient circulation in and out of the neighborhoods.
5. The City shall require development adjacent to transit routes to provide direct pedestrian
accessibility.
6. The City shall develop and implement public street standards that recognize the multi-
purpose nature of the street right-of-way.
7. The City shall design all projects on Tigard city streets to encourage pedestrian and bicycle
travel.
8. The City shall require sidewalks to be constructed in conjunction with private development
and consistent with adopted plans.
9. The City shall require and/or facilitate the construction of off-street trails to develop
pedestrian and bicycle connections that cannot be provided by a street.
10. The City shall require appropriate access to bicycle and pedestrian facilities for all schools,
parks, public facilities, and commercial areas.
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Goals and Policies
GOAL 4 - SAFE TRANSPORTATION SYSTEM
Maintain and improve transportation system safety.
Policies
. The City shall consider the intended uses of a street during the design to promote safety,
efficiency, and multi-modal needs.
2. The City shall coordinate with appropriate agencies to provide safe, secure, connected, and
desirable pedestrian, bicycle, and public transit facilities.
3. The City shall require new development to provide safe access for all modes to and from a
publicly dedicated street.
4. The City shall develop access management strategies for arterial and collector streets to
improve safety in the community.
5. The City shall prioritize intersection improvements to address safety deficiencies.
6. The City shall include safety mitigation as a priority criterion in making transportation
investments.
7. The City shall enhance and maintain a neighborhood traffic management program to
address issues of excessive speeding and through traffic on local residential streets.
8. The City shall require safe routing of hazardous materials consistent with federal and state
guidelines.
9. The City shall require new transportation facilities to meet adopted lighting standards.
GOAL 5 - INTER-AGENCY COORDINATION
Coordinate planning, development, operation, and maintenance of the transportation system
with appropriate agencies.
Policies
. The City shall coordinate and cooperate with adjacent agencies and service providers --
including Metro,TriMet, ODOT, Washington County, and neighboring cities--when
appropriate, to develop transportation projects which benefit the region as a whole, in
addition to the City of Tigard.
2. The City shall collaborate with other transportation providers to develop, operate, and
maintain intelligent transportation systems, including coordination of traffic signals.
3. The City shall coordinate with TriMet and other transit providers serving Tigard, to
improve transit service to, from, through, and within Tigard.
GOAL 6 - TRANSPORTATION FUNDING
Fund an equitable, balanced, and sustainable transportation system that promotes the well-
being of the community.
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Goals and Policies
Policies
1. The City shall make street maintenance a funding priority.
2. The City shall seek to invest in capital projects that leverage other infrastructure
investments.
3. The City shall seek opportunities for transportation investments that support transportation
goals of efficiency, multi-modal access, and safety.
ACTION MEASURES
The following table summarizes strategies to implement the goals of the 2035 Tigard Transportation
System Plan.
TABLE 2-1 STATEGIES FOR IMPLEMENTING TRANSPORTATION SYSTEM PLAN GOALS
Recommended Action Measures Goals
Supported
Goal 1:Transportation&.1-and Use Planning Coordination
Create commercial nodes within residential neighborhoods to provide residents with opportunities to walk or 1 (2,3)
bike for non-commute travel purposes.
Encourage non-auto-dependent development with mixed uses and higher densities in targeted areas,such as 1 (2,3)
along Pacific Highway,in the Downtown,and in the Washington Square Regional Center.
Review and update development code requirements for on-site motor vehicle parking. 1 (2,3)
Review and update development design guidelines to promote pedestrian-friendly commercial areas. 1 (2,3)
Identify,evaluate and adopt City of Tigard performance standards that promote safe and efficient access and 1 (2,3,4)
mobility for walk,bike and transit modes as well as personal automobile travel.
Work with State and Regional partners to identify and evaluate multi-modal mobility/performance standards for 1 (2,3,4, 5)
major transportation facilities.
Goal 2:Transportation Efficiency
Conduct a citywide connectivity and circulation study to identify potential circulation improvements for street 2(1,3)
systems serving Tigard.
Create a comprehensive inventory of street stubs,unimproved right-of-way,and other potential future roadway 2(1,3)
connections to inform long range planning and development review.
Review and update/clarify,as warranted,development code requirements for new roadway or 2(1,3)
pedestrian/bicycle connections as part of land development.
Goal 3:Multi-Modal Transportation System
Develop parking management plans for Downtown,Tigard Triangle,Washington Square Regional Center,and 3(1,2)
other areas to support economic development and a balanced transportation system.
Identify and adopt mode split targets that achieve and exceed Metro targets for regional centers,town centers, 3(1,2)
and downtown Tigard.
Review and update,as warranted,street design standards to ensure that public right of way is planned, 3(1,2)
designed,and constructed to provide safe and comfortable facilities for all travel modes and adequate drainage
and treatment for storm water.
Create a more complete network of pedestrian facilities by identifying and prioritizing gaps within the current 3(2,4)
sidewalk and trail system.
Develop pedestrian and bicycle corridors to neighborhoods,schools,parks,recreation uses,activity centers 3(1,2,4)
and transit stops.
Prioritize transit,pedestrian,and bicycle investments in areas serving a high proportion of disadvantaged or 3(1,2,4,5,6)
transit dependent communities.
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Goals and Policies
Fill in gaps in the bicycle network to provide for greater citywide bicycle mobility 3(2,4)
Develop bicycle routes that connect neighborhoods,schools,parks,recreation uses,and activity centers 3(1,2,4)
Develop a bicycle signage program to help cyclists find routes on relatively level terrain with low traffic volumes. 3(2,4)
Engage with regional planners and service providers to support transit as a travel option with increased 3(1,2,5)
frequency for buses,high capacity transit,and WES commuter rail.
Improve the comfort,convenience,and safety for transit users through bus shelters,seating,signage,and 3(4,5)
other bus stop/station features.
Provide local transit connector service linking residential neighborhoods with transit stations/stops,employment 3(1,2)
and retail centers,schools,and recreational areas.
Work with Metro and other regional partners to advance High Capacity Transit in the Pacific Highway- 3(1,5)
99W/Barbur Boulevard corridor.
Goal 4r Safe Transportation System
Review high crash locations,including state and county data,and develop a system for evaluating and 4(3,5)
prioritizing safety mitigations.
Continue to implement neighborhood traffic management techniques to promote safety and livability in 4(1,2,3)
residential neighborhoods.
Improve pedestrian crossing treatments at high traffic volume streets and/or locations with high levels of 4(1,3)
pedestrian demand(e.g.,schools,retail centers,transit stops,etc.)
Goal 5:Inter-Agency Coordination
Partner with Regional and County transportation planning organizations to leverage statewide and federal 5(1,2,3,4,6)
transportation funding for local projects.
Work with regional and state partners to mitigate negative impacts to Tigard from high traffic volumes traveling 5(1,2,3,4)
through Tigard on state facilities,including capacity enhancements on Highway 217 and Interstate 5.
Work with state and regional partners to develop alternative mobility standards in order to accommodate 5(1,2,3,4)
desired land development changes.
Goal 6:Transportation Funding
Periodically review and revise transportation system development charges to ensure the cost of development is 6(1,2,3,4)
appropriately covered.
Periodically review and evaluate the street maintenance fee to ensure the most appropriate and equitable 6(2,3,4)
calculations are being used.
Continue to seek grant monies to plan for and develop multi-modal infrastructure improvements. 6(2,3,4,5)
Continue to submit project proposals for regional,state,and federal transportation monies to implement the 6(1,2,3,4,5)
Tigard 2035 TSP.
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Section 3
Transportation Planning
Toolbox
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Transportation Planning Toolbox
Transportation Planning Toolbox
Several major roadways are showing significant capacity issues with resulting traffic congestion
during several hours of a typical weekday. These capacity issues are expected to worsen as
population and employment growth add to travel demand. At the same time, increases in roadway
capacity through widening existing roads or constructing new roads are often prohibitively
expensive in terms of construction costs, right of way acquisition, and impacts to adjacent
properties. While expansion of roadway capacity is a component of the 2035 Tigard Transportation
System Plan (2035 TSP), a greater emphasis is placed on measures to manage the existing roadway
system and to increase the convenience and viability of alternative travel modes.
This section summarizes the range of alternative solutions within the transportation planning
toolbox in addition to traditional roadway widening projects that were considered during the
development of the 2035 TSP. They include solutions to enhance the quality and availability of
pedestrian, bicycle, and transit systems in order to shift travel demand toward a more balanced
system.Also included are measures to improve the traffic operations on the existing system.
TRAVEL MODES
The City of Tigard, in partnership with state, regional, and neighboring jurisdictions, recognizes the
importance of providing a balanced transportation system. In order to meet the current and future
travel needs of the community, increased transit, walk, and bike shares are essential to the future
transportation system in Tigard, as much as adding roadway capacity for increased demand.
As part of the 2035 Regional Transportation Plan (RTP) and the 2040 Growth Concept, Metro
identified maximum share targets for Single Occupancy Vehicle (SOV) travel for Tigard overall, as
well as for the designated Centers. Metro's travel demand model estimates base year and forecast
mode shares as a function of several factors, including street connectivity, transit availability and
parking pricing. Table 3-1 shows the SOV shares used in Metro's 2005 and 2035 travel demand
model, as well as the maximum SOV share in the 2040 Growth Concept.
TABLE 3-1 SINGLE OCCUPANCY VEHICLE (SOV) MODE SHARES
Metro Model Metro 2040
Tigard Area Target
2005 2035 (Maximum)
Citywide 50% 49% 40-50%
Washington Square Regional Center 47% 46% 45-55%
Tigard Town Center(Downtown) 54% 51% 45-55%
Durham Road Town Center 53% 51% 45-55%
Tigard Triangle 500% 49% 55-60%
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As Table 3-1 shows, the Metro model indicates that base year and forecast SOV shares are within
the target range under the 2040 Growth Management plan. However, the model shows only slight
improvements over the 25-year planning period. This reflects a forecast condition that assumes
generally consistent conditions related to transit, parking pricing, and connectivity. As those
conditions evolve to be more supportive of transit, walk, and bike travel, the share of SOV trips
should be lower.
LAND USE
The types and intensities of land uses are significant factors influencing travel demand and mode
choice. Low-density development tends to correlate with high motor vehicle travel demand,
whereas dense, mixed-use developments have been found to result in shorter trips and more
balanced travel mode uses.
Land use patterns in the City of Tigard and surrounding areas are suburban in character, with
residential areas separated from commercial areas and a relatively low density of development
overall. Based on current zoning and growth projections, most residential growth will occur in the
west side of Tigard and south in the neighborhoods around Durham and Beef Bend Road.
Employment growth is forecast to occur near major roadways, especially near Highway 217. The
primary areas of mixed-use zoning are the Washington Square Regional Center (WSRC) and Tigard
Triangle.
The City has adopted plans to significantly increase housing density in downtown. These planned
changes in downtown, along with the strategies identified below, could move more houses close to
jobs, increase mixed use development, and help mitigate the strain on the east-west roadways by
shortening home-to-work trips, supporting transit service, and making walk/bike trips more viable
for work,shopping, and other activities.
CONNECTIVITY
Multi-modal connectivity describes the network characteristics related to frequency of and distance
between connections. A well-connected network minimizes the need for out-of-direction travel
while supporting efficient dispersal of travel demand among multiple parallel travel ways.
Connectivity improvements for pedestrian/bicycle networks are also effective enhancements to the
transportation system, including improved access to transit. A common example of efficient
roadway connectivity is the traditional grid system, with north-south and east-west streets spaced
at generally equal distances.
In Tigard, the existing major roadways, along with topography, natural resources, and land
development patterns preclude this type of network on a large scale. However, it is possible to plan
for improved connectivity by preserving right of way for future connections and prioritizing
funding to alleviate existing and future bottlenecks at key crossing locations.
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TRANSPORTATION DEMAND MANAGEMENT
Transportation Demand Management (TDM) measures include any method intended to shift travel
demand from single occupant vehicles to non-auto modes or carpooling, or travel at less congested
times of the day. Some common examples of TDM strategies include programs such as carpool
matching assistance or flexible work shifts; parking management strategies; direct financial
incentives such as transit subsidies; or facility or service improvements, such as bicycle lockers or
increased bus service.
Some of the most effective TDM strategies are best implemented by employers and are aimed at
encouraging non-SOV commuting. Strategies include preferential carpool parking, subsidized
transit passes, and flexible work schedules. Cities and other public agencies can play a critical role
in support of TDM through provision of facilities and services, as well as development policies that
encourage TDM.
ENHANCING AND INCREASING NON-AUTO TRAVEL MODES
The following summarizes improvements to the pedestrian, bicycle, and transit systems that
enhance the quality of the service provided and if implemented with the SOV demand reducing
solutions described above, will likely result in increased travel by pedestrian, bicycle, and transit
modes.
Pedestrian System
Pedestrian facilities are the elements of the network that enable people to walk safely and efficiently
on the transportation system. The pedestrian network includes walkways (sidewalks, mixed-use
trails) as well as safe crossing. Each plays a role in developing a comprehensive pedestrian network
which can promote both walking trips and multi-modal trips such as using a combination of
walking and transit to complete a trip. There are several different types of pedestrian crossing
treatments available, each applicable under a different range of factors. A brief description of the
various pedestrian crossing types is provided below.
Unmarked Crosswalks—Under Oregon law, pedestrians have the right-of-way at any unsignalized
intersection.
Marked Crosswalks—Marked crosswalks are painted roadway markings that indicate the location
of a crosswalk to motorists. Marked crosswalks can be accompanied by signs, curb extensions
and/or median refuge islands, and may occur at intersections or at mid-block locations.
Pedestrian Hybrid Signal — The pedestrian hybrid signal is a pedestrian-actuated hybrid signal
that would interrupt traffic on the roadway to provide a signalized protected crossing for
pedestrians at an otherwise unsignalized location. Pedestrian hybrid signals are included in the
new 2009 Manual of Uniform Traffic Control Devices(MUTCD,Reference 1).
Signalized Intersection — Signalized intersections typically include a WALK signal that can be
automatically triggered or push button actuated. This option would require review of signal
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warrants according to the MUTCD to determine if a signal is warranted at an intersection based on
the number of pedestrian crossings.
Rectangular Rapid Flashing Beacon—RRFBs consist of user-actuated amber LEDs, which have an
irregular flash pattern similar to emergency flashers on police vehicles. These supplement warning
signs at unsignalized intersections or mid-block crosswalks.
Raised Pedestrian Refuge — This option provides a pedestrian refuge in the roadway median,
allowing a two-stage crossing to occur if needed.
Grade-Separated Crossing — Grade-separated crossings are either underpasses or overpasses that
allow pedestrians to entirely avoid conflicts with automobiles when crossing a busy roadway.
When used as part of a multi-use path, grade-separated crossings also accommodate bicycles.
Bicycle System
Bicycle facilities are the elements of the network that enable cyclists to safely and efficiently travel
on the transportation system. These facilities include public infrastructure (bicycle lanes, mixed-use
trails, signage and striping) as well as off-road facilities (secure parking, changing rooms and
showers at worksites). Each plays a role in developing a comprehensive bicycle network.
Many different bicycle facility types are needed to create a complete bicycle network that connects
people to their destinations and allows cyclists to feel safe riding. Currently, Tigard's bicycle
network primarily includes bicycle lanes, shared roadways and multi-use paths.
In some locations where bicycle lanes are provided specific conditions such as high motor vehicle
volumes and travel speeds compromise the quality of the bicycle facility. In these locations, wider
bike lanes or buffers (wider striping, barriers, or medians) separating bicycles from vehicle traffic
may be appropriate.
Types of Bicycle Facilities
Brief descriptions of the various bicycle facility types are provided below.
Shared-roadway—Any roadway without dedicated bicycle facilities is a shared roadway. In Tigard,
shared roadways include all public streets without striped bicycle lanes. Where traffic volumes are
low, shared roadways are generally safe and comfortable facilities for cyclists.
Low-Traffic Bikeway (aka Bike Boulevard) — Low-traffic bikeways are also known as bike
boulevards and provide high-quality bicycle facilities on continuous street corridors with low
vehicular traffic volumes. Typically, low-traffic bikeways are made on local streets, which are
configured to prioritize bicycle trips and reduce through automobile trips. Local automobile access
is retained. Bicycling conditions are improved by reducing stop signs to a minimum along the route
and providing way-finding information specific to bicyclists.
Low-traffic bikeways are best used when they parallel major roadways and can provide cyclists
with a low-volume alternative route. Low-traffic bikeways are used extensively in Portland, and
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recent rider surveys there indicate that cyclists overwhelmingly prefer them compared to major
streets with bicycle lanes.
Bicycle Lane — Bicycle lanes are striped lanes on the roadway dedicated for the exclusive use of
bicycles. Typically, bicycle lanes are placed at the outer edge of pavement (but to the inside of
right-turn lanes and/or on-street parking). Bicycle lanes improve bicycle safety, improve cyclist
security, and if comprehensive can provide direct connection between origins and destinations.
Bicycle Crossings
Bicycle crossing treatments are used to connect bike facilities at high traffic intersections, trailheads,
or other bike routes. Typical treatments include bicycle detectors at traffic signals, bicycle only
signals, or preferential movements for bicyclists such as only allowing bikes to make a through
movement.
Bicycle Parking
Bicyclists also benefit from several other types of bicycle support facilities, such as secure bicycle
parking, either open or covered U-shaped racks, and storage lockers for clothing and gear. The City
currently requires bicycle parking to be included in new developments as a condition of approval
and TriMet buses are outfitted with bicycle racks that allow cyclists to bring their bikes with them
on transit. Allowing bicycles on transit vehicles increases the range of trips possible by both transit
and bicycling, and reduces cyclists' fears of being stranded in the event of a mechanical or physical
breakdown.
Multi-Use Pathways
Multi-use pathways are other facilities dedicated to pedestrians and bicyclists. These pathways
have an integral role in recreation, commuting, and accessibility for residents. Tigard's off-street
trails are generally concentrated along several greenways located within the City. The most notable
of these trails is the Fanno Creek Greenway which traverses the full length of the City. Trails are
also located along the Tualatin River and the Pathfinder-Genesis Trail. Additionally, planned
regional pathways are being developed to connect Tigard with other communities in the Portland
metro area. While these pathways serve and connect several neighborhoods in Tigard, there are
some remaining gaps in these facilities.
The Tigard Neighborhood Trails Plan (adopted in 2009) focuses on multi-use pathways at a
neighborhood scale and developed a list of 42 recommended projects that are generally one to two
blocks in length. These projects seek to improve opportunities for walking, bicycling and using
transit by creating short cut-through routes that provide access to local destinations. A complete list
of the projects from the Neighborhood Trails Plan is included in Appendix B of the Volume 2 Technical
Appendix.
While the Neighborhood Trails Plan addressed short, local connections, there are additional city
and region-wide multi-use trails that are in various stages of planning and construction. In
particular, the Tiedeman/Main Rail Trail has been identified for converting a nearly three-quarter
mile inactive railroad right-of-way adjacent to Tigard Street from Tiedeman to Main Streets.
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Conversion to a multi-use trail will provide an attractive alternative to Tigard Street for pedestrians
and bicyclists, and will also be a direct connection to downtown and the transit station.
Transit System
Transit service is an important part of a balanced transportation system, providing an alternative to
private automobile travel for distances too far to walk or bike. TriMet is the transit service provider
for the City of Tigard. The City's partnership with TriMet, as well as with regional planners is
essential to development of a more comprehensive transit system. The City can also play a direct
role in improving transit service by providing services that support transit use, such as transit stop
amenities and good pedestrian connections.
Supporting an environment in which transit is a preferred travel option for the Tigard community
requires more than direct investments in transit service. Land use, connectivity, and streetscape
features have a major influence on the cost effectiveness of transit service and will help Tigard get
more out of its available transit investments. For this reason, potential local strategies to improve
transit service include planning for land uses that are transit supportive, in addition to providing
appropriate facilities and connections to transit.
TRANSPORTATION SYSTEM MANAGEMENT
Transportation System Management (TSM) refers to a wide range of strategies that improve
operations of an existing roadway system, but without roadway widening. TSM measures can be
focused on improving transportation "supply" through enhancing capacity and efficiency, typically
with advanced technologies to improve traffic operations. Or they may be focused on reducing
transportation demand through promoting travel options and ongoing programs intended to
reduce demand for drive alone trips, especially during peak travel periods. Several TSM strategies
are identified for application in Tigard in existing plans, including the 2035 RTP and the Highway
99W Improvement and Management Plan (Highway 99W Plan). Some of the key strategies
identified for consideration in Tigard are summarized below.
Signa/ Retiming/Optimization
Signal retiming and optimization refers to updating timing plans to better match prevailing traffic
conditions and coordinating signals.Timing optimization can be applied to existing systems or may
include upgrading signal technology, including signal communication infrastructure or signal
controllers or cabinets. Signal retiming can reduce travel times and be especially beneficial to
improving travel time reliability. Signal retiming could also be implemented to improve or facilitate
pedestrian movements through intersections by increasing minimum green times to accommodate
pedestrian crossing movements during each cycle in high pedestrian or desired pedestrian traffic
areas, eliminating the need to push pedestrian crossing buttons. Bicycle movements could be
facilitated by installing bicycle detection along major bicycle routes. Signal upgrades often come at
a higher cost and usually require further coordination between jurisdictions.
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Advanced Signal Systems
Advanced signal systems incorporate various strategies in signal operations to improve the
efficiency of a transportation network. Strategies may include coordinated signal operations across
jurisdictions as well as centralized control of traffic signals. Advanced signal systems can reduce
delay, travel time and the number of stops for vehicles, while potentially increasing average vehicle
speed. In addition, these systems may help reduce vehicle emissions and have a high impact on
improving travel time reliability.
The detection system, controller hardware, and software required at intersections depend on the
signal system strategy. In order to implement an advanced signal system, the existing hardware and
software on the roadways would be updated. The traffic signal controllers on Pacific Highway have
recently been upgraded with newer models; however many of the remaining signals in Tigard have
yet to be upgraded.
Of the 79 signals in the City of Tigard, 47 are owned and maintained by ODOT; the rest are
maintained by Washington County. These agencies would take the lead in signal upgrades and
implementing advanced signal systems. Any strategies that may be implemented would require
coordination among the City of Tigard and the jurisdictions that own and operate the signals.
Advanced signal systems may be applied to several innovative control strategies. The costs of these
systems vary as a function of the types of controllers, programming needs and detection needs.
Implementing any of these systems in Tigard would require coordination with MOT and/or
Washington County.Alternative signal systems include:
• Adaptive or active signal control systems improve the efficiency of signal operations by
actively changing the allotment of green time for vehicle movements and reducing the
average delay for vehicles. Adaptive or active signal control systems require several vehicle
detectors at intersections in order to detect traffic flows adequately, in addition to hardware
and software upgrades.
• Traffic responsive control uses data collected from traffic detectors to change signal timing
plans for intersections. The data collected from the detectors is used by the system to
automatically select a timing plan best suited to current traffic conditions. This system is
able to determine times when peak-hour timing plans begin or end; potentially reducing
vehicle delays.
• Transit signal priority systems use sensors to detect approaching transit vehicles and alter
signal timings to improve transit performance. This improves travel times for transit,
reliability of transit travel time, and overall attractiveness of transit. The City of Portland has
the only system of bus priority in the region, which is applied on most of the major arterial
corridors throughout the city.
Real-Time Traveler Information
Traveler information consists of collecting and disseminating real-time transportation system
information to the traveling public. This includes information on traffic and road conditions,
general public transportation and parking information, interruptions due to roadway incidents,
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roadway maintenance and construction, and weather conditions. Traveler information is collected
from roadway sensors, traffic cameras, vehicle probes, and recently media access control (MAC)
devices such as cell phones or laptops. Data from these sources are sent to a central system and
subsequently disseminated to the public so that drivers track conditions specific to their route and
can provide historical and real-time traffic conditions for travelers.
When roadway travelers are supplied with information on their trips, they may be able to avoid
heavy congestion by altering a travel path, delaying the start of a trip, or changing which mode
they choose to use. This can reduce overall delay and fuel emissions. Traveler information projects
can be prioritized over increasing capacity on roadway, often with high project visibility among the
public.
Real-Time Transit Information
Transit agencies or third-party sources can disseminate both schedule and system performance
information to travelers through a variety of applications, such as in-vehicle, wayside, or in-
terminal dynamic message signs, as well as the Internet or wireless devices. Coordination with
regional or multimodal traveler information efforts can increase the availability of this transit
schedule and system performance information. TriMet has implemented this through its Transit
Tracker system.
These systems enhance passenger convenience and may increase the attractiveness of transit to the
public by encouraging travelers to consider transit as opposed to driving alone. They do require
cooperation and integration between agencies for disseminating the information.
Access Management
Access management describes a practice of managing the number, placement, and movements of
intersections which provide access to adjacent land uses. These access points are considered in
context with the traffic flow, safety, capacity, and speed on the surrounding road system. Within
developed areas, access management strategies may include shared or consolidated access points,
restrictions on access point movements (medians, channelized movements), or closing access
points. Access management provides several potential benefits, such as reducing crashes and crash
rates and increasing capacity on the main roadway by maintaining vehicle flows and speeds.
In addition, well deployed access management strategies can greatly improve travel conditions for
pedestrian and bicycles. Eliminating the number of access points on roadways reduces the number
of potential interruptions and conflict points between pedestrians,bicyclists, and cars.
Access management is typically adopted as a policy in development guidelines. It can be extremely
difficult to implement an access management program once properties have been developed along
a corridor. Cooperation among and involvement of relevant government agencies, business owners,
land developers and the public is necessary to establish an access management plan that benefits all
roadway users and businesses.
23
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation Planning Toolbox
Neighborhood Traffic Management
Neighborhood Traffic Management (NTM) is a term that has been used to describe traffic control
devices typically used in residential neighborhoods to slow traffic or possibly reduce the volume of
traffic. NTM is descriptively called traffic calming due to its ability to improve neighborhood
livability. Tigard has done extensive work in the way of testing and implementing NTM measures
such as speed humps, chokers, pavement texturing, circles, chicanes and other elements. The
following are examples of neighborhood traffic management strategies that have been applied in
Tigard:
• speed wagon (reader board that displays vehicle • narrow streets
speeds) . closing streets
• speed humps • photo radar
• traffic circles . on-street parking
• medians . selective enforcement
• landscaping and street trees . neighborhood watch
• chokers(narrow roadways in short sections) . curb extensions
A wide range of traffic control devices are being used throughout the region, including such
devices as chokers, medians, traffic circles and speed humps. Also, NTM may be considered in an
area-wide manner to avoid shifting impacts between areas and should only be applied where a
majority of neighborhood residents agree that it should be done. Research of traffic calming
measures demonstrates their effectiveness in reducing vehicle speeds. Table 3-2 summarizes
nationwide research of over 120 agencies in North America.
TABLE 3-2 NEIGHBORHOOD TRAFFIC MANAGEMENT PERFORMANCE
Speed Reduction(MPH) Volume Change(ADT)
No.of Public
Measures Studies Low High Ave. Low High Ave. Satisfaction
Speed Humps 262 1 11.3 7.3 0 2922 328 79%
Speed Trailer 63 1.8 5.5 4.2 0 0 0 90%
Diverters 39 - - .4 85 3000 1102 72%
Circles 26 2.2 15 5.7 50 2000 280 72%
Enforcement 16 0 2 2 0 0 0 71%
Traffic Watch 85 .5 8.5 3.3 0 0 0 98%
Chokers 32 2.2 4.6 3.3 45 4100 597 79%
Narrow Streets 4 5 7 4.5 0 0 0 83%
SOURCE: Survey of Neighborhood Traffic Management Performance and Results, ITE District 6 Annual Meeting,
by R S. McCourt,July 1997.
24
2035 Tigard Transportation System Plan - DRAFT September 2010
Transportation Planning Toolbox
Typically, NTM receives a favorable reception by residents adjacent to streets where vehicles travel
at speeds above 30 MPH. However, NTM can also be contentious because it may be perceived by
one neighborhood as just moving the problem from one neighborhood to another rather than
solving it. Traffic calming may also be perceived as impacting emergency travel or raising liability
issues. A number of streets in Tigard are identified in the functional classification as neighborhood
routes. These streets are typically longer than the average local street and might otherwise attract
cut-through traffic. These may be appropriate locations for consideration of NTM applications.
25
Section 4
Development of the 2035
TSP
2035 Tigard Transportation System Plan -DRAFT September 2010
Development of the 2035 TSP
Development of the 2035 TSP
The 2035 Tigard Transportation System Plan (2035 TSP)builds on past planning efforts as well as an
updated analysis of existing conditions, forecast needs, and a multi-step evaluation of improvement
options. The analysis of transportation needs was coupled with a detailed review of relevant state,
regional, and local plans and policies. Parallel to these phases was a public involvement process to
gain input on key issues and concerns and to inform the community regarding the outcomes of the
process. This section summarizes the regulatory context, the foundation of previous planning, the
public involvement process, and the key findings of the baseline, forecast, and alternatives analysis.
The section is organized as follows:
i. 2008 Baseline Conditions Analysis
ii. 2035 Forecast Analysis
iii. Alternative Analysis
iv. Changes from the 2002 TSP
BASELINE ANALYSIS
Once the project vision, goals, and objectives were determined as summarized in Section 2, an
inventory of the existing transportation system was developed. This inventory documented all
major transportation-related facilities and services within the Tigard Urban Planning Area. The
data and analysis included an inventory of the roadway network, traffic conditions, safety
performance, bicycle and pedestrian facilities, and transit service, among other topics. The findings
of the technical analysis are sunnnarized in Technical Memorandum #3 in the Volume 3 Technical Appendix.
In addition, existing conditions analysis included an inventory of natural resources and identified
areas with high proportions of population groups that might warrant specific consideration with
regard to transportation needs. These are summarized below.
Environmental Resources Evaluation
The environmental evaluation summarizes current resources within the Tigard Urban Planning
Area in order to avoid and limit adverse impacts on them in developing transportation projects.
Figure 4-1 displays regionally significant fish and wildlife habitat that were identified as Goal 5
resources by Metro in 2005. Metro staff developed the Goal 5 inventory based on the best existing
science and data at the time and input from local agencies, resource agencies, technical review
committees, and the public. Metro staff conducted fieldwork to validate and adjust the inventory.
The habitat resources in the inventory were then ranked in importance based on their capacity to
provide benefits to fish and wildlife. The Goal 5 resources identified in Tigard are primarily
associated with the Fanno Creek system, which is a tributary of the Tualatin River that passes
through Tigard on its journey to the south. In addition to these resources, floodplain and wetland
data were summarized for inclusion in project evaluations.
27
September 2010 2035 Tigard Transportation System Plan - DRAFT
Development of the 2035 TSP
Socioeconomic Conditions
An evaluation of socioeconomic conditions was conducted as part of the environmental justice
analysis for transportation needs. The analysis was conducted in order to meet the needs and avoid
undue adverse impacts to certain populations when examining potential transportation
improvements. Census data were used to evaluate census blocks within the planning area based on
percentages of the population comprised of one or more of the following populations:
• Minority groups—people who did not self-identify as White-Non Hispanic
• Low-income residents — people who earned between 0 and 1.99 times the federal poverty
level in 1999
• Seniors—people 65 years of age or older in 2000
• Non-English speakers—people who stated that they did not speak any English at all in 2000
• People with disabilities — people five years or older with any type of disability: sensory,
physical,mental, self-care, go-outside-the-home,or employment.
Under the Metro 2035 RTP definition, an area has "'significant"' environmental justice populations
if it has more than 2.5 times the regional average for that population. Within the Tigard planning
area, no significant minority or disabled populations were identified; however several Block
Groups were identified for significant non-English-speaking, senior, and low-income populations.
These areas are depicted in Figure 4-2.
The existence of significant environmental justice populations was considered in the evaluation of
potential transportation projects both for the capacity to meet needs as well as for potential negative
impacts of new facilities. It is notable that there is a gap in transit service on Hall Boulevard
between Pacific Highway 99W and Locust Street in the vicinity of considerable low income
residents. Transit dependent residents of these neighborhoods must walk along Hall Boulevard to
get to the nearest bus stops. While the City is not a provider of transit service, pedestrian and bus
stop amenities in this vicinity should be considered priorities in order to improve transit access for
these neighborhoods. Details of this and other aspects of the 2008 Base Conditions Analysis are provided in
Technical Memorandum #3 in the Volume 3 Technical Appendix.
28
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*Significant environmental Justice populations are based on the Metro 2035 Update definition:Census Block Groups with more than 2.5 times the regional average for that population.
Note:Block Groups highlighted in yellow represent areas where two or more significant populations are identified.
Sources:2000 Census,2008 RLIS Lite
2035 Tigard Transportation System Plan -DRAFT September 2010
Development of the 2035 TSP
2035 FORECAST ANALYSIS
Development of long-term (year 2035) transportation system forecasts relied heavily on the Metro
Travel Demand Model. The model predicts future travel needs based on forecast housing and
population. The model also incorporates planned improvements to the transportation system.
Future transportation conditions were evaluated based on the forecast travel demand and planned
improvements. Technical Meniorandunl #4: Transportation Needs and Deficiencies included in the
Volume 3 Technical Appendix.
Metro currently uses 2005 household (single family units, mixed-use units) and employment (retail
jobs and "other") data as its base and has developed year 2035 household and employment
forecasts. Year 2035 forecasts include estimates of future households and employment within the
Tigard planning area. The population and employment data for both 2005 and 2035 are
summarized in Table 4-1.
TABLE 4-1 2035 HOUSEHOLD AND EMPLOYMENT PROJECTIONS
2005 2035 Growth, 2005-2035
Households Employment Households Employment Households Employment
26,160 43,734 35,071 68,564 8,911 24,829
As shown in Table 4-1, Tigard's households are projected to increase by 8,900 between 2005 and
2035 and employment is projected to increase by approximately 24,800 jobs (34 percent and 57
percent increases, respectively). These translate to annualized growth in households of
approximately 1.1%per year and annualized growth in employment of 1.9 % per year.
Figure 4-3 shows that the areas anticipated for the most residential growth are on the west side of
Tigard and south in the neighborhoods around Durham Road. It should be noted that West Bull
Mountain is outside of the planning area but also has significant anticipated growth in housing.
Figure 4-4 shows that the areas anticipated for the most employment growth are concentrated along
Highway 217 including the areas around Washington Square Regional Center, downtown, the
Tigard Triangle, and Pacific Highway.
The residential and employment development patterns reflected in Figures 4-3 and 4-4 will have
the effect of exacerbating existing pressure on the roadway system, especially during the weekday
peak periods. The critical directions of traffic flow are generally eastbound in the morning and
westbound in the evenings, as commuters travel to and from work via the 1-5, Highway 217, Pacific
Highway and major arterials. Accommodating future residential and employment growth with a
more balanced distribution of land uses will help to alleviate strain on the transportation system
and promote a more efficient use of the roadways.
31
Figure 4-3
Forecast
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Note:Forecast household growth for the downtown reflects planning aspirations,but wasn't included in the Metro model(shown as negative or no change in the model).
Figure 4-4
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Note: Forecast employment growth for the downtown reflects planning aspirations,but wasn't included in the Metro model (shown as 1 to 31obs/Acre in the model).
September 2010 2035 Tigard Transportation System Plan -DRAFT
Development of the 2035 TSP
Growth Assumptions for Downtown - Modeling Implications
The City of Tigard plans for increased residential and commercial density in Downtown Tigard, as
reflected in Figures 4-3 and 4-4. These planned changes in downtown, along with the City's land
use strategy to increase mixed-use development, are intended to mitigate the strain on the east-west
roadways by shortening home-to-work trips, supporting transit service, and making walk/bike trips
more viable for work, shopping, and other activities.
The City's aspirations for growth have not yet been incorporated into the Metro travel demand
model. As a result, the 2035 model forecast underestimates the travel demand to and from
downtown. While this is a meaningful disparity, it was determined that the potential negative
impacts of this disparity are lessened by the following considerations:
• The intent of the higher density, mixed use development is to accommodate a higher
proportion of travel demand by non-automobile travel modes;
• The most critical need for a higher density downtown will be the provision of multiple
access points and an efficient overall circulation pattern; and,
• The current planning process for downtown includes a grid of two-lane streets to create and
preserve a safe, efficient and pedestrian-friendly circulation system. Larger street cross
sections would conflict with these objectives, even if travel demand modeling indicated a
desire for more automobile capacity.
• The arterial streets providing access to Downtown (Pacific Highway, Hall Boulevard,
Greenburg Road) are already planned for their maximum roadway width of five lanes. The
City does not intend to increase the roadway footprints. If the downtown growth requires
specific capacity improvements at critical intersections, those could be developed and are
not dependent on inclusion in the TSP.
Given these considerations, emphasis was placed on ensuring efficient access and connectivity for
downtown, as well as planning for improved pedestrian,bicycle, and transit access.
ALTERNATIVES ANALYSIS
Substantial effort was devoted to developing and evaluating alternatives to address existing and
future transportation needs within the Tigard Urban Planning Area. While there is a recognized
need for expanded roadway capacity in some areas, emphasis was placed on measures that provide
a balanced multi-modal transportation system and investments that enhance the efficiency of the
existing systems.
This section provides an overview of the alternatives analysis, project evaluations, and project
prioritization that occurred in developing the preferred plan. The process, illustrated in Exhibit 7, is
described below:
34
2035 Tigard Transportation System Plan - DRAFT September 2010
Development of the 2035 TSP
Step 1 — Review of Planned Projects
Projects from previous planning documents were reviewed and analyzed. Two scenarios were
developed to distinguish between planned projects with the higher likelihood of receiving funding.
The evaluation identified which planned projects are expected to be most effective as well as areas
of continued congestion and capacity problems in spite of planned projects. Technical Memorandum
#4 in the Volume 3 Technical Appendix;
Exhibit 1 Alternatives Analysis and Project Evaluation Sieves
Result:
Draft TSP
Refined Project List and Set Draft Priorities
pnput hom TAC,CAC,staff,city council) 7
Evaluated Draft Preferred Plan
(operations analysis) s
(qualitative
Identifled New Projects
project 9081s' led evaluation) 5
Aw1ea�Humber and FeaaibNi
Evalu IgUedtativeprelect1106tase evivati n'tures 4
(qualitative project 9oals.�Projects
Evaluated Atte used evaluation) 3
(operations nelyslstegies
Evaluated�enario f en ) 2
{operations analy$ee
Serio 2
Start with: 1
Project List
from Previous
Planning Efforts
Step 2 — Application of TSM Strategies
Transportation System Management (TSM) strategies were applied to the forecast roadway
operations. This scenario was evaluated to determine if the magnitude of the impact of these
strategies could reduce the needs for new roadway infrastructure investments. The TSM strategies
that were modeled included 1) signal system improvements on major corridors, as planned in the
2035 RTP and 2) access management strategies on Pacific Highway, as identified in the Highway
99W Plan.
35
September 2010 2035 Tigard Transportation System Plan - DRAFT
Development of the 2035 TSP
Step 3 - Evaluation of Individual Projects
Individual projects were evaluated both quantitatively and qualitatively. Major roadway capacity
increases were modeled to determine the level of travel demand that would be accommodated or
otherwise impacted by the project. In addition, a series of evaluation criteria were developed from
the goals identified in Section 2. The seven criteria for screening and prioritizing project alternatives
were: multi-modal mobility, system capacity, consistency with local/regional plans, safety, cost-
effectiveness, environmental resources, and environmental justice.
The evaluation criteria were applied to new projects, projects being considered for removal from
the TSP and projects that were otherwise considered critical or notable. The rating method used to
evaluate each project is illustrated in Table 4-2.
TABLE 4-2 QUALITATIVE RATING SYSTEM
Goal Rating Meaning
Significantly improves transportation options, or connectivity within a mode
Multi-Modal O Moderately improves transportation options, or connectivity within a mode
Mobility
0 Does not change transportation options or connectivity
0 Project improves system capacity
System Capacity @ Project does not significantly change system capacity
0 Project decreases system capacity
Consistency with
Included as part of other local jurisdiction, regional, and/or state plans
other jurisdiction Not mentioned but consistent with the intent of other plans
Local, Regional
Plans 0 Inconsistent with local jurisdiction, regional, and/or state plans
Provides a safety enhancement in an area with noted safety deficiency or an
area with significant pedestrian and/or bicycle traffic.
Safety Provides a safety enhancement to one or more modes of travel.
0 Provides no improvement or negative impacts to overall system safety.
Provides significant increases in mobility compared to the relative cost.
Cost- Provides reasonable increase in mobility compared to the cost.
Effectiveness
0 Provides little increase in mobility compared to the cost.
0 Enhances parks, wetlands, or other environmentally sensitive areas
Environmental OO Does not impact environmentally sensitive areas
Resources
0 Impacts environmentally sensitive areas
Enhances transportation options for designated population neighborhoods
Environmental No obvious impact to designated population neighborhoods
Justice
0 Negatively impacts designated population neighborhoods
36
2035 Tigard Transportation System Plan -DRAFT September 2010
Development of the 2035 TSP
A notable finding from this step was that there were projects from previous planning efforts that no
longer meet the community goals.As such, the following projects were removed from the TSP:
• Nimbus Avenue Extension due to environmental impacts to Fanno Creek and related cost
effectiveness;
• Wall Street Extension due to cost effectiveness and potential environmental justice impacts;
and,
• New interchange on Highway 217 at the extension of SW 68th Avenue due to inconsistency
with the RTP and ODOT plans.
Step 4 — Review of Bridge Projects
Due to their high costs, the projects requiring bridge structures to cross highways and railroad
tracks were considered to determine if all were necessary, identify which projects were most desired
within the planning horizon as well as those that should be include for the purpose of long-term
right-of-way protection. This review identified existing plans for a total of seven grade-separated
crossings.
The individual project evaluations in Step 3 were supplemented with the overall review of the
number of costly grade-separated crossing proposed. On that basis, the following crossings have
been removed from the TSP or modified:
• Northern Washington Square Regional Center Crossing (Hwy 217 crossing) was modified to
a pedestrian and bicycle connection only
• Wall Street Extension (railroad crossing) was removed due to cost effectiveness and
potential environmental justice impacts as described as part of Step 3
• Dartmouth Street — Hunziker Connection (over Hwy 217) was removed due to cost and
redundancy with the Hunziker Street—Hampton Street Connection
• Durham Road Extension under I-5 was not included due to limited system benefits and cost
effectiveness.
The following crossings were recommended to remain in the 2035 TSP:
• Northern Washington Square Regional Center Crossing (as pedestrian/bike connection only)
• Southern Washington Square Regional Center Crossing
• Hunziker Street—Hampton Connection over Highway 217.
Step 5
Step 5 of the alternatives analysis included evaluation of potential new roadway projects that would
benefit overall multi-modal system operations. Two of the notable new projects in the 2035 TSP
include the North Dakota-Pfaffle Neighborhood Route and North Dakota Realignment. These
projects are envisioned to occur in tandem with or subsequent to realignment of Tiedeman to the
west away from the North Dakota/Greenburg Road intersection.
37
September 2010 2035 Tigard Transportation System Plan - DRAFT
Development of the 2035 TSP
The North Dakota-Pfaffle Neighborhood Route and North Dakota Realignment would provide a
much needed east-west connection between Pfaffle and North Dakota Street over Highway 217 and
would provide an alternative to Pacific Highway and Walnut Street for travel between east and
west Tigard. Traffic calming measures could be implemented to keep travel speeds consistent with
a Neighborhood Route; however, measures to reduce traffic volumes on this route would reduce
the benefit of the crossing which will cost several million dollars.
An additional roadway project is a future north-south connection between Dartmouth Street and
Beveland Road. This potential connection would provide an alternative route for traffic on SW 72nd
Avenue within the Tigard Triangle and may create opportunities for development on either side of
the new roadway.
Step 6
A final model run was conducted to include the results of Steps 1. through 5 including currently
funded projects, TSM strategies, and recommendations for new projects and projects to be removed
from the TSP.
Step 7
Step 7 of the alternatives analysis included identifying the finalized package of improvements for
the 2035 TSP and setting draft project priorities based on the project goals and objectives, individual
project evaluations, input from the TAC, CAC, city staff and city council.
Summaries of each of the project evaluations and the results of the Step 6 model run are included in Technical
Memorandum #5 in the Volume 3 Technical Appendix.
CHANGES FROM 2002 TSP
The following summarizes new projects added to the 2035 TSP that were not included in the 2002
TSP as well as summarizes projects that were in the 2002 TSP but have been modified in or removed
from the 2035 TSP.
New Projects
In addition to new pedestrian and bicycle projects, several new transit supportive projects have
been added to the 2035 TSP including the following:
• Transit Projects
o On-going planning activities with TriMet and Metro to bring High Capacity Transit
parallel to the Pacific Highway-99W/Barbur Boulevard corridor.
o Support for existing high activity bus stops by providing benches, shelters, and real-
time information.
o A bicycle hub with additional bike racks and covered bike lockers at the Tigard
Transit Center.
38
2035 Tigard Transportation System Plan -DRAFT September 2010
Development of the 2035 TSP
o Local connector transit service in the Tigard Triangle and in connection with the
High Capacity Transit planning. This service could connect the Tigard Triangle to
Downtown, and/or the Washington Square Mall and potentially residential areas
and should be coordinated with other transit service.
• Roadway and Intersection Projects
o Pfaffle-North Dakota east-west connection with Hwy 217 over-crossing to provide a
neighborhood route, connecting from 99W at 78th to Scholls Ferry Road, via N.
Dakota. Includes realignment of North Dakota at Greenburg Road to provide a
continuous east-west connection. Requires purchase of an existing building.
o Traffic signal or other intersection treatment at Pfaffle Street/Hall Boulevard.
o New north-south connection in the Tigard Triangle, connecting Dartmouth with
Beveland Road or Hermosa Way in order to improve local circulation within the
Triangle.
Updated Projects
Projects in the 2002 TSP were reevaluated to determine if changes or other updates were warranted.
The following summarizes the significant updates incorporated into the 2035 TSP:
• Hall Boulevard Widening, Oleson Road to Pacific Highway (Project #45a): The 2002 TSP
includes a project to widen Hall Boulevard to 5 lanes in this section. The 2035 TSP includes
this project as a 3-lane cross-section while filling in gaps in the sidewalk and adding
bikeways.
• Highway 217 Nimbus-Locust Overcrossing (Project #22): The 2002 TSP identified this new
roadway to have a 5-lane cross-section. Due to improved multimodal facilities and travel
pattern changes in the area, the 2035 TSP includes this project with a 3-lane cross-section.
• Northern Washington Square Regional Center Highway 217 Crossing (Project #MUP7): The
2002 TSP identified this as a Highway 217 crossing that accommodated pedestrians,
bicycles, and vehicles. The 2035 TSP includes this crossing as multi-use path only that does
not accommodate vehicles.
• SW 12151 Avenue (Project #34) and Walnut Street widening (Project #48): The 2002 TSP
included these projects as 3-1ane cross-sections, while the 2035 TSP includes them both as 2-
lane streets with turn-lanes where necessary, and bicycle and pedestrian improvements.
• Ash Avenue Extension (Projects #1.8 and #27): This project includes a 3-lane cross-section in
the 2002 TSP. Based on the desire to improve access and safety for pedestrians and bicycles
downtown, this project is included in the 2035 TSP with a 2-lane cross-section providing
turn-lanes where necessary.
A corridor analysis is also identified for these projects (#18 and #27) in order to examine
design and alignment alternatives and more clearly identify the potential impacsts, but
positive and negative, of these projects.
39
September 2010 2035 Tigard Transportation System Plan - DRAFT
Development of the 2035 TSP
Other Project Notes
Scholls Ferry Road Widening from 121s' to Barrows (Project #28) has been identified for ROW
preservation. The Washington County TSP shows this segment as three lanes in the future. Based
on its "Long-term" designation and definition of long-term projects in the 2035 TSP, widening to
seven lanes would not be conditioned upon development; however, ROW would be obtained to
preserve this option for the future.
40
Section 5
Transportation System
Plan
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
Transportation System Plan
This section presents the multi-anodal Transportation System Plan for the City of Tigard. The
purpose of the Plan is to support the vision and goals presented in Section 2 by logically providing
for the systematic care and expansion of the City's multi-modal transportation system. The Tigard
2035 Transportation System Plan presented below provides the policy and regulatory framework to
guide the expansion of the system and the prioritized list of actions and improvement projects to
meet the future travel needs within the community.
The Transportation System Plan is organized into the following major sub-sections:
• State and regional planning context;
• Policy/regulatory elements for management and design of roadways;
• Future modal system plans for the roadway, pedestrian, bicycle, and transit systems;
• Summary of all planned projects and project priorities;
• Transportation plans for Special Areas including Downtown, the Tigard Triangle, and
Washington Square Regional Center; and,
• Modal plans for the rail, air, water, and pipeline systems.
PLAN AREA
The City of Tigard is located within urban Washington County and the three county (Multnomah,
Clackamas, and Washington Counties) Metro Service District. Tigard's current boundaries are
generally defined by Scholls Ferry Road to the north, I-5 to the East, the Tualatin River to the south,
and SW Barrows Road and extend as far as SW 15411,Avenue to the west.
Figure 5-1 presents a map of the area included in the Tigard 2035 Transportation System Plan which
includes the City of Tigard and sections of unincorporated Washington County that are part of the
Tigard Urban Planning Area. These unincorporated areas are required to be included in the 2035
TSP by the Transportation Planning Rule. The Highway 217 interchange at Scholls Ferry Road is
also shown in the figure even though it is in the City of Beaverton, but is included in this study
because its operations effect adjacent intersections within Tigard.
Directly west of the Tigard planning area is the West Bull Mountain Planning Area (Areas 63 and
64) which was brought into the urban growth boundary in 2002. That area is being planned under a
separate effort being led by Washington County and is, therefore, excluded from the Tigard
Planning Area of this TSP.
42
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
STATE AND REGIONAL PLANNING CONTEXT
While the focus of the 2035 Tigard Transportation System Plan (2035 TSP) is the transportation
system within the Tigard Urban Planning Area, the transportation facilities within the 2035 TSP
area also have an important role in the state and regional transportation system. In keeping with
Goal 5 for the 2035 TSP regarding inter-agency coordination, the 2035 TSP is consistent with the
requirements of statewide and regional transportation plans and policies.
Facilities
Three major regional transportation facilities traverse the City of Tigard: Interstate 5, Highway 217,
and Pacific Highway-99W. These facilities are state highways under the jurisdiction of the Oregon
Department of Transportation (ODOT) and are subject to the operational and design requirements
placed by the state.Plans for improvements to the highways and interchanges, as well as changes to
adjacent land uses and access points must be developed in a manner consistent with ODOT plans,
guidelines, and standards.
Further, each of these facilities delineates a Regional Mobility Corridor in Metro's 2035 Regional
Transportation Plan (RTP) (Reference 2). The corridors, while anchored by major roadway facilities,
also encompass local streets and multi-modal facilities. Metro's Mobility Corridor Atlas identifies
the following four corridors connecting to Tigard:
• Corridor 2 North: includes the area surrounding I-5 and Pacific Highway-99W connecting
Tigard to Portland Central City. This corridor area includes I-5 between Portland and
Tualatin, and Pacific Highway 99W between Portland and King City.
• Corridor 3 South: includes the area surrounding I-5 and Pacific Highway 99W connecting
Tigard to Tualatin, Wilsonville, and Sherwood.
• Corridor 19: includes the area around Highway 217 connecting Tigard to Beaverton and
Hillsboro (via Highway 26) as well as Lake Grove to the east.
• Corridor 20: includes the area surrounding Highway 99W connecting Tigard to Sherwood
and Newberg, as well as Tualatin and portions of Wilsonville.
By identifying and managing multi-modal corridors, Metro is shifting transportation planning
away from a focus on facilities and toward a focus on providing connections using a system of
modal options. A Metro summary of existing conditions for each of these Regional Mobility Corridors is
provided in Appendix C of the Volume 2 Technical Appendix.
Multi-modal refinement plans for each of these corridors are included in the 2035 RTP. Metro has
identified Corridor 2 as one of two top priority corridors for refinement plans and is seeking
funding to begin this effort.
44
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
LAND USE PLANNING & DEVELOPMENT
The types and intensities of land uses are closely correlated with travel demand and mode choice.
Land use patterns in the City of Tigard and surrounding areas are suburban in character, with
residential areas separated from commercial areas and a relatively low density of development
overall. The majority of land in Tigard is zoned for residential uses, with commercial zoning
primarily along Pacific Highway and in the Tigard Triangle, and industrial primarily along the
WES commuter rail track south of Pacific Highway. This development pattern results in travel
demand that is highly directional according to typical weekday peak periods. Specifically, there are
relatively sharp peaks in travel demand during weekday commute hours, with predictable peak
period traffic flowing away from residential neighborhoods in the morning and returning in the
evening.
Land use strategies that support non-automobile travel choices while retaining the suburban
residential character throughout most of Tigard are described below.
Potential Further Plan or Study: Support Commercial Nodes in Residential Areas
Commercial nodes in residential areas would provide residents with the opportunity to take non-
work trips by bike or walking. These neighborhood commercial (N-C) nodes could include small
restaurants, coffee shops, or neighborhood retail. This could be accomplished by allowing
neighborhood-commercial as a permitted or conditional use in residential zones, or through
designating specific nodes on the City's comprehensive plan map as neighborhood commercial. The
N-C designation currently exists within the City.
Potential Further Plan or Study: Support Non-Auto-Dependent Development
Mixed-use developments combine housing, retail, employment, and other land uses together in a
single development project. Such developments have been found to reduce automobile trips by
supporting higher frequency transit service and promoting pedestrian and bicycle travel. Urban
areas with mixed uses and higher densities should be promoted in targeted areas, such as in the
Downtown', along Pacific Highway, and in the WSRC. Non-auto-dependent development can be
encouraged through various policies such as parking management requirements, density
requirements or bonuses, and/or pedestrian, bicycle or transit mode design guides to integrate non-
auto mode features and incentives directly into development.
Plan Amendments & Mobility Standards
Several land use strategies are identified in Section 3 as measures to help reduce traffic congestion
resulting from single occupancy vehicle (SOV) travel. These land use strategies are also important
in order to support transit investments, including the Southwest Corridor High Capacity Transit
(HCT) service in Tigard. In particular, transit supportive land uses tend to include higher densities
'-The City's comprehensive plan includes considerably higher residential densities in Downtown, which were
not reflected in the Metro model.
45
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
and mixed uses, as well as design elements that make walking and bicycling safe, convenient, and
comfortable.
Amending Tigard's existing zoning to allow higher density developments may present challenges
with respect to meeting ODOT performance standards for adjacent state highways. The
Transportation Planning Rule (OAR 660-12-0600) which requires that amendments to adopted plans
must not cause an affected roadway to fail to meet performance standards, or if the forecast
roadway operations are already failing to meet performance standards, the plan amendment must
not further degrade performance.
This is a known issue in downtown, Washington Square Regional Center, along Pacific Highway,
and in the Tigard Triangle, and may also arise in other areas near state highways or freeway
interchanges. There are numerous measures that can be taken in the land use planning and design
process to reduce trip generation from increased development. These include:
• Parking management, including pricing and time limits;
• Reduced parking requirements or parking maximums for new development;
• Improved facilities for pedestrian and bicycle access and circulation;
• Complementary mix of land uses;
• Improved connectivity for motor vehicles as well as for bicycles and pedestrians;and,
• Transportation system management (TSM) measures to improve traffic operations without
significant capacity expansions.
The above measures are an effective approach to reducing traffic impacts from increased
development. Additional transportation mitigations are primarily focused on improving general
transportation conditions for all travel modes. While these measures may be pursued for their own
merit, they are also identified as an option for transportation mitigations where increased density
results in higher trip generation:
• Access management to improve general traffic operations on arterials and collectors; and,
• Mitigation of known safety and access deficiencies for motor vehicles, transit, pedestrians,
and/or bicycles.
The City will continue to work with Metro and ODOT to develop transportation and land use
strategies that support Tigard transportation and community development goals, Metro's 2040
growth concept, and ODOT performance standards.
Greenhouse Gas Emissions
In 2007 the Oregon legislature adopted the following statewide targets for greenhouse gas
emissions (GHGs) among all sectors, including energy, solid waste,buildings, and transportation:
46
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
• 2010: stop increases in GHG emissions
• 2020: ten-percent reduction in GHG emissions (from 1990 levels)
• 2050: fifty-percent reduction in GHG emissions (from 1990 levels)
This was followed by the adoption of House Bill 2001 (Jobs and Transportation Act, or JTA) in 2009,
which focuses on reducing GHG emissions from light-duty vehicles. The technology and
methodology to measure GHG emissions for specific transportation plans and projects is still under
development. These next steps have been adopted by the legislature and by Metro as a priority for
further transportation planning activities.
Successful GHG reductions can result from reducing vehicle miles traveled (VMT) per capita;
increased transit, bike, and pedestrian travel; and shorter trips due to compact, mixed-use
development. The City of. Tigard incorporates these concepts and objectives in the 2035 TSP and
actively seeks opportunities for their fulfillment in the Downtown, WSRC, Pacific Highway
corridor, and Tigard Triangle.
POLICY/REGULATORY ELEMENTS
The following section includes the policy and regulatory elements of the transportation system that
guide development review and project development in Tigard.
Functional Classifications
The functional classification of a roadway defines the primary role in terms of providing mobility
and access. An individual street's classification directs the design and management of the roadway,
including right of way needs, the number of travel lanes and other cross-section elements, and
access management standards. Figure 5-2 shows the functional classification for each roadway in
Tigard. The City of Tigard functional classification policies include the following designations:
• Freeway • Collector
• Principal Arterial • Neighborhood Routes
• Arterial • Local Streets
Freeway
Freeways are state facilities that provide the highest level of regional mobility and connectivity.
These roadways usually extend across several jurisdictions and are often characterized by limited
access points and high travel speeds. In Tigard, I-5 and Highway 217 are access controlled
freeways.
Principal Arterials
In Tigard, principal arterial streets are major state facilities that provide a high level of regional
mobility and connectivity, provide access to freeways via interchanges, but also serve local trips to
and from major commercial, residential, industrial, and institutional areas. Principal Arterial streets
47
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
maintain mobility as a priority. Access control is very important on Principal Arterials although full
freeway access control is not feasible due to the need to provide access to the arterial and collector
street system. In Tigard, Pacific Highway is a principal arterial street.
Arterial Streets
Arterial streets serve to connect and support the freeway and principal arterial system. These streets
link major commercial, residential, industrial, and institutional areas. Arterial streets are typically
spaced about one mile apart, and maintain mobility as a priority. Access control is important on
arterial routes, but not to the extent of principal arterial systems. Many of these routes connect to
cities surrounding Tigard and commonly provide access to freeways via interchanges.
Collector Streets
Collector streets provide both access and mobility within and between residential and
commercial/industrial areas. Collectors differ from arterials in that they provide more of an intra-
city circulation function, do not require as extensive control of. access (compared to arterials), and
provide access to residential neighborhoods. These roadways distribute trips to and from the
neighborhood and local street system.
Neighborhood Routes
Neighborhood routes are usually longer than local streets and provide connectivity to collectors or
arterials. Neighborhood routes have greater connectivity and are used by residents in the area to
get into and out of the neighborhood, but do not serve citywide/large area circulation. Traffic from
cul-de-sacs and other local streets may connect to neighborhood routes for access to higher order
streets.
Local Streets
Local Streets have the primary function of providing access to immediate adjacent land. These
streets typically have several driveways and are not intended for long-distance trips. Through
traffic on local streets is discouraged by design.
Truck Routes
Freight trucks need to travel to and from the freeway system to their destinations. The state and
local agencies designate truck routes to help channelize freight traffic to the most desirable routes
for trucks and to ensure that the system is designed to accommodate necessary freight movement.
I-5, Highway 21.7, and Highway 99W are designated statewide freight routes, while Hall Boulevard,
Beef Bend Road, Scholls Ferry Road, Upper Boones Ferry Road and sections of Durham Road and
72nd Avenue are City of Tigard designated freight routes. Figure 5-3 shows the designated Freight
Routes in Tigard.
48
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i
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
This system provides connections with truck routes serving areas within and outside of Tigard
making efficient truck movement and the delivery of raw materials, goods, services and finished
products possible. These routes are generally found in and serve areas where there are
concentrations of commercial and/or industrial land uses. The highest non-freeway truck volumes
in Tigard are on Pacific Highway-99W. In addition, Scholls Ferry Road, Hall Boulevard, and 72°x'
Avenue also carry relatively high truck volumes.
Street Design Standards (Cross Sections)
Roadways in Tigard are the primary means of mobility for residents, serving the majority of trips
over multiple modes. Pedestrians, bicyclists, public transit, and motorists all use public roads for
the vast majority of trips. Therefore, it is increasingly important to plan, design, and build new
roadways in a manner that improves multi-modal access and mobility.
The City of Tigard street design standards ensure that all new streets are constructed as "complete
streets" and include facilities for pedestrians and bicycles and also provide drainage and
landscaping where appropriate. Because they are reviewed and updated periodically, the City of
Tigard's street design standards are located in the city's Community Development Code section
18.800 Street and Utility Improvement Standards.
Pedestrian and Bicycle Facilities
The typical roadway cross sections include the following elements: right-of-way, number of travel
lanes, parking, bicycle and pedestrian facilities, and other features such as landscape strips. The
standards represent the preferred cross-sections for each roadway designation and should be the
minimum for new roadways and reconstructed roadways with adequate space available. All
roadway improvements should include provision of sidewalks and bicycle facilities per the street
design standards.
Landscape Requirements
Street design standards in the Community Development Code (Section 18.810) include landscaping
requirements intended to mitigate the environmental and visual impacts that transportation
infrastructure has on the surrounding community.All new and improved roadways are required to
include street trees and landscaping consistent with guidelines in the development code and should
consider incorporating public art, bioswales and other aesthetic/environmental treatments that
improve livability and protect the environment.
Potential Further Plan or Study
Review and update, as warranted, street design standards for efficient multi-modal access and
circulation. Specific design standards already identified for the Tigard Triangle, Washington Square
Regional Center, Pacific Highway and Downtown should be included that have been adopted as
part of area plans. These should be consulted when working within these areas.
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September 2010 2035 Tigard Transportation System Plan - DRAFT
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Intersection Performance Standards
Traffic conditions at intersections are typically measured in terms of their ability to accommodate
traffic demand (volume-to-capacity, or v/c ratios) and the average delay experienced by drivers
(level of service, or LOS). Performance standards for intersections are established by the agency
with ownership over the roadway.
Intersections on state facilities (Pacific Highway, Hall Boulevard, segments of Scholls Ferry Road,
and freeway ramp intersections) are identified in the Oregon Highway Plan (OHP). Washington
County should be consulted for standards for County roadways. The City of Tigard street
improvement standards are provided in 18.810 of the development code.
Alternative Mobility Standards
The City of Tigard shares the state and regional goals of providing a balanced transportation
system that reduces reliance on automobiles. Among the highly effective strategies to achieve this
goal are land use strategies that promote compact urban form that encourage walking, cycling, and
transit use. At the same time, intersection performance standards are linked to trip generation and
limit the development potential of an area. In this way, the intersection performance targets can
effectively preclude the land use strategies needed to support the multi-modal transportation goals.
At this writing, Metro and ODOT are working with local jurisdictions to develop strategies that
meet the land use vision within the requirements of the state Transportation Planning Rule (TPR).
The City of Tigard is participating in these discussions which are aimed at identifying alternative
mobility standards that will protect the function of the state highways as well as other state and
regional transportation goals. The City further recognizes that the quality of a transportation
system can be measured in many ways, including reliability, safety, and multi-modal mobility.
Potential Further Plans or Studies
Alternative mobility standards are one anticipated outcome of the regional mobility corridor
refinement plans identified in the RTP.
Safety
Transportation has no higher objective than safety. Historic crash data from roadways within Tigard
reveal that the highest crash locations are consistently on state or county roads, including Pacific
Highway, Scholls Ferry Road, and the Highway 217 and I-5 ramp intersections. Such data were
used as a key criterion in the evaluation of potential improvement projects for the 2035 TSP.
In addition to including safety issues as a primary factor in identifying and prioritizing
transportation investments, safety considerations are incorporated in the City's design standards for
transportation facilities. These include design standards for intersections, traffic control devices,
and street cross section elements.
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
ODOT and Washington County have adopted programs to identify safety deficiencies based on
crash frequencies and types. The City will continue to consult Washington County and ODOT
rankings for crash locations.
Potential Future Plan or Study
Review high crash locations along with State and County safety tracking and ranking programs.
Determine whether a city Traffic Safety Mitigation System is warranted as a supplement to the
County and State systems.
Access Management Standards
Access management refers to a set of measures regulating access to streets, roads, and highways,
from public roads and private driveways. Such measures may include minimum distances between
highway approaches, as well as turning movement or other restrictions. Access management is an
effective means to maximize efficient traffic flow and minimize conflict points due to vehicle
turning movements.
Access management standards vary depending on the functional classification and purpose of a
given roadway. Roadways on the higher end of the functional classification system (i.e., arterials
and collectors) tend to have higher spacing standards, while facilities such as neighborhood routes
and local streets allow more closely spaced access points.
Chapter 18.705 of the Tigard Development Code identifies access requirements and restrictions on
City of Tigard facilities. Access spacing standards for ODOT facilities should be obtained from the
Oregon Highway Plan (Reference 3). Access spacing standards for Washington County facilities are
identified in the county's development code under Roadway Access (501-8.5).
Connectivity
Street connectivity standards are provided in the Tigard Development Code (18.810.H). The street
connectivity standards are consistent with the Regional Transportation Functional Plan which
requires full street connections with spacing of no more than 530 feet, with a maximum 200-foot
length for cul-de-sacs. Section 18.810.040 further specifies maximum perimeter for blocks of 2,000
feet and requires that that bicycle and pedestrian connections be provided at no more than 330-foot
spacing. Exceptions to these requirements can be made for several reasons, including
environmental or topographical constraints or the built environment.
The roadway capacity limitations in Tigard are perhaps most pronounced for travel demand from
northeast to southwest, especially along Pacific Highway. Opportunities to provide new
connections are severely constrained by Highway 217, 1-5, the WES commuter/freight rail line, and
natural features such as Fanno Creek and Bull Mountain. With only a limited number of east-west
through routes, there is considerable demand placed on a few roadways. Adding capacity to Pacific
Highway is not desired because of the significant impacts to the community in terms of added
through traffic, impacts to adjacent properties, and the greater physical barrier through the City. As
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
such, a higher priority is placed on providing new connections that can work in concert with the
principal and major arterial system.
In addition to the citywide connectivity issues, many neighborhood streets systems in Tigard are
characterized by cul-de-sacs and stub streets. Cul-de-sacs and stub streets are often desired by
residents because they can limit traffic speeds and volumes on local streets. However, they also
result in indirect travel paths, longer trips (i.e. increased vehicle miles traveled), limitations to
pedestrian and bicycle mobility, and a reliance on arterials for local trips.
The most efficient transportation network is the traditional grid system, which provides multiple
route alternatives between origin/destination pairs. The connectivity barriers posed by I-5,
Highway 217, the rail line, Fanno Creek, and Bull Mountain, combine with the built environment to
make development of such an efficient network impracticable. However, incremental
improvements can be achieved and should be sought. At the same time, opportunities to provide
alternative routes to accommodate local travel on local or collector streets should be done carefully
and thoughtfully so as not to have unforeseen negative impacts such as cut-through travel on
undesired routes.
Connectivity improvements for pedestrian/bicycle networks are also effective enhancements to the
transportation system. Bicycle and pedestrian connectivity is important to make these travel modes
more convenient and efficient. The recently adopted Tigard Neighborhood Trails Plan identifies 42
off-street trail projects to improve connectivity and reduce out of direction travel. These projects
will enhance informal route connections to improve non-motorized route options.
Potential Further Plans or Studies
Conduct a citywide connectivity and circulation study to identify potential circulation
improvements for street systems serving Tigard.
Create a comprehensive inventory of street stubs, unimproved right-of-way, and other potential
future roadway connections. Establish a priority ranking system based on cost, barriers to
improvement,benefits for circulation, and potential other uses.
Review and update/clarify, as warranted, development code requirements for new roadway or
pedestrianibicycle connections as part of land development.
Transportation System Management & Operations
As part of its 2035 RTP, Metro has a regional Transportation Systems Management and Operations
(TSMO) Plan that identifies TSMO strategies for facilities within Tigard. The TSMO Plan includes
implementation of Active Corridor Management (ACM) on several major corridors within and
through the City, which will improve traffic flow by expanding traveler information and upgrading
traffic signal equipment and timing. Additional strategies will include signal enhancements that
detect and prioritize transit vehicles at signalized intersections.
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
The access management and TSM strategies planned in Tigard are summarized in Table 5-1. These
include strategies identified in the Metro TSMO Plan, RTP Update, the Highway 99W Plan, and the
2002 TSP.
TABLE 5-1 POTENTIAL TSM STRATEGIES FOR TIGARD
Roadway Strategy Source
Highway 217 Variable Speed Limits,Variable Message Signs, Highway 217 Interchange Plan
Shoulder Widening
Transit Priority treatments Metro Draft TSMO Plan
Pacific Highway Active Corridor Management, including upgrade of Currently underway by ODOT/City
signal controllers, wireless detection, and updated
timing plans.
Transit priority, with queue bypasses at several Highway 99W Plan
locations
Access management Highway 99W Plan
High capacity transit Regional High Capacity Transit
System Plan
Scholls Ferry Install integrated corridor management RTP Financially Constrained Project
Road equipment. List
Arterial corridor management with adaptive signal Metro Draft TSMO Plan
timing and transit signal priority
Hall Boulevard Arterial corridor management with transit priority Metro Draft TSMO Plan
Access management Tigard 2002 TSP
72nd Avenue Arterial corridor management Metro Draft TSMO Plan
Durham Road Arterial corridor management Metro Draft TSMO Plan
The complete list of TSMO projects for the Regional Mobili(y Corridors in Tigard are provided in Appendix
D of the Volume 2 Technical Appendix.
Travel Demand Management
Travel Demand Management, or Transportation Demand Management (both TDM) measures
include any method intended to shift travel demand from single occupant vehicles to non-auto
modes or carpooling, travel at less congested times of the day, or help people reduce their need to
travel altogether. Given the significant motor vehicle capacity deficiencies under forecast
conditions, an increase in transit, walk, and bike mode shares is as essential to the future
transportation system in Tigard as adding roadway capacity. Further, effective TDM measures
would help reduce the scope and scale of the deficiencies.
While many TDM strategies are most effectively implemented by employers, there are numerous
strategies that cities can implement or support with other agencies. These provision of facilities
(sidewalks, bicycle lanes, transit amenities) and management of existing resources (parking).
Another critical role that cities play is in the policies related to development activities. Through
support, incentive, and mandate, cities can ensure that new development supports a balanced
55
September 2010 2035 Tigard Transportation System Plan -DRAFT
Transportation System Plan
transportation system. Several broad TDM strategies are summarized in Table 5-2. The table also
identifies typical implementation roles.
TABLE 5-2 TDM STRATEGIES AND TYPICAL IMPLEMENTING ROLES
TRANSPORTATION
TDM STRATEGY CITY MANAGEMENT DEVELOPERS TRIMET EMPLOYERS METRO STATE
ASSOCIATION
Public Parking Management P S S S
Flexible Parking Requirements P S S
Access Management* P S P
Connectivity Standards* P S S P
Pedestrian Facilities P S S S
Bicycle Facilities P S S
Transit Stop Amenities S S P S
Parking Management P S S
Limited Parking Requirements P S S
Carpool Match Services S P S
Parking as Out S S P
Subsidized Transit Passes S P S
Carsharing Program Support P S S S S
P: Primary role; S: Secondary/support role; *Primary implementation depends on roadway jurisdiction
The City of Tigard does not have a dedicated TDM program; however the Westside Transportation
Alliance (WTA) is a TMA serving Washington County. The WTA assists employers in developing,
implementing, and monitoring programs to reduce commute trips by SOV. The City of Tigard is a
member of the WTA, as are most neighboring jurisdictions and many private employers. While the
emphasis at WTA is to help employers create TDM programs, the WTA web site provides an
"information hub" that individuals can use to find out about a myriad of travel options, including
transit service, park-and-ride lots,bicycling, carpool matching, and other services.
The Metro 2035 RTP includes TDM strategies including parking management, providing more
bicycle facilities, and supporting Transportation Management Associations (TMAs). The TDM
projects in the Metro TSMO plan within Tigard include the following:
• Individualized marketing in the Tigard Town Center (Downtown) and adjacent
neighborhoods to encourage travel options through delivery of localized information and
services;
• Support of public-private partnerships Transportation Management Associations (TMAs) in
regional centers and town centers to help employees and/or residents increase use of travel
options;
• Parking management at the Washington Square Regional Center and in Downtown
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September 2010 2035 Tigard Transportation System Plan - DRAFT
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• Bike sharing at transit-oriented developments, large employers, colleges, hotels, and
significant transit stops in the Beaverton to Tigard Corridor
The complete list of TSMO projects for the Regional Mobility Corridors in Tigard are provided in Appendix
D.
Travel Mode Share Targets
As noted in the Transportation Planning Toolbox discussion, improvements in local connectivity,
transit availability, and parking management including pricing are some of the factors that will
reduce the reliance on single occupant vehicle (SOV) travel, and support more active transportation
choices. These changes are consistent with Tigard's land use and transportation objectives. As such,
Tigard has developed Aspiration Maximum SOV targets that are more ambitious than the 2040
Growth Management targets.These are summarized in Table 5-3.
TABLE 5-3 CITY OF TIGARD TRAVEL ASPIRATION MODE SHARES
Metro 2040 Aspiration Illustrative Non-SOV Shares
Area Max SOV* Maximum
Target SOV Carpool Transit Walk Bike
Citywide 40-50% 50% 39% 50/0 4% 2%
Washington Square Regional Center 45-55% 40% 35% 10% 10% 5%
Tigard Town Center (Downtown) 45-55% 40% 35% 10% 10% 5%
Durham Road Town Center 45-55% 45% 39% 8% 5% 3%
Tigard Triangle 55-60% 45% 39% 80/0 50/a 3%
*SOV = single-occupant-vehicle
As shown in Table 5-3, Tigard aspires to achieve a lower SOV share for the designated 2040 Centers
as well as in the Tigard Triangle. These are provided as "aspiration" and "illustrative" shares rather
than targets for the following reasons:
• Metro modified its definition of SOV with the 2035 Update. In the 2004 RTP, a parent
traveling with a child was considered an SOV; in the 2035 RTP Update the definition was
changed so that this would be counted as a Carpool. However, at this writing, the mode
targets had not been updated.
• There is a desire to examine the individual factors influencing mode shares prior to confirm
that the 2005 mode share estimate is an appropriate base from which to measure change.
• The RTP identifies non-SOV share targets only. There is an interest in looking more
specifically at other modes, including carpool, transit, walk, and bike trips in order to
inform transportation investments.
Potential Further Plan or Study: Evaluate and refine current mode split estimates using the Metro
travel demand model and/or direct surveys. Refine mode split targets, especially for designated
Centers, Corridors and the Tigard Triangle.
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September 2010 2035 Tigard Transportation System Plan - DRAFT
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Parking
Parking in Tigard is provided by the City as well as private property owners. Privately owned
parking is typically "accessory" parking which is developed on-site in support of a specific
development. Accessory parking is typically restricted to the employees, residents, customers,
guests or others associated with a specific property.
Accessory Parking
New land uses are required to provide on-site parking to accommodate their own parking demand
in order to protect surrounding land uses from over flow parking impacts. The amount of parking
required is expressed in the form of parking ratios in the development code (see 18.765 of the
Development Code). The Tigard parking ratios incorporate minimum and maximum ratios,
consistent with the requirements of the 2040 Growth Management Functional Plan.
Although the intent of parking is to accommodate all impacts on site, accessory parking can also
encourage single occupancy vehicle (SOV) travel which increases traffic volumes on the roadways.
This is contrary to the multi-modal aspirations of the City. Further, surface parking requires large
paved areas which negatively impact the pedestrian environment, storm water run-off, and urban
character, at the same time that they increase development costs and reduce development
opportunities.
In some areas, it is appropriate to reduce parking minimums or to impose maximums for new
development. Total parking supply could also be reduced by allowing and promoting shared parking
among neighboring property owners. Tigard recently modified the development code for
Downtown to remove minimum parking requirements for new developments.Reduction in parking
requirements should be considered part of the overall approach to TDM and will be most effective if
undertaken in conjunction with other activities, such as improved transit, pedestrian, and bicycle
services, and a larger role for public parking.
In addition to privately owned accessory parking, there are several park-and-ride lots serving
transit routes, including the downtown transit center. The locations and ownership of the existing
park-and-ride lots include the following:
• Downtown Commuter Rail/Transit Center—TriMet
• Pacific Highway 99W at SW 74th Ave—TriMet
• Pacific Highway 99W at Bull Mt Road- Christ the King Lutheran Church
• SW Hall/SW Nimbus Commuter Rail—Union Pacific right of way
• Progress (Highway 217/Scholls Ferry Road)—ODOT right of way
• Tualatin (Lower Boones Ferry Road near 1-5)—ODOT right of way
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September 2010 2035 Tigard Transportation System Plan - DRAFT
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Public Parking
Public parking in Tigard is generally limited to curb parking on public streets. Curb parking in
Tigard is most prevalent on local streets serving residences and in downtown. Most of the parking
is unrestricted, though there are some time limits for curb parking in downtown. In areas identified
for more urban development character, such as downtown, it will be necessary for the City to
ensure an active role in managing public parking resources to ensure that they support community
and neighborhood goals.
Potential Future Plans &Studies
Develop or update parking management plans for Downtown, Washington Square Regional
Center, and the Tigard Triangle.
Review and update, as warranted, parking minimum and maximum ratios in the development
code, including variance opportunities and requirements.
ADDITIONAL PLANS AND STUDIES
Transportation System Plans are intended to provide a high-level, broadly focused planning tool. In
the development of Tigard's 2035 TSP several issues were identified that warrant additional
consideration. The results of these studies and planning efforts would implement the policies and
priorities in the 2035 TSP, update the Tigard Development Code, or constitute a more detailed look
at transportation issues related to a specific topic, mode, or geographic area. These additional
studies and plans are identified in Table 5-4.
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
TABLE 5-4 FUTURE PLANS &STUDIES
Project Purpose
Support commercial nodes in residential Identify opportunities for neighborhood commercial(N-C)in residential neighborhoods to
areas promote walk/bike trips.
Promote mixed-use compact urban form Promote mixed use developments with a compact urban form and limited footprint in
developments. order to support an efficient transportation system.Urban areas with mixed uses and
higher densities should be promoted in targeted areas,such as along Pacific Highway,in
designated Centers and in the Triangle.
Circulation/connectivity study and inventory Inventory,evaluate,and prioritize multi-modal connectivity gaps. Identify opportunities for
improvements through development or city-initiated projects.
Update street cross section guidelines Review,consolidate,and update street cross section guidelines for general application
and for Downtown,Tigard Triangle,and Washington Square Regional Center.
Conduct a mode-split survey and develop a Develop and conduct a travel mode survey;develop a tracking plan and system
tracking plan
Traffic safety mitigation system Review high crash locations;review state and county tracking and ranking systems;
determine a City system for evaluating and prioritizing safety mitigations.A desired
outcome will be a partnership with the state and county.
Pedestrian crossing improvement plan Review current pedestrian crossing challenges and identify potential improvements,
including a system for prioritizing improvements.
Pedestrian system plan Develop a city-wide pedestrian system plan
Bicycle system plan Develop a city-wide bicycle system plan
Multimodal level of service(MMLOS) Conduct a pilot project to identify current MMLOS in targeted areas;evaluate potential
analysis improvements;and investigate MMLOS operating standards for Tigard
Multimodal access plans for Tigard Triangle Develop a multi-modal access inventory,assessment,and plan for future needs for the
Triangle
Multimodal access plan for WSRC Review and update,as needed,the WSRC Master Plan with an emphasis on multimodal
access.
Development code parking requirements Review current parking minimum and maximum ratios with respect to special areas and
updates multi-modal goals.Review variance opportunities and requirements.
Special area parking management plans Develop or update parking management plans for Downtown,Washington Square
Regional Center,and the Tigard Triangle.
72nd Avenue Corridor Study Review current plans for widening and improvements on 72nd Avenue. Identify critical
constraints,barriers,and opportunities. Incorporate travel demand relationship with Hall
Boulevard.
SW Hall Boulevard Corridor Study Review current plans for widening and improvements on SW Hall Boulevard.Identify
critical constraints,barriers,and opportunities.Incorporate travel demand relationship
with 72"d Avenue.
Ash Avenue—Walnut Street Review alignment,modal,and potential phasing options for the Fanno Creek Bridge and
Extension Corridor Study Walnut Extension,including circulation impacts and modal benefits.
60
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
MULTI-MODAL IMPROVEMENT PROJECTS
The purpose of the Tigard 2035 TSP is to support the goals and policies presented in Section 2 by
logically providing for the systematic care and expansion of the multi-modal transportation system.
This TSP provides a list of improvement projects to meet the future travel needs within the
community.These projects will supplement the policy and management strategies in this TSP.
Approximately 145 individual improvements were identified to address existing and future
transportation needs and deficiencies. These projects were evaluated at a planning level and serve
as direction for further planning of transportation investments. While some of these improvements
are warranted under existing conditions, in other cases projects are identified to address the
transportation needs to accommodate forecast growth. In some cases, the planning-level assessment
has identified a specific proposed treatment; however, a more detailed analysis will be required to
identify any environmental, topographic, right-of-way, or other construction constraints and to
identify specific treatments and alignments.The identified projects include site-specific low-cost
improvements, such as bicycle lanes and pedestrian crossing improvements, as well as larger scale
projects (e.g., interchange improvements or freeway overcrossings) needed to address issues on
State or County roadways. These larger projects will require a leadership role by state, county,
and/or regional partners,but would be supported by the City.
Improvement projects for the roadway, pedestrian, bicycle, and transit systems are illustrated in
Figures 5-4 through 5-8. Table 5-6 follows the individual modal system maps and includes the
estimated project timelines and costs.
Roadway Network
The roadway system serves is intended to serve all modes when built to meet current design
standards. All new roads, widening, or other major roadway improvements will include pedestrian
and bicycle facilities consistent with the City's street standards.As such, many projects identified as
roadway improvements represent significant improvements to the bicycle, pedestrian, and transit
systems. Figure 5-4 shows the planned roadway network, including new roadways, improvements
to existing roads, and intersection projects.
The most numerous type of roadway project is the intersection improvement. These may include
such treatments as traffic signals installation or modifications, roundabouts, or turn lanes. As noted
above, a more detailed analysis will be required to identify specific treatments.
"Complete Streets" projects are those that are planned to upgrade existing streets with the inclusion
of sidewalks and bicycle facilities,but without increasing motor vehicle capacity. However, any new
roadway, road extension, or roadway widening will also be multi-modal "Complete Street" projects
that include sidewalks and bicycle facilities. Figure 5-5 shows the future right-of-way needs for
existing and future roadways.
61
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
Pedestrian System
Pedestrian facilities include facilities for pedestrian connectivity (sidewalks, mixed-use trails) as
well as safe crossing locations (unmarked and marked crosswalks, crossing beacons, pedestrian
refuge islands). Each plays a role in developing a comprehensive pedestrian network which can
promote both walking trips as well as providing access to transit. Figure 5-6 identifies the future
pedestrian network which is comprised of the existing sidewalk and multi-use path networks, in
addition to the network that will be developed through sidewalk projects, pedestrian crossing
projects, "Complete Street" and roadway capacity projects (all of which will include sidewalks),
and future multi-use paths projects.
The pedestrian system within Tigard includes sidewalks, multi-use paths, and pedestrian only
paths. Arterials and collectors in Tigard generally provide sidewalks alongside the roadway, but
there are gaps in the system and locations where there are opportunities to improve pedestrian
facilities. Pedestrian improvements should be prioritized based on their ability to complete
connections between places that generate pedestrian trips such as schools and housing; housing
and transit stops; and, employment and transit stops. Multi-use path projects are discussed in a
subsequent section because of their utility for both pedestrians and bicyclists.
Pedestrian crossing locations allow for walking trips to connect across busy roads or rail lines to
continue along pedestrian facilities. In addition to the need for sidewalks along arterial and
collector roadways, there are several high-volume roadways that bisect Tigard and need
improvements to increase the ease and safety of pedestrian crossings. In particular, the rail corridor
near Highway 217 in Tigard is difficult for pedestrians to cross due to infrequent crossings, which
may not include proper pedestrian facilities. Access across the railroad tracks is increasingly
important with the introduction of WES commuter rail service.
Several streets (Pacific Highway-99W, Gaarde, McDonald, Bull Mountain, Bonita, sections of Hall)
were identified as locations with challenging roadway crossing conditions for pedestrians. These
tend to be streets with relatively high traffic volumes, but infrequent signalized intersections or
other protected crossing locations. While the state of Oregon considers all unsignalized
intersections legal crosswalks, driver compliance is not consistent so that there are still challenges
for pedestrians at these locations.
Potential Further Plans and Studies
Review current pedestrian crossing challenges and identify potential improvements, including a
priority ranking for improvements.
Develop a city-wide pedestrian system plan.
64
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
Bicycle System
Bicycle facilities are the elements of the network that enable cyclists to safely and efficiently travel
on the transportation system. These facilities include public infrastructure (bicycle lanes, mixed-use
trails, signage and striping) as well as off-road facilities (secure parking, changing rooms and
showers at worksites). Some of the common types of bicycle facilities are summarized below.
Types of Bicycle Facilities
Shared-roadway—Any roadway without dedicated bicycle facilities is a shared roadway. In Tigard,
shared roadways include all public streets without striped bicycle lanes. Where traffic volumes are
low, shared roadways are generally safe and comfortable facilities for cyclists.
Low-Traffic Bikeway (aka Bike Boulevard) — Low-traffic bikeways are also known as bike
boulevards and provide high-quality bicycle facilities on continuous street corridors with low
vehicular traffic volumes. Typically, low-traffic bikeways are made on local streets, which are
configured to prioritize bicycle trips and reduce through automobile trips. Local automobile access
is retained. Bicycling conditions are improved by reducing stop signs to a minimum along the route
and providing way-finding information specific to bicyclists. Low-traffic bikeways are best used
when they parallel major roadways and can provide cyclists with a low-volume alternative route.
Bicycle Lane — Bicycle lanes are striped lanes on the roadway dedicated for the exclusive use of
bicycles. Typically, bicycle lanes are placed at the outer edge of pavement (but to the inside of
right-turn lanes and/or on-street parking). Bicycle lanes improve bicycle safety, improve cyclist
security, and if comprehensive can provide direct connection between origins and destinations.
Bicycle Crossings
Bicycle crossing treatments are used to connect bike facilities at high traffic intersections, trailheads,
or other bike routes. Typical treatments include bicycle detectors at traffic signals, bicycle only
signals, or preferential movements for bicyclists such as only allowing bikes to make a through
movement.
Bicycle Parking
Bicyclists also benefit from several other types of bicycle support facilities, such as secure bicycle
parking, either open or covered U-shaped racks, and storage lockers for clothing and gear. The City
currently requires bicycle parking to be included in new developments as a condition of approval
and TriMet buses are outfitted with bicycle racks that allow cyclists to bring their bikes with them
on transit. Allowing bicycles on transit vehicles increases the range of trips possible by both transit
and bicycling, and reduces cyclists' fears of being stranded in the event of a mechanical or physical
breakdown.
Figure 5-7 identifies the future bicycle network which is comprised of the existing facilities as well
as the network that will be developed through bicycle lane projects, bicycle boulevard projects,
"Complete Street" and roadway capacity projects (all of which will include bicycle facilities), and
future multi-use paths projects.
66
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September 2010 2035 Tigard Transportation System Plan -DRAFT
Transportation System Plan
Potential Further Plans and Studies
Develop a city-wide bicycle system plan.
Transit System
Transit service is an important part of a balanced transportation system, providing an alternative to
private automobile travel for distances too far to walk or bike. Supporting transit as a preferred
travel option for the Tigard community requires more than direct investments in transit service.
Land use, connectivity, and streetscape features have a significant influence on the cost effectiveness
of transit service and will help Tigard get more out of its available transit investments. For this
reason planning for land uses that are transit supportive is necessary, in addition to providing
appropriate facilities and connections to transit.
Regional Rail Transit Service
As part of the 2035 RTP update, Metro identified the Barbur Boulevard/Highway 99W corridor as
the next priority for potential High Capacity Transit (HCT) service, along with expanded service
hours and frequency on WES commuter rail.
The City of Tigard supports the Southwest Corridor HCT priority and increased service on the
existing Westside Express Service (WES) commuter rail. A local contribution to planning work for
the Southwest Corridor HCT service is included in the financially constrained project list with an
estimated cost of $5,000,000. A major focus of the preliminary planning will address land uses and
pedestrian/bicycle connectivity to support transit investments.
Tigard Transit Connector
As development revives and accelerates in Downtown and in the Tigard Triangle, and in
connection with the upcoming Southwest Corridor HCT service, the City of Tigard will evaluate
implementation of a local connector transit service. This service could connect residential
neighborhoods with the Tigard Triangle, Downtown, and/or the Washington Square Mall in order
to accommodate local access and connections to regional transit. The service should have schedules
coordinated with other transit service (e.g. WES and Tri-Met bus service) to and from Tigard.
Table 5-5 shows several strategies and potential improvements for Transit service in Tigard. The
table identifies which entities would be in a Primary role (identified with a "P") and which would
be in a Support role (identified with an "S"). As the major transit provider in the region, TriMet
would be the Primary implementer of most of the service enhancements. In most cases, the City of
Tigard is in a Support role for direct transit enhancements and a Primary role for transit supportive
infrastructure.
68
September 2010 2035 Tigard Transportation System Plan -DRAFT
Transportation System Plan
TABLE 5-5 TRANSIT STRATEGIES AND TYPICAL IMPLEMENTING ROLES
Washington
Improvement City TriMet Beaverton County Metro ODOT
Increase WES frequencies and days of S P S S S S
service
Support high capacity transit (HCT) S P S S S
service along/parallel to Pacific Highway
Provide a new Tigard Connector service P S S
Improve Transit stop amenities S P S
Create a bike hub at the Downtown P S
transit center
P: Primary role;
S: Secondary/Support role
Figure 5-8 shows the future transit network. The main elements of the future transit plan include
higher frequencies on the existing Westside Express Service (WES), Southwest Corridor HCT
service on Pacific Highway, more transit stop amenities, a bike hub at the Tigard Transit Center, and
a connector transit service. These direct service amenities are intended to be developed in
conjunction with land use and pedestrian access improvements to support transit use.
SUMMARY OF TRANSPORTATION PROJECTS
The projects illustrated in Figures 5-4 through 5-8 are summarized in Table 5-6. Table 5-6 shows all
of the projects that were identified to address existing or anticipated needs or deficiencies. It is not
expected that all will be constructed due to limited funding for transportation investments. All
projects will require additional engineering evaluation for cost, environmental impacts, and other
constructability issues. Further, projects identified to address forecast deficiencies will need to be
reevaluated to determine whether anticipated growth and associated transportation needs have
been realized. Project descriptions and cost estimates should be considered preliminary and are
subject to a more detailed analysis and engineering. Also, projects on ODOT or Washington County
roadways are subject to the design and engineering standards of those agencies.
The projects are organized by primary travel mode; all roadway improvements will include bicycle
and pedestrian facilities consistent with the City's street cross-section standards. Projects referred to
as "Complete Streets" are generally roadway upgrades that will include improvements to the travel
lanes but are primarily aimed at improving pedestrian and bicycle conditions.
69
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
Project Time Lines
The transportation projects identified in this plan address existing system deficiencies as well as
forecast needs for the 2035 planning year. While the planning period is 25 years, some of the
investments would significantly influence the transportation system for multiple generations in the
future. Coupled with the inherent uncertainty in the process of long-range planning and the
scarcity of funding for capital projects, the 2035 TSP reflects the importance of taking a measured
approach in planning for future investments. The planned transportation projects have been
divided into three categories: Near-Term; Mid-Term; and Long-Term. These divisions were made
primarily to reflect the estimated timing of the actual need as well as availability of project funding.
Near-Term Projects
These improvements are warranted under existing conditions or are expected to be warranted
within a relatively short time frame. These improvements should be constructed as opportunities
and resources allow and could be considered as potential conditions of approval for new
development.
Mid-Term Projects
These improvements are expected to be warranted within the 20-year planning horizon and should
be constructed as opportunities allow; some may be conditions of approval for new development.
Long-Term Projects
These projects will be needed to accommodate anticipated long-term growth. Other projects that
may be warranted sooner than the 25-year planning horizon are included as long-term because the
costs are significant and a long-term funding horizon is more realistic. If development occurs along
the frontage of these improvements, right-of-way dedications for the ultimate improvement should
be obtained; however, physical improvements including travel lanes and pedestrian and bicycle
facilities should be constructed if serving a site access or system connectivity function.
Financially Constrained Project List
In order to better reflect anticipated funding resources, a subset of the identified projects has been
included in the "financially constrained" project list in the Regional Transportation Plan (RTP)
Update. This designation is required for projects to be eligible for federal transportation funds. The
financially constrained project list includes those considered "reasonably likely" to be constructed
within the 25-year planning horizon based on all anticipated transportation revenue sources. As
such, these projects can be included in the analysis of forecast transportation conditions as required
for plan amendments.
The projects that are included in the RTP Update are indicated in Table 5-6. Many of these projects
are under jurisdiction of other agencies. The local projects on the financially constrained list were
selected to achieve the highest return on investment, to achieve City of Tigard goals and priorities,
and to address significant congestion and/or safety issues.
71
72
TABLE 5-6 MULTI-MODAL PROJECT IMPROVEMENT LIST
Project Special Time Financially Cost
ID Name Project Type Description 3 1 Area Jurisdic-tion frame Constrained? Estimate
Roadway Projects
OR 217/72nd Ave Complete interchange reconstruction
4 Interchange Interchange with additional ramps and Tigard ODOT Near- Yes $19,500,000
Improvements Improvement overcrossings. Triangle Term
I-5/OR 217 interchange Interchange Long-
5 from 72nd Ave to Bangy Improvement Interchange Improvements ODOT Term No $81,500,000
Road
Widen bridge to 6 lanes to provide 2nd
6 Upper Boones Ferry/ Interchange westbound through lane, 2nd ODOT Long- No $20,000,000
I-5 northbound Improvement northbound left-turn lane, eastbound Term
separate through and left-turn lanes.
Realign/reconfigure/widen Durham
Road, Upper Boones Ferry Road/72nd
Avenue intersections/roadway to
accommodate traffic flow between
Durham Road and Interstate 5. Widen
Durham Road/Upper Road Widening Upper Boones.
7 Boones/72nd realignment and/or A refinement study is needed to Tigard Long- Yes $6,000,000
and widening Reconfiguration address specific alignment of Durham Term
and Upper Boones Ferry and alignment
of southern Durham Road and 72nd
Ave. As part of this project Upper
Boones Ferry Road from Durham to
Sequoia Parkway should be widened to
5 lanes.
Upper Boones Ferry Road Widen Upper Boones Ferry from lower Near-
8 Widening between upper Road Widening72nd Avenue to upper 72nd Avenue. Tigard Term Yes $2,000,000
72nd Ave and lower 72
9 Upper Boones Ferry/ Intersection Eastbound and turn lane ODOT/right Ti Near- Yes
I-5 southbound Improvement g g Term $2,000,000
All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification.
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
Project Special Time Financially Cost
ID Name Project Type Description 4 Area Jurisdic-tion frame Constrained? Estimate
10 72"d U er Boones FerryIntersection Intersection Improvements Ti Near- Yes $2,000,000
/ pp and
p Tigard Term
Realign offset intersection to cross
11 Halsectio Realigoffins Intersection intersection to alleviate congestion and ODOT/Tigard Near- Yes $5,000,000
intersection Realignment Realignment safety issues. Term
Realign Tiedeman and/or North Dakota
between Tigard Street and North
12 Tiedeman Realignment at Road Dakota to form a T Intersection at Tigard Near- Yes $5,500,000
North Dakota Realignment North Dakota west of the railroad Term
tracks.
Greenburg/North Dakota After realignment of Tiedeman
13 Intersection Geometry Intersection (Project: #12), realign remaining legs WSRC Tigard Near- Yes $4,000,000
Improvements Realignment to conventional form. Term
Pfaffle-North Dakota east-west
North Dakota-Pfaffle New Road/ connection with Hwy 217 over-crossing Long-
14 Highway 217 over Intersection WSRC Tigard No $15,000,000
crossing Realignment to provide a neighborhood route (See Term
Projects: #12 and #13).
Extend Ash Avenue across the railroad
Ash Ave Railroad Crossing Tigard/ODOT Near-
17 (Burnham to Commercial) New Road tracks from Burnham to Commercial Downtown Rail Term Yes $3,000,000
Street.
1s Ash Ave Extension New Road Extend Ash Avenue from Maplewood, Downtown Tigard Mid Yes $5,000,000
(Maplewood to Burnham) across Fanno Creek, to Burnham. Term
19 Atlanta Street Extension New Road Extend Atlanta Street west to Tigard Tigard Mid- Yes $3,300,000
Dartmouth Street Trian le Term
21 Hall Boulevard Extension New Road Extend south to Tualatin across the ODOT/Tigard Long- No $60,000,000
Tualatin River Term
Hwy 217 Over-crossing at
Washington Square Provide a new connection from Nimbus Long-
22 Regional Center- New Road to Locust WSRC Tigard Term Yes $20,000,000
Cascade Plaza
Hwy 217 over-crossing - Connect Hunziker Road to 72nd
Avenue—requires over-crossing over Mid-
23 Hunziker-Hampton New Road ORE 217—removes existing 72nd ODOT/Tigard Term Yes $10,000,000
Connection
Ave/Hunziker intersection
4 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification.
73
74
Project Special Time Financially Cost
ID Name Project Type Descriptions Area Jurisdic-tion frame Constrained? Estimate
Improvements to distribute east/west
Oak-Lincoln-Locust Street traffic between Locust and Oak Streets
Collector System and improve accessibility to Lincoln Mid-
24 (Washington Square New Road Center commercial district. Includes WSRC Tigard Term Yes $1,000,000
Connectivity Lincoln Street extension to Oak Street.
Improvements) (Lincoln Street portion anticipated to
be constructed by development)
25 Taylors Ferry Road New Road Extend to Oleson Road WSRC Washington Mid- Yes $4,390,000
Extension County Term
27 Walnut to Ash Avenue New Road Extend Walnut east of Pacific Hwy-99W Downtown Tigard Mid- Yes $14,000,000
Extension to meet Ash Avenue. Term
29 68th Avenue Road Widening Widen to 2/3 lanes between Tigard Tigard Mid- No $10,000,000
Dartmouth/I-5 Ramps and south end Triangle Term
31 72nd Avenue Widening: Road Widening Widen to 4/5 lanes Tigard Tigard Mid- Yes $8,000,000
Ore 99W to Dartmouth Triangle Term
32 72nd Avenue Widening: Road Widening Widen to 4/5 lanes, including bridge Tigard Tigard Mid- Yes $7,000,000
Dartmouth to Hunziker Triangle Term
33 72nd Avenue Widening: Road Widening Tigard Widen to 2/3 lanes Ti Long No $14,000,000
Hunziker to Durham Term
35 Beef Bend Road Comp lete Street Complete 2/3-lane section from 131st Washington Mid- No $2,280,000
Complete Street to 150th. County Term
36a Bonita Road Widening Road Widening Widen to 4/5-lanes from Hall to 72nd Tigard Near- No $20,000,000
Term
36b Bonita Road WideningRoad Widening Widen to 4/5-lanes from 72nd Avenue Tigard Mid- No
g to city limits east of I-5 (Bangy) g Term $25,000,000
Complete 4/5-lane section from Costco
37 Dartmouth St. Widening Road Widening to 72nd Ave (small section missing in Tigard Tigard Near- No $320,000
eastbound direction only) Triangle Term
Widen to 4 lanes plus turn lanes and Tigard Near-
38 Dartmouth St. Widening Road Widening 5deew�alks between 72nd Avenue and I- Triangle Tigard Term Yes $3,000,000
39 Durham Road WideningRoad WideningWiden to 4/5-lanes from Pacific Hwy- Tigard Mid Yes
g 99W to Hall Blvd. Term $15,000,000
s All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification.
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
Project Special Time Financially Cost
ID Name Project Type Description 6 Area Jurisdic-tion frame Constrained? Estimate
Widen to 4/5 lanes (total, both
directions) between Hall Boulevard and Mid-
40 Durham Road Widening Road Widening Upper Boones Ferry Road. Add 2nd Tigard Term Yes $8,000,000
southbound left-turn lane at the
intersection of Hall/Durham.
41 Greenburg Rd. Widening Road Widening Widen to 4 lanes adjacent to cemetery WSRC Washington Mid- No $3,780,000
County Term
Greenburg Rd. Widening, Shady Lane to N. Dakota, Widen to 4/5 Mid-
43 South of Hwy 217 to N. Road Widening lanes. Includes bridge replacement. WSRC Tigard Term Yes $6,000,000
Dakota
44 Greenburg Road Widening Road Widening Tiedeman to OR 99W, Widen to 4/5 Tigard Mid- No $15,000,000
N. Dakota to 99W lanes with bikeways and sidewalks Term
45a HallOleseon Boulvard to 99W WideHing, Road Widening and bike lanesa den to 2/3 lnes;afetyuimprovements ild sidewalks WSRC ODOT/Tigard Team Yes $3,500,000
Hall Boulevard Widening, Widen to up to 4/5 lanes, depending on Near-
45b Highway 99W to Fanno Road Widening corridor plan Downtown ODOT/Tigard Term Yes $2,500,000
Creek
Hall Boulevard Widening, Widen to up to 4/5 lanes, depending on Mid-
45c Fanno Creek to McDonald Road Widening corridor plan ODOT/Tigard Term Yes $2,500,000
Street
Hall Boulevard Widening, Widen to up to 4/5 lanes, depending on Near-
45d McDonald Street to Bonita Road Widening corridor plan ODOT/Tigard Term Yes $1,500,000
Road
45e Hall Boulevard Widening, Road Widening Widen to up to 4/5 lanes, depending on ODOT/Tigard Near- Yes $3,000,000
Bonita Road to Durham corridor plan Term
46 McDonald Street Road Widening Widen to 2/3 lanes with sidewalks, bike Tigard Near- Yes $8,000,000
Widening, 99W to Hall lanes, and safety improvements Term
Scholls Ferry Rd Widen to 7 lanes between OR 217 and ODOT/
Long-
47a Widening, Hwy 217 to Road Widening 121st Avenue and improve Washington Term Yes $19,700,000
121st intersections Count
Scholls Ferry Rd ROW ROW preservation for potential 7 lanes Washington Long-
47b preservation, Road Widening between 121st Avenue and Barrows County Term No $8,000,000
121st to SW Barrows Road, improve intersections
6 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification.
75
76
Project Special Time Financially Cost
ID Name Project Type Description 7 Area Jurisdic-tion frame Constrained? Estimate
49 Pfaffle St/Hall Blvd Intersection Traffic signal or other intersection ODOT/Tigard Near- Yes $500,000
Improvement treatment Term
50 68th/Atlanta/Haines Intersection Traffic signal and turn lanes where Tigard Tigard Near- Yes $500,000
Improvement necessary Triangle Term
51 68th/Dartmouth Intersection Install traffic signal and add turn lanes Tigard ODOT/Tigard Near- No $500,000
Improvement where necessary Triangle Term
52 72nd/ Dartmouth Intersection Traffic signal and intersection widening Tigard Tigard Near- Yes $1,100,000
Improvement Triangle Term
53 121st/ North Dakota Intersection Traffic signal Tigard Mid- No $500,000
Improvement Term
54 135th Avenue/ Intersection Intersection Improvements Tigard Near- Yes $400,000
Walnut Street Improvement Term
ODOT
56 Greenburg/Oleson/Hall Intersection Intersection Improvements WSRC Near- Yes $3,000,000
Improvement Term
/WACO
58 Greenburg/Washington Intersection Install Boulevard treatment at WSRC ODOT/WACO Near- Yes $1,000,000
Square Road Improvement Green burg/Washington Square Road Term
60 Hall/McDonald Intersection Add southbound right-turn lane from ODOT/Tigard Near- Yes $400,000
Improvement Hall Blvd to McDonald Street. Term
Install a traffic signal at Main
Street/Tigard Street. Project need
62 Main Street/Tigard Street Intersection should be reevaluated after Highway Downtown Tigard Near- No $350,000
Improvement 99W/Greenburg Road/Hall Boulevard Term
improvements and Main Street
improvements are completed.
64 North Dakota/ 125th/ Intersection Intersection improvements WACO/Tigard Mid- No $1,500,000
Scholls Ferry Rd Improvement Term
65 Tiedeman Street/Tigard Intersection Intersection Improvements with Tigard Near- No $750,000
Street Improvement sidewalks and bike lanes Term
%All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification.
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
Project Special Time Financially Cost
ID Name Project Type Description' Area Jurisdic-tion frame Constrained? Estimate
Provide increased capacity at priority
intersections, including bus queue
bypass lanes in some locations,
Hwy 99W Intersection Intersection improved sidewalks, priority pedestrian Near- See 66a -
66 Improvements Improvement crossings, and an access management ODOT Term Yes 660
plan, while retaining existing 4/5-lane
facility (plus auxiliary lanes) from I-5
to Durham Road.
Provide signal interconnect from I-5 to
Durham Road (Metro TSMO plan
includes Arterial Corridor Management
66a Pacific Highway 99W Signal and transit signal priority for the entire ODOT/Tigard Near- Yes $2,500,000
Improvements corridor through Tigard with adaptive Term
signal control from Highway 217 to the
eastern city limits).
Highway 217 SB Intersection Intersection capacity improvements Near-
66b Ramps/Highway 99W Improvement such as a 2nd right turn lane from off ODOT Term Yes $7,000,000
p
Highway 217 NB Intersection Intersection capacity improvements Near-
66c Ramps/Highway 99W Improvement such as a second northbound left turn ODOT Term Yes $7,000,000
lane
Intersection improvements such as
dual northbound through lanes on 99W
66d Pacific Highway 99W/I-5 Intersection and dual lanes for I-5 ramps to reduce Tigard ODOT Near- Yes $5,000,000
SB Improvement confusion, congestion and related Triangle Term
accidents
66e Pacific Highway 99W/68th Intersection Intersection improvements such as added turn lanes, protected left-turns Tigard ODOT/Tigard Near- Yes $1,000,000
Ave Improvement at 68th Triangle Term
s All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification.
77
78
Project Special Time Financially Cost
ID Name Project Type Descri tion9 Area Jurisdic-tion frame Constrained? Estimate
Intersection improvements such as
Pacific Highway Intersection Tigard Near-
66f 99W/72nd Ave Improvement added turn lanes, a southbound right Triangle ODOT/Tigard Term Yes $2,000,000
turn pocket
66g Pacific Highway Intersection Intersection improvements -Turn lanes Tigard ODOT/Tigard Near- Yes $6,000,000
99W/Dartmouth St. Improvement and auxiliarylanes Triangle Term
Intersection improvements such as an
additional eastbound and westbound
Pacific Highway 99W/Hall Intersection through lane on 99W (CIP 95005), Near-
66h Boulevard Improvement exclusive left-, through-, and right-turn Downtown ODOT/Tigard Term Yes $6,500,000
lanes on each side street approach
CIP 95031).
Intersection improvements such as
Pacific Highway Intersection exclusive turn lanes on both Greenburg Near-
66i 99W/Greenburg Improvement Road and Main street approaches, Downtown ODOT/Tigard Term Yes $4,000,000
Road/Main Street additional eastbound and westbound
through lane on Pacific 99W.
66j Pacific Highway 99W/ Intersection Intersection improvements such as ODOT/Tigard Near- Yes $1,500,000
Walnut Street Improvement additional turn lanes Term
Pacific Highway 99W/ Intersection Intersection improvements such as a Near-
66k Gaarde Street/McDonald Improvement third through lane on Pacific Hwy-99W ODOT/Tigard Term Yes $8,000,000
Street and additional turn lanes.
661 Pacific Highway 99W/ Intersection Intersection improvements such as a ODOT/Tigard Near- Yes $2,000,000
Canterbury Improvement left turn lane Term
Intersection improvements such as a
Pacific Highway 99W/ Intersection ODOT/Washingt Near-
66m Beef Bend Road Improvement southbound right turn lane (on Pacific on County Term Yes $1,500,000
Hwy 99W
66n Pacific Highway 99W/ Intersection Intersection improvements such as a ODOT/Tigard Near- Yes $1,500,000
Durham Road Improvement additional turn lanes Term
Implement access management
66o Pacific Highway 99W Access strategies and median projects ODOT Near- Yes $6,000,000
Access Management Management identified in the Highway 99W Plan Term
related to roadway project 166
9 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification.
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
Project Special Time Financially Cost
ID Name Project Type Descri tion1O Area Jurisdic-tion frame Constrained? Estimate
Highway 217 NB On-
ramp/Scholls Ferry Intersection Near-
82 Road/Washington Square Improvement Intersection Improvements WSRC ODOT Term No $5,000,000
Road Interchange
Improvement
Add an eastbound through lane on Hall
Blvd. from Pamelad Road to Greenburg
Hall Boulevard, Road that removes the right-turn lane
85 Washington Square Road Widening drop at Pamelad Road and ends as a WSRC ODOT/Tigard Near- No $500,000
Regional Center right-turn lane at Greenburg Road. This Term
completes the five-lane section on Hall
Blvd. from Scholls Ferry Road to
Greenburg Road.
93 Highway 217/Greenburg Intersection Add a right-turn lane from Greenburg WSRC ODOT Mid- Yes $5,000,000
Intersection Improvement to SB Higway 217 Term
North Dakota at Fanno Replace existing bridge over Fanno
Bridge Near-
95 Creek Bridge Replacement Creek along North Dakota to include Tigard Term Yes $2,500,000
Replacement sidewalks
Complete Streets (Upgrade with Pedestrian/Bicycle Facilities,)
121st Avenue Upgrade 121st Avenue to a 2-lane
34 Complete Street, Walnut Complete Street roadway with sidewalks and bicycle Tigard Near- Yes $1,580,000
to Gaarde lanes between Walnut and Gaarde Term
Street
Walnut Street Complete Widen to 2 with turn lanes where Near-
48a Street, 116"'to Tiedeman Complete Street necessary including sidewalks, bicycle Tigard Term Yes $2,000,000
lanes and safety improvements
Walnut Street Complete Widen to 2 with turn lanes where Near-
48b Street,Tiedeman to Complete Street necessary including sidewalks, bicycle Tigard Term Yes $5,000,000
Pacific Hwy-99W lanes, and safety improvements
12151 Avenue Complete Upgrade from Walnut Street to North
84 street, Walnut to N Complete Street Dakota Street— 2 lanes with turn lanes Tigard Near- Yes $380,000
Dakota where necessary plus bike lanes and Term
sidewalks
10 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification.
79
80
Project Special Time Financially Cost
ID Name Project Type Description" Area Jurisdic-tion frame Constrained? Estimate
Provide 2 travel lanes, turn lanes
where necessary, on-street parking,
Main Street Green Street good sidewalks, and lots of pedestrian- Near-
86a (phase I) Complete Street friendly amenities on Main Street from Downtown Tigard Term Yes $3,500,000
the railroad tracks south to Highway
99W.
Provide 2 travel lanes, turn lanes
Main Street Green Street where necessary, on-street parking, Near-
86b (phase II) Complete Street good sidewalks, and lots of pedestrian- Downtown Tigard Term Yes $2,000,000
friendly amenities on Main Street from
the railroad tracks north to Hwy 99W
Install bike lanes and construct Washington Mid-
88 80th Avenue Complete Street sidewalks on both sides of the street County Term No $1,350,000
from Taylor's Ferry Road to Oak Street
Install sidewalks on both sides of the Washington Long-
89 Taylor's Ferry Rd Complete Street street from Washington Drive to 62nd County Term No $3,220,000
Avenue
Install sidewalks on both sides of the Washington Mid-
90 Oak Street Complete Street street from Hall Boulevard to 81st County Term No $1,710,000
Avenue
Install bike lanes and sidewalk on both Mid-
91 92nd Avenue Complete Street sides of street from Durham Road to Tigard Term Yes $800,000
Cook Park
Upper Boones Ferry Road Upgrade with turn lane, pedestrian, Washington Mid-
94 south of Durham Complete Streets bicycle facilities and consistent with County/Tigard term No $2,000,000
City of Durham planned improvements.
Bicycle Projects
B1 Tigard Transit Center Bicycle Facilities Provide bicycle hub at Tigard Transit Downtown Tigard/TriMet Near- Yes $50,000
Bicycle Hub Center Term
B2 Bonita Road Bike Lane Install eastbound bike lanes from 72nd Tigard Near- Yes $200,000
Avenue to I-5 Bridge Term
Install bike lanes on both sides of Near-
B5 98th Avenue Bike Lane Tigard Yes $150,000
street from Murdock to Durham Road Term
" All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification.
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
Project Special Time Financially Cost
ID Name Project Type Description 112 Area Jurisdic-tion frame Constrained? Estimate
Install bike boulevard treatments on
Long-
B11 O'Mara Street Bike Boulevard both sides of O'Mara from McDonald Tigard Term Yes $60,000
Street to Hall Boulevard
Install bike boulevard treatments on
Long-
B12 Frewing Street Bike Boulevard both sides of the street from Pacific Tigard Term Yes $130,000
Hwy-99W to O'Mara Street
Install bike lanes on both sides of the Near-
B13 Greenburg Road Bike Lane street from Hall Boulevard to Cascade WSRC WACO/ ODOT Term Yes $3,600,000
Avenue
Install bike facilities on both sides of Near-
B15 72nd Avenue Bike Lane the street from Pacific Hwy-99W to Tigard Term Yes $2,000,000
South City Limits
B16 Upper Boones Ferry Road Bike Lane Install bike lanes on both sides of Tigard Mid- Yes $1,000,000
street from I-5 to Durham Road Term
B18 Bull Mountain Road Bike Bike Lane Install bike lanes on both sides of WACO Mid- Yes $800,000
Lanes street. Term
B23 79th Avenue Bike Boulevard Install bike boulevard treatments from Tigard Mid- Yes $130,000
Bonita Road to Durham Road Term
Install bike boulevard treatments on Mid-
B24 Fanno Creek Drive Bike Boulevard both sides of the street from the Fanno Tigard Term Yes $100,000
Creek Trailhead to Bonita Road
B25 Murdock Street Shared-lane Install shared-lane markings from 96th Tigard Near- Yes $10,000
Avenue to Pacific Hwy-99W Term
Install bike lanes on both sides of the Mid-
B30 Locust Street Bike Lanes street from Hall Boulevard to 80th WSRC WACO Term Yes $450,000
Avenue
B32 Pacific Hwy-99W Bike Bike Lane Gaps Fill in gaps in Bike lanes along Pacific Tigard/ ODOT Near- Yes $500,000
Lanes Hwy-99W Term
BC3 Bonita Road at 79th Crossing
Crossing Improvement on Bonita Road Tigard Near- Yes $30,000
at 79 Term
Tiedeman T Crossing improvements including trail Fanno Creek Trail realignment, curb cuts Mid-
BC4
Trail Realignment g � , pavement Tigard Term Yes $200,000
markings, and signage
1'-All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification.
81
82
Project Special Time Financially Cost
ID Name Project Type Description 13 Area Jurisdic-tion frame Constrained? Estimate
Tiedeman at Fanno Creek Crossing improvements including curb Near-
BC5 Trail Crossing cuts, pavement markings, and signage Tigard Term Yes $20,000
Mixed-use Path Projects
M1 Hunziker Link to Lake 10-foot wide Linkage to Kruse Way Trail in Lake Tigard/Lake Mid- No $2,000,000
Oswego paved pathway Oswego Oswego Term
Complete gaps along the Fanno Creek
M2 Fanno Creek Trail 10-foot wide multiuse path from the Tualatin River Tigard Mid- Yes $3,000,000
paved pathway to Tigard Library and from Pacific Hwy- Term
99W to Tigard Street
M3 Tualatin River Trail 10-foot wide Complete multiuse path from Cook Tigard Mid- No $1,250,000
paved pathway Park to the Powerlines Corridor Term
108th Street Crossing of Pedestrian New bridge crossing north-south over Mid-
M4 Tualatin River Bridge the Tualatin River near 108th Avenue Tigard/Tualatin Term No $740,000
10-foot wide New regional multiuse path, and in Mid-
M5 Westside Trail paved pathway Tigard will connect from Beaverton to Tigard Term Yes $1,920,000
the Tualatin River Trail
Convert a segment of inactive railroad
Tiedeman Avenue/Main 10-foot wide right-of-way adjacent to Tigard Street Near-
M6 Street Rail Trail paved pathway from Tiedeman Avenue to Main Street Downtown Tigard Term Yes $1,250,000
to a multiuse path
Washington Square New pedestrian and bicycle bridge over
M7 Regional Center Highway 10-foot wide Hwy 217 from Nimbus Avenue to WSRC Tigard/WACO Long- No $3,700,000
217 Pedestrian/Bike Over paved pathway Scholls Ferry Road Term
Crossing
Neighborhood Trail Neighborhood Formalize neighborhood trail Near-
M8 Connections - Various Tigard Yes $1,100 000
locations trails connections throughout the city Term
Pedestrian Projects
North Dakota Street Complete gaps in sidewalks on North Near-
Pi Sidewalks Sidewalk Gaps Dakota from 121st Avenue to Tigard Term Yes $810,000
Tiedeman.
Tiedeman Avenue Install sidewalks on both sides of the Near-
P3 Sidewalks Sidewalk Gaps street from Fanno Creek Trail to North Tigard Term Yes $1,400,000
Dakota-Greenbur
All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification.
City of Tigard 2035 Transportation System Plan -DR4FF September 2010
Transportation System Plan
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
Project Special Time Financially Cost
ID Name Project Type Description 14 Area Jurisdic-tion frame Constrained? Estimate
P5 Pacific Hwy-99W Sidewalk Gaps Complete gaps in sidewalk from ODOT Near- No $1,300,000
Sidewalks McDonald to south city limits Term
P6 Bull Mountain Road Sidewalk Gaps Complete gaps in sidewalk from Pacific WACO Mid- No $2,580,000
Sidewalks Hwy- 99W to Roshak Road Term
Complete gaps in sidewalk, mainly Mid-
P7 Roshak Road Sidewalks Sidewalk Gaps between 158th Terrace and Bull WACO Term No $640,000
Mountain Road
Install sidewalk on both sides of the Mid-
P9 Hunziker Street Sidewalks Sidewalk Gaps street from 72nd Avenue to Hall Tigard Term No $700,000
Boulevard
Washington Square Pedestrian Improve sidewalks, lighting, crossings, Mid-
P10 Regional Center Improvements bus shelters, and benches in WSRC WSRC Tigard Term Yes $3,900,000
Pedestrian Improvements
Install sidewalks on both sides of the Near-
P16 Tigard Street Sidewalk street from 115th Avenue to Pacific Tigard Term Yes $1,200,000
Hwy-99W
Install sidewalks on both sides of the Near-
P18 Commercial Street Sidewalk street from Main Street to Lincoln Downtown Tigard Term Yes $400,000
Street
P19 72nd Avenue Sidewalk Complete gaps in sidewalk from Pacific Tigard Near- No $2,500,000
Hwy 99W to Bonita Road Term
Complete gaps in sidewalk from Near-
P20 Hall Boulevard Sidewalk Hunziker Street to Durham Road ODOT/Tigard Term Yes $1,800,000
Install sidewalk on both sides of street Near-
P23 72nd Avenue Sidewalk from Upper Boones Ferry Road to Tigard Term No $800,000
Durham Road
Install sidewalk on both sides of street Mid-
P24 Benchview Terrace Sidewalk Gaps for missing sections west of Greenfield Tigard Term No $1,200,000
Drive
P25 79th Avenue Sidewalk Gaps Install sidewalk on both sides of street Tigard Mid- No $800,000
from Bonita Road to Durham Road Term
Install sidewalk on both sides of street Mid-
P27 Murdock Street Sidewalk Gaps from 96th avenue to Pacific Highway- Tigard Term No $570,000
99W
14 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification.
83
84
Project Special Time Financially Cost
ID Name Project T pe Description 15 Area Jurisdic-tion frame Constrained? Estimate
Install sidewalk on both sides of street Mid-
P29 150th Avenue New Sidewalk from Bull Mountain Road to Beef Bend WACO Term No $900,000
Road
Install sidewalk on both sides of street Near-
P30 97th Avenue Sidewalk Gaps from McDonald Street to Murdock Tigard Term Yes $400,000
Street
Install sidewalks on both sides of the Near-
P31 Garrett Street Sidewalk street from Pacific Highway-99W to Tigard Term No $160,000
Ash Avenue
Install sidewalk on both sides of street Near-
P33 Greenfield Drive New Sidewalk for missing section south of Benchview Tigard Term No $280,000
Terrace
Crosswalk on McDonald at Pedestrian Pedestrian/bike improvements at Near-
PC3O'Mara and 98th Ct Signing/Striping unsignalized intersection at Tigard Term No $50,000
McDonald/O'Mara/98thCt
Improve sidewalks, lighting, crossings,
Tigard Town Center bus shelters and benches throughout
Pedestrian the downtown including: Pacific Near-
PC7 (Downtown) Pedestrian Facilities Highway-99W, Hall Blvd, Main Street, Tigard Term Yes $4,880,000
Improvements Hunziker, Walnut and neighborhood
streets.
Greenburg/95th Raised Construct pedestrian/bike
PC9 Pedestrian Refuge and Pedestrian improvements at the existing Tigard Mid- Yes $50,000
Marked Crosswalk Signing/Striping unsignalized crosswalk at Term
Greenbur /95th
Transit Projects
Transit Stop Amenity Support existing high frequency bus
service on the Pacific Highway-99W Near-
T2 Improvements on Transit Amenities corridor by providing benches, shelters, Tigard/TriMet Term Yes $400,000
Highway 99W
and real-time information at bus stops
Provide local connector service serving
T3 Tigard Connector Service Transit Tigard Triangle to Downtown, and/or Tigard Tigard/TriMet Long- No $750,000
in the Tigard Triangle Connector the Washington Square Mall and Triangle Term
potentially residential areas.
15 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification.
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
City of Tigard 2035 Transportation System Plan -DRAFT September 2010
Transportation System Plan
Project Special Time Financially Cost
ID Name Project Type Description 16 Area Jurisdic-tion frame Constrained? Estimate
T4 HCT Planning, Ph 1 Transit Land use planning and alternatives TriMet Near- Yes $1,000,000
analysis for HCT Term
T5 HCT Planning, Ph 2 Transit Land use planning and alternatives TriMet Mid Yes $4,000,000
analysis for HCT Term
Transportation System Management
Arterial Corridor Provide Arterial Corridor Management Mid-
TSM1 Upper Boones Ferry Road Management along Corridor #2 (I-5) in the Metro Tigard Term No $1,300,000
TSMO Plan
Provide Arterial Corridor Management
TSM3 72nd Avenue Arterial Corridor on 72nd Avenue along Corridor#2 (I- Tigard Tigard Mid- No $1,600,000
Management 5) near the Upper Boones Ferry Road Triangle Term
Interchange in the Metro TSMO Plan
Provide Arterial Corridor Management
TSM4 72nd Avenue Arterial Corridor along Corridor #19 (Hwy 217) in the Tigard Tigard Mid- No $1,700,000
Management Metro TSMO Plan Triangle Term
Provide Arterial Corridor Management
TSM5 Durham Road Arterial Corridor alongI-5 in the Metro Ti Near- No
Management Corridor #2 ( ) Tigard Term $1,400,000
TSMO Plan
Arterial Corridor Provide Arterial Corridor Management Mid-
TSM6 Durham Road Management along Corridor #19 (Hwy 217) in the Tigard Term No $1,500,000
Metro TSMO Plan
Provide Arterial Corridor Management
TSM9 Hall Boulevard Arterial Corridor and Transit Signal Priority on Hall WSRC ODOT/Tigard/ Mid- No $3,700,000
Management Boulevard from Highway 217 to Pacific Beaverton Term
Highway-99W
Provide Arterial Corridor Management
TSM10 Hall Boulevard Arterial Corridor from Pacific Hi 99W to the south ODOT/Tigard Near-
hwa No
Management 9 y 9 Term $1,900,000
terminus
TSM11 Scholls Ferry Rd Arterial Corridor Provide Arterial Corridor Management ODOT/ Mid- Yes $4,200,000
Management from River Road to Hall Boulevard WACO/Tigard Term
The project timelines identified in Table 5-2 are depicted in Figure 5-9, Figure 5-10, and Figure 5-11. The first figure shows only near-term
projects; Figure 5-1.0 shows the combined Near-Term and Mid-Term projects. Figure 5-1.1 shows all of the planned projects.
16 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification.
85
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City of Tigard 2035 Transportation System Plan - DRAFT September
2010
Transportation System Plan
SPECIAL AREAS
The following section identifies the three areas within the City -- Tigard Triangle, Washington
Square Regional Center, and Downtown -- with growth opportunities but also significant
transportation challenges. Each of the three areas is described below, including a summary of
current transportation challenges and following by strategies for infrastructure investments which
are depicted in Figures 5-12 through 5-15.
In addition to improvement projects, this 2035 TSP identifies non-SOV mode split targets for the
Tigard Triangle that are higher than required by the Metro RTP (see Table 5-3). Achieving these
targets will require integrated land use and parking management strategies.
Land Use Planning
Each of these areas is designated for significant housing and employment growth. The land in the
Tigard Triangle is zoned for commercial development (west of 72nd Avenue) and mixed-use
development (east of 72nd Avenue). Development of commercial and residential uses in close
proximity to each other promotes walking trips for commute trips and non-commute travel. These
opportunities can be captured by incorporating densities, mixed-uses, design standards and other
land use strategies in the overall planning efforts for the areas.
An initial look at land use alternatives will occur with the initial phases of HCT planning.
Development patterns that support HCT -- such as mixed uses, higher densities, pedestrian
orientation -- will encourage the public investments necessary to implement HCT. As future
transportation and land uses studies for HCT move forward, they will help to identify
complementary land use and transportation investments to support HCT and other transit service
to Tigard.
Parking Management
Parking management will be a critical component of creating travel options to and from each sub-
area. Adequate parking is essential to economic vitality; at the same time too much parking can
degrade the pedestrian environment and cause excessive physical space dedicated to parking. A
review of parking requirements and parking management measures is warranted in conjunction
with land use planning for these areas. In particular, as more emphasis and investment is directed
toward walk, bike, and transit trips, the amount of parking and the way that it is used will be
modified to support the priority purposes of each subarea.
Tigard Triangle
The Tigard Triangle is a priority opportunity for community development and economic activity.
The Triangle has long been a retail and commercial hub within the City. Today, the Triangle is zoned
for commercial and mixed-use development and is identified as an area of significant future growth
in housing and jobs.
Although the area is bordered by three major regional roadways, in many ways those roadways
function as barriers to access the Triangle. Travel to and from the Tigard Triangle is funneled from
89
September 2010 2035 Tigard Transportation System Plan -DRAFT
Transportation System Plan
Pacific Highway via 72,10 Avenue,Dartmouth Street and 6811,Parkway; the Highway 277/72^'Avenue
interchange; the northbound I-5 interchange with Haines Street; and, the southbound I-5
interchange with Dartmouth Street.
Access to and from the Tigard Triangle area is and will remain a critical issue to the success of the
Tigard Triangle area. The majority of employees and customers traveling to the area on City streets
access the Tigard Triangle area off of Pacific Highway. There is considerable congestion on Pacific
Highway in the vicinity of the Tigard Triangle and this congestion is forecast to worsen with future
development and regional growth.
A second issue with the Tigard Triangle relates to non-auto mobility/circulation to/from and within
the area. The Triangle area as a whole is generally sloping downward from Pacific Highway and I-5
to Highway 217. The topography makes pedestrian and bicycle transportation more difficult. These
conditions are worsened by incomplete bicycle and pedestrian systems within the Triangle.
At the broadest level, options for improving access to the Tigard Triangle area fall into the
following categories:
• Provide additional intersection and roadway capacity improvements to improve traffic
operations at the boundary streets.
• Minimize additional roadway capacity infrastructure investment and focus on travel
demand management(TDM) programs.
• Provide better facilities for alternative modes (transit,bicycles, pedestrians, etc.)
• Create a mix of critical additional capacity and implementing TDM programs.
Infrastructure Investments
Figure 5-12 shows the planned roadway improvement projects related to access to the Tigard
Triangle. Within the Triangle, the improvement projects include several capacity enhancements to
existing roadways, extension of Atlanta Street to connect 68th Avenue and Dartmouth, and a new
Highway 217 overcrossing connecting to Hunziker Street to Hampton Street. The Atlanta Street
extension and Hunziker Street overcrossing would provide needed additional circulation options
for auto and non-auto modes of transportation within the Tigard Triangle. In addition, the
Hunziker Street overcrossing would provide an additional access to the Tigard Triangle area from
the south and west.
90
66d Figure 5-12
21� � � 66e � ry Tigard Triangle
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
The plan also includes widening 72nd Avenue (arterial) and Dartmouth Street(collector) to five
lanes. Without careful design of both facilities, these could end up functioning as a surrogate for I-5
travel and could become significant pedestrian and bicycle barriers within the Tigard Triangle.An
initial step toward realizing these projects is a corridor study (see Table 5-4) to review street cross
sections and potential parallel routes. Specific project considerations for the Tigard Triangle can be
found in Technical Memorandum#5 in the Volume 3 Technical Appendix.
Washington Square Regional Center
The Washington Square Regional Center (WSRC) is the only designated Regional Center in the City
of Tigard. It is primarily designated for mixed-use development and is an area of the City with
significant forecast job growth. Some of the highest job growth in the WSRC is on the west side of
Highway 217 both in Tigard (south of Scholls Ferry Road) and Beaverton (north of Scholls Ferry
Road). This is why the Washington Square Regional Center (WSRC) Plan, completed in 1.999,
included major infrastructure investments aimed at connecting the Washington Square Mall with
the land uses on the west side of Highway 217.
The WSRC is criss-crossed by Highway 217, Scholls Ferry Road, and Greenburg Road and partially
bounded by Hall Boulevard and Fanno Creek. Travel in and out of the area is primarily funneled
through the Highway 217/Scholls Ferry Road and Highway 217/Greenburg Road interchanges and
the Scholls Ferry Road/Hall Boulevard intersection. All of these facilities are under the jurisdiction
of either ODOT or Washington County and currently experience significant peak hour congestion
and queuing.
The WSRC has a transit center at Washington Square served by TriMet Routes 43, 45, 56, 62, 76, and
78 connecting it to the Beaverton, Sunset, Tigard, and Lake Oswego Transit Centers, as well as the
City of Tualatin and downtown Portland. It also has a Westside Express Service (WES) commuter
rail station located on the west side of Highway 217 near Hall Boulevard. Although all of the major
facilities in the WSRC have sidewalks (with the exception of segments of Greenburg Road), the size,
traffic volumes, and design of all of the intersections and roadways within the WSRC do not create
a very desirable environment for pedestrians to travel within the WSRC. Similarly, the absence of
bicycle lanes on Greenburg Road and around of the Highway 217 ramp terminals on Scholls Ferry
Road compromise cycling access to the WSRC.
The WSRC is an important regional center in Tigard and Washington County. Multi-modal access
and accommodation of growth continue to be priorities. Options for improving access to the WSRC
area fall into the following categories:
• Provide better facilities for alternative modes (transit, bicycles, pedestrians, etc.)
• Focus on travel demand management (TDM) programs to optimize existing roadway
infrastructure.
• Provide intersection and roadway capacity improvements to improve traffic operations at
the boundary streets.
92
City of Tigard 2035 Transportation System Plan - DRAFT September
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Transportation System Plan
Additionally, the WSRC Master Plan is identified for a review and potential update (See Table 5-4).
Infrastructure Investment
Figure 5-13 shows the planned improvement projects serving the WSRC vicinity. The 1999 WSRC
Plan proposed two bridges and roadways to connect the WSRC across Highway 217 to reduce the
magnitude of this barrier: the northern crossing extended from Washington Square Mall Road
across Highway 21.7 connecting to Cascade Avenue; the southern crossing conceptually extending
Locust Street across Highway 217 to Nimbus Avenue. The connectivity benefits of these two
roadway extensions would be enhanced by extending Nimbus Avenue south roughly parallel to the
WES Commuter Rail tracks to Greenburg Road. Although these facilities would provide secondary
circulation to Highway 217 and improve multi-modal access to the Washington Square Area, they
are not considered feasible due to their high cost and likely significant environmental impacts. As
shown in Figure 5-13 the 2035 TSP modifies the northern crossing for pedestrians and bicyclists
only, but is not identified as a vehicle connection due to cost and constructability constraints.
Other infrastructure improvements planned within the WSRC include the southern Highway 217
crossing connecting Nimbus Avenue to Locust Street, pedestrian improvements throughout the
WSRC, bicycle lanes on Greenburg Road, street connectivity enhancements on Oak Street, Lincoln
Street, and Locust Street, and intersection and roadway capacity enhancements on Greenburg
Road, Scholls Ferry Road, and Hall Boulevard. Specific project considerations can be found in Technical
Memorandum #5 in the Volume 2 Technical Appendix.
Downtown
The City of Tigard is committed to creating a downtown that is active, has a compact urban form,
and provides multi-modal access and circulation. Public investments and planning activities for
downtown are intended to provide a catalyst for economic development. Significant growth in
downtown is planned for both employment and housing uses.
Downtown is primarily located south of Pacific Highway between Hall Boulevard and Fanno Creek
but also extends north of the Pacific Highway near Greenburg Road and Hall Boulevard. Pacific
Highway and Hall Boulevard are the primary access routes to the downtown area. Pacific Highway
currently experiences significant peak hour congestion and queuing which also impacts travel on
Hall Boulevard. The Pacific Highway viaduct over the railroad tracks creates a grade separation
between Pacific Highway and Main Street and limits both access and visibility to the Downtown
from the highway.
Downtown Tigard has a transit center which is served by Trimet Routes 12, 45, 64, 76, and 78
connecting it to the Beaverton Transit Center, Sherwood, Lake Oswego, Tualatin, and downtown
Portland. The Tigard Transit Center is also served by WES Commuter Rail. The existing transit
service available to Downtown Tigard, combined with future plans to enhance WES service and
provide high capacity transit along the Pacific Highway corridor, position Downtown to have
transit service that can support increased employment and residential growth in the area despite
existing congestion along Pacific Highway.
93
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Although Pacific Highway and Hall Boulevard have sidewalks and bicycle lanes (with the
exception of a few gaps in the sidewalk system on Hall Boulevard), the lack of local and collector
street connectivity and existing roadway geometry within the downtown area do not create a very
desirable environment for pedestrians and bicyclists to travel within the downtown.
At the broadest level, options for improving access to the downtown area fall into the following
categories:
• Improve local and collector roadway connectivity to and within Downtown.
• Provide better facilities for alternative modes (transit,bicycles, pedestrians, etc.)
• Enhance intersection capacity on Pacific Highway to increase access the ability to cross and
access Pacific Highway from Walnut Street, Greenburg Road, and Hall Boulevard.
Infrastructure Investment
Figure 5-14 shows the additional multi-modal improvement projects related to the Downtown area
which include Main Street streetscape improvements, a mixed-use trail along the rail corridor, and
Ash Street extensions east across the railroad tracks and west and north to Pacific Highway. Specific
project considerations can be found in Technical Memorandum #5 in the Volume 2 Technical Appendix.
95
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City of Tigard 2035 Transportation System Plan -DRAFT September
2010
Transportation System Plan
ADDITIONAL TRAVEL MODES
This section summarizes the planned facilities for rail, air, water and pipeline needs in the City of
Tigard.
Rail
Railroad tracks traverse Tigard from its northern boundary to the southeast where the tracks cross
the Tualatin River into the City of Tualatin and further south (parallel to I-5 to just north of Salem).
Another set of tracks,just south of Bonita Rd., turns east to Lake Oswego/Milwaukie and Southeast
Portland. North of Tigard, the tracks go on into Beaverton and Hillsboro. They are both owned by
Portland &Western (P&W), a sister company of Willamette &Pacific(W&P)Railroad.
Presently all the grade crossings of the railroad and roadways in Tigard are controlled by gated
crossings. There are a few private crossings which are not gated. Grade separation of the railroad
crossings has not been determined to be necessary at any of the existing crossings. The highest
volume at-grade crossing in Tigard is on Scholls Ferry Road. Because of the close proximity of the
rail crossing to the Highway 217 interchange, potential future improvements on Highway 217
should consider the operational need of Scholls Ferry Road south of.Highway 21717.
A commuter rail system, linking Wilsonville and Beaverton/Hillsboro currently operates on the
P&W between Beaverton and Wilsonville. The system travels through Tigard with one stop in
downtown Tigard. The RTP has plans to increase the frequency of service on this line which is
supported by the city
Pedestrian/Bicycle Railroad Crossings
The existing freight and commuter rail corridor presents a barrier to access for pedestrians and
bicyclists in Tigard. Although new multi-use pathways are desirable, current ODOT Rail policy
related to at-grade crossings is to reduce the number of at-grade rail crossings. In particular, the
2001 Oregon Rail Plan expresses a desire for a reduction in at-grade railroad crossings within
Tigard.
There are nine at-grade railroad crossings in Tigard, and one grade-separated crossing at Highway
99W. Of the ten crossings, six have existing sidewalks and five have bicycle facilities. Several track
crossings are currently "demand" trails and not part of the formal or approved transportation
system. These are worn paths across the tracks and could be used as locations for potential future
11 Outside the 20 year perspective of this plan, it may become necessary to consider a grade separation of the
railroad crossing. While not part of this TSP, this concept should be considered in future planning of the
Scholls Ferry Corridor. A grade separation concept may include a viaduct Scholls Ferry Road from Highway
217 to south of Nimbus. Urban interchanges would need to be designed for Nimbus and Cascade. This
viaduct approach may preclude the need for seven lanes on Scholls Ferry Road. This type of alternatives
analysis would be necessary in the project development of any Scholls Ferry Road wideiung, Highway 217
widening and/or rail crossing changes.
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September 2010 2035 Tigard Transportation System Plan -DRAFT
Transportation System Plan
grade-separated crossings for pedestrians and bicyclists. Currently, Grant Avenue ends at Tigard
Street near the railroad tracks, directly across from 9511, Avenue. There is a worn path across the
tracks connecting these two roadways. There is another demand trail where Katherine Street ends
at the west side of the railroad tracks.
In addition to crossings with existing demand, additional connections across the railroad tracks to
the Tigard Transit Center would benefit pedestrians and bicyclists accessing transit lines. Currently,
there are two connections on either side of the transit center, at Main Street and Hall Boulevard, but
these crossings are nearly 1,500 feet apart.
Any potential crossings needed for future multi-use pathways, for instance connecting the Fanno
Creek Trail with regional destinations such as the Tigard Triangle and the Washington Square
Regional Center will need to be coordinated with ODOT Rail to ensure consistency with their
policies.
Air
Tigard is served by the Portland International Airport, located in Northeast Portland on the
Columbia River. The Portland International Airport is a major air transportation and freight facility,
which serves Oregon and Southwest Washington. It provides a base for over twenty commercial
airlines and air freight operations. Ground access to Portland International Airport from Tigard is
available by automobile, taxi and shuttle, and light rail which is not located in Tigard but has
connecting service in Tigard via bus and the Westside Express Service.
Tigard is also served by the Portland-Hillsboro Airport, a general aviation facility located in the
north central portion of the Hillsboro. The airport facility is owned and operated by the Port of
Portland as part of the Port's general aviation reliever system of airports. The Port of Portland
maintains a Master Plan for this facility.
No airports exist or are expected within the City in the future. Therefore, no policies or
recommendations in this area of transportation are provided for Tigard.
Water
The Tualatin River is located along the southern border of Tigard. It is used primarily for
recreational purposes. No policies or recommendations in this area of transportation are provided.
Pipeline
There are high pressure natural gas feeder lines owned and operated by Northwest Natural Gas
Company along several routes in Tigard. The locations of these lines are not identified due to
potential security concerns. No future pipelines are expected within the City. No changes to policies
or investments are included in the 2035 TSP.
98
Section 6
Transportation Funding
Element
September 2010 2035 Tigard Transportation System Plan -DRAFT
Transportation Funding Element
Transportation Funding Element
The 2035 Tigard Transportation System Plan (2035 TSP) includes projects under the jurisdiction of
the city, state, county, and other local jurisdictions. By extension, transportation capital
improvements are typically funded through a combination of state, city, county, and private funds.
This section documents Tigard's projected transportation revenues and estimated project costs, as
well as summarizing other potential revenue sources.
ESTIMATED TRANSPORTATION REVENUES
Tigard's transportation revenues were projected based on historic trends. Available funds are
typically split between operating expenditures (i.e maintenance, services, materials) and capital
expenditures (i.e. new roadways, or pedestrian/bicycle facilities). The majority of the projects
included in this document are considered capital expenditures. Table 6-1 provides a summary of
the funding types available, the forecast revenues and the potential application of these revenues
(operating, capital, or maintenance). As shown, the City of Tigard currently estimates revenues for
transportation from 2011 to 2035 to be approximately $1,750,000 per year (2009 dollars) for capital
expenditures.
TABLE 6-1 FUTURE CITY TRANSPORTATION REVENUES
FOR CAPITAL PROJECTS (2009 DOLLARS)
Forecast Typical Use of Forecast Annual Percentage of
Annual City Funds (Operating City Capital Total Forecast
Source Revenues or Capital) Revenues Capital Revenues
State Motor Vehicle Fund $3,000,000' Operating (75%) $750,0001 43%
Capital (25%)
County Gas Tax $200,000 Operating (75%) $50,000 3%
Capital (25%)
City Gas Tax $650,000 Capital (100%) $650,000 37%
TIF&TDT $300,000 Capital (100%) $300,000 17%
Street Maintenance Fees $1,700,0002 Maintenance (100%) $0 0%
Annual Total $1,750,000 1000/0
0-5 Year Revenues $8,750,000
6-10 Year Revenues $8,750,000
11-15 Year Revenues $8,750,000
16-25 Year Revenues $17,500,000
25 Year Capital Revenues $43,750,000
1 Once State Transportation Bill takes full effect in FY 2012/2013
2 $800,000 in 2010-11, $1,175,000 in 2011-12, $1,552,000 in 2012-13, $1,700,000 each year after.
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September 2010 2035 Tigard Transportation System Plan - DRAF"
Transportation Funding Element
• The State Motor Vehicle fund has provided and will likely continue to provide the most
significant portion of the funding for Tigard's transportation system. A major component of
the State Motor Vehicle fund is a fuel tax (per gallon).
• Together, the City and County Gas Taxes provides the second largest source of
transportation funding to the city. It should be noted that House Bill 2001. passed in the 2009
legislative session prohibits cities from raising fuel taxes between 2009 and 2014. Although
the gas tax is recessive as vehicle efficiency increases, this is expected to be balanced out by
the anticipated overall increase in vehicle miles traveled projected within the city.
• Transportation Impact Fees (TIFs) and Transportation Development Taxes (TDTs) are an
excellent source of revenues for growth-required needs, but TIFs and TDTs are only
collected on development activity, so the revenues stream from TIFs and TDTs are volatile
depending on market conditions.
• The MSTIP is the Washington County Major Streets Transportation Improvement Program.
The majority of county-funded road improvement projects are paid for via MSTIP using
local property taxes. It is difficult to project how much MSTIP funds will be spent on county
roads within the City of Tigard on any given cycle. The amount provided above represents
an anticipated annual average.
Bonds were not considered as a potential revenue source as they do not increase revenue; rather,
they allow the city to spend several years' worth of anticipated revenues over a short period of time.
In addition to the general revenue sources identified in Table 6-1, Washington County and ODOT
typically allocate funding to projects within the City on their facilities. Estimates of annual revenues
that are not at the discretion of the City but that are spent on roadway facilities within the City are
shown Table 6-2.
TABLE 6-2 FORECAST NON-CITY TRANSPORTATION REVENUES
FOR CAPITAL PROJECTS (2009 DOLLARS)
Forecast Annual Percentage of
Non-City Capital Total Forecast
Revenues Non-City Capital
Source Revenues
MSTIP Funds used in City $500,000' 50%
Potential State/Federal Fees used in City $500,000' 50%
Annual Total $1,000,000 1000/0
0-5 Year Revenues $5,000,000
6-10 Year Revenues $5,000,000
11-15 Year Revenues $5,000,000
16-25 Year Revenues $10,000,000
25 Year Revenues(Cumulative) $25,000,000
' Project specific. Amount listed is an estimate based on historical annual average.
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation Funding Element
ESTIMATED TRANSPORTATION PROJECT COSTS
The estimated costs of the comprehensive multimodal improvements identified in Section 5 are
summarized in Table 6-3.
TABLE 6-3 TRANSPORTATION PROJECT COST SUMMARY BY PRIORITY
PRIORITY ALL PROJECTS FINANCIALLY
CONSTRAINED LIST
Near-Term $213,810,000 $168,330,000
Mid-Term $196,770,000 $94,760,000
Long-Term $247,310,000 $20,190,000
TOTAL $657,310,000 $283,280,000
As shown in the table, the total project costs far exceed the approximately $69 million in
transportation revenue that will be available to the City for capital improvements over the planning
horizon. There are several reasons for the significant discrepancy between anticipated City
resources and estimated costs.
First, it is understood that many of the projects identified in Section 5 will not be constructed within
the planning horizon of the TSP. However, it is valuable to identify these projects as potential
solutions to existing and forecast needs. Identifying these potential transportation improvements
helps ensure that the City preserves right of way for future projects and also that it can respond to
opportunities in transportation and land development.
Also, the majority of transportation projects will require partnerships with other agencies or private
developers. In some cases, the City may be responsible for a small percentage of project costs. This
is especially true of large projects on county or state owned facilities, such as interchanges projects
on the freeway system. In some cases projects will be constructed as part of larger developments
and will be funded in part by private developers. The financially constrained project list
incorporates potential capital from all known public and private sources.
OTHER POTENTIAL FUNDING SOURCES
There is a significant disparity between the total cost of the projects identified in the 2035 TSP and
the projected revenues. Some additional potential local transportation system funding sources the
City may wish to consider include: 1) transportation utility fees, 2) urban renewal districts and/or 3)
local improvement districts (LIDS). Each of these alternative funding sources is described below,
followed by descriptions of several state grant programs for transportation funding.
Transportation Utility Fee
The City of Tigard currently has a Street Maintenance Fee which is a form of a Transportation
Utility Fee. The City's current fee is dedicated to street maintenance projects only. Transportation
Utility Fees are based on consideration of transportation systems as utilities just like public water,
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September 2010 2035 Tigard Transportation System Plan -DRAFT
Transportation Funding Element
wastewater, or stormwater systems. Fees are typically assessed by usage (e.g., average vehicle trips
per development type). A growing number of cities in Oregon are adopting transportation utility
fees that also fund capital projects, including pedestrian and bicycle projects.
Urban Renewal District
An Urban Renewal District is an area that is designated by a community as a "blighted area" to
assist in revitalization. Funding for the revitalization is provided by urban renewal taxes, which are
generated by the increase in total assessed values in the district from the time it was first
established. Tigard has an established urban renewal districts in the downtown area of the City.
Urban Renewal dollars can be used to fund infrastructure projects such as roadway, sidewalk, or
transit improvements. Since funding relies on taxes from future increases in property value, the
City may seek to create a District where such improvements will likely result in such an increase.
Local Improvement Districts (LIDs)
Under a Local Improvement District (LID), a street or other transportation improvement is built
and the adjacent properties that benefit are assessed a fee to pay for the improvement. LID
programs have wide application for funding new or reconstructed streets, sidewalks, water/sewer
or other public works projects. The LID method is used primarily for local or collector roads,
though arterials have been built using LID funds in certain jurisdictions.
State Grant Programs
The following programs provide project specific grants for transportation funding and should be
explored on an on-going basis.
Community Development Block Grants (CDBG)
CDBG Program funds are offered through the Federal Department of Housing and Urban
Development although administered through the state. To receive CDBG funds, cities must
compete for grants based upon a formula that includes factors such as rural/urban status,
demographics, local funding match, and potential benefits to low-to-moderate income residents,
including new job creation. CDBG funds can also be used for emerging public work needs.
Special Public Works Funds (SPWF) and Immediate Opportunity Funds (IOF) — Lottery Program
The State of Oregon through the Economic and Community Development Department provides
grants and loans to local governments to construct, improve, and repair public infrastructure in
order to support local economic development and create new jobs.
SPWF and IOF funds have been used in a number of cities for the construction of water, sewer, and
limited street improvements. These funds are limited to situations where it can be documented how
a project will contribute to economic development and family-wage job creation.
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation Funding Element
State Bicycle-Pedestrian Gran tsl$
ODOT's Bicycle and Pedestrian Program administers two grant programs to assist in the
development of walking and bicycling improvements: local grants and Small-Scale Urban Highway
Pedestrian Improvement (SUPI) programs. For both these grants, cities that have adopted plans
with identified projects will be in the best position to receive grants. Cities and counties can apply
for local grants for bicycle and pedestrian projects within the right-of-way of local streets. Local
grants up to $100,000 are shared 80% State and 20% local. Projects that consider the needs of
children, elderly, disabled, and transit users are given special consideration.
In the SUPI process, cities and counties help ODOT identify sections of urban highways where
improvements are needed. Examples of eligible projects include:
• completing short missing sections of sidewalks;
• ADA upgrades;
• crossing improvements (e.g., curb extensions, refuges, crosswalks); and,
• intersection improvements (e.g., islands and realignment)
SUPI projects are located on highways that have no modernization projects scheduled for the
foreseeable future. Projects that have a local funding match are typically viewed the most favorably
because this indicates strong local support. Projects on highways that cost more than $100,000,
require right-of-way, or have environmental impacts need to be submitted to ODOT for inclusion in
the STIP. Cities and counties can apply annually for bike path or sidewalk grants of projects they
have selected. Grants for projects on local street systems have a match of 20 percent and projects
next to state highways have a lower match requirement. Bicycle-pedestrian grants are generally
below $125,000 per project. Project evaluation and selection is made annually statewide by the
Statewide Bicycle/Pedestrian Committee.
ODOT Transportation Enhancement Program
The ODOT Transportation Enhancement program provides federal highway funds for projects that
strengthen the cultural, aesthetic, or environmental value of the transportation system. The funds
are available for twelve "transportation enhancement activities," which are categorized as:
• Pedestrian and Bicycle projects;
• Historic Preservation related to surface transportation;
• Landscaping and Scenic Beautification; and
• Environmental Mitigation.
s Source:http://www.oregon.gov/ODOT/HWY/BIKEPED/docs/mainstreethandbook.pdf
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation Funding Element
The Enhancement Program funds special or additional activities not normally required on a
highway or transportation project. So far, Oregon has funded more than 150 projects for a total of
$63 million. Enhancement Grants are available through an ODOT process that awards construction
funds for three fiscal year periods at a time with applications typically due in spring. The most
recent application was in 2008 to fund projects in 2011 to 2013.
State Parks Funds
Recreational Trails Grants are national grants administered by the Oregon Parks and Recreation
Department (OPRD) for recreational trail-related projects, such as hiking, running, bicycling, off-
road motorcycling and all-terrain vehicle riding. OPRD gives more than $4 million annually to
Oregon communities and has awarded more than $40 million in grants across the state since 1999.
105
Section 7
Implementation Plan
September 2010 2035 Tigard Transportation System Plan -DRAFT
Implementation Plan
Implementation Plan
The Transportation Planning Rule (TP), as codified in OAR 660-01.2-0020(2)(h), requires that local
jurisdictions identify land use regulations and code amendments needed to implement the TSP and
include them as the implementation element of the TSP. To that end, recommended changes to the
City's planning regulations need to implement the TPS are provided in Technical Memorandum #6:
Draft Implementation Plan in Volume 2 of the Technical Appendix.
The implementation measures are based primarily on policy and code deficiencies that were
identified in the Document Review and Issues Report (Issues Report), Technical Memorandum 2 in
Volume 2 of the Technical Appendix, which assessed the consistency of the existing Tigard TSP and
Community Development Code with regulatory requirements. The implementation measures also
reflect projects and recommendations in the TSP as well as discussions with project team members.
The recommended implementation measures address the needs of the transportation dependent
and disadvantaged; system connectivity; ways of supporting and promoting walking, biking, and
taking transit; and the treatment of transportation facilities in the land use planning and permitting
process. Most of the measures involve changes to the Tigard Community Development Code
(TCDC), or "code."
The implementation measures that reflect strategies identified in the TSP emphasize maximizing
the capacity of existing and recommended facilities, and in particular encouraging modes other
than driving alone because an increase in transit, walk, and bike mode shares is essential to the
future transportation system in Tigard. These measures constitute a combination of potential
amendments to the City's code or. Comprehensive Plan, as well as additional planning, and
administration and programming to be coordinated by the City.
107
Section 8
Glossary
September 2010 2035 Tigard Transportation System Plan -DRAFT
Glossary
Glossary
ACM: Active Corridor Management: strategies to improve traffic flow by expanding traveler
information and upgrading traffic signal equipment and timing
Bio-swale:A landscape element that captures storm water and filters pollutants before allowing the
water enters the drainage system
CAC: Citizen Advisory Committee
Complete street: Roadway optimized for multi-modal transportation, including facilities for motor
vehicles, pedestrians and bicycles, and providing drainage and landscaping where appropriate
GHG: Greenhouse gas
HCT: High capacity transit
LOS:Level of Service; average delay experienced by motor vehicles at an intersection
Mode share: percentage of travel using a particular mode (e.g. biking, walking, driving,etc.)
Multi-modal (transportation system): a transportation system accommodating multiple travel
modes, including motor vehicles, pedestrians, transit, and bicycles
NTM: Neighborhood Traffic Management: utilization of traffic control devices in residential
neighborhoods to slow traffic or possibly reduce the volume of traffic; also called "traffic calming"
OAR: Oregon Administrative Rules
ODOT: Oregon Department of Transportation
ORS:Oregon Revised Statutes
Pedestrian-actuated:Activated by pedestrian, either by push-button or sensor
RTP: Regional Transportation Plan: for the Portland region, the RTP is developed by Metro to
provide a regional framework for transportation planning and investment, including
implementation of Metro's 2040 Growth Concept
SOV: Single occupancy vehicle
TAC:Technical Advisory Committee
TDM: Travel (or Transportation) Demand Management: any method intended to shift travel
demand from single occupant vehicles to non-auto modes or carpooling, travel at less congested
times of the day, or help people reduce their need to travel altogether
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Glossary
TSMO: Transportation System Management and Operations: TSMO is the term used in Metro's
Regional Transportation Plan (RTP) Update emphasizing corridor management measures to
improve traffic flow on arterials. Measures include strategies such as traveler information,
upgrading traffic signal equipment and timing, and signal enhancements that detect and prioritize
transit vehicles at signalized intersections
WACO: Washington County
WSRC: Washington Square Regional Center
110
Exhibit B
October 12, 2010
Goal 12: Transportation (Tigard Comprehensive Plan language)
An important tool for a community to use when preparing for future growth is a long range
transportation plan. It acts as the principal document for staff, decision makers, and the
public to identify the function, capacity, and location of future facilities,direct resources to
transportation projects, and provide the community with the level of investment that will be
needed to support anticipated development within the community.
The goals and policies contained in this chapter were developed to guide the long range
planning, development,and management of the City's transportation system. They
incorporate and build upon previous transportation goals and policies and prior plans
adopted by the City. They also integrate regional and statewide planning rules and policy,
including the requirement for a multi-modal, balanced approach to transportation policy.
Coordination with the City's regional partners is particularly important to the successful
implementation of these policies.
Goal 12: Transportation
"To provide and encourage a safe, convenient, and economic transportation sgstelv."
The 2035 Tigard Transportation System Plan (2035 TSP), an update of the previously
adopted plan,was initiated in 2008 and completed in 2010. The completion of the 2035 TSP
satisfies the requirements for Goal 12 and is timely for two reasons. First, traffic congestion
has consistently ranked as the number one issue facing Tigard in community attitude surveys
and the City is committed to finding solutions to this issue. Secondly, the community has
developed a vision for Tigard's future and a key component of this vision is developing an
efficient and balanced multi-modal transportation system. The 2035 TSP supports that
vision, addresses community needs,communicates the City's aspirations,and conforms to
state and regional policies.
The Oregon Revised Statutes require that the transportation plan be based on the current
Comprehensive Plan land uses and that it provide for a transportation system that
accommodates the expected growth in population and employment that will result from
implementation of the land use plan. Development of the 2035 TSP was guided by Oregon
Revised Statute 197.712 and the Department of Land Conseivation and Development
(DLCD) Transportation Planning Rule (TPR) contained in Oregon Administrative Rule 660-
012.
The TPR requires that alternative travel modes be given consideration along with the
automobile, and that reasonable effort be applied to the development and enhancement of
the alternative modes in providing the future transportation system. In addition, the TPR
requires that local jurisdictions adopt land use and subdivision ordinance amendments to
protect transportation facilities and to provide bicycle and pedestrian facilities between
residential, commercial, and employment institutional areas. It is further required that local
communities coordinate their respective plans with the applicable county,regional, and state
transportation plans.
City of Tigard 1 Goal 12:Transportation
Cite Council Public Hearing Tigard 2035 TSP
Additional requirements were adopted by the Oregon Legislature in 2009 in Oregon House
Bill 2001 -jobs &Transportation Act (JTA).Among the chief changes introduced in JTA is
an emphasis on sustainability. JTA requires the development of a least cost planning model,
as well as planning for reduction in greenhouse gas emissions. Precise implementation
measures and evaluation technologies are still under development. However, these elements
were integrated in concept in the 2035 TSP.
The 2035 TSP was also prepared consistent with the Portland Metro 2035 Regional
Transportation Plan (R"1'P). The RTP provides a regional framework for transportation
planning and investment,including implementation of Metro's 2040 Growth Concept. The
2035 TSP has been developed in close coordination with the RTP in order to ensure
consistence at the state and regional levels.
Additionally, transportation planning in Tigard is shaped be opportunities and constraints as
much as by transportation needs. Growth within Tigard and the surrounding area increases
travel demand and associated congestion,while the built environment also makes major
roadway expansions costly to construct. At the same time that these costs rise, competition
is high for scarce transportation funding resources.
There is also a greater awareness of the negative impacts that come from creating an
environment geared toward reliance on personal automobile travel. There is growing
concern about greenhouse gas emissions as well as dependency on foreign oil and rising fuel
costs. Reliance on automobile travel instead of active transportation, such as walking and
cycling,is also one culprit in the rise of obesity,including among children. While there are
myriad strategies to combat these issues, a critical role for transportation is the provision of a
balanced,multi-modal transportation system.
These challenges —the built environment, high costs,limited funding, environmental
impacts, and personal health issues—were significant in shaping the 2035 TSP. At the same
time, they helped direct the plan toward opportunities to integrate Tigard's transportation
system with regional and state investment plans; to promote land use patterns that support
those investments; to minimize impacts to the local community; and, to provide Tigard
residents with options for personal,recreational, and commute travel.
Key Findings
■ The City's Transportation System Plan must comply with the Transportation
Planning Rule (Oregon Administrative Rule 660-012) and Metro's Urban Growth
Management Functional Plan.
■ Transportation System Management (TSM) can be an effective way to improve
existing street function rather than adding travel lanes.
■ Motor vehicle travel is now, and will continue to be, the primary mode of travel in
the community, but creating better opportunities for alternative modes is essential to
an effective future transportation system.
• Compact development, transit access, and local circulation are important to support
investments in high capacity transit service.
City of Tigard 2 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
■ Connectivity in Tigard is challenged because of Hwy. 217, Interstate 5, the railroad,
natural features,and dead end streets.
■ Improving connectivity will maximize the investment in the existing transportation
system.
• Current development patterns result in highly directional travel demand.
■ Land use patterns that shorten home-to-work trips, support transit, and make
walk/bike trips more viable can help reduce congestion.
■ Transportation challenges have a direct affect upon the development potential of the
Tigard Triangle,Downtown, and the Washington Square Regional Center.
■ State owned highways provide critical access to Tigard,but congestion contributes to
neighborhood cut through traffic.
■ Limited east-west connections mean widening the existing routes could improve
traffic flow,but such improvements must be balanced with the benefits of local
traffic and impacts borne by the local community.
Goal:
12.1 Develop mutually supportive land use and transportation plans to enhance the
livability of the community.
Policies:
1. The City shall plan for a transportation system that meets current community needs
and anticipated growth and development
2. The City shall prioritize transportation projects according to community benefit,
such as safety, performance, and accessibility, as well as the associated costs and
impacts.
3. The City shall maintain and enhance transportation functionality by emphasizing
multi-modal travel options for all types of land uses.
4. The City shall promote land uses and transportation investments that promote
balanced transportation options.
5. The City shall develop plans for major transportation corridors and provide
appropriate land uses in and adjacent to those corridors.
6. The City shall support land use patterns that reduce greenhouse gas emissions and
preserve the function of the transportation system.
7. The City shall strive to protect the natural environment from impacts derived from
transportation facilities.
8. The City shall mitigate impacts to the natural environment associated with proposed
transportation construction or reconstruction projects.
City of Tigard 3 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
9. The City shall coordinate with private and public developers to provide access via a
safe, efficient, and balanced transportation system.
10. The City shall require all development to meet adopted transportation standards or
provide appropriate mitigations.
Recommended Action Measures:
i. Create commercial nodes llvithin residential neighborhoods to provide residents
with opportunities to walk or bike for non-commute travel purposes.
ii. Encourage non-auto-dependent development with mixed uses and higher
densities in targeted areas, such as along Pacific Highway,in the Downtown, and
in the Washington Square Regional Center.
iii. Review and update development code requirements for on-site motor vehicle
parking.
iv. Review and update development design guidelines to promote pedestrian-
friendly commercial areas.
V. Identify, evaluate and adopt City of Tigard performance standards that promote
safe and efficient access and mobility for walk, bike and transit modes as well as
personal automobile travel.
vi. Work with State and Regional partners to identify and evaluate multi-modal
mobility/performance standards for major transportation facilities.
Goal:
12.2 Develop and maintain a transportation system for the efficient movement of people
and goods.
Policies:
1. The City shall adopt and maintain transportation performance measures.
2. The City shall manage the transportation system to support desired economic
development activities.
3. The City shall design streets to encourage a reduction in trip length by improving
arterial, collector, and local street connections.
4. The City shall design arterial routes, highway access,and adjacent land uses in ways
that facilitate the efficient movement of people,goods and services.
City of Tigard 4 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
5. The City shall cooperate with the railroads in facilitating and preserving rail freight
service to existing and future businesses that depend on railroad service.
6. The City shall develop and maintain an efficient arterial grid system that provides
access within the Cite,and serves through traffic in the City.
7. The City shall use strategies for access management,including the support of
modifications that bring access points into compliance or closer to compliance with
applicable standards.
S. The City recognizes freight movement as being a priority of the transportation
system.
9. The City shall require the provision of appropriate parking in balance with other
transportation modes.
10. The City shall strive to increase non-single occupant vehicle mode shares through
vehicle trip reduction strategies, such as those outlined in the Regional
Transportation Plan.
11. The City shall design the transportation system to provide connectivity between
Metro designated centers, corridors, employment and industrial areas.
Recommended Action Measures:
i. Conduct a citywide connectivity and circulation study to identify potential
circulation improvements for street systems serving Tigard.
ii. Create a comprehensive inventory of street stubs, unimproved right-of-way, and
other potential future roadway connections to inform long range planning and
development review.
iii. Review and update/clarify,as warranted, development code requirements for
new roadway or pedestrian/bicycle connections as part of land development.
Goal:
12.3 Provide an accessible,multi-modal transportation system that meets the mobility
needs of the community.
Policies:
1. The City shall continue to support the existing commuter rail and bus service in
Tigard and will seek opportunities for increased service frequency and passenger
convenience.
City of Tigard 5 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
2. The City shall engage with regional partners to support development of High
Capacity Transit serving the Tigard.
3. The City shall design and construct transportation facilities to meet the requirements
of the Americans with Disabilities Act.
4. The City shall support and prioritize bicycle,pedestrian, and transit improvements
for transportation disadvantaged populations who may be dependent on travel
modes other than private automobile.
5. The City shall develop and maintain neighborhood and local connections to provide
efficient circulation in and out of the neighborhoods.
6. The City shall require development adjacent to transit routes to provide direct
pedestrian accessibility.
7. The City shall develop and implement public street standards that recognize the
multi-purpose nature of the street right-of-way.
8. The City shall design all projects on Tigard city streets to encourage pedestrian and
bicycle travel.
9. The City shall require sidewalks to be constructed in conjunction with private
development and consistent with adopted plans.
10. The City shall require and/or facilitate the construction of off-street trails to develop
pedestrian and bicycle connections that cannot be provided by a street.
11. The City shall require appropriate access to bicycle and pedestrian facilities for all
schools, parks, public facilities,and commercial areas.
Recommended Action Measures:
i. Develop parking management plans for Downtown,Tigard Triangle,
Washington Square Regional Center, and other areas to support economic
development and a balanced transportation system.
ii. Identify and adopt mode split targets that achieve and exceed Metro targets for
regional centers,town centers, and downtown Tigard.
iii. Review and update, as warranted, street design standards to ensure that public
right of way is planned, designed,and constructed to provide safe and
comfortable facilities for all travel modes and adequate drainage and treatment
for storm water.
City of Tigard 6 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
iv. Create a more complete network of pedestrian facilities by identifying and
prioritizing gaps within the current sidewalk and trail system.
V. Develop pedestrian and bicycle corridors to neighborhoods, schools, parks,
recreation users, activity centers and transit stops.
vi. Prioritize transit, pedestrian, and bicycle investments in areas serving a high
proportion of disadvantaged or transit dependent communities.
vii. Fill in gaps in the bicycle network to provide for greater citywide bicycle
mobility.
viii. Develop bicycle routes that connect neighborhoods, schools,parks, recreation
users, and activity centers.
it. Develop a bicycle signage program to help cyclists find routes on relatively level
terrain with low traffic volumes.
X. Engage with regional planners and service providers to support transit as a travel
option with increased frequency and better connections for buses, high capacity
transit, and EVES commuter rail.
NIL Improve the comfort, convenience, and safety for transit users through bus
shelters, seating, signage, and other bus stop/station features.
xii. Provide local transit connector service linking residential neighborhoods with
transit stations/stops, employment and retail centers, schools, and recreational
areas.
xiii. Work with Metro and other regional partners to advance High Capacity Transit
in the Pacific Highway-99W/Barbur Boulevard corridor.
xiv. Start a dialogue with regional transit providers to accommodate cross-service
passes to facilitate ease of ridership.
Goal:
12.4 Maintain and improve transportation system safety.
Policies:
1. The City shall consider the intended uses of a street during the design to promote
safety, efficiency,and multi-modal needs.
2. The City shall coordinate with appropriate agencies to provide safe, secure,
connected, and desirable pedestrian, bicycle, and public transit facilities.
City of Tigard 7 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
3. The City shall require new development to provide safe access for all modes to and
from a publicly dedicated street.
4. The Cite shall develop access management strategies for arterial and collector streets
to improve safety in the community.
5. The City shall prioritize intersection improvements to address safety deficiencies.
6. The City shall include safety mitigation as a priority criterion in making
transportation investments.
7. The City shall enhance and maintain a neighborhood traffic management program to
address issues of excessive speeding and through traffic on local residential streets.
8. The City shall require safe routing of hazardous materials consistent with federal and
state guidelines.
9. The City shall require new transportation facilities to meet adopted lighting
standards.
Recommended Action Measures:
i. Review high crash locations, including state and county data, and develop a
system for evaluating and prioritizing safety mitigations.
ii. Continue to implement neighborhood traffic management techniques to
promote safety and livability in residential neighborhoods.
iii. Improve pedestrian crossing treatments at high traffic volume streets and/or
locations with high levels of pedestrian demand (e.g., schools, retail centers,
transit stops, etc.)
Goal:
12.5 Coordinate planning, development, operation, and maintenance of the transportation
system with appropriate agencies.
Policies:
1. The City shall coordinate and cooperate with adjacent agencies and service providers
--including Metro,T riblet, ODOT,Washington County,and neighboring cities --
when appropriate, to develop transportation projects which benefit the region as a
whole,in addition to the City of Tigard.
2. The City shall collaborate with other transportation providers to develop, operate,
and maintain intelligent transportation systems,including coordination of traffic
signals.
City of Tigard 8 Goal 12:"Transportation
Cin?Council Public Hearing Tigard 203 TSP
3. The City shall coordinate with TriMet, and/or any other transit providers serving
Tigard, to improve transit service to, from, through, and within Tigard.
Recommended Action Measures:
i. Partner with Regional and County transportation planning organizations to
leverage statewide and federal transportation funding for local projects.
ii. Work with regional and state partners to mitigate negative impacts to Tigard
from high traffic volumes traveling through Tigard on state facilities,including
capacity enhancements on Highway 217 and Interstate 5.
iii. Work with state and regional partners to develop alternative mobility standards
in order to accommodate desired land development changes.
Goal:
12.6 Fund an equitable,balanced, and sustainable transportation system that promotes the
well-being of the community.
Policies:
1. The City shall make street maintenance a funding priority.
2. The City shall seek to invest in capital projects that leverage other infrastructure
investments.
3. The City shall seek opportunities for transportation investments that support
transportation goals of efficiency, multi-modal access, and safety.
Recommended Action Measures:
i. Periodically review and revise transportation system development charges to
ensure the cost of development is appropriately covered..
ii. Periodically review and evaluate the street maintenance fee to ensure the most
appropriate and equitable calculations are being used.
iii. Continue to seek grant monies to plan for and develop multi-modal
infrastructure improvements.
iv. Continue to submit project proposals for regional, state, and federal
transportation monies to implement the Tigard 2035 TSP.
City of Tigard 9 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
4j' TRAAICR/IRTATION
0 n the "GomprehensWe Plan Report: Tran6pertatmE)R." Detailed GUFFeRt 'RfWmatmen as available in the
2001 T-mgaFd T-FaRSPGFtatmGR System Plan.
it dOeS ROI fUlly replaGe all eleMeRtS ef the G9FnpFeheRGWe plan adopted PFOOF W the 2001 TSP. Pe
eRGGFApa6r,the system wide GhaRge6 deve!Gped as part ef the TSP PFGGe,-;.,-;. Some of th'6 infermatiqR
deleted.
Secstgn-n I*TRANSPORTATION SYST-9M
Key Findings
♦ .
0 There aFe 6*qRmfieaRt gaps in the sidewalk system with few 'RteFGeRReGted IGGatieRs 1mRkmRg to
GGhGG'6 Fetnil apps and+rnnoi+
City of Tigard 10 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
Segmept6 of Highway 217 and- -1-5 -AFA- 0-Y&F GapaGity and GRE 9QVV Will GGRtiRue to se
20, e.,dn aFe ad-
♦ T-Fa..el dime data OR Highway 217 ,n.d.'.Gaten,that .n..v...o of the _tFayel speed 9R the fa Gil:4..
movement, an
6Aa1
Onl DIES
a DPAml,,QFSIGN AND GONSTRI Irr TRANSPORTATION CArII ITTES IN A MANNER WHIGH
ENHANCES THE I I\/ARII ITV OF TIGARD BY;
a.
PROPER I OCAT GNI AND DESIGN OF TRAWSPORTAT-ION PAGILI IE
b. €NoOURAGING PED€ST-RIAN A.G-GFmS; lR" 'Ty RV PROVIDING CACC cd€GIID�FAN9D
DFSIDARI C DC hC CTDIAAI Dill ITCC
C. ADDRESSING ISSUES OP EXCESSIVE SP9FDING AND THROUGH TRAPPIG ON LQGAL
R€SIDENTIAl STREETS TL-ROI!_4.1 A NEIGHBORHOOD TRAFFIC DD/lr_RAM THE
PROGRAM CIJ/II 11 D AD[DRECC GORREGTI\/C AACASI IDCC FOR EXISTING PR.QRl CnAC
AND ASCI IDC THAT DEVEI OPME IT INCORPORATES TRAFFIC CAI MING
2PRh\\/IAC A RAoANGED TRANSOORTATION SYSTEM, (_ORPORATIAIA' MOD€dS OF
M9999\9y;
a THE -DEVEVED- AACAIT OF AND IAADI€MENTATI( N OF PIIRI IRI IQGREET STANDARDS THAT
RF= IZF Tkl€ MIJL-1 PURPOSE WTI IRcF= OF THE ST-R€€T RIGHT OP WAV FOR
1 ITII ITV RCfICSTRIAAI RI(`V(;I C TRANSIT TDI QK AWQ AI IT-Q I ICC
b. G-GOR-DINIATION WITH TRI MET, .4..Nlr-),IC-)R ANY OTHER TRANSIT PROVIDERS SERVING
TI!_ARD T-9 IMPROVE TRANSIT CF=R.\/1/"C TO TIG.A.R. I FIXED Dill ITC TDAAICIT \Alli 1
PRIMARILY USE ADTERIm MD C01 I EC`TIITCTD€€ C IN TI(_ADf1 DENG'oPA4F=NT
AD IACENT TO TRANSIT RQI ITCC W" I OROVIDE DIRECT OCIICSTRIAN AGGRSCIRII ITV
C. CONSTRUCTION OF RIGY91 C I AAICS ON Al 1 ARTCRIAI C 4ND GGI I F=GTQRS WITWIAI
TIGARD !`ONSICTRNT WITH RICYv'E MASTER, WITHTTWF= EXCEPTION OF
ARKS,RIURNSRAG" ITIESAnon Ro€TAIII ADCAC CUAI I STRIVE TO HAVE DIRECT
Ar`rCCC TO.A.RIKEWAv
d `CONS-TRU(`-TION OF CIDRA/AI KS; ON' AI I CTRCErS WITHIN TIGARD A' SCHOOLS,
PARKS,P IRLIG FAGII ITTES; AND DCTAII ADCAC SHAII STRIVE To H4VF DIRECT
AGGF=SC TO.A.CIPPA/AI K
e PF=N/CI/1RAACAIT OF RICY I C AND DCIICCTDIAAI DI ANS;In/4.1ICH I INK TO DC(`DCAT'QNIAI
TRAM SC
f. DESIGN LOCAL STREETS TO ENG- II IDA(-`€ A REDI GT-ION IN I TDAI!_
ID 1 CTH RV
PROVIDING (`/IAI AIC!`TI\/ITV AND InAITIAI!_ !ll IT_Q,F-D1DC(`TIQl TDA\/CI A41D PROVIDE
CONNECTIVITY TO ACTIVITY G NTERS AND D STINATIONS; WITH A PRIORITY FOR
City of Tigard 11 Goal '12:Transportation
City Council Public I-Icaring Tigard 2035 TSP
9. TIGARD WILL RARTIGIRATF IN VEHICLE TRIP REDUCTION STRATEGIES DEVEI OPFD
REGIONAI I Y T;RG€T I I
€D TO AGHI€V€ NON SINGLE OGGPAiT�__�VF=HImE6 I€VELA
OI ITI IAICD IN'TAPI C 1.3 OF THE REG ICA141 TRAnISRORT4TInnl DI AN
h TIGARD IA/II I SUPPORT THE; DC\/CI OPMENT OF A (;OMMI ITER RAIL SYSTEM As DART
nC THE DC(_InAIAI TRANSIT NETWORK
3. STRIVE TO AGHIFVF= A SACC TRANSPORTATIGN SYSTEM DV THE DEVEI OPMENT OE CTDCCT
STR€€TS, AND °YMAKING STREET ^MAINIT,TEMANroEm q PRIORITY ANI) THPOUGH A
GOMPRCHENSIVF PROGRAM OF CAI(_INEERIAI(_ CDI IGATIONI ARID CAIEn RGCnACAIT
a DESIGN OF CTDCCTC SHOULD D DCI ATC TO THEIR INTENDED I ICC
b -DES-I '_AI CACC AND CCGI IOC DCnCCTRnIN AND PIKE\A/AVC PFT\A/EFni PADRE 4W)
OTHER ACTIVITY(`GAITERS IN TIGARD
C. ;*€SIG-NATE SAF€AND S€GI'R€ RGI IT€S TO SQHOOI ; FOR €ASH SGHQQI.ANY"T NFzk4!/
RESIDENTIAL PPC)jEGT SHGI-llDI-DENTIF�Y THE S.A.FmF: PATH TO 8GHOOL FOR
GHII DRFN
d. REPINE AND M.A.INTnW nGGEGSS MANAGEMENT- CTANI RDC FOR ARTCDIAI ARID
COLLECTOR ECTOR STREETS TO IMPROVE SAFETY IN'TIGARD
e ESTABLISH A CITY MONITORING SYSTEM THAT REGIII ADI V C\/4I I IATCC PRIORITIZES
AND MITIGATES HIGH ACCIDENT-LOCATIONS WiTHIN THE CITY.
I. N-P.N/ ROAn\A/AVC SHALL MEET APPROPRIATE LIGHTING STANDARDS EVICTING
ROADIA/AVC SHALL PF SYSTEMATIG41 I V RFTRnFITTED WITH ROADWAY I I(_HTIAI(_
9• R€QUIR€ nIC�pA/ D€VE6OPMEIIT TO DROVIDF SAFEAGo€dSS TO AND TO (_AIN CALF
A(QG€SS FROM—F�PI�Q1 IS1166Y DEPIrn�T.�Fn_AND IMPROVE-9�crrR€€T (!F.B€SIGA:TC
RIGH C\AIA)( IF NOT Al EADY ON 4 Dl 1PDI IVIG CTRCCT AND INSTALL IMPROVE WNITS
IN R^^COICcIcc(_H RROPORTIOnIAI ITV TO THC DEVELOPMENT-'S CAFE
f1�
4 CCT 4ND AAAInITAIN TRnnICPORTATION DCRFORAA ANGF MEASURES THAT:
a. SET A n41NIn AI IAA INTERSECTION LEVEL OF RF CER\/IGC CTAND4RD FOR THE (;ITV OF
TIGARD AND REQUIRES ALL DI IPI I(GAGII ITICC TO QC DESIGNEE) TO MEET THIS
STANDARD
b. SET—PARKING RATIOS TO��g�/In�E A.DEQUAT€ PARKING, RR-QVInINIG_ enl
INCENTIVE TO I IMIT THE I ICE OF THE CIAI(_I C OGGI RANT VFW F
C. FENIQU-IR.A.G-Fa%NORKING�.AIITH OTHER TRANSPORTATION PROVIDERS IN WASHINGTON
COUNTY, IW LI InIAI(_ TRI_MET METRO ARID OnOT TQ nP./=69J�QPEDATF 4NIn
A.414NIITIAIIN INTEI I(_CAIT TRANSPORTATION CYCTFMS INGI III INC COORDINATION OF
TRAFFIC
7
GOMnnUNITY AND MINIMIZE OUT OF DIRECTION TR4\/EI QV
a THE DESIGN AND CONSTRUCTION OF TRANSPORTATION FnGII ITIEC TO MF=F=T THC
REQUIREMENTS OF THC AMERIGANS WITH DISARII ITICC ACT
b THE DEVELOPMENT OF NFIGHPORHOOD AhID I OG4I GOAIAIFGTIONS TO DRn\/IDE
C \NORI!WITH WASHINGTON GOI N:P4 ARID ODOT TO DEVELOP AN EFFIGIFNT ARTERIAL
GRID SYCTFM THAT DRO\/IDEC 4GGCCS IA/ITHIN TUE CITY AND SERVES THROI IGH
CITY T4FFIC
DRO\/InF EOR CCCIGICAIT nAO\/C AACAIT OF nnnnC AND SERVICES THROI IGHTHF nECI(_nl OF
ARTERIAL RQIJTES, HIGHWA)(AG(;FSS AND AWAGENT LAND USES IN WAYS THAT F.A.G11-ITATE
THE EFFICIENT AAO\/EMENT OF GOODS AND e€RVIGESAnI�THE SAFE R0I1TING OF
HAZnRnnl IC MATERIALS C CONSISTE AIT WITH FEDFRAI 4ND STATE GI IIDCI InIFC
City=of Tigard 13 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
7 IMP6€M€NT THE TRANSPORTATION SYSTEM PLAN (TSP) IN A COORDINATE "ANNER RV
COORDINATING AND C:C)C)PFmR4T'NIG WITH 4DIAGENIT AGENIC-IES (INCLUDING WASHINGTON
COUNTY, BEAVEPTGAl TI IAL ATIAI LAKE 11CIr1 EGO CITY OP PORTLAND, TRI SACT METRO AAIn
G DOT) WHEN NECESSARY TQ DEVED(1R TRANSPORTATION RRQ EGTS 1A/41K;W BENEFIT THR
REGION AS A 1A1WO1 C IN)ADDITION TO THC CITY OP TIGARD
Oenemmeneled Aetien Mea6UFe6
features, and ether r.e-m—m-HuRity amenities.
Develop mid maintain a pedestrian plafi in Tigafd, pedestri,IR rallte's pe-elop Sidewalk standard
to defifievafiatiswidths,as neeessai-y,44 City stfeet types.
developed may iRGlude (but aFe ROt limited tG) naffoweF StFeets, speed humps, tFaffiG GiFGleG,
e .
vdeoteian +Pandit ond trunk fonilitiec in T'gafd
1". The Regeenal TMRSPeFtatmeR Plan (RTP) and T-Fi Met seFY'Ge plaRs will be the guiding dOGUFnents
should- epc-,n---,,Faqe land inten6ive uses to lo-G--ate Rear tmRsitwaY6 and Fequire high *RteRS*ty 6IGeG
and retail areas) with adjar-,P-Rt Standwds foF b*GYG!e faGiRies witWn Tigard wall be-
l.+nec hall he elegy Rated
;-;nd the -RP.A. Fight ef way On thp wpst of Tegwd. I)eS'gR standards fAr FeGFeatwE)Ral elements will
need to be develeped and maintained.
betweeR GUI de saGs and/oF gFeenways wheFe auto GORRecAivity does set exist OF iS Ret feasible.
City of Tigard 13 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
StAndArdq for these rGadways will be developed by the apprepFiate jurisdiGtiGA
and- developers,
xv. Develop guidelines to provide aGGeSS GORtFGI 6tandard6 and apply these standard6 te all ReW Fead
prieFitize and Femedy safety pFeblems. VVeFk*Rg with the COURty, develop a lost of high GG"iSIGR
0
(with eeRsideFatiGR ef Feugh pFGpeFtienality). Apply this peliGy te beth pedeStFiaRS and FROtOr
vehF61es.
funding.(oF subsequent updated Feferenees) is feeenimended to balanee provision of readway eapaeity with IeN'el 0
seFviee and
OH state ef County ftieilities and feF 2040 Ganeept,AFeas(as defiHed in Table 1.2 of the RTP).The City will
work to make the m4efial & celleetar street systems, apef:ate effeetively te disraeurage"eu!thfougla" traffie
NX. Wofk towafd the eventual eonneetion of streets ideii6fied on the TfafispoFtation plan map as dek,elopment
..fido 1,.a aN,ailable and.. ..,...unities
s .A.;estier�st Rdarrds. TheaFteFial street systems should 'a^•''* to street pedestrian
est
_yXi.i. Work with federal agenoqes, the PubliG Utility GE)MFAi6SiGR, the QregOR DepaFtFneRt Of ERergy and
_xX i i;. -Maintain plan and poliey eonfomianee to the Regional Tr-anspeftation Plan and T+afispoftation planning
Rule(OAR 660 012). Seek eei:npafibility with all adjeeent eetifity and eityjtifisdietiefi Plans.
(to become Recommended Action Measures under Goal 12.5)
iv. Prior to implementation of projects associated with the Highway 99W Corridor Plan, especially
those requiring additional right-of-way or affecting property access, there shall be established
protocols whereby affected property owners or businesses are made aware of pending
improvements. Those that might be affected shall be informed and asked to be involved in the
project development process as early as possible.
City of Tigard 14 Goal 12:Transportation
Cite Council Public Hearing Tigard 2035 TSP
V. The City of Tigard shall state a position that alignment of the proposed 1-5/Hwy 99W Connector
be established as one which reduces through traffic and freight movement on Highway 99W to the
greatest extent possible; and that the City shall support this position and otherwise participate in
the project as an active member of the 1-5/99W Connector Steering Committee.
vi. As part of the transportation management,planning and design process, the livability benefits of
future Highway 99W improvements shall be publicly discussed and evaluated.
vii. The City shall adopt Alternative B as contained in the Tigard 99W Plan as part of its
Transportation System Plan and prioritize its recommendations. Subsequently, the City shall, in
conjunction with other agencies,jurisdictions, and stakeholders, develop action plans to
implement the alternative's specific project recommendations. Action plans to implement
Alternative B shall include design and engineering strategies,funding measures,and stakeholder
and citizen engagement. Reasonable time frames shall be associated with the action plans.
viii. Other transportation and land development projects within the vicinity of Highway 99W shall be
evaluated to determine potential negative or positive impacts on the facility. Negative impacts shall
be avoided or mitigated. Furthermore, it is important that solutions to Highway 99W problems be
evaluated to assess impacts on other streets, and that negative impacts in these circumstances
are avoided or mitigated and positive impacts promoted.
ix. A land use planning effort shall be a priority for future City/state efforts to recreate the Highway
99W corridor. In particular, coordinated land use and transportation planning is essential to
promote transit as a viable transportation option.
X. The City should be imaginative and"think outside the box"with the purpose of creating a safe,
attractive,transit oriented, and vibrant urban corridor along Highway 99W. When there are
obvious benefits to specific physical improvements,the City should request design exceptions
from ODOT.
xi. In the near term, the City and ODOT shall develop an Access Management Plan for Highway
99W. Each property identified as needing access management treatment shall be treated as
unique.A one-size fits all approach should not be used. The economic vitality of businesses is
important.
xii. Implementing improved transit service should be an ongoing priority with the long-term objective of
light rail service along the Highway 99W corridor. If light rail is not possible within the reasonable
future,then improved bus service/rubber tired vehicles shall serve as an alternative until it is.
xiii. Highway 99W Action Plans shall seek to enhance the economic vitality of the corridor through
transportation, aesthetic land use, and other improvements. In addition, resources shall be used to
coordinate business development and retention activities, and aid in communication among the
business community and city government.
Key *RgS
l omits;u raor the alt.'s isdi.tiep
0
0
City of Tigard 15 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
A GeFrmdOF study fGF PaGmfiG Highway(99W) haS ROt beeR pFepaFed byMetre. it is the ORI,
ConAno nabtF'Gt and [the)State should .. eFdi ate nh „ study,
requimmeRts.
developmeRt and improvement.
seutheFly aFeas of T-'gaFd. Both of these aFea6 'aGk adequate improved tFagGway6.
F=eFpy RGad, Walnut StFeet, GaaFde StFeet, Bull MOURtaiR Read and PaGAG Highway. The
A need exists to Gemplete the G91leSteF StFeet system within the T-09aFd T-FiaRgle aFea te Make
GA21
12.2 Trof Gwayo
D(1li-v�vl2c
TH9 CITY SHALL PI 4N POR 4 PA X
AACCTC CURRENT-AICCIIC AND ANTICIPATED CI ITI IDC GROWTH AND DC\/CI(DDA4F=NT
TSE CITY CUAI I DonoVI,RC FOR €FFISI€NT A44NJ\r€M€NT 9F Til;— AICD(IDTATIh
PLANNING PROG€SSSS WITHIN THE CITY AND T-HF= ME$ROD(ll ITS__ TA1 ADA THROU/'_
COOPERATION\AIITH QTHER F=FmDEPAI�TT ATE,REGIONAL AND OGAALWRIS T-10wC
2 THC CITY SMALL REQUIRE AC A DDC(`h AIIIITI/l AI TO F\C\/CI(1DAACAIT ADDD(l\/AI TI-IAT:
a DF=V I(1DAACAITABI IT A DI IBICCCII
II Y DEDICATED CTDT D HA\/C A[)F=Ql IATC AG-CESS
A DD D(_l\/CF\BV THC ADDD(1DDIATC ADDD/l\/AI AUTHORITY;
ST-RCCT DIGHT(lC WAY RC DF=f11(`ATF=DWWCT�T�C THE CTDCCT IS; CI IQCT4NDARID IN]
6 THC F)C\/CI(1DCD COMMIT TO THE (`(IAICTRI ICTIGN QF THC CTDCCTC (`1 IDBS 4ND
CIf1C\A/AI l!C TI'1(`ITV CTA AIflA Df1C\A/ITHIAI THC F1C\/CI/IDAACAIT
U IDRC AAAI CIF1RA/AI KS T(1 THE EXTENT OF THC F1C\/CI(1DAACAIT'C IMPACTS;
CTDCCT IAADD(l\ FMF= ITC BE MADE ARID CTDCCT SI(_AIC (1D SIGNALS BE DD/l\/IDFFl
\A EN THE DFDI I ODAACAIT IS C/lI IND TO CRF=ATC(1D IAITCAICICY A TDACCI('HAZARD;
f TRANSIT STOPS, BUS TURNOUT IT I ANES AND CHCI TCDC BC DD(1\/QF=D \A/HCAI THC
DD(l OSFQ I ICC OF A TYPE WHICHGENERATES TD AAIC IT DIf1CD CHID
City of Tigard 16 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
Q PARKING SPA(;Fg BE SET ASIDE �1ND MASKED CllrvR GARS OPERATED BY DIvrlS4RI=€D
P€RoGNIS AND THAT TH€ SPACES BE I GGAT€D ASS cG 4S P9SSI€I F T9TH€
ENTRANCE f1CC1!"_NED FOR DIS;ABLED DCDC/INSi A D
h. 6AND BE DRAGAT€B T9 IIMPI €MPNIT THE RIQYGI €IP€DFSTo1AN rnoolnno IN'
A(`!`l�Df1A Al(`C\A/ITI-I THC AfIh DTCfI DI AAI
T6 THE G_QA4�R'F=HF=NSIVF=PI 4N TRANSPORTATION MAP_THE MAP Wil I BE AMENDED BY DRSIGNIA TINC.;
T41G IT-
THC CITY cHnl 1 CI IPPQRT THC GQAI C 4ND OR IECTI\/CC OF THE (ll7CGON DEPARTAWNT OF
TRAAICD/IOT ATI(_)N TO IMPROVE TRAFFIC CI OIA/ NQ GADAGITV AT THC INTERCHANGE OF 15
AND HIGHWAY 2171uRlISE WAY.HQW€V€R, THF GIT—R€T INS THE PREROGATIVE TO
REVIEW (`lIMM9NT AND GONCI IR WITH THE AGTI IN AI I(_AIMCAI TC OF THE PRO IC('T
THC GITV CHAT I ADOPT THC COI I GWING TRANSPORTATION IMPRGVEMEAIT CTRATF=GY IN
QRPFR TO A(`(`lIAAMODATC DI AAIAICfI I AAIf1 USES IN THE TIGARD TDIANG C
mprovements.
b. 72nd Avenue sheuld he mvid-PAP-d-to f4quF IaRes with left tum At FnajGF inteFseGtieRs and the
GGeRaF!e(2015), 3 Will PFE)Vide adequate Gapadty ip the Y'G*R*ty ef the Highway
717/77Pl1 AyeRUP�P1P.AhanPP
ROFthbE)LIRd Highway 247 wE)uld mitigate GORgestien at this'RteFGhange beGause ffletWmStS iR this
e. Analys'E; ind'Gates that IhAFA leng teFFR (29 90 yeaFG) Reed for Dartmouth Read to AnAfiAlue
ever Highway 217 and petentially se-Ah to Hall BoulAvard AS k4tAll RF;f49F eAeRdiRg the GOIloGtAF
9aFtmeaih e*tea to Hall Boulevard shorld bee nonstruptedonly if futthetSystern
StEAt
f. Adopt the fir Atm RI AlR SiFAatrn PIR F9 St.PPIS Ptn al to the Tig Fd T. PIPas Ghem;R RR
4. I PARI StFeet SPaGiRq Shall hP R PF 660 fPPt
2. AGGess way spaGing shall be a maximum af 330 feet.
3. SpaG;Rg Of signalized interseGtiGRS GR Major.A.rte.riak;shall he Minimum of 600 f4R_P-t.
City of Tigard 17 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
4. ExistiR@ FightS Of Way Will, to the greatest extent possible, be utRized f9F a IeGal StFeet
sy6tem. Right of way YaGAtions violl -be- ro—AsideFed GRIY when all ether PGNGies in tWs
SUb69Gtlen we met.
9. The trapGpertatiGn pFejeGts dasGFmhpd- in tWs; r-Arflen should be added to the Qty of Tigard's
these-
0 n ^tG OR Feqienal and state implementatienPregrams.
7 THE CITY oiir,-6 ADOPT THE FOLLOWING- PEDESTRIAN, 61-Y(;V/`� AAI� DUQI BLIGTDA NSIT
IN THE 1A/ASWIAIQTQN SQUARE REGIONAL (FN-rCD
a.
b.
G. afety-
c.
Gr,9660R@ oppeFtwRdties and safety.
d4 Ped-estrm;;n And- R-IGyGle IMPFE)VeFnents-SI.A.1 I-epust Street; RealigR SVV 90th Avenue aGF066 SVV
st�ot
e.
f.
BikewayAORgAsh Greek '
g
h.
and.gets,elonmg Ms
i.
Bikeway along Ash(;Feek.
j.
PF9pesed GORReGt*GRs aGFOSS Highway 217. Initially a shuttle bus, the future this seFV'Ge GE)uld
I;A AGAVA14Ad to some type of Axed Fewte system.
k.
'sting t.gnsk ngnlgr at thn 1A/..shingtgn Sq n e Mal
i.
M.
City of Tigard 18 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
tri el nt fer the—Re ienal GeRteF area. AI( �^�,�s this
�c.c cn�o�� ..r age��ic�i—p^;e9 an. Q ej
empleyeF6 lR the area 6hould begwR to woFk tegetheF tO Fe�Ae this fFamt-ovork.inte a detailed plan
fefthe areass ev.QFd 02 42)
g THE CITE Y S-H.A1-1- nn THE €.T STRATEGY 'k
ORDER TO ACCOMMODATE EXISTING N m USESTN Tum SHIN :4A
.. o—A,,B PMNN€s 6At�-- V�Am,,,.d-Tor.
SQUARE REGIONAL CENTER-
a.
WaShiRgtOR Square Mail.
5. Evaluate ;;Rd- Gtinfirm that the SGUthbOURd Hall BeulevaFd Fight tLIFR only IaRe the
appmpFiate-
7 ne..elen rllrenl .. c Frem the Washington SqUaFe Mail fe the Target Q4nre n., that
fasi4ities
9. IR G99peration with the Gity ef Beaverton and T-Fm Met, mdeRtify a Rew Park& Ride site te
FepIaGe the exist*Rg site that was ORtended to be teFRp9FaFy.
b. Highway 217 IFAPF9VGMent& Identify and plan fGF the iMpleMeRtatiOR Of 4MPFQVeMPAt; to
Highway L247 and 'Aterstate 5 and Highway 249,
C.
d.
2_ane fadlif.. With aFkaR.. bi'(8 'aR 6 and 51Vlv.;;;Rs. Pete Rtdal fnr nlreefnrnne
e.
f. SkAi WMI Boulevard; The Washington SquaFe RegionW Qt4ntpr Task F=c)FGe ideRtified this PFGjeGt
GORStFUGted to 3 laRe standaFds with sidewalks and bike"anes at gve lane lmmdts betweeR
fGYRd that Hall Bei-devard still needs tG be a five 1aR8 faGildty the Feadway would then be widoned
Eg 4 ' " ' ' '�n, and as possible the City of Tigard-A-F. COOT vve uld aGqU*Fe the Fight of way
City, of Tigard 19 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
that alse provide fsi- improwd ped pefpmities. This i's 440,#p the
g. SkAl Ci;,;G;;dp A.VARUe: Improve the exist'Rq roadway(north and 6OUth Of SGhGIIs F=erFy Read)to
h.
nM FS n In SPOe.t St.eet '
.AweF
i. SAN QRk Street Modify the Feadway te pFey'de 2-lane. spetion i*A,Ath paFking, bike !;;Rp.,; ARd
j.
k.
seRtwF
1. 1-orAl street spaGiRg shall be A maximum of 530 feet.
of 220 fatt.
.stem Dight ..f way not:enn I.:II he n ni.dere.d ....I.. whe.. all .,the. ...,linie.. O.. thorn
i.
(Rev. 92 12)
�
The Gity shall develop, adept and implemeRt a masteF stFeet pIaR that aRt*G'pates all Reeded
streets when they are orlon
d. ('nnoidero a variety of trandt menlec within the r nhto of way;
e. Meets Innol n erlo fer im erd trnnonertatinn c
IA6al aqeRs+eS,2Rd
City of Tigard 20 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
a,"-e Reeded.
eh'G Ia
the effeet:s en abUttlagPreperlies. This sari beasserpl:shed thFeugh:
.61-1-RI A-Ah�R.AGWReRt;
d. Sign rtir"vl�
v The City shall G9E)FdiRate their p!aRR.Rg efforts with adjaGent Gities and ether
SeGtieR 3; TRANSPORTATION
Key
s.
Rreneatl.. there are Cle..eR/4 4\bus lines that the Tigard area.
+f r
ti RqefGF FideFS.-
City of Tigard 21 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
G"
Rlll I AES
1 TLJC /"ITV SHALL (`l4)RDIAIATC kNITH TRI_AACT TO PROVIDE FOR A DI IRI IG TRAAISIT SVSTCAA
WITHIN THE PLANNING ARFA'Alulru-
a. MERTS; THE WE€PS (IR ROTH1TTWF= QI IRRCAIT AND RRQ l€bTE[) FLOP THE TIG4RD
G9A.4A4�1P11��;
h ADDRESSES THE CPF=G141 NEEDS OF A TRANSIT DCRCAIDCNT RDDI II ATID AIi
6 RCDI IGES RDI I I ITIC AI AND TRAFFIC; AND
d RCDI IGF=S ENERGY GONS1 IMRTION
2TMF(`ITV SHALL CN!"`DI IRA(_C TWF=CVRAAISION ARID I ISS QF=RI IRI IG TRANSIT RV.
a I hl'ATIAI(_I AND INTCNSIVF USES IN/"I QSC PROXIMITY TO TRANSITIA/AVSi
b. I AIGORRDRATIN(_ PROVISIONS INTO TWE COMMUNITY INITV DEVE OPMEAIT (TIDE IA/LiICH
RF=Q1"RE DC\/CI IIRAACAIT PROP SAI S TO RRQ% IDC TRANSIT CAQ (TICS; AND
6 SI IRRl1RTIN!_EFFORTS RV TRI_AACT AND QTWER(_RDI IRS TO PROVIDE C(IR T4JC AICCDS
OF THE TRANSPORTATION DISADVANTAGRI).
ha
arctr�fnacit re'�teoc
mr-rvcrtT.
iv. The Gity shall W OFk with Tri Met and ether tranoit n Y'deco tee a tronelt 6erviGe fer the
Vi. The G'ty shall
the A 1A..A1 Reed fGF G 9'iRg in the Tigard area.
Key Cinidinncc
speGinl trnnnit SePoInGeS by c al n
City of Tigard 22 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
Gaal
Pnl I�oIFS
AND STATE Ar FCIDENTIFICATIONRI
AITIIAL TUE IDENTIFICATION
AND Arrnnnn
RInnnATlnnl OF INDIVIDUALS C 1A/ITu
SPECIAL TRAAISRn RTATIn AI AIFFDS
I9saNARS.
Sendien G• PEDESTRIAN AND BICYCLE PATHWAYS
Key Cin.diRp
^c7,-rr*m^9�
System;ns
ame
,�,,,,,,,,,,''.. a de&ia a the o ic-+em
^^
tltl�Y
Pnl I�oIEC
PEDESTRIAN AND RICVCI F I ISFRS CAFE ARID CnAI\/FAIIFAIT MQVF=AAFAIT IAL Al I PARTS OF THE
GITY, BY BE�E6 Inln TW€ RATu\n/T,N.A.Y 9 YS T-€M SHO- Alo.IN ON TWE pl.g^oRT€D
REDESTRIAAI/RIKEWAV RI AN
City of Tigard 23 Goal 12:Transportation
Cita'Council Public Hearing Tigard 2035 TSP
Seet4en 6: RAILROADS
Key Finding6
"nos h;;F;Rd on the railread 'Reads.
tie raknads
6sa1:
12.6 Ra'IFE)ads
Rai IGIFS
R 6 1 THE CITY SHALL GC)GPF=RATF= WITM THR RAII ROADS IN F4GII ITATING RAI' FREIGHT SF=RVIQF= TQ
T4llCC !`/ MMERGIAI ARID INIDI ICTRIAI RI ICIAICCCCC WITHIN THF= CITY TH4T f1CPF=NID ON
RAILROAD CCDM/"
Svc
City of Tigard 24 Goal 12:Transportation
City Council Public Hearing Tigard 2035 TSP
Exhibit C
MEMORANDUM
TIG D
TO: Mayor Dirksen and City Council
FROM: Darren Wyss, Senior Planner&
Judith Gray, Senior Transportation Planner
RE: Second Supplemental Staff Report& Findings - CPA2010-00001
DATE: November 9, 2010
On October 12, 2010, City Council held a public hearing to consider CPA2010-00001, 2035
Transportation System Plan (2035 TSP), where public testimony, both written and oral, was
submitted. Council closed the hearing and continued its deliberations to November 23, 2010
in order to give staff time to respond to the proposed amendments submitted during the
public testimony. This memorandum provides a summary of the requested amendments and
comments, along with staff responses and recommendations. Supplemental findings to
support adoption of the recommended amendments and to update the staff report are found
at the conclusion of this memorandum.
Requested amendments from the public are discussed in two sections: requests pertaining to
the Wall Street Extension first, followed by all other requests. These are followed by general
comments from public testimony and then amendments recommended by staff. For each
request and comment, the summary identifies the name of person making the request or
comment, amendment request submitted (many are paraphrased), reference location in the
2035 TSP, staff response, and staff recommendation.
Proposed Amendments Related to Wall Street Extension
Group Mackenzie, representing Mr. Fred Fields, provided written and oral testimony objecting
to the removal of the Wall Street Extension from the 2035 TSP. In particular, the written
testimony stresses the importance of"much-needed access to properties along the planned
roadway alignment," and expresses concerns about "how (Mr. Fields') property will access the
surrounding street system." Group Mackenzie posed three alternative amendments to the
updated TSP in order to address their concerns.
This section addresses the concerns and issues raised by Group Mackenzie in written and oral
testimony. It begins with a clarification of the purposes of transportation system plans, in
general, and a short summary of pertinent background information on the Wall Street
l:AL.RPL,N\TGAI GrantsV'I'SI'_131Cmiiuiii07_09\(--UIItICiliNlaterials\Nov 23 Leming\Second supplemental findings memo Nov 9.doc
Extension. This is followed by the specific amendment requests, staff responses, and staff
recommendations.
TSP Purposes
Because of the emphasis given to the topic of access for Mr. Fields property, it is important to
clarify that the purpose of a transportation system plan, as outlined in the Transportation
Planning Rule (OAR 660-012) is to establish a network of facilities and services to meet overall
transportation needs. In doing so, a transportation system plan outlines public investments in
the transportation system serving the community.
The 2035 TSP does not try to address access to specific parcels. In fact, for numerous
undeveloped parcels within the plan area, the Tigard 2035 TSP does not identify site access
options. The Tigard 2035 TSP identifies the importance of connectivity to achieve an efficient
transportation system. It also identifies numerous challenges that Tigard faces due to barriers in
the natural and built environment. The importance of this issue is underscored by the inclusion
of a Circulation/Connectivity Study among the Future Plans & Studies shown in Table 5-4, page
60.
It is also important to note that removal of the Wall Street Extension, or any other project, from
the Tigard 2035 TSP does not in itself preclude a private citizen from pursuing a related project.
It only removes it from the list of the City's planned transportation investments.
Wall Street Extension Background
The Wall Street Extension, which is identified in the current (2002) TSP,would create a new
connection between Hall Boulevard and Hunziker Street. In a technical memorandum dated
September 6, 2000, DKS Associates evaluated several circulation alternatives to connect
Downtown Tigard with the Tigard Triangle. These alternatives included three configurations for
new overcrossings over Highway 217,widening of existing roadways, and two local circulation
improvements: Wall Street Extension connecting Hall Boulevard to Hunziker Street, and
Atlanta Street extension to Dartmouth. The memorandum recommended the following projects
for inclusion in the 2002 TSP:
• Widening of Pacific Highway 99W (seven lanes) and SW 72nd Avenue (five lanes)
• Highway 217 overcrossing at Hampton/Hunziker
• Extension of Atlanta Street between 6811' and 72nd Avenue
• Extension of Wall Street from Hall to Hunziker, aligned with Omara Street
It is common, and prudent, for analysis of transportation investments to be revisited and refined
as part of the project development process. In this process, projects are frequently modified or
removed from adopted plans to reflect new information or changing conditions. Such was the
case with the widening of Pacific Highway 99W, which was modified as part of the Tigard 99W
Improvement and Management Plan.
2
Similarly, subsequent investigation of the Wall Street Extension revealed considerable barriers,
environmental impacts, and associated costs for project construction. In December 2003, the
City applied for an at-grade crossing of the railroad tracks at Wall Street. Portland & Western
Railroad objected and stated their intent to formally oppose the application. A hearing was
requested, but the objections were not resolved after multiple pre-hearing meetings. ODOT Rail
also objected to adding a new crossing without closing an equivalent crossing elsewhere. In
2005, following the advice of the City Attorney, Council directed staff to withdraw the
application due to the cost of further pursuit and the near certainty of denial.
In subsequent years, the railroad operator constructed a switching yard in the alignment of the
proposed Wall Street Extension, which effectively would require a grade-separated crossing.
This added barrier, in combination with the costs and impacts of crossing Fanno Creek in this
location, made the Wall Street Extension cost prohibitive and infeasible, for all practical
purposes, especially in the context of the major transportation infrastructure investments that
will be required for the City and the region.
Requested Amendments -- Group Mackenzie on behalf of Fred Fields
1. Re-establish the ball Street Extension Project
Group Mackenzie proposes that the Wall Street extension be included in the Tigard 2035 TSP
stating that the "draft TSP justifies the removal of the Wall Street extension citing only two
criteria..." and that there is no analysis contained in the supporting technical appendices...."
Group Mackenzie also states that the capacity loss from removing the Wall Street Extension
results in the need for widening Hall Boulevard and Bonita road to five lanes, which the
letter states were not included in the 2002 TSP.
Staff Response
The project was evaluated in a manner consistent with the other project candidates in the 2035
TSP. Volume 1 describes the project evaluations for the finalized package of improvements on
pages 37-39, noting that the evaluations are summarized. In the case of the Wall Street
Extension, the summary identified only two of the project criteria. However, more details are
provided on page 73 of Technical Memorandum #5 (dated November 23, 2009) in Volume 3 of
the 2035 TSP. The text and evaluation table related to this project are reproduced below:
Project #26: Wall Street Connection
The 2002 TSP includes a project to connect Wall Street from Hunziker Street to Hall
Boulevard. The extended segment would have a two lane cross section with bike lanes
and sidewalks and would be grade separated over the existing railroad tracks. The cost
effectiveness of this project is relatively low. Bridge construction over the railroad tracks
would require significant structure work. This Transportation Analysis Zone JAZ) has
among the highest senior and disabled population percentages in the city, therefore
there would be potential environmental justice impacts to consider and avoid if possible.
Costs are also anticipated to be significant due to potential wetlands impacts. Based on
the limited benefits, relatively high costs, and the potential environmental justice impacts,
It is recommended that this project be removed from the City of Tigard TSP.
3
Multi Cost Environ- Environ-
Modal System Consistency Effective- mental mental
ID Mobility Capacity w/Plans Safety ness Resources Justice Recommended?
#26 0 O O O O Remove
from TSP
• Significant; O Moderate; O Low or no benefit
The definitions of the ranking icons used in the table have been abbreviated for this
memorandum. They generally identify Significant, Moderate, and Low/No positive rankings.
The full text of the evaluation can be found in Technical Memorandum #5. The above
documentation reiterates on the evaluation of the Wall Street Extension using the seven
evaluation criteria.
Regarding the need for widening of Hall Boulevard and Bonita Road, it is an over-
simplification to attribute this need specifically to the removal of a single project, given the
complexity of the transportation network and the changes in conditions since the 2002 TSP
was developed. Further, the 2002 TSP anticipated the need for five lanes on both roadways,
as shown in Figure 8-11 of the 2002 TSP.
Staff Recommendation: Do ml include the Vall Street Extension from Hall.Boulevurd to Huntiiker
Street in the Tigard 2035 TSP.
2. Shoiv Mall Street Connection mill)Milton Court
In this section of the letter, Group Mackenzie suggests extending Wall Street to Milton Court,
via Mr. Fields' property, as an alternative to the Hunziker Street connection. It cites Figure 4-2
from Technical Memorandum 4 (dated August 12, 2009) which identifies connectivity gaps
throughout the City, including in the vicinity of Mr. Fields' property. The letter states that "the
City has an obligation to address this issue" and allows that the Milton Court connection would
address the deficiency.
Staff Response
The TSP notes in several places that lack of connectivity is a significant issue with the City's
transportation system. It does not directly or indirectly indicate that the City is obligated to
resolve each identified gap. The figure cited by Group Mackenzie (Figure 4-2, Technical
Memorandum 4) and also presented at the October 12 hearing was provided for illustration
only, as stated in the memorandum. The memorandum further states that the inventory of street
stubs should be updated and "used by staff to identify potential new connections during
development review."
The proposed connection to Milton Court would remove the need to cross the railroad
switching yard; however, a bridge over Fanno Creek would still be required. It also raises the
additional issue of requiring a connection across Metro-owned property (the McDonald-Brown
4
property). The 2035 TSP does not prevent a private property owner from pursuing this
arrangement with Metro.
Staff Recommendation: Do not include the Vall Street Etitension (Hall Boulevard to Milton Coati-)i17
the 2033 TSP.
3. Option 3:Ackllorvledge Future Connection of Nall Streel to Mr: .Pieldr'Property
Group Mackenzie, in written and oral testimony, point to a lack of clarity of Figure 5-2 of the
draft TSP, seeking an interpretation of the map such that "the blue line depicting the Wall Street
alignment extends to the east side of Fanno Creek and onto Mr. Fields' property...." The letter
goes on to say "it is our understanding that Figure 5-2 as presently shown, depicts Wall Street
providing access to Mr. Fields' property," and asks Council to acknowledge the map shows Wall
Street extending onto Mr. Fields' property."
Staff Response
None of the figures in the TSP intend to depict Wall Street extending onto Mr. Fields' property;
the blue line identified in the Group Mackenzie memorandum represents the existing developed
segment of Wall Street. This confusion may be caused by the challenges inherent in mapping a
large area on a small map.
Staff Recommendation: Staff recommends amending the TSP by including a text box on all
figures with the following language:
"This map is provided for illustrative purposes. The complete list of projects is provided
in Table 5-6."
Other Requested Amendments from October 12 Public Hearing
The following requested amendments pertain to issues other than the Wall Street Extension.
Councilor Buehner
4. The draft Tigard 2033 lrarrjportatiar,System Plan identifies Scholls Ferry Road as an Arterial and Pacific
Highway as a Principal Arterial. Scholls.Fer r��Road is a rrrgjor r oadivay that should be classified as a Principal
Arlerzal, similar to Pacific.14ighrvay.
TSP Reference: Page 49,Figure 5-2
Staff Response
Staff concurs with Councilor Buehner that the traffic volumes and general function and
character of Scholls Ferry Road, within Tigard, could be consistent with either the Principal
Arterial or Arterial designation, as described on pages 47 and 48. However, because Scholls
Ferry Road is under Washington County jurisdiction, changing the City of Tigard's
classification of the roadway would have no effective impact on its design and management,
but would be inconsistent with Washington County and would not comply with the
Transportation Planning Rule (TPR).
5
Washington County classifies this road as an Arterial, as does the Regional Transportation
Plan. Section 660-012-0020-(2)(b) in the TPR states that functional classifications of roads in
local TSP's "shall be consistent with functional classifications of roads in state and regional
TSP's and shall provide for continuity between adjacent jurisdictions."
It is the County's designation that dictates management and design standards for Scholls
Terry Road. The County uses the Principal Arterial designation for state highways, which
indicates ODOT's jurisdiction for design and management authority.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
Sue Beilke
7. One recommendation,please consider, and this may be somethirrs that is needed in the code changes, don't
worg about planter strips whenyou are putting irr sidewalks. E�peczalyl on older streets with these trees
we like.Jest put the sidewalk in and leave the trees. (Oral testimony)
TSP Reference: N/A
Staff Response
The Tigard Community Development Code 18.810.070.C: Planter Strip Requirements
currently allows flexibility to exempt planter strip width and sidewalk location requirements
if significant natural features (including large trees) would be destroyed if the sidewalk were
located as required. It is outside the scope of the Tigard 2035 TSP to review these
regulations.
Staff Recommendation
Staff recommends no changes to the 'Tigard 2035 Transportation System Plan.
2. Drop the word `5tnzve"and just say "City should protect the environment.""lhisgoes along better with
newly adopted Comp Plan. Things there is a conflict with the word strive and new natural resonn-e
policies in the Comp Plan. (Oral and written testimony)
TSP Reference: page 10 (Goal 1, Policy 6)
Staff Response
The"Tigard Comprehensive Plan was recently updated and one of the recurring themes was
the need for flexibility for future decision makers. The Goals/Policies found in the Tigard
2035 Transportation System Plan are being adopted as the Goal 12: 'Transportation element
of the Tigard Comprehensive Plan and were written to be flexible and consistent with
currently adopted policies. Goals/Policies found under Goal 5: Natural Resources contain
the phrase "to the extent feasible" multiple times and were intended to create the needed
6
flexibility. This includes Goal 5.1., Policy 5.1.1., Policy 5.1.6., Policy 5.1.7., Police 5.1.8., and
Policy 5.1.13.
The language of Goal 1, Policy 6 of the 2035 TSP, "the City shall strive to protect the
natural environment from impacts derived from transportation facilities" is consistent with
the Tigard Comprehensive Plan and creates no conflict.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
3. Under Goal 7, wording says "City shall mitigate impacts", would like to see stronger wording and see
"amid"impacts, not "mitigate". (Oral and written testimony)
TSP Reference: Page 10 (Goal 1, Policy 7)
Staff Response
The Tigard Comprehensive Plan was recently updated and one of the recurring themes was
the need for flexibility for future decision makers. The Goals/Policies found in the Tigard
2035 Transportation System Plan are being adopted as the Goal 12: Transportation element
of the Tigard Comprehensive Plan and were written to be flexible and consistent with
currently adopted policies. Policy 5.1.12, found under Goal 5: Natural Resources reads:
"The City shall develop and implement standards and procedures that mitigate the loss of
natural resource functions and services,with priority given to protection over mitigation."
Policy 10.1.7 is consistent in prescribing mitigation measures for impacts. This does not
preclude giving protection the priority and such a decision would be made during the impact
assessment prepared for the design of the specific project.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
4. One path that isnn'tgoinrg to work out, is pretty costly and doesn't reallygo alywhere, IS Summer Creek
Trail. It is on the north side of the lake and I don't know thatpeople want the trail inn their backyard
and it it a pretty steep slope. (Oral and written testimony)
TSP Reference: Pages 80 - 84
Staff Response
Recommended pedestrian, bicycle, and trail projects can be found on pages 80 to 84 of
the Tigard 2035 Transportation System Plan. There is no project related to a trail along
Summer Creek.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
5. Wording air new comp plan, should protect our natural resources 1116/uding icot puttil�d trails inome
areas. Vant to identify areas with sensitive species and one of these * along Summer Creek. .Puttijag a
bridge through there is notgoing to meet our needs for multi-modal because it is a guict neighborhood and
all cul.-de-sacs, so the money could be used on other paths to better sen)e our multi-modal needs. (Oral
and written testimon))
TSP Reference: Page 82, Project M8 and Volume 2,Appendix B
Staff Response
The Tigard Neighborhood Trails Plan identifies 42 projects that met the criteria of being
feasible and providing benefit to Tigard residents and is included in the Tigard 2035 TSP
as Volume 2, Appendix B. This includes Project 37: 11611, Extension to Kadierine St.
located in an existing right-of-way and crossing Summer Creek. It is identified as a low-
priority project and not funded. This trail would create a beneficial pedestrian/bicycle
connection that would eliminate out-of-direction travel and improve the multi-modal
transportation system. Before the trail could be constructed, funding would have to be
secured and the Cite would need to apply for a Sensitive Lands permit as outlined in the
Tigard Community Development Code 18.775. This includes meeting the provisions of
18.775.070.B.5 that requires a habitat assessment be completed for any
bicycle/pedestrian pathway within the 100-year floodplain. The habitat assessment
would identify, sensitive species. This project does not conflict with the Tigard
Comprehensive Plan.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
6. Look atMetrogreen trailguidelines that say "try to avoid"stream crossings and rzpaizair conidore for
new trails. (Oral and written testimony)
TSP Reference: N/A
Staff Response
The document referenced is provided for guidance on constructing trails in the Portland
Metro Region. It is not regulatory and trail design standards are outside of the scope of
the Tigard 2035 Transportation System Plan.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
7. Recommend taking Ash St: out of plan because of huge impacts to Fanno Creek Par; . Not sure we are
going to get what we want from that. (Oral and written testimoiy)
TSP Reference: Pages 39, 73, and 74 (Projects 18 and 27)
8
Staff Response
Opposition to extending Ash/Walnut St. across Fanno Creek and into Downtown
Tigard because of environmental and neighborhood impacts was addressed at the
Planning Commission public hearing on June 21, 2010. This connection is identified in
the currently adopted Tigard Transportation System Plan and the Planning Commission
recommended the project remain in the updated Tigard 2035 TSP. Staff provided two
memoranda in response to written/oral comments received from concerned citizens that
the project should be removed from the TSP. These memoranda, dated June 16, 2010
and June 17, 2010, outline the basis for the Planning Commission recommending the
projects (18 and 27) remain in the TSP. These two memoranda, as well as a
memorandum to City Council (dated September 29, 2010) outlining the Planning
Commission decision, can be found as part of the findings submitted at the City Council
public hearing held on October 12, 2010. In summary, the memoranda find the project
is conceptual and potential environmental impacts are not known at this time. Impacts
would be addressed in an engineering analysis before construction of these projects could
take place. The project is included because combined with other identified improvements
it would provide a needed, continuous east to west route across the City and additional
access to Downtown Tigard from the neighborhoods to the west. Any potential traffic
impacts would be addressed as part of the Ash Avenue Corridor Study that was added to
the Tigard 2035 TSP by the Planning Commission. Including this project in the Tigard
2035 TSP does not conflict with the Tigard Comprehensive Plan or any federal, state, or
regional regulations.
Staff Recommendation
Staff recommends no changes to the 'Tigard 2035 Transportation System Plan.
8. Please look at bus transportation. F'ould lige to see bus on Tioard St. and more on Scholls Perry Rd.
(Oral and written testimony)
TSP Reference: Pages 68 - 70
Staff Response
Public transportation was analyzed as part of the update process. The analysis found
existing routes operate with generally good levels of service, but significant portions of
the City are not served. The City willcontinue to work with TriMet, the regional public
transportation provider, to address underserved areas and other service improvements.
TriMet has specific criteria that must be met to introduce a new bus route and die Tigard
2035 TSP does not preclude either new service on Tigard St. or more service on Scholls
Ferry Rd. In the meantime, the Tigard 2035 TSP identifies a local transit connector to
supplement TriMet service, along with transit stop improvements on Pacific Hxv-y.
Staff Recommendation
Staff recommends no changes to tie Tigard 2035 Transportation System Plan.
9
9. I-Vould lige to see the replacement of.Hall Blvd! btidgae in the TSP. It is inadequate d11ra11 flood events.
(Oral and written testinnony)
TSP Reference: Page 75
Staff Response
The Tigard 2035 TSP includes road widening for Hall Boulevard between Pacific
Highway and Durham Road. The corridor was divided into segments which are listed as
Projects 45b-e, totaling$13 million. These projects encompass the Hall Blvd bridge.
Specifically, 45b and 45c have terminus points at the bridge. Improvements and widening
of the road will necessitate looking into replacement of the bridge. Because of the
significant cost of replacing the bridge, staff agrees that it would be beneficial to can it
out specifically with an increased cost estimate.
Hall Blvd. bridge replacement was also identified as a high priority project in the 1997
Fanno Creek Watershed Management Plan to manage flooding (along with three other
bridges in Tigard) and is eligible for funding through the Storm Sewer Fund.
Staff Recommendation
Staff recommends adding a new project, 45f, Hall Boulevard Bridge Replacement, to be
identified as a Near-Term need. The planning level cost estimate is $5 million. This
would require changing Table 5-6, and Figures 5-4, 5-9, 5-10, 5-11, and adding d-le S5
million cost to the Project Cost Summary shown in Table 6-3.
10. I,Ve oppose any new trails that cross wetlands within Fanno Creek Park (Written testimony)
TSP Reference: Pages 80 - 84
Staff Response
Recommended pedestrian, bicycle, and trail projects can be found on pages 80 to 84 of
the Tigard 2035 Transportation System Plan. There is no project related to trail
improvements within Fanno Creek Park.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
11. Safe crossing In at SIFI 121,11 and Ticard Place and S1V North Dakota St and 11511).
(WItitten testimony)
TSP Reference: Pages 80 - 84
10
Staff Response
Recommended pedestrian, bicycle, and trail projects can be found on pages 80 to 84 of
the Tigard 2035 Transportation System Plan. There are no specific crossing treatments
identified as it is outside the scope of the TSP. A pedestrian master plan would be an
appropriate avenue for identifying specific safe crossing needs. Currently, the City's
engineering staff review and analyze community suggestions of known issue areas for
potential crossing treatments.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
12. The proposed TSP should adequately address and policies (of'the Tigard Comp Plar)
which, in its current joa-1n, ave believe it fails to do muarzding the placement of*new trails. OYlrztten
test mo1g)
TSP Reference: Staff Report
Staff Response
The Tigard Comprehensive Plan contains goals and policies relating to the Statewide
Planning Goals. There are no goals or policies prohibiting the placement of trails in
greenways. Before a project would be constructed, an impact assessment would be
required and identify potential impacts to natural resources or sensitive species. It is
outside of the scope and requirements of the Tigard 2035 TSP to perform such an
assessment.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
13. Environmental Resources Map, Eioure 4-1 is not accurate and needs to be reansed before the TSP earl be
adopted (Whitten testimorD)
TSP Reference: Page 29
Staff Response
The purpose of the Tigard 2035 'TSP is to identify needed transportation improvements
over the planning period. It is not a requirement or part of the scope of work to
delineate the environmental resources of the community during the development of a
transportation system plan. The City's analysis used the best available information,
including FEMA 100-year floodplain data, which is depicted in Figure 4-1. Projects
impacting natural resources would require an assessment before design and construction.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
14. Recommend new policy under Goal to lead.- `The City shall avoid placinng any rnew trails and dream
crossings in nzpanzan habitats, s' nificanl babital,greenways, or across any streams in order to avoid
impacts to these sensitive resources. (Ulnztten testimony)
TSP Reference: Page 29
Staff Response
The update of the City's TSP, which culminated in the Tigard 2035 TSP, took place over
a 15 month period. During this time, the community had time to review, comment, and
make recommendations on the goals and policies contained in the document. A Citizen
Advisory Committee was appointed toguide the process; two public forums and an open
house were also held. At no time in the process was there any community support to
prohibit the development of new trails within or crossing stream corridors. There has
been support for greenway trails throughout the Tigard 2035 TSP development, as well
as in the Tigard Parks Master Plan and the Tigard Neighborhood Pathways Plan. The
City values its environmental resources and will follow all regulations related to potential
trail development wid-in the greenway system.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
Paul Whitney
15. Swzymer Creek Trail in TSP and recommendation is if it is to remain in TSI', Technical Advisory
Committee working on trails should evalanate that along with other trails as a whole !ember than jnnst one
piece. (Oral testimony)
TSP Reference: Pages 80 - 84
Staff Response
Recommended pedestrian, bicycle, and trail projects can be found on pages 80 to 84 of
the Tigard 2035 Transportation System Plan. There is no project related to a trail along
Summer Creek.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
16. UIall St and being out of TS.P. U%uld like to address capaczty as it is in Stalewide Planning Goals 2,
5, and 12. Fe have plenty of capacity in Tigard so why do we need new roads? (Oral testimony)
TSP Reference: Volume 3,Technical Memorandum #3
12
Staff Response
No specific amendments were proposed in these comments, but the Wall St. extension is
no longer an identified project in the Tigard 2035 Transportation System Plan. Also, the
update of the TSP followed the guidelines for developing a TSP, including the
appropriate traffic analysis, and is in compliance with the Statewide Planning Goals (see
Staff Report). The analysis showed that many streets in Tigard are at or near capacity and
this was one of seven evaluation criteria used in project selection. With anticipated
growth in the community, there is a need to improve the transportation system. This
includes providing better connectivity, intersection improvements, and adding additional
lanes on some key streets.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
John Frewing
17. Concerned about nature of the projects. Projects ranrge f om under way to dreams. TSP.d�onld nranl-ow
scope of projects to show what is possible and remove anything nnotpossibk. (Oral testimony)
TSP Reference: N/A
Staff Response
No specific amendments were proposed in these comments, but all of the projects listed
in the 'Tigard 2035 TSP were determined to be beneficial to either local circulation and
connectivity or to regional circulation. The projects range from relatively inexpensive
sidewalk infill to highly expensive and complex overpasses, but with continued growth
anticipated in the community and region, the analysis shows these projects will help
make the transportation system more efficient and effective. Finding a way to fund some
of the more complex projects may prove to be a challenge, but does not eliminate the
fact the project could provide benefit to the system. Removing projects would preclude
them from funding opportunities and add further challenges.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
18. Doesn't like overcros.4ng of 217 at Pfaffle and it is a$15 million dollar project that is not fzrnazzczaly
constrained while a bunch of little projects ane financially constrained! Tf we are tying to make do with
what we have then should focus on the little things rather than big thirzge. (Oral testimony)
TSP Reference: Page 39 and Page 62, Figure 5-4, and Page 76
Staff Response
No specific amendments were proposed in these comments, but the project to extend
Pfaffle over Hwy 217 is one component of providing a much needed east/west
continuous route through Tigard. There are limited opportunities for additional
13
east/west routes without significant property impacts and this is one of them. The
project is not financially constrained, meaning it is not identified as a priority at this time.
The City has made an effort to prioritize focus on smaller projects to get the most out of
the system currently 111 place. Including this project does not limit the ability to
concentrate on the "little things."
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
19. Not in pi)or of'Nall St elteusion across the creek orA.rh/Va)uut coinfection which would do the same
thing to Panno Creek. Has salve problems and ifyou eliminate one,you should eliminate the other.
(Oral tectimoiy)
TSP Reference: Pages 68 - 70
Staff Response
Opposition to extending Walnut St. across Fanno Creek and into Downtown Tigard was
addressed at the Planning Commission public hearing on June 21, 2010. This connection
is identified in the currently adopted Tigard Transportation System Plan and the Planning
Commission recommended the project remains in the updated Tigard 2035 TSP. Staff
provided two memoranda in response to written/oral comments received from
concerned citizens that the project should be removed from the TSP. These memoranda,
dated June 16, 2010 and June 17, 2010, outline the basis for the Planning Commission
recommending the projects (18 and 27) remain in the TSP. These two memoranda, as
well as a memorandum to City Council (dated September 29, 2010) outlining the
Planning Commission decision, can be found as part of the findings submitted at the
City Council public hearing held on October 12, 2010. In summary, the memoranda find
the project is conceptual and potential environmental impacts are not known at this time.
Impacts would be addressed in an engineering analysis before construction of these
projects could take place. The project is included because combined with other identified
improvements;it would provide a needed, continuous east to west route across the City
and additional access to Downtown Tigard from the neighborhoods to the west Any
potential traffic impacts would be addressed as part of the Ash Avenue Corridor Study
that was added to the Tigard 2035 TSP by the Planning Commission. Including dlis
project in the Tigard 2035 TSP does not conflict with the Tigard Comprehensive Plan or
any federal, state, or regional regulations.
Removing the Wall St. extension was not based solely on potential impacts of crossing
Fanno Creek, but also the changed circumstances with crossing the railroad. Since the
current TSP was adopted in 2002, the railroad has built a switching yard in the path of
the proposed crossing. This would necessitate an above grade crossing which is not cost
effective considering the forecast travel demand. Circumstances surrounding tie
Ash/Walnut connection remain the same since 2002 and the project benefits are
14
unchanged. More detailed analysis and planning would be conducted under the "Ash
Avenue —Walnut Street Extension Corridor Study" identified in Table 5-4.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
20.Another concern is whether slq f consulted with the CPOJ-re
Uiding projects a1�d p1a1���irr�effor1s outside
City limits butwithin the Tigard Planning Area. .Iaven't heard discussion or.Teen tlreMetzgerCPO
adopt anything about streets in their area. State land use regulations call for coordination with other
government agenczes. (Oral testimony)
TSP Reference: N/.A
Staff Response
No specific amendments were proposed in these comments, but City staff attended a
CPO 4M meeting on February 24, 2010 and contacted CPO 4B about attending a
meeting but never received a response. At the CPA 4M meeting, a presentation was
given about the update of the Tigard TSP and a map of proposed projects was presented.
Attendees were also given information on where to find the document for review and
contact information to send any comments on the updated plan. Projects included in
the Tigard 2035 '1"SP were carried forward from the currently adopted TSP, the
Washington Square Regional Center Plan or Washington County TSP. A transportation
planning staff member from Washington County participated as a member of the
Technical Advisory Committee and reviewed all projects for consistency with the
Washington County TSP.
Staff Recommendation
Staff recommends no changes to the Tigard 2035 Transportation System Plan.
21. Hall Blvd biidge needs work and include it as a project. (Oral testinaoJg)
TSP Reference: Page 75
Staff Response
The TSP includes road widening for Hall Boulevard between Pacific Highway and
Durham Road. The corridor was divided into segments which are listed as Projects 45b-
e, totaling$13 million. These projects encompass the Hall Blvd bridge. Specifically, 45b
and 45c have terminus points at the bridge. Improvements and widening of the road will
necessitate looking into replacement of the bridge. Because of the significant cost of
replacing the bridge, staff agrees that it would be beneficial to call it out specifically with
an increased cost estimate.
15
Hall Blvd. bridge replacement was also identified as a high priority project in the 1997
Fanno Creek Watershed Management Plan to manage flooding (along with three other
bridges in Tigard) and is eligible for funding through the Storm Sewer Fund.
Staff Recommendation
Amend the Planning Commission recommendation to add a new project, 45f, Hall
Boulevard Bridge Replacement, to be identified as a Near-Term need. The planning level
cost estimate is $5 million. This would require changing Table 5-6, and Figures 5-4, 5-9,
5-10, 5-11, and adding the $5 million cost to the Project Cost Summary shown in Table
6-3.
22.Adopted ll>ashington Square 1Zcgional Center Plan includes the 6Ylashinaton Regional Center trail and
it should be included in the TSP. (Oral testinaong)
TSP Reference: N/A
Staff Response
The Tigard 2035 TSP includes project P10: Washington Square Regional Center
Pedestrian Improvements and is consistent with the Regional Transportation Plan (RTP)
and the Washington Square Regional Center Plan (WSRCP). The RTP and WSRCP also
include a multi-use trail along the Ash Creek greenway that would be part of a loop trail
that includes the existing Fanno Creek Trail. RTP Project 10763 is for construction of a
section of the multi-use trail from Hall Blvd to Hwy. 217. It is identified as financially
constrained and a total cost of$1,821,000. To maintain consistency with the WSRCP
and the RTP, staff agrees it would be beneficial to add this project to the Tigard 2035
TSP. The project would help advance the City's development of a multi-modal
transportation system to serve the needs of the community that were identified in a
previous planning project.
Staff Recommendation
Amend the Planning Commission recommendation to add a new project, M9:
Washington Square Regional Center Greenbelt Shared Use Path. The new project would
be for construction of the path from Hall Blvd. to Hwy. 217; be identified as financially
constrained; and be identified as a Near-Term need. The planning level cost estimate is
$1,821,000. This would require changing Table 5-6, and Figures 5-6, 5-7, 5-9, 5-10, 5-11,
5-13 and adding the cost to the Project Cost Summary shown in'cable 6-3.
Public Comments
Three citizens (Sue Beilke, Glenna Thompson, and B.J. Tyree) commented in oral testimony
that they were pleased with the removal of the Wall Street Extension from the 2035 TSP.
16
Staff Proposed Amendments
23. CbanTe `Rail to-Trail"releiences to "Tigard Sheet Trail"
TSP Reference: Page 82, Table 5-6
Staff Comment
In meetings with ODOT Rail and the Portland & Western Railroad, staff learned that
this proposed project will not have status as a designated "Rail to Trail" project because
ODOT plans to sell the land as surplus property, rather than provide an easement. On
that basis, use of the term "Rail Trail" could cause confusion regarding the project status
for funding sources.
Staff Recommendation
Revise the TSP report to replace references to this project with the name Tigard Street
Trail.
24.Add an additional studj to Table 3-4, Future Plans and Studies, to consider alignment optiorr.r�or
Tiedeman al Mill) Dakota (Project 12) and potential opportunities to construct an atgrade railroad
crossing forAsh Avenue (Project 77).
TSP Reference: Page 60, Table 5-4
Staff Response
In recent conversations with staff, ODOT Rail has indicated support for a trade of the
current Tiedeman Avenue at-grade railroad crossing for a future Ash Avenue at-grade
crossing in downtown. Projects 12 (Tiedeman Avenue Realignment at North Dakota)
and 17 (Ash Avenue Railroad Crossing) are already included in the TSP. However,
identifying a specific study will help establish the needed preliminary investigation and
analysis needed to identify issues.
Staff Recommendation
Reprise the TSP to add an additional study ofTiedeman Avenue Realignment Options
and associated Ash Avenue Railroad Crossing Opportunities. This would require
changing Table 5-4.
Supplemental Findings
These findings are in addition to, and not substitutes for, the findings in the June 14, 2010
staff report and the September 29, 2010 Supplemental Staff Report. They address
consideration of testimony from the October 12, 2010 public hearing. of testimony during
public and clarify Council's legislative intent in adopting the 2035 TSP.
17
Statewide Planning Goal 1—Citizen Involvement
This goal outlines the citizen involvement requirement for adoption of Comprehensive
Plans and changes to the Comprehensive Plan and implementing documents.
Supplemental Findings. Development of the 2035 TSP is consistent with this goal (further to
the measures identified in the original and supplemental staff reports) through the
opportunity for public testimony at the Council Public Hearing. Comments were used as a
basis for additional background research, staff deliberation, and modification to the 2035
TSP.
Statewide Planning Goal 12: Transportation
To provide and encourage a safe, convenient, and economic transportation system.
This goal, as implemented by the Transportation Planning Rule, includes the requirement
under 660-012-0035 (1) Evaluation and Selection of Transportation System Alternatives:
J he TSP shall be based upon emluatiorr of potential impacts to ystem alternatives that can reasonably
be elpected to meet the identified trarrsporlation needs ill a safe manner and at a reasonable cost with
available techrrolody.
Supplemental Findings: Development of the 2035 TSP was consistent with this goal (further
to the measures identified in the original and supplemental staff reports) as achieved through
an evaluation of system alternatives using consistent criteria to evaluate cost, benefits,
impacts, and consistency with other plans.
Removal of the Wall Street Extension from the 2035 TSP specifically complies with this goal
due to the following:
• Early pursuits of the Wall Street Extension connection between Hall Boulevard and
Hunziker Street, by the City of Tigard revealed strong opposition from the Portland &
Western Railroad and ODOT Rail;
• Subsequent construction of a rail switching yard in the immediate vicinity of the
proposed extension would require a grade-separated crossing to make the connection;
• The evaluation of the Wall Street Extension for the 2035 TSP utilized seven evaluation
criteria, consistent with other projects evaluated in the process; and,
• Removal of the Wall Street Extension, or any other project, does not in itself preclude a
private property owner from constructing a project.
Recommendations
1. Planning Commission recommends approval of the 2035 Transportation System Plan
CPA 2010-00001.
2. Staff recommends that the Planning Commission's recommendation be amended as
described above and the record be augmented by the supplemental findings
contained in the Supplemental Staff Report (dated September 29, 2010) and in this
Second Supplemental Staff Report.
18
i
I
i
�ACKENZIE�
CELEBRATING n" !'yYEARS
i
October 12 2010
City of Tigard
Attention: City Council
13125 SW Hall Blvd.
Tigard, Oregon 97223
Re: Implications of Draft Transportation System Plan on Fred Fields' Access
Project Number 2070334.06
M . ,. Dear Members of the Council:
N At the request of Mr.Fred Fields Group Mackenzie has prepared this letter to seek clarity and
`:.o cl consensus from the Tigard City Council regarding our client's concern over how the updated
d draft Transportation System Plan(TSP)affects future street connectivity between his property.
and Wall Street. As Council Members may be aware,Mr.Fields' property is located east of
<a °. the Tigard Library on the east side of Fanno Creek and the south side of the P&W/WES rail
Y
lines.
X The updated draft TSP currently up for.adoption by the City excludes the Wall Street
extension;a project which would have provided a continuous street connection between Hall
A Boulevard and Hunziker Street and much-needed access to those properties along the planned.
roadway alignment.Mr.Fields has Iegitimate concerns about how the removal of this project
from the draft TSP affects his property,particularly in terms of how his property will access
the surrounding street system once it develops.
Group Mackenzie has reviewed the draft TSP report and its supporting technical appendices
and we have several significant concerns. First, the decision to remove the Wall Street
extension from the TSP projects list lacks the technical analysis and evaluation of project
selection criteria. Second,there is a street connectivity deficiency identified in the draft TSP
Group„'.:'.;':':- involving Mr.Fields' property that is not being addressed.Lastly,there may be a perception
Mackenzte;.. that the Roadway Functional Classification map is ambivalent about the location of Walt
tn°orPor«tea Street,relative to Mr. Fields' property.
To rectify Mr.Fields'concerns with future street connectivity between his property and Wall
Street, we request the City Council approve and implement one of the following actions as
part of the TSP adoption process:
' 1. Put the Wall Street extension project back on list of TSP projects and amend the
Roadway Functional Classification map accordingly.
Tr 2. Amend the Roadway Functional Classification map to show Wall Street extending onto
Mr. Fields' property and connecting with Milton Court.
3. Acknowledge the Roadway Functional Classification map shows Wall Street
L`acations:.
connecting with Mr.Fields' property.
j Fortia i�r�iegor.C'
Our position on each of these options is described in further detail in the remaining sections of
. si»r;: this letter. t
E
i
f
: H:WROIECTS\207033406\TRAFFIC\101012-TSP Transponalion Evalualion_final.doc
r
1
City of Tigard
Implications of Draft Transportation System Plan on Fred Fields' Access
Project Number 2070334.06
October 12,2010
Page 2
Option l—Re-establish the Wall Street Extension Project
The Wall Street extension is an approved project in the currently adopted TSP(prepared in
2001 by DKS Associates). However, the project has subsequently been removed from the
updated draft TSP after going through what appears to be a formal screening and
prioritization process.This process is defined in the Alternatives Analysis section of the draft
TSP report (Section 4 — Development of the 2035 TSP). In Table 4-2 of the report, a
qualitative rating system is described using seven criteria:
1. Multi-modal mobility
2. System capacity
3. Consistency with local/regional plans
4. Safety
5. Cost effectiveness
6. Environmental resources .
i 7. Environmental justice
The draft TSP justifies the removal of the Wall Street extension citing,only two criteria:cost
effectiveness and potential environmental justice impacts.While we are not contending these
! two criteria have merit, we do have concerns over the lack of supporting documentation.
There is no analysis contained in the draft report or in tine supporting technical appendices for
these or the remaining five criteria. Without this evidence, the legitimacy of removing the
Wall Street extension from the new plan is suspect.
This raises an important question:how were multi-modal mobility and system capacity criteria
rated? The current TSP contains substantial analysis demonstrating how the Wall Street
extension project would provide an efficient multi-modal connection for cars,bicyclists,and
pedestrians traveling between Hall Boulevard and Huntziger Street. The current TSP also
contains evidence showing how this project would greatly improve the capacity of the
transportation system. This is seen by a simple comparison between the roadway projects
listed in the current TSP to those in the updated draft TSP.The current TSP includes the Wall
Street extension project, but identifies no need to widen nearby adjacent arterials of Hall
Boulevard and Bonita Road.The opposite is true for the updated draft TSP,which shows no
Wall Street extension,but includes projects to widen Hall Boulevard and Bonita Road to five
lanes. The ability for the Wall Street extension project to delay the need for significant
widening along Hall Boulevard and Bonita Road is significant and should be addressed.
Beyond the current TSP, there is a substantial history of planning, analyses, engineering
design, and construction efforts supporting the vision of the Wall Street extension project.
Access points along both sides of Hall Boulevard were consolidated, a traffic signal was
installed,and a segment of Wall Street was built to collector standards with clear intentions to
.:!. extend the roadway over Fanno Creek.In fact,the alignment of Wall Street was selected to
create a stagger between this roadway and Omara Street to the north so that traffic using the
Wall Street extension to Hunziker Street would not use Omara as a cut-through route.Given
the history of how this road came to be, fixture plans for extending Wall Street to Hunziker
Street should not be eluninated without careful consideration and supporting evidence.
i
1
t
H:IPROJECTS\2070334061TRAPFlC\101012-TSP Transportation Evaluation fnal.doc
City of Tigard
Implications of Draft Transportation System Plan on Fred Fields' Access
Project Number 2070334.06
October 12,2010
Page 3
Option 2—Show Wall Street Connection with Milton Court
Although removal of the Wall Street extension project fi•om the draft TSP may eliminate the
possibility of establishing a continuous link between Hall Boulevard and Hunziker Street over
the planning horizon,it does not prevent the City fi•om extending Wall Street onto Mr.Fields'
property as a collector road with a link to Milton Court.There is evidence in the City's draft
TSP documentation to support this option.
Figure 4-2 of Technical Memorandum #4—Transportation Needs and Deficiencies(Volume
3:Technical Appendix to draft TSP)identifies multiple gaps in local road connectivity right
on Mr.Fields'property.The figure clearly shows road connectivity gaps between Wall Street
and Hinnziger Street and between Wall Street and Bonita Road. Independent of the Wall
Street extension project, it is our interpretation of this figure that a public.street connection
between Wall Street and Bonita Road is warranted. A street connectivity gap still exists for
this area and the City has an obligation to address the issue. In our opinion, this can be
handled by amending the Roadway Functional Classification map shown in Figure 5-2 of the
draft TSP to show Wall Street extending across Mr. Fields' property and down to Bonita
Road via a connection to Milton Court.
Option 3—Acknowledge Future Connection of Wall Street to Mr.'Fields'Property
Figure 5-2 of the draft TSP illustrates the Roadway Functional Classification map for existing
and planned roadway facilities in the City.In this figure, Wall Street,is shown as a collector
road extending east from Hall Boulevard. It is our opinion that the blue line depicting the
Wall Street alignment extends to the east side of Fanno Creek and onto Mr.Fieldsproperty,
.due to the local connectivity needs identified previously in this letter.
Regardless,there is flexibility in the interpretation of this map. Figure 5-2 is not unlike any
other functional classification map of any other city TSP.It is a planning-level drawing,not
an engineering drawing. It is intended to define general locations of planned transportation
routes with minor allowances for changes to alignments and lengths.This inllnerent flexibility
i
is necessary to respond to site-specific constraints and future development activities.
Based on these findings, it is our understanding that Figure 5-2 as presently shown,depicts
Wall Street providing access to Mr. Fields' property. We ask that at the very least, at the
October 12,2010 hearing,that the City Council acknowledge that the Roadway Functional
Classification Map in Figure 5-2 shows Wall Street extending onto Mr. Fields' property.
f
i
SUMMARY
rns with future street connectivity between his property and
Again,to rectify Mr.Fields'conce
Wall Street, we request the City Council approve and implement one of the three options
presented in this letter.
Sincerely,
f ;
� Brian J.D in,P'd
.E.
Transportation Engineer
ll:\PROJECTS\207033406\TRAFFIC\101012-TSP Tmnnspunmion Evaluation—final.doc
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October 12, 2010 (DATA OF MEE T fNGI
. e
City of Tigard
Mayor Dirksen and Council Members
Re: Tigard 2035 Transportation System Plan Adoption/Comprehensive Plan Amendment
(CPA)2010-00001
Dear Mayor and Council members:
The city of Tigard has developed a proposed transportation plan(TSP)for the next 25 years. We
appreciate the time and effort that have gone into developing this plan. However,I have lived
here now for over 20 years and as a biologist and wildlife advocate, and a member of a number
of several local conservation groups, I am very concerned over the lack of protection and
conservation of our natural resources in many instances as new development continues along
with the infrastructure of roads, etc. Our new transportation plan MUST consider and
incorporate much stronger protections for our remaining natural resources in order to
adequately conserve the remaining habitats and fish and wildlife, while at the same time
improving our infrastructure for roads, safe pedestrian crossings, etc.
Our comments are as follows:
• TRAILS—Many people use trails,myself included. However,trails do NOT belong in
every greenway/open space left in Tigard. We must keep some greenways,etc.FREE of
trails in order to minimize human disturbance and protect these Goal 5 Significant
habitat resources. This is important,as the remaining greenways, etc. provide crucial
habitat for songbirds,amphibians, reptiles, mammals,waterfowl and many other species.
Placing trails in these important areas can displace wildlife and cause serious disruption to
migration corridors,breeding habitat, etc. Tigard has a number of State listed Sensitive-
critical species that depend on their survival for these remaining habitats; the Red-legged
frog and Western Pond and Painted turtles utilize Summer Creek and the adjacent riparian
corridor and remaining uplands for feeding, basking,overwintering and breeding habitats.
Transportation or movement is an issue for wildlife as well as for humans. Safe corridors are
important for wildlife in order for species to move from habitat to habitat, for genetic health,
and also to minimize mortality as well as numerous other reasons. An issue of Biology
Letters, referenced in the Nature Conservancy News, in 2007, states that"Bringing dogs
along on walks in sensitive natures reserves displaced birds, reducing sightings by more
than 40 percent".
• Summer Creek trail/new crossing: The proposed Transportation Plan has a new proposed
trail going through the riparian corridor/floodplain along Summer Creek(see map)as well as
a crossing of the creek from Katherine Street to 116th Street. We adamantly OPPOSE this
crossing of the stream as well as the proposed trail along Summer Creek. The bridge and
trail would seriously compromise the intact riparian corridor along the creek, disrupt and
disturb the habitat as well as the migration corridor for a host of species including migratory
birds,the State listed painted turtle and waterfowl. This is one of the few, remaining areas
in_Tigard that still has native turtles and we need to leave it alone!
I
This proposed trail would not help to get people from point A to B. It would in fact go
nowhere and would only serve to disrupt wildlife activities along the creek and the riparian
forest.
Rather, it would be more prudent and cost efficient to install sidewalks on existing streets as
well as safe crossings across SW 121"and other well used crossings. The cost estimate by
the consultant last year was over$500,000 just for the creek crossing and path to 116th.
That is a waste of taxpayer dollars and should be used for building safe street crossings
instead!
We RIGHLY RECOMMEND REMOVING THE SUMMER CREEK
TRAIL./CREEK CROSSING from the TSP for the above reasons. We do
not want it, neighbors don't want it and most important, wildlife does not
want it in their habitat.
® Fanno Creek Park trails; We OPPOSE any new trails that cross wetlands within
Fanno Creek Park. Tigard is working with CWS to create a new meander of Fanno Creek.
We cannot support any new trails in this area since this area is significant wildlife habitat and
is one of few remaining crucial habitats for western pond turtles,which are highly sensitive
to disturbance and are State listed. Rather, the existing,eroding trail to the south of the creek
should be removed,and trails should be kept out of this area.
®
Metro's Green Trail Guidelines; the proposed TSP and any discussion of where to place
any new trails should follow Metro's Green Trail Guidelines, which state that trails should `
AVOID stream crossings and riparian corridors. There is a reason for this,as
these areas are considered Significant Habitat, and it is important to avoid and minimize
disturbance to these very special areas that harbor a host of listed and declining species.
® Safe Crossings: Rather than build new trails,which also are Very costly, we would like to
see sidewalks and crossings installed along/across streets to get people to walk more and get
out of their cars. One example of this is the need for a crossing at SW 121St and Tigard
Place. People already use this crossing to get to Summer Lake Park.
Another area that needs safe,marked crossings is at SW North Dakota Street and 115th.
• Tigard's Comprehensive Plan (CP)—The city of Tigard recently revised the CP, of which
Policy 6 of the Parks,Recreation, Trails and Open Space section states that"The City shall
acquire and manage some open spaces to solely provide protection of natural
resources...". And Policy 17 of this section of the CP states that"The City shall maintain
and manage its parks and open space resources in ways that preserve,protect,and
restore Tigard's natural resources, including rare,or state and federal listed
species,..."
Both of these policies were written by citizens including myself, who served on the
committee for over a year, who are very concerned about natural resources in Tigard, and
who wanted to make sure that these policies in the revised CP would protect our fish and
wildlife and habitats.
i
k
We specifically agreed and then stated in our meetings with city staff during
development of the Natural Resources section of the CP that areas such as Summer
Creek should NOT have new trails or stream crossings in order to make sure that
wildlife and habitats were protected from disturbance, impacts,etc. The proposed TSP
should adequately address existing goals and policies as mentioned above, which, in its
current form, we believe it fails to do regarding the placement of new trails, etc.
o Environmental Resources Map,Figure 4-1; This map is not accurate and needs to be
revised before this TSP can be adopted! For example, it does not show all the water bodies
in Tigard,nor does it adequately show all of the significant Goal 5 resources or the
floodplain areas. For example,on the Fowler School District property including the forested
areas and associated floodplain,the floodplain boundary goes much farther to the north than
depicted. This needs to be corrected. This is evidenced by the numerous patches of Camas
on the site, which is an indicator plant for wet prairie habitat. In 2008 and 2009 I along with
a consultant hired by Trust For Public Lands mapped all of these Camas/wet prairie sites on
the Fowler property and they extend much farther north than originally thought.
® Goals and policies in TSP; Upon reviewing the proposed goals and policies, we note that
under Goal 1,there is a policy that states "The City shall strive to protect the
environment....". Why is the wording always weakened when it comes to protecting the
environment in Tigard?? This wording should be changed to"The City Shall protect the
environment...." Just drop the word"strive"which weakens the policy and as we note, no
other policy here has the word strive in it. In addition,the wording of the current policy is in
direct conflict with the Roasl and policies of the adopted Tigard Comprehensive Plan(quoted
above),which
® Again, under Goal 1, The next policy is worded"The city shall mitigate impacts to the
natural environment....". Rather,this should be changed to"The city shall AVOID
impacts to the natural environment associated with proposed transportation...". Again,
it is a weak policy in its present form,is in direct conflict with the already adopted goals and
policies of the CP for Natural Resources,Parks, Trails and Open Spaces, and needs to be
stronger. Citizens understand and are quite aware that mitigation often fails,and the best
policy in the first place is to always AVOID any impacts to the natural environment,
especially in Tigard's case where we already are in a state of having lost much of our uplands
and riparian habitats. We can never replace what is lost.
o Under Goal 3,there needs to be a new policy added that addresses natural resources and
avoids impacts to fish,wildlife, etc. which currently is lacking under this goal. Our
recommendation for a new policy is as follows:
Our new policy: The City shall avoid placing any new trails and stream
crossings in riparian habitats, significant habitat, greenways or across any s
streams in order to avoid impacts to these significant resources. r
t
i
S
1
F
t
® Streets; In the proposed TSP are several streets which are NOT needed, are too costly and
most importantly, would cause too much environmental damage by crossing Fanno Creek
and removing riparian habitat, etc. These include:
o Extension of Ash Street across Fanno Creek
o Extension of Walnut Street across Fanno Creek
These need to be removed from the TSP permanently. Citizens do not want them, they are too
costly,they would disrupt existing neighborhoods,they would cause too much damage and
disturbance to Fanno Creek and the surrounding Significant Habitats and they would only cause
more traffic problems by increasing traffic in these areas.
® Bus transportation; many of our major streets including Tigard Street west of downtown,
do not have bus transportation. This should be a MAJOR focus and part of our new TSP.
We recommend the city go back and adequately address how bus transportation can meet the
needs of the future of Tigard. We would rather have more buses than any new streets, it
would be much cheaper and environmentally friendly if we had buses running on biofuels as
many cities now do.
® Hall Stree Bridge: Replace the existing and very inadequate Hall Street Bridge over
Fanno Creek just east of the City Hall and west of the library. Replacing this bridge with
a structure that allows water to flow unimpeded during flood events is needed and way past
its due. Metro officials remarked on a field trip last year that Tigard should have been
working with ODOT years ago to get this bridge replaced!
We appreciate the opportunity to comment on the proposed TSP. In conclusion, we believe that
to wisely plan for the future transportation needs of Tigard, while at the same time protecting and
conserving our remaining natural resources,that Tigard should focus on creating new safe street
crossings for pedestrians, focus on new bus routes within the city and drop plans for new trails,
roads, etc. that negatively impact our remaining natural resources.
Sincerely,
' Susan Beilke
Board member,Fans of Fanno Creek
Director,The Turtle Conservancy
President,Friends of Summer Creek
Mm
MEMORANDUM
Aa11
TO: Mayor Dirksen and City Council
FROM: Judith Gray, Sr. Transportation Planner& Darren Wyss, Sr. Planner
RE: Supplemental Staff Report- 2035 Transportation System Plan
DATE: September 29, 2010
This memorandum provides a summary of oral testimony from citizens at the June 21, 2010
Planning Commission Hearing on Comprehensive Plan Amendment CPA2010-00001 and
provides supplemental findings that support the Planning Commission action and legislative
intent regarding compliance with statewide planning goals.
Public Comment
The Tigard Planning Commission held a public hearing on June 21, 2010 pertaining to
Comprehensive Plan Amendment CPA2010-00001 Transportation System Plan (TSP). In
advance of the hearing, a staff report and subsequent addenda were provided to the Planning
Commission which summarized, among other things, the public involvement process
throughout the development of the TSP, up to the day of the public hearing. Public
comments received through this process are included in Exhibit C.
Three citizens testified at the June 21 Planning Commission hearing: one in support of the
TSP and two opposed. All of the testimony pertained to the proposed Ash Avenue and
Walnut Street projects (Projects 18 and 27). The testimony and responses are summarized
below:
Citizen Comment: One citizen testified in support of the TSP and specifically supported
the Ash Avenue bridge. She stated that the project would be an improvement for circulation
and is needed for future density. She suggested it could be maintained as a
bicycle/pedestrian/emergency access and converted to a two-way traffic street in the future.
Staff Response: None
Citizen Comments: Two citizens testified in opposition to the plan. One cited the Ash
Avenue bridge, and concerns about potential wetland impacts and resulting flooding as well
as increased traffic. The second raised concern about the Walnut extension to Ash Avenue.
She suggested Frewing Street would be a reasonable alternative.
is\1rph1\tgm grants\tsp_biennium07_09\councilmaterials\oct 12 hearing\attach 2 exh c5 supplemental staff report -pc
hearing outcome v 2.doc
Staff Response: Potential environmental impacts would be addressed in an engineering
analysis before construction of these projects could take place. Potential traffic impacts and
phasing options with potential pedestrian/bike/emergency access limitations could be
addressed as part of an Ash Avenue Corridor Study, which was recommended in the Tigard
Downtown Improvement Plan. The Ash Avenue Corridor Study was not included in the
draft TSP that the Planning Commission had reviewed.
PLANNING COMMISSION DECISION
Upon consideration of the public comments and testimony along with staff responses and
potential recommendation options, Planning Commission voted unanimously to recommend
approval of the TSP with the following changes:
• An Ash Avenue Corridor Plan was included among the "Future Plans and
Studies" identified in Table 5-4.
• The timeframes for the two projects shown in Table 5-6 were changed from
"Near-Term" to "Mid-Term" in order to ensure that the corridor plan could
be conducted prior to constriction.
Supplemental Findings
These findings are in addition to, and not substitutes for, the findings in the June 14, 2010
staff report for CPA2010-00001. They address the basis for the Planning Commission
decision on June 21, 2010 and clarify Council's legislative intent in adopting the 2035 '1 SP.
Statewide Planning Goal I— Citizen Involvement
This goal outlines the citizen involvement requirement for adoption of Comprehensive
Plans and changes to the Comprehensive Plan and implementing documents.
Supplemental Findings: This goal was achieved (further to the measures identified in the
original staff report) through the public comment opportunities and responses leading up to
and including the Planning Commission Public Hearing. Public notice and contact
information was provided sufficient to receive comments via email and telephone, and to
accommodate oral testimony at the hearing. Comments were used as a basis for additional
background research and modification to the TSP.
Statewide Planning Goal 12: Transportation
To provide and encourage a safe, convenient, and economic transportation system.
Supplemental Findings: Based on public testimony, written and oral, and consideration of
options presented by staff, Planning Commission recommended adoption with amendments
to the implementation elements of the draft TSP. Specifically, an additional item was added
to the future plans and studies listed in Table 5-4: -- "Ash Avenue -- Walnut Street
Extension Corridor Study" -- to ensure an sufficient opportunity for public involvement in
is\lrpin\tgm grants\tsp_biennium07_09\councilmaterials\oct 12 hearing\attach 2 exh c5 supplemental staff report -pc
hearing outcome v 2.doc
future planning for Projects 18 and 27. Also, Table 5-6 was modified to identify the time
frames for both projects as Mid-term rather than near-term.
Goal 12 is further satisfied through regulatory elements included in the TSP, which are
described in the Policy/Regulatory Elements section on pages 47 through 59, including
Figure 5-2 Roadway Functional Classifications. This section identifies the functional
classifications and, where applicable, references specific standards implemented through the
Tigard Development Code Title 18. These standards and their regulatory function are not
changed as a direct result of the TSP adoption; however, under certain headings (e.g., Street
Design Standards, Intersection Performance Standards) further review of the standards is
recommended by the TSP.
Background material used in development of the TSP is included in Volumes 2 and 3. The
documents do not contain any changes in policies, plans, or standards. Rather, these
volumes include reference materials and technical memoranda developed through the TSP
process using methods in keeping with accepted industry standards and practices. These
materials were available to the public and interested parties as they were developed and
throughout the TSP update process through the project web site. They were also presented
at public meetings and were the basis of the technical review by the Citizen Advisory
Committee. They are not included in the staff report but are included as part of the public
record.
Recommendations
1. Planning Commission recommends approval of the 2035 Transportation System Plan
CPA 2010-00001.
2. Staff recommends that the record be augmented by the supplemental findings
contained herein.
is\lrpin\tgm grants\tsp_biennium07_09\councilmaterials\oct 12 hearing\attach 2 exh c5 supplemental staff report -pc
hearing outcome v 2.doc
From: jefku@comcast.net
Sent: Monday,June 21, 2010 12:06 PM
To: Darren Wyss
Subject: TSP
June 20, 2010
City of Tigard
Tigard Planning Commission
Re: Tigard 2035 Transportation System Plan Adoption/Comprehensive Plan Amendment
(CPA) 2010-00001
Dear Planning Commission members:
TRAILS—Many people use trails, myself included. However, trails do NOT belong in every
greenway/open space left in Tigard. We must keep some greenways, etc. FREE of trails in
order to minimize human disturbance and protect these Goal 5 Significant habitat
resources. This is important, as the remaining greenways, etc. provide crucial habitat for
songbirds, amphibians, reptiles, mammals, waterfowl and many other species. Placing trails
in these important areas can displace wildlife and cause serious disruption to migration
corridors, breeding habitat, etc. Tigard has a number of State listed Sensitive-critical species
that depend on their survivial for these remaining habitats; the Red-legged frog and Western
pond and painted turtles utilize Summer Creek and the adjacent riparian corridor and
remaining uplands for feeding, basking, overwintering and breeding habitats.
Summer Creek trail/new crossing: The proposed Transportation Plan has a new proposed trail
going through the riparian corridor/floodplain along Summer Creek(see map) as well as a
crossing of the creek from Katherine Street to 116'h Street. We adamantly OPPOSE this
crossing of the stream as well as the proposed trail along Summer Creek. These would
seriously compromise the intact riparian corridor along the creek, disrupt and disturb the
habitat as well as the migration corridor for a host of species including migratory birds, the
State listed painted turtle and waterfowl. This is one of the few, remaining areas in Tigard
that still has native turtles and we need to leave it alone!
This proposed trail would not help to get people from point A to B as argued by a certain
person in Tigard. Rather, it would be more prudent and cost efficient to install sidewalks on
existing streets as well as safe crossings across SW 121't and other well used crossings. The
cost estimate by the consultant last year was over$300,000!!just for the creek crossing and
path to 116`x'. That is a waste of taxpayer dollars and should be used for building safe street
crossings instead!
We HIGHLY RECOMMEND REMOVING THE SUMMER CREEK
TRAIL/CREEK CROSSING from the TSP for the above reasons. We do
not want it, neighbors don't want it and most important, wildlife does not
want it in their habitat.
Fanno Creek Park trails; We OPPOSE any new trails that cross wetlands within Fanno
Creek Park. Tigard is working with CWS to create a new meander of Fanno Creek. We
cannot support any new trails in this area since this area is significant wildlife habitat and is
one of few remaining crucial habitats for western pond turtles, which are highly sensitive to
disturbance and are State listed. Rather, the existing, eroding trail to the south of the creek
should be removed, and trails should be kept out of this area.
Metro's Green Trail Guidelines; the proposed TSP and any discussion of where to place any
new trails should follow Metro's Green Trail Guidelines, which state that trails should
AVOID stream crossings and riparian corridors. There is a reason for this, as these areas are
considered Significant Habitat, and it is important to avoid and minimize disturbance to these
very special areas that harbor a host of listed and declining species.
Safe Crossings: Rather than build new trails, which also are Very costly, we would like to see
sidewalks and crossings installed along/across streets to get people to walk more and get out
of their cars. One example of this is the need for a crossing at SW 121"and Tigard Place.
People already use this crossing to get to Summer Lake Park.
Another area that needs safe, marked crossings is at SW North Dakota Street and 115tH
Tigard's Comprehensive Plan (CP)—The city of Tigard recently revised the CP, of
which Policy 6 of the Parks, Recreation, Trails and Open Space section states that"The City
shall acquire and manage some open spaces to solely provide protection of natural
resources....". And Policy 17 of this section of the CP states that"The City shall maintain
and manage its parks and open space resources in ways that preserve, protect, and restore
Tigard's natural resources, including rare, or state and federal listed species,...". Both of
these policies were written by citizens including myself, who served on the committee for
over a year, who are very concerned about natural resources in Tigard, and who wanted to
make sure that these policies in the revised CP would protect our fish and wildlife and
habitats.
We specifically agreed and then stated in our meetings with city staff during
development of the Natural Resources section of the CP that areas such as Summer
Creek should NOT have new trails or stream crossings in order to make sure that
wildlife and habitats were protected from disturbance,impacts, etc. The proposed TSP
should adequately address existing goals and policies as mentioned above, which, in its
current form, we believe it fails to do regarding the placement of new trails, etc.
Goals and policies in TSP; Upon reviewing the proposed goals and policies, we note that under
Goal 1, there is a policy that states "The City shall strive to protect the environment....".
Why is the wording always weakened when it comes to protecting the environment in
Tigard?? This wording should be changed to "The City Shall protect the
environment...." Just drop the word "strive"which weakens the policy and as we note, no
other policy here has the word strive in it.
Again, under Goal 1, The next policy is worded"The city shall mitigate impacts to the
natural environment....". Rather, this should be changed to "The city shall AVOID
impacts to the natural environment associated with proposed transportation...".
Again, it is a weak policy in its present form and needs to be better. Citizens
understand and are quite aware that mitigation often fails, and the best policy in the
first place is to always AVOID any impacts to the natural environment, especially in
Tigard's case where we already are in a state of having lost much of our uplands and
riparian habitats. We can never replace what is lost.
Under Goal 3, there needs to be a new policy added that addresses natural resources and
avoids impacts to fish, wildlife, etc. which currently is lacking under this goal. Our
recommendation for a new policy is as follows:
The City shall avoid placing any new trails and stream crossings in riparian
habitats, significant habitat, greenways or across any streams in order to
avoid impacts to these significant resources.
Streets; In the proposed TSP are several streets which are NOT needed, are too costly and most
importantly, would cause too much environmental damage by crossing Fanno Creek and
removing riparian habitat, etc. These include:
Extension of Wall street across Fanno Creek
Extension of Ash Street across Fanno Creek
Extension of Walnut Street across Fanno Creek
These need to be removed from the TSP permanently. Citizens do not want thein, they are too
costly, they would disrupt existing neighborhoods, they would cause too much damage and
disturbance to Fanno Creek and the surrounding Significant Habitats and they would only cause
more traffic problems by increasing traffic in these areas.
Sincerely,
Susan Beilke and Jeff Paine
}
Tune 20, 2010
City of Tigard
Tigard Planning Commission
Re: Tigard 2035 Transportation System Plan Adoption/Comprehensive Plan
Amendment (CPA) 2010-00001
Dear Planning Commission members:
The city of Tigard has developed a preliminary transportation plan(TSP) for the next 25
years. We appreciate the time and effort that have gone into developing this plan.
However, I have lived here now for over 20 years and as a biologist and wildlife
advocate, have been very concerned over the lack of protection and conservation of our
natural resources in many instances as new development continues along with the
infrastructure of roads, etc. Our new transportation plan MUST consider and incorporate
much stronger protections for our remaining natural resources in order to adequately
conserve the remaining habitats and fish and wildlife.
Our comments are as follows:
• TRAILS—Many people use trails, myself included. However, trails do NOT belong
in every greenway/open space left in Tigard. We must keep some greenways, etc.
FREE of trails in order to minimize human disturbance and protect these Goal 5
Significant habitat resources. This is important, as the remaining greenways, etc.
provide crucial habitat for songbirds, amphibians, reptiles, mammals, waterfowl and
many other species. Placing trails in these important areas can displace wildlife and
cause serious disruption to migration corridors,breeding habitat, etc. Tigard has a
number of State listed Sensitive-critical species that depend on their survivial for
these remaining habitats; the Red-legged frog and Western pond and painted turtles
utilize Summer Creek and the adjacent riparian corridor and remaining uplands for
feeding, basking, overwintering and breeding habitats.
• Summer Creek trail/new crossing: The proposed Transportation Plan has a new
proposed trail going through the riparian corridor/floodplain along Summer Creek
(see map) as well as a crossing of the creek from Katherine Street to 116th Street. We
adamantly OPPOSE this crossing of the stream as well as the proposed trail along
Summer Creek. These would seriously compromise the intact riparian corridor along
the creek, disrupt and disturb the habitat as well as the migration corridor for a host of
species including migratory birds, the State listed painted turtle and waterfowl. This
is one of the few, remaining areas in Tigard that still has native turtles and we need to
leave it alone!
This proposed trail would not help to get people from point A to B as argued by a
certain person in Tigard. Rather, it would be more prudent and cost efficient to install
sidewalks on existing streets as well as safe crossings across SW 121s'and other well
used crossings. The cost estimate by the consultant last year was over$300,000!!
just for the creek crossing and path to 116th. That is a waste of taxpayer dollars and
should be used for building safe street crossings instead!
We HIGHLY RECOMMEND REMOVING THE SUMMER
CREEK TRAIL/CREEK CROSSING from the TSP for the above
reasons. We do not want it, neighbors don't want it and most
important, wildlife does not want it in their habitat.
• Fanno Creek Park trails; We OPPOSE any new trails that cross wetlands
within Fanno Creek Park. Tigard is working with CWS to create a new meander of
Fanno Creek. We cannot support any new trails in this area since this area is
significant wildlife habitat and is one of few remaining crucial habitats for western
pond turtles, which are highly sensitive to disturbance and are State listed. Rather,
the existing, eroding trail to the south of the creek should be removed, and trails
should be kept out of this area.
Metro's Green Trail Guidelines; the proposed TSP and any discussion of where to
place any new trails should follow Metro's Green Trail Guidelines, which state that
trails should AVOID stream crossings and riparian corridors. There is a reason for
this, as these areas are considered Significant Habitat, and it is important to avoid and
minimize disturbance to these very special areas that harbor a host of listed and
declining species.
• Safe Crossings: Rather than build new trails, which also are Very costly, we would
like to see sidewalks and crossings installed along/across streets to get people to walk
more and get out of their cars. One example of this is the need for a crossing at SW
12151 and Tigard Place. People already use this crossing to get to Summer Lake Park.
Another area that needs safe, marked crossings is at SW North Dakota Street and
115th.
• Tigard's Comprehensive Plan (CP)—The city of Tigard recently revised the CP, of
which Policy 6 of the Parks, Recreation, Trails and Open Space section states that
"The City shall acquire and manage some open spaces to solely provide protection
of natural resources....". And Policy 17 of this section of the CP states that"The
City shall maintain and manage its parks and open space resources in ways that
preserve, protect, and restore Tigard's natural resources, including rare, or state and
federal listed species,...". Both of these policies were written by citizens including
myself, who served on the committee for over a year, who are very concerned about
natural resources in Tigard, and who wanted to make sure that these policies in the
revised CP would protect our fish and wildlife and habitats.
We specifically agreed and then stated in our meetings with city staff during
development of the Natural Resources section of the CP that areas such as
Summer Creek should NOT have new trails or stream crossings in order to
make sure that wildlife and habitats were protected from disturbance, impacts,
etc. The proposed TSP should adequately address existing goals and policies as
mentioned above, which, in its current form, we believe it fails to do regarding the
placement of new trails, etc.
• Environmental Resources Map, Figure 4-1; This map is not accurate and needs to
be revised before this TSP can be adopted! For example, it does not show all the
water bodies in Tigard, nor does it adequately show all of the significant Goal 5
resources or the floodplain areas.
• Goals and policies in TSP; Upon reviewing the proposed goals and policies, we note
that under Goal 1, there is a policy that states"The City shall strive to protect the
environment....". Why is the wording always weakened when it comes to protecting
the environment in Tigard?? This wording should be changed to "The City Shall
protect the environment...." Just drop the word "strive" which weakens the
policy and as we note, no other policy here has the word strive in it.
o Again, under Goal 1, The next policy is worded "The city shall mitigate
impacts to the natural environment....". Rather, this should be changed to
"The city shall AVOID impacts to the natural environment associated
with proposed transportation...". Again, it is a weak policy in its present
form and needs to be better. Citizens understand and are quite aware that
mitigation often fails, and the best policy in the first place is to always
AVOID any impacts to the natural environment, especially in Tigard's case
where we already are in a state of having lost much of our uplands and
riparian habitats. We can never replace what is lost.
o Under Goal 3, there needs to be a new policy added that addresses natural
resources and avoids impacts to fish, wildlife, etc. which currently is lacking
under this goal. Our recommendation for a new policy is as follows:
The City shall avoid placing any new trails and stream crossings in
riparian habitats, significant habitat, greenways or across any streams
in order to avoid impacts to these significant resources.
• Streets; In the proposed TSP are several streets which are NOT needed, are too
costly and most importantly, would cause too much environmental damage by
crossing Fanno Creek and removing riparian habitat, etc. These include:
o Extension of Wall street across Fanno Creek
o Extension of Ash Street across Fanno Creek
o Extension of Walnut Street across Fanno Creek
These need to be removed from the TSP permanently. Citizens do not want them, they
are too costly, they would disrupt existing neighborhoods, they would cause too much
damage and disturbance to Fanno Creek and the surrounding Significant Habitats and
they would only cause more traffic problems by increasing traffic in these areas.
• Bus transportation; many of our major streets including Tigard Street west of
downtown, do not have bus transportation. This should be a MAJOR focus and part
of our new TSP. We recommend the city go back and adequately address how bus
transportation can meet the needs of the future of Tigard. We would rather have more
buses than any new streets, it would be much cheaper and environmentally friendly if
we had buses running on biofuels as many cities now do.
We appreciate the opportunity to comment on the proposed TSP. In conclusion, we
believe that to wisely plan for the future transportation needs of Tigard, while at the same
time protecting and conserving our remaining natural resources, that Tigard should focus
on creating new safe street crossings for pedestrians, focus on new bus routes within the
city and drop plans for new trails that negatively impact our remaining natural resources.
Sincerely,
Susan Beilke
Board member, Fans of Fanno Creek
Director, The Turtle Conservancy
ICity of Tigard
Memorandum
To: President Walsh and Members of the Planning Commission
From: Judith Gray, Senior Transportation Planner
Re: Ash Avenue and Walnut Avenue Downtown Projects
Date: June 17,2010
At the June 21 public hearing,Planning Commission will be asked to make a recommendation to City
Council regarding the 2035 Transportation System Plan (TSP) Update. Planning Commission could 1)
recommend approval in its current form;2) recommend approval with changes; or 3) recommend it not
be approved,without specific changes identified.
Three related projects in the 2035 'TSP involve Ash Avenue and Walnut Street in downtown and have
been the subject of concern. The projects are:
#17: Ash Avenue crossing the railroad tracks. This will be a critical connectivity improvement for
downtown. It does not seem to part of the concern.
#18—Ash Avenue bridge over Fanno Creek.
#27—Walnut Street Extension from 99W to Ash Avenue.
You are aware that there are strong opituons about these projects,both for and against. This
memorandum provides some background on these projects and suggests possible direction as you
consider your recommendation to Council regarding the TSP.
Potential Recommendation
Based on a review of past plans and concerns raised by citizens currently and in the past,one option for
the Planning Commission would be to recommend the following changes to the TSP:
1. Add a new project: AnAsh Aienne ConidorStndy, consistent with the recommendation of the
TDIP (more on this below). Such efforts --including traffic analysis, engineering due diligence,
and public involvement—would be required before the bridge could be constructed. Including
the study in the TSP Update would formalize the requirement and help to clarify the potential
benefits and impacts of the projects.
2. Move Projects #18 and #27 to mid-term or long-term. This would provide an opportunity to
focus on the Ash Avenue railroad crossing while completing the Corridor Study.
Project 17, the Ash Avenue railroad crossing, should remain in the near-term. This project has enough
issues that it will take considerable effort complete it within the next several years.
Of course, Planning Commission will also have the option of continuing the hearing if other topics or
questions are raised or if additional time for deliberation is needed.
,:\LRPLN\TGM Grants\TSP_Biennium07_09\PC Matehals\PublicHearing\PC Memo Ash Walnut Projects.docx
Background on Ash Avenue-Walnut Street Projects
The following background information will provide some historical context for these projects.
Project Purposes
Projects 18 and 27 are the focus of the concern due to potential environmental and neighborhood
impacts. The TSP is conducted at such a "high level" of planning that currently these projects are little
more than lines on a map. Specific alignments and connections have not been developed. However,
their general purposes can be described as follows:
The Walnut Street extension (#27) would provide alternative access to downtown from Pacific Highway
and neighborhoods to the northwest. With the planned realignment of the Scoffins-Hunziker
connection (Project#11) and a Hwy 217 overcrossing at Hunziker-Hampton,Project#27 would be a
link in a continuous east-west route from Scholls to 72"d Avenue. Even if all of these projects do not
happen within the 25 year TSP horizon, the Walnut Extension is one of limited options for a long-run
circulation improvement.
The Ash Avenue Fanno Creek Bridge (#18) has dual purposes. One is that the bridge provides the
essential link to the Walnut extension.Another purpose for the Ash Avenue extension is to connect
downtown to the neighborhoods. The opposition I have heard is mostly related to environmental
impacts and potential traffic added to the Ash Avenue residential neighborhoods.
Past Plans and Studies
These are not new projects. They were included in the 2002 TSP and in planning documents going back
decades. The oldest document found is a 1974 neighborhood plan that includes the connection of rash
Avenue to the neighborhood. The intent was to provide a route for the neighborhood to access
downtown without using Pacific Highway. Also, the City has aerial photos from the 1940s (we believe it
is 1946) showing a bridge once existed over Fanno Creek and connected Ash Ave to downtown.
Further, the City continues to own right of way across Fanno Creek to Ash Avenue.
Other plans that include one or both of these projects are:
• A Plan for Downtown—Ash Avenue, 1974
• Tigard Transportation System Plan, 2002
• Tigard Downtown Improvement Plan (TDIP),2005
• Downtown Tigard Circulation Plan, (still in process)
The TDIP has been the source of some confusion. Apparently,in the course of this project,it was
agreed to remove the Ash Avenue extension from the project. This apparently led some residents to
believe that the Ash Avenue Fanno Creek bridge was removed from plans altogether because it was
removed from the TDIP. However, the TRIP only removed it from the scope of that study so that it
was no longer discussed in that plan. The Implementation Plan in the final report states the following:
"Overall, the City's currently adopted Transportation System Plan (TSP) will accommodate the
Preferred Design Alternative without any significant impacts to the regional or local transportation
system in the study area. There are no modifications to the TSP recommended at this time as being
needed to help carry out this Plan."
\LRPLN\TGM Grants\TSP_Biennium07_09\PC Materials\PublicHearing\PC Memo Ash Walnut Projects.docx
This is followed by a list of action measures,which includes the following:
"Achieve consensus on alternative Dom)nlown At-cess Improvements. Extending Ash Avenue from Walnut to
Downtown Tigard is included in the adopted TSP; however some stakeholders would prefer that the
street not be constructed. The City will be undertaking an Ash Avenue corridor study to address the
improvements identified in the Ash Avenue Improvements catalyst project discussed above. It is
recommended that the City conduct an examination of potential alternatives for improving access to
downtown. Detailed travel demand to, from and within Downtown and sub-area travel demand
models should be developed to support this process. If the identified access improvements do not
include an extension of Ash Avenue across Fanno Creek,it is recommended that the TSP be
updated accordingly to remove it".
I have attached relevant pages from the TDIP for your convenience.
\LRPLWTGM Grants\TSP_Biennium07_09\PC Matedals\PublicHearing\PC Memo Ash Walnut Projects.docx
- ° City of Tigard
Memorandum
To: President Dave Walsh and Planning Commission Members
From: Darren Wyss, Senior Planner
Re: Response to Citizen Comments
Date: June 16, 2010
On Monday,June 21, 2010, the Planning Commission will hold a public hearing on the Tigard 2035
Transportation System Plan (CPA2010-00001). The Commission has received the packet of
materials for the public hearing and included is a Citizen Comment Matrix (]Exhibit D to the Staff
Report). The deadline for submitting the packet of materials for Commission review did not afford
City staff the tune to adequately respond to the citizen comments. This memorandum provides
staff response and will be submitted as part of the public hearing record.
Four citizens (Mr. Westfall, Ms. Honeyman, Ms. Peterson, and Mr. Frewing) submitted comments
either by telephone or email. All comments were regarding the proposed projects to connect
Walnut St. to Ash Ave. (projects 18 and 27) and into downtown Tigard. Below is staff response:
Comments from Mr. Westfall. Ms. Hone,�n�, Ms. Peterson, and Mr. Frew-ing (items a. - c., and £)
Response: The technical analysis performed to inform the Tigard 2035 Transportation System Plan
(TSP) shows a benefit 111 making the Walnut St. /Ash Ave. connection. The Transportation Needs
and Deficiencies Report and the Transportation System Solutions Report contain the analysis. Both
can be found in Volume 3: 2035 TSP Technical Appendix.
The'Transportation Needs and Deficiencies Report (pgs. 8-10) identifies connectivity as an
important component of capacity relief and circulation improvements. It also identifies that a
limited number of opportunities exist to u'nprove connectivity, particularly east/west across the
community. The Transportation System Solutions Report (pgs. 11-12) reiterates that analysis and
administers a qualitative evaluation system (],able 5-5, pg. 8) to the projects. Based on the
qualitative evaluation, the projects were recommended to remain in the TSP (pg. 35).
As with any capital improvement decision, the pros and cons of the project must be weighed. The
analysis shows that the project is still viable and important as conditions,including congestion and
circulation, haven't improved since 2002 when the current TSP was adopted with these projects
included. Other projects that have been removed have seen significantly changed circumstances or
the evaluation of its impact versus value has changed.
The inclusion of the project in the TSP is a line on a map at this poiint. As with most major
roadway projects, a series of studies would need to take place before any construction began.
Planning and engineering studies, environmental assessments, and public input would identify the
exact alignment,impact, and connections to existing streets. The impacts to the neighborhood, and
Fanno Creek Park and its natural resources could be studied in a separate corridor study as
recommended 'ill the Tigard Downtown Improvement Plan. Additionally, the Ash Ave. crossing of
the railroad tracks (Project 17) needs to occur first for the extension to be a useful project.
Mr. Frenjag (item d)
Response: The technical analysis does not provide the level of detail to determine the circulation
patterns of downtown traffic or the shopping patterns of individuals. The additional access point
into downtown T igard would provide and alternate access path. As the downtown begins to
redevelop and the potential for more commercial businesses along Maui St. increases, there is no
evidence that this connection would discourage the patronage of these businesses.
Mr. Frewing (item e)
Response: The Tigard 2035 TSP is an update of the existing document. The starting point was
to evaluate all projects included in the existing document and make recommendations on the
projects that should remain and should be removed or altered. The technical analysis performed
shows the projects still provide a benefit to the community.
As always,if you have any questions,please feel free to contact either Judith Gray at
JudithQtigard-or.gov or 503-718-2557 or Darren Wyss at darrengtiga� rd-or.gov or 503-718-
2442.
Darren Wyss
From: jfrewing Ufrewing@teleport.com]
Sent: Thursday, June 10, 2010 5:55 AM
To: Darren Wyss
Subject: Comment on TSP 2010
Follow Up Flag: Follow up
Flag Status: Completed
Darren,
Please include the following comment in material provided to the Planning Commission for their June 21 consideration of the TSP
2010:
The Tigard TSP 2010 should not include a planned extension of Walnut,crossing Fanno Creek to connect to Ash. I offer the
following reasons:
a.This is a very large,intrusive and expensive project that Tigard does not really 'need'. As I saw some similar plans characterized
recently,this is'a big idea that(needs to)hit reality.' The Planning Commission should consider the distinction between what the city
'wants'versus what the city'needs'and hew to the latter. It is the inclusion of projects like this which make people like me think that
our city is not sustainable.
b. This project would remove park area from Fanno Creek Park. Tigard already is shy of park areas,and the addition of a collector
across the park makes that situation more severe.
c. This project creates another crossing of Fanno Creek,one of the imporrtant natural features of Tigard. Despite mitigation efforts,
there is likely to be some impact on the stream and its riparian areas,even if only the proximity of more people to the stream.
d. This project would draw people away from Main Street,for which the city has made extensive renovation plans as the focus of
downtown Tigard.
e. On earlier versions of the TSP 2010,when questioned about this proposed project,staff has told me that this project'isjust on the
map because it was on the old map'and that there would be no intent to carry this project to the new TSP simply because of this
historic planning.
f. This project would significantly disrupt an existing high density neighborhood of residences west of Fanno Creek. This
neighborhood has in the past opposed the extension of Walnut across Fanno Creek to Ash,and its opposition should be respected.
As soon as practicable,and hopefully in advance of the June 21 hearing,please provide to me and to the Planning Commission the
rationale and'need'for this project to be included on the TSP 2010 street improvement map. I presume there are studies and
documentation of outreach in the record of TSP development which support this project.
Sincerely, John Frewing 7110 SW Lola Lane,Tigard 97223 503-245-5760
i
Darren Wyss
From: Susan Hartnett
Sent: Sunday, June 13, 2010 6:48 PM
To: Judith Gray; Darren Wyss
Cc: Sean Farrelly
Subject: FW: TSP &TDIP comment
Maybe Ron forwarded this to all or some of you in another message but I wanted make sure you
saw it. - Susan
From: Craig Prosser
Sent: Saturday, June 05, 2010 5:46 PM
To: Ron Bunch; Susan Hartnett
Subject: Fwd: TSP & TDIP comment
Craig Prosser
Begin forwarded message:
From: Craig Dirksen <craigd@tigard-or.gov<mailto:craigd@tigard-or.gov>>
Date: June 5, 2010 4:27:47 PM PDT
To: Liz Newton <LIZ@tigard-or.gov<mailto:LIZ@tigard-or.gov>>, Craig Prosser <CRAIG@tigard-
or.gov<mailto:CRAIG@tigard-or.gov>>, Councilmail Councilmail <councilmail@tigard-
or.gov<mailto:councilmail@tigard-or.gov>>
Subject: FW: TSP & TDIP comment
-------------------------------------------
From: Ben Westfall[SMTP:BENWESTFALL@GMAIL.COM]
Sent: Saturday, June 05, 2010 4:27:44 PM
To: Craig Dirksen
Subject: TSP & TDIP comment
Auto forwarded by a Rule
Craig,
I am a concerned citizen of Tigard and I've seen some alarming information lately in the TSP
draft dated April 2010 about the revival of the Ash extension over Fanno Creek (item #17) and
the so called "completion" of Walnut St (item #27). Both of these projects provide no value
to the people that live in the surrounding neighborhoods and in fact will ruin them by
increasing unwanted transitory traffic reducing their safety for children as well as lowering
property values of houses that were purchased because they are in quiet neighborhoods with
small amounts of traffic.
I was at the meeting where these items were promised to be dropped from the agenda. I recall
it being paramount to the passing of the Tigard Downtown Improvement Project. Are you one of
those lying sons of bitches politicians that say what ever you want to get elected then piss
all over your constituents for god knows what (money and greed I'd assume). What's the
slogan again that Tigard has spent ten's of thousands on signage all over the place "Tigard a
place to call home" or some drivel like that? Should that be rewritten as ". . . a place no
longer suitable to call home for damn near all the houses around the downtown area".
Increasing the "availability" of these neighborhoods to downtown will do nothing more than
invite traffic and crime to them. Those are the top 2 items in your friggin surveys that
tigard citizens complain about. Why would you, as an elected official by the people for the
people, piss on that by increasing these problems for Tigard Neighborhoods?
1
The WES diesel train will never bring paying customers to tigard of any fashion. It's a
commuter rail, which implies carrying commuters to work, and a poor one at that. It never
stands a chance of paying for itself even at maximum capacity. The shear dollars wasted (and
continuing with its current funding) are appauling. It will never serve the citizens of
tigard before, during, or after the TDIP.
I'm confused and unimpressed at the "vision" for the TDIP. It might "revive" a struggling
downtown but at the expense of the people that currently live there? That sounds like a
resounding failure to me.
-Ben Westfall
Citizen of Tigard
DISCLAIMER: E-mails sent or received by City of Tigard employees are subject to public record
laws. If requested, e-mail may be disclosed to another party unless exempt from disclosure
under Oregon Public Records Law. E-mails are retained by the City of Tigard in compliance
with the Oregon Administrative Rules "City General Records Retention Schedule."
2
Agenda Item:
Hearing Date: June 21,2010 Time: 7:00 PM
STAFF REPORT TO THE
u
PLANNING COMMISSION
FOR THE CITY OF TIGARD, OREGON
120 DAYS = N/A
SECTION I. APPLICATION SUMMARY
FILE NAME: TIGARD 2035 TRANSPORTATION SYSTEM PLAN ADOPTION
FILE NO.: Comprehensive Plan Amendment(CPA)CPA2010-00001
PROPOSAL: To amend the current Tigard Comprehensive Plan Goal 12: Transportation
and the Tigard Public Facility Plan to incorporate the Tigard 2035
Transportation System Plan.
APPLICANT: City of Tigard OWNER: N/A
13125 SW Hall Boulevard
Tigard,OR 97223
LOCATION: Citywide
ZONING
DESIGNATION: All City zoning districts
COMP PLAN: All City comprehensive plan designations
APPLICABLE REVIEW CRITERIA:
Community Development Code Chapters 18.380 and 18.390; Comprehensive
Plan Goals 1, 2, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, and Special Planning Area:
Downtown;the Regional Transportation Plan;the Oregon Highwaj-Plan;Oregon
Administrative Rule 66-12;and Statewide Planning Goals 1,2, 5, 6, 7, 8,9, 10, 11,
12, 13,and 14.
SECTION II. STAFF RECOMMENDATION
Staff recommends that the Planning Commission finds this request to meet the necessary approval
criteria.Therefore,staff recommends that the Planning Commission RECOMMENDS to the Tigard
City Council that it amends the Tigard Comprehensive Plan and Tigard Public Facility Plan as
determined through the public hearing process.
STrU�11213POR'1 I'O'1'I-I E.PL,ANNiNG COiN41N1ISSION
CPA 2008-00009 IN'I'RODUC'I'ION/Gl_.OSSARY YAC�L 1 OF 19
SECTION III. BACKGROUND INFORMATION
Project History
The 2035 Tigard Transportation System Plan (2035 TSP) is an important long-range planning tool
for Tigard as it prepares for future growth in the community and region. The 2035 TSP, an update
of the previously adopted plan, was initiated in 2008 and completed in 2010. It was funded by the
state's Transportation and Growth Management Program. The completion of the 2035 TSP is
timely for two reasons. First, traffic congestion has consistently ranked as the number one issue
facing Tigard in community attitude surveys and the Cite is committed to finding solutions to this
issue. Secondly, the community has developed a vision for Tigard's future and a key component of
this vision is developing an efficient and balanced multi-modal transportation system. The TSP
ensures the vision for the transportation system meets community needs, comtnunicates the City's
aspirations,and conforms to state and regional policies.An effective TSP will provide:
• A blueprint for transportation investment;
• A coordination tool with regional agencies and local jurisdictions;
• An important component of prudent and effective land use choices;and
• Answers to existing and future transportation needs related to bicycles, pedestrians, transit,vehicles,
freight, and rail.
The document meets the state requirements for a TSP and acts as a resource for staff, decision
makers, and the public. It identifies the preferred multi-modal transportation system, consisting of
a network of facilities adequate to serve local, regional, and state transportation needs. It is the
principal document used for identifying the function, capacity, and location of future facilities,
directing resources to transportation projects, and providing the community with the level of
investment that will be needed to support anticipated development within the community.
One important task in the development of the 2035 TSP was to consider land use and
transportation efforts already completed by the City. This allowed the TSP to analyze and build
upon previously adopted plans to ensure consistency and continuity for the transportation system.
Plans for Downtown Tigard, the Washington Square Regional Center, Highway 217, and Pacific
Highway-99W were incorporated into the TSP.
The 2035 TSP also serves as the transportation element, and as a supporting document, of the
Tigard Comprehensive Plan (Comp Plan) as required by state law. Goals and policies were
I dentified at an early stage of the 2035 TSP update and are adopted as the Goal 12: Transportation
element of the Comp Plan. These goals and policies ,vill help to guide future decisions. It was
important to ensure the transportation goals and policies were coordinated with the entire Comp
Plan because an integrated land use and transportation system is essential to reaching the
community's vision. In general, as the Comp Plan is "comprehensive" in nature, all goals and
policies are intended to be supportive of one another.
The progress of tlis plan was guided by the Project Management Team (PM'1) made up of City of
Tigard staff with input from the Oregon Department of Transportation (ODOT). The project was
also guided by a Technical Advisory Comnittee (TAC), Citizen Advisory Committee (CAC), City
Council and Planning Commission.
The TAC provided guidance on technical aspects of the 2035 Tigard Transportation System Plan
and consisted of staff members from regional partners and local jurisdictions. The CAC ensured
S"I°r\I�F RI�VOR'f"I'O"I'I IC PLANNING CONIn91SSION
CPA 2008-00009 INTRODUCTION/GLOSSARY PAGE 2 01"19
that the needs of people in the community of'Tigard are incorporated in the 2035 'TSP. The CAC
consisted of Tigard residents who provided input throughout the process.
Proposal Description
The primary intent of the amendment is to ensure the City's Transportation System Plan and
Comprehensive Plan remain viable tools for decision-makers. By adopting the amendment, the
City will ensure it is in compliance with applicable laws, rules, regulations, plans, and programs.
As importantly, the update will also ensure that Goal 12 of the Comprehensive Plan reflects
current community conditions and values.
SECTION IV. SUMMARY OF REPORT
Applicable e iter' Con�mi.rrion�ndings and conclusions
• Tigard Community Development Code
o Chapter 18.380
o Chapter 18.390
•Applicable Comprehensive Plan Policies
o Chapter 1: Citizen Involvement
o Chapter 2: Land Use Planning
o Chapter 5: Natural Resources and Historic Areas
o Chapter 6: Environmental Quality
o Chapter 7: Hazards
o Chapter 8: Parks,Recreation,Trails, and Open Space
o Chapter 9: Economic Development
o Chapter 10: Housing
o Chapter 11: Public Facilities and Services
o Chapter 12: Transportation
o Chapter 13: Energy Conservation
o Chapter 14: Urbanization
o Special Planning Area: Downtown
• Oregon Administrative Rule 660-012
• Oregon Highway Plan
• Regional Transportation Plan
• Statewide Planning Goals
o Goals 1,2,5,6, 7,8,9, 10, 11, 12, 13, and 14.
City Deparment and outside ageng comments
SECTION V. APPLICABLE CRITERIA AND COMMISSION FINDINGS
CITY OF TIGARD COMMUNITY DEVELOPMENT CODE (TITLE 18)
Chapter 18.380: Zoning Map and Text Amendments
Chapter 18.380.020 Legislative Amendments to the Title and Map
A. Legislative amendments. Legislative zoning map and text amendments shall be
undertaken by means of a Type IV procedure, as governed by Section 18.309.060G
Findings: The amendment to the Tigard Comprehensive Plan establishes policies to be applied
generally throughout the City of Tigard; and therefore, the application is being processed as a
Type IV procedure, Legislative Amendment, as governed by Section 18.390.060G.
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Chapter 18.390: Decision-Making Procedures
Chapter 18.390.020. Description of Decision-Making Procedures
B.4. Type IV Procedure. Type IV procedures apply to legislative matters. Legislative
matters ;involve the creation, revision, or large-scale implementation of public policy.
Type IV matters are considered initially by the Planning Commission with final decisions
made by the City Council.
F indin�4s: The amendment to the Tigard Comprehensive Plan establishes policies to be applied
generally throughout the City of Tigard. Therefore was reviewed under the Type IV procedure as
detailed in Section 18.390.060.G. In accordance with this section, the amendment was initially
considered by the Planning Commission with City Council making the final decision.
Chapter 18.390.060.G. Decision-making considerations. The recommendation by the
Commission and the decision by the Council shall be based on consideration of the
following factors:
1. The Statewide Planning Goals and Guidelines adopted under Oregon Revised
Statutes Chapter 197;
2. Any federal or state statutes or regulations found applicable;
3. Any applicable Metro regulations;
4. Any applicable comprehensive plan policies; and
5. Any applicable provisions of the City's implementing ordinances.
Findings: The Commission reviewed applicable Statewide Planning Goals, the Regional
Transportation Plan, the Oregon Iighway Plan, Oregon Administrative Rule 660-012, the Tigard
Community Development Code, and the Tigard Comprehensive Plan. As indicated pursuant to
the Commission's findings and conclusions found within this staff report the amendment is
consistent with this criterion.
CONCLUSION: Based on the analysis above, the Commission finds that the proposed
amendment satisfies the applicable review criteria within the Tigard Community Development
Code.
CITY OF TIGARD COMPREHENSIVE PLAN POLICIES:
General Findings
Finding: The City's Comprehensive Plan was adopted by the Tigard City Council in 1983, and
acknowledged as being in conformance with the Statewide Planning Goals, by the Land
Conservation and Development Department (LCDC) on October 11, 1984. LCDC re-
acknowledged the plan's compliance with the statewide planning goals through the Periodic Review
process.
Finding: The Commission finds that the following Comprehensive Plan goals and policies apply
to the amendment and the amendment satisfies the applicable goals and policies for the reasons
stated below. During the course of public hearings, the Community Development Department and
the Planning Commission provided all interested parties opportunities to identif T, either orally or in
writing, any other Comprehensive Plan goals or policies that might apply to the amendment. No
additional provisions were identified.
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Chapter 1: Citizen Involvement
Goal 1.1 Provide citizens, affected agencies, and other jurisdictions the opportunity to
participate in all phases of the planning process.
Policy 2. The City shall define and publicize an appropriate role for citizens in each phase
of the land use planning process.
Findings: The proposal has complied with all notification requirements pursuant to Chapter
18.390.060 of the Tigard Community Development Code. This staff report was also available
seven days in advance of the hearing pursuant to Chapter 18.390.070.E.b of the Tigard Community
Development Code.
Additionally, a Public Involvement Program for the'Tigard Transportation System Plan Update was
developed in April 2009. This Program was reviewed and endorsed by the Committee for Citizen
Involvement and the Planning Commission. The Program outlined the information, outreach
methods, and involvement opportunities available to the citizens during the process.
Information was distributed throughout the process via the project website, an interested parties
listserv, Cityscape articles, press releases, articles in the local paper, two public forums, and a
project open house. Outreach methods also included presentations to a number of civic
organizations in the community, personal em-ails sent to groups and organizations, updates to City
boards and commissions,and staff attendance at community events to pass out information.
Involvement opportunities included two public forums and an open house, subnutting written
comments via the website, and attending the Planning Commission workshops. Additionally, the
interested party listsen, was provided notice of all meetings held regarding the Tigard 2035
Transportation System Plan.
As part of the Comprehensive Plan Amendment process, public notice of this Planning
Commission public hearing was sent to the interested party list and published in the June 3, 2010
issue of The Times. Notice will be published again prior to the City Council public hearing. The
notice invited public input and included the phone number of a contact person to answer
questions. The notice also included the address of the City's webpage where the entire draft of the
proposed amendment could be viewed.
Policy 3. The City shall establish special citizen advisory boards and committees to provide
input to the City Council, Planning Commission, and City staff.
Findings: A citizen advisory committee was established by Tigard City Council Resolution 08-72
on December 9, 2008. The citizen advisory committee helped guide the update of the Tigard
Transportation System Plan by reviewing work products and providing advice and feedback to
ensure the community's needs and aspirations were being captured in the update. The committee's
input was valuable in updating the Plan. The committee met three times during the course of the
project (June 18, 2009; October 14, 2009; December 16, 2009) and was invited to participate in the
two public forums and open house.
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Policy 5. The opportunities for citizen involvement provided by the City shall be
appropriate to the scale of the planning effort and shall involve a broad cross-section of the
community.
Findings: As outlined above, the community was given multiple venues to get information and get
involved. This included a number of articles in the Cityscape newsletter that is delivered to every
household in Tigard. Staff also made a good faith effort to ensure a diversity of representation on
the citizen advisory committee.
Goal 1.2 Ensure all citizens have access to:
A. opportunities to communicate directly to the City; and
B. information on issues in an understandable form.
Policy 1. The City shall ensure pertinent information is readily accessible to the community
and presented in such a manner that even technical information is easy to understand.
Findings: Information regarding the topics included in this Comprehensive Plan Amendment was
available in multiple locations in an understandable format for the duration of the process. This
included paper and electronic copies that were available in the permit center and also on the
website. Information was regularly sent to the project listsen,and to the interested party listseiv.
Policy 2.The City shall utilize such communication methods as mailings,posters,
newsletters, the internet, and any other available media to promote citizen involvement and
continue to evaluate the effectiveness of methods used.
Findings: Information was distributed throughout the process via the project website, an interested
party listserv, Cityscape articles, press releases, articles in the local paper, and two public forums
and a project open house. Outreach methods also included presentations to a number of civic
organizations in the community, personal emads sent to groups and organizations, updates to City
boards and commissions, and staff attendance at community events to pass out information.
Policy 5. The City shall seek citizen participation and input through collaboration with
community organizations, interest groups, and individuals in addition to City sponsored
boards and committees.
Findings: Outreach methods included presentations to a number of civic organizations in the
community, personal emails sent to groups and organizations, updates to City boards and
commissions, and staff attendance at community events to pass out information.
Involvement opportunities included two public forums and an open house, participation on the
citizen advisory comnuttee, submitting written comments via the website, and attending the
Planning Commission workshops. Additionally, the interested party listsen, was provided notice of
all meetings held regarding the Transportation System Plan update.
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Chapter 2: Land Use Planning
Goal 2.1 Maintain an up-to-date Comprehensive Plan, implementing regulations and action
plans as the legislative basis of Tigard's land use planning program.
Policy 1:The City's land use program shall establish a clear policy direction, comply with
state and regional requirements, and serve its citizens' own interests.
Findings: The amendment establishes the general policy direction related to Tigard
Comprehensive Plan Goal 12: Transportation for the community. The policy statements are clear
and serve the interests of the citizens. The development of the Tigard 2035 "Transportation
System Plan complies with Oregon Administrative Rule 660-012,which governs the development
of transportation system plans in the state and requires coordination with the Metro Regional
Transportation Plan.
Policy 2:The City's land use regulations, related plans, and implementing actions shall be
consistent with and implement its Comprehensive Plan.
Findings: The amendment establishes the general policy direction related to Tigard
Comprehensive Plan Goal 12: Transportation for the community. The Tigard 2035
Transportation Plan carries out the City's policies of integrating land use and transportation
planning. The development of the Tigard 2035 Transportation Plan used current Tigard
Comprehensive Plan land use designations to develop the analysis of future transportation need
as required by state law. The amendment is consistent with this policy.
Policy 3. The City shall coordinate the adoption, amendment, and implementation of its
land use program with other potentially affected jurisdictions and agencies.
Findings: The City sent out request for comments on the proposed amendment to all potentially
affected jurisdictions and agencies. All were given 14 days to respond. Any comments that were
received are addressed in Section VII: Outside Agency Comments of this Staff Report.
Additionally, a technical advisory cor-iruttee comprised of potentially affected jurisdictions and
agencies provided input throughout the development of the Tigard 2035 Transportation System
Plan.
Policy 13. The City shall plan for future public facility expansion for those areas within its
Urban Planning Area that can realistically be expected to be within the City limits during
the planning period.
Findings: The Tigard Urban Planning Area (TUPA) acted as the study area for the Tigard 2035
Transportation Plan as shown in the document as Figure 5-1. All areas expected to be within the
city limits within the planning period are included in the TUPA. The City has operated under the
TUPA since 1983 as required by Oregon Statewide Land Use Planning Goal 2. The amendment
is consistent with the policy.
Policy 20. The City shall periodically review and if necessary update its Comprehensive
Plan and regulatory maps and implementing measures to ensure they are current and
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CVA 2008-00009 INTRODUCTION/GLOSSARY VAGI::7 OF 19
responsive to community needs, provide reliable information, and conform to applicable
state law, administrative rules, and regional requirements.
1 ind�ings: The amendment is an update to Goal 12 of the Tigard Comprehensive Plan and the
Public Facility Plan, which is a component of the Comprehensive Plan. The amendment adopts
the Tigard 2035 Transportation System Plan, which was an update to ensure the most reliable,
up-to-date information,was being used to plan for the community's transportation needs into the
future. The Tigard 2035 Transportation System Plan also ensures compliance with Oregon
Administrative Rule 660-012, which governs transportation system development in the state and
requires conformance with the Regional Transportation Plan. Findings of conformance to
applicable state and regional requirements can be found in Section V of this Staff Report.
Chapter 5: Natural Resources and Historic Areas
Goal 5.1 Protect natural resources and the environmental and ecological functions they
provide and, to the extent feasible, restore natural resources to create naturally functioning
systems and high levels of biodiversity.
Findings: As discussed in the findings made for Statewide Planning Goal 5, the amendment does
not alter the City's acknowledged Goal 5 inventories or land use programs. No changes will occur
to current Natural Resource protections as the result of adopting the Tigard 2035 Transportation
System Plan. The amendment does not conflict with goals and policies of this chapter of the Tigard
Comprehensive Plan. Implementation of the Plan, including the construction of identified
improvements, which may affect or amend a Goal 5 resource, will be reviewed against applicable
criteria and findings will be made at the time of application.
Chapter 6: Environmental Quality
Goal 6.1 Reduce air pollution and improve air quality in the community and region.
Policy: The City shall support regional and state plans and programs to attain regional,
state, and federal standards for air quality.
Findings: The amendment is consistent with this policy as the Tigard 2035 Transportation Plan
incorporates regional and state policies, programs, and strategies aimed at meeting the federal
standards for air quality. This includes transportation demand management, transportation system
management,improving connectivity, reducing congestion,improving access to alternative modes
of transportation, and setting mode share targets.
Policy: The City shall cooperate with other public agencies to minimize localized
transportation impacts to air quality through intersection improvements, access
management, intelligent transportation systems, etc.
Findings: The amendment is consistent with this policy as the'Tigard 2035 Transportation System
Plan identifies various intersection improvements, access management strategies, and signal
tithing improvements that are intended to minimize local impacts to air quality. The amendment
also establishes a policy direction of cooperation in achieving the goal of minimizing impacts.
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Chapter 7: Hazards
Goal 7.2 Protect people and property from non-natural hazardous occurrences.
Policy: The City shall design, construct, and coordinate the surface transportation system
to reduce the potential for mass casualty accidents and to provide the ability to evacuate
when necessary.
Findings: The development of the Tigard 2035 Transportation System Plan used vehicle crash
data as a component of analyzing need for improvements. The result is intended to reduce the
incident of crashes in the planning area and eliminate the likelihood for mass casualty accidents.
Improved connectivity, a policy of the amendment, will provide better evacuation routes. The
amendment is consistent with the policy.
Chapter 8: Parks, Recreation,Trails, and Open Space
Goal 8.2 Create a Citywide network of interconnected on and off-road pedestrian and
bicycle trails.
Policy 1: The City shall create and interconnected regional and local system of on and off-
road trails and paths that link together neighborhoods, parks, open spaces, major urban
activity centers, and regional recreational opportunities utilizing both public property and
easements on private property.
Findings: The Tigard 2035 Transportation System Plan includes facility improvements, both on-
street and off-street, intended to provide improved connectivity for pedestrians and bicyclists.
The facilities would provide improved access to a variety of destinations within the planning area.
The amendment is consistent with this policy.
Chapter 9: Economic Development
Goal 9.1 Develop and maintain a strong, diversified, and sustainable local economy.
Policy 4: The City shall address the public facility needs of business and economic
development through identifying and programming needed public facilities and services
within the Public Facility and Community Investment Plans.
Findings: The amendment updates the Tigard Public Facility Plan to incorporate the Tigard 2035
Transportation System Plan. The amendment identifies and programs needed transportation
facilities within the community. The amendment is consistent with this policy.
Policy 9: The City shall strongly represent its interests at the regional, state, and federal
levels to acquire transportation funding, including truck and rail freight movement needed
STAFF COIv (MISSION
CPA 2008-00009 INTRODUCTION/GLOSSARY PAGE:9 0I7 19
to support existing business activity, attract new business, and improve general
transportation mobility throughout the community.
Fins: The amendment outlines the police of the City regarding transportation. Included is
direction to develop inter-agency coordination and seek funding sources for improving the multi-
modal transportation system of the community. The amendment is consistent with this policy.
Policy 10: The City shall strongly support, as essential to the region's economic future, the
development of efficient regional multi-modal transportation systems throughout the
Portland Metropolitan area.
F indin�4s: The amendment outlines the policy of the City regarding transportation. Included is
direction to plan, fund, and develop a multi-modal transportation system that meets the needs of
the community and region. The amendment is consistent with this policy.
Chapter 10: Housing
Goal 10.2 Maintain a high level of residential livability.
Policy 2: The City shall seek to provide multi-modal transportation access from residential
neighborhoods to transit stops, commercial services, employment, and other activity
centers.
Findings: The Tigard 2035 Transportation System Plan includes policy direction and facility
improvements, both on-street and off-street, intended to provide improved multi-modal access
from all areas of the community, including residential. The facilities would provide improved
access to a variety of destinations within the planning area. The amendment is consistent with this
policy.
Chapter 11: Public Facilities and Services
Goal 11.4 Maintain adequate public facilities and services to meet the health, safety,
education, and leisure needs of all Tigard residents.
Policy 3: The City shall coordinate the expansion and equitable, long-term funding of
public facilities and services with the overall growth of the community.
Findings: The Tigard 2035 Transportation System Plan uses projected population and
employment growth to analyze needed future facilities for the community. The projections are
based on current Comprehensive Plan designations and the community's supply of buildable
land. The future facilities are identified as being a near, mid, or long term need and projected
available funding is allocated to highest priority projects through the financially constrained
status. The amendment is consistent with this policy.
Chapter 12:Transportation
Findings: Current Comprehensive Plan Policies 12.1.1, 12.12, 12.1.3, 12.1.4, 12.1.5, 12.1.6,
12.1.7, 122.1, 12.2.2, 12.2.3, 12.2.4, 12.2.5, 12.2.6, 12.2.7, 122.8, 12.3.1, 12.3.2, 12.4.1, 12.5.1, and
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12.6.1 will be deleted and replaced in their entirety by amendment Goals 12.1, 122, 12.3, 12.4,
12.5, and 12.6 and their associated Policies (see Exhibit A). This update will ensure the City is in
compliance with applicable laws, rules, regulations, plans, and programs. This update will also
ensure continued compliance with Statewide Planning Goal 12 as the new goals and policies
reflect current community conditions and values. The new goals and policies have been
developed through a citizen involvement effort, reviewed by City staff, reviewed by affected
agencies, and reviewed by the Planning Commission at workshops on April 19, 2010; May 3,
2010;and May 17, 2010.
Chapter 13: Energy Conservation
Goal 13.1 Reduce energy consumption.
Policy 1: The City shall promote the reduction of energy consumption associated with
vehicle miles traveled through:
A. land use patterns that reduce dependency on the automobile;
B. public transit that is reliable, connected, and efficient; and
C. bicycle and pedestrian infrastructure that is safe and well connected.
Findings: The amendment outlines the policy of the City regarding transportation. Included is
direction to plan, fund, and develop a multi-modal transportation system that meets the needs of
the community and region. The Tigard 2035 Transportation System Plan includes facility
improvements, both on-street and off-street, intended to provide improved connectivity for
pedestrians and bicyclists. The facilities would provide improved access to a variety of
destinations within the planning area. The Tigard 2035 Transportation System Plan also includes
policy direction and facility improvements intended to provide improved public transit efficiency
and connectivity. The amendment is consistent with this policy.
Chapter 14: Urbanization
Goal 14.2 Implement the Tigard Urban Services Agreement through all reasonable and
necessary steps,including the appropriate annexation of unincorporated properties.
Policy 6: The City shall periodically update and/or amend its Public Facility Plan to ensure
the predictable and logical provision of urban services for areas anticipated to be within the
Tigard city limits.
Findings: The amendment updates the transportation section of the Public Facility Plan through
incorporating the 'Tigard 2035 Transportation System Plan. The Tigard 2035 Transportation
System Plan was an update to the currently adopted plan and ensures the most reliable, up-to-
date information, was being used to plan for the community's transportation needs into the
future. The Tigard 2035 Transportation System Plan also ensures compliance with Oregon
Administrative Rule 660-012, which governs transportation system development in the state and
requires conformance with the Regional Transportation Plan.
Special Planning Area: Downtown
Goal 15.4 Develop comprehensive street and circulation improvements for pedestrians,
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CPA 2008-000091NIRODUCTION/GLOSSARY PAG G:11 OF 19
automobiles,bicycles, and transit.
Policy 1: The downtown shall be served by a complete array of multi-modal transportation
services including auto, transit, bike, and pedestrian facilities.
Findings: The Tigard 2035 Transportation System Plan includes facility improvements intended
to improve the multi-modal system in the City, including the downtown area. Improved
connectivity for pedestrians and bicyclists, better vehicle access and circulation, and improved
transit amenities are included. The amendment is consistent with this policy.
Policy 2: The downtown shall be Tigard's primary transit center for rail and bus transit
service and supporting land uses.
Findings: The Tigard 2035 Transportation System Plan recognizes the importance of the Tigard
Transit Center to the downtown. It identifies amenity improvements to the existing Tigard
Transit Center to support transit riders and redevelopment opportunities in downtown. The
amendment is consistent with this policy.
Policy 4: Recognizing the critical transportation relationships between the downtown and
surrounding transportation system, especially bus and Commuter Rail, Highway 99W,
Highway 217 and Interstate 5, the City shall address the downtown's transportation needs
in its Transportation System Plan and identify relevant capital projects and transportation
management efforts.
Findings: The Tigard 2035 Transportation System Plan includes facility improvements intended
to improve the multi-modal system in the City, including the downtown area. Improved
connectivity for pedestrians and bicyclists, better vehicle access and circulation, and improved
transit amenities are included. The amendment is consistent with this policy.
CONCLUSION: Based on the analysis above, the Commission finds that the proposed
amendment satisfies the applicable policies contained in the City of Tigard Comprehensive Plan.
OREGON ADMINISTRATIVE RULE 660-012
Findings: The Land Conservation and Development Commission adopted Oregon
Administrative Rule 660-012 (Transportation Planning Rule) to implement Statewide Planning
Goal 12 and "to explain how local governments and state agencies responsible for transportation
planning demonstrate compliance with other statewide planning goals." Section 10 defines
transportation planning, while Section 15 describes planning role requirements under the
statewide planning goals. Section 16 describes coordination with federally required regional
transportations plans in metropolitan areas. The development of the Tigard 2035 Transportation
System Plan complied with the above sections through collaboration with the Oregon
Department of Transportation, the Oregon Department of Land Conservation and
Development, Metro, and Washington County to ensure consistency with associated
transportation plans required by the Transportation Planning Rule.
In addition, the Transportation Planning Rule contains elements listed as required in a
transportation system plan. These required elements are found in Sections 20, 25, 30, 35, 40, 50,
and 60. This staff report provides the findings of compliance with statewide planning goals as
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required by Section 25. The development of the Tigard 2035 Transportation System Plan
contains all of the other required elements. A determination of transportation needs was
undertaken, an evaluation and selection of transportation alternatives was conducted, a
transportation financing program is included, and the plan amendment process was followed.
The Department of Land Conservation and Development, who administers the Transportation
Planning Rule, submitted comments regarding compliance with the rule. These comments and
the actions the City took to maintain compliance can be found as Exhibit B to the staff report.
Section 45 of the Transportation Planning Rule requires amendment of land use regulations to
implement a transportation system plan. CPA2010-00001 does not include any land use
regulation amendments. The adoption of the Tigard 2035 Transportation System Plan is a
periodic review work task. The City will submit the adopted Plan for periodic review approval
and any required land use regulation amendments will be identified at that time and submitted for
legislative approval.
CONCLUSION: Based on the analysis above, the Commission finds that the proposed
amendment satisfies the requirements of Oregon Administrative Rule 660-012.
THE OREGON HIGHWAY PLAN
Findings: The Oregon Highway Plan (OIIP) delineates and expands all of the policies in the
Oregon Transportation Plan related to the highway system. The development of the Tigard 2035
Transportation System Plan complied with the OHP through collaboration with the Oregon
Department of Transportation, the Oregon Department of Land Conservation and
Development, Metro, and Washington County to ensure consistence with associated
transportation plans required by the Transportation Planning Rule. The City's transportation
policy is consistent with the policy direction of the OHP. As a result, the adoption of the Tigard
2035 Transportation System Plan and the amendment to the Tigard Comprehensive Plan is in
compliance with the OHP.
CONCLUSION: Based on the analysis above, the Commission finds that the proposed
amendment is in compliance with the Oregon Highway Plan.
THE METRO REGIONAL TRANSPORTATION PLAN
Findings: The development of the Tigard 2035 Transportation System Plan occurred at the same
time as the 2035 Regional Transportation Plan was being developed. City staff was closely
involved in discussions related to the 2035 Regional Transportation Plan. Metro, Oregon
Department of Transportation, Oregon Department of Land Conservation and Development,
and Washington County staff were all members of the Tigard 2035 Transportation System Plan
Technical Advisory Committee. They were provided the opportunity to review and comment on
all work leading up to the document proposed for adoption. The purpose of the collaboration
was to ensure consistency across jurisdictions' plans and compliance with federal, state, and
regional requirements.
The 2035 Regional Transportation Plan (RTP) and its implementing ordinance, the Regional
Transportation Functional Plan, set transportation policy for the region and identify measures
that local transportation system plans must implement for consistency. The RTP, as with local
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transportation plans, must meet the requirements of Oregon Administrative Rule 660-012
(Transportation Planning Rule).
3.08.010 Purpose of Regional Transportation Functional Plan
B. The RTFP is intended to be consistent with federal law that applies to Metro in its
role as a metropolitan planning organization, the Oregon Transportation Plan, and
Statewide Planning Goal 12 (Transportation) and its Transportation Planning Rule
(TPR). If a TSP is consistent with this RTFP, Metro shall deem it consistent with the
RTP.
This amendment (CPA2010-00001) adopts the Tigard 2035 Transportation System Plan, which
was completed following the rules outlined in the Transportation Planning Rule. The Department
of Land Conservation and Development, who administers the Transportation Planning Rule,
submitted comments regarding compliance with the rule. These comments and the actions the
City took to maintain compliance can be found as Exhibit B to the staff report. Metro did not
submit comments regarding consistency with the RTP. The amendment is consistent Metro's
Regional Transportation Plan.
CONCLUSION: Based on the analysis above, the Commission finds that the proposed
amendment is consistent with the Metro Regional Transportation Plan.
THE STATEWIDE PLANNING GOALS AND GUIDELINES ADOPTED UNDER
OREGON REVISED STATUTES CHAPTER 197
Statewide Planning Goal l—Citizen Involvement.-
This goal outlines the citizen involvement requirement for adoption of Comprehensive
Plans and changes to the Comprehensive Plan and implementing documents.
Findings: This goal was met through an extensive public involvement process. A Public
Involvement Program for the update of the Tigard Transportation System Plan was developed in
April 2009. This Program was reviewed and endorsed by the Committee for Citizen Involvement
and the Planning Commission. The Program outlined the information, outreach methods, and
involvement opportunities available to the citizens during the process.
Information was distributed throughout the process via the project website, an interested party,
listserv, Cityscape articles, press releases, articles in the local paper, two public forums, and a
project open house. Outreach methods also included presentations to a number of civic
organizations in the community, personal emails sent to groups and organizations, updates to City
boards and commissions,and staff attendance at community events to pass out information.
Involvement opportunities included two public forums and an open house, participation on a
citizen advisory committee, and submitting written comments via the website. Additionally, the
interested party listsenv was provided notice of all meetings held regarding the Comprehensive Plan
Update.
As part of the Comprehensive Plan Amendment process, public notice of this Planning
Commission public hearing was sent to the interested parties list and published in the June 3, 2010
issue of The Times (in accordance with Tigard Development Code Chapter 18.390). Notice will be
published again prior to the City Council public hearing. The notice invited public input and
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CI?A 2008-00009 INTRODUCTION/GLOSSARY PAGE 140119
included the phone number of a contact person to answer questions. The notice also included the
address of the City's webpage where the entire draft of the text changes could be viewed.
Statewide Planning Goal —Land Use Planning.
This goal outlines the land use planning process and policy framework. The
Comprehensive Plan was acknowledged by DLCD as being consistent with the statewide
planning goals.
Findings: The amendment to the Tigard Comprehensive Plan is being undertaken to update the
City's acknowledged Comprehensive Plan in a manner consistent with current conditions and
citizen values. The amendment to the Tigard Comprehensive Plan is being processed as a Type
IV procedure, which requires any applicable statewide planning goals, federal or state statutes or
regulations, Metro regulations, comprehensive plan policies, and City's implementing ordinances,
be addressed as part of the decision-making process. The amendment is included as a periodic
review work program task. The City of Tigard was notified of commencement of periodic review
in May 2008 and had its work program approved in April 2010. All noticing requirements have
been met. All applicable review criteria have been addressed within this staff report; therefore,
the requirements of Goal 2 have been met.
Statewide Planning Goal —Natural Resources
This goal requires the inventory and protection of natural resources, open spaces, historic
areas and sites.
Findings: The City is currently in compliance with the State's Goal 5 program and Metro's Title
13: Nature in Neighborhoods program,which implements Goal 5. The amendment does not alter
the City's acknowledged Goal 5 inventories or land use programs. No changes will occur to
current natural resource protections. As a result, the amendment to the "Tigard Comprehensive
Plan is in compliance with Goal 5 process requirements.
Statewide Planning Goal 6.•Air, Water, and Land Resources Quality
To maintain and improve the quality of the air,water, and land resources of the state.
Findings: The City is currently in compliance with Metro's Title 3: Nater Quality and Flood
Management program which implements Goal 6. The amendment does not alter the City's
acknowledged land use programs regarding water quality and flood management protections. The
City is included in the Portland Area Airshed, which is in compliance with Federal Clean Air Act
regulations. The Tigard 2035 Transportation System Plan was developed following the rules and
guidance found in Oregon Revised Statute 660-012 and the Metro Regional Transportation Plan.
Both outline strategies for decreasing vehicle miles traveled and single-occupancy vehicle trips,
which are intended to help improve air quality in the Portland Area Airshed. As a result, the
amendment to the Tigard Comprehensive Plan is in compliance with Goal 6.
Statewide Planning Goal 7—Areas Subject to Natural Hazards
To protect people and property from natural hazards.
Findings: The City is currently in compliance with Metro's Tide 3: Water Quality and Flood
Management program which implements Goal 7. The amendment does not alter the City's
acknowledged land use programs regarding water quality and flood management protections. The
STr\I�I�ItGPOR'1"CO'fl tE'PLANNING COMMIT SIGN
CPA 2008-00009 IN'I'RODUC'I'ION/GLOSSt1RY PAGF'15 017 19
City is currently a participant in the National Flood Insurance Program administered by the
Federal Emergency Management Agency. The amendment does not alter the City's participation.
As a result, the amendment to the Tigard Comprehensive Plan is in compliance with Goal 7.
Statewide Planning Goal 8—Recreational Needs
This goal requires the satisfaction of the recreational needs of the citizens of the state and
visitors and, where appropriate, to provide for the siting of necessary recreational
facilities including destination resorts.
Findings: The Tigard 2035 Transportation System Plan includes facility improvements, both on-
street and off-street, intended to provide improved connectivity for pedestrians and bicyclists.
These anticipated improvements were taken from the City's adopted Park System Master Plan
and would provide improved access to a variety of destinations within the planning area. The
amendment is consistent with this goal.
Statewide Planning Goal 9:Economic Development
To provide adequate opportunities throughout the state for a variety of economic
activities vital to the health,welfare, and prosperity of Oregon's citizens.
Findings: The City is currently in compliance with Goal 9 and Metro's Title 1: Requirements for
Housing and Employment Accommodation and Title 4: Industrial and Other Ii7mployment
Areas. The adoption of the Tigard 2035 Transportation System does not alter the City's
compliance with Goal 9. The amendment.seeks to provide a multi-modal transportation system
to meet the needs of the community into the future,including accommodating economic growth.
The amendment is consistent Nvith this goal.
Statewide Planning Goal 10.Housing
To provide adequate housing for the needs of the community, region and state.
Findings: The City is currently in compliance with Goal 10 and the Metropolitan Housing Rule
(OAR 660-007/Division 7) and Metro's Title 1: Requirements for Housing and Employment
Accommodation and Title 7: Affordable Housing. The adoption of the Tigard 2035
Transportation System does not alter the City's compliance with Goal 10. The amendment seeks
to provide a multi-modal transportation system to meet the needs of the community into the
future,including accommodating its housing needs. The amendment is consistent with this goal.
Statewide Planning Goal 11:Public Facilities and Services
To plan and develop a timely, orderly and efficient arrangement of public facilities and
services to serve as a framework for urban and rural development.
Findings: The City is currently in compliance with Goal 11 through its acknowledged
Comprehensive Plan. This includes an adopted Public Facility Plan as required by Oregon
Revised Statute 197.712 and Oregon Administrative Rule 660-011. The amendment will update
the transportation component of the Public Facility Plan as allowed by Oregon Administrative
Rule 660-012-0000(4). As a result, the amendment to the Tigard Comprehensive Plan is in
compliance with Goal 11.
Statewide Planning Goal 12. Transportation
To provide and encourage a safe, convenient, and economic transportation system.
STAFF REPOR"fTO TFI E PLANNING COINI M I SSION
CPTV 2008-00009 INTRODUCTION/GLOSSARY PAGE 16 OF 19
Finings: The City is currently in compliance with Goal 12 and Metro's Regional Transportation
Plan through its acknowledged Comprehensive Plan and Transportation System Plan as required
by Oregon Administrative Rule 660-012 (Transportation Planning Rule). The amendment adopts
the Tigard 2035 Transportation System Plan,which was completed following the rules outlined in
the Transportation Planning Rule. The Department of Land Conservation and Development,
who administers the Transportation Planning Rule, submitted comments regarding compliance
with the rule. These comments and the actions the City took to maintain compliance can be
found as Exhibit B to the staff report. The amendment will update the transportation
component of the Public Facility Plan as allowed by Oregon Administrative Rule 660-012-
0000(4). As a result, the adoption of the Tigard 2035 Transportation System Plan and the
amendment to the Tigard Comprehensive Plan is in compliance with Goal 12.
Statewide Planning Goal 13.Energy Conservation
Land and uses developed on the land shall be managed and controlled so as to maximize
the conservation of all forms of energy, based on sound economic principles.
Findings: The City is currently in compliance with Goal 13 through its acknowledged
Comprehensive Plan. The adoption of the 'Tigard 2035 Transportation System Plan does not alter
the City's compliance with Goal 13. The amendment outlines the policy of the City regarding
transportation, including strategies to reduce vehicle miles traveled and single occupancy vehicle
trips. Included is direction to plan, fund, and develop a multi-modal transportation system that
meets the needs of the community and region. The Tigard 2035 Transportation System Plan
includes facility improvements, both on-street and off-street, intended to provide improved
connectivity for pedestrians and bicyclists. The facilities would provide improved access to a
variety of destinations within the planning area. The Tigard 2035 Transportation System Plan also
includes policy direction and facility improvements intended to provide improved public transit
efficiency and connectivity. All of these improvements and strategies are intended to reduce
energy consumption associated with the transportation system.The amendment is consistent with
this goal.
Statewide Planning Goal 14.• Urbanization
To provide for an orderly and efficient transition form rural to urban land use, to
accommodate urban population and urban employment inside urban growth boundaries,
to ensure efficient use of land, and to provide for livable communities.
Findings: The City is currently in compliance with Goal 14 and Metro's Title 11: Planning for
Nan Areas through its acknowledged Comprehensive Plan and land use regulations. The
City also has a signed Urban Planning Area Agreement and Urban Services Agreement as
required by ORS 195.065 and ORS 197. The adoption of the Tigard 2035 Transportation System
Plan does not alter the City's compliance with Goal 14. The amendment updates the
transportation section of the Public Facility Plan through incorporating the Tigard 2035
Transportation System Plan. The Tigard 2035 Transportation System Plan ensures compliance
with Oregon Administrative Rule 660-012, which governs transportation system development in
the state and requires conformance with the Regional Transportation Plan. The amendment is
consistent with this goal.
CONCLUSION: Based on the analysis above, the Commission finds that the proposed
amendment is consistent with the applicable Statewide Planning Goals.
STA F]�RI3P0RT T0T1-IF1'LANN INC;COMh1ISSIUN
CPA 2008-00009 INTRODUCTION/GLOSSARY PAGE 17 OF 19
SECTION VI. ADDITIONAL CITY STAFF COMMENTS
The City of Tigard's Current Planning Division, Administrative Department, Public
Works Department, and Police Department has had an opportunity to review this proposal
and have no objections.
CONCLUSION: Based on no comment from City staff, staff finds the proposed amendment
does not interfere with the best interests of the City.
SECTION VII. OUTSIDE AGENCY COMMENTS
The following agencies/jurisdictions had an opportunity to review this proposal and did not
respond:
Beaverton School District
City of Durham
City of King City
City of Lake Oswego
City of Portland
Clean Water Services
Metro Land Use and Planning
Oregon Department of Transportation, Region 1
Oregon Department of Transportation, Region 1, District 2A
Tigard-Tualatin School District
Tualatin Hill Parks and Recreation District
Tualatin Valley Fire & Rescue
Tri-Met Transit District
The City of Beaverton had an opportunity to review this proposal and has no objections.
The City of Tualatin had an opportunity to review this proposal and has no objections.
Washington County, Department of Land Use and Transportation had an opportunity to
review this proposal and has no objections.
Tualatin Valley Water District had an opportunity to review this proposal and has no objections.
Oregon Department of Land Conservation and Development had an opportunity to review
this proposal and submitted comments that can be found as Exhibit B.
CONCLUSION: Based on responses from outside agencies listed above, the Commission finds
the proposed amendment meets all requirements of these agencies and is consistent with the best
interests of the City.
SECTION VIII. CONCLUSION
The proposed changes comply with the applicable Statewide Planning Goals, applicable regional,
state and federal regulations, the Tigard Comprehensive Plan, and applicable provisions of the
City's implementing ordinances.
STAFF R13110RT'TO TI-IE'PLANNING COMMISSION
CPA 2008-00009 INTRODUCTION/GLOSSARY PAGI' 180F,'19
ATTACHMENT:
EXHIBIT A: PROPOSED AMENDMENT TO THE TIGARD COMPREHENSIVE
PLAN.
EXHIBIT B: OREGON DEPARTMENT OF LAND CONSERVATION AND
DEVELOPMENT COMMENTS.
EXHIBIT C: PLANNING COMMISSION AND CITY COUNCIL
COMMENTS/CHANGES MATRIX.
EXHIBIT It: CITIZEN COMMENT MATRIX.
�1. Tune 14, 2010
PREPARED BY: Darren Wyss DATE
Senior Planner
June 14, 2010
APPROVED BY: Susan Hartnett DATE
Assistant Community Development Director
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S"1'Al l 12I3POR"f"1'O T'1 Il?PLANNING COMMISSION
CPA 2008-00009 IN'1'ROI)UC"1'TON/GI..OSSARY PAGF"19 OF 19
Exhibit B
To: Matt Crall and Anne Debbaut, Department of Land Conservation and Development.
From: Judith Gray, Senior Transportation Planner, City of Tigard
Subject: Tigard TSP Update— Response to Compliance Recommendations
Date: June 3, 2010
CC: Darren Wyss, Senior Planner, City of Tigard
Thank you for taking the time to provide thoughtful comments to the City of Tigard Draft
Transportation System Plan (TSP) Update,as provided in your memorandum dated May
24, 2010 and for coming to our office to discuss these issues.We also appreciate the time
and effort that you and other agency representatives gave as members of the Technical
Advisory Committee (TAC) for the TSP.
Throughout the development of the Tigard TSP, Metro has been updating the Regional
Transportation Plan (RTP),including the Regional Transportation Functional Plan (RTFP).
There have been challenges associated with updating the City's TSP concurrent with
Metro's update of the RTP. However,through the involvement of the Metro and ODOT TAC
representatives and our on-going participation in the RTP Update process, it has been our
intent to prepare a TSP Update that meets Transportation Planning Rule (TPR)
requirements through compliance with the RTP Update.
The Metro representative on the TAC has expressed confidence that the Tigard TSP Update
is in compliance with the RTP Update and, in fact,that he intends to use it as a model for
TSP updates in other communities. However, if there are differences of opinion or
interpretation regarding the RTP requirements,we hope this will provide an opportunity
for a discussion with DLCD and Metro to ensure a common understanding and purpose in
future TSP updates.
The remainder of this memorandum identifies/summarizes the Compliance
Recommendations in your May 24 memorandum, along with our initial Finding in
response. In addition, for each item there is an identified Resolution,which is the outcome
of the follow-up meeting held on June 3, 2010 at the City of Tigard office.
Draft response to DLCD Comments on Tigard TSP Update
2. Compliance Recommendation: Transportation Disadvantaged
TPR 0030(1)(b) requires identifying the "needs of the transportation disadvantaged" and
TPR 0020(2)(c)(A) requires information that"describes public transportation services for
the transportation disadvantaged and identifies service inadequacies". The term
'transportation disadvantaged' is defined in Statewide Planning Goal 12 as,"individuals
Exhibit B
who have difficulty in obtaining transportation because of their age, income, physical or
mental disability."
The draft TSP has much of the background information that would help identify
transportation disadvantaged populations. The draft does not, however,use the data to
draw conclusions about transportation needs or service inadequacies for people who are
transportation disadvantaged.
Finding: Page 43 (version 2) includes a description of the Socioeconomic
Conditions and identifies the gap in transit service on Hall Boulevard between 99W
and Locust. It states that pedestrian and bus stop amenities in this vicinity should be
considered priorities to improve transit access to low income neighborhoods.
Table 4-2 of the TSP shows the criteria that were used to evaluate potential
transportation improvements,including Environmental Justice impacts.
The Transportation Solutions Analysis memo (included in Volume 3) includes the
evaluation of individual significant projects. See Projects 11, 26, 21, 29, 41-44, 45.
Resolution: A policy statement will be added under Goal 3. This policy will be
policy 4, directly following the policy regarding ADA standards.
"The City shall support and prioritize bicycle,pedestrian,and transit improvements
for transportation disadvantaged populations who may be dependent on travel
modes other than private automobile."
4. Compliance Recommendation: Parking Planning
The current Tigard TSP (adopted in 2002) states that Tigard amended the parking
requirements in Development Code 18.765 to comply with Title 12 (thus meeting TPR
0020(2)(g)).The draft TSP should include analysis to determine whether Tigard is still in
compliance with the parking provisions of Title 12,and if not what steps the city should
take.
Finding: The Development Code parking requirements are in compliance with
Metro's ratios. Page 70 of the TSP includes the following statements under the
subsection header"Accessory Parking."
New land uses are required to provide on-site parking to accommodate their own
parking demand in order to protect surrounding land uses from overflow parking
impacts. The amount of parking required is expressed in the form of parking ratios in
the development code (see 18.765 of the Development Code). The Tigard parking ratios
incorporate minimum and maximum ratios, consistent with the requirements of the
2040 Growth Management Functional Plan.
The Draft RTFP Update includes a new Title 4 related to Parking. It is moved from
the earlier Functional Plan,with some changes. Most of the requirements could be
addressed through the general update of the code (e.g., shared parking,variances,
etc.).
Exhibit B
It allows that parking plans are required for designated Centers and Station
Communities can be done separately from the TSP.
• We are just kicking off a parking plan in downtown, funded by Metro.
• The WSRC Master Plan (adopted in 2000) already includes a parking
element.
• TGM funding for HCT Land Use Planning will identify potential station
communities that may then trigger additional parking plans.
• We don't have plans to develop a parking plan for the Pacific Highway 99W
Corridor. However, most of it would be addressed through the code updates
or the station area planning.
Resolution: No changes needed in the TSP. Periodic Review will require parking
management plans for designated centers and corridors; these must meet
requirements of the RTP Update.
5. Compliance Recommendation. Mode Targets
Summary:There are several factual observations about the treatment of mode splits in the
draft TSP. However,the conclusion that"it does not appear that the draft TSP would
achieve much improvement in mode share," is in direct contrast to one of the overriding
goals of the TSP.
Finding: One of the reasons that the TSP differs from the RTP language is a concern
that the RTP may not allow for enough progress. For example,the RTP only requires
a target for"non-drive alone"travel. On that basis, a 2-person carpool is treated the
same as a walk,bike,or transit trip.At the same time, Metro has changed the way
that carpools are modeling; they now include vehicles with a parent and a child. I
believe Metro intends to update their modeling and possibly the definitions,but it
hadn't done so at the time that we were doing our TSP.
As you noted,the Draft TSP (Table 3-1) indicates only limited improvement in mode
shares over the planning horizon.These were obtained from the metro travel
demand model and are outputs of the assumptions of several factors,including
parking pricing,transit availability, and connectivity.As stated on page 31,this
reflects minimal changes in those factors.While it is assumed that parking would be
priced in designated centers under 2035 conditions,the modeled prices for long-
term parking in 2035 is less than $1 and transit service is assumed to be basically
unchanged (the planned high capacity transit service is not included).
Metro targets allow that 45 to 55% of trips could be SOV in designated centers. Our
TSP is more ambitious regarding the shift in mode away from SOV.We also felt that
distinguishing walk,bike,and transit trips lays the groundwork for targeting
specific modal improvements.
As you noted,we identified the need to update/refine the Mode Split Estimates
because of the limitations of the model as well as our interest in determining
Exhibit B
opportunities to focus on specific modes. Because of these limitations,we have titled
our targets as "Aspiration Mode Shares"and the non-auto mode shares are referred
to as "illustrative."We feel it would be appropriate to remove these qualifiers after
Metro updates their mode split targets and associated modeling to ensure that the
City's targets reflect the most up-to-date baseline.
The draft 2035 RTFP Update (3.08.230.E) allows that cities can "demonstrate
progress toward achievement of the performance targets in Table 3.08-1 by
adopting the following:
1. Parking minimum and maximum ratios in centers and station communities.
2. Design for street,transit,bicycle,freight and pedestrian systems consistent with
Title 1.
3. TSMO Projects and strategies consistent with Section 3.08.160.
4. Land use actions pursuant to OAR 660-12-0035 (2).
While it is desirable to conduct and monitor mode splits, it is my hope that we will
be able to demonstrate compliance based on the above measures from the RTFP.
Resolution: The mode share targets on page 71, currently referred to as
"aspiration"targets,will be referred to simply as "targets." It is recognized that the
word "target" implies aspiration, but that using the word "aspiration" may appear to
create a lesser commitment or priority.
6. Compliance Recommendation: Performance Standards.
We recommend that the TSP clearly establish performance standards and that these
standards include measures of connectivity, pedestrian accessibility, bicycle network
completeness and overall safety. If the performance standards also include intersection
delay or motor vehicle congestion,we would recommend that different standards be
adopted for different areas. In some places (e.g. downtown,the Washington Square
regional center and the Tigard triangle) it would be appropriate to tolerate higher levels of
congestion (or perhaps waive congestion standards altogether) on city streets,which
would facilitate more intense development in the appropriate location.
Finding: As you note,the most common performance measures (other than mode
splits) relate to intersection operations and traffic congestion.The TSP identifies the
locations where intersection operating standards can be found for State and County
roads.The city does not have adopted standards for intersections; we specifically
determined not to develop such standards at this time, but left the language in the
TSP that points to where such standards will be located if they are adopted.
We are fully supportive of exploring the new MMLOS procedures in the latest
Highway Capacity Manual (HCM). Staff is familiar with and excited about this
methodology.While the methodology has been vetted through the NCHRP process,
it is still a new procedure that has not been thoroughly tested anywhere. For this
reason,we feel that it should be pursued as a pilot or demonstration project,
Exhibit B
preferably conducted multiple locations. I have approached Metro (informally so
far) about taking the lead on such an effort. I feel that it should be a federally funded,
regional study to examine the implications of the MMLOS rankings.
At the RTP Working Group meetings,there was concern expressed about the
specific performance measures, including connectivity,accessibility,and safety.
Among the reasons are the absence of standard measures for such standards and
the demand on resources for such evaluations. The latest Draft RTP (3.08.230.E)
allows that cities can demonstrate compliance through the Parking, Design,TSMO,
and Land Use actions listed above.
Resolution: Development and clarification of performance standards,especially for
use in evaluating development or land use proposals,will be completed as a part of
Periodic Review.
9. Compliance Recommendation: Street Standards
The TPR requirements related to street standards are found in section 0045(7):
"Local governments shall establish standards for local streets and accessways that
minimize pavement width and total right-of-way consistent with the operational needs of
the facility.The intent of this requirement is that local governments consider and reduce
excessive standards for local streets and accessways in order to reduce the cost of
construction,provide for more efficient use of urban land, provide for emergency vehicle
access while discouraging inappropriate traffic volumes and speeds, and which
accommodate convenient pedestrian and bicycle circulation."
Given that the TSP near the end of the process,and that reviewing street standards has not
yet started,it may make sense to adopt a TSP while deferring the street standards to a
subsequent process within PR. Under that approach, the TSP would need to be clear about
the need for review,the general nature of any needed revisions already identified,and the
time-frame for completing the revised street standards.
Finding:As you note,the City's intent is to follow up the TSP Update with a review
of the street standards. Some of the specific objectives for street design are
identified on page 65 of the TSP Update.The overall review of the street standards
is a high priority for staff as a follow on task to the TSP.
Resolution: Development and clarification of street design standards will be
completed as a part of Periodic Review.
10. Compliance Recommendation: Implementation Measures
TPR 0045 requires that, "Each local government shall amend its land use regulations to
implement the TSP."This requirement was included in the description of Tigard's PR work
program task#5 as, "conforming Plan / code text amendments."
The draft TSP includes "Technical Memorandum 6.2 — Draft Implementation Measures",
which identifies several areas in which additional work is needed to address requirements
Exhibit B
of the TPR.The memo does not include proposed code language, so we are not able to
reach a final conclusion on the issues raised. In general we agree that the items identified in
the memo need to be addressed to comply with the TPR.
We anticipate that partial approval of the TSP will list this project to adopt implementing
code amendments as one of the items that must be completed under PR.
Finding:As you note,the City's intent is to follow up the TSP Update with a review
of the suggested code changes, development of new code language,and adoption of
that language as part of an update package to ensure the City is in compliance with
the RTP and the TPR.
Resolution: The City will complete this task as part of Periodic Review.
Comments/Changes to the TSP Update, Version 2 Exhibit C
Page/ Change Source Status
Location
General Identify backage roads in Council Incorporated in discussion of circulation (p. 67)
connectivity discussion meeting: "The roadway capacity limitations in Tigard are perhaps most pronounced for
Consultant travel demand from northeast to southwest, especially along Pacific Highway.
presentation Opportunities to provide new connections are severely constrained by Highway
217, 1-5,the WES commuter/freight rail line, and natural features such as Fanno
Creek and Bull Mountain.With only a limited number of east-west through routes,
there is considerable demand placed on a few roadways.Adding capacity to Pacific
Highway is not desired because of the significant impacts to the community in
terms of added through traffic, impacts to adjacent properties, and the greater
physical barrier through the City. As such, a higher priority is placed on providing
new connections that can work in concert with the principal and major arterial
system."
General Add bicycle system plan Council Recommendation for pedestrian system plan text added on p. 78.
and pedestrian system meeting: Recommendation for bicycle system plan text added on p. 82.
plan Consultant Both plans added to Table 5-4
presentation
General Add glossary of acronyms PC Work Glossary created, Section 8.
Session 1
Intro Clarify plan organization PC Work Clarified text description layout, p. 19
session 1
Goals& Change "Strategies"to PC Work Incorporated change
Policies "Action Measures"to be session 1
(G&P) consistent with Comp Plan
G&P, Goal Add policy statement PC Work Modified Policy 5.
2 specific to freight session 1 5. The City shall cooperate with the railroads in facilitating and preserving rail
freight service to existing and future
businesses that depend on railroad service.
Added Policy
Comments/Changes to the TSP Update, Version 2 Exhibit C
8. The City recognizes freight movement as being a priority of the transportation
system.
G&P Goal 3 Remove the word PC Work Policy 2 was modified to indicate "High Capacity Transit An the Pae-if:,.LJ:,.L.way
"corridor" session 1 99` ef serving the city of Tigard."
G&P, Goal Need to elevate funding PC Work Goal 6 was added.
6(new) policy, especially in session 1
balance with capital Goal 6—Transportation Funding
investments. Fund an equitable, balanced, and sustainable transportation system that
Possibly a new Goal. promotes the well-being of the community.
Policies
1. The City shall make street maintenance a funding priority.
2. The City shall seek to invest in capital projects that leverage other
infrastructure investments.
3. The City shall seek opportunities for transportation investments that support
transportation goals of efficiency, multi-modal access, and safety.
G&P, Goal Suggestion of new policy PC Work Goal 6.3 amended as follows:The City shall seek opportunities for transportation
6 in Goal 6 to address Session 2 investments that support transportation goals of efficiency, multi-modal access,
connectivity. and safety.
Section 4; Growth forecasts don't Council Modified figures to illustrate growth aspirations in Downtown.Added the
Figures 4- reflect local plans for meeting: following text:
3,4-4 downtown growth. Consultant
presentation; Growth Assumptions for Downtown—Modeling Implications
PC Work The City of Tigard plans for increased residential and commercial density in
Session 2 Downtown Tigard, as reflected in Figures 4-3 and 4-4.These planned changes in
downtown, along with the City's land use strategy to increase mixed-use
development, are intended to mitigate the strain on the east-west roadways by
shortening home-to-work trips,supporting transit service, and making walk/bike
trips more viable for work, shopping, and other activities.
The City's aspirations for growth have not yet been incorporated into the Metro
travel demand model.As a result,the 2035 model forecast underestimates the
travel demand to and from downtown. While this is a meaningful disparity, it was
Comments/Changes to the TSP Update, Version 2 Exhibit C
determined that the potential negative impacts of this disparity are lessened by
the following considerations:
• The intent of the higher density, mixed use development is to
accommodate a higher proportion of travel demand by non-automobile
travel modes;
• The most critical need for a higher density downtown will be the provision
of multiple access points and an efficient overall circulation pattern; and,
• The current planning process for downtown includes a grid of two-lane
streets to create and preserve a safe, efficient and pedestrian-friendly
circulation system. Larger street cross sections would conflict with these
objectives, even if travel demand modeling indicated a desire for more
automobile capacity.
• The arterial streets providing access to Downtown (Pacific Highway, Hall
Boulevard, Greenburg Road) are already planned for their maximum
roadway width of five lanes. The City does not intend to increase the
roadway footprints. If the downtown growth requires specific capacity
improvements at critical intersections, those could be developed and are
not dependent on inclusion in the TSP.
Given these considerations,emphasis was placed on ensuring efficient access and
connectivity for downtown, as well as planning for improved pedestrian, bicycle,
and transit access.
Section 5, 6 Clarify near-term, mid- Council Page 86.
term, long-term timelines; meeting: The planned transportation projects have been divided into three categories:
remove reference to 1-5 Consultant Near-Term; Mid-Term; and Long-Term.These divisions were made primarily to
years. presentation; reflect the estimated timing of the actual need as well as availability of project
PC Work funding.
Session 2
Near-Term Projects
These improvements are warranted under existing conditions or are expected to
Comments/Changes to the TSP Update, Version 2 Exhibit C
be warranted within a relatively short time frame. These improvements should be
constructed as opportunities and resources allow and could be considered as
potential conditions of approval for new development.
Mid-Term Projects
These improvements are expected to be warranted within the 20-year planning
horizon and should be constructed as opportunities allow; some may be conditions
of approval for new development.
Long-Term Projects
These projects will be needed to accommodate anticipated long-term growth.
Other projects that may be warranted sooner than the 25-year planning horizon
are included as long-term because the costs are significant and a long-term
funding horizon is more realistic. If development occurs along the frontage of
these improvements, right-of-way dedications for the ultimate improvement
should be obtained; however, physical improvements including travel lanes and
pedestrian and bicycle facilities should be constructed if serving a site access or
system connectivity function.
Section 4 References to figures 4.1 PC Work Correction made
and 4.2 are stilled labeled Session 1
as 3.1 and 3.2
Section 5 Nimbus road extension: If Councilor Not constructible (within reasonable cost);would be redundant with WSRC
it is removed, can there be Buehner Crossing. Though alternative auto access from Nimbus is ideal,the Nimbus
another connection to comment properties are not landlocked;there is good internal circulation within the
Cascade from Nimbus? business park and in case of emergency,there is pedestrian access to Scholls Ferry
Road.
Section 5, 6 Clarify purposes of project PC Work Added:The projects summarized in Table 5-6 were identified to address existing or
lists in Tables 5-6 and 6-4. Session 3 forecast needs and deficiencies. It is not expected that all will be constructed due
to limited funding for transportation investments. Major roadway projects will also
require additional engineering evaluation for cost, environmental impacts, and
other constructability issues. Further, projects identified to address forecast
deficiencies will need to be reevaluated to determine whether anticipated growth
and associated transportation needs have been realized.
Comments/Changes to the TSP Update, Version 2 Exhibit C
In order to better reflect anticipated funding resources, a subset of the identified
projects has been included in the "financially constrained" project list in the
Regional Transportation Plan (RTP) Update.The financially constrained project list
includes those considered "reasonably likely"to be constructed based on all
anticipated transportation revenue sources.The projects that are included in the
RTP Update are indicated in Table 5-6. Many of these projects are under
jurisdiction of other agencies.The local projects on the financially constrained list
were selected to achieve the highest return on investment,to achieve City of
Tigard goals and priorities, and to address significant congestion and/or safety
issues.
Chap 5, 6 Integrate Financially PC Work Changed as noted; added description of financially constrained to Section 5.
constrained projects Session 3 Removed from Section 6.
(Table 6-4) into Table 5-6.
Remove from Section 6.
Table 5-6 Divide project#48 to two PC Work Changed as noted.
segments:#48a (116th to Session 3
Tiedeman) and#48b
(Tiedeman to Pacific Hwy)
Table 6-4 Add project 18 and 52 to PC Work Changed as noted in Table 5-6.
Financially Constrained list Session 3
Glossary Add TSMO,WSRC to PC Work Changed as suggested
glossary Session 2
Exhibit D
The following comments to the TSP were provided outside of the formal public involvement activities. Because they were
received after the third Planning Commission Workshop, it was not possible for Planning Commission to consider and respond
to these comments in the TSP Version being considered at the June 21 Public Hearing.
Date Source Contact type Contact Information Comment
June 5, Ben Westfall Email to Mayor BENWESTFALL@GMAIL.COM (Partial) Opposed to Ash extension impacts on
2010 Dirksen neighborhoods; Feels it is inconsistent with the Tigard
Downtown Improvement Plan
June 7, Mrs. Phone call(Sean) -- Opposed to Ash Extension into the neighborhood. Concerned
2010 Honeyman about a "freeway"through the neighborhood;that it will ruin
the neighborhood.
June 9, Bonnie Phone call 503-639-8246 Opposed to Ash extension impacts on neighborhoods;
2010 Peterson (Judith) potential flooding from Fanno Creek impacts
June 10, John Frewing Email to staff ifrewing(ateleport.com, The Tigard TSP 2010 should not include a planned extension
2010 503-245-5760 of Walnut, crossing Fanno Creek to connect to Ash. I offer
the following reasons:
a.This is a very large, intrusive and expensive project that
Tigard does not really'need'. As I saw some similar plans
characterized recently,this is 'a big idea that(needs to) hit
reality.' The Planning Commission should consider the
distinction between what the city'wants'versus what the city
'needs'and hew to the latter. It is the inclusion of projects
like this which make people like me think that our city is not
sustainable.
b. This project would remove park area from Fanno Creek
Park. Tigard already is shy of park areas, and the addition of a
collector across the park makes that situation more severe.
c. This project creates another crossing of Fanno Creek, one
of the important natural features of Tigard. Despite
mitigation efforts,there is likely to be some impact on the
Exhibit D
stream and its riparian areas, even if only the proximity of
more people to the stream.
d. This project would draw people away from Main Street,
for which the city has made extensive renovation plans as the
focus of downtown Tigard.
e. On earlier versions of the TSP 2010, when questioned
about this proposed project,staff has told me that this
project'is just on the map because it was on the old map' and
that there would be no intent to carry this project to the new
TSP simply because of this historic planning.
f. This project would significantly disrupt an existing high
density neighborhood of residences west of Fanno Creek.
This neighborhood has in the past opposed the extension of
Walnut across Fanno Creek to Ash, and its opposition should
be respected.
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