City Council Packet - 09/18/1978 l
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TIGARD CITY COUNCIL co
STUDY SESSION MEETING
SEPTEMBER 18, 1978, 7:30 P.M.
FOWLER JUNIOR HIGH SCHOOL
LECTURE ROOM
AGENDA:
1. ROLL CALL
2. T.S.M. Project - O.D.O.T. presentation of recommendations.
3. Garbage Franchise Ordinance Revision - Legal Counsel
4. Community Services & Transporation Plan - Planning Director
5. Main Street Railroad Crossing Report - City Administrator
6. Chamber of Commerce Letter of 8r-10-78 - Requested by Council
7. Traffic Control Ordinance Revision - Main Street Parking - City Administrator
8. Correspondence from City of Beaverton regarding Ballot Measure X66 - Mayor Bishop
9. Engineering Agreement for Varns Street L.I.D. - City Administrator
10. Washington County Correspondence Regarding Durham Pits Public Hearing - City Admin.
11. Other
12. Adjournment
TIGARD CITY COUNCIL
STUDY SESSION MINUTES, SEPTEMBER 18, 1978, 7:30 P.M.
1. ROLL CALL: Present: Mayor Wilbur A. Bishop; Councilmen John E. Cook, Alan
W. Mickelson, Kenneth W. Scheckla; Chief of Police, Robert B.
Adams; Legal Counsel, Joe D. Bailey; City Administrator, Raeldon
R. Barker; Administrative Aide, Aldie Howard; Planning Director,
Kenneth L. Weaver; Administrative Secretary - Recorder Pro Tem,
Loreen Wilson.
2. T.S.M. Project - O.D.O.T. presentation of recommendations.
(a) Jim McClure, Project Development Engineer for O.D.O.T. and Ron Kleinschmit
and Tom Schwab presented the Technical Advisory Committee's proposals for
the Pacific Highway Improvement Project.
Mr. McClure noted that the purpose of a T.S.M. Project is to improve the
flow, not increase the traffic flow on Pacific Highway. This is proposed
to be done with the addition of signal lights and timing the system to
allow a smoother flow of traffic. O.D.O.T. recommended no raised medians
be put on the highway due to citizens response against such method. A
channelized snake was recommended to be extended between S.W. Hall Blvd.
and S.W. Greenburg Road.
Two plans were presented by O.D.O.T. staff for the improvement. Plan IA
would cost approximately $962,000, and plan 1B would cost approximately
$794,000. It was noted that there were two types of payment plan; one was
Assessment Only, and the other was Negative Declaration Process. Discussion
followed regarding how signal warrants are determined to place signals at
intersections.
Mr. Henry Kohlers, King City - questioned if the T.S.M. project would
• handle the growth problems Tigard will experience in the next five years.
O.D.O.T. staff noted that the project was not designed to increase capacity,
but to improve traffic flow.
Mr. Dick Klumpke, NPO #3 Chairman - discussed the possibility of a signal
at Park Street instead of Garrett Street, and requested traffic volume
figures be presented for this area.
O.D.O.T. staff noted that the signal at Garrett Street would have to be
removed if a signal were installed at Park Street because the two streets
were too close together to both have signals.
Mr. Pete Kolleas, S.W. Park Street - presented petition with 186 signatures
requesting a signal light be installed at the intersection of S.W. Park
Street and Pacific Highway. Lengthy discussion followed regarding the
Watkins Development proposed adjacent to SW Park Street, traffic impact
from the mentioned streets and developments, etc.
John Jerhling, Tigard resident - questioned what the purpose of the
demonstration median was at the frontage road, when the citizens had
already requested no medians of any kind be installed.
O.D.O.T. staff noted that the construction cost of said demonstration median
would be $100,000 and felt Council should make the decision whether this
should be included in the project.
Pat Furrer, Attorney - gave further arguments against the demonstration
median.
Floyd Bergmann, Tigard Businessman - argued against the demonstration median,
requesting the Garrett signal be moved to Park Street, and questioned Gaarde
Street as a possible site for a signal light.
Bill Gillam, T.R.F.P.D. - questioned if the $100,000 currently suggested for
the demonstration median could be used for bus turn-outs.
O.D.O.T. staff noted that Tri-Met does not like to use turn-outs because it
slows down the drivers. He also stated that O.D.O.T. was open to suggestions
and whatever decision was made by Council.
(b) Mayor Bishop requested O.D.O.T. staff attend the October 2nd Study Session
in order for further Council discussion. O.D.O.T. Staff noted that a
public hearing would not be required if the Council went with the Assessment
Only Plan for financing.
(c) Concensus of Council was to move the Garrett Street light to Park Street
intersection and to request development to have egress onto Park Street to
utilize the street.
RECESS 9:35 P.M.
RECONVENE: 9:50 P.M.
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3. Garbage Franchise Ordinance Revision
(a) Legal Counsel stated the ordinance seemed to be in order.
(b) Administrative Aide stated the ordinance would be placed on the October 9th,
1978 agenda after final meeting with the franchise holders.
4. Community Services & Transportation Plan
(a) Planning Director and Larry Svart presented lengthy summary of Planning
Commission recommendations for policy changes before final adoption of
the Plan.
(b) City Administrator expressed appreciation for the work which had been
performed by the Planning Staff on this Plan and noted the public hearing
would be held September 25, 1978.
5. Main Street Railroad Crossing Report.
(a) City Administrator gave synopsis of history of project and noted the
following price comparisons on proposed improvements to tracts.
TYPE # OF TRACTS COST
Rubber System 3 $ 89,000
Concrete System 3 28,000
Zebron 1 8,000
Asphalt + Guard Rails 3 7,800-9,000
Consensus of Council to authorize staff to immediately write to Southern
STUDY SESSION MINUTES - SEPTEMBER 18, 1978 - PAGE 2
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Pacific & Burlington Northern Railroads and request they make plans for
an improvement to the tracks with asphalt and request the railroads
participate in the costs of the project.
6. Chamber of Commerce Letter of 8-10-78.
(a) Planning Director recommended the City engage a consultant to review and
re-evaluate land use regulations per the requests made by the Chamber of
Commerce letter. City Administrator and Legal Counsel recommended engaging
consultant, noting the money would be available from the Planning budget
for this expenditure.
(b) Councilman Cook moved to have project started as soon as possible and
monies to be allocated out of the Planning Budget. Motion seconded by
Councilman Mickelson.
Approved by unanimous vote of Council.
7. Traffic Control Ordinance Revision - Main Street Parking.
(a) City Administrator noted this would be a revision to the existing ordinance
to deal with all types of vehicles which should be limited to parking in a
bus loading or lay-over zone.
(b) Councilman Mickelson noted concern over location of the bus lay-over zone
off Main Street on Commercial as it creates parking problems for businesses
in the area.
(c) Consensus of Council to table for further staff recommendations until the
October 2, 1978 Study Session.
8. Correspondence from City of Beaverton regarding Ballot Measure #6.
(a) Mayor Bishop expressed interest in the Beaverton statements.
(c) City Administrator recommended Council not take any action on this item by
pursuing it further at this time. Since the impact of the election results
would be less to Tigard than Beaverton, the City Administrator recommended
waiting to make plans according to the election outzome.
9. Engineering Agreement for Varnes Street L.I.D.
(a) City Administrator recommended Mayor be authorized to sign the agreement.
(b) Motion by Councilman Cook, seconded by Councilman Scheckla to approve and
authorize Mayor to execute the agreement.
Approved by unanimous vote of Council.
10. Washington County Correspondence regarding Durham Pits Public Hearing.
(a) Consensus of Council was to have staff advise County of desire to have only
demolition waste in landfill and not garbage, etc.
11. Other.
STUDY SESSION MINUTES - SEPTEMBER 18, 1978 - PACE 3
(a) Administrative Aide noted the Brasher's Annexation, in the area between
City of Tigard and City of Durham, would be presented to Council at the
September 25, 1978 Regular Meeting.
(b) Councilman Mickelson requested an updated traffic count be available at
the Bellwood III public hearing on October 9, 1978 for the streets
concerned.
ADJOURNED - 11:10 P.M.
/Cb^07 AA
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Recorder Pro-Tem
ATTEST:
Mayor
STUDY SESSION MINUTES - SEPTEMBER 18, 1978 - PACE 4
MEMORANDUM
TO: City Council
FROM: City Administrator, R. R. Barker
SUBJECT: Background Information Regarding Main Street
Railroad Crossings
The City Staff has been gathering information regarding the various
railroad crossing systems available for crossings such as those located on
Main Street. While our survey is not complete, and we have not yet
formulated any recommendations, we felt that the City Council should be
made aware of what we have learned to date. The following summarizes our
findings:
1. There are 10 major crossing surface types available today.
Attached is a copy of a section from the Federal-Aid Highway
Program Manual regarding Railroad-Highway Grade Crossing
Surfaces. It highlights the various surface material choices,
major surface types, indicates comparative economics, and
shows data regarding riding quality.
While manual is dated December 17, 1975, it is supposed to be
the latest data available of its type.
2. Staff has looked at two crossing surface types to date:
a. Rubber panels
b. Precast concrete slabs
We visited installations of the precast concrete type in
Portland, and a member of the staff has looked at a rubber
system (Goodyear) in Tacoma, Washington (according to
Goodyear, there are no rubber crossings in Oregon to date).
3. We had representatives of the Goodyear rubber system and the
Trojan concrete system look at our three crossings on Main
Street and give us cost estimates.
The Goodyear rubber system is estimated to cost $36,600 for
the materials only and the Trojan concrete system is estimated
to cost $20,000 for the materials only.
4. Labor costs for the Trojan concrete system are estimated to
be $8,000 according to a Trojan representative. The railroads
say the figure is low but they have not yet provided us with
any estimates for labor. According to Southern Pacific Railroad,
it will cost $550 per running foot of track for the Goodyear
System. This figure includes materials and labor, (they have not
yet given us any labor costs).
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Page 2
City Council Memo from R. R. Barker
5. Assuming that Southern Pacific's cost estimate is correct,
it would cost an estimated $89,000 to have all three sets
of tracks improved. ($550 x 54 feet x 3 sets of tracks).
You will note that on page 37 of the attached manual, the
estimated cost of the rubber system is much less than the
railroad estimates, but the figures are over 22 years old.
6. While the costs of the crossing systems are shocking, so
also are statements from the Railroads that only they can
install the crossings (regardless of the type selected, they
will not allow anyone else to work on their tracks) and that
it would be (according to Southern Pacific) at least one
year before they could install either of the two systems
mentioned above.
7. Regarding financing, the Railroads have stated that they will
not participate in any of the costs. The City has the following
possible funding sources:
General Fund Contingency $115,000
State Tax Street Fund Contingency 17,561
Road Fund Contingency 8,550
Revenue Sharing Contingency 7,000
Street Resurfacing (earmarked for
tracks) 6,000
Systems Development Charge for Streets -?-
8. The Council may wish to consider other less expensive systems,
and may want to consider doing one set of tracks each year,
rather than all three sets at once.
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U. S. DEPARTMENT OF TRANSPORTATION
a
FEDERAL HIGHWAY ADMINISTRATION
J 1 FEDERAL-AID HIGHWAY PROGRAM
MANUAL
VOLUME 6 ENGINEERING AND TRAFFIC OPERATIONS
i
CHAPTER 6 RAILROADS AND UTILITIES
SECTION 2 RAILROADS
SUBSEC. 3 RAILROAD-HIGHWAY GRADE CROSSING SURFACES
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Transmittal 173
December 17, 1975
HNG-14
Par. 1. Purpose.
2. Background
3. Hazard Effects
4. Surface Material Choices
S. Influential Factors
\- 6. Major Crossing Surface Types
7. Specification Reference
8. Major Features of Individual Surface Types
9. Comparative Economics
10. Data on Riding Quality
11 . Conclusion
1.
PURPOSE
To set forth pertinent general information on currently
available types of railroad-highway
faces as an aid in choosingg y grade crossing sur-
suitable surfaces for use tpindividualacrossingslorlly
groups of crossings to be installed or improved.
2. BACKGROUND
Railroad-highway grade crossings and their physical
characteristics have a special significance both to rail-
roads and to highway authorities. For railroads the
existence of a crossing creates a point of discontinuity
Federal-Aid Highway Program Manual Vol. 6 , Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2, Subsec. 3
in the normal track structure and results in increased
maintenance cost both for the crossing surface structure
proper and for the remainder of the track where it is
located. For highway authorities railroad crossings
create discontinuity. in the normal highway surface which
at best results in somewhat poorer riding quality and
may result in increased vehicle operating costs and in
significant hazard and. inconvenience to vehicular traffic.
3. HAZARD EFFECTS
<_ a. In negotiating a grade crossing, the degree of atten-
tion which the driver can be expected to devote to
the crossing surface is rather directly related to
the condition of that surface. If the surface is
uneven, or if other crossings which he drives across
in similar situations have uneven surfaces , the
driver's attention will be devoted to choosing the
smoothest path over the crossing. This may well
reduce the attention which he gives to observance of
the signals or to the primary hazard of the crossing,
the approaching train. Furthermore, if he encounters
an uneven surface unexpectedly, the driver may lose
control of his vehicle, resulting in an accident.
Consequently, providing a reasonably smooth crossing
surface continuously is viewed as one of the several
elements of work contributing to the elimination of
hazards at railroad-highway grade crossings.
b. As set forth in FHPM 6-6-2-1 , crossing surface improve-
ments are one of the types of projects for the elimina-
tion of hazards of railroad-highway crossings which
are eligible for Federal-aid funding. ttihen proprietary
products are used, there must be compliance with
paragraph 17 of FHPM 6-4-1-6.
c. In accordance with 23 USC 109(e) , adequate warning
devices are either to be in place or be installed in
conjunction with a crossing surface improvement project.
4. SURFACE MATERIAL CHOICES
a. It is quite important that each grade crossing be
provided with the most suitable surface for its
situation, consistent with overall economic considera-
tions. Of the materials most commonly used in
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Federal-Aid Highway Program Manual Vol . 6, Ch. 6
Transmittal 173, December 17, 1975 Sec. 2, Subsec. 3
constructing grade crossings, bituminous surfaces
have the lowest initial cost and are entirely
suitable for those situations where highway traffic
is light and where the riding quality of the
bituminous crossing can be maintained at reasonable
cost to be"equivalent to the riding quality of the
highway approaches to the crossing.
b. By contrast, a crossing constructed with one of
` several types of manufactured crossing panels,
although much higher in initial cost, will provide
superior riding quality for even high speed and
high density vehicular traffic and generally will
require a minimum of maintenance if the original
in;:tallation is made on a well prepared track
structure with good subgrade conditions. Further-
more, panel type crossings can be removed and
replaced to permit periodic track resurfacing
operations, whereas a bituminous crossing must be -
torn up and reconstructed when track surfacing is
performed. The additional cost of panel type
crossings may well be warranted by the longer life
of the surface material, their lower maintenance
r C cost, their superior riding quality, or a combina-
tion of these features. Materials used in manu-
factured panels include treated timber, concrete,
steel, rubber, and polyethylene.
c. There are considerable variations in the application
of the several materials in the construction of
railroad-highway grade crossings. Some of them are
described here in detail , including some relatively
new products which have shown promise of increasing
use. Some of the products are patented.
d. Insall cases, regardless of the type of surface
material used, adequate preparation of the track
structure and the subgrade, including adequate
drainage, .is essential to better performance and
longer service life of a grade crossing surface.
e. Reports on the merits and economics of various types
of grade crossing surfaces have been made from time
to time by Committee 9 -- Highways of the American
Railway Engineering Association and published in the
AREA Proceedings. Other information has been made
available from individual railroads and highway
departments.
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Federal-Aid Highway Program Manual Vol. 6, Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2, Subsec. 3
f. A research project is underway at Texas Transportation
Institute to develop improved structural and geometric
characteristics of grade crossings.
5. INFLUENTIAL FACTORS
In selecting the type and details of grade crossing
surface and track structure to be used at a particular
location, the following matters should be carefully
weighed:
a. The functional classification of the highway and
the normal speed of vehicles using it at and in
the vicinity of the crossings.
b. The type of highway surface on the approaches to the
crossing.
c. The volume and type of highway traffic, with partic-
ular attention to the volume of heavy truck
movements.
d. The general classification of the railroad -- main
line, branch line, industrial or yard track -- and
the maximum speed of operation over the crossing.
e. The volume and type of railroad traffic.
f. The nature of the subgrade at the crossing and the
'y - ^ climatic conditions, which may have a very substantial
effect on the frequency of resurfacing of the track
at the crossing.
g. The estimated cost.
(1) Initial construction cost, including adequate
preparation of the track structure and its
subgrade and drainage.
(2) Replacement cost, taking into account the
estimated life of the crossing surface material.
s (3) Maintenance cost, taking into account the work
required to maintain a satisfactory highway
riding quality and the anticipated frequency of
track resurfacing.
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Federal-Aid Highway Program Manual Vol. 6, Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2 , Subsec. 3
h. The importance of good riding quality for highway
traffic as an aid to expediting traffic flow and
avoiding the adverse safety and economic conse-
quences of reducing vehicle speeds and of possible
damage to vehicles .
6, MAJOR CROSSING SURFACE TYPES
Although with some variance in details of construction
of some of them, the following general types of railroad-
highway grade crossing surfaces are being used, some in
significant amounts and others still in an experimental
stage:
a. Bituminous. Either a bituminous surface over the
entire crossing area or only in the area between
planks or flange rails forming flangeway openings
on the inside of the running rails, with a line of
planks or flange rails on the outside of the running
rails as an optional feature.
b. Wood Plank. A wood surface formed by installing
planks or timbers as individually separate units
over the entire crossing area above the crossties.
C. Sectional Treated Timber. A wood surface consisting
of an assembly o pre a ricated treated timber panels,
usually 8 or 9 feet in length and of such width that
two panels form the surface between flangeway openings
inside the running rails and one panel covers the
crossties outside of each rail. Each panel is so
assembled and secured that it may be removed and
reinstalled individually for track maintenance and
crossing surface replacement purposes.
d. Concrete Slab. A surface of precast concrete slabs
which may be removed and reinstalled individually
for maintenance and replacement purposes. Slabs are
made in various lehtfis, ranging from 6 feet to
9 feet. Some are produced so that one slab is wide
enough to fit between the flangeway openings inside
the running rails but usually this inside space is
filled with either two or three slabs. In all
cases only one slab is used on each side to cover
the crossties outside the rail.
s .
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a ,
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Federal-Aid Highway Program.Manual ..._ Vol . 6, Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2 , Subsec. 3
e. Concrete Pavement. Continuous concrete surface
covering the entire crossing area at least from
end to end of the crossties, excepting only the
space occupied by the running rails and necessary
flangeway spaces inside the rails .
f. Steel Sections . Preformed sections of steel
which may be removed and reinstalled individually
for maintenance and replacement purposes . Some
variety of sizes may be used.
g. Rubber (Elastomeric) Panels. Steel-reinforced
molded rubber panels with a patterned surface.
The inside panels extend from rail web to rail
web, with flangeway openings provided. Each
outside panel is designed to extend slightly
beyond the ends of the crossties. Rubber panels
may be removed and reinstalled individually for
maintenance and replacement purposes.
h. Linear High_ Density Pol eth lene Modules . Molded
panels (modules) of expanded inear ET—gH density
polyethylene. Panels are full depth, extending
from top of tie to top of rail and have a patterned
surface. One center panel and two side panels form
a 3-foot section to fit 18-inch crosstie spacing.
Panels may be removed and reinstalled individually
for maintenance and replacement purposes.
i. Epoxy - Rubber Mix Cast-in-Place. A continuous
cast-in-place crossing sur ace utilizing principally
a mix of specially formulated epoxy and scrap rubber
tires ground into finely graded particles . The
entire surface of the crossing, including contact
with the running rails,• makes a water-tight seal.
j . Unconsolidated. Ballast, or other unconsolidated
material p aced above the tops of crossties, with
or without planks on one or both sides of the
running rails .
k. Miscellaneous. Complete coverage of the crossing
area with U ick or with railroad rails not removable
in limited sectional units. Crossing surfaces of
the latter type are no longer being installed,
although some are still in use.
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Federal-Aid Highway Program Manual Vol. 6, Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2 , Subsec. 3
7. SPECIFICATION REFERENCE
Specifications for the construction of some types of
grade crossing surfaces are contained in the Manual
of Recommended Practice of the American Railway
? Engineering Association, Volume II , Chapter 9 . Currently
it contains:
a. General Specifications for Highway Crossings Over
Railroad Tracks .
b. Specifications for the Construction of Bituminous
Crossings .
C. Specifications for the Construction of Wood Plank
Crossings .
d. Specifications for the Construction of Prefabricated
Sectional Treated Timber Crossings .
e. Specifications for the Construction of Tracks in a
(� Paved Area.
8. MAJOR FEATURES OF INDIVIDUAL SURFACE TYPES
a. Typical Cross Section Drawings. Drawings of typical
cross sections are inc u e erein following somewhat
detailed descriptions of the various types of grade
crossing surfaces . These drawings show the general
features of the several types of crossing construction
and are not intended to provide sufficient information
for actual installation purposes. In many cases,
several optional details all produce reasonably
equivalent results. More complete drawings are
available from individual railroad companies,
manufacturers and State highway departments.
b. General Requirements
(1) As set forth in AREA's general specifications
for highway crossings over railroad tracks ,
ro er pre aration of the track structure and
goo raina e o t e su ra a are essentia to
0o er ormance rom an type of a crossing
stir ace, niSO,, It possl �e�a�j. rail Joints
should be eliminated from the crossing area and
for a distance of at least 30 feet beyond the
ends of the crossing. Welded rail can usually
be used for this purpose. The installation of
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Federal-Aid Highway Program Manual Vol . 6, Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2 , Subsec. 3
heavier rail through the crossing area may be
warranted at crossings of important highways
by tracks laid with light rail sections. Tie
-. pads should be used under the tie plates on
all crossties within the limits of the crossing.
Where possible, flangeway openings and spaces
outside the head of the running rails should
be sealed with bituminous or other material to
reduce the flow of water into the ballast and
subgrade of the crossing area. The ends of the
crossing should be beveled to avoid snagging
dragging railroad equipment.
(2) The crossing should be of sufficient length to
extend to or beyond the outer edges of the
highway pavement, including any paved shoulders
on highway approaches to the crossing. In urban
areas, separate sections of crossings may be
provided for pedestrian use if sidewalks are
somewhat removed from the vehicular traveled
surface along the approaches. However, unless
adequate drainage is provided, the unsurfaced
pockets between the separate crossing areas may
create undesirable soft subgrade conditions.
(3) When either track surfacing or highway resur-
facing projects involve a railroad-highway
crossing, appropriate measures should be taken
to avoid detrimental effects to the service-
ability of the crossing surface. In track
surfacing projects, either (1) any general
track raise should be tapered off in the area
approaching the crossing so as not to disturb
the elevation of the crossing, or (2) the level
of the entire crossing should be raised and
gradual adjustments should be made in the grade
line of the highway approaches consistent with
the profile design criteria for the class of
highway involved. If more than one track is
involved, the adjusted surface- of the entire
crossing should lie in one plane and all tracks
should be raised to correspond with the new
elevation.
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Federal-Aid Highway Program Manual Vol . 6, Ch. 6
Transmittal 173, December 17, 1975 Sec. 2, Subsec. 3
(4) In highway resurfacing projects the crossing
surface should be raised, if necessary, to avoid
creating a pocket which will increase the flow
of surface drainage into the crossing area.
- `� Track raises should be made where necessary to
accommodate the highway grade adjustment.
(5) Proper liaison should be established between
railroad and highway authorities so that plans
and scheduling of work can be coordinated to
avoid the planning or execution of work on either
the highway or the railroad which might adversely
affect the grade line of the other.
c. Bituminous Crossings
(1) Except for the unconsolidated crossings, which
are in an unpaved category, bituminous crossings
are the cheapest to install initially. However,
C at locations where resurfacing of the track is
required at relatively frequent intervals , the
bituminous crossing may be expensive in the long
run because it must be torn out and completely
replaced whenever track surfacing is carried out.
Furthermore, at crossings with heavy vehicular
traffic, bituminous crossings require frequent
attention to maintain a good riding surface.
Without frequent maintenance, traffic is forced
to use a rough crossing with its attendant
detriment to the free flow of traffic and its
adverse affect on safety.
(2) On the other hand, the bituminous crossing is a
very satisfactory type where vehicular traffic
is light and where train movements and tonnages
are low enough not to require frequent track
surfacing. As with any other type of crossing,
good track conditions through the crossing area
and good drainage of the subgrade will prolong
the life of the crossing and will reduce main-
tenance costs. In arid regions, drainage is a
minor problem, but good track and subgrade
conditions are- quite important nevertheless.
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Federal-Aid Highway Program Manual Vol. 6 , Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2 , Subsec. 3
(3) The use of a plank or flangeway rail on each
side of the running rail will reduce deteriora-
tion of the crossing surface which might be
caused by the effect of rail flexure on
bituminous surface material in direct contact
with the rail. To serve their purpose
satisfactorily, planks or timbers must be
quite wide in order to extend over the area of
the tie plate and spikes and also have good
support on the tops of crossties and good
anchorage to them.
(4) The use of a flangeway rail to form a perma-
nent stable flangeway on the gage side of the
running rail utilizes a scrap railroad rail
laid on its side with the head fitted against
the web and under the head of the running rail
and with the top edge of the vertically-posi-
tioned base held at approximately the level of
the top of the running rail . The scrap rail is
supported by steel chairs which are supplied to
fit the desired combination of running rail and
flangeway rail , the flangeway rail being of a
somewhat lighter section than the running rail .
With this flangeway construction, the bituminous
crossing surface material is placed against the
base of the flangeway rail and may be placed
directly against the outside surfaces , including
the head, of the running rail. At crossings
carrying heavier volumes of highway or railroad
traffic, an additional scrap rail may be installed
on rail chairs on the outside of the running rail
to avoid the deteriorating effect of the flexure
of the running rail on the bituminous surface in
contact with it.
.Y
(5) Regardless of the method of forming a flangeway
or of any other variations in the design and
installation of a bituminous crossing surface best
results will be secured by having the bituminous
material installed by a highway agency or a
contractor experienced and equipped with adequate
rolling and other equipment required to properly
construct a bituminous highway pavement. Any
required surface repairs can also be best performed
by such an experienced and properly equipped
organization. But in any event, when a track
surfacing job is performed through the crossing
area, bituminous crossings are torn out and rebuilt.
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Federal-Aid IIighway Program !4anual Vol. 6 Ch. 6
Transnittal 173, December 17, 1975 Sec. 2, Subsec. 3
FORM FLANGEWAYS
COMPACTED BITUMINOUS PAVEMENT
BASE MATERIAL 2%4 MAX. 2%"MAX.
:1
:•
TIE
,' �� ;;• • ,AGGREGATE BASE •�
PERFORATED DRAIN PIPE
TYPICAL CROSS SECTION
THRU PLAIN BITUMINOUS CROSSING
BITUMINOUS TIMBER OR BITUMINOUS
TIMBERS
PAVEMENT BITUMINOUS MATERIAL PAVEMENT
"' BASE MATERIAL
7"z 9^TIE
�.�.•.?•.Yr'. 6'=8"BALLAST '-SUBBASE
•:� v MATERIAL-
t10"MIN.BASE MATERIAL.. ' •;'• /, 4 INCH r
PERFORATED
',DRAIN PIPE
1 p'
WHERE TREATED BASE IS GRADATED AGGREGATE BASE
USED,PLACE UNTREATED FILTER OR TREATED BASE
MATERIAL OVER DRAIN PIPE
ON EACH SIDE
TYPICAL CROSS SECTION THRU BITUMINOUS CROSSING
t` WITH TIMBER HEADERS
11
Federal-Aid I?ighway Program ?Ianual Vol. 6, Ch. 6
Transmittal 173, Dece^iber 17, 1975 Sec. 2, Subsec. 3
HIGHWAY PAVEMENT HIGHWAY PAVEMENT
101- 01
4'-8%"
X.
6"MINIMUM BALLAST
:f. e�..:..,•; .t:.:•: .:t:. r.:. t. :;�: SUB BALLAST i• +-
BITUMINOUS SURFACE . ''•.
COMPACTED BASE MATERIAL
TYPICAL CROSS SECTION THRU BITUMINOUS CROSSING
WITH FLANGE RAILS
BITUMINOUS
2%" PAVEMENT
OUTER FLANGEWAY
rrrr '�:err` rr!y rr .r.•j •rrrr,.i;Furl:•::¢•;:.r... i.v:r ::ti::r.
rrf r'lr irl' �•'•i r�!` 2"MIN. •rl...l�� :�l�{':. !ii�r}:•i:•i�:•ii:•Y::vf;'�:%r}'r'i'•:'�'
•f. !.;�
•s rf;�f��••f�r .......f i... . ..�..i'..?..{.!:;;�ry{�{y:.}:.;.��.{::•:$Y:ji}}:i:;i.:
•:.
f,.•..:f.r;;vv.::.yr
:ii r•!'!!�'••!{•::•'::�;:J':::•:•:!:•iii i:ti!:•'•:ti:rr::!r%.•:�i'•:
}fr�.rirr fr rr �r '8l'" lf�, '•?'••.•::.. <......'..;•1"�qf'1
'•r �� 'r,•rf,•�iii: f;��i., 'rf r;:•::•:::!�:}i{:$;};:y:,::::: }:,',Jrr•}!•'?i i ..
;��1!l;:i:✓ ! f• •/fl!1 i i f:i i:f•:'!:\:i:":':•.':•:l'•:r'�!.'r':':?'f!'•
CHAIR i• CHAIR
TIE COMPACTED
BASE MATERIAL
SECTION THROUGH
FLANGEWAY
12
Federal-Aid Highway �shwa Program Manual Vol. 6, Ch. 6 Transmittal 173, December 17, 1975 Sec. 2, Subsec. 3
fT
d. Wood Plank Crossing
(1) The greatest advantage of the ordinary wood
plank (timber) crossing is that it can be
continuously maintained by replacement of
y deteriorated or worn planks one at a time.
• It has the disadvantage that it cannot be
removed and replaced in sections for track
maintenance purposes and makes more difficult
• the continuing flow of highway traffic during
these maintenance operations. This is
particularly true with long crossings where
for proper installation tho. butt joints of
planks must be staggered to avoid splitting
the crossties to which each end of a plank
should be fastened.
(2) Wood planks in a crossing may be the full depth
from top of rail to top of tie in order to
eliminate the use of shims. In any event,
planks should be not less than 4 inches thick
and shims should be not less than 1 5/8 inches
thick.
(3) Flangeway openings on the gage side of the run-
ning rail are provided in various ways,
frequently by dapping the underside of a
timber (plank) to clear the tie plates and
spike heads and spacing it to allow an appro-
priate flangeway width. A width of 2 1/4 inches
i
or 2 1/2 inches s preferable, but a 2 1/2 inch
opening coupled with a sufficient dapping
dimension to clear a large tie plate requires
a rather wide timber to provide good bearing
on the top of the crossties and good anchorage
to the ties. If the first timber on the outside
of the rail is placed against the head of the
rail, even greater dapping on the underside makes
its stability and anchorage condition even more
difficult than that of the first inside timber
adjacent to the flangeway opening. Consequently,
wider openings are sometimes provided, some 3 or
3-1/2 inches on each side of the running rail.
Such wide openings subject the rail to severe
lateral pounding from the wheels of heavily
loaded trucks and create a more difficult track
maintenance problem than would exist if openings
adjacent to the running rail were kept to a
13
Federal-Aid highway Program ilanual Vol. 6, Ch. 6
Transmittal 173, December 17, 1975 Sec. 2, Subsec. 3
minimum. Minimum openings also provide
smoother highway riding conditions. The method
of filling such unnecessary openings on the
outside of the rail with asphalt provides
only a partial solution because of the less
firm load-supporting consistency of the asphalt
- filler in comparison with the adjacent timber
and the rail.
(4) The following cross section depicts a full
depth timber crossing with wood filler blocks
in wide spaces on both sides of the running rail .
3,.
4'-8%"
3 3'/."
FILLER BLOCKS
MASTIC' 10"
JOINTAl
TIE 7"x 9"x 9'-0"
HEADER 14"TIE PLATE
TYPICAL CROSS SECTION THRU
FULL DEPTH TIMBER CROSSING
e. Sectional Treated Timber Crossing
(I) Permitting as it does the removal and replace-
ment of individual sections for maintenance
and replacement purposes, the prefabricated
sectional treated timber crossing renders good
service at locations with moderate to heavy
' highway traffic and railroad traffic. Most
i frequently, the sections are fabricated of
timber thick enough to reach from top of rail
i to top of tie and not require shims. However,
3
14
F.
Federal-Aid Highway Program Manual Vol. 6, Ch. 6
Transmittal 113, December 17, 1975 Sec. 2, Subsec. 3
thinner timbers can be used, with shims on
the tops of ties. In any event, the minimum
thickness of timber should be 5 1/8 inches and
• the minimum thickness of shims should be
1 5/8 inches .
• (2) In some heavy traffic locations , excessive
wear occurs in the normal vehicle track areas .
Where studded tires. are permitted, wear is
more severe.
(3) For best service, sectional timber crossings
should be made from dense, fine-grained species.
As set forth in the AREA specification, species
in preferential order are: (1) black gum, (2)
Tupelo gum, and (3) sweet gum. However, some
other hardwoods are also used.
(4) Sectional treated timber crossing panels are
available from:
(a) Kerr-McGee Chemical Corporation, Forest
Products Division, Oklahoma City,
Oklahoma
(b) Koppers Company, Inc. Forest Products
Division, Pittsburgh, Pennsylvania
(c) Railroad Rubber Products, Inc. , Ashtabula,
Ohio
(d) W. J. Smith Wood Preserving Company,
Denison, Texas
(5) The several timbers securely fastened together
in sections permit adequate dapping of the
underside of the edge timbers to provide proper
clearance over the tie plates and spike heads
to accommodate a desirable flangeway width of
no more than 2 1/2 inches on the gage side of
the running rail and no more than nominal
clearance on the outside of the head of the
rail. The net base width of both the inside
sections and the outside sections allows firm
bearing and firm anchorage to the crossties.
15
Federal-Aid Highway Program Manual 6
.
Transmittal 173, December 17, 1975 Svol. 6, Ch.
2, SubCh. 6 . 3ggr
C
lb
2% 2Y..
22;" —q•q•• 2Y,.
��204" 26" 20%
SECTION SECTION SECTION �— S--,E CTI ON
T"a 9"x 9'•0•' CROSS TIE %-SPIRAL&FLUTED DOWELS
3 THRU EACH SECTION
ILLUSTRATIVE CROSS SECTION THRU
SECTIONAL TREATED TIMBER CROSSING
FILL WITH ROCK AND
ASPHALT ALLOW FIRST
TRAIN TO MAKE FLANGEWAY
31
W
DRILL 0 A\ -` \
DRILL 518 CIA,
I i i I j %.-TIE PAD
U U V V V
SECTION SHOWING UAP& DRILLING OF PLANKS AT RAIL
3%•" 3%" T..
x �
d DRILL DIA.
LL
LL
a ORILL 5i8—DIA.,
/8 DIA.
x
I �
I
I
I I I I i x"TIE PAD I I I
�V li
SECTION SHOWING DAP& DRILLING OF PLANKS
AT RAIL FOR ALTERNATE OUTSIDE SLAB UNIT
- 16
MINES!! MIMI
Federal-Aid Highway program !Jamal Vol. 6, Ch, 6
Transmittal 173, Decembar 17, 1975 Sec. 2, Subsec. 3
(6) The cross section and detail drawings on
page 16 show examples of sectional treated
timber crossing construction. Several other
variations are common:
(a) Because crossties 8 feet, 6 inches in
length are more widely used than the
9-foot length, the width of outside
panels (sections) will vary. With the
shorter ties, a width of 20 inches will
suffice for a panel extending from the
outside of the head of. the rail to the
end of the tie.
(b) On the flangeway side (inside) of the
running rail a treated timber filler
block is often used below the flangeway
(� opening instead of the rock and asphalt
filler.
(c) In lieu of the dome head drive spikes
shown in the illustrations, washer head
drive spikes or lag screws with steel
washers are frequently used to secure
the timber panels to the crossties . It
is necessary to countersink the heads
of either of these latter two in order
to provide a satisfactory riding surface.
The Koppers Company has an optional double
coil spring-loaded drive spike.
- (d) Rubber cushioning under the timber slabs is
a standard feature of the Railroad Rubber
Products, Inc. , and is an optional feature
available from Koppers.
(e) A non-skid safety plate on the top surface
of panels is an optional feature of Railroad
Rubber Products, Inc. , and Koppers Company
has a non-skid surface in the development
stage.-
17
Federal-Aid highway Program flanual Vol. 6, Ch. 6
Transmittal 173, December 17, 1975 Sec. 2, Subsec. 3
(7) Prefabricated sections of treated timber are
usually furnished in 8-foot lengths to accom-
modate 19. 2-inch crosstie spacing but some
9-foot length sections are produced for 18-inch
-�
spacing.
Xf. Precast Concrete Slabs
, (1) Precast concrete slabs for grade crossing
surfaces are manufactured in various sizes,
usually 6 feet, 8 feet, or 9 feet in length.
One or more center sections provide the width
of surface extending between flangeway openings
ranging from 2-1/2 to 3-1/4 inches, and outside
sections usually extend to the ends of the
crossties, although some are slightly narrower.
Thickness of slabs vary, some are full-depth
from top of ?-ail to top of tie; some use shims
on the ties to bring the top surface of the slab
up to the top of 'rail. The top edges of several
types of concrete slabs are protected with
structural steel armor.
(2) Special attention should be given to the design
and installation of precast concrete slab
crossings to avoid the tendeen of rhe slab
units to rock after a period of use.
5•'MINIMUM
PREFORMED AND S"MAXIMUM
TREATED OAK IN%"MULTIPLES
EDGE ARMOR' Y•x%"x V.STEEL CHANNEL FILLERS ' I
�16%- 3'6 3+/• 16% 16% 3+M 3%�16y
��
'1 -- L�
E
:�' .: -f• f %%..x•5..STEEL DOWEL �' 7..' •�. '.-
LAG SCREWSPER SLAB Z�
SAWED TIES 8'-6••LONG
TYPICAL CROSS SECTION THRU CONCRETE SLAB CROSSING
18
MMM7
I
Federal-Aid fiightaay Program Manual ` Vol. 6, Ch. 6Sec. 2, Subsec. 3
Transmittal 173, December 17, 1975 l
(3) Surface spalling of concrete slabs can be
repaired, using an epoxy product. Periodic
surface treatments are sometimes used to
reduce spalling . Properly installed and
maintained, concrete slabs provide good riding
quality.
(4) Concrete slab sections may be removed and
replaced individually for maintenance and
replacement purposes , but some type of
powered mechanical equipment. is required
to handle them because of their weight.
Center slabs range in weight from approxi-
mately 1, 500 to 2,500 pounds .
(5) Some types of steel armored slabs require
special provisions for electrical insulation
when located in track circuit territory.
(6) Precast concrete crossing slabs of the type
shown in the cross section are available from
Permacrete Products Corporation from plants
located in South Holland, Illinois (Chicago) ,
and Columbus, Ohio, the location of their home
office. These slabs are 6 feet long and fit
18-inch crosstie spacing. Railroad Rubber
Products, Inc. , has a precast concrete slab
design utilizing two slabs for the center space,
with treated guard timbers adjacent to the
running rail both on the inside and outside
slabs . The timbers are dapped to fit over the
tie plates and spike heads and to form the
flangeway opening. Timbers are held to the
concrete with tie rods. Rubber pads for the
full length of the crossties are standard
features. Slabs are 8 feet long, filling
19. 2-inch crosstie spacing.
(7) Some railroads have concrete crossing slabs
made to special design.
19
o
rederal-Aid Highway Program Manual. Vol. 6, Ch. 6
Transmittal 173, December 17, 1975 Sec. 2, Subsec. 3
• � I
(8) A precast concrete slab crossing developed
in Germany and used there for more than 10
years has been patented in the United States
and '7' foreign countries. The crossings
are now in service in 15 States and in Canada.
Some are on industrial tracks and several
on major railroads.
(9) These slabs are produced and distributed in
the United States by Szarka Enterprises, Inc. ,
of Livonia, Michigan, under the registered
trade name of "FAB-RA-CAST. "
RUNNING RAIL
VARIABLE
MI.RAIL
TTT WIRE Nf Srl
FLAT WASHERS
L T. .... .. � .. ........^........ ^'M1
..................
. � [ _
,"
TIE ROD 7 PER SLAB I '•� _ •"'-
GROUTUPP
FILLEDPLASTIC'• SLABS
{, ,I ATE VPlR4Rv SLABS
BAGS VARIABLE OE" .. �\ TO SUPPORT ADJUSTS
ADJUSTS TO ANY TRACK- E�TRACK SPIKE$ INSUlANM1 PRE40-FO HARD'NARE
COMPONENTS_ f SINGLE OR OOI;tl;E - MIERE REQUIRED
SHOULDER TIE PLATE -
RAILROAD CRO:STIE IWOOO.STEEL.CONCRETE OR BRIDGE DFCKINGSI
HALF-SECTION THRU CROSSTIE HALF-SECTION BETWEEN CROSSTIES
414 COMPOSITE CROSS SECTION THRU FAB-RA-CAST SLAB
(10) A feature of this crossing is the placement of
each slab unit on several plastic bags filled
with fresh grout which adjust the riding surface
to the proper grade and assure uniform bearing
on the supporting crossties . Used railroad
rails form the edges of the slabs , one center
slab and one on the outside of each running rail.
The normal slab units are 8 feet long and 5 inches
thick. They are made of high strength (7,000 psi)
concrete. An 8-foot section consisting of one
center slab and two outside slabs weighs 4,140
pounds. Slabs may be designed and constructed
for special track conditions, including curves,
turnouts, and railroad crossings.
20
iiiiiii 11 It! III"
l
Federal-Aid Highway Program Manual Vol. 6, Ch. 6
Transmittal 173, December 17, 1.975 Sec. 2'
Subsec. 3
(11) These slabs are not fastened to the crossties .
They are held in position by specially designed
steel fastening devices which secure them to
the running rails . Special insulation is
available for use in track circuit territory.
Clear openings of 2 1/2 inches are provided
on both sides of the head of the running rails .
This is the only precast or preformed crossing
slab now being marketed which can be installed
in a track having concrete crossties, inasmuch
as the crossing material has no connection to
the ties.
g. Platform Type Crossings Without Crossties
(1) A patented concrete slab crossing, incorporating
a precast reinforced concrete base, has been
installed at several locations . Crossties are
eliminated through the crossing area and the
running rails are supported by the base slab
which also contains the outside sections of the
crossing surface, approximately 18 inches in
width, cast integrally with the base. The rails
are put in place on the base on a 1/8-inch thick
continuous- polyurethane strip under each rail ,
after which two slab sections are placed between
the rails to complete the crossing roadway sur-
face and to hold the rails in place. The inside
slabs provide a flangeway opening 2 1/2 inches
wide and the outside slab sections allow only a
slight clearance from the outside of the head
of the running rail. The crossing units desig-
nated as "Rail Bed Units" are precast in 3-foot
sections , measured along the track.
6%12 00/4 WELDED WIRE FABRIC _ 4'.0"
WITH 00 BARS TRANSVERSE - - "-- -- ---'- "—"--"'
&HOOKED AS SHOWN PROVIDE'4 FILLER
j UNDER RAIL AS
SHOWN
MEMBRANE t ANCHOR
�..
I N@25 ARS- � �1'bl. r X_'� r
ANCHOR-• 9." POLYURETHANE
x; 1a MACHINE BOLT
`M4 BARS @ 5"ctn. V4 BARS%6'-11" W• BALI LONGIT.BARS
@ 5-'CTRS. M4%2'8•'(19)
TYPICAL CROSS SECTION THROUGH RAIL BED UNIT
21
Federal-Aid lliahway Program Manual Vol. 6 Ch. 6
Transmittal 173, December 17, 1975 Sec. 2, Subsec. 3
(2) These crossings are produced and distributed
by Railroad Crossings , Inc . , of Portland,
Oregon.
(3) Two other solid platform type crossing
structures in modular units are available
�N�L from Railco, Inc. of Portland, Oregon.
` �, Persp c ive views o a tim er , called
die Q 6 "Spartan," and a concrete unit called
"Tro 'an," show assembled modules rea y for
e p ace nt on a prepared and compacted sub-
grade. Modules are constructed in S-foot
lengths . A substantial number of crossings
have been installed over the years , both in
industrial plant tracks and in railroad
running tracks.
(4) The cross section detail of the running rail
in place on a timber unit shows the continuous
base and flangeway guard plate, the method of
holding the running rail in place, the pave-
ment surface on top of the timber module and
a grout tube available for use in pressure
grouting to adjust the surface of the assembled
unit in place. Concrete modules use the same
form of base and flangeway guard plate but
provide holes and cast-in-place concrete anchors
for bolts and rail clips on both sides of the
running rail. The concrete modules include
the center slab at top of rail elevation between
the flangeway plates cast integrally with the
module base.
(5) Powered mechanical equipment is required to
place and remove the major units of these
concrete and Ctimber(( platform crossings . 1 lot. ~11a,*c&wyFw A-&�*
22
i
Federal-Aid Highway Program Manual Vol . 6, Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2, Subsec. 3
O(V03 i
lily
�I
z3• �
I
j..
"SPARTAN" WOOD CROSSING
PLATFORM MODULE
PAVEMENT INSTALLED r► �; �.z r, �" '
AFTER RAIL IS IN
c /s
PLACE
CONTINUOUS BASE AND �,c s :• "' j �..r ( ,
FLANGEWAY GUARD
PLATE
t �^
TUBE FOR
PRESSURE
GROUTING
DETAIL OF RAIL ATTACHMENT
TO"SPARTAN" PLATFORM MODULE
23
1
Federal-Aid Highway Program Manual Vol . 6 , Ch . 6
Transmittal 173 , December 17 , 1975 Sec. 2 , Subsec. 3
8[
1x c a t er .vt Y -
h
[ aIr
�.
"'fiCy 4.4
o CENTER SECTION OF
CROSSING SURFACE
"TROJAN" PRECAST CONCRETE
CROSSING PLATFORM MODULE
h. Continuous Concrete Pavement
(1) A cast-in-place continuous concrete crossing
surface covering the entire crossing area
necessarily requires encasement of the track
crossties in order to insure a good founda-
tion and avoid premature breaking and deteri-
oration of the surface. S d c-nnctrurt 'on
does not allow periodic track resurfacing
without essentially camp e e destruction o
the crossing str�ture_. Therefore, such
construction should Fe restricted to auxiliary
tracks where track resurfacing is not contem-
plated within the period of the life of the
crossing surface. A cast-in-place continuous
concrete crossing surface is totally unsuited
for use on main line tracks.
(2) At locations where continuous concrete crossing
surface is appropriate, the AREA Manual
Specification for the Construction of Tracks
in a Paved Area depicts the recommended practice.
As set forth in these specifications, such
construction is contemplated at locations where
a track extends longitudinally in a paved street.
i
a
i
i 24
i
Federal-Aid Highway Program Manual Vol . 6 , Ch. 6
Transmittal 173, December 17 , 1975 Sec . 2 , Subsec. 3
' !
03 ;y
i�
I!�
I
i;
(3) Although the encasement of a track in a concrete
pavement is relatively expensive, it can provide
excellent riding quality over the track area.
8a/•"<'Longitudinal Ban 2nd Pour,with
12"lap at midpoint between top of tie and
top of concrete
Flangeway
6-Min. 12" x-12"--�
Paving ( l�/r" 11/`1'/:' �/"z 3"Bevel Paving
8'•6"Min.fro
2nd.Pour
8"Min. •rte==- a?- =r - 1st Pour
(� 2y,"Min.Cover %"@ Longitudinal Ban.15"cirs.12•lap
\3 Transverse Bars.15"ctrs.
CROSS SECTION OF A TRACK IN A PAVED AREA
_34 i. Steel Sections
(1) Several manufacturers have produced or pre-
fabricated steel sections of an open grating
type, which may be installed and removed
individually for maintenance and replacement
purposes. ' Crossings of this type have not had
wide usage.
(2) One distinct advantage of the open grating metal
crossing lies in the better aeration of the
ballast and roadbed section in the crossing area,
providing the area under the crossing and on top
of the ballast is kept clean of accumulation of
dirt and debris. It is quite important that
dirt not be allowed to accumulate and be retained
in contact with any parts of a steel crossing in
order to avoid rapid corrosion.
(. ( fes 1Ll.,,.1�
25
1 •
Federal-Aid Highway Program Manual Vol . 6 , Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2 , Subsec. 3
(3) Open grating metal crossings generally have
good riding quality but are sometimes diffi-
cult to hold in place. Their thickness is
such as to require shims on top of the
crossti.es . They frequently require provision
for insulation in track circuit territory.
(4) Steelplank Corporation of Wyandotte, Michigan,
is producing the solid surface sectional steel
crossing illustrated in the cross section.
Made of die formed 1/4-inch steel , it consists
of channel shaped planks for the running surface,
solidly welded to U-shaped supporting sections
which rest directly on and are secured to the
crossties with 6- inch lag screws . Center sec-
tions, consisting of five planks , are 6 feet ,
5 1/2 inches long and fit crosstie spacing of
19 1/2 inches . To permit installation and
removal of lag screws , access holes are pro-
vided in the center of each plank at each end
and the center of the panels .
(5) Steelplank crossings are made to fit the rail
height and tie plate thickness and require no
shims. The surface is made of steel safety
plate with an abrasive epoxy surface. Complete
-^' epoxy encapsulation of crossing panels can be
provided to meet unusual exposure problems .
Steelplank panels can be built to accommodate
curves , frogs,. and turnouts .
BARRIER STRIP
%"x 4"x 6•-6"STEEL
2-7/8" FLANGEWAY
DIE FORMED SAFETY PLATE CHANNELS�
x 6"LAG SCREWS
�----- - - n--- n----... -
I \
Y \
1 1 1 1 1
TIE PLATE 7"x 9"x 8=6"CROSS TIE AT 19'/,"CTRS
EDGE OF 7:-DIE FORMED U SHAPED SECTIONS OVER EACH CROSSTIE
PAVEMENT
TYPICAL CROSS SECTION THRU STEELPLANK CROSSING
26
Federal-Aid Highway Program Manual
Transmittal 173, December 17 , 1975 Vol . 6 , Ch. 6
Sec. 2 , Subsec . 3
j . Rubber (Elastomeric) Panels
(1) Steel reinforced molded rubber panels for grade
crossing surfaces were first installed in 1953 ,
using a patented product manufactured by the
Go d ear JjXe & Rubber COmPany of Akron, Ohio.
_. Only recently has a similar product become
available from any other source. The General
Tire -& Rubber Cony of Wabash, Indiana, has
eveloped a steel reinforced rubber panel
crossing material with the trade mark name .
"Gen-Trac," and structural Rubber Product comr� ,,,f
of Springfield, Illinois, has developed a panel
crossing material comprised of rubber encapsu-
lated steel tubes designated "SAF&DRI ." These
products are expected to be on the market in
the near future.
(2) A cross section of the Goodyear crossing is
`<<�C shown below.
(3) The rubber panels are 3 feet long, each spanning
two tie spaces . Center pads extend from rail
web to rail web, with 2 3/8-inch flangeway
openings provided. Side panels are 21 inches wide
-`' at the top and fit against the head of the
running rail. They require preframed wood shims
on top of the crossties and are held in place by
drive spikes into the ties.
RUBBER PLUG 15
PER CENTER PAD. CENTER PAD SIDE PAD
6 PER SIDE PAD \
GALVANIZED DRIVE TREATED CENTER SHIMS TREATED SIDE SHIMS
SPIKES X Y. 53"LONG X 9"WIDE 2T'LONG X 9"WIDE
SAME OU ANTIfY AS PLUGS
LIGHT SPIKES 8-LONG ':•ABRASION PAD
RUBBER WASHER ASSEMBLIES
SAME GUANTITIES AS PLUGS
CROSS SECTION THROUGH RUBBER PANEL CROSSING
(GOODYEAR TIRE& UBBER COMPANY)
27
Federal-Aid Highway Program Manual Vol. 6 , Ch. 6
Transmittal 173 , December 17 , 1975 Sec. 2 , Subsec. 3
(4) The cross track elevation and cross section
details show the essential features of the
General Tire rubber panels (sections) . An
18-inch wide section unit, consisting of one
center panel and two outside panels, spans
between center lines of crossties with 18-inch
spacing. The side panels extend from the head
of the rail to the end of a 9-foot crosstie,
providing a slight extension beyond the end of
an 8-foot, 6-inch tie, but allowing for proper
drive spike attachment to those of either length.
Panels are furnished to the depth required to
extend from top of crosstie to top of rail for
j each designated rail and tie plate combination.
COMPRESSION EDGE CO%IPRESSION EDGE
FOR USE WITH AE.%0VED FOR USE W
CONCRETE ROADWAY I ASPHALT ROADW+AV
I�.. r.,•l^ ° FLEXIBLE LIP-�
*,FIELD SECTION ~• `STEEL ARCH OUTLINEN GAGE SECTIORJRBFA_ \\ `STEEL ARCH
^ 11'
110 LUST l _(+STRAIN NOD ACCESS n 1166 LB51 OUTLINE v/`( �. OU TLIYF
T'+9 SQUARE CUT TIES RUBBER OUTLINE
B'-6"TO gr Or'LONG
CROSS TRACK ELEVATION OF RUBBER SECTIONAL CROSSING
_ (GENERAL TIRE I3 RUBBER COMPANY)
LIFTING HOLE PLUG-
SPIKE ACCESS HOLE PLUG TYPICAL REMOVE WITH PLIERS
LOCKING LIP TYPICAL TREAD PATTERN WHEN CAGE SECTION
IS TO BE R=,,D FOR HOLE PLUG
TRACK MAINTAINENCE
1n' - 2 PER GAGE SECTION HEAT SINK HOLES
t.
STRAIN ROD-
1n-TJ NC U6"
HEX HD it
LONG zINC \ 'N'•
PLATED WITH :RANGE
FLAT WASHERWASHER S RUBBER _ \' ) 6-TO It
f
AND LOCK NUT. + STRAIN
t PER FIELD S//r RADIUS
SECTION 1 ACCESS D
t \FLANGE
STEEL ARCH
J PER CAGE
SECTION
J!A"WASHER HEAD TIMBER
DRIVE SPIKE T OR S"LONG
DEPENDENTW_W 4 PER VARIABLE THICKNESS TIE WEAR
DICTION B PER GAGE I IAD DEPENDENT UPON--w
SEC
DIMENSION
1 Y-6'TYPICAL SECTION UNITmay{
CENTER LINE OF CROSS TIE
CENTER LINE OF CROSS TIE
COMPOSITE CROSS SECTION PARALLEL WITH RAIL
;i
28
I:
i I
Federal-Aid Highway Program Manual Vol . 6 , Ch. 6
Transmittal 173 , December 17, 1975 Sec. 2 , Subsec. 3
t
.yy7 I
2
1
9
(5) . The� cross .section of the rubber encapsulated
steel .tubing crossing panels developed by
Structural Rubber Products Company shows the
' center panel comprised of 6 tubes 4 inches
high and 8 inches wide and 2 side panels with
two tubes each. The steel tubes are completely
encased in rubber with 0. 3-inch top wearing
surface and 0. 5-inch pads on the bottom side
of each tube at each crosstie location. Special
molding configurations provide flexible flange-
way openings on the gage side of the running
rail and several longitudinal drainage channels .
The joints between adjoining sections are sealed
to provide continuous drainage from end to end of
each crossing. Special drginage digposal facili-
ties in the ballast and subQ,rade are rPc-nmmende
amt t_}�_e_n _of_the c ssins. The panels are
urnished in 6-foot, 8-inch lengths to accommodate
crosstie spacing of 20 inches. The outside panel
width is designed to fit a crosstie length of
8 feet, 6 inches. The panel depth of 4 13/16
inches , including the bottom pads , requires the
use of timber shims on top of crossties.
7.
57h" 70
TYPICAL SPIKE WELL-ONE LOCATED THRU T+
I . EACH TUBE AT ALTERNATE
ERNATE CROSSTIES .B•'��•—•B•• y ••+{�B'•-+{ .8'•
T1 IN
TREATED TIMBER SHIM B•'WIDE
RUBBER SHOCK B•• I-R 1e'
• / ABSORBER STEEL TUBE
DOME HEAD DRIVE SPIKE
7".9•'.B•-6"CROSSTIES SPACED 70"CTRS
TYPICAL CROSS SECTION THRU ELASTOMERIC COATED STEEL TUBING CROSSING
r
29
Federal-Aid Highway Program :Manual Vol. 6 , Ch. 6
Transmittal 173 , December 17 , 1975 Sec. 2 , Subsec. 3
(6) Initial cost of a rubber crossing is substan-
tially greater than for any of the other types
-, in general use. At the same time all compari-
�ons made to date show that the C year
crossing has a superior ri ing quality.
(7) Cost per year for installation, maintenance,
and replacement of a typical or average rubber
crossing are not available as a matter of
experience because of the limited time they
have been in use.
(8) Some indications of the expected life of
rubber crossings are available in a report
in AREA Bulletin 640, November 1972, recording
observations of 14 crossings installed from
1955-1961 , inclusive:
(a) One crossing was replaced in 6 years .
(b) One crossing was replaced in 15 years .
(c) One crossing had been in place 10 years
and has an estimated life of 15 years .
(d) One crossing had been in place 16 years
and has an estimated life of 20 years .
(e) Four crossings had been in place 10 to
14 years and have estimated lives of an
additional 10 years or more.
(f) Six crossings had been in place 10 to
13 years and have estimated lives of an
additional 25 years or more.
k. Linear High Density Polyethylene Modules
(1) The cross section illustrates the assembly of
panels (modules) made of expended linear high
density polyethylene by Oneida Manufacturing
Division of Industrial Sales $ Marketing
Corporation at Malad, Idaho, and distributed
30
Federal-Aid Highway Program Manual Vol . 6 , Ch. 6
Transmittal 173, December 17, 1975 Sec. 2 , Subsec. 3
i
i
I
i
by True Temper Corporation of Cleveland , Ohio,
under the name "True Temper T-Core. " Several
j crossings made of this material , originally
called "structural foam"' have been in service
for more than 3 years .
(2) Center panels are 36 inches by 52 inches in
size, providing a flangeway opening of 2 1/4
inches . They require crosstie spacing of
18 inches . Outside panels are 36 inches by
17 inches . They may be placed against the
head of the running rail or may optionally
1 be positioned to allow an opening of any
� reasonable width. 1 1/2 inches is suggested.
In any event, the outside panels do not ex'tend
to the ends of either an 8-foot, 6-inch or a
{ 9-foot crosstie, so that some of the approach
j paving will be over or on the tie. The
material forming the continuous top running
surface is 2 inches thick. The risers which
�( support the top are made of the same expanded
polyethylene material and rest directly on top
of the crossties. They are available in four
different heights to fit any normal combination
of running rail and tie plate. The expanded
linear polyethylene is relatively light in
weight; a 52-inch by 36-inch center panel
weighs about 120 pounds . The polyethylene
material can be cut like wood with a saber saw
to unusual configurations of the track structure.
I � f.CCAC-Cb!u Cn0
T'Cox
Z
� � I
'S exnntoy
C.CSS T•.[ y-d• M F-6'
1 - YYWCOL CROSS SECTION OF POLYEr.YLENE MOOULGR CROSSING
9
K
4
7
_ 31
01111
i
Federal-Aid Highway Program Manual Vol . 6 , Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2 , Subsec. 3
V
1 . Epoxy-Rubber Mix Cast-In-Place
(1) The cross section shows general features of
a cast-in-place grade crossing surface in
which the principal unique characteristic
is the use of a mix of a specially formulated
epoxy with finely ground scrap rubber auto-
mobile tires . The crossing is put in place
on top of the crossties and the ballast and
trowel finished at the elevation of the top
of rail. It is placed in two layers and in
order to reduce the requirements for the
relatively expensive epoxy mix, some precast
concrete blocks are placed on top of each
crosstie and incorporated in the base course.
The top wearing surface is somewhat finer
material than the base course and has a
thickness of approximately 2 1/2 inches . An
epoxy prime coat on top of the ties and
ballast and the contact surfaces of the rail
interacting with the epoxy-rubber mix produces
a complete seal over the crossing area and
makes Rood drainage of the ballast. and—sub-
grad e at the ends of- theos an essential
eature of the installation. Because it wou d
Be- niecessary to remove the entire crossin o
permit 'a general track resurfacing, special
attention is necessary to assure—a good track
condition before the crossing is installed.
(2) This crossing surface was developed by FEL-PRO,
Incorporated, of Skokie, Illinois . One such
crossing has been in service since September 1974 .
9'6`
p..
ROADWAY PRECAST CONCRETE PRECAST CONCRETE WEARING SURFACE
SURFACE BLOCK IV.17•.S1.- BLOCK 16".44•.S':" 75"TNICK
EXPANSION ♦ .•/• : • • r.
FILLER ►'J^ X17' F . ..• ,
:"w1DE •�O
O 0 Op Q00`�d0�0•O�'0O�O Q G p
m �—lam
_ o con, O o0 op p
/ v (7O PRIME COAT BASE LA•ER
NEW BALLAST �O Oho O00 O O OOO 000 O D� O
O p
NEW TIE TIE PLATE
HALF-SECTION THRU CROSSTIE HALF-SECTION MIDWAY BETWEEN CROSSTIES
COMPOSITE CROSS SECTION THRU EPDXY ELASTOMERIC CAST-IN-PLACE CROSSING
32
Federal-Aid Highway Program Manual Vol . 6 , Ch. 6
Transmittal 173, December 17 , 1975 Sec. 2 , Subsec. 3
a
m. Unconsolidated. Crossings formed of loose granular
material are suitable for use only where traffic
is very light. They may be adequate for many private
crossings. In any case, the use of a single line of
planks on both sides of the running rails will assist
in traversing the crossings .
E
n. Rubber Pads Under Crossing Surface Material
(1) Over a period of about 20 years rubber pads have
been used under sectional treated timber crossings
and under concrete slab crossings at a number
of locations on several railroads . This rubber
cushioning usually extends over the entire top
surface of the crossties in the crossing area,
supporting the normal steel tie plates and the
crossing material.
/
DOUBLE SHOULDER RUBBER TIE PLATES
SERVES AS RAIL PLATE AND PAD
4.,
i
Y. INCH THICK RUBBER TIE PAD
(EXTENDING FULL LENGTH OF THE TIE)
POSITIONED BENEATH THE BASE OF THE
STEEL TIE PLATES AND EXTENDING
THE FULL LENGTH OF EACH TIE IN THE CROSSING.
RUBBER ABRASION PAD
(ALTERNATE TO DOUBLE SHOULDER TIE PLATES)
POSITIONED BETWEEN THE BASE OF THE
RAIL AND THE STEEL TIE-PLATE.
ILLUSTRATION OF VARIOUS METHODS OF RUBBER CUSHIONING
_.. 33
Federal-Aid Highway Program Manual Vol . 6 , Ch. 6
Transmittal 173 , December 17 , 1975 Sec. 2 , Subsec. 3
(2) Some installations have used rubber tie plates
replacing the steel tie plates , in which case
the rubber cushioning on top of the ties does
not extend under the tie plates . Occasionally,
rubber pads have been used under the running
rail on top of standard steel tie plates . In
those cases, extension of the cushioning under
the steel plates is optional .
(3) The railroads using this rubber cushioning
report both improvement in riding quality and
extended life for the crossing surface material,
together with reduction in maintenance cost.
The cushioning has been used most frequently
under sectional treated timber material . Records
are not available to show the economic benefits
in decreased maintenance cost and increased life
of the surfacing materials.
(4) These various types of rubber cushioning materials
are available from Railroad Rubber Products , Inc. ,
of Ashtabula, Ohio.
o. Composite Crossings. It has been suggested that there
would be some economy in using composites of crossing
surface types at individual crossings , using more
exp.ensive and more durable materials for those portions
of the crossing within the highway traffic lanes and
using less expensive materials at the ends of the
crossing which constitute a continuation of the highway
shoulder areas . Although under certain circumstances
this might be a suitable and economical procedure,
it seems Renerally to be more logical to use the _sam
t pe of material throuchout the cro a an or
t ose types oT matprinls. which can ove and
replaced —that latively little used
sections n oyP a snur _P of r placement materials.
wig' _c can be utilized to replace—worn sections when
fte`Tatter cease to ender satisfactory servicq. and
.=e worn_ sectinns in turn moved to the areas which
are a continuation of the highway shoulders .
34
Federal-Aid Highway Program Manual Vol. 6 , Ch. 6
Transmittal 173 , December 17 , 1975 Sec. 2, . Subsec. 3
9. COMPARATIVE ECONOMICS
a. Relatively few tests have been conducted to determine
the comparative costs of initial construction and the
comparative costs of maintenance of two or more types
of railroad-highway grade crossing surfaces under
similar conditions, including physical conditions of
location and use by similar volumes of railroad and
highway traffic.
b. A report on one such test is contained in AREA Bulletin
635, November 1971, showing comparative maintenance
costs at a double track crossing of the Santa Fe Rail-
way with Illinois State Route 179 near Streator,
Illinois . Although the track structure and the age
of the crossings were not identical , they were
reasonably comparable during the 5-year period, 1952
to 1956, inclusive. In that period, $180. 36 was spent
to clean and resurface an open metal grate crossing in
the westbound track and $577.07 was spent on a
sectional treated timber crossing in the eastbound
track. In early July 1967, new welded rail was laid
in the westbound track and both tracks were resurfaced
and put to the same elevation through the crossing.
From that time to the date of the report, the only
maintenance cost at the crossing was $17.01 to resur-
face the eastbound track.
c. A progress report prepared in April 1969 on a Michigan
project showed the following:
(1) Cost of installation of sectional treated timber
crossing installed in July 1963 $1 ,107 .98.
(2) Cost of installation �of rubber panel crossing
installed in September 1965 -- $4,382.72.
(3) As of November 15, 1968, no maintenance charges
had been incurred at either crossing .
d. Several other test installations of various types of
crossings have been made as experimental Federal-aid
projects and others have been approved and will soon
be installed, which should produce some comparative
cost data in due course.
F
35
Federal-Aid Highway Program manual Vol. 6 , Ch. 6
Transmittal 173 , December 17, 1975 Sec. 2 , Subsec. 3
� t
e. Utilizing the limited cost data available on recent
installations, adjusted to reflect comparative
costs at current p:'ices , and supplemented by esti-
mates of maintenance costs of several types of
crossing surfaces *.ogether with the estimated
average life of each type, estimated annual costs
of each type have been set forth in the table on
page 37.
f. When comparing these cost figures , it must be kept
in mind that not all crossing surface types are
equally suitable for every situation.
g. As indicated in the notes in the table, the esti-
mated costs for the several types of crossing
surfaces are compared on the basis of having each
installation placed at a crossing with similar
periodic maintenance resurfacing requirements.
Rather obviously, a plain bituminous crossing
without any type of header is not very suitable
for the specified situation, whereas a crossing
-of that type would be more suitable and have (�
better economic justification at less important
crossings. Adjustment in the estimated cost
figures would be in order when considering the
use of a bituminous crossing, either plain or
with timber or rail headers, at less important
crossings.
h. Likewise with the epoxy elastomeric crossing, the
estimated annual co$t per track foot would be
reduced to $32. 58 if it could remain in place for
an estimated service life of 30 years without
having to be removed and replaced for intermediate
track resurfacing.
i. In many instances 'ma ed life, ficrures
useIt—the table are avera es of some rather widely
varying a rom s -veral sources.
si ua io a ti.rm figures are availabile which
differ from those in the table, appropriate adjust-
ments should be made in assessing the annual costs.
Additional information on costs of installation and
maintenance would- be most welcome.
36
..
i
Federal-Aid Highway Program Manual Vol. 6 Ch. 6
Transmittal 137, December 17, 1975 Sec. 2, Subsec. 3
3
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t0 M O 41•,4+ p N v4 t+ •O t}7..••4 W O 1O 0 O O
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37
Federal-Aid Highway Program Manual Vol. 6 , Ch. 6
Transmittal 137 , December 17 , 1975 Sec. 2 , Subsec. 3
C
10. DATA ON RIDING QUALITY
Objective measurement of the riding quality of various
grade crossing surface installations is difficult.
Nevertheless, improvement in riding quality is important ,
to highway users in two ways : (1) the avoidance of
reducing speed at a railroad crossing improves traffic
flow and is an economic benefit in the operation of a
motor vehicle and (2) a rough grade crossing may create
a hazard by distracting the attention of the driver from
the primary task of observing the crossing warning signs
and signals and the possible approach of a train.
11. CONCLUSION
As better data becomes available and improved methodology
is developed for evaluating it, it may well be proven
that at a large number of crossings, the installation of
a crossing surface with a higher initial cost and having
a longer life offers a long range solution which is both
more economical and provides improved riding quality.
As a matter of judgement, at present, taking into account
all of the resulting benefits , the installation of a
more permanent type of crossing surface appears to be
warranted at many locations .
C13 nz:c
w r• 1
r t-3
38 0„ sac,���
NOTICE
PLEASE BRING COPIES WHICH WERE PREVIOUSLY DISTRIBUTED FOR AGENDA
ITEMS # 3 AND #4.
THANK YOU.
C H 2 1 1 s
HILL
engineers
planners PLEASE INCLUDE IN PACKET DELIVERED ON
economists 9-14-78. THANK YOU — LW
scientists
24 August 1978
P40.14
Mr. Ray Barber, City Manager
City of Tigard
12420 SW Main Street
Tigard, Oregon 97223
Reference: Railroad crossings on SW Main:
Dear Ray:
As per your request, we have prepared construction cost
estimates for replacement of the existing asphalt crossings
and timber crossings with new asphalt crossings. One of the
two existing asphalt crossings does not have guard rails.
The cost of these have been included in the estimates shown
below. The estimate costs for replacement are:
Existing AC crossing with guard rails
$20 to $26/LF x 67LF = $1340 to $1742
Existing AC crossing without guard rails
$45 to $51/LF x 67LF = $3015 to $3417
Existing timber crossing (guard rails required)
$3500 to $3900
I£ you wish any additional information, please call.
Sincerely,
Robert D. Luke, P.E. 7855— 9�59�
cog
Portland Office
2005.W.Market Stmen.12th floor.Portland.Oregon 97201 503/224-9190
Cable:CH2M HILL
MEMORANDUM
To: Mr. Raeldon Barker
City Administrator
From: Kenneth L. Weaver���
Planning Director
Subject: Review of Subdivision, AILP and Zoning Ordinances;
Evaluation of One Stop Permit System.
Date: September 8, 1978
In order to respond to the Chamber of Commerce's challenge to
streamline the land use ordinance and permits and to bring the
ordinances into conformance with the comprehensive plan, I wish
to engage a consultant to work with me and Joe Bailey to review
our land use regulations. This work program can be a specific
in-house response to the City Council to any inquiry as to what
steps the City is taking to streamline the system. I believe
that delegating this task to a consultant can insure that the
project does not get interrupted by the crisis of normal operations.
I would like to pursue this work as outlined:
I . Review the Subdivision and Minor Land Partition
Ordinances.
A. Revise the contradictions in the code.
B. Streamline and make more explicit the requirements
and what the "real procedure is to be" .
C. Draft amendments (in cooperation with the City
Attorney) .
D. Write a final administrative procedure which incorporates
the new amended ordinance as well as outlining the
actual process.
E. Evaluate the notice and comment systems and incorporate
a formalized system into the subdivision ordinance as
an amendment.
II . Review the Planned Development Ordinance.
A. Revise to make more explicit the requirements.
B. Attempt to develop a system of procedures that
closely parallels the subdivision procedure
(e.g. terminology, review steps, etc. ) .
C. Draft amendments.
D. Write a final administrative procedure.
III . Review Conditional Use Permit Categories and Outright Use
Permit Categories.
A. See -about shifting some conditional uses (which are
always approved) into the outright use categories.
B. Write explicit and enforceable requirements for
outright uses (e.g. floor space, traffic generation,
access requirements) considering measurable performance
indicators.
sYwsw��' •4,.. t
MEMORANDUM
September 8, 1978
Page 2
IV. Study the Feasibility of the Establishment of a One
Stop Permit System in Tigard.
A. How do they work?
B. What is required to set them up?
C. What is a model system?
V. Evaluate the Linkages Between the Above Procedures
with the Design Review System.
I expect that this work program will take approximately 200 hours.
I have someone available who can do the work who is enrolled in
Law School at Lewis and Clark. She would be able to work about
15 hours to 20 hours per week on this project between September
11, 1978 - December 1, 1978. If I paid her $6.00 per hour that
would cost $1,200. Please find attached her resume.
I think that it is important that we take action in this area soon.
We have the money in the budcet from the saved salaries due to
the lapse in time of hiring planners.
I would hope to have the amendments that she develops ready for
presentation to the Planning Commission in January 1979.
X11
t
s'..
Jy
wkt.,
p
f
15 Ill
LTJ lJ O 12490 S.W. Main Street Tigard, Oregon 97223
n� s w SOUTHWEST 4Vw Phone 503/639-1656
o F
August 10, 1978
City Council
City of Tigard
12420 SW Main Street
Tigard, OR 97223
Gentlemen:
The Public Affairs Committee of the Metro Southwest Chamber
of Commerce has completed a review of a preliminary draft
document entitled, "The Tigard Economy".
The Committee is satisfied with the document as it character-
izes the local economy. As the plan prescribes methods of
insuring the community's future economic health, however, the
Committee agrees that the document would benefit from a stronger
stand--a more concrete commitment to bolstering Tigard's economic
base.
The Public Affairs review has resulted in some proposed modi-
fications of policies listed on the document's final page.
These modifications are recommended to the City Council by the
Board of Directors of the Chamber.
In effect, the Chamber is requesting that this City Council com-
mit itself to a review of the various restrictions and regula-
tions affecting commercial and industrial development. We sug-
gest that you undertake this review with an eye toward elimina-
ting much of the bureaucratic and costly restrictions and obstacles
which are unnecessary to protect the community's overall well-
being.
Under current regulations of the City, large new developments are
subjected to the need to obtain as many as seventeen permits, to
pay as much as $37,497 for these permits, and currently, to face
Continued
Tigard-Tualatin-King City-Sherwood-Metzger-Washington Square
Page Two
August 10, 1978
four months of delay to get a hearing before the Planning Com-
mission for even the simplest request. Often several such de-
lays are required as the development clears one stage of approvals
before expending finances to proceed to a hearing at the next
stage.
Compounding this system of super-regulation, is the fact that
such items as design review are subject to the whims and inter-
pretations of public officials where regulations are not specific.
For instance, the design review ordinance was specifically en-
acted to prevent unsightly development from occurring. All deve-
lopment was to meet minimal criteria of adequacy. However, the
enforcement of the design review ordinance has resulted in the
non-approval of projects which were less than "cadillac" plans.
While plush landscaping is nice, adequate landscaping should be
acceptable. The owner of a prospective business should be pre-
sented with a concrete set of requirements for complying with
city code, and amenities exceeding code requirements should be
his option.
Last year, the planning department expected to collect around
$33,567 in fees, all of which is used to support the planning
staff's continuation. Is it possible that a circle has been
established? The planning staff recommends regulations that need
interpretation and administration, then more staff is needed to
administer these increased regulations, and then fees are raised
to pay the salaries of the staff administering the regulations.
We suggested that a simplification of your procedures may be
in order. A better approach would be to establish minimum stan-
dards which, if met, result in the issuance of the appropriate
permits. If zoning is appropriate and the plan of development
meets established standards of parking, structural, fire safety,
landscaping and setbacks, there should be no reason for lengthy
delays and multiple stages of approval.
We believe requirements should be based upon the issues of public
health, safety and welfare. Because economic health is a bene-
fit to the entire community, the conditions which confront an
applicant should be encouraging and not so forbidding as to be
nigh insurmountable.
Continued
Page Three
August 10, 1978
The Chamber of Commerce urges the adoption of the recommended
amendments to the proposed economic policies, and a commitment
by the City Council to simplify some of the expensive and
cumbersome review procedures now existing.
Thank you very much for the opportunity to participate in the
City's comprehensive planning process.
Sincerely,
Ma in Bowen
President
1
ECONOMIC DEVELOPMENT POLICIES
(Proposed revisions)
Policy 1. The City of Tigard hereby adopts a position which
recognizes and supports further economic growth to
develop both employment opportunities and a healthy
taxing base.
Policy 2. To ensure overall economic stability, the city
will work in concert with Washington County and
adjacent jurisdictions in the current effort to
develop an Overall Economic Development Plan
(OEDP) for the county portion of the metropolitan
area.
Policy 3. The city's Public Facilities and Transportation
Plan will give a high priority to upgrading
inadequate public facilities before their
substandard condition has further adverse
economic effects. In addition, the process of
prioritizing street improvement projects will
include consideration of the economic implica-
tions for the city's commercial and industrial
areas.
Policy 4. The city's comprehensive plan shall be reviewed
to eliminate conflicts, contradictions and any
obstacles to realizing the plan's objectives. Any
future proposed policies and regulations will
adhere to the intent of this policy.
Policy 5. Amendments to the zoning ordinance which would
permit the development of odd-shaped and poorly
situated commercial and industrial parcels should
be considered.
Policy 6. The city shall support a cooperative working
relationship with the business community and will
seek its input and advice when arriving at deci-
sions having economic implications for the business
community.
Policy 7. The city shall protect existing and planned
industrial and commercial areas from encroachment
by incompatible land uses, and review and revise
ordinances, codes and regulations that are found
to be unreasonable deterrents to industrial and
commercial development.
F
t
r Y.'•w ,r7
FROM THE OFFICE OF
i =tom rs '
lIJ[AY®WJACIn. NELSON
August 28, 1978
_ y Y•
l.•
Mayor Wilbur A. Bishop
P.O. Box 23397
Tigard, Oregon 97223 t' `
Mayor- Bishop: .
Oregon's Ballot Measure #6 has become, for each of our communities, the-_-.-:'.:
single focus of our attentions. We, as elected officials, have a firm under—
standing of the potential impacts imposed with the passage of this measure,
but feel somewhat limited as to how we might provide our citizens the infor—
mation so necessary at this time.
After serious consideration, I have begun a process here in Beaverton
I believe you will find interesting and perhaps helpful. This process is
based on 3 basic assumptions: �.
t
1. That voters are emotionally primed for any measure which, in .-
their view, will stop the damaging effects of runaway infla—
tion and escalating property taxes;
2. That voters generally do not understand the long term financial
effect on themselves individually as resident/taxpayers;-
3.
esident/taxpayers;3. That we jointly must decide how its passage will affect the
services our cities. are in the business of providing. ..'•`, .�'',,;��:
In Beaverton, we are taking the stance that we must be prepared to
implement the measure should it pass, while at the same time. providing � .
extensive information concerning its impacts so as to maximize voter under—
standing. =-r'
We have scheduled an initial public meeting with the City Budget s:fayhr ,rf
Committee on September llth where citizens of Beaverton will collectively
attempt to determine (and agree) on their city's service priorities .This. ' ` s:
format, I believe, will dramatize the importance of municipal services...- ;�• t
rendered and the difficulty in preparing a budget that fully anticipates .: _�
the diversity of citizen needs. Presentations will be made by individual.
department heads to provide the citizens with a perspective: of the-effects
and alternatives this measure demands. r' =,Ytr `
Citizen comments on service priorities will be tabulated for-sub - a
Sequent use by operating departments and budget committee in preparing.,
.,. ` .
our next budget proposal.
`�`, �,Vit.. ��'���.-•
CITY OF BEAV,ERTON 4950 SW Hall Boulevard, Beaverton,Oregort•97
rpw
BEAVERTON'S INFORxLkTION PROGRAM FOR BALLOT MEASURE ;#6
8/15/78 Press Conference held announcing formation of Citizen
Task Force and announcement of joint "Citizen/City
Budget Committee" meeting.
8/26/78 Informal discussion with interested citizens regarding
Ballot Measure 4`6.
9/11/78 Public meeting with the City Budget Committee.
9/18/78 Provide Press with impact update.
9/28/78 Community "Crackerbarrel Discussion"
Topic: Ballot Measure #6 (sponsored by local church).
10/9/78 Provide Press with impact update.
10/16/78 Task Force submits report to the community.
11/7/78 Election Day
11/15/78 Budget Committee convenes to judge ho;: the City
proceeds based on outcome of the election.
r
QUESTIONS ON 1-1E.ASLRE #6 W91CH OUR CO'_MUNITY SHOtZD CONSIDER:
- What are the mandated costs in our budgets over which we have
no control?
- What unfunded liabilities do we presently have? 'row, if ;6 passes,
will these be covered?
i
- What are the indirect costs to our citizens if services are cut
back? (reductions in fire protection and resulting increases in
insurance costs)
- How does the community really perceive services rendered? Do we
need to increase awareness of the service test/benefit -ratio?
- What will be the spin-off effect on reduced levels o: services
provided by neighboring special districts if measure Passes?
z
- Are we providing services for which other agencies are being credited?
Are we really getting the greatest efficiency out of the dcllars we
spend?
t
3
of a
WASHINGTON COUNTY
a ADMINISTRATION BUILDING—150 N. FIRST AVENUE
HILLSBORO, OREGON 97123
BOARD OF COMMISSIONERS
MILLER M.OUR IS,Chairman
BILL BLOOM DANIEL 0.POTTER
VIRGINIA DAGG COUNTY ADMINISTRATOR
RICHARD C.HEISLER ROOM 418
RAY MILLER (503)648-8676
August 17, 1978
The Honorable Wilbur Bishop
Mayor, City of Tigard
Tigard City Hall
P. 0. Box 23397
Tigard, Oregon 97223
Dear Mayor Bishop:
The Board of Commissioners will hold a public hearing on the subject
of a possible lease or sale of the "Durham Pits" for disposal of
demolition wastes.
The "Durham Pits" are located at 72nd and Bridgeport Road.
The Board is having a public hearing on this subject to ensure that
all relevant testimony in regard to the use of the pits created by
a quarry operation have been fully covered.
If your city has concerns or comments, you are invited to participate.
The public hearing will be held on September 19, 1978. The Board of
Commissioners' meeting on this date will convene at 7:30 p.m.
Si a rely yvs
a
Daniel 0.0. Potter
County Administrator
DOP:ams
cc: Raeldon Ray Barker, Tigard City Administrator
Tigard, Oregon
dune 1, 1;78
Mayor Bishop
Councilman Cook
Councilman Mickelson
Councilman Scheckla
City Mgr. Barker
Dear Sirs:
At our May 30, 1973 meeting, the Tigard Park Board unankously
directed me to write this letter to you. They are appealinc-
to you to do everything; you can to retain Ben Altman in the
employ of the City of Tigard.
Ile realize that the voters rejected a tax raise in lz:st month's
election. You will find great difficulty in trying to decide
where to cut expenses. No one e..vies your position, but we
would like to request that you give our ao.�eUl your considera-
tion for the following reasons:
igen has worked aith us for tac past several yeeIrs in cl,)�;e
cooperation. ';iith his assistance, we have succeeded in formulat-
ing a detailed Park and Recreation Program for Tig;ard's future
developement. (Hopefully, vie will be able soon to present our
finalized plan for your approval) ;
then the occasion arises in City Hall, Ben protects the
interests of the Park Board by informin city e-.ployees or
developers of plans which may interfere with those ::e nave. ;
He advises us of local -roups and their interests in specific
recreational facilities. ;
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TELEPHONE NUMBER
527,
-
CITY SURVEY
' CITY OF 1i�j�•Q POPULATION
CONTACT PERSON
ANNUAL BUDGET (APPROXIMATELY)
' TOTAL NUMBER OF EMPLOYEES TOTAL CETA PERSONS �Q
DEPARTMENTS:
POLICE _ FIREy LIBRARYy PUBLIC WORKS �
ENGINEERING b-' PLANNING• Z BUILDING
PERSONNEL C--' VTATER,�-' •LIGHT AND POWER '—O —
SWER ADMINISTRATION ENGINEERING G�
POLICE BREAKDOWN: SPE AL LEVIES
TOTAL EMPLOYEES
CETA
CAPTAIN (C:HIEF)
• SGT. L'
LTD.
PATR
INVESTIGAT ON
DISPATCHERS. r2"�'�T
REMARKS: /Ll
GRANTS RECEIVED:
TAX - / ?�- .� ���ooZ
TAX
1 TELEPHONE NJMBE
CITY SURVEY
CITY OF �� GC �" POPULATION
CONTACT/PERSON �'
. , h..✓%—TITLE /�5�%_ ���Ge z5i!_
ANNUAL BUDGET (APPROXIMATELY))
TOTAL NUMBER OF. EMPLOYEES TOTAL CETA PERSONS
DEPARTMENTS:
POLICE !/ FIRE 1— LIBRARY PUBLIC WORKS
ENGINEERING - Z,-' PLANNING• BUILDINGy
PERSONNEL- / WATER "LIGHT AND POWER
SEXER !/ ADMINISTRATION ENGINEERING
POLICE BREAKDOWN: SPE IAL LEVIES:
TOTAL EMPLOYEES �/� g' /
CETA
CAPTAIN (CHIEF)
SGT.
LTD.
PATRO '
INVESTIGATION
DISPATCHERS.
REMARKS:
GRANTS RECEIVED:
TAX BASEf�d�/�/�!
TAX RATE
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IN
TELEPHONE
CITY SURVEY
-CITY OF/' `'�`' � �U POPULATION
CONTACT PERSOM�/��iL/C�/. TITLE
ANNUAL BUDGET (APPROXIMATELY)
TOTAL NUMBER OF EMPLOYEES TOTAL CETA PERSONS D
DEPARTMENTS: /
POLICE FIRE C/ LIBRARY PUBLIC WORKS G�
ENGINEERING PLANNING. 4--' BUILDING
PERSONNEL WATER t/ LIGHT AND POWER !%
SE9ER G�/� ADMINISTRATION ENGINEERING
POLICE BREAKDOWN: SPECIAL LEVIES:
TOTAL EMPLOYEES
CETA 9f,•.
CAPTAIN ( HIEF)
SGT. G
LTD.
PATR
INVESTIGA ION
DISPATCHERS.
REMARKS: C•��:�✓�l�'�.Z'. �� 1 ''/ycf'%— /'!
GRANTS RECEIVED:
•��c-�G'c .STS�.�-
TAX BASE���7
TAX RATE
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atz
TELEPHONE NUi48ER
CITY SURVEY
CITY OF
G�/ G�%!f►� POPATIOI
UL
CONTACT PERSON TITLE,-*
ANNUAL BUDGET (APPROXIr4ATELY)
TOTAL NUMBER OF EMPLOYEES _ 7 TOTAL CETA PERSONS*_
DEPARTiMENTS/:
POLICE !/ FIRE T/LZ � LIBRARY L� PUBLIC STORKS L�
ENGINEERING PLANNING'. BUILDING Z/
PERSONNEL. STATER LIGHT AND POWER
SEwER !/ :ADMINISTRATIONI/ ENGINEERING Z-
-:-POLICE BREAKDOWN: SPECIAL LEVIES:
CETA EMPLOYEES --;, 2-
OTALT -O -
CAPTAIN (CHIEF)
SGT.
LTD
MSTIGAT ON
DISPATCHERS, '�
G.
REMARKS:
GRANTS RECEIVED:
TAX BASE., y!1-c���1J
TAX RATE -4p'�
f
j TELEPHONE NtMBID R
CITY SURVEY
j CITY OF ��li�i'l POPULATION
CONTACT PERSON .! G��'=- TITLE
I ANNUAL BUDGET (APPROXIMATELY)
-TOTAL NUMBER OF EMPLOYEES TOTAL CETA PERSONS•;
DEPARTMENTS:
POLICE l/ FIRE /c'•. LIBRARY _ PUBLIC 111ORKS G/
ENGINEERING Gf' PLANNING. l/ BUILDING l/
PERSONNEL ��� WATER 'LIGHT AND POWER
SEWER � ADMINISTRATION ENGINEERING
POLICE BREAKDOWN: SPECIAL LEVIES:
TOTAL EMPLOYEES
CETA �
CAPTAIN CHIEF) .
j SGT. L-
LTD.
PAIR
STI AT ON
i
DISPATCHERS.
REMARKS:
GRANTS RECEIVED:
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TAX BASE /� �.•�7_
TAX RATE .�/
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TELEPHONE NUNIDER
CITY SURVEY
CITY OF _C/��1/i�/l/G c cam' POPULATION
CONTACT PERSON �' � TITLE' ✓: ����G�i�'
ANNUAL BUDGET (APPROXIMATELY
TOTAL NUMBER OF EMPLOYEES �� TOTAL CETA PERSONS
DEPARTMENTS:
POLICE FIRE •!,-' LIBRARYy PUBLIC WORKS Z---
ENGINEERING // PLANNING• !/ BUILDING e/
PERSONNEL STATER LIGHT AND PORTER
SE17ER Jl"' . ADMINISTRATION 1,-' ENGINEERING f
POLICE BREAKDOti7N: SPE AL LEVIES:
TOTAL EMPLOYEES
CETA
CAPTAIN (CHIEF) r'
SGT.
LTD. /
PATRUL--77
INVESTIGAT ON .-
DISPATCHERS.
REMARKS:
GRANTS RECEIVED:
TAX BASE
TAX RATE
8
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C-" TELEPHONE N(Rl]BtR
CITY SURVEY
CITY OF Gil e POPULATION. 7,--,;
I CONTACT PERSON 'C TITLEf
ANNUAL BUDGET (APPROXIMATELY)
'TOTAL NUMBER OF EMPLOYEES TOTAL CETA PERSONS
DEPARTMENTS:
POLICE l� FIRE !/ LIBRARY A-�- PUBLIC WORKS Lam/
ENGINEERING" 4,-' PLANNING. BUILDING �!
PERSONNEL WATER - LIGHT AND PO4IER
S51ER �� ADMINISTRATIONy ENGINEERING
POLICE BREAKDOFIN: SPECIAL LEVIES:
TOTAL EMPLOYEES 23 �����
CETA
CAPTAIN HIEF)
SGT.
LTD.
PATR
INVESTSAT N
DISPATCHERS. -
REMARKS: -cr ,/�1��4� _
GRANTS RECEIVED:
TAX BASE�yF/,
TAX RATE14 /Z.
i
Y
f
I - TELEPHONE NUMBER
CITY SURVEY
CITY OF POPULATION
i
CONTACT PERSONr��,I�����f�i�F�TLE
ANNUAL BUDGET (APPROXIMATELY) ��/J�/GL/iJ�'✓
TOTAL NUMBER OF EMPLOYEES TOTAL CETA PERSONS
DEPARTMENTS:
POLICE _y FIRE !/ LIBRARY !/ PUBLIC WORKS L�
ENGINEERINGy PLANNING BUILDING
PERSONNEL !/ WATER lig LIGHT AND POWER -
SEWER ADMINISTRATION ENGINEERING
POLICE BREAKDOWN: SPECIAL LEVIES:
TOTAL EMPLOYEES
CETA
CAPTAIN HIEF) /
SGT.
j LTD.
PATR
INVESTIG T N
i DISPATCHERS.
i
REMARKS:
r
} GRANTS RECEIVED: .
R
TAX BASE
i TAX RATE-10",7, "f
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CITY OF TIGARD EMPLOYEES
JUNE 1, 1978
SALARY PAID BY:
EMPLOYEE'S NAME DEPARTMENT POSITION TITLE CITY CETA
Administration City Administrator . X
Administration Administrative Aide X
f Admin./Fiscal Admin. Clerk Typist III X
VACANT Building Building Inspector X
Building Building Inspector X
Building Clerk Typist II X
Building Building Official X
Fiscal Admin. Finance Director/City Recorder X
Fiscal Admin. Clerk Typist II X
Fiscal Admin. Accountant X
Fiscal Admin. Accountant I X
Library Head Librarian X
Library Library Aide X
Library Librarian Assistant X
Library Library Aide X
Library. Librarian Assistant X
Muni.Ct./Fiscal Admin. Clerk Typist II X
* Planning Assistant Planner X
Planning Planning Director X
Planning Clerk Typist II X
Planning Planner's Aide X
Planning Community Design Planner X
Planning Research Assistant X
Planning Associate Planner X
Planning/Engineering Clerk Typist II X
Planning Assistant Planner X
Police Chief of Police X
Police Patrolman X
Police Detective Sergeant X
Police Clerk Dispatcher X
Police Clerk Specialist X
Police Patrolman X
Police Patrolman. X
Police Clerk•Dispatcher ' X
Police Patrolman X
Police. Patrolman X
Police Patrolman X
Police Patrolman X
Police Sergeant X
Police Patrolman X
Police Patrolman X
Police Patrolman X
Police Patrolman X
Police Clerk Dispatcher X
Police Clerk Dispatcher X
Police Patrolman X
Police Patrolman X
Police Sergeant X
Police Patrolman X
Police Lieutenant X
Police Patrolman X
Police Sergeant X
t Police Clerk Dispatcher X
Police Clerk Dispatcher X
r
'= Funded by LCDC funds. terminating employment on 6/30/78. Funded 1/2 by LCDC funds.
PAGE 2
CITY OF TIGARD EMPLOYEES
JUNE 1, 1978
EMPLOYEE'S NAME DEPARTMENT POSITION TITLE SALARY PAID BY:
CITY CETA
Public Works - Eng. Engineering Tech I x
Public Works - Eng. Engineering Tech II x
Public Works - Eng. Engineering Tech III X
Public Works - Eng. Engineering Tech II X
Public Works Maintenance Man I X
Public Works Auto Service Worker X
Public Works Maintenance P•Ian II X
Public Works Auto Service Worker X
Public Works Maintenance Man I X
Public Works Maintenance Man I X
Public Works, Maintenance Man I x
Public Works Maintenance Man I X
Public Works Maintenance Man II x
Public Works Program Coordinator X
Public Works Maintenance Man I X
Public Works Research Assistant x
Public Works Maintenance Man I %
Public Works Maintenance Man III ){
VACANT Public Works Director of Public Works X
TOTAL AUTHORIZED: CURRENT EMPLOYMENT:
City 58 City 56
CETA 15 CETA 15
7� 71 s:
1 more City employee will terminate on
6/30/78 so total at that time will be 70.
(John Laws' Position)
LW
_ 6/1/78
Tigard, Care-on /
June 1, 1)73
I:a.yor Bishop
Councilman Cook
Councilman i.iickelson
Councilman Scheckla
City Mgr. Barker
Dear Sirs:
At our NaY 30, 1973 meeting, the Tigard Par:-, Board unanyously
directed me to write this letter to you. -They are appealinS
to you -to do everything you call to retaiii Sen Altman in the
e-sploy of the City of Ti-ard.
:e -realize that the voters rejected a tax raise in lcst month's
election. You ti.,i.11 find creat difficulty in tryil.L; to decide
waore to cut exy.enses. .,.o one e .vies :our pc;si; on, oat
mould like to rc-,?uest ghat ,.-:,u _.ive our a.pjje l y our co:lsi dera-
tion for the Tollowin reasons:
''ell has tiior;;ed :'/1tk1 us `io. file hast sever.:!.. vers in close
cooperation. '.pits his assistrice, we have succeeded in formulat-
in,:- a detailed. Parr. and Recreation Prograir, for Ti.gard's future
developement. (Hopefully, we will be able soon to pi-esent our
finalized plan f:;r your approval) ;
- hen the occasion arises in City Hall, ',en protects the
interests of the Parr Loard by iaformin„ city e .-.:.oioyees or
developers of pla:.s -�rh i.ch may interfere with those ::e :lave.;
He advises us of local ;;recaps and they!' is;.crests in specific
.:•ecreation«i. facilities. ;
Because he has wortced in close coordi'.^L.^.ti,-n t'iith the Park
-o-a-1.4 Een is a•.rll to express. our intentions at civic :e�tin�s
re we are not in attendance.
+
Mr. Altman has supervised extensive research in our oehalln;
'Geis has e:zabled us to make t--tore valid decisions as to the recre-
-_tional needs in our town. ;
He keeps us informed as to time ii: nations on -rants we
have obtained and tells us �-ihen other -rants are available for
oiir needs. ;
lie Ives us valuable si1� eStiOnS c't ; tp t'ifl:.t Option s :'ie
have .";hen ':ie are required 1 o iU_ke a C:Ccis_Lot'. ;
If a new or another e:;:plo y ee were to :;e assi,_;ned to us, lie
':ie Mould each be ::Or,c_:1 ; c.t C:isa.dv�.tiitaL . It 11'as
:. ..c�.n time to . .:Llci u1) fort eYi,;o�'ed by the far:, :,o�.rd
This a� + �0 very Jp'A;ul in acco;mplish-
z:nd lien al m n. This rapporr :�u.� U� n 'e i�e
ink the tizorou; h job we feel we have done in fUT':iulc^.tlnr; the plans
for future Paras -and Recre,-!t.i.on in Our 'i'y, Ti Gard.
Please. give our request your sincere consideration.
Truly yours,
The Tigard P .rk Board
Fred cooper, chair :::gin
1-ary Secretary