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City Council Packet - 04/23/1990 z4K CITY OF TIGARD Revised 4/20/90: AGENDA OREGON TIGARD C{TY;CO.UNCIL..: BUSINESS MEETING APRIL 23 '1.9.90,.;.,6.30 ,PM PUBLIC NOTICE: Anyone wishing to speak on an agenda item ' should sign on the appropriate sign-up sheet(s). If no sheet is TIGARD CIVEC CENTER _ available, ask to be recognized by the Mayor at the beginning of 13125 511 HALL. BLVD that agenda item. Visitor's Agenda items are asked to be two TIGARD OREGQN 97:223 minutes or less. Longer matters can be set for a future Agenda b contacting either the Mayor or the City Administrator. • STUDY SESSION 6:30 p.m. - Agenda Review _ 1. BUSINESS MEETING (7:30 p.m.) 1.1 Call to Order - City Council 1.2 Roll Call 1.3 Pledge of Allegiance 1.4 Call to Council and Staff for Non-Agenda Items 2. KEY TO THE CITY -YVONNE BURGESS, OREGON LIBRARY ASSOCIATION VOLUNTEER OF THE YEAR • Mayor Edwards 3. APPOINTMENT OF TWALITY JUNIOR HIGH STUDENTS TO SPECIAL TRANSPORTATION ADVISORY TASK FORCE • Mayor Edwards Res<< t rIo-~ I 4. VISITOR'S AGENDA (Two Minutes or less, Please) 5. CONSENT AGENDA: Those items are considered to be routine and may be enacted in one motion without separate discussion. Anyone may request that an item be removed by motion for discussion and separate action. Motion to: 5.1 Local Contract Review Board: Award Bid - Renovation of Senior Center 5.2 Final Order - Sign Code Exception SCE 89-14/Variance 89-33 Landmark Ford NPO #4 - Resolution No. 90-,)t 5.3 Authorize City of Tiigard's Participation in the Study of a County-Wide 800 Radio System COUNCIL AGENDA -APRIL 23, 1990 -PAGE 1 6. PUBLIC HEARING -COMPREHENSIVE PLAN AMENDMENT CPA 90-0003 ZONE CHANGE ZC 90-0001 CUNNINGHAM/BP NPO #7 A request for approval of a Comprehensive Plan Amendment to change the land-use designation for 1.38 acres from Professional Commercial to General Commercial and to change zoning designation from C-P to C-G. LOCATION: 12528 SW Scholls Ferry Road (WCTM 1S1 35AD, Tax Lot 2400) • Public Hearing Opened • Declarations or Challenges • Summation by Community Development Staff e Public Testimony: Proponents, Opponents, Cross Examination • Recommendation by Community Development Staff • Council Questions or Comments • Public Hearing Closed • Consideration by Council: Motion to approve tentative findings. 7. PUBLIC HEARING -STREET VACATION FOR PORTIONS OF SW LOCUST STREET The request for vacation of portion of SW Locust Street was initiated by City Council on March 12, 1990, in accordance with an agreement with Weston Investment Company to accommodate a new street alignment. Any written remonstrances were to have been filed with the City Recorder by April 23, 1990, 7:30 p.m. • Public Hearing Opened • Declarations or Challenges • Summation by Community Development Staff • Public Testimony: Proponents, Opponents, Cross Examination • Recommendation by Community Development Staff • Council Questions or Comments • Public Hearing Closed • Consideration by Council: Ordinance No. 90-_ 8. PUBLIC HEARING -PEDESTRIAN EASEMENT VACATION BETWEEN LOTS 122 AND 123 OF MORNING HILL NO. 6 The request for vacation of a pedestrian easement between Lots 122 and 123 of Morning Hill No. 6, a recorded plat in the City of Tigard, Washington County, Oregon, was initiated by City Council on March 12, 1990. Said easement vacation is at the request of Jim Hart and JoAnn Burd. Any written remonstrances were to have been filed with the City Recorder by April 23, 1990, 7:30 p.m. • Public Hearing Opened • Declarations or Challenges • Summation by Community Development Staff • Public Testimony: Proponents, Opponents, Cross Examination • Recommendation by Community Development Staff • Council Questions or Comments • Public Hearing Closed • Consideration by Council: Ordinance No. Q)D 9. CONSIDERATION OF SPECIAL INSPECTOR ORDINANCE -TITLE 14.06 • Community Development Staff COUNCIL AGENDA -APRIL 23, 1990 -PAGE 2 10. CONSIDERATION OF FINDINGS TO BE INCORPORATED WITH ORDINANCE NO. 90-09- CPA 90-02 NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY REPORT, NPO Nos. 3 AND 7 • Community Development Staff e Consideration by Council: Roll Call Vote for Consideration of Findings to be Incorporated with Ordinance No. 90-09 11. NON-AGENDA ITEMS : From Council and Staff 12. EXECUTIVE SESSION: The Tigard City Council will go into Executive Session under the provisions of ORS 192.660 (1) (d), (e), & (h) to discuss labor relations, real property transactions, and current and pending litigation issues. 13. ADJOURNMENT cwcca423 i i COUNCIL AGENDA -APRIL 23, 1990 -PAGE 3 T I G A R D C I T Y C O U N C I L MEETING MINUTES - APRIL 23, 1990 - 6:30 PM 1. ROLL CALL: Present: Mayor Jerry Edwards; Councilors: Joe Kasten, and John Schwartz. Staff Present: Patrick Reilly, City Administrator; Ken Elliott, Legal Counsel; Keith Liden, Senior Planner; Catherine Wheatley, City Recorder; and Randy Wooley, City Engineer. 2. EXECUTIVE SESSION: The Tigard City Council went into Executive Session at 6:35 p.m. under the provisions of ORS 192.660 (1) (d), (e), & (h) to discuss labor relations, real property transactions, current and pending litigation issues. Council Meeting Reconvened: 6:45 p.m. 3. STUDY SESSION , Agenda Review ` a. City Administrator and City Engineer reported on Consent Agenda Item .1, Award Bid - Renovation of Senior Center. There was some confusion whether the painting of the interior of the building was included in the bid amount. This item would be negotiated; however, it would not change low bidder recommendation. It was noted that the city has received an additional $44,650 from Community Development Block Grant Funds for the Senior Center project. b. Councilor Schwartz requested that Consent Agenda .2, Final Order, Sign Code Exception, SCE 89-14/Variance 89- 33, Landmark Ford, be considered as a separate item. C. There was brief discussion on Agenda Item No. 6, Public Hearing, Comprehensive Plan Amendment CPA 90-0003 Zone change ZON 90-0001 Cunningham/BP NPO #7. City Administrator advised some of the neighbors on S.W. North Dakota Street were contacted and notified of the public hearing. d. Senior Planner Liden reviewed two proposals for disposing and/or trading property. The first property was located in the Summer Creek Greenway. This may not require a formal bid process because of a preexisting agreement with the developer stating that the property could be G. sold if it was determined it was no longer needed by the city. t 1. CITY COUNCIL MEETING MINUTES - APRIL 23, 1990 - PAGE 1 i u Senior Planner advised that the Wetlands Conservancy has expressed an interest in two pieces of property and have suggested a property trade. After discussion, Council consensus was that staff could proceed with disposition of the property. Bid process would be followed. 4. KEY TO THE CITY - YVONNE BURGESS, OREGON LIBRARY ASSOCIATION VOLUNTEER OF THE YEAR a. Mayor Edwards presented a Key to the City to Yvonne Burgess, City of Tigard Library Board member. Ms. Burgess was selected the Oregon Library Association Volunteer of the Year. 5. APPOINTMENT OF TWALITY JUNIOR HIGH STUDENTS TO SPECIAL TRANSPORTATION ADVISORY TASK FORCE a. Mayor reported that he and the City Engineer had met with a group of students from Twality Junior High to talk about traffic safety issues. The Mayor proposed a student advisory committee as a means for the students to provide input to the Council. The Task Force will work with the Transportation Advisory Committee and the City Engineer to help make recommendations to Council on traffic safety issues. ` b. RESOLUTION NO. 90-21 A RESOLUTION OF THE TIGARD CITY COUNCIL MAKING APPOINTMENTS TO THE SPECIAL TRANSPORTATION ADVISORY TASK FORCE C. Motion by Councilor Schwartz, seconded by Council Kasten, to approve Resolution No. 90-21. The motion was approved by a unanimous vote of Council present. 6. VISITOR'S AGENDA a. Judy Fessler, Planning Commissioner and Tigard resident, testified with regard to her concerns over the Urban Planning Area Agreement (UPAA) with Washington County. She urged Council to listen to the constituency with regard to the Murray Boulevard Extension provisions. She advised Scholls Ferry Road should be the major focus for development as a transportation corridor. b. Barbara Martin, Tigard resident, also noted concerns with Walnut being used as a major transportation link. She suggested an arterial system around the area, utilizing Scholls Ferry Road, would be feasible. CITY COUNCIL MEETING MINUTES - APRIL 23, 1990 - PAGE 2 7. CONSENT AGENDA: 7.1 Local Contract Review Board: Award Bid - Renovation of Senior Center 7.2 Final Order - Sign Code Exception SCE 89-14/Variance 89- 33 Landmark Ford NPO #4 - Resolution No. 90-22 7.3 Authorize City of Tigard's Participation in the Study of a County-Wide 800 Radio System Motion by Councilor Kasten, seconded by Councilor Schwartz, to adopt the Consent Agenda with Item .2 removed for separate consideration. The motion carried by a unanimous vote of Council present. Motion by Councilor Kasten, seconded by Mayor Edwards, to approve Consent Agenda Item .2 (Resolution No. 90-22). The motion passed by a majority vote of Council present; 3-0-1 (Councilor Schwartz abstained.) Councilor Schwartz explained his reason for abstaining noting that the applicant's request represented a 50% increase over and above sign code provisions for size. Approval of such an increase concerned Councilor Schwartz for future decisions; he also noted that businesses have been asked to replace non-conforming signs. 8. PUBLIC HEARING - COMPREHENSIVE PLAN AMENDMENT CPA 90-0003 ZONE CHANGE ZON 90-0001 CUNNINGHAM/BP NPO #7 A request for approval of a Comprehensive Plan Amendment to change the land-use designation for 1.38 acres from Professional Commercial to General Commercial and to change the zoning designation from C-P to C-G. LOCATION: 12528 SW Scholls Ferry Road (WCTM 1S1 35AD, Tax Lot 2400) a. Public hearing was opened. b. There were no declarations or challenges. C. Senior Planner reviewed this agenda item. The Planning Commission reviewed a request for a Comprehensive Plan Amendment from Commercial Professional to Commercial General and a Zone Change from C-P (Commercial Professional) to C-G (Commercial General) on April 3, 1990. The Commission decided to recommend an alternative proposal to designate the northern portion of the property Commercial Neighborhood and to retain a smaller area to the south for Commercial Professional use. The applicant was advised by the staff to suggest the amount of area desired for each designation at the Council hearing. 1 CITY COUNCIL MEETING MINUTES - APRIL 23, 1990 - PAGE 3 i d. Public Testimony: Proponents: o Brian Duffy, representing the applicant: 2868 Prospect Drive, Suite 360, Rancho Cordova, 95670- 6020. Mr. Duffy outlined their plans for development. He advised of their responsiveness to the neighbors' concerns which included amendments to their proposal so there was no longer an auto repair or car wash associated with the proposed use. Opponents: r o Cal Woolery, 12356 S.W. 132nd Court, Tigard, Oregon noted his concerns for the Commercial General zoning e in this area advising it would be incompatible with the area. o Jeanne Rohlff, 12430 S.W. North Dakota, Tigard, Oregon advised she was opposed to Commercial General zoning in the area. She said there was no mistake in the Comprehensive Plan and that traffic speeds and volumes were already a problem in the area. Further, safety and livability for the neighborhood would be negatively impacted. f Ms. Rohlff advised of her disappointment of the citizen involvement on this issue. She advised that the NPO had not contacted the neighborhood for input. She said she was concerned that an individual on the NPO was personally involved in the development of this property; she said he should have removed himself from participation in discussions on the project. Ms. Rohlff noted that there was a public hearing scheduled for next week on a request for temporary closure of S.W. North Dakota Street. Since any decision to develop this property would affect this street as well, she suggested the hearing on the proposed CPA and Zone Change be tabled until after the street closure public hearing. o Jane Hunt, 11105 S.W. 123rd Place, Tigard, Oregon noted she agreed with Ms. Rohlff's testimony. She referred to the S.W. North Dakota neighborhood's upcoming public hearing for temporary street closure. Ms. Hunt requested Council to either vote r "No" on the applicant's proposal or to table the matter until after the street closure public. hearing. CITY COUNCIL MEETING MINUTES - APRIL 23, 1990 - PAGE 4 o Bill Gross, 3019 S.W. Hampshire Street, Portland, OR 97201, testified in opposition to the request noting there had been no change in circumstance nor was there a mistake in the Comprehensive Plan which would justify approval. o Chris Barthel, 10636 S.W. 127th Court, Tigard, Oregon advised he was very much opposed to the proposal. o Susan Robbins, 10648 S.W. 127th Court, Tigard, Oregon advised her backyard abuts the subject property. She noted she was opposed to the proposal because of concerns about noise, increased traffic, and potential of vandalism. Additional Proponent Testimony: o Lee Cunningham, 13385 S.W. 115th Avenue, Tigard, Oregon advised that traffic problems were the result of rapid growth. He recounted the history of development in the area, noting that gas stations had been allowable on nearby property; however, a gas station had not been built. He noted the cooperative efforts of BP Oil they had agreed to remove the car wash and auto repair portion of their business to minimize impacts to the neighbors. In addition, BP would increase landscaping and buffering. Rebuttal - Proponent o Mr. Duffy referred to the concerns by opponents who wanted this issue tabled until after the hearing on the S.W. North Dakota Street temporary closure. He advised that their business would not be dependant on whether or not this street was closed. Mr. Duffy reviewed the process his company had followed, noting that they had made their presentation to the NPO in March. He reminded this was an application for rezoning. If approved, the site plan would then be subject to a review process. Additionally, he advised their structure would be only one story and that adequate buffering between their business and the residential areas would be provided. Rebuttal - Opponent o Jeanne Rohlff commented that it was difficult to see CITY COUNCIL MEETING MINUTES - APRIL 23, 1990 - PAGE 5 how the gas station would not be affected if S.W. North Dakota was closed. She advised access would be necessary from S.W. North Dakota. e. Senior Planner Liden reviewed the recommendation by Community Development Staff: Staff recommended denial of the applicant's request primarily due to the adverse. traffic impacts likely to be associated with this change. He advised that the Planning Commission recommended an i' alternative to the proposal to designate the northern E portion of the property Commercial Neighborhood and to retain a smaller area to the south for Commercial t Professional use. P f. Public hearing was closed. g. Council comments: Each Councilor present noted that they would support staff's recommendation. There was no finding of error in the Comprehensive Plan nor did there appear to be a substantial change in circumstances. BP's efforts to modify their proposal to negate concerns of the neighbors were acknowledged. Transportation issues were also of concern to Council. h. In response to a question from Mr. Duffy concerning a procedural question on the process, Legal Counsel C reviewed process for a Comprehensive Plan Amendment. City Council would make the final determination for the City on the proposal. Staff and Planning Commission were advisory to the Council. i. Motion by Council Kasten, seconded by Councilor Schwartz, to direct staff to prepare a resolution upholding the staff's recommendation to deny the request. The motion was approved by a unanimous vote of Council present. 9. PUBLIC HEARING - STREET VACATION FOR PORTIONS OF SW LOCUST STREET A request for vacation of portions of S.W. Locust Street was initiated by City Council on March 12, 1990, in accordance with an agreement with Weston Investment Company in order to accommodate a new street alignment. Any written remonstrances were to have been filed with the City Recorder by April 23, 1990, 7:30 p.m. a. Public hearing was opened. b. There were no declarations or challenges. CITY COUNCIL MEETING MINUTES - APRIL 23, 1990 - PAGE 6 k C. Senior Planner Liden summarized this agenda item. In conjunction with the S.W. Locust Street improvement project, the City entered into an agreement with Weston Investment Company to trade a portion of the exiting S.W. Locust Street right-of-way for the dedication of a different area of land to be part of the street right- of-way. This land trade was agreed to in order to accommodate a new alignment for the street. The City was obligated by agreement to initiate the vacation of the street right-of-way in order to receive the new right- of-way which will correspond with the new street location. d. Public Testimony a. Charles Brawand, P. 0. Box 1052, McMinnville, OR testified that he was an adjacent property owner (Tax Lot 400) and was concerned that a portion of Tax Lot 400 was shown to indicate dedication of property. He objected to further request for land dedication. Discussion followed on whether or not this action would affect this parcel. In addition, it was staff's opinion that this land was outside the City's jurisdiction. _ b. Council consensus was to continue the public hearing to May 14, 1990. Staff was directed to clarify the issue with regard to Tax Lot 400. 10. PUBLIC HEARING - PEDESTRIAN EASEMENT VACATION BETWEEN LOTS 122 AND 123 OF MORNING HILL NO. 6 The request for vacation of a pedestrian easement which lies between Lots 122 and 123 of Morning Hill No. 6, a recorded plat in the City of Tigard, Washington County, Oregon, was initiated by City Council on March 12, 1990. Said easement vacation was at the request of Jim Hart and JoAnn Burd. Any written remonstrances were to have been filed with the City Recorder by April 23, 1990, 7:30 p.m. a. Public Hearing was opened. b. There were no declarations or challenges. C. Senior Planner Liden summarized this agenda item. Jim Hart and JoAnn Burd have requested the vacation of a pedestrian easement which lies between Lots 122 and 123 of Morning Hill No. 6. This easement connects 131st Avenue and a drainageway/wetland but it does not presently contain a developed sidewalk or path. The storm drainage easement located between these two lots CITY COUNCIL MEETING MINUTES - APRIL 23, 1990 - PAGE 7 was intended to remain. It was proposed by BenjFran Development Co. that a pedestrian easement be provided between Lots 154 and 155 in the next phase of Morning Hill to the south. This substitute pedestrian easement will be in an improved location for providing access to the drainageway area in the future. It appears that a vacation of this easement with the provision of a replacement access to the south is consistent with the best interest of the City. d. Public Testimony: o Bruno Morgan, 12326 S.W. 131st Avenue, Tigard, Oregon, and Jim Washburn 12310 S.W. 131st Avenue both testified in favor of the proposed easement vacation. e. Senior Planner Liden advised staff recommendation was for adoption of the proposed ordinance which would approve the requested easement vacation. f. Public hearing was closed. g. ORDINANCE NO. 90-10 AN ORDINANCE VACATING A PUBLIC PEDESTRIAN EASEMENT LOCATED BETWEEN LOTS 122 AND 123 OF MORNING HILL NO. 6, IN THE CITY OF TIGARD, WASHINGTON COUNTY, OREGON. h. Motion by Councilor Schwartz, seconded by Councilor Kasten, to adopt ordinance No. 90-10. The motion was approved by a unanimous vote of Council present. 11. CONSIDERATION OF SPECIAL INSPECTOR ORDINANCE - TITLE 14.06 a. City Engineer reviewed this Agenda Item. The State Building Code requires that certain types of construction work be provided with continuous special inspection. The special inspection is provided by certified individuals other than city inspection staff. b. ORDINANCE NO. 90-11 AN ORDINANCE ADOPTING REGULATIONS FOR THE ADMINISTRATION OF SPECIAL INSPECTIONS WHEN REQUIRED BY THE STATE BUILDING CODE AS PART OF TITLE 14 OF THE TIGARD MUNICIPAL CODE C. Motion by Councilor Kasten, seconded by Councilor Schwartz, to adopt Ordinance No. 90-11. The motion was approved by a unanimous vote of Council present. CITY COUNCIL MEETING MINUTES - APRIL 23, 1990 - PAGE 8 i' i 12. CONSIDERATION OF FINDINGS TO BE INCORPORATED WITH ORDINANCE NO. 90-09 - CPA 90-02 NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY REPORT, NPO #3 AND 7 a. City Engineer reviewed this Agenda item. The Ordinance amends the Comprehensive Plan Transportation Map in the area of Northeast Bull Mountain as deliberated by Council ` during a public hearing process held on February 26, and March 26, 1990. t. t. The Ordinance adopts portions of the Northeast Bull F Mountain Study report; specifically, the ordinance would. add an extension of 132nd Avenue south of Benchview, an extension of 135th Avenue, and the realignment of Gaarde Street at Pacific Highway. The ordinance would also add a Note A to the Map to clarify the design standards for x the three new road extensions. The Ordinance leaves the route of the future extension of Gaarde Street undecided. Staff recommended that the;. decision on the Gaarde extension be deferred until it was r. known whether the Murray extension would be deleted.' b. ORDINANCE NO. 90-09 AN ORDINANCE AMENDING THE TIGARD E. COMPREHENSIVE PLAN TRANSPORTATION MAP BETWEEN WALNUT STREET AND BULL MOUNTAIN ROAD (CPA 90-02) C. Motion by Councilor Schwartz, seconded by Councilor Kasten, to approve Ordinance No. 90-09. s 13. ADJOURNMENT: 8:58 p.m. Catherine Wheatley, City Recordqfr ATT Geral . Edwards, Mayor i n j Date: CCM423 CITY COUNCIL MEETING MINUTES - APRIL 23, 1990 - PAGE 9 -Wail TIMES PUBLISHING COMPANY Legal T#7523 P.O. BOX 370 PHONE (503) 684.0360 Notice BEAVERTON, OREGON 97075 Legal Notice Advertising RECD * City of Tigard • ❑ Tearsheet Notice APR 191990 PO Box 23397 ❑ Duplicate Affidavit Car OFpAM Tigard, Or 97223 s ~ AFFIDAVIT OF PUBLICATION STATE OF OREGON, ) COUNTY OF WASHINGTON, )ss. Judith Koehler being first duly sworn, depose and say that I am the Advertising Director, or his principal clerk, of the Tigard Times s a newspaper of general circulation as defined in ORS 193.010 and 193.020; published at Tigard in the aforesaid county and state; that the l Noticp of Public Hearing a printed copy of which is hereto annexed, was published in the 'd entire issue of said newspaper for one successive and consecutive in the following issues: April 19, 1040 Subscribed and swor to before me this 12th aay ^f Apr! 1 1990 Notary Public for Oregon My Commission Expires: 6/9/93 AFFIDAVIT The following will be considered by the Tigard City Council on April 23,- 1990, at 7:30 p.m. at Tigard Civic Center, Town Hall Room, 13125 SW,: Hall Boulevard, Tigard; Oregon. Further information may be obtained, from the Community Development Director or City Recorder at the same; location or by calling 639-4171. You are invited to submit written, tes- timony in advance of the public hearing; written and oral testimony will., be considered at the. hearing. The public hearing will be conducted in ac- cordance with the applicable Chapter 18.32 of the Tigard Municipal Code` and any rules of procedure adopted by the Council and available at City; Hall. COMPREHENSIVE. ;.PLAN AMENDMENT CPA. 90-0003 ZONE CHANGE ZONE 90-001 CUNNINGHAMBP.NPO V. A ueSt for an-? proval of a Comprehensive Plan Amendment 'to change 'e land arse designation for 1.38 acres from Professional ;Commercial to General,; Commercial and to. charge the zoning desi non' from' C -P to C G ,i .LOCATION: 12528 SW Scholls Ferry Road ((WCPM 181 35AD, tax lot, ,1 2400) i T'17523= Pdblish` April `32;1994 Y` , 1 TIMES PUBLISHING COMPANY P.O. BOX 370 PHONE (503) 684.0360 Le #7531 BEAVERTON, OREGON 97075 Legal Notice Advertising JAAY 0 7 1990 • City of Tigard ' ❑ Tearsheet Notice CM Of slai PO Box 23397 Tigard, Or 97223 ' ❑ Duplicate Affidavit ' The following selectedaggeenda items ate published f~Your u►fomnat<on. Further uiformatioii and full agendas May .11p obtaiifed; corder 3;25 S.W. Hall Boulevard Ti ran the Git3r-Re- gam, .01!eg ~ .9722g, orb 6391171i y calWig AFFIDAVIT OF PUBLICATION ' STATE OF OREGON, CTfY COUNCIL BUSINESS MEETING ) AP12II,-PM ' COUNTY OF WASHINGTON, )ss' 23,'1990 5:30 AHI)CIVICCENT'ER,TOWNHALL 13125 S W HALL'BOULEVARD, TIGARD,'OldiGON I, ,li,di th Koehler being first duly sworn, depose and sa that I am the Advertising • Stud A y Y Benda: ` Director, or his principal clerk, of the Ti gard Times Overyiewof.StreetsProlecis a newspaper of general circulation as defined in ORS 193.010 y ' Oregon and 193.020; published at TiT^ in the Department of,T representspves on I)i >Sh%* 99 sportatt Proon Discussion with`pDOT aforesaid county and state; that the • 'Key to'Oe City Yvonne Bur l gess, Library A.ssocration, - t3LCOlI 1C] 1 Business Meeti nq Volunteerof the Year r a printed copy of which is hereto annexed, was published in the ' Appomtment'of.Twahty.Junior High Students to $ Poc x 8 entire issue of said newspaper for Tmnvoriadon.ddvisory ;x . One successive and I oCal ConttRev~ew Board y" z k a consecutive in the following issues: .,Pubhe,:Heanngs. CompiehensiVe Plan Amendment CPA 90-Q003 7,one Change ZOAt r,~ 1 19, 1990 90-0001 Cunnin8nBP NPO k, StteeE Vacatibii for Portions of S.W Locust Street - Pbdestiiarr Easement Vacation Be,I:o tween f ; - MommgHilfNo 122 and- 123 o • Consideiatronof~pecial Ir spectorOr+dmance ' gacd Mumcipat • • Code, Title 14.06; 10 bdjn Consideration ofFindiri , - 9()-0 ,tPA 90.02 Northwst Bull Mountain with O it jQp 1s] 0 90 Subscribed and savor to before me this 14th rlav of April _ 199C .Re#3and7 ' SY sa • Ezecut,ve'Ssion- undertth ' v' sty isionsof Oi2 41 Ce), & ez~ S (h) to discuss labor reactions realT6t1:~ Notary Public for Oregon Gent &'pen , dmg aitlgatio~ 5 My Commissio xpires: 6/9/93 TT7531' Publis i Aph 19 199Q AFFIDAVIT;: r k~,<~_: h tom" TIMES PUBLISHING COMPANY Legal C~ t P.O. BOX 370 PHONE (503) 684.0360 Notice BEAVERTON, OREGON 97075 Legal Notice Advertising ° ~.'61,Y O ° ❑ Tearsheet Notice City of Tigard A P.O. Box 23397 ° Tigard. OR 97223 Ap~ ° ❑ Duplicate Affidavit AFFIDAVIT OF PUBLICATION NOTICE OF STREET VACATION TREQUESTF0R PORTIONS OF STATE OF OREGON, ) ~~SSW LO~ST,'STREF~` s; COUNTY OF WASHINGTON, )ss' The Tigard CityCouncil"will bald a public hearing on Monday, Apn123 I, Judith Koehler ,1990, at 730 p.m at Tigard Caaic Center Town Hail Room, 13125'S Yr<~; being first duly sworn, depose and say~oat I gm~he Advertising Hall Boulevard, Tigard, Oregon~to cons ~►er the p oposed v tton bf por Director, or his principal clerk, of the agar i.mes eons o€ 3 W Locust Street. The request was miUated by the City Council ; on March 121990, at tfie regaesE=bf Tigard CityCoancil in accordance: a newspaper of general circulation as defined in ORS 193.010 3 and 193.020; published a in the with an.'agteetnent wtth,Weston.Investment Cotnpany ~n Order aeea[tt modate`a new.strcet alignmcnt.,Any mterested parson may_:appear and be ` aforesaid count that Notice of St a Vacaare;nn,Pn t; ens, SW Locust St. heard for our against the pro posed vacation of saidtatreet. Any wnts~en ob= .,tecuonsor remonstrances shall lie filed with the City Recorder by Apnt' a printed copy of which is hereto annexed,( 1s published in the 23,1990, 'by l 30,p in " ~ five 5 entire issue of said newspaper for successive and NOTICE PEDI STRIAlV EASEMENT YACATIt)N BETWEEN LOTS consecutive in the following issues: 122 AND;123 OF MORNING HILZ NO M a r c h 22, 29, 1990 T h e T i g a r d pity Council w i h hold a pbbhc hearing=on Monday;~pn123 1990, afl; :3 p m at Ttgard'Ctvic Center. Town Ball Room 13125 S 13! April 5, 12, 19, 1990 Ha11 Boulevard, igazd Oregon; to consider the ;proposed?bacatrnn hf a pedestrian easement which lies between Lots 122 and 123 of Morning Hill No r6; a;recordedtplat In the City of Tigard, Washington t_ourty, Y}regen: The request was mmafed;by the Caty Council og March i , X990, at me request of Jim Hart and pJoAnn Burd ~~Ary intetesfed pec§olt,ma~r appc and be heard for or agat proposed vacation of sail eii5g~nehl~ vj+ntten oblectrorisToc remorttranccs shall be filed wish Lfi Crty Racorr Subscribed anPxpires: o before me this 19, day of April 1990 st the A~fy ( by Apn123,1990, by 7 30 p m ~ a ~'"k~~~t s "-TT10754 PubLsh March 22, 29 and Apn~15, ~219,1~ti,~°'~ , { "k~ Notary Public for Oregon My Commissio 9/93 AFFIDAVIT . 'a ^ .fir;,Y".:: . - - - - TI~p, OP 3ON CITY AA OF v~ proposed the Matte of~©- c7 ~Q 10 Cl 11 jvs. ss 51%TE OF OR on ) an County of Wad ) (t sworl1• City of Ti ` begin first place-91 a COPY Of e a say'. c7win~3liC and cOo-icuous part qp a -6f e oath► d P° the. - ~1 v' v a eTde C ,0 ~ ~lv it ~tirvg ed a'A by 19 0. That I Post' ) Ordina~eN ~1oPt - at the (s) be• heretoO VII i~ of said °~rdl date of Oregon cop the ~ 11 Blvd., Ti on hereof , on Ha Tigard Oreg ter► 13125 'W ffins► Civil C Tigard 1. Corner Tigard, Oregon US National S,, ,all Bl 99) and 2' ore► Tigard plaza, Saf ewaY St er of pacif iC ' ~bertsoo -F rTa aacorn i"dd Oregon 4. SW Durbal" A • ► 19L ~ „ t~k date of to amore me this Subscribed and Sub~'x Oregon Notary p~lic for : es i 14y Co~ssion EXFir { ke/ORPO5T ' moon 4 CITY OF TIGARD, OREGON AWf* ORDINANCE NO. 90- dq AN ORDINANCE AMENDING THE TIGARD COMPREHENSIVE PLAN TRANSPORTATION MAP BETWEEN WALNUT STREET AND BULL MOUNTAIN ROAD (CPA 90-02) WHEREAS, the Comprehensive Plan Transportation Map designates the arterial and collector street system within the City of Tigard; and, WHEREAS, the Northeast Bull Mountain Transportation Study Report, attached hereto as Exhibit B, recommends amendments to the existing Transportation Map as it pertains to the northeast portion of Bull Mountain; and, WHEREAS, at a public hearing on January 30, 1990, the Planning Commission voted to deny approval of the recommendations of the Study Report and recommended e certain guidelines for collector streets in the northeast area of Bull. Mountain; and, WHEREAS, the City Council reviewed the Planning Commission recommendations at a. public hearing on February 26, 1990; and, WHEREAS, the Council finds that a portion of the recommendations of the Study Report are consistent with the guidelines recommended by the Planning Commission and that said portion can be adopted independent of the remaining recommendations; and WHEREAS, said portion includes the proposed extension of 132nd Avenue south of Benchview Terrace, the proposed extension of 135th Avenue south of Walnut Street, the proposed extension of Benchview Terrace west of 132nd Avenue, and the proposed realignment of Gaarde Street at Pacific Highway; and WHEREAS, the Council finds that the remaining recommendations of the Study Report require further review by the Council. THE CITY OF TIGARD ORDAINS AS FOLLOWS: Section 1: The proposed amendment is consistent with the Statewide Planning Goals and Guidelines based upon the following findings: Statewide Planning Goal #1 - Citizen Involvement The City of Tigard assures the opportunity for citizens to be involved in the review of all land use and development applications. There were numerous public meetings with citizens and neighborhood groups beginning in February, 1989. These meetings are described in the Public input section of the "Northeast Bull Mountain Transportation Study" (Exhibit "B"). The City of Tigard Planning Commission reviewed the proposal at its public hearing on January 30, 1990, and made a recommendation to the City Council. ORDINANCE NO. 90- Page 1 i The City Council received the public testimony at its public hearing on February 26, 1990. Notice was published in the Tigard Times newspaper as required by the Community Development Code for both hearings. Statewide Planning Goal #2 - Land Use Planning This goal is satisfied through City procedures and measures which require the City to apply all applicable Statewide Planning Goals, City Comprehensive Plan policies, and Community Development Code requirements to the review of the proposal being presented. t Statewide Planning Goals #3 and #4 - Agricultural Lands and Forest Lands t These goals do not apply because the entire area involved in the proposal is f within the Portland Metropolitan Urban Growth Boundary and has been E designated in the City of Tigard Comprehensive Plan and in the Washington County Bull Mountain Community Plan for residential development. The Urban Growth Boundary and the land use designations have been previously found by s LCDC to comply with the Statewide Planning Goals and Guidelines. Also, the 1 street system proposed by this Plan amendment will not have an adverse impact I upon resource lands outside the Urban Growth Boundary. Statewide Planning Goal #5 - Open Space Scenic and Historic Areas and Natural Resources The Bull Mountain Community Plan and the Tigard Comprehensive Plan identify the need to preserve open space, natural resources, and wildlife habitat. The plans illustrate general areas where these attributes exist, but do not locate specific areas of concern that must be preserved or protected in some manner. The plans call for the protection of these resources to the extent that is practical as property develops. No historic sites or structures have been identified by the County or the City for this section of Bull Mountain. The street system called for by this Plan revision will provide appropriate access for the residential development anticipated by the Bull Mountain Community Plan and the Tigard Comprehensive Plan. It.will have no adverse affect upon the open space, scenic features, historic areas, or natural resources identified for protection in either of these plans. Statewide Planning Goal #6 - Air, Water and Land Resource Quality This goal is satisfied because the street system contemplated will provide for improved traffic circulation in the area, leading to fewer vehicle miles driven. This increased efficiency will in turn have a positive impact upon air quality. Water quality and land resource quality should be unaffected as noted in the discussion of Goal #5 because the street system is providing adequate access for development that is already contemplated in the Bull Mountain Community Plan and the Tigard Comprehensive Plan. l ORDINANCE NO. 90- Page 2 Statewide Planning Goal #7 - Areas Subject to Natural Disasters and Hazards Both the Bull Mountain Community Plan, the Tigard Comprehensive Plan, and the Tigard Community Development Code contain requirements for the mitigation of natural hazards such as flood plain, drainageways, steep slopes, and erosion. The primary natural constraints identified for the Bull Mountain area are steep slopes over 20 percent and drainageways. This goal will be satisfied and the potential for creating natural hazards shall be greatly reduced or eliminated because the development of the streets will be accomplished in a manner that is consistent with the provisions of these plan and code documents as well as appropriate engineering practice. Also, the street alignments are designed to avoid the steepest terrain and drainageways to the maximum extent possible. Necessary mitigation measures will be developed and approved by the applicable regulatory agencies for the street projects. Statewide Plannincr Goal #8 - Recreation Needs The need for providing outdoor recreation opportunities in the area is discussed in the Bull Mountain Community Plan, but specific sites are not identified. This goal is satisfied because the collector street system is intended to serve the residential development envisioned by the Plan and it shall not have any affect upon or reduce the potential amount of outdoor recreation and open space areas. Statewide Planning Goal #9 - Economy of the State This goal is satisfied because the proposed Comprehensive Plan Amendment will substantially improve the access to the Bull Mountain area and therefore, encourage the development of this land as contemplated by the Tigard Comprehensive Plan and the Bull Mountain Community Plan. This development activity will be beneficial economically because of the construction jobs provided. Statewide Planning Goal #10 - Housing This goal is satisfied because the proposed comprehensive Plan Amendment will substantially improve the access to the Bull Mountain area and therefore, encourage the provision of single family housing in accordance with the Tigard Comprehensive Plan and the Bull Mountain Community Plan. Statewide Planning Goal #11 - Public Facilities This goal requires that the necessary infrastructure must be provided to accommodate future development. Residential development requires domestic water, fire, sewer, storm drainage, roads and other important services including police, and fire protection. The installation of an adequate street system for this area helps satisfy this goal. Statewide Planning Goal #12 - Transportation This goal is satisfied because the proposed street system will provide improved access to existing residential areas as well as those properties ORDINANCE NO. 90-C)l Page 3 6 which will be developed similarly in the future. An extensive transportation analysis has been conducted by the City of Tigard and Washington County staff to determine the appropriate street locations and alignments. This street system was then reviewed by the public, as well as the Planning Commission and City Council, prior to approving the system that is to be incorporated as an element of the Tigard Comprehensive Plan. Statewide Planning Goal #13 - Energy Conservation This goal is satisfied by creating a situation where traffic circulation on the north side of Bull Mountain will be more efficient by providing the appropriate connections between the residences and other destinations. Also, school bus routes shall be run more efficiently. This enhanced efficiency will result in modest energy savings. The remaining Statewide Planning Goals #14 through #19 do not apply in this case. Section 2: The proposed amendment is in conformity with the Tigard Comprehensive Plan based upon the following findiage: The proposed amendment is consistent with Comprehensive Plan Policy 8.1.1 because the proposed street system has been planned to provide a safe and efficient street system to serve current needs and anticipated future growth and development. The proposed amendment is consistent with Comprehensive Plan Policy 8.1.2 because it is in conformity with the adopted transportation plan of Washington County, the regional transportation plan, and the plans of adjoining jurisdictions. The proposed amendment is consistent with Comprehensive Plan Policy 11.3.1 because the minor collector street routes to be adopted by this ordinance are not expected to change the impacts on existing residential structures on SW 121st Avenue and Gaarde Street. The proposed amendment is consistent with Comprehensive Plan Policy 11.3.2 because this ordinance does not change the arterial street system. Section 3: The Comprehensive Plan Transportation Map is hereby revised to add a proposed extension of 132nd Avenue south of Benchview Terrace; to add a proposed extension of 135th Avenue south of Walnut Street, to add a proposed extension of Benchview Terrace west of 132nd Avenue, to add a new Note A, and to realign Gaarde Street at Pacific Highway, all as shown on attached Exhibit A. Section 4: This ordinance shall be effective 30 days after its passage by the Council, approval by the Mayor, and posting by the City Recorder. ORDINANCE NO. 90-01 \ Page 4 t r. F PASSED: By Una w(mc)uS vote of the Council members present after being read by number and title only, this nc day of 0,la~ , 1990. Catherine Wheatley, City Rec der APPROVED: This Q3rj day of C , 19 G ald R. Edwa s, Mayor Ap r ed as to form: Ci ttorn Aoa`Lzz C Date r (f` 1 - ORDCPA.RW/kl ORDINANCE NO. 90- ~.JZ Page 5 :a ~ ► 18 r' ` i- s~pI1T' A `alHgnents are sha~so for of Ti gar haS p i of 132nd Av h C; The City 135 Avecnee ries of i is of of. Terrace, ~ nc►vTh ` ecti f ~m- yt of nut ut St., Tw 1. 11 Or Cde- St e of 132m1 minor A as minor } be Hurray - 'L of Crx str th a design . 30 j ~G ♦ CI' di X40 - - _30 ' 4 it r / O 3 - / ~Ct . rj s. w4 - Ji Exhibit A pROpOSED AMENDMENT _ TO THE LAN COMPREHENSI 10yV MAP -ro ANSpORTAT .y EXHIBIT B NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY Report and Recommendation JANUARY, 1990 y SUMMARY This report is the result of planning work done over the past year to identify the long-range transportation needs for the northeast portion of Bull Mountain. The planning work has been a joint effort of staff members from the city of Tigard and Washington County and the citizens of the study area. The recommended plan is shown on Figure 12-1 on page 43. The plan is based on transportation needs at some future time when the Bull Mountain Area is fully developed. It is expected that the plan will be implemented as development occurs, over a period of many years. The purpose of the plan is to guide development during the coming years, assuring that the long-range transportation needs are put into place as development occurs. The -recommended plan (Figure 12-1) was selected to provide the transportation improvements needed to support the eventual full development of the study area in accordance with the adopted land use plans and with the least impact to existing established neighborhoods. i 1. INTRODUCTION In 1988, the City of Tigard began the process of planning for the principal street system in the northeast area of Bull Mountain. The study area is shown in Figure 1-1. This study focuses on street needs in the study area. The street system and projected growth of surrounding areas were also considered. The City chose to concentrate on the northeast area of Bull Mountain for several reasons. Foremost was the anticipation of substantial growth within the study area during the next few years and the lack of a clear f plan for future roadways within the area. City and County comprehensive plans for the study area currently are not in total agreement as to the appropriate roadway system and neither plan is specific as to locations of i required roadways. A need for further planning wah also seen because of i E the steep slopes and deep ravines that limit potential roadway routes within the study area. Finally, the northeast portion of Bull Mountain is F almost totally within the City's "active planning area", meaning that the f City has primary responsibility for long range planning for the area. The study haf been conducted by City of Tigard staff with substantial support and cooperation from County planning staff and with substantial I' public input. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 1 r t 7aj A v Te ~c'fc ~ , ) v Oq ~ ~ v U Ave. x \ ti ~~o E S.W. 115th . Ave. 99"y v cn v v 121st [C Sw- c -o SW 18th Ave. Study Area 75 • m S.W 132nd .131st S.W. \ Ave. r"' r \ Ave. S.W. 133rd Ave. I S.W. 135th Ave. ai ~~ee C: or 1 '1 m SAY N\ o S.W. 141st Ave. S s Sunrise Ln. SW. 150th vA e. ~r-~ - N - -~S NE Bull Mountain Figure 1-1 Transportation Study STUDY AREA 2. PURPOSE The purpose of the study was to determine the system of collector and arterial streets needed to provide access for the neighborhoods of the study area and to provide routes through or around the study area as appropriate. The study is not intended to define all of the local streets needed in the study area. Local streets to serve individual lots will be planned and constructed as development occurs. Instead, the plan is intended to define the principal street system in the area so that streets can be constructed in a logical and consistent manner as development occurs.. Comprehensive planning for the principal roadways is especially important in this study area where steep slopes and deep ravines limit the potential' routes for roadways. Once a comprehensive plan is adopted, each new subdivision can be developed in a manner consistent with the plan so that eventually the entire road system can be completed in a logical manner. Currently in the Bull Mountain area much of the land is undeveloped or remains in agricultural usage. However, future development is possible for all of the Bull Mountain area within the established Urban Growth Boundary. Some large lots have the potential for future redevelopment to increased residential densities. The purpose of this study is to define the roadway system that will be needed when the Bull Mountain area is fully developed in accordance with existing- zoning. How soon this full development will occur is unknown. It could happen within the next few years or it may happen over a long period of time. Based on current population projections, however, it seems likely that substantial development of the Bull Mountain area will occur within the next 10 to 20 years. Assumptions regarding future development within the study area are discussed in more detail in Chapter 5. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 3 3. CITY-WIDE AND REGIONAL PLANNING In planning for the study area, City-wide and regional roadway planning also needs to be considered. The alignment and adequacy of the roadway system in the adjoining areas will influence traffic impacts on the roadways within the study area. In 1983, the City of Tigard and Washington County • both adopted comprehensive plans which include plans for roadway systems in the Bull Mountain area. The City's plan for the street system in the study area is shown on its comprehensive Plan Transportation Map adopted in 1983. A portion of this map is reproduced in Figure 3-1. The County's plan for roadways in the study area is shown on the Washington County Transportation Plan adopted in 1988. A portion of the County Plan is represented in Figure 3-2. The County Plan for the study area is based primarily on the Bull Mountain -Community Plan developed in 1983. The City and County plans are not in total agreement and neither is specific about alignments for the new roadways needed within the study area. Outside the study area, the. existing City and County plans define a fairly specific system of roadways generally following existing street alignments. In 1986, Washington County signed an Urban Planning Area Agreement (UPAA) with the City of Tigard and the City of Beaverton. The UPAA provides for an extension of Murray Boulevard from Old Scholls Ferry Road to 135th Avenue near Walnut Street. The UPAA further calls for the City and the County to work together to define an alignment for a roadway system between the 135th/Walnut area and the 121st/Gaarde area. The Washington County Transportation Plan calls for an extension of Davies Road and elimination of the intersection of Scholls Ferry Road and Old Scholls Ferry Road. The City of Beaverton has adopted a similar plan. The proposed road alignments are shown on Figure 3-3. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 4 In addition to the City and County plans, there is a Regional Transportation Plan adopted by the Metropolitan Service District (Metro) to identify the major roadways needed for travel through the region. The Regional Transportation Plan in the Tigard area is based on the results of the Southwest Corridor Study completed by Metro in 1987. The Southwest Corridor Study recommends construction of a new roadway, commonly referred to as the Western Bypass, to carry through traffic between the southeast area of Washington County and the westerly portion of the County. The Study also identifies the need for a new roadway running from the southwest portion of Bull Mountain at Beef Bend Road to the Six Corners area of Sherwood to provide a connection between southwest Beaverton and the area south of Tigard. The Study, like the UPAA, calls for a roadway connection between Murray Boulevard at old Scholls Ferry Road and Gaarde street at Pacific Highway, with the provision that this roadway connection should not be completed until the other proposed roadways are in place to carry through traffic around the west side of Bull Mountain. The Study recommendations are shown in Figures 3-4a and 3-4b. A Western Bypass Study is currently being started by the Oregon Department of Transportation (ODOT). The ODOT study will review alternatives to the Bypass to decide if the Bypass should be constructed. Metro and Washington County will both participate in the study, particularly in the traffic analysis to determine which alternatives are feasible and in the land use analysis to determine the implications of the Statewide Planning Goals. If the study affirms that a Bypass is needed, an alignment for the Bypass will be determined by ODOT. In conducting the planning for the Northeast Bull Mountain Study, it has been assumed that roadways outside the study area will be developed in accordance with the existing city, county, and regional transportation plans. It has been assumed that the Western Bypass or an alternative transportation improvement of equivalent capacity will be constructed. Alternatives to the Western Bypass will be considered during the ODOT study process and will include both transit and highway alternatives. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 5 The Southwest Corridor Study suggests that an alternative to the Western Bypass would be to provide additional lanes on Highway 217 and Sunset Highway and additional improvement on Highway 99W. The Study estimated that these improvements would provide adequate traffic capacity through the year 2005. The Study estimated that this alternative would provide a level of traffic in the Bull Mountain area approximately equal to that of the Western Bypass alternative at least through 2005. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 6 A2\O _ -A j t ! FOWLER Q I l`~•" T- JR. HIG Off 727 jj- 25 .aR -a - NOTE: the city of 7iKard 30 306 suItaested a RrripR of ind rcct t , _ minor Collector }unnact iD s 'r~, ' bet"" I hurray blvd. and tdc Slt. I .,•fv. I J a~ s j - ; 150 I~ I - a TIGARD LEGEND I CONACCT.o PEI-Cc" S•..DLLS E[aRv ADAD AND SI AvtNtAt "EAR COMPREHENSIVE STR[(1. PLAN 2 .0-44 ION KI.[E.r It... vu NDR/N OA.OT. AND S•aNDRRUOR It, SII.IERLA.E R(A CV-G§404 IOD._D K .LOCAL SIRELII.AND SW. ,SaN AV(MIR,. I MAP 3 Co»"ECTIO" OCT.«» SCNOLLS r[RNT RDAC AND S%. 2MN AVVNVE AND rALCO» DR.v C. TRANSPORTATION 4 CONNECTIONS a(TI Eft WTSTR(CT, R.LL NOUNIAI. ROAD AID "ARDC STR[C1 5 nOISOI.. Ro•o« N MMt.RER SrR[[r•"ALL KvD..AT ONAAA IuN[wALLTI 1-5 WRA ft A" ORD. 83-24 e ."D:°v14';`"oo:to RWD NTWI TI[DVtS/C I~OR11gi o: nc t[rR ..nc An" MAY 9 , 1983 7 ODNNECrION « COINVRCIAL STRC(T KTI[(» S.. 10- AND - AWNO[S. eoN»CCTO» or AS" AV[NW ACTIVE" NR.L STREET AID "NIAI AID AI. PEAK HOUR TRAFFIC PROJECTIONS 6 RCNAN..NG u. "OVED IDRTONS Or ASN YEAR 2000 100 9 .oR¢T LDCJ SnaET CO-WOKS RET..CEN IFEII AID 081k PROJECTIONS 100 10 R..Ess[R RD•D SVPASS ROUTE AS A.oSS.x[ L.N. TO NURRAV BLVD. EXISTING STREETS YEAR 1990 100 ;mmmP~AwW%A ARTERIAL PROJECTIONS MAJOR COLLECTOR DEPARTMENT OF PLANNING d DEVELOPMENT MINOR COLLECTOR CITY OF TIGARD. OREGON 9 VICINITY., • . ' i5aw LIGHT RAIL TRANSIT CORRIDORS (LRT) w 4 NE Bull Mountain Transportation Study Figure 3-1 d RIGERr 0 y r RO Y 0 <<'O ems. ¢ RO ooper WEIR R OA Min cc co ¢ ~ e Q DAKOTA T E FS N ~ QO (O Q 04 o eQ Sr .yam O~ s~ 1 WAL~~~ ar scr` Bull Mtrj GAAR E MC ALD ST ST B Ro ~ t MTN g Q t " SA TLER S m 1 = SRN t BYPASS `OFI" 1RD K i n 9 DURHAM RD END ui city BEEF D u ream a Tualatin FI S p EA Q R 4?r ti TIN R s . is ` }n~`..v2':~x'~.-...~iYiC~~t -.•2''~;'}/+`.+~a'w,. N ARTERIALS This figure summarized the county clasaifications_ PROPOSED ARTERIALS For detailed information please refer to the on County Transportation Plan, Functional COLLECTORS WaBhingt stem. PROPOSED COLLECTORS Classification SY Figure 3-L 1- LOCAL STREETS . WASHINGTON COUNTY NE Bull Mountain TRANSPORTATION PLAN Transportation Study 0 a 3 c ~ M OV e`Q S .W- NEw SGN~~S Figure 3 s. COUNTY PLANI NE Bull Mountain FOR SCHOLLS FERRY RD . Transportation Study /MIURRAY BLVD. VICINIT`:: 1S cif `C.~ ``~r• 6lanes t~ t ■ Y. Hit boro a .f «..a. 6►tht219th align ent - 6 lanes ` - • 2i r ' e arterial With access t controi) _ I 6 lanes ' r r'' J ~ ~.r w - n •a ~ ~ . - lanesfr r I • auxiliary ~ , F Gnaw. • .r. •w L 4H. ~ r- lane ' limited access 6 lanes "Y=~ .v, facil ty (9enemlized 9 `.,rr i " r - alignment) a.:._ `r;ga; . ~ .1 4 - • ~ ~ yam: . • = - _ - r-it !ham I \b % 3-4 lanes ° -13 lanes \ l r shC o00 4-5 lanes roctlon _ - 1 • ~ New coast Ramp metering dening ' TSM Improvements r - - ~~r it~terchangwintersection ' \ _ - improvements ► :7 L•. Figure 3-4a urban growth boundary Fig projects for western Bypass raga Southwest Corrid ~ Study mme Lt R eco U. Altnrrurtr.ve (Port. 1) - - ~y. \ - Y.i iii borne r lt=' tvC-~ `O' L- ~s Y ~~4 f v r l j e~venon t 4 1 Coooe. ...rte. ~__JI^J`~ Jim'-'~ ~ ' j iKtn I ~y - Y• •Du_tham i =01"• Rrvergrove / L t~• Tualatin n .D. It ~ r -r• ' She 000 o•D ! _ ~11Y+Yit(ly l'A i oy .n _ t \i- w imam New construction I, ~ ~ I \ ~ Ramp metering L r7 i unmmiimu Widening .....e TSM improvements 0 Irnerchangetintersection - - T - - - ) - - Improvements J-1 Urban growth boundary MEMO Southwest Corridor Study <L` Recommended Projects (Part 2) & Figure 3-4b Adopted RTP 4. ALTERNATIVES CONSIDERED Figure 4-1 shows the existing roadway system in the study area. Included in the "existing" roadway system is the extension of Murray Boulevard which is required by the Urban Planning Area Agreement and for which portions of the right-of-way have already been dedicated. one of the'alternatives considered is the alternative of no new roads. In this alternative the principal roadway system would remain as shown in Figure 4-2. Local streets would be built off of these principal roads to serve the various local neighborhoods as they develop. The existing streets would be improved to accommodate increasing traffic volumes as the study area develops. The existing street system provides for no direct connection between Bull 'Mountain Road and Walnut, Street areas. All trips between the higher elevations of Bull Mountain and surrounding areas must use either Beef Bend Road.or Pacific Highway. All trips between the westerly slopes of Bull Mountain and Pacific Highway generally use Walnut Street, Bull Mountain Road, or Beef Bend Road. Under the study, alternatives were considered to provide new roadway connections between the Walnut Street area and the Bull Mountain Road area and to provide alternate routes for east-west travel within the study area. Due to the presence of steep slopes, deep ravines, and existing development within the study area, the potential for new roadway alignments is somewhat limited. Figure 4-3 shows potential corridors for new roadway routes. The corridors are those routes where preliminary engineering review indicated that a collector roadway could be constructed in accordance with established design standards. Potential routes which would pass through existing developments and which would require the removal of numerous existing homes were eliminated from consideration and are not shown in Figure 4-3. However, routes which follow existing roadways were considered, even where removal of a small number of existing homes might be required. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 12 Based on the available route corridors shown in Figure 4-3, several alternative combinations of routes were selected for further study as examples- These alternatives are shown in Appendix A. Each alternative was reviewed for feasibility of construction and for traffic impacts. During the public review process, impacts of the various alternatives were discussed and additional alternatives were proposed. Appendix B shows additional alternatives which were developed and reviewed in response to comments received during the informal public meetings. In the informal neighborhood meetings, many people questioned the need for the Murray Boulevard Extension required by the urban Planning Area Agreement. In response to these concerns, an additional alternative was considered with no new roads including no Murray Boulevard extension. This alternative is included in Appendix B and labeled "No New Roads/No Murray Extension". In each of the alternatives it was assumed that all roadways, including existing roadways, will be improved to City design standards. These improvements would include construction of sidewalks, construction of separate bike lanes on major streets, installation of streetlighting, and construction of separate turn lanes where warranted by traffic volumes. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 13 a' A v O ~On CID o° Ave. \ y~~ v cn L a ~ ~ c S.W. 115th Ave. U) 99W 2 cn o S .-W. 121st 'qY`o Qzeffuff N _ ~ .oG S W 128th Ave. \ m / SW. S.W. 131st Ave ° \ r' \ Ave. dr S.W. 133rd Ave. f S.W. 135th Ave. ro~ _ N4 z m w S.W. 141st Ave. t-° e Sunrise Ln. S.W. 150th ve. NE Bull Mountain Figure 4-1 Transportation Study EXISTING ROADS 68TH 72ND 72NO , a 11 H H r HALL BLVD. t HALL BLVD. z j o 98TH a ljF .oaC`~i ~ OF~'gN C o b~c -7Uj o z cc z a ~ a 3 ° x a 121ST ti o 131ST New street - r s rte- Alignment cy~<<si Specified by UPAA A, 99y 150TH t -N- Figure 4-2 NE Bull Mountain EXISTING Transportation Study COLLECTOR STREETS v U) A -0 T,ode oo~fc c moo ~ o ~ Ave. a o 0 v C) S_W- 115th Ave. U) o 99(,y cr 72 t» v S .W. 121sT qy w ~ m SW. 128th Ave. «»»w \ Ave SW.131st Ave. A-, S.W. 135th S.W. 133rd Ave. 0:t c , 141st Ave. o L /S,ch r ~ e \ Sunrise Ln. S.W. 150th NE Bull Mountain Figure 4-3 Transportation Study ROUTE CORRIDORS 5. TRAFFIC PROJECTIONS Traffic projections were made using the EMME/2 computer program of the Metropolitan Service District (Metro). The traffic projections assumed that all roadway improvements in surrounding areas (outside the study area) would be completed in accordance with the established city, county, and regional transportation plans. In surrounding areas it was assumed that population and traffic growth will occur at the rates projected by Metro. Within the study area and. immediately adjacent zones, population projections were specifically reviewed and adjusted based on a more detailed review of development potential. Appendix C shows traffic projections for each alternative based on full build-out in the study area and adjacent zones. For traffic projection purposes, it was assumed that build-out in the study area will occur by the year 2010 and that growth elsewhere in the region will be consistent with the Metro projections. Study area build-out populations used are in C_ accordance with the estimates shown in Appendix D. Appendix D assumes that the build-out population of the study area will be less than the theoretical maximum density allowed by existing zoning. In developing the population projections, allowance was made for development restrictions imposed by steep slopes, deep ravines, and similar topographic restrictions to development. Also taken into account was the presence of existing development on lots larger than the minimum sizes required by the existing zoning. It was assumed that this existing development would remain unchanged except where there is a potential to further subdivide the large parcels without destroying the existing structures. There was interest expressed at the public meetings in knowing how much of the traffic volume would be local traffic and how much would be through traffic. From the computer generated traffic data, projections of the through traffic percentages were developed for selected alternatives. It appears that the percentages of through traffic would be similar in other alternatives. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 17 k s Figures 5-1 and 5-2 show the percentage of projected traffic that is local traffic. Local traffic is defined as any trip which begins or ends in the local area. The "local area" has been defined in two ways as shown on Figures 5-1 and 5-2. These percentages are based on the build-out condition and assume that the regional road system is completed in accordance with the Southwest Corridor Study. It appears that, even with construction of the Western Bypass and the extension of Beef Bend Road south to Six Corners, that there will continue to be some non-local trips through the study area between south Tigard and the south Beaverton areas. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE IS i ~o RIGERT RD ~ ygCC ~V O O CV v. BROCKMA OIL = OOpef RD Q 00 Mtn ¢ WEIR RD f co N OA ~•i- • cc to • 0 "DAKOTA $ > ~ o~ GRFE PFA F ; Qo Local Area ~~P c Romeo S X q'S'O O 9G, Qom` ~ - sr ~p ~~Q~ ♦ A ST - - Q+ ~ SGNOLLS ALN~t ti~ igar Bull O 0000000000000 O Mtn ¢ : GAAROE McDO eo LD ST m O BULL ST = tL B w M TN R Q m • - p ir0 SATTLER S J Expanded Local Area Q w m qx U I w e Oi Q • R King 8EN0 BEEF Uzi DURHAM RD _ C it ~ O ~Q cc ~Q Tuara``" FIC ER Durham " T ALATIN R LOCAL TRIP % OF TOTAL VOLUME II" N LOCATION AREA h A IW1 000000 NE Bull Mountain LOCAL 75 Transportation Study EXPANDED 90 LOCAL Figure 5-1 NO NEW ROADS RIGERT VO RD y O w . q<< O BROCKMA ~~L = ooper R° ¢ o Mtn WEIR RD W -c - 'N ~ee OA *01 cc W 00 y DAKOTA S CgFE PFA F ` Qo Local Area ~~P '~'e S N - q9o O G96' N A ST - ° P sT 1 ti~ • SGN0LLs ; LNG e • Bull igar 0 o O Mtn cc B GAARDE McDO 1ALD ST m ST BULL B 2 : M TN R ~ • . gQ • ° SATTLER S J Expanded Local Area i w Z z • ~Q R King BEEF BEND w Cit DURHAM RD ~ Y O ~Q 2 Tualatin FISC ER Durham p T ALATIN R LOCAL TRIP % OF TOTAL VOLUME j' N LOCATION jt AREA ' A B .00000• NE Bull Mountain LOCAL 90 so Transportation Study N•.Ne EXPANDED 98 80 LOCAL Figure 5-2 NEW ROAD ALTERNATIVES 6. PUBLIC INPUT On February 8, 1989, a neighborhood meeting was held at Tigard City Hall to discuss the Northeast Bull Mountain Study. Notice of the meeting was distributed through mailed notices to property owners within the study area, through an announcement in the City's "All About Town" newsletter, and through various newspaper articles. Approximately 120 people attended the meeting. At the February meeting, City staff. discussed the purpose of the study and the alternative routes being considered. Potential roadway routes were discussed and preliminary traffic projections were presented. Copies Of the drawings showing alternative routes and traffic projections were made available to those in attendance. Additional copies were made available to the public at the City Hall and by mail upon request. At the February 8 meeting there was an extended question and answer period. At the end of the meeting, participants were asked to take the information back to their individual neighborhoods and were encouraged to discuss the alternatives in neighborhood groups. On March 8, 1989, a second neighborhood meeting was held to receive input. Attendance again exceeded 100 residents. At the March 8th meeting citizens, comments and concerns were heard. Some additional alternatives were suggested. Suggestions were received for areas where additional data was needed. A summary of the various ideas presented was recorded on a flip chart at the meeting and is available in the project records. Following the March 8th meeting, City staff received follow-up questions and suggestions from a number of citizens. These suggestions came in the form of letters, petitions, and phone calls. All new suggestions were considered. The alternatives presented in February are shown in Appendix A. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 21 Following the March meeting additional alternatives were developed and reviewed. In November of 1989 a draft report was issued. A third informal public meeting was held on November 28, 1989, to received comments on the draft report. The comments from the November meeting were recorded and are available in the project file. Additional letters were received following the November meeting. All of the public comments received were considered in the preparation of this final report. z REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 22 7. - IMPROVEMENT STANDARDS Pacific Highway is a state highway of regional significance. The traffic projections indicate that the alternatives considered for the street systems of the study area all would result in similar traffic impacts on Pacific Highway. Pacific Highway will continue to be designed as a state facility to serve through traffic. I All other streets considered in this report are streets classified as collector streets in accordance with the Tigard Comprehensive Plan. The City's Development code specifies design standards for collector streets. To bring existing streets into conformance with design standards would require widening to collector street standards, construction of sidewalks on both sides, installation of streetlighting, and regrading to provide safe sight distances. New streets will be constructed in conformance with the established design standards. s s Minor collector streets are typically marked as two-lane streets with bike lanes or parking lanes on both sides. A center left turn lane is sometimes marked on minor collector streets at major intersections. Where a turn lane is marked, parking must be eliminated. Major collector streets are typically marked as three lane streets (one lane in each direction for through traffic plus a center turn lane) with no on-street parking. Additional lanes are sometimes necessary on major collector streets to provide adequate traffic capacity at major intersections. In general, streets with projected maximum peak hour traffic volumes under 500 vehicles per hour would be designed as minor collector streets. Those with higher projected traffic volumes would be designed as major collector streets. Variances to the design standards may be granted in some situations. Variances are sometimes approved to reduce impacts on existing development REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 23 +f l~.a e [F4M uE or where unusual design problems exist due to natural features such as steep slopes. Variances may include narrowing of street width standards, elimination of a sidewalk on one side, street grades steeper than the standard maximums, or other changes to the design standards. Variances might also be granted where the intent of the design standard is satisfied in another way. For example, if an alternative pedestrian route exists, it may be possible to eliminate sidewalks. Where left-turn movements are rare, it may be appropriate to narrow the street and eliminate the left-turn lane. These alternatives may be considered in designing new streets in the study area, especially in steep terrain. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 24 8. - NEIGHBORHOOD IMPACTS As the areas on and around Bull Mountain continue to develop, traffic volumes will increase. Under any of the alternatives considered, street improvements will be needed to safely accommodate the increased traffic. Improvements to existing streets may include addition of facilities for pedestrians and bicycles, regrading of the streets to improve sight distance by eliminating or reducing existing hills and dips, minor realignment to reduce sharp curves, widening to provide turn lanes, and addition of traffic signals at major intersections. Depending on the alternative selected, new roads may be constructed through areas that currently have no through traffic. Neighborhood impact was the concern most frequently raised at the public meetings. Concerns included increased noise, reduced building setbacks due to street widening, safety concerns resulting from the anticipated increase in traffic, and potential decrease in property values. Many of these concerns can be fully addressed only at the time that detailed construction plans are prepared. At the time of final design, the City works with property owners to review ways to minimize adverse impacts. Where additional right-of-way is required, the property owner must be compensated at the fair market value for any property taken. Any change to the value of the remaining property is considered in determining the appropriate compensation. Gaarde Street may require special design considerations to accommodate existing development. Many of the existing homes on Gaarde Street are quite close to the existing roadway. If the street is widened equally on both sides, in the normal fashion, houses on both sides may end up very close to the widened street. Widening along the north side of Gaarde street near 115th Avenue will be restricted by the presence of a cemetery very close to the existing roadway. During the public meetings, one person suggested that any widening to Gaarde Street should be done all on one side ( of the roadway with some existing homes being removed on the side of the REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 25 widening. This is an idea that can be explored further during more detailed design to assure that the homes that remain have acceptable setbacks from the new street and appropriate driveway access. At this point in the planning process, neighborhood impacts can only be considered in general terms. The traffic projections for the various alternatives give us an idea of the future traffic volumes in each area and give us an idea of the extent of street improvements that will be required. On this basis impacts are evaluated further in chapter 11. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 26 9. TIMING This report does not attempt to identify a construction schedule nor a sequence for construction of the various improvements. The street improvement needs and traffic volumes discussed in this report are those which are anticipated in the future when the study area is fully developed. Construction of new roadways and improvements to existing roadways will need to occur as traffic volumes increase. The schedule for the roadway improvements will be dependent upon the rate at which development occurs *and upon the availability of funding. The priorities for construction of improvements will depend on where development occurs first. t REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 27 10. COSTS & FUNDING Under any of the alternatives, the existing collector streets in the study area need to be improved to adequately and safely provide for the projected traffic volumes. Walnut Street, Gaarde Street and Bull Mountain Road would have similar improvement costs under any of the alternatives. For 1219t. Avenue, improvement costs would be slightly higher under the "no new roads" alternatives than under other alternatives. Under "no new roads", 121st would need to be improved-to major collector standards; under all-other alternatives, minor collector standards would be adequate. The alternatives that provide new collector streets will also be more expensive. However, it' is not possible to accurately estimate the additional cost at this time. The new collector streets will serve developing areas where there are no existing roads. If the collector streets are not built, it will still be necessary to build a local street system to provide access to these developing areas. The layout of the local street system depends on factors such as the type and size of lots being developed. These factors are not known until a specific development proposal 'is presented. Without a definite proposal for a local street system, it is not possible to determine how much additional cost is involved in building a portion of the street system to collector street standards. In general, developers will construct any new streets at their expense as conditions of development approval. Portions of existing streets adjacent to new development may also be improved at the expense of the developers. In some cases, developers are also required to make improvements to existing streets which provide access to the development. Except as mentioned above, improvements to existing streets are generally paid from public street funds. These funds come from development fees and from gasoline taxes. In some cases, funding is also derived from local improvement districts or from special tax levies. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 28 11. CONCLUSIONS This chapter presents conclusions of the City engineering staff. These conclusions are based on the data contained in this report. No Murray Extension At the informal meetings, there were requests for deletion of the UPAA requirement for a Murray Boulevard extension between Old Scholls Ferry Road and 135th Avenue. Traffic projections were run for the No New Road alternative with no Murray extension. These projections were compared with the previous projections which included the Murray extension. When compared to the plans previously considered, deletion of the Murray extension was found to have the following impacts on future traffic volumes: Future traffic volumes on Walnut Street would be reduced. For most of Walnut Street, however, greater traffic reductions are found in the alternatives that include new roads. There would be little change in the future traffic volumes on Gaarde Street. On 135th Avenue, traffic would be more than doubled. There would be some increase in the traffic on Bull Mountain Road. Outside the study area, traffic would be substantially increased on Davies Road, Scholls Ferry Road, 121st Avenue, North Dakota Street, and Greenburg Road; traffic would be decreased on Murray Boulevard in Beaverton and on Sunrise Lane. The volume diverted from the Murray extension would be approximately equal to the total increases in traffic volumes on 135th, Davies, and 121st. It was concluded that deletion of the Murray extension between old Scholls and 135th would not achieve any significant reduction in through traffic volumes. The traffic would shift to minor collector streets such as 135th REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 29 . 4' e volumes. The traffic would shift to minor collector streets such as 135th and North Dakota. There would be no benefit to Gaarde Street. Construction of the Murray extension will provide an alternative travel route between the study area and south Beaverton. This alternative will provide a shorter route for some motorists and improved access for emergency vehicles. Construction of this connection will help to encourage motorists to use the collector street system rather than traveling on local residential streets. it was concluded that the Murray extension between Old Scholls and 135th should be retained. Roads Not Affected by a Selection of Alternatives If the Murray extension is constructed, then the impacts of future growth appear to be approximately equal on some existing streets under all of the alternatives. The projected traffic volumes and the need for street improvements are nearly identical under the various alternatives. These streets include 135th Avenue north of Murray Boulevard, 121st Avenue north of Walnut Street, and McDonald Street east of Highway 99W. No New Roads The alternative of no new roads places the greatest traffic impacts on Walnut Street and 121st Avenue. This option would lead to lower traffic growth on Gaarde Street than other alternatives; however, major collector street improvements would still be needed on Gaarde Street. This alternative also puts a higher traffic volume on the proposed future extension of Sunrise Lane. Under this option, it is assumed that a system of local streets would be constructed to allow neighborhood traffic from developing areas to access REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 30 the existing collector street system. Because local neighborhood access would be entirely on the local street system, we could expect higher than normal traffic volumes on some of the local streets. If an indirect connection between Bull Mountain Road and Walnut Street is created by the local street system, we could expect this connection of local streets to function as a collector street since any alternative routes would have a longer travel distance. The alternative of no new roads is the least desirable from the standpoint of emergency vehicle access. If a critical access road is closed for any reasons, the alternative access route may provide a longer than desirable access time. It was concluded that some new roads are needed to adequately serve the long-range needs of the study area. 121st Avenue Extension One of the alternatives considered was the extension of 121st Avenue south of 'Gaarde Street to Bull Mountain Road. Southwest 121st Avenue is currently a through street between Scholls Ferry Road and Gaarde Street. The City of Beaverton has considered construction of a new street which would extend 121st Avenue north from Scholls Ferry Road and provide a connection to 125th Avenue. Because 121st Avenue provides one of the few through north-south connectors in the westerly portion of Tigard, it has been suggested in the past that it would be logical to extend 121st to Bull Mountain Road. The idea was to provide improved access between Bull Mountain Road and areas to the north. In fact, Hazelhill Drive has been constructed wider than typical residential streets in order to accommodate a potential' through traffic connection. This through connection was expected to decrease traffic volumes to the east of Hazelhill Drive on Bull Mountain Road. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 31 The traffic projections indicate that the 121st Avenue extension would carry traffic between the Bull Mountain Road residential areas and the areas north of Gaarde Street as expected. However, the traffic projections also indicate that the connection would function primarily as an alternative route for through traffic on Gaarde Street. The result would be an increase rather than a decrease in traffic on Bull Mountain Road to the east of Hazelhill Drive. The expected traffic volumes on Hazelhill Drive would be so great that reconstruction of Hazelhill Drive would likely be required to eliminate the right angle turn near Bull Mountain Road. While the connection would reduce the traffic volumes on Gaarde Street, the reduction would not be significant enough to change the improvements needed on Gaarde Street. Gaarde Street would still be expected to function as a major collector roadway. The 121st Avenue connection would significantly impact the existing residential neighborhood on Hazelhill Drive. It would also increase traffic volumes on 121st Avenue north of Gaarde Street, an area of existing residential development. The potential exists for an alternative connection route in the vicinity of SW 132nd Avenue which would impact far fewer existing homes. The 121st Avenue connection would not achieve the expected goal of decreasing traffic on Bull Mountain Road. The connection would not- eliminate the need for substantial improvements and the expectation of substantial traffic increases on Gaarde Street. Therefore, it was concluded that the 121st Avenue extension was not an acceptable alternative. It appears to create substantial detrimental impacts without achieving the benefits that had been expected. For these reasons, the 121st Avenue extension was not included in the recommended plan. 135th Avenue Extension An extension of 135th Avenue south from Walnut Street to Bull Mountain Road would provide a new connection between the upper and lower portions of Bull Mountain. Such a new roadway would clearly carry some through REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 32 QQ traffic. However, it appears that its major function would be to carry traffic to and from future developments which are expected in the area between Fern Street and Bull Mountain Road. This large developing area will need to have roadway connections. The alternative routes for roadway connections are severely limited by topography and existing development. This area will need to connect to Walnut Street at existing 135th Avenue and to Bull Mountain Road in the vicinity of 139th Avenue. It can also be expected to connect to Benchview Terrace. If all of these connections are constructed as local streets, it is expected that they will still carry substantial traffic volumes when the area is fully developed. The projected traffic volumes at build-out.on 135th Avenue south of Walnut Street are nearly as great with the "no new roads" alternative as they are with the "135th Avenue extension" alternative. It is likely that the future system of local streets will have interconnections that would provide a potential route for through traffic between Walnut Street and Bull Mountain Road. Thus; it appears. that the 135th Avenue extension concept will, in fact, come to pass as development occurs whether we plan ( for it or not. It was concluded, therefore, that plans should be made for a 135th Avenue connection as a minor collector street to accommodate the expected higher traffic volumes. Otherwise, the higher traffic volumes will be occurring in the future on local streets in the area. Improvements will be needed in the future along 135th Avenue south of. 'Walnut Street and at the intersection of 135th and Walnut Street. Connection Between Walnut/135th and Gaarde/121st It appears desirable to provide a new roadway to carry traffic from the Walnut/135th area to the Gaarde/121st Area. Such a roadway would significantly decrease future traffic on Walnut Street and on 121st Avenue south of Walnut Street. The new roadway would provide an access route to the currently undeveloped properties between 121st and 132nd Avenues south of Walnut Street. Like REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 33 z.` the 135th Avenue area, these undeveloped areas will need roadway access as they develop. If no collector street system is provided, it is likely that local streets will carry higher than desirable traffic volumes in the future. Therefore, it was concluded that a through connection between Walnut/135th and Gaarde/121st is desirable. At the informal meetings, residents requested that routes be considered that would not go through established neighborhoods. The routes shown in Composite Alternatives No. 1, 2, and 3 appear to best satisfy this request. The three composite alternatives provide alternate routes for the connections to 135th and Walnut. 132nd Avenue Roadway access needs to be maintained to the Benchview Terrace area. Access is needed to serve the undeveloped area between Benchview, and Bull Mountain-Road. A north-south connection in the vicinity of 132nd Avenue reduces the projected traffic volumes on the 135th Avenue extension. It provides an alternative north-south route that compensates for the deleted 121st Avenue extension. Therefore, it was concluded that a connection is needed in the 132nd Avenue vicinity. Existing 132nd Avenue near Walnut Street is a narrow street with very steep driveway accesses to existing homes on both sides of the street. The street is not improved to collector street standards. Widening of this street would have major impacts on the existing homes. Therefore, it was concluded that the existing 132nd Avenue is not a suitable route for a collector roadway. other potential collector street routes exist east and west of 132nd Avenue. South of Benchview Terrace, two alternative connections to Bull Mountain Road were considered. One alternative would intersect Bull Mountain Road near 133rd Avenue. The other alternative would intersect Bull Mountain REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 34 i+ Road near 129th Avenue. The connection near 129th Avenue has the least impacts on existing homes.' Therefore, the 129th Avenue route is shown in the recommended plan. Beef Bend Road In the public meetings, comments were heard that additional connections are needed to Beef Bend Road and that Beef Bend Road should carry a higher share of the traffic volumes. Roadway connections between Bull Mountain Road and Beef. Bend Road at 150th Avenue, at Mountaingate and at 133rd Avenue are part of the existing Transportation Plan adopted by Washington County. In developing the traffic projections, these three roadway connections were assumed to exist. Still, the traffic projections indicate that Beef Bend Road will carry less traffic than Bull Mountain Road. Beef Bend Road is probably not an attractive route for most residents of Bull Mountain because of its alignment. As can be seen on the maps, Beef Bend Road intersects Pacific Highway very close to the Bull Mountain Road C_ intersection.. Therefore, Bull Mountain Road is the -more attractive route for trips beginning or ending on the higher.parts of the mountain. Beef Bend Road is probably an attractive route only for those trips beginning or ending near Beef Bend Road. Beef Bend Road would probably be a more attractive route if it could be realigned to intersect Pacific Highway further south; however,. the existence of the King. City development makes such an alignment impracticable. Therefore, it appears unlikely that many motorists could be persuaded to divert to Beef Bend Road either as a through route or as an access route to Bull Mountain. Gaarde/99W The materials presented at the public meeting in February included a suggestion that Gaarde Street be realigned at Highway 99W. The proposal would realign Gaarde to intersect 99W at McDonald Street. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 35 s s i. y The proposed realignment would provide a signalized access from Gaarde Street to Pacific Highway. Traffic projections indicate that the realignment of Gaarde Street will have little impact on the traffic volumes on McDonald Street. The realignment is expected to improve traffic safety. Signalization of the existing Gaarde Street intersection at 99W is considered undesirable for traffic operations reasons. The existing Gaarde Street intersection is very close to McDonald Street and Canterbury Lane intersections. The McDonald Street intersection is already signalized. The Canterbury Lane intersection is scheduled for signalization in 1990. Composite Alternatives Three composite alternatives are shown in Appendix B. All three conform to the conclusions stated previously. The three alternatives are identical except in the vicinity of 135th and Walnut. Projected future peak-hour traffic under build-out conditions are shown on Appendix C for Alternative No. 1 and 2. Alternative No. 3 would be expected to have similar traffic volumes. Composite Alternative No. 1 routes the Murray Boulevard extension through the undeveloped property north of Walnut Street and east of 132nd Avenue. This alternative requires a series of horizontal curves but its grades are not as steep as Composite Alternative No. 2. A portion of Walnut Street would become a dead-end local street under this alternative. The 135th Avenue extension would intersect Murray north of existing Walnut Street and north of the existing steep grade in 135th, allowing a better intersection configuration. Composite Alternative No. 2 routes Murray along existing 135th and Walnut and along a new alignment west of 132nd Avenue. This alternative has fewer horizontal curves than Composite Alternative No. 1 but it has steeper grades (up to 108). Its route along the steep slope west of 132nd Avenue REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 36 would require substantial cut and fill slopes. Because it would be higher than the existing homes on 132nd, it would be expected to have greater noise impacts. Composite Alternative No. 3 is identical to Composite Alternative No. 1 south of Walnut Street. It then follows the existing alignments of Walnut Street and 135th Avenue to connect to the Murray extension. Under this alternative, the Gaarde Street extension would have a "T" intersection with Walnut Street. Composite Alternative No. 2 was eliminated from further consideration, as it would have greater impacts on existing homes and would have steeper grades than the other two alternatives. 135th/Walnut intersection The existing intersection of 135th Avenue and Walnut Street does not operate well. The curved approach of Walnut street creates some confusion for turning vehicles. Sight distance is also somewhat limited. As traffic volumes increase, it will be necessary to improve this intersection. Composite Alternative No. 1 would eliminate the intersection and extend 135th northward to the new Murray extension. Under Composite Alternative No. 3, it would be necessary to reconstruct the existing intersection. It would probably be necessary to purchase and remove the existing house on the southeast corner in order to reconstruct the intersection. Another possibility would be to realign 135th Avenue between Fern Street and Walnut Street. If the through street were shifted to the east, it would provide a better intersection with Walnut Street. However, such an alignment would create some problems for access to the existing homes along 135th and Fern Street. It would also require substantial right-of-way REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 37 acquisition. It would greatly restrict potential future development of properties to the east of 135th Avenue. Most of the existing homes on 135th Avenue south of Walnut Street are set well back from the street. It appears that 135th can be improved in its existing alignment without major impacts to existing homes, except for removal of the house at the corner of Walnut Street. Therefore, the recommended plan shows 135th Avenue to remain in its existing location. Costs For the most part costs were not a consideration in selecting the preferred alternatives. Most of the needed street improvement are on existing streets and are the same in all alternatives, including the "no new roads" alternative. Where new roads are shown, they will serve currently undeveloped areas. Some type of new road access will need to be constructed to each of these areas at the time of development. Construction of the access streets to collector standards (rather than local street standards) would be a relatively minor cost impact. The one exception is Composite Alternative No. 1, which would require substantial right-of-way acquisition. The route between Walnut Street and 135th Avenue would be through property now in the process of being subdivided. It appears likely that acquisition of a new right-of-way in this area would need to be by purchase using City street funds. The primary benefits of Alternative No. 1 over Alternative No. 3 appeared to be better intersection configurations at 135th and at the intersection of Walnut Street with the new Gaarde extension. However, further REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 38 engineering review concludes that the two intersections will work satisfactorily under either alternative. As discussed previously, the 135th/Walnut intersection can be satisfactorily reconstructed with the acquisition of one existing home. Traffic engineering review (Appendix E) concludes that the intersection of the Gaarde extension with Walnut Street would actually require fewer traffic lanes under Alternative No. 3. Although the traffic volumes are greatest on the west and south legs of the "T" intersection, the projected peak-hour turning movements are such that the "T" intersection is expected to operate well. Alternative No. 1 does not appear to have benefits adequate to justify the additional costs that would be associated with the alternative. Alternative. No. 3 provides a more indirect connection between 135th and Gaarde. Residents of Gaarde Street and McDonald Street have advocated a less direct connection. Therefore,. Composite Alternative No. 3 was selected as the preferred alternative. Collector Street Standards Appendix E contains a traffic engineering report that evaluates the number of lanes needed at future build-out traffic volumes. Standard collector street improvements are adequate to accommodate the projected traffic volumes except at certain intersections. The following intersections will require the addition of a- separate right- turn lane: 121st at Walnut (north leg) Gaarde at 115th (east leg) Gaarde at Pacific Highway Bull Mountain Road at Pacific Highway REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 39 The Murray extension will ultimately require additional lanes at the intersection of Scholls Ferry Road, 135th Avenue, and the Gaarde extension. To improve traffic operations, it may eventually be desirable to provide a 5-lane configuration to all of the Murray extension between Scholls Ferry and 135th. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 40 12. RECOMMENDATIONS Based on the information and conclusions presented in the previous chapters the following actions are recommended: 1. Amend the Cit41s Comprehensive Plan Transportation Map to show a system of collector streets in accordance with Ficrure 12-1 dated 1=3-90. Some minor revisions to adopted County and regional plans may be necessary to fully conform to Figure 12-1. However, Figure 12-1 appears to fully satisfy the intent of the existing adopted City, County, and Regional plans. Adoption of Figure 12-1 by all jurisdictions will clarify the alignment of proposed new roadways and bring all adopted plans into full agreement. 2. Restrict roadway access to the new Gaarde Street extension between Walnut Street and Gaarde/121st and prohibit direct driveway access to this roadway. Due to the curves and hills in the alignment of this new roadway, it will be necessary to limit the points at which 4 `t roadway access is allowed in order to assure that safe sight distance is maintained at all intersections. In addition, adequate spacing of roadway access and prohibition of direct driveway access will limit the points at which left turn lanes are needed, allowing consideration of reduced design widths. 3. Consider special design treatments for the 135th Avenue extension and 132nd Avenue extension minor collector roadways in conjunction with new development. Special design considerations are needed to better fit the steep terrain and to minimize impacts on existing residential development. Reduced street widths should be considered with on-street parking prohibited. Special conditions may be needed on new subdivisions to assure that these streets will continue to function safely as minor collectors. For example, it may be desirable to restrict direct driveway access or to require increased building setbacks. r REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 41 t 4. Develop and adopt a preliminary design for Gaarde Street improvements as a Guide to future development. The design should extend, as a minimum, from 112th Avenue to 121st Avenue. It appears that the centerline of the future roadway may not coincide with the existing right-of-way centerline in this portion of Gaarde Street. Therefore, it is important to complete preliminary design and adopt a tentative centerline alignment to assure that future development fits the long term needs for this roadway. Adoption of a future centerline would also provide existing property owners with answers to their questions about future impacts of Gaarde Street improvements. The alignment should' be adopted with participation of adjoining property owners. 5c Reserve additional right-of-wav'for potential future widening to 5 lanes between Scholls Ferry Road and 135th Avenue. Initially, the Murray extension can be constructed to major collector standards. However, additional right-of-way should be reserved for future construction of additional lanes at intersections as recommended in Appendix E. 6. Revise the 135th Avenue/Walnut Street intersection. This work should be done-in-conjunction with development of the area between Fern Street and Bull Mountain Road. REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 42 ARTERIAL eer ® MAJOR COLLECTOR MINOR COLLECTOR LOCAL - ~@ ApC,C C STREET <<;n APPROXIMATE ALIGNMENT de IN ' ~pn (Exact alignment to be vo determined at time of AVe development- TRAFFIC SIGNAL (When Warranted) vE p L 7 C~ ~ S.W_ 115th Ave_ C0 q 99W ~0 v SW. alst~r ~r r~~`gye - Bull Mountain Rd- intersection approximately 700 Corridor location ` west of 126th Ave. r. 300• - 4001 east w. SW. 131St of 132nd Avenue W +w~► .:•r~ at Walnut St. AVe` t Ve. • ~ _ S .W. 133rd Ave_ - ~ • S_W. 135th Ave.` r~.rr.' ter. 3 kn•4`;„eiir~~t.S'~k'-'x 141st Ave. Sunrise Ln. S.W. 150th Ave. (Amended 1/3/90) Figure 12-1 NE Bull Mountain RECOMMENDED PLAN Transportation Study FOR LONG - RANGE DEVELOPMENT APPENDIX A POTENTIAL ROADWAY ROUTES CONSIDERED FEBRUARY 1989 The drawings in Appendix A show the collector street system alternatives and discussion presented at the public meetings in February 1989. A - 1 I IN NORTHEAST BULL MOUNTAIN POTENTIAL ROAD LOCATIONS Currently, Bull Mountain is served by only a few roads along the perimeter of the study area. There are no connecting roads through the study area. The steep slopes and deep ravines of the north slope of Bull Mountain limit the routes available for new roadways. Even so, there are a number of options available for new roadway routes, as shown on the attached map. The map shows corridors where. roads could be constructed to carry traffic through the study area. The individual routes shown could potentially be selected in any combination to form a roadway plan. Several alternative combinations of routes were selected for further study, as examples. Each alternative was reviewed for feasibility of construction and for traffic impacts. The information generated from these alternatives can be applied to other alternatives with similar components. • No preferred alternative has been selected. The final plan may be different from any of the alternatives presented, but it will likely include components from one or more of these examples. The alternatives which were considered are shown on the attached maps and briefly discussed below. In 'all cases, it is assumed that improvements to major roads would include sidewalks, turn lanes and bike lanes. 'Improvements to existing roads would include minor realignment to reduce sharp curves and minor regrading to improve sight distance. "No new roads" alternative Under this alternative, no new roads would be constructed but existing roads would be improved. "Murray Blvd. extension" alternative This alternative would extend Murray Blvd. from the 135th/Walnut area to Gaarde Street. This route involves generally moderate to flat roadway grades, except for grades of up to 12% near 121st Avenue. At the connection to Walnut Street, existing houses would be impacted. The alternative includes a connection through Benchview to serve the area north of High Tor Road, using existing Benchview Terrace. Also included is a connection between the Murray Blvd. extension and Bull Mountain Road. This connection would have grades up to 15% and would impact the existing homes at the Bull Mountain Road connection. "135th Avenue extension" alternative This alternative would extend 135th Avenue southward to connect to Bull Mountain Road near 139th Avenue. The road would have a long upgrade of approximately 12% from Fern Street to High Tor Road. It would be necessary to remove several existing houses near 135th and Fern, unless steeper grades were tolerated for the new street. A - 2 This alternative also includes an extension of Gaarde Street to connect to Walnut street near 132nd Avenue. This roadway would have grades of 8% and less. Widening of existing 132nd would require reconstruction of driveways to existing houses- In some cases, reconstructing a driveway might include constructing a new garage. An alternative connection to Walnut Street east or west of 132nd would be feasible but would require removal of existing houses. An extension of Benchview Terrace would provide a connection between the two new roads. "132nd Avenue extension" alternative This alternative would extend 132nd Avenue south to Bull Mountain Road. Problems associated with a 132nd Avenue connection to Walnut Street are discussed above. In addition, existing 132nd has grades as steep as 17%. The connection to Bull Mountain Road would run near existing houses but would not need to remove existing houses. Benchview Terrace would be extended to provide a route between Gaarde Street and the area west of Benchview. This road would have grades less than 8% except for the existing 15% grade in Benchview. This alternative provides a north-south/east-west grid type alignment, which some drivers find less confusing than curving streets. "128th Avenue extension" alternative This alternative would extend Gaarde Street to connect to Walnut Street near 128th Avenue. The road would have some grades up to 12% near 121st Avenue. Some existing 'houses would be removed at the Walnut Street connection. A direct connection to 128th might encourage additional through traffic on 128th north of Walnut Street. Connections to Benchview and to Bull Mountain Road would be provided, similar to the "Murray Blvd. extension" alternative. "121st Avenue extension" alternative An alternative that could be added to any of the other alternatives is the extension of 121st Avenue south from Gaarde Street to Bull Mountain Road. It is likely that the road would connect to existng Hazelhill Drive. If the road was to carry much traffic, it would be desirable to reconstruct the existing intersection of Hazelhill Drive and Hazeltree Terrace, to reduce the sharp turn for through traffic. Gaarde Street at Pacific Highway Under any of the alternatives, it appears that a traffic signal is needed at Gaarde Street and Pacific Highway. If Gaarde could be realigned to intersect Pacific Highway at McDonald Street, it-would improve traffic operations at the intersection. The realignment would require reconstruction of the existing Elmer's Restaurant parking lot and possibly reconstruction of a corner of the restaurant building. Removal or modification of up to 3 existing houses would also be required. A -3 t F in A ° o v CC~fC o 0 dew ~ ~ oq v~ Ave. y o \ L /Sh'O C N 9 p C : r 9µI U) S•W. 1153h Ave_ ~v SW 121st qve c o .o 128th • 1 SN Ave. m SW. 17 132nd r-- ✓ N, Ave. S.W. Ave. SW 133rd Ave- t SW 135th Ave. / a co LL- 141st Ave. • i ~ Sao = ~..•-C r S•-- Shy 150th ve. Sunrise Lit 11 Mouritain _ BLVD. EMNSION NE Bu A 4 MURRAY tion Stu Transporta m m a 0 o tG v po~~ fc o • 0 rede`nen rn y h~'o Ave. \ 99W cA CC o c Ave- 3 gW- 115th -o -o Ave \ - o ~Ga ~ ~ Ave' t 128th W Ave Sw 133rd Ave- J • 132nd . ( S pie- "ate-•, ~ ~1 ~ ~ Age. 135th SW, ti 0 141st Ave. cry ~ S~ho~/S ~ ~ 15th ve Sunrise r -N-~ ` 5 135 . ountain A E Bu11 Lion stud N Tran~poKta A ~o cif °c ede~on c o 0 0 -0 Ave. E S.W. 115th Ave. co 99w . v -2 rn v \ SW 121st c9 CC qye _ c ~ \ v . ~ ~ ~ o Gd SW 128th _ Ave. 1 SW ' 132nd S.W. i Ave. \ r' \ Ave. S.W. 133rd Ave- S.W. 135th Ave. m S.W. 141st Ave. o t Is" Sunrise Ln. S_W. 150th ve. v \ NE Bull Mountain Transportation Study A - 6 132ND AVE. EXTENSION VD U) A . 'edeo'on co - ~ ~ Ave. c ~ i° U) 99w S.W- 115th Ave. 3 \ -o S. 121st qve c S•W_ 128th _ J Ave. 1 1 S-W.131st S.W. ' 132nd r-- J \ Ave. Ave. SW 133rd Ave. 1 S.W. 135th Ave. \ tD ICI> S.W. 141st Ave. J hoes - / \ \ Sunrise Ln. S.W. 150th ve_ J \ t NE Bull Mountain A - 7 128TH AVE. EXTENSION Transportation Study fE r A v re °cif - dP~ c ° o Oq o° or Ave. tih E p U- S.W. 1151h Ave. cn 99W 2 ~ a S W- 121st c \ a } ~G S-w 128th - Ave- ` m S-w 132nd sw. 1. A\ S .W. 133rd Ave_ ( Ave. S.W. 135th Ave. -6l co i "Cly S.W. 141st Ave- • \ 1.-• / Sunrise Ln- S.W. 150th NE Bull Mountain MURRAY BLVD. EXTENSION Transportation Study A - 8 WITH 121ST EXTENSION Now= m v C3 -o ~ 0 poc` fc o wa Ave. 99W c ° N ° ~ lt5th Ave. 3 w SW o Y o 121 qv~~°- 'OGa~ - • . S. o • • ~ ~ SW-131st • j r N Ave. 128th J S.W. Ave. \ t rd Ave. 132nd S. 33 s. Age- m Ave. gW 135th j 141st Ave. S. Jr- svi 150th Su~r~se 1-"• .~.rl 0. J ENSi~r 5TH Ate. ~~Ns~o~ M 121ST Ave. ~ C _ SUIT Mounta n dy A - 9 N~ n~po~tation stu .~.ra U A ~D C Ave. \ ti h~o s 0 o 3 s9W u' S W 115th Ave. aC C7 SW. 121st 4 c N 00 AGd 128th Ave. a / \ / \ S.W.1' S.W. 132 \ r-.,J Ave. Ave. S.W. 133rd Ave. t SW. 1354h Ave. L CD w S.W. 141st Ave. - shoos . Sunrise Ln. S.W. 150th ve. NE Bull Mountain 132ND AVE. EXTENSION Transportation Study A - 10 WITH 121ST AVE. EXTENSION A ~o eae C o ~ o a Ave. \ E c ~ ? c S.W. 115th Ave. 99w a \ 2 cn a S. 121st qYe _ c 3_ ~ a cf> _ > ~G S W. 128th \ Ave. m S.W--131st SW ' 132nd Ave. i \ Ave. • _ S.W. 133rd Ave. I S.W. 135th Ave. t L- o S.W. 141st Ave. / ~ S s Sunrise Ln. S.W. 150th Ave. NE Bull Mountain 128TH AVE. EXTENSION Transportation Study A - 11 ANITH 121ST EXTENSION APPENDIX B ADDITIONAL POTENTIAL ROUTES CONSIDERED These alternatives were developed in response to suggestions and concerns heard at the public meetings in March 1989 and November 1989. B - 1 N L a ~o T OC%`j c edP~On co C O o Ave. w E y.~~o L O 3 ~ 0 S.W. 115th Ave. 0 99W o= Cf) v \ v SW 121st q` \ P C N \ v _ q ~ o Gd S W 128th Ave. / ~m S.W. 132nd S.W. 131sT Ave. \ r' \ Ave. _ S.W. 133rd Ave. I S.W. 135th Ave. ~ ~ ) \ \ S!y r °L S.W. 141st Ave. S c CY) Sunrise Ln. S.W. . 150th vA e. NE Bull Mountain NO NEW ROADS Transportation Study B - 2 NO MURRAY EXTENSION A v 76 Ted Oc~ C a D ~On CO p ao x Ave. O -c cn o _ ~ A 99W U- SW 115th Ave. co o -2 3 cn a SW. 121st q`e \ a StN 128th Ave. SW. 131st S.W. 132nd Ave. r' ✓ \ Ave. \ S .W. 133rd Ave. S.W. 135th Av a~ cn 'yam " i G~ \ ' U- d i i S.W. 141st Ave. .21 e Sunrise Ln. S.W. 150th vA e. NE Bull Mountain Transportation Study B - 3 COMPOSITE ALTERNATE NO.1 p v 0 Ave. yo i U) 9,9 S.W. 115th Ave. a m co gW. 12Ist -4 c v S.W. 128th Ave. all. 131st 132nd • S.W. r- ✓ ~ Ave. Ave. ~d S .W. 133rd Ave. S_W. 1351h Ave- \ U) \ JGd ` cc (P LL_ ` co O ~ S.W. 141st Ave. r sch~~/s • ~ • ~ -C ~ r- _ Sunrise Ln. S.W. 1501h ve. NE Bull Mountain Transportation Study B - 4 COMPOSITE ALTERNATE NO. 2 A ~o 0 Ave. o: ~ c o 99W SW 115th Ave. co 2 \ v co v Sw- 121st a: .Qye _ C ~1. \ D 2 ' SIN 128th / Ave. o SW. S.W.131st 132nd Ave. \ r` Ave. S.W. 133rd Ave- S.W. 135th Ave ~t~ \ m w S.W. 141st Ave_ / Sunrise Ln. S.W. 150th vle. v E` NE Bull Mountain `i Transportation Study B - 5 COMPOSITE ALTERNATE NO.3 ' APPENDIX C TRAFFIC PROJECTIONS AT BUILD-OUT Based'on population projections of Appendix D. Volumes shown are for the peak hour of an average weekday. Etortaff! Line widths indicate relative volumes of projected c. Lin e widths do not represent future street widths. I f i C 1 ~ O W ~0 N p Jo = Ul ~ per{ pp ti~ ~0 1060 D o Walnut W N 900 $t rah C D / ~ 51 K30 < ~ ~ P~ ~ ( Fern S. o ~ ~ X60 ~ Fanner St ~~00 ~ado r o 1300 280 C g I I $ / 230 (A l W co D N a ~ D n c ~ p < J Gaarde 1210 McD Hi h Tor Rd. onold Stre 850 1000 ciao N vs, r 1090 1190 ~ 0 ; 910 _ o X430 Mou a1n Rd Bull I _ / c D 1560 1600 Cie o l IOW \ a Z / c I D ego O n V S ~C 680 O Durham Road 570 D r+ D Sao 1520 v CA 0 M 460 ~ M oar Q~a`~' Z O V a W O~ y\ C c<D ~ Wa N 670 t owb~ 1s 5. C Fern St, o 1150 p . ZZSo zzo 'P~ c y5A o• Fonner St r W. 290 / / w . / l C 220 cn l T D N w /l 1 1 / a n c j•. ~ ~ owe ~ I' w High Tor Rd. Gaarde St.12so McDonald Street 830 990 1130 r' 1070 1220 Z 6~0 aao 0 p ai Rd 1630 MoUnt c D 14go 1590 e N ~r 0 A ? o W Z / ° n $9a I o xM , o 600 • o o~ m ~ / l 9j o Durham Road U) D ~500 0 ' 510 510 > W 1530 HZ 7 lA C _ _rA y c ~ J O ti oa Z' 40 yo 1ss0 < ° Walnut 0 rr+~ C o D N 680 .4 OD 810 rt / Fern St. p 9~0 510 s yy, 320 C 340 CL I W 1770 C Hi h To Rd. McDonald Street N = 1390 1620 1230 S00 0 O g7 9 W cn ( so Mou In d Bull x ~ 1420 1240 c o O ll 0goa ,~90 rn P+ -I \ X n Y c M O / ` ago z Q. - Durham Road 450 1520 470 z = 0 o red o° A~c~fi °c N P~On ~ Q ~ v S90 3 ~ ~ \ O y. N a> in o c ri N 0 C ~'!O u W t v 99~ 94 200 O in 0 0 sW rLlst N o= qye ~ 38pp 810 470 00 X90 c °r° 10 S1,y 128th ~o _ 3so Ave. 0 - a3a two nd c ` ry~o W_ 131st o Ave_ oAve. S.W. so 135th Av \ 133rd Ave. \ 170 c o 420 1810 T80 O - . n, w _ 0 b 460 / S.W. 141st Ave. a g?O 10 140 chO//S -C ~ H z a, \ '990 e3O P v ~ sso uprise Ln. S.W. 150th v_ a 100 100 100 O O O~ N CO Peak Hour Traffic Volumes NE Bull Mountain Build - Out Condition Transportation Study c - 5 135TH AVE. EXTENSION i0 C7 N ~e b Oc~ f, °c N si0 \ ti~ N ~'O L to Ci N C O d in C ~ 12 0 38 cc S.W. 115th Ave. ~ 8° 99W 170 co aa 4~jO N ,p SW 121st 4~ 3a~0 a to 900 465 In r4 c 3~0 c °~m 960° 128t 350 Ave. c \ 400 NN 1133 a1 \ yo° 1J~~f 1230 Ve ti oAve. no S.W. 133r1 Ave. 110 m S_W 135th Ave ti 200 390 550 111p to \ \ c \ w S.W. 141st Ave. ?s \ 140 a .yp1p j0 ~ ~ o \ - 0 r 450 Sunrise Ln S.W. 150th vl~e. ~a 100 70 100 p o \ -°n ----N--~ Peak Hour Traffic Volurr NE Bull Mountain Build - Out Condition Transportation Study c - 6 132ND "E_ EXTENSION Z► b c~ ' cn Qom` o w o ~ O a1S O°~ ti~ 40 D ° Walnut 1240 N O r 710 C tS0 D 990 C / O N Fern St. zs°° g Fonner St. 1440 300 / C 46o 1 o S.W. c N I N 0 o 250 N C D Oy°~ N 1 \ 250 d D \ 1650. McDonald Stre Hi h To Zozo Rd, yti '1314 1460 1190 o ~a a ~ 1000 *N 1110 ~ ~ 6q0 O • 830 1450 Mou aln d ~ ~ ~ ~ Bu11 1280 1410 co NX CO a ~n 1 N ' a ~ D rn S era 9° Durham Road O C / 480 190 D 1520 O ::l 450 W 0 M 470 - I Z b (n Q'~ "I m N C a • O ti°~ oJ~ w ~ t600 v Walnut a) O 2~ N 680 Si• C ' < N S 9 r+ Fern St, ezo ? y°oo ~o d .9 ( c Fanner t S40 320 / C o I 290' -0) J~ goo ~c ~ ) c `'oa n c J \ / / Zoo .•o $ ~ ~ O , Hi h Tor Rd. Gaarde St 1480 McDonald Strget c y, 1150 1100. 1140 00 fA r 940 A 540 I C p I Rd 1730 ~ ~ Bull Mou in D = 1120 1680 0 I , 00) 0e~ ye M M c f ' \ a ' nw Z Z O 4 6 Ourho Road CNil (nll~~• / 51°~ - F+ D 4a0 1530 00 O' 470- W ZZ~ p v o O OC' C CV @dPnJpp °j Oo o \ O y 4~, o c`n ° ° g o O G rl 3 99 W S.W. 115th Ave. 0 170 Cn _ in N \ C SW 2st ay40 rd \ 840 510 380 At'Q o o O 4pO 580 V4 c~0 O 00 \ O S.W. 128t ~.1 _ ° / 350 Ave. o 1 ON nd 131st Ave. loo Ave. 04 o° S.W. 133rd Ave. S.W. 135th leo 410 560 V1 6s0 O o . N\ C: QI O~ 360 ty ^o S.W. 141st Ave. d t _ 0 140 380 Sy 1~ ~ Ln C _ 9 860 ~'i~, / o r 35p Sunrise Ln. S.W. 150th ve. 100 6 100 \ o b Q' Peak Hour Traffic Volume;; Build -Out Conditiot NE Bull Mountain 135TH AVE. EXTENSION Transportation Study c - 9 WITH 121ST AVE. EXTENSIOI Y ,r .y m ~o ponc° y ~Q~ w ~ ~ Q~ ao o W ~ (A Oh J C Z 1-4 'a 1% b h~ ° 1320 0 !y 0 p 2~ N~ N 120 C o D N 9> 0 r Fern St, x66° 980 l c Fonner3it r 5 i w 250 cn g / / 880 0 1+ ) a ° Gcorde t .1330 McDonald Street._ o Hi h To Rd. ~0so looo llso 1230 N 0 910 /N a o c~ S~0 690 ..a ' j?00 ull Mou in Rd N w A ( 1290\ 1680 U)zC o O~ 1 ~oW 1 D > CL R1 O ( Leo oti° C7 ~ ~ o ~ . O. ° Durham Road CL C / 5 D _ g2 1530 Q~ sao aao o w Z Z 3 m U) A v dP~ o N n ~ o b Ave. S°° 3 y ° E M co o+ ° o ~ O C H C ~ 1- 04 S.W. 1154h Ave. ~ ~0 99W 170 0 M N SW- 0st y c 3 0 820 Soo 0 290 480 C Lnn O oo\ O 510 SIN 128th 1100 1100 - -1_ 350 Ave c vq ~ ~ a W = 132nd 131st 1 Ave_ °o\ z20 Ave_ yk9~ S.W. 133rd Ave_ S.W. 135th 210 390 550 \ N a~ O O O S.W. 141st Ave. ~ y? \ 12 O 140 ca Soo Sunrise Li S.W. 150th vA e. 100 70 a 140 to o -~-H Peak Hour Traffic Volumes NE Bull Mountain Build - Out Condition 128TH AVE. EXTENSION: Transportation Study - 11 WITH 121ST EXTENSION, s ~ pJ~ ti~ Op 1400 ~ Waloul C ~l'~~ DSO 1~3p 780 0 Fern St. 0 020 9o R aps0 Fonner St aso 5~0 / S o S.W. C a 280 1 1 D ~ to _ v4~ . f9 ~y6 0 ~ °q oa ~ °a tj a ° N ( 1 ~ ~p .1 O n D I o $ /N High To Goarde t. 1440 McDonald Street- o N' 0 1060 •1250 1190 C7 ° CD 0 ,~w Z• 1130 J. o`er 'v 630 720 900 I o ! aln d 1690 X ° 14pp 15 0 1640 ~r► C C O l o W• \ M 0 IN , > Q. / co D ~ O ~ ' ~ \ ~e0 000 vw ~ D S ~ O Durham Road g00 Z / 4 D _ 1520 O O 380 460 ~o 04 j O w A v o 6 Un y o 00 0 ve o \ N Ln c ~ U- 13880 99W W. 115th Ave. o 220 n o T 9~0 CM p N p 121st aW 800 460 60 = r4 . s _ v Grm ~ o° ~ o AG o"o 128t S.W. y / 3so Ave. ?JO 210 SW ' 132nd 131st A Q Ve. \ y`~ 100 Ave. logo Cp 1030 S.W. 133rd Ave. S.W. 135th 0 200 380 bpp 400 \ os~ c ? \ ~ GG 400 .D c 40 v d ° ir_ S.W. 141st Ave. I~ 0 140 X90 \ t ~ _ rn S 10'1° 0 c~~^ / ~ - _ z. 540 Sunrise Ln S.W. 150th vA e. 100 0 so loo 0 0 ~ \ O b -N--~ Peak Hour Traffic Volumes Build - Out Condition NE Bull Mountain Transportation Study C - 13 COMPOSITE ALTERNATE NO. 2' APPENDIX D POPULATION PROJECTIONS FOR BUILD-OUT CONDITION ( i f D 1 METHODOLOGY Parcels that were considered built or buildable for a single unit (single- family house) were identified and tallied. The size of parcels that were considered redevelopable varied with location and depended somewhat on the shape and access of the individual parcel. For example, a square one acre parcel in UZ 357 could be considered redevelopable, while a similar sized but rectangular parcel in UZ 403 may be considered fully developed at one unit.* Developed multi-family properties were identified and the number of units were tallied. All parcels considered vacant or redevelopable were identified by zone (closest comparable Tigard zone for those in unincorporated areas). These excluded parks, greenways, schools, utility property, commercial property, floodplain, etc. The acreage of these parcels was gathered from tax maps and tallied by zone. Units were estimated by calculating number of units per acre based on zone, location, topography, recent developments or proposals, and the nature of surrounding area. Population was estimated using Metro's overall estimate of 2.3 persons per unit for both single-family and multj family. I think this is a reasonable and realistic estimate based on present situations and our current knowledge of the area. The estimate does not take into consideration any changes in external forces that dictate how and when an area develops. Such unforseen factors as an energy crisis, severe downturn in the regional economy, the return of a high rate inflation, or new trends in the housing industry can effect the build-out density. The estimate also based on current density standards and does not try to anticipate any changes in allowed densities or building standards.. A second factor I am sure you are aware of is the probability that by the time some of the outlying properties are fully developed the older and closer in properties may be undergoing redevelopment. In other words, build-out is a continuum rather than a point in time. These estimates were based on April 1989, as a starting point with re-development being partitioning of or subdividing a parcel with the original structure (or number of structures) remaining. Submitted by: John Acker Tigard Planning Division April 1989 * A UZ is a zone established by Metro for purposes of tabulating population and traffic generation of various areas. See map in this appendix. D 2 ESTIMATED BUILDOUT POPULATION April 1989 (Revised August 1989) UZ* SINGLE-FAMILY SINGLE-FAMILY MULTI-FAMILY MULTI-FAMILY TOTAL NUMBER TOTAL Number UNITS POPULATION UNITS POPULATION OF UNITS POPULATION 354 298 685 1786 4107 2084 4792 355 522 '1200 637 1465 1159 2665 356 1386 3187 49 113 1435 3300 396 40 92 237 545 277 637 C7 397 127 292 80 184 207 476 w 398 329 756 0 0 329 756 399 380 874 0 0 380 874 400 307 706 0 0 307 706 401 677 1557 0 0 677 1557 402 958 2203 1498 3445 2456 5648 403 1534 3528 0 0 1534 3528 404 792 1821 0 0 792 1821 406 1120 2576 0 0 1120 2576 ALL UZ's 8,470 19,477 4,287 9,859 12,757 29,336 * A UZ is a zone established by Metro for purposes of tabulating population and traffic generation of various areas. See map in this appendix. RIGERT VSO RD yq<< O w O cc a B~`o .OOper RD ¢ co Mtn ¢ WEIR RD X f w N { OA cr- w 357 Z" DAKOTA S Q ~ ~ CRFE~ P FA F q0 BG,9 L QO 355 04 O~ ~cA'90 C V~ Q~ ~ 356 P~J ST S ti ti SGpl.Ls WALNV~ (i BUII i g a rd o O ¢ Mtn 39s GAaRDE McDONALD ST m z ® BULL ao3 TN 398 S ass R B w 397 O Q co SATTLER S J tL tiw 2 R~ King END w DURHAM RD BEEF w City O C Q c 2 Tualatin FI Gt ER Durham fVD T ALATIN A 999 = UZ NUMBER 0 N NE Bull Mountain Transportation Study D 4 APPENDIX E TRAFFIC ENGINEERING ANALYSIS E - 1 November 27, 1989 City of Tigard Attention: Randy Wooley 13125 S.W. Hall Blvd. Tigard; Oregon 97223 RE: Northeast Bull Mountain Transportation Study Level of Service and Capacity Calculations MEI Project Number 189697 Dear Mr. Wooley: Upon your request, MEI has undertaken an analysis of the requested intersections and roadway links for determination of the required roadway lane configurations. Traffic volumes utilized were based upon traffic projections determined by the Washington County and City of Tigard staffs. Estimated turning movement volumes were initially calculated by MEI staff and were reviewed and revised per your request in our November 21, 1989 meeting. Figure 1 depicts the turning movements utilized for this analvsis. These reflect PM peak hour volumes. This analysis also considered the AM peak hour traffic patterns, generally assuming a directional reversal of the PM peak hour. The following roadway classifications were.assumed, based upon the graphical information which you provided: SW Scholls Ferry Road Arterial. SW Murray Road Major Collector Gaarde Street Major Collector Bull Mountain Road Major Collector SW Walnut Major Collector SW 135th (North/South) Minor Collector SW 121st (South of Walnut) Minor Collector SW 121st (North of Walnut) Major Collector SW 115th Minor Collector Sunrise Lane Minor Collector SW 132nd Minor Collector Benchview Minor Collector Figure 2 presents the lane configurations resulting from our analysis. In general, where minor collectors intersect with major collectors and arterials, the minor collector should be designed and striped to provide left and right turn lanes from the minor collector street. This would likely be provided by restricting the on-street parking of the minor collectors as they approach the major collector. Major collector roads were found to operate adequately with the standard three lane configuration with the exception of certain intersections, as shown on Figure 2. This analysis revealed the need for 5 lanes on Murray at Scholls Ferry, E - 2 the east leg of `tur.ra~r at 135th North, on Murray at 135th South (both east and west legs), and on Murray at ►,alnut (both approaches). The balance of the roadway could be accommodated with 3 lanes. Where five lanes are provided at intersections, yielding two through lanes, a merge should be provided transitioning down to the 3-lane standard section such that the merge will not back traffic up at the adjacent intersection. The analysis also assumed construction of Scholls Ferry Road to its ultimate 5 lane width at the intersection with Murray' as.a minimum. We would recommend that the City acquire enough right-of-way to construct five lanes between Scholls Ferry Road and Walnut to provide the potential for widening the balance of this roadway section. Once merge lengths and actual alignments are determined, it may prove reasonable to construct these links to five lanes immediately (ie 135th South to Walnut). The intersection of SW 121st and Walnut was reviewed and found to operate adequately with the standard 3 lane section on all approaches, and with the addition of a right turn lane -from southbound to westbound. This will yield a V/C ratio of 0.65. Exclusion of this right-turn lane would yield a V/C of 0.95. Bull Mountain Road was reviewed assuming its ultimate 3-lane 4. configuration from Highway 99 to west of SW 150th (future Sunrise Lane extension). No additional turn lanes were required at the intersections of Sunrise Lane, the future 135th extension, and the future 132nd extension. Widening of Bull Mountain Road as it approaches Highway 99 is recommended to allow seperate left and right turn lanes at the highway. Based upon an estimation of turning patterns. at Gaarde and Highway 99, we would recommend that Gaarde be constructed to provide a 3- lane section west of the Highway, channelizing into four lanes at its approach to the Highway. This would include one lane westbound and three lanes eastbound consisting of a left, a through, and a right turn lane. This analysis was undertaken primarily utilizing the NCAP software which models the intersections in conformance with the 1985 Highway= Capacity Manual, Special Report 209. The method utilized for signalized intersections was the Operational Analysis method. The Murrav Road intersections were also reviewed utilizing PASSER2 software. This software optimizes signal progression and allocates green time in a manner which will promote efficiency of vehicular progression on Murray. The spacing between intersections was based upon an estimate of intersection spacing as scaled off of available maps. The results of the PASSER2 analysis are available upon request. A summary of the results is enclosed. Table 1 provides a summary of the resulting intersection levels of service and V/C ratios. E - 3 I 4 TABLE 1 INTERSECTION V/C AVG. DELAY L.O.S. A. SCHOLLS FERRY AT MURRAY 0.85 23.2 D B. MURRAY AT 135TH NORTH 0.80 8.6 C/D C. MURRAY AT 135TH SOUTH 0.66 7.3 B D. MURRAY AT WALNUT 0.82 21.2 D E. MURRAY AT 132ND 0.63 5.7 B F_ MURRAY/GAARDE AT '121ST 0.81 10.5 C/D G. MURRAY/GAARDE AT 115TH 0.59 6.0 B H. WALNUT AT 121ST 0.65 9.4 B I. BULL MOUNTAIN AT 132N6 EXT. 0.66 5.6 B J. BULL MOUNTAIN AT 135TH EXT.(UNSIGN.) LEFT FROM MINOR= E RESERVE CAPACITY = 80 PCPH K. BULL ?MOUNTAIN AT SUNRISE LANE (UNSIGN_)LEFT FROM MINOR=C L. SCHOLLS FERRY AT SUNRISE LANE 0.53 3.38 A We would once again like to thank you for this opportunity to work with you. If you have any questions regarding- this matter or require any additional analysis, please call. Copies of the calculations are available upon request. Sincerely, Donald P. Odermott Vr Enclosures ~f G~s~^ Q. L E - 4 TMN l3~~' ~1a 1~ t q 5 187...--40 ~ 124"''1 t1 ' µ N ltv I- a4pM~~r°> QO ® 2~~ v~ 1SO J~ S`N FDtkNtR S _ +r Al MURRAY rRD w C 40 jet 0 L_-- Sorb N 7~ G `A G W DQp,RO~ SZ a 3tR'"' r e2 ~ N ' 15-.1 ~ ~ UAL ~D~yNS ANN RD _i? O~ C O Z Sq..- %Af + 1 i t +n YiS1 P~~V~ St r ~O r~ ..Sw fONNER S fi ~ 1 MURRAY RD `t1 c,G~`04~~ r tL~ N ~ a t in t y N t t r t. GAARD~ 5S 3~ 81 ' ~ qL~ ~ t RD• t . )lt X111 J 111 Bv~L 14 V tj ~ r z FiG~RE z N 4 ~ r W r (ART•;.SUMY ) TEXAS DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION PASSER II-87 MULTIPHASE ARTERIAL PROGRESSION- 145101 VER 1.0 JUL 88 PASSER-87 BEST PROGRESSION SOLUTION SUMMARY **t* TIGARD MURRAY DISTRICT 11/25/89 RUN NO. 1 CYCLE LENGTH = 78 SECS (MAXIMIN CYCLE = 77 SECS) EFFICIENCY = _25 (GOOD PROGRESSION) ATTAINABILITY = .98 (FINE-TUNING NEEDED) BAND A = 17 SECS AVERAGE SPEED = 35 MPH BAND B = 21 SECS AVERAGE SPEED = 35 MPH NOTE: ARTERIAL PROGRESSION EVALUATION CRITERIA EFFICIENCY 0.00 - 0.12 - "POOR PROGRESSION" 0.13 - -0_24 - "FAIR. PROGRESSION" 0.25 - 0.36 - "GOOD PROGRESSION" 0.37 - 1.00 - "GREAT PROGRESSION" ATTAINABLITIY 1.00 - 0.99 - "INCREASE MIN THRU PHASE" 0.99 - 0.70 - "FINE-TUNING NEEDED" 0.69 - 0.00 - "MAJOR CHANGES NEEDED" E - 7 INT_SUMY) TEXAS DEPARTMENT OF HIGHWAYS AND-PUBLIC TRANSPORTATION 'ASSER II-87 MULTIPHASE ARTERIAL PROGRESSION - 145101 VER 1.0 JUL 88 INTERSECTION PERFORMANCE SUMMARY CYCLE LENGTH- 78 SECS SYSTEM MAXIMIN CYCLE = 77 SECS INT CROSS STREET PHASE MIN. DELAY INTERSECTION AVERAGE DELAY INT NO INTERSECTION ART CRS CYCLE (SECS) V/C RATIO (SECS/VEH) NO - I SCHOLLS FERR 2 2 77 .85 23.2 1 2 135TH NORTH 3 4 59 .80 8.6 2 3 135TH SOUTH 2 3 52 .66 7.3 3 4 WALNUT •1 1 70- .82 21.2 4 5 132ND 2 3 60 .63 5.7 5 6. 121ST 3 4 64 .81 10.5 6 7 115TH 3 4 62 .59 6.0 7 E - 8 1 MACKENZIE ENGINEERING INCORPORATED 0690 S.W. BANCROFT ST. • P.O. BOX 69039 a PORTLAND, OREGON 97201.0039 • (503) 224.9560 • FAX (503) 228.1285 January 2, 1989 City of Tigard Community Development Department Attention: Gary Alfson 13125 S.W. Hall Blvd. P.O. Box 23397 Tigard, Oregon 97223 RE: Bull Mountain Traffic Study MEI Job Number 189692.001 Dear Gary: In response to your request on December 28, 1989, MEI has undertaken additional analysis to determine t-he lane configurations which would result if the Murray Avenue extension were connected to the west end of Walnut Street instead of to an extension of Gaarde Street. as previously studied. This alignment is shown on the attached Figure 1. Figure 2 presents the estimated traffic volumes, based upon the traffic projections provided by the City Staff and Washington County Staff and utilized in our previous analysis. This illustration also provides a graphic representation of the resulting lane configuration. This analysis indicates that the standard three-lane arterial configuration will operate satisfactorily with the lane additions described in our previous study for the intersections of Murray and Scholls Ferry, 135th (North), and 135th (South). The revised alignment creates a "T" intersection at Walnut and the Gaarde extension. For this intersection to operate at an acceptable level of service. the east and south approaches should provide seperate left turn lanes and the west approach requires a separate right turn lane. This indicates that the standard three-lane arterial configuration will be adequate, with the addition of the eastbound to southbound right-turn lane. Based upon an analysis utilizing PASSER2 software. and the ultimate lane additions recommended, the following results were calculated: Murray Blvd @ INT V/C AVG DELAY L.O.S. SCHOLLS FERRY 0.90 20.3 C 135TH NORTH 0.84 9.0 B 135TH SOUTH 0.68 7.1 B WALNUT 0.85 12.2 B A cycle length of 63 seconds was found to yield the most efficient progression with a 0.34 efficiency rating. i R - 9 If you have any questions regarding this report or if we can be of any additional service, please call. Sincerely, rellffy, Donald P. Odermott 10 O lip !D G. L Ap` E - 10 1 C. - i v O Av . SW. 115th Ave. 9.9W vet. a W Mist -4ve v 31N 28ti1 ~ / • ca • fir, SW 133rd Ave. I S.W. 135th W. 141St Ave. unri l.n. S.W. 150th FIGURE 1 DULL MOUNTAIN BY nr>ERMOrr t` TRAFFIC ANALYSIS DATE 'lZls° 17 JOB NO. 1610 ' M 1 MACKENZIE ENGINEERING INCORPORATED 1 0690 S.W. BANCROFT STREET PORTLAND. OREGON 97201(503)224-9560 SHT. OF P.O. BOX 69039 PORTLAND. OREGON 97201 FAX (503)228.1285 MACKENZIE ENGINEERING INCORPORATED © 7989 ALL RK3.TS RESERVED E - 11 nN 40 SOD zol ~g~ c N D A P4N~i Si MURRAY'RD j 11-411 1 ~7~ tip. j i ~t+ N ~ t ri rya GAAROE Sf 3t ELF • V~ s 1tt ~lt~... 6~1t-L ~'OUNiA1N RO ~~V v W • ~tt`y 4~ s i i F1G~~E 2 06 ~ N CITY OF TIGARD, OREGON ORDINANCE NO. 90-M AN ORDINANCE VACATING A PUBLIC PEDESTRIAN EASEMENT LOCATED BETWEEN LOTS 122 AND 123 OF MORNING HILL NO. 6, IN THE CITY OF TIGARD, WASHINGTON COUNTY, OREGON WHEREAS, the Tigard City Council initiated this vacation request pursuant to Section 15.08.040 of the Tigard Municipal Code on March 12, 1990; and WHEREAS, the reason and purpose for this vacation is to eliminate a certain public pedestrian easement at the request of the abutting property owners; and WHEREAS, the vacation is recommended by the Planning Commission and the Community Development Department subject to certain conditions as listed below; and WHEREAS, all affected service providers including utility companies and emergency services have reviewed the vacation proposal and have no objections or concerns; and WHEREAS, in accordance with ORS 271.100, the TMC 151.08.110, the Council fixed a time and place for the public hearing and the Recorder published notice and posted notice in the area to be vacated; and WHEREAS, notice has been mailed to all property owners abutting said vacation area and all owners in the affected area, as described by ORS 271.080; and WHEREAS, the Council having held a•hearing on April 23, 1990, finds the public interest will not be prejudiced by the vacation as provided by ORS 271.120 and TMC Section 15.08.130; and WHEREAS, the Council finds that it is in the public interest to approve the request to vacate that certain public pedestrian easement, within morning Hill No. 6, because the public interest will not be prejudiced; and WHEREAS, the Council finds that the following conditions are necessary to vacate said easement: 1. The existing public utility easement that lies within the same area between Lots 122 and 123 of Morning Hill No. 6, shall remain in effect. 2. The vacation shall not be effective until the effective date of this ordinance, and a certified copy of this ordinance has been recorded with the Washington County Clerk, Assessor, and Surveyor. THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: The Tigard City Council hereby orders the vacation of that certain public pedestrian easement, as described on the attached Exhibit "A" and illustrated on the attached Exhibit "B", and by ORDINANCE NO. 90-1 Page 1 K 3 this reference made part hereof. SECTION 2: The Tigard City Council further orders that the vacation be subject to the following condition: The existing public utility easement that lies within the same area between Lots 122 and 123 of Morning Hill No. 6, shall remain in effect. SECTION 3: In no situation shall this ordinance be effective until the 31st day after its enactment by the City Council, approval by the Mayor, and after a certified copy of this ordinance has been recorded with the Washington County Clerk, Assessor, and Surveyor. SECTION 4: This ordinance shall be effective 30 days after its passage by the Council, approval by the Mayor, and posting by the City Recorder. PASSED:' By V1) Q17iM OUS vote of the Council members present after bein read by number and title only, this q,?--3,rd day of 1Z( , 1990. Cat erine Wheatley, City Reco er rd APPROVED: This day of 1990 Ge ald R. w ds, Mayor A 0ved z(o f Ald5wzj City torn Date' ~L VVL MORNHf ORD/kl ORDINANCE NO. 90-I0 Page 2 Exhibit "A" A fifteen foot wide strip of. land located in the northeast quarter of Section 4, Township .2 South, Range 1 West, Willamette Meridian, City of Tigard, Washington County, Oregon being described as follows: The southerly five feet of lot 123, Morning Hill No: 6, a recorded. plat, Washington County Plat records, together with the northerly ten feet of - lot 122, said Morning Hill No. 6. REGISTERED PROFESSIONAL LAND SURVEYOR OEGO nr+v i~ ever ~ JON T. fE1GI0N J #2252 I ' IC7JP GG as eU 5d I I enlnr MORNING SILL H0.2 MAIM I I f AIM HILL N0,1 410 ' MOAMIMO HILL N0, 3 I 01 ,11 11w 1Al,10r41 it. 1K .ad {„t !J3 .a all, IIa 1001 w NK Ku, I 58 I I N 12'12'33' E 71,00 S )7' 'O2 i 271,! 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[14~i'Irl•Otc11 . _ ' ' 1 10 le ~ 1,111 N. it . = 1 ~'~II 1/1'11 l 1II = W' , 1<5 1 %1t Ilrl 1 it P C 1 1 fill N. /1 1 1 t tltl 11.11 m m },100 11. /l. P, 111 y n.ll d` Ilt S?. " t 137 b o 1100 N. /t. NISH J t~ G .1 1 . ~iTI1 .u4rN11 ' , • ' n. ul• 1 t t. 1 Ir • ~1 gMY 11MK ~1, 2 ! w , '1t e. X 2 , y 01.t I+c+a . + ~S 11 ~.T _ ..fir _ 1 x : ~ - } = t t1) ;dll'+ i l~ 1i~ er ' Itn YI i Its 1 I/t 2 I , nn t„ ' i • alt 1 1.411 _t. N. 2 n 1.411 N. rl I f " I/H 13U 177 1 l'I~~r r riiul0t r,ui a n, 1!t 1 2 l C' qm u. n C y • 01 ! 1]'3{'12 Y ]9.51 1 tla„trrlrll o. •l lS0 ipl. Nl M, ll.; i~ YO' ~~2 1 ;'t Y r I 1 '11,111 N. /l, :01.111 N. It. li ~ I '11 ~i'~ 'yam . i~ Sf1 i ' I 1 tf 11 1.11'1.11 t lq 7 aSl~ '1 5 ' ' IVS0•p0 4 13d L y • f,uf N. r1• Y' I /s A Y , 211.13 1 15' 11 1= ''J•.r X11 1.1 t l u N , } tsoo 11.rt i " It ]0 1 f M 11'3!'32' E ),72 1 S I 0.ti. -3 1'17'!2' Y 25,00 IIr91 •t' I n. A N It. AtNAt al/1/ t f~' R ~ o/ y t f ! 14 u ' ~I try N 11!00.00 t' 0/ Y 150. ' i Pa . ~N.^q' 1 1 tw K N t'/]'!_' E 71, MORNING HILL NO r 6°~ N S1 UATED IN THE N,E, 1/4 Of SECTION / llrc KN u1u, t uro, . le rtct P l •1. 1 rl , tl rl IIt 11.1. IAV[iJ1d 1 RAVt7t0t OTOWNSHIPj2 SOUTH, RANGE 1 WWI WILLAMETTE NERIOtAN H \•111 1,,, tlrQ tulrt5 CITY TICARO, COUNTY OF WASHINGTON AND STATE OF OREGON 000m, , tf~t y " 01 itED., ,0•{ A ALPHA ENOINEEAIMOJ INCOAPORATEO iu ilrli,'t MI fK1,.l C1,,j UlA IPA 0 IIf OW V , alit 1.0K AA• alts It 1rpllw. l tm Irltl ~ re. a •r1 ,.1„4 1.1...1. w . V~ i CITY OF TIGARD, OREGON ORDINANCE NO. 90- IJ AN ORDINANCE ADOPTING REGULATIONS FOR THE AUV=S•II2ATI0N OF SPECIAL INSPECTIONS WHEN REQtM= BY THE SPATE BUILDING CODE AS PART OF TITLE 14 OF THE TIGARD MUNICIPAL CODE. WHEREAS, Tigard Municipal Code Title 14, "Buildings and construction", provides regulations for building and construction, including building codes; WHEREAS, Tigard Municipal Code Title 14, provides for special inspection services, but does not provide administrative rules and procedures; WMREAS, the City Council desires to provide for the clear, consistent and efficient administration of its ordinances regulating building and construction; THE CITY OF TIGARD ORDAINS AS FOLLOWS: Section 1. Title 14, Section 14.06 is adopted as shown in the attached Exhibit "An. Section 2. This ordinance shall be effective 30 days after its passage by the Council, approval by the Mayor, and posting by the City Recorder. PASSED: BY tY?Gr1 j/}x~vote of all Council members present after being read by number and title only, this 3 d day of Cc j , 1990. Catherine Wheatley, Recorder APPROVED: This ,"J day of _c ,1 0 d R. AEIwatd-sr, Mayor App owed to form: 717, C(r Ilan City A torte r ORDINANCE NO. r ~f CHAPTER 14.06 SPECIAL INSPECTIONS Sections: 14.06.010 Title 14.06.020 General 14.06.030 References 14.06.040 General Procedures 14.06.050 Duties and Responsibilities 14.06.060 Inspection Procedures 14.06.070 Inspection Reports 14.06.080 Concrete 14.06.090 Masonry 14.06.100 Steel 14.06.110 Fireproofing 14.06.120 Site Observations 14.06.010 Title A. This chapter shall be known and may be cited as the "special inspection ordinance." 14.06.020 General A. These rules are meant to control the conduct and administration of special inspections. A Special Inspector performs detailed technical inspections for the types of work specified in Section 306 of the 1990 Edition of the State Structural Specialty Code, as well as these Administrative Rules. All references to Building Inspector shall mean the inspector employed by the City of Tigard. For the purposes of this ordinance, "City" shall mean the building division, the section of the City designated to administer and enforce these regulations. The City of Tigard will accept special inspectors and fabricators who are currently certified by the City of Portland. 14.06.030 References A. Section 306, State of Oregon Structural Specialty Code. 14.06.040 General Procedures A. Special Inspector Approval prior to obtaining any building permits, the owner or their agent shall submit to the Building official, on forms provided by the Building Official, the following information: 1. The project name and address, cc r2. The Architect of record, t k 3. The Engineer of record, s S 4. The special inspections required, k 5. The name -of the firm(s) to provide the special inspectors, their address, and phone numbers.: 6. The names, qualifications, and certifications of the special E: inspectors to be assigned to the project. 7. The signature of the owner or agent, their firm name,.address, phone number, and the date signed. ` f B. Preconstruction Meeting' c Prior to the issuance of building permits, the owner and/or their } agent, Engineer/Architect of Record, Contractor, Special Inspector, and City -Representatives shall meet to review a schedule of inspections, the duties and responsibilities of the parties, and when applicable, to ascertain whether the fabrication plants to be used on the project are currently certified by an approved certification program. C. Notification to the City. It is the responsibility of the Special Inspector and Contractor to notify the City of all scheduled inspections prior to commencement of work and shall include the following information: 1. Building permit number 2. Project address 3. Type of inspection 4. When the inspection will start s ~s t D. Emergency Notification Field problems requiring immediate action by the City shall be reported by calling the City, and then by following up with an inspection report. E. Notice to Contractor 1. Prior to the commencement of any work, the Special Inspector will verify that the permit drawings at the site have a City of Tigard approval stamp. F. Notice to Special Inspector 1. It is the duty of the person doing the work requiring inspection to notify both the Special Inspector and the City Inspector that the work is ready for inspection either orally or in writing. The city requires that such requests for inspection be made at least one (1) working day in advance of the inspection. 2. It is the duty of the person requesting inspection to provide both access to and the means for proper inspection. 14.06.050 Duties and Responsibilities A. Authorization 1. No inspections shall be made unless the Special Inspector and/or inspection/testing agency have received authorization in writing from the City. 2. No inspections shall be made unless the Special Inspector has been approved for that particular type of inspection activity by the City. B. Conflict of Interest 1. Special Inspectors shall not inspect work performed, or materials supplied by a contractor, sub-contractor, or material vendor with or for whom the Inspector is employed. 2. During the prosecution of the work, Inspectors shall not undertake or engage in any task or occupation which would tend to interfere with the proper performance of their required duties of inspection. C. Duties of Special Inspectors Special Inspectors are subject to any rule that the City deems appropriate, including, but not limited to, the following: 1. Special Inspectors employed on any work shall be present during k the prosecution of all work they have been authorized to inspect. 2. They shall report to the job sufficiently in advance of construction to familiarize themselves with the plans, inspect all materials to be used or concealed within such work, and review with the contractor the special inspection procedures contained in these Rules. 3. They shall inspect third party testing, listing, construction, erection, placing, or other use of such materials. 4. They shall inspect for compliance with the City approved plans and specifications as to all of the foregoing. 5. They shall properly notify the City of structural design changes and record such deviations in their reports. 6. They are responsible for bringing to the attention of the Contractor, and for recording and reporting to the Architect and Engineer of Record, the owner, and the City, any deviations from the City approved plans and specifications. Approval of any deviations should be obtained by the Special Inspector directly from the Architect/ Engineer of Record. The name of the person approving any deviations and a description of the deviations shall be recorded in the inspection report. 7. Performance of the above duties are to be done in accordance with the provisions of these Rules. Failure to comply can result in the revocation of the authority to perform special inspection and any and all the affected work may be stopped until such time as the extent of noncompliance with the Code has been verified by the City and the stop work order is lifted. 14.06.060 Inspection Procedures A. All Special Inspectors should maintain a notebook containing all applicable code sections of the State Building Code, City of Tigard Building Code, these Rules, and such other applicable codes and information relating to proper inspection. B. Prior to inspection, the Special Inspector shall perform the following: 1. Check that the Contractor has obtained the approved building permit, and check that the plans and specifications bear the City approved stamp. 2. Check that work desired to be inspected is included in the description of work to be done as shown on the building permit application. 3. Check that previously required inspections have been made, and immediately notify the Building Department of any construction performed when the Special Inspector was not present or work for which approvals have not been recorded. 4. Go over the schedule of required inspections with the Contractor. Questions such as the extent of inspections and types of testing should be clarified at this time. 14.06.070 Inspection Reports A. General Handwritten Field Reports 1. So that the Building Inspector can determine whether a Special Inspector has completed an inspection and has approved the work, one copy of the handwritten field report shall be left at the job site, at the completion of each inspection visit. The contractor is responsible for maintaining these reports in a file at the job site which is readily accessible to all interested parties. The Special Inspector shall send copies of these reports to the Architect and Engineer of Record, the owner, the Contractor, and the City. 2. The Special Inspector shall send copies of the material test reports to the Architect and Engineer of Record, the owner, the Contractor, and the City. B. Minimum Requirements All reports must provide the following minimum information: 1. Job Address - As it appears on the approved building permit. •2. Time started and completed inspection. Identify the "extent" of the inspection, i.e., periodic or continuous. 3. Permit Number - There is sometimes more than one permit issued during the construction of large projects (i.e., foundation and superstructure under separate permits). 4. Location of Inspection - For field inspections, pinpoint exact location of inspection using grid lines, floor numbers, or other applicable identification. 5. Identification of Materials and Methods of Construction- Adequately identify materials and note the methods of construction, erection, placement, or other use of the materials. Describe specific items that were inspected (use piece marks or other specific identification when available). 6. Testing Data - Identify and document results of all material j testing, treatment certificates, non-destructive testing, load test, sampling, welding qualifications, or other test being utilized. 7. Conformance Statement - State whether the work requiring special inspections was either in conformance or not in conformance with City approved plans, specifications, applicable workmanship provisions of the State Building Code and related standards. Identify and document any structural design changes approved by the Architect or Engineer of Record. 8. Other Information - In addition to the minimum requirements listed above, the Special Inspectors may also be required to provide other information which shall be done as directed by the City or by the Architect/Engineer of Record. 9. Substitutions and Deviations - All substitutions of materials or other deviations from approved permit plans and applicable Codes, shall be immediately reported to the Contractor for correction and to the Architect/Engineer and the City. All non- conforming items shall be fully identified on the reports. 10. Name, affiliation, and registration when applicable of Special Inspector. 11. List of individuals/firms receiving copies of the reports. C. Frequency of Reports 1. One report for each day that the Special Inspector performs special inspection. 2. When requested by the City, an interim report outlining the degree of completion and compliance of the work and recording all deviations from the approved plans. 3. Final summary report of compliance at completion of each category of work, such as masonry, reinforced concrete, piling, etc. In general, work requiring special inspections shall be approved by the Special Inspector and the Building Inspector, in compliance with Section 305 and 306 of the State Building Code. Generally, the Building Inspector will not approve the work unless a handwritten field report has been left at the job site or, unless the Special Inspector has made an appropriate notation on the Inspection Record card. 14.06.080 Concrete A. Inspection shall be continuous during the taking of test specimens, placing of concrete, placing of reinforcing steel, placing of tendons and prestressing steel, during all stressing and grouting of prestressed concrete. l Exceptions: 1. See State Building Code Section 306. 2. Special inspection for the fabrication process may be waived by the Building Official when the work is performed on the premises of a fabricator certified and approved by the City for Precast Concrete or Prestressed Concrete. When plant special inspection is required, inspection shall be continuous during the batching operation. When a prestressed concrete inspection is required, a minimum of two (2) Inspectors shall be present during the placement of concrete. One Inspector shall monitor the concrete pump truck and one shall monitor the placement of the concrete. Duties of the Inspector include, but are not limited to: 1. Familiarity with approved concrete mix designs. Mix designs shall be proportioned according to the State Building Code, Section 2604. The Contractor shall submit the concrete mix designs to the Engineer of Record for approval as well as to the City. .2. Ascertain in the field or plant (whichever is applicable) that l the materials used in the mix conform to the quality and L_ quantity specified. This shall include checking: a. Type and quantity of cement (field and plant). b•. Grading, type, and quantity of fine and coarse aggregate (plant only). c. Source and quantity of water (plant only). d. Type and quantity of additives (field and plant). e. Moisture content of the aggregate (plant only). f. Review mill test reports for cement and aggregate (plant only). When requested by the City the concrete plant shall note the type and quantity of all materials on the first truck load ticket of each pour (each day). All succeeding tickets on the pour shall state the quantity of cement and water as well as the type and quantity of admixture. 3. Verify that all batch plant equipment is operating properly. The scales shall be "zeroed" and all pertinent meter readings F should be noted (plant inspection only). i E 4. Become familiar with test approvals and/or manufacturer's recommendations for all additives. All additives shall be approved by the Architect/ Engineer of Record. 5. Conduct, or observe and supervise sampling of the mix for tests as called for in the project plans and specifications such as slump, temperature, entrained air, compression test cylinders, etc. Samples shall be taken after water has been added. When water has been added to the concrete in the field the quantity of water added shall be noted in the reports. 6. Ascertain that the reinforcing materials have been placed as called for in the approved plans and specifications. This shall include checking: a. Grade, size, quantity, and spacing of reinforcing steel. b. Location of reinforcing materials in the forms. c. Type and location of splicing and length of contact laps of reinforcing steel. f d. Support and anchorage of reinforcing steel in the forms. 7. Ascertain that the method of conveying, placing, and compacting the concrete conforms to the approved plans and specifications and all the provisions of the State Code and related standards. 8. The Inspector shall verify that construction procedures and workmanship are in accordance with the approved plans and specifications. a. Ascertain that all structural embedments in the forms conform to the approved plans and specifications in regard to fabrication, location, quantity and location. 14.06.090 Masonry A. Inspection shall be continuous during the preparation of masonry wall prisms, sampling and placing of all masonry units, placement of reinforcement, inspection of grout space immediately prior to closing of cleanouts and during all grouting operations. Exceptions: 1. Special inspection need not be provided when design stresses have been adjusted to permit non-continuous inspection. See State Building Code Section 2406(C) (1). 2. Partial or non-continuous special inspection may be allowed when approved by the City. 3. Special inspection for the fabrication process may be waived by the Building Official when the work is performed on the premises of a fabricator certified and approved by the City for Precast Masonry. Except when permitted by Section 2406(b) (3) of the State Building Code, prism testing is required prior to and during construction. Testing shall be as prescribed by Section 2405(c). Duties of the Inspector shall include, but are not limited to: 1. Conducting or observing and supervising all tests required by the specifications, this Code, or the City. 2. Observing the sampling and laying of masonry units and see that reinforcement is placed and spliced in accordance with the approved plans and that all work complies with the requirements of this Code. 3. Verifying that construction procedures and workmanship are in accordance with the approved plans and specifications and to the provisions of the State Building Code and other applicable standards. 4. Verifying that grouting limitations are not exceeded and cleanouts are provided as required by Table No. 24-G of the State Building Code. 5. Familiarity with approved grout and mortar mix designs. Mix designs shall be proportioned according to Section 2403 and 2407 (g)3 of the State Building Code. The Contractor shall submit the grout and mortar mix designs to the Engineer of Record for approval as well as to the City. 6. Ascertaining that the masonry materials conform to the quality and quantity specified. This shall include checking: a. Type and quantity of cement. b. Grading, type, and quantity of aggregate (when required by the City). C. Source and quantity of water (when required by the City). d. Type and quantity of additives. e. Storage methods. 14.06.100 Steel A. The Special Inspector shall be present during the fabrication and erection of structural steel members, miscellaneous iron, and assemblies and during the welding of reinforcing steel. x. J. afT Exception: Special Inspection for the fabrication process may be waived by the Director when the work is performed on the premises of a fabricator certified and approved by the city as an Approved Steel Fabricator. Prior to commencement of any fabrication and/or erection, the Contractor shall notify the Inspector that such work is ready to begin. For the purposes of special inspections, structural steel includes fabrication and erection for, but not limited to, the following: 1. Structural steel and other steel or metal items defined in Sections 2.1 and 2.2 of the AISC Code of Standard Practice; 2. other welded components of metal connectors intended for wood- to-wood (erection only) or wood-to-concrete connections; 3. Miscellaneous welding i.e., (but not limited to) erection of steel stairs and landings, welding to steel wall studs, erection of curtain walls, etc. Duties of the Inspector shall include, but not limited to: 1. Reviewing the mill test reports and seeing that the structural steel is in compliance with the specified codes and the applicable standards and supervision of such tests as may be required by the City. 2. Verification of the steel identification markings for conformity with the plans, specifications, and applicable standards. 3. Checking steel members to see that they are fabricated and erected according to the workmanship and tolerances required by the applicable standards and codes. 4. The Inspector shall see that bolts, welded studs, and structural connections are installed as shown on the approved plans and specifications. Inspection of high strength bolting shall be in accordance with the State Code Section 306(a) (5) and other applicable standards. 5. Regularly appraise the quality of welds produced by welders, welding operators, and tackers before, during, and after the welding is performed. Review the Contractor's welding procedures and shall verify that welders and welding operators are currently certified in accordance with AWS standards and of these Rules. The Inspector shall note on his report the name(s) of the individual(s) (and certification number) performing the welding. IMS oversee the inspection and testing of the structural welds. when non-destructive testing other than visual is to be required, it is to be so stated in the plans or specifications. This information shall designate the welds to be tested, the extent of testing of each weld and the method of testing. 14.06.110 Fireproofing A. Responsibilities 1. Authorization Inspections of spray-applied fireproofing shall be made only by an inspection/testing agency approved by the City. 2. Fireproofing Thickness Schedule and Plans The owner's agent shall submit a fireproofing thickness schedule and plans to the Architect/Engineer and the City for approval. The schedule and plans shall be approved by the Architect/Engineer prior to submittal to the City. The schedule includes the manufacturer's recommendations and test approvals, identification of the type of material being used, the required density, and the specified thickness for designated primary and secondary members. The plans shall clearly identify the primary, secondary, bracing, -or other framing elements to receive spray-applied fireproofing. Areas that have been inspected and approved shall be marked on the approved plans. 3. Preconstruction Conference The Contractor shall hold a meeting with the fireproofing subcontractor, City representatives, and the Special Inspector for the purpose of determining the scope and methods of inspection and responsibility for "follow-up" inspections including patching of damaged and weathered areas. The fireproofing schedule and approved plans must be submitted, approved by the Architect/Engineer and City, and thereafter kept on the job site prior to this meeting. B. Inspection/Testing Procedures for Spray-Applied Fireproofing All inspection and test procedures shall be based on Uniform Building Code Standard 43-8. 1. General Verify that all inspections of structural steel members and connections have been completed and final or interim summary compliance reports have been accepted by the City before fireproofing application is started. 2. The fireproofing materials shall have been checked to determine conformance to the approved fireproofing schedule and erection drawings. C. Reports The Special Inspector shall promptly report the results of their inspections in writing as outlined by Section F of these Administrative Rules. 14.06.120 Site Observations A. Objective To define the scope of requirements and responsibilities of the Engineer of Record (EOR) for engineering site observations, when required by the City, according to the provisions of Section 306(x) 4, Special Cases, of the State Building Code. These requirements and responsibilities are not the same as those of Special Inspectors for reinforced concrete, structural masonry, structural steel, sprayed-on fireproofing, etc., as set out in these Rules. "Engineer of Record" as used above is meant to include the Engineer or Architect (or his authorized representative) that has been responsible for the structural design. B. References Section 306(a) (4), Special Cases, State Building Code. C. Definition Engineering Site Observation means the observation of the construction to observe general compliance with the approved permit documents as well as design and planning concepts. It does not include responsibility, for the inspection or superintendence of construction processes, site conditions, operations, equipment, personnel, or the maintenance of a safe place to work or any safety in, on, or about the site work. Such observation is not to be relied upon by others as a guarantee of the work, nor to be construed to relieve the Contractor of its obligations and responsibilities under the construction contract, approved permit documents, and applicable workmanship provisions of the State Building Code and other standards. D. General l~ According to the provisions contained in Section 306(a) (4), Special Cases, the City may require that the owner employ a Special Inspector during construction of work which involves special cases. It should be noted that this may be in addition to the requirement for a Special Inspector as per Section 306(a) (1) through (13) (i.e., reinforced concrete, structural masonry, etc.) Because of possible uncertainties in existing construction, or because of the uniqueness of certain projects, the only person most qualified to observe the general progress, verify design assumptions, and then to take appropriate action to provide for public safety, is the EOR. E. Duties and Responsibilities The general inspection report procedures of these Administrative Rules, are also required of the BOR. At the conclusion of the work of FOR shall submit a letter indicating that the work was observed to have been performed in general compliance with the approved permit documents and design assumptions. The specific scope of the site observations are outlined in the permit documents as required by the City and are reviewed at the pre-construction conferences. Monitoring of construction doesn't necessarily have to be "continuous" but should be performed on a regular basis so that close interaction and coordination exists between the EOR, the Contractor, the inspection/testing agency (where applicable) and the City. The City may require the FOR to submit aproposal for the anticipated frequency of observations. The FOR shall monitor the inspection/testing agency's special inspections. This should not be construed to relieve the inspection/testing agency of its obligations according to Title 24, but is intended to assist the City in the monitoring of the quality control provisions for the project. . The FOR and Special Inspector should meet on a regular basis to review the progress of the work and the quality control provisions of the project and to discuss the pending inspections. The FOR should be available, as required, for professional consultation. The FOR shall review and evaluate the special inspector's inspection and their test reports. In cases of unfavorable reports, the FOR should initiate prompt action with appropriate parties to seek their resolution. ke/bcrinspt AGE M -I2M BID. 6 DATE. 4123 90 I wish to testify before the Tigard City Council on the following item: (Please print the information) PERSONS WILL BE ALLOWED 10 MINUTES FOR PRESENTATIONS. Item Description: =P1 IC HEARING -:O~I1lS PLAN-'AME 9*MT CPA' 90-0003 ZME t WWM ZC' 90-=1 C H~IIL~~AM/I3P UP0 47 Proponent (For Issue) Opponent (Against Issue) Name, Address and Affiliation Name, Address and Affiliation PLEASE FRM I 1 v ~ /~j/~/~c ~ C'.iJi"J _ ~ n ~•2 lZ 3 5"ca s~v f 3 2 ~ • ~ . 5w-4t 3w 70 Go.~v A'~Vc A1- /ivy S~ J / a 3 Kd /'C- Ste.\1~~~, 'AGENDA LTEM: I# : 4. VISITOR,,` S.AGENDA ATE 4%23/90 - (Limited to 2 minutes or less, please) Please sign on the appropriate sheet for listed agenda items. The Council wishes to hear from you on other issues not on the agenda, but asks that you first try to resolve your concerns through staff. Please contact the City Administrator prior to the start of the meeting. Thank you. NAME 6 ADDRESS TOPIC STAFF CONTACTED PLEASE~''PRIMP' : , _ DATE 4/23/90 I wish to testify before the Tigard City Council on the following item: (Please print the information) PERSONS WILL BE ALLOWED 10 MINUTES FOR PRESENTATIONS. Item Description: PUBLIC HEARMG SZtEET VAiZA170H WR POZMONS OF SM LCiWST S'LREET Proponent (For Issue) Opponent (Against Issue) Name, Address and Affiliation Name, Address and Affiliation PLEASE PRINT 4 A l I'1'BAi ,NOS. t`$. DATE '4/23y96 I wish to testify before the Tigard City Council on the following item: (Please print the information) PERSONS WILL BE ALLOWED 10 MINUTES, FOR PRESENTATIONS. Item Description: PUBLIC'BBARMG 4113BS%t EASENWE VACAT109 BETWEEN LOTS 122 ALGID' Im --OF ~L+1f~LifG-:HILL . ND:''"6 : . Proponent (For Issue) Opponent (Against Issue) Name, Address and Affiliation Name, Address and Affiliation PRMT s W l31 A-VC ~ ~ N/k - 1 f • r ` w -rw ` rS BURGESS courtesies .«,~1 Y~jONNE be eatended all qa~j city • Ider of rov~de d W the as the ho erv'ces p Prey ® r1v, ~leg -Tigard a , eS ands anted ~v Mayor, 1g90 ORSGOIA VOLUNTEER OF TKE YEAR . ti yr f ,J CITY OF TIGARD, OREGON f" COUNCIL AGENDA ITEM SUMMARY AGENDA OF: April 23, 1990 DATE SUBMITTED: April 13, 1990 ISSUE/AGENDA TITLE: Appointments to PREVIOUS ACTION: None Special Transportation Advisor Tasli/dll Force. / PREPARED BY: Elizabeth Ann Newton DEPT HEAD OK CITY ADMIN OK REQUESTED BY: City Council r '===c.c====coo°0=====----------- POLIC ISSUE Formation of Special Transportation Advisory Task Force comprised of students from Twality Junior High. The Task Force would work with the Transportation Advisory Committee to make recommendations to City Council on traffic safety issues. INFORMATION SUMMARY A group of students from Twality Junior High met with the Mayor and City Engineer to talk about traffic safety issues. The Mayor proposed a student advisory committee as a means for the students to provide input to the Council. The students agreed that an advisory committee would be a good way for the students to communicate their ideas and broaden their understanding of traffic safety. Attached is a resolution appointing the students to a special Transportation Advisory Task Force for one year terms. The Task Force will work with the Transportation Advisory Committee and the City Engineer make recommendations to Council on traffic safety issues. ALTERNATIVES CONSIDERED 1. Adopt the attached resolution making appointments to the Special Transportation Task Force. 2. Postpone appointment of the students to the Task Force to a later date. FISCAL IMPACT None SUGGESTED ACTION Adopt the attached resolution making appointments to the Special Transportation Advisory Task Force. CITY OF TIGARD, OREGON ! COUNCIL AGENDA ITEM SUMMARY - LCRB AGENDA OF: April 23, 1990 DATE SUBMITTED: April 3, 1990 ISSUE/AGENDA TITLE: Award Bid of PREVIOUS ACTION: Alterations and Additions to Ti an Senior Cents ro ect / PREPARED BY: Community Development DEPT HEAD OR CITY ADMIN OR i REQUESTED BY: I Y ISSUE Should the City Council award the bid of the construction contract for alterations and additions to the Tigard Senior Center. INFORMATION SUMMARY The project includes: Stairway and elevator addition, office area enclosure and alterations, HVAC systems additions, electrical service alterations, food storage and loading deck addition, and refinishing the interiors as decided by City Council during its January 29, 1990, meeting with the Tigard Loaves and Fishes Steering Committee. Mini-blinds, cabinets, coffee bars, and smoke detectors will be provided by separate contracts. The following bids were received: Precision Construction, Portland, Oregon $259,908 CPM Contractor, Wilsonville, Oregon $245,550 Tenant Construction, Portland, Oregon $290,527 Architect's Estimate: $265,617 i~- These bids include three alternative bid items, as shown on the attached, that could be omitted from the contract. ALTERNATIVES CONSIDERED 1. Award the entire contract to the lowest responsible bidder. 2. Award the contract omitting one or more alternative bid items. 3. Reject all bids. FISCAL IMPACT Funds for this project are included in the current budget. The U.S. Department of Housing and Urban Development has provided $86,212 of funding through the Community Development Block Grant Program. The City has requested the Policy action Board to grant an additional $44,450 of CDBG funding at its April 19, 1990, meeting. SUGGESTED ACTION That the Local Contract Review Board, by motion, award the entire contract to CPM Contractor and authorize the City Administrator to execute the contract for construction. br/Award.gnb i; BID RESULTS Alterations a Additions to Tigard Senior Center Alt. 2: Alt. 1: Enlarge Alt. 3: Mechanical Basement Concrete System In Windows, Bench At Bidder Basic Bid Basement North Wall Entry Total i 'r t Precision Coast. $ 235,980 $18,735 $ 3,118 $ 2,075 $259,908 ! 8025 NE Eillingsworth i. Portland, OR 97218 t l s CPM Contractor $ 219,400 $18,150 $ 3,500 $4,500 $245,550 9450 SW Commerce Cir. #350 Wilsonville, OR 97070 i } Tenant Construction $ 266,268 $19,309 $ 3,110 $1,840 $290,527 6620 NE 79th Ct. #1 Portland, OR 97218 F Architect's Estimate $ 237,006 $20,000 $ 3,142 $5,475 $265,617 i S r i CITY OF TIGARD OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: 4/23/90 DATE SUBMITTED: 4/14190 ISSUE/AGENDA TITLE: Sign Code PREVIOUS ACTION: City Council Exce tion SCE 89-14 a al for alpy oval Landmark For / PREPARED BY: Keith Liden DEPT HEAD O ITY ADMIN OR REQUESTED BY: i OLICY ISSUE Should the applicant be allowed more freestanding sign area than permitted by c the Community Development Code? f INFORMATION SUMMARY i This application was reviewed by the Council on March 26, 1990. The Council determined that the revised proposal submitted by the applicant was consistent with Community Development Code criteria for granting a sign Variance. Attached is a copy of a draft resolution amending the Commission's decision, Final Order 90-03 PC. 6 t~ t ALTERNATIVES CONSIDERED I 1. Approve the attached resolution i ti 2. Modify and approve the attached resolution. FISCAL IMPACT r f SUGGESTED ACTION Approve the attached resolution. SCE89-14.SUM/kl i 4 E i R CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: April 23, 1990 DATE SUBMITTED: April 11, 1990 ISSUE/AGENDA TITLE: Consolidated PREVIOUS ACTION: Co mmuni.cations. of Coon id 800 Radio PREPARED BY: Patrick J. Reilly DEPT HEAD OK CITY ADNIIN O REQUESTED BY: POLICY ISSUE Should the City financially support a feasibility study for a county-wide 800 public safety cmmmunication system. INFORMATION SLV44ARY In preparation for the proposed Public Safety Cmmumcations levy, tentatively scheduled for August election, costs are being coupiled for various communication-system improvements. One such improvement is a county-wide 800 radio system which would allow all public safety agencies to talk directly with each other. A study is essential to determine the feasibility of such a system and the costs associated with the system. All members of the proposed consolidated agency are being asked to participate in the funding. ALTERNATIVES CONSIDERED 1. No contribution. . .rejected because of desire to participate in decision making. 2. Postpone study pending election. . .rejected because of need to present best possible information to voters. 3. Eliminate goal of county-aide communication system. . . rejected because of need, especially in emergency situations, for direct caimmuzication abilities and overall cost efficiency gains associated with a single radio system and a consolidated cotmminications agency. 4. Alternative formulas. . .per capita selected due to ease of calculation. FISCAL IMPACT Cost of study to City of Tigard ranges from $1,124 to $1,824, depending upon final configuration needs of 800 system. Cost to be reimbursed if levy passes. Cost allocation is on per capita basis. SUGGESTED ACTION Authorize City of Tigard's participation in study. cw.comsys.800 t CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: 4/23/90 DATE SUBMITTED: 4/12/90 ISSUE/AGENDA TITLE:BP Oil PREVIOUS ACTION: Planning Commission CPA 90-03/C 90-01 ! recommendation of approval of a modified proposal / PREPARED BY: Keith Liden DEPT HEAD Q%IMVCITY ADMIN O / REQUESTED BY: f LICY ISSUE Should the land use designation for the southwest corner of S.W. North Dakota and Scholls Ferry Road be changed from Commercial Professional to General Commercial or, as proposed by the Planning Commission, to commercial Neighborhood? r. INFORMATION SUMMARY The Planning Commission reviewed a request for a Comprehensive Plan Amendment from Commercial Professional to Commercial General and a Zone Change from C-P (Commercial Professional) to C-G (Commercial General) on April 3, 1990. The Commission decided to recommend an alternative proposal to designate the northern portion of the property Commercial Neighborhood and to retain a smaller area to the south for Commercial Professional use. The applicant was advised by the staff to suggest the amount of area desired for each designation at the Council hearing. s The staff recommended denial of the applicant's request primarily due to the adverse traffic impacts that are likely to be associated with this change. The recommendation for a C-P designation would not lessen these potential impacts and therefore, the staff recommends denial of the Commission's proposal as well. Attached is a copy of the application, staff report to the Commission, and the Commission minutes. ALTERNATIVES CONSIDERED 1. Deny the request and direct staff to prepare a corresponding resolution. 2. Approve the applicant's request or the Commission's recommended alternative and direct staff to prepare a corresponding resolution. FISCAL IMPACT SUGGESTED ACTION Deny CPA 90-03/ZC 90-01 and direct staff to prepare a resolution BPOIL/kl c AGENDA ITEM 5.2 STAFF REPORT TO THE PLANNING COMMISSION HEARING DATE: April 3, 1990 - 7:30 PM HEARING LOCATION: Tigard City Hall - Town Hall 13125 SW Hall Blvd. Tigard, OR 97223 A. FACTS 1. General Information CASE: Comprehensive Plan Amendment CPA 90-0003 Zone Change ZON 90-0001 REQUEST: 1) Plan Map Amendment from Commercial Professional to General Commercial 2) Zone Change from C-P (Professional Commercial) district to C-G (General Commercial) district APPLICANT: British Petroleum Oil Co. AGENT: Richard Woelk, c/o Brian Duffy, BP Oil John Morgan 3868 Prospect Drive, Ste 360 ATEP, Inc. Rancho Cordova, CA 95670-6020 4040 Douglas Way Lake Oswego, OR OWNER: Lee Cunningham 13385 SW 115th Avenue Tigard, OR 97223 LOCATION: 12528 SW Scholls Ferry Road PROPERTY DESCRIPTION: WCTM 1S1 35AD, Tax Lot 2400 2. Background Information The City Council on May 12, 1986 issued a resolution recognizing the nonconforming use status of continued retail sales use on this property (Resolution No. 86-54). No other land use or development applications regarding this site have been reviewed by the City of Tigard. 3. Vicinity Information Properties abutting the subject site on the west and south are zoned R-7(PD) (Residential, 7 units/acre-Planned Development). Properties to the west are developed with single family residences which are located within the Summerlake subdivision. The Kindercare daycare center is immediately south of the site. Properties to the east across SW North Dakota Street are zoned C-N (currently being developed with a medical STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 1 office building), C-P (vacant), and C-G (approval recently issued for a McDonald's restaurant). Further east is the Greenway Town Center shopping center. Further south on the east side of the street is the Meadowcreek Apartments and the Anton Park subdivision. Properties to the north across SW Scholls Ferry Road are within the City of Beaverton. 4. Site Information and Proposal Description The subject site is a 1.38 acre rectangular shaped site located in the southwest quadrant of the intersection of SW Scholls Ferry Road and SW North Dakota Street. A veterinary clinic is located in a single story house quite close to the intersection. A gravel parking area is located between the house and SW Scholls Ferry Road. A large barn presently used as a warehouse by a landscaping installation and maintenance company is located to the south of the veterinary clinic along SW North Dakota Street. A second house occupied by a garage construction business is located further south. The warehouse and construction businesses are nonconforming uses in the present C-P zone applied to the property. The applicant requests a Plan Map amendment from Commercial Professional to General Commercial and a Zone Change from the C-P (Professional Commercial) zoning district to the C-G (General Commercial) zoning district. The applicant has submitted a statement designated Rezoning Application dated February 12, 1990 and a Transportation Analysis for BP Oil Company dated February, 1990 in support of the request. Although the proposed redesignation would make the subject property available for development of any of the permitted or conditional uses allowed in the C-G zoning district, the applicant's Rezoning Application and Transportation Analysis focus on use of the site for a combined vehicle fuel sales/car wash/convenience store along with relocation of the existing veterinary practice to the southern portion of the property. Vehicle fuel sales is a conditional use in the C-G zone. Automobile cleaning, convenience food stores, and professional offices are examples of permitted uses in the C-G zone. 5. Agency and NPO Comments The Engineering Division has reviewed the proposal and offers the following comments: A traffic analysis has been submitted by the applicant to support the request for a change in zoning. The traffic analysis assumes that, if the zone change is approved, the property will be developed as a service station. The requested zone change would allow the property to be developed for a variety of retail uses. Typical retail STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 2 development would generate average daily traffic volumes similar to those reported in the traffic analysis for a service station. However, the traffic generated during the afternoon peak hour could be much greater under many of the allowed uses. Traffic is a particular concern at this site. Currently, the City is receiving many complaints about the volume of traffic using SW North Dakota Street and traveling through the residential areas to avoid congestion on Scholls Ferry Road. Retail commercial development of the site is likely to cause some increase in traffic on North Dakota Street. Development of a service station could lead to a greater traffic increase on North Dakota Street than that indicated by the figures in the traffic analysis, due to the unique location of the site. There are no existing service stations within one mile of the site. Existing zoning and existing development make it unlikely that a service station will be built within one mile of the site. Therefore, there is a risk that some traffic will be diverted from other routes in order to utilize the service station/convenience store proposed for the site. Traffic diverted from Walnut Street or 121st Avenue would be likely to utilize North Dakota Street to access the site. Therefore, we recommend that the proposed Plan Amendment/Zone Change be denied until existing traffic problems in the residential areas of North Dakota Street are resolved. Washington County's Department of Land Use and Transportation has recommended that in order to improve traffic movement on SW Scholls Ferry Road, a major arterial, access to SW Scholls Ferry Road should be prohibited for any future development of the site. The Oregon State Highway Division has reviewed the proposal and has recommended denial of the proposal due to the potential for increased traffic by uses allowed by the C-G zone as compared to typical uses in the C-P zone and the effects of this additional traffic on operation of the Scholls/North Dakota intersection. The Highway Division has also commented that it will be difficult to provide direct access to this site from Scholls Ferry Road because such an access would provide conflicts with a planned right turn lane from eastbound Scholls to North Dakota Street. The Highway Division is scheduled to complete a widening and improvement project for this section of Scholls Ferry Road within the next two years. The proposal was reviewed by several members of NPO #7 at the March NPO meeting. Due to a lack of a quorum, the NPO was unable to adopt an official recommendation. Concerns were raised with regard to traffic impacts on adjacent streets and with the compatability of a service station with adjacent residences. However, several members felt a great need exists for a service station in this area. STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 3 c. The Building Division, Tigard Water District, Tualatin Valley Fire and Rescue District, and PGE have reviewed the proposal for a Plan Amendment/Zone Change and have offered no comments or objections. No other comments have been received. B. FINDINGS AND CONCLUSIONS The relevant criteria in this case are Statewide Planning Goals 1, 2, 9, and 12; Comprehensive Plan Policies 2.1.1, 4.2.1, 4.3.1, 5.1.1, 5.1.4, 6.6.1, 7.1.2, 7.4.4, 7.6.1, 8.1.1, 8.3.1 and 12.2.1 (Locational Criteria for the General Commercial Plan designation);and the change or mistake quasi-judicial Plan Map Amendment criteria of both the Comprehensive Plan and Community Development Code. The Planning Division concludes that the proposal is only partially in compliance with the applicable Statewide Planning Goals based upon the following findings: 1. Goal #1 (Citizen Involvement) is satisfied because the City has adopted a citizen involvement program including review of all land use and development applications by neighborhood planning organizations (NPOs). In addition, all public notice requirements related to this application have been satisfied. 2. Goal #2 (Land Use Planning) is satisfied because the City has applied all applicable Statewide Planning Goals, City of Tigard Comprehensive Plan policies, and Community Development Code requirements to the review of this proposal. 3. Goal #9 (Economy of the State) is satisfied because the proposed redesignation would not affect the City's inventory of developable commercial land but would instead affect only the types of commercial activities that may be developed on the subject site. 4. Goal #12 (Transportation) is partially satisfied because the proposed redesignation would allow development of intensive commercial uses along a major arterial, Scholls Ferry Road, at its intersection with SW North Dakota Street and SW 125th Avenue, collector streets serving developed residential areas within the cities of Tigard and Beaverton. Thus, the redesignation and subsequent development of the site may prove convenient for the residents of neighboring areas that might make use of services to be provided on the site that are not presently available in this area. Goal 12, however, also requires that transportation safety be considered as part of land use decision making. As described further under Plan policies 8.1.1 and 12.2.1 below, the proposal for redesignation of this site to General Commercial/C-G raises significant traffic concerns in the neighborhood of the site, especially with regard to SW North Dakota ( Street as it passes through the Anton Park subdivision. i STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 4 Staff has determined that the proposed Plan Map/Zoning Amendment is only partially consistent with the Comprehensive Plan based upon the findings below: 1. Plan Policy 2.1.1 is satisfied because Neighborhood Planning organization #7 and surrounding property owners were given notice of the public hearings related to the request and their opportunity to comment on the proposal. 2. Plan Policy 4.2.1 will be satisfied through the development review and building permit processes at which time a development proposal for this site must be shown to comply with applicable federal, state, and regional water quality requirements including preparation and implementation of a non-point source pollution control plan in compliance with the Oregon Environmental Quality Commission's temporary rules for the Tualatin River basin. The proposed redesignation does not by itself affect compliance with this Plan policy. 3. Plan Policy 4.3.1 is implemented through the development review process in which building placement and landscaping are reviewed with respect to minimizing noise impacts of a developing use upon neighboring land uses. - 4. Plan Policy 5.1.1 is not affected since the proposed redesignation of the site would maintain the site's potential for commercial development, although under-..the proposed C-G zoning designation different commercial uses would be permitted with different types of job opportunities created as compared to the current C-P zoning. 5. Plan Policy 5.1.4 is satisfied because the proposed redesignation would not involve commercial encroachment into an existing neighborhood. Instead existing commercial Plan and zoning designations would be replaced with other commercial designations. 6. Plan Policy 6.6.1 calls for buffering between different land uses as well as screening of service areas and facilities. This policy is implemented through Code Section 18.100 which is considered in the review of development applications. The subject site is large enough that potential uses allowed in the C-G zoning district should be able to locate their facilities on the site while providing appropriate means of landscape buffering and screening to reduce noise and visual impacts on the adjacent developed properties. 7. Plan Policies 7.1.2, 7.2.1, 7.4.4, and 7.6.1 are satisfied because adequate public service capacities are available to serve future development of the site. Extension of necessary public facilities to serve the site are the responsibility of the developer. The City of Tigard notifies applicable public and private utility providers Of pending development applications. STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 5 S. Plan Policy 8.1.1 is not satisfied because the proposed redesignation could lead to development of uses on the site which would be expected to attract substantially more traffic to the site than would be expected with development under the existing Commercial Professional (C-P) designations. This potential increased traffic would tend to negatively impact traffic safety on nearby streets. As noted by the Engineering Division, this concern is greatest with regard to SW North Dakota Street through the Anton Park subdivision south of the site. Concerns regarding traffic volumes and traffic safety on SW North Dakota Street have previously been raised by this neighborhood before the city Council and Planning Commission. The applicant's Traffic Analysis concludes that development of a vehicle fuel sales/car wash/convenience store and veterinary clinic on the site would result in decreased afternoon peak traffic at the intersection as compared to typical development under the C-P zone. The Traffic Analysis also concludes that the applicant's intended uses would have a minimal impact on overall traffic on SW North Dakota Street. Staff, however finds that these conclusions may be suspect at best and possibly may be irrelevant with respect to future development of the site. First, as the Engineering Division has pointed out, "development of a service station could lead to a greater traffic increase on North Dakota Street than that indicated by the figures in the traffic analysis, due to the unique location of the site... there is a risk that some traffic will be diverted from other routes in order to utilize the service station/convenience store proposed for the site." The applicants' Rezoning Application dwells on the lack of service stations in western Tigard yet the applicants' Traffic Analysis apparently ignores the lack of service stations along alternate routes and therefore is able to project little traffic to the site other than drive-by traffic on SW Scholle Ferry Road. Staff believes that a service station at this site would be a significant traffic attractor for motorists on SW 121st Avenue leading them to utilize SW North Dakota Street through the Anton Park subdivision. This could increase traffic hazards within this established residential neighborhood. Second, the traffic analysis could be irrelevant because it looks only at the theoretical traffic generation of the uses the applicant currently intends to develop on the site rather than looking at the variety of uses that could be developed on the site if the redesignation is approved. No assurance is provided with a Plan Amendment/Zone Change that it will ultimately be developed as currently intended. Ownership and intentions can change. Therefore, traffic analysis for such a proposal should look at the range of possible uses under the proposed designations. A fast food restaurant, which also could be developed on the site if the zoning is changed to C-G, could substantially affect traffic in the area to a much greater extent than the uses addressed in the applicant's Traffic Analysis. The applicant's Traffic Analysis assumes that the site would have direct access to SW Scholls Ferry Road. However, Washington County and the Oregon State Highway Division suggest that direct access to c. STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 6 Scholls should be prohibited which would therefore lead to additional traffic on North Dakota Street and increased delays at the traffic signal. 9. Plan Policy 8.1.3 will be satisfied as a condition of approval of any future development of the site. Completion of necessary street improvements along the site's frontages would be required to be installed by the developer at the time of development. The Engineering Division and the Oregon State Highway Division will review any future development proposals for the site. 10. The locational criteria specified in Chapter 12 of the Comprehensive Plan are partially satisfied for the following reasons: a. The subject area is not surrounded by residential development on more than two sides. Residential development exists on the south and west sides of the site only. b. As discussed above under Statewide Planning Goal 12 and Plan Policy 8.1.1, staff is not persuaded that the proposed redesignation would not increase traffic on adjacent streets thereby increasing traffic safety concerns along these streets. This potential increase in congestion and safety concerns may exist if the site is developed as the applicant intends, and is likely if the site should develop with many other uses allowed in the C-G zone. The proposal fails to satisfy this locational criteria for the General Commercial Plan designation. C. The site is located at the intersection of an arterial and a minor collector street. Access to the site will be determined in conjunction with the Oregon State Highway Division through the development review process. d. Public transportation is available on SW Scholls Ferry Road. e. The site is an adequate size to accommodate a variety of uses permitted in the C-G zoning district. f. The site is highly visible from the adjoining streets. g. Compatibility of future use of the site with adjacent uses is difficult to ascertain without an actual development proposal. However, the City of Tigard's Site Development Review and Conditional Use review processes are intended to provide an opportunity for review of a potential development's relationship with adjacent existing uses. In order to approve a quasi-judicial amendment to the Plan and Zoning Maps, the City must also find that there is evidence of a change in the f/ neighborhood or community which affects the subject parcel. Alternatively, the city must find that there has been a mistake or inconsistency made in the original designation of the parcel (Comprehensive Plan, Volume 2, a STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 7 4 a 9 Policy 1.1.1, Implementation Strategy 2; Community Development Code section 18.22.040(A)). The applicant's Rezoning Application asserts that a mistake was made on the Comprehensive Plan Map with regard to the shortage of General Commercial designated properties along the Scholls Ferry corridor. The Rezoning Application states that the applicant's proposed uses are intended to help meet the day-to-day needs of the residents of the surrounding neighborhoods, yet these particular uses are not allowed in the zoning districts that have been applied to developable properties along this corridor. The applicant points Out that there are almost 400 single family homes within one-half mile of the subject property and at least the same number of apartments. The applicants state that this is an intense market for commercial uses that serve day-to-day needs of the area's residents. The applicants state, however, that the Comprehensive Plan Map does not provide enough appropriately zoned land to meet these needs of the neighborhood. While from the applicant's business viewpoint, a mistake may exist with regard to the current Plan designations in that a large market demand may exist that cannot easily be satisfied by the current inventory of properly zoned developable land, from a land use planning viewpoint other reasons exist for not trying to satisfy every economic market demand. The City of Tigard has paid close attention to the amount of developable commercially designated land along the Scholls Ferry Corridor, as has the City of Beaverton. The cities have chosen to limit the amount of General Commercial properties in order to reduce traffic congestion along the highway, in order to reduce the appearance of strip development, and in order to minimize traffic, noise and lighting impacts upon surrounding neighborhoods. This limitation upon General Commercial designations was not a mistake, but instead was a conscious decision to limit the amount of developable commercial properties along Scholls Ferry Road. The City of Tigard has looked at several other proposals for redesignation of properties to the General Commercial and Neighborhood Commercial Plan designations along the Scholls Ferry Corridor and the City has consistently denied those requests. On the property across North Dakota Street from the subject site, the City Council denied a request to change the zoning for the entire property from Commercial Professional (C-P) to General Commercial (C-G) in 1985 (CPA 3-85/ZC 3-85). The Council's decision was appealed to the Oregon Land Use Board of Appeals. The decision was upheld. The Council found that there was no evidence of a mistake in the land zone designations for this area; there was no overwhelming need for additional General Commercial designated lands in this area; and the Council expressed concern with traffic along both North Dakota Street and Scholls Ferry Road. A later Plan/zone Change request for the same property resulted in a mixture of commercial designations being approved. The southwestern portion of the parcel retained the Professional-Commercial Plan and zone designations; the eastern portion was designated General Commercial; and the northwest portion was designated for Neighborhood Commercial use (CPA 10-86/ZC 18-86). This neighboring site is currently under development with a medical office building and a fast food restaurant. (A substantial STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 8 portion of this site is still undeveloped and is designated with a combination of General Commercial and Professional Commercial designations. It is pointed out that the uses the current applicant is intending to develop could be accommodated on those vacant portions of the property to the east.) In addition, the City Council in November, 1989, denied a request for a redesignation of a 1.9 acre parcel at the intersection of SW 135th and Scholls Ferry Road from Medium-High Density Residential to Neighborhood Commercial (CPA 89-08/ZC 89-08). This decision was largely based upon traffic concerns with regard to the intersection of Scholls Ferry and SW 135th, as well with traffic along SW 135th to the south. With regard to that application, the City Council was unable to find that a mistake had been made in the original designation of the property or that substantial changes had occurred in the neighborhood which supported a change to a commercial designation. We find the same holds true for the current application. i E In conclusion, staff does not find that a change in circumstances has occurred in the neighborhood of the Cunningham property since the original designation of the subject site with the Professional-Commercial Plan and zone designations to support a change to General Commercial at this time. j In addition, staff does not find evidence of a mistake in the original t. designation. Conversely, staff finds that the original Commercial Professional designation was carefully conceived and was intended to minimize the possible impacts upon adjoining land uses and to minimize traffic impacts at this congested intersection. The existing Commercial Professional Plan designation and C-P zoning for the subject parcel should be maintained. C. RECOMMENDATION The Planning Division recommends that the Planning Commission forward a recommendation to the City Council for DENIAL of Comprehensive Plan Amendment CPA 90-0003 and Zone Change ZON 90-0001 based upon the foregoing findings. 6vla6el'_ PREP BY: rry r APPROVED BX: Keith Liden 04 sso a Planner Senior Planner br/CPA90-03.jo i STAFF REPORT - CPA 90-0003/ZC 90-0001 - BRITISH PETROLEUM PAGE 9 SIN 334 COHErTonA a PLC` s W ° QprO o a 5 W PERCHE GPESN ¢ W lN• 1%k t~tJtf Z Ol c 40 Yell C 3x rus IV CA- Nt ST' W S W CaAL1 $A1 N• ti~y~ O sr W 4E{~'P O R v as ~ z p. by ...r ~ SON SCHOL 0 00 4 pp~~° r Ayith { Gt. c {I G'~~0~ a = O G ~ = S. S. w z S-W-•Y W a a m e Cl v+% 00 OR, 00 3 v MpNZANITA T SW. $ 1, ~ ~3 C:3 - > Pl N S.W SNOW .1 I t• NZ A. BEARD C n n n1 S.W. W wtes ft. no OR c i' 00RLCREST CIR OHTS BuRLH 9 GLAGER LILY Ci S.W. T 6 r.. v DG WA E S`1W. I LVI _ ..M~RLA PARK . ti \ SUM K/£ svNT R ST' p4` ^ r~IAMER CREST f ~ 1` I p EST HE C q w~ ,f`4r F w R ~ CrFSr / a 1 SW Sy~• -(ILLAGI- 400 N. ~ ; KAT►~RMIE ST. w `N PARK L MARY ARD ND1 " sw, .may ~EMDe"TARY j ,e L O gCHOO ` -1 i - a D1 - 33 4 3 S.W. n LYNN KATHERINE 'T W Cxr- W v S~a WILLS a TIGARD PLANNING COMMISSION REGULAR NESTING - APRIL 3, 1990 1. President Moen called the meeting to order at 7:45 PM. The meeting was held at the Tigard Civic Center - TOWN HALL - 13125 SW Hall Boulevard, Tigard, Oregon. 2. ROLL CALL: Present: President Moen; Commissioners Castile, Fessler, Fyre, and Peterson. Absent: Barber, Leverett, and Saporta (one vacant position). Staff: Senior Planner Keith Liden; Planning Secretary Diane M. Jelderks. 3. APPROVAL OF MINUTES Commissioner Fyre moved and Commissioner Fessler seconded to approve the minutes as corrected. Motion carried unanimously by Commissioners present. Commissioners Castile and Moen abstained. r 4. PLANNING COMMISSION COMMUNICATION o Letters from the public regarding agenda item 5.2 had been distributed to the Commissioners. o President Moen had received a brochure from the Army Corp of Engineers that he passed on to staff. Also, he reviewed a letter from the State Highway Department regarding notification of upcoming improvements to Pacific Highway between Pfaffle and Commercial Street. 5. PUBLIC HEARINGS 5.1 COMPREHENSIVE PLAN AMENDMENT CPA 90-0004 ZONE (BANGE SON 90-0002 BINGHAM/SPIEKER NPO #5 A request for approval of a Comprehensive Plan Amendment to change the land use designation from Light industrial to General Commercial and to change the zoning designation from I-L (Light Industrial) to C-G (General Commercial). ZONE: I-L (Light Industrial) LOCATION: Between SW 72nd Avenue and Interstate 5 and south of the Oregon Business Park (WCTM 2S1 13AD, tax lot 1700) o Lance Stout, Mckenzie/Saito, explained that there is a problem that they need to address and they would like the hearing postponed to May 8th in order for them to come up with a solution. * Commissioner Peterson moved and Commissioner Pyre seconded to postpone CPA 90-0004 and ZON 90-0002 to the May 8th Planning Commission hearing. Motion carried unanimously by Commissioners present. C; PLANNING COMMISSION MINUTES APRIL 3, 1990 PAGE 1 5.2 COMPRBHSNSIVB PLAN AMENDMENT CPA 90-0003 ZONE tHBNGE Zan 90-0001 CUNNINGEERi/BP NPO #7 A request for approval of a Comprehensive Plan Amendment to change the land use designation from Professional Commercial to General Commercial and to change the zoning designation from C-P (Professional Commercial) to C-G (General Commercial). LOCATION: 12528 SW Scholls Ferry Road (WCTM 1S1 35AD, tax lot 2400) Senior Planner Liden reviewed the materials submitted by the applicant and the public. He explained that all the problems related to traffic impact and that all of the criteria had not been met. Staff is recommending denial. APPLICANT'S PRESENTATION o John Van Curen, BP oil, reviewed the existing site and explained that they would be removing the existing veterinary clinic and build a new clinic at the back of the site. He stated that he has been talking to the neighbors concerning impact to the area. That the proposed use will not generate more traffic it will only use existing traffic. They anticipate that 60 percent of their business will be for vehicles within a mile and half radius of the site. That they would post a bond to insure that they would develop the site as proposed. Discussion followed with Commissioners regarding access onto Scholls Ferry Road, circulation of traffic on the site, and the type of structures that would be constructed. o Richard Woelk, ATEP, Inc. 4040 Douglas Way, Lake Oswego 97035, had prepared the traffic study. He explained that the zone change speaks in generalities and not to specific uses. He stated that the worse case scenario, pm peak hour traffic, there would be 41 vehicles. He addressed concerns regarding access onto Scholls Ferry Road and stressed that this is a site specific development. Discussion followed regarding trips generated from the different types of uses. o Ralph Bolliger, 1600 SW Cedar Hills Boulevard, Portland 97225, Attorney for the property owner expressed his surprise that there are no service stations along Scholls Ferry Road except for Progress. He stated that the existing use is an eyesore and is inconsistent with the area. That there is a great need for a service station in this area and this facility will be nicely designed and landscaped. Also, the existing access for the site is located on North Dakota almost at Scholls Ferry Road and the proposed access is safer because it will be 180 feet from Scholls Ferry Road. He encouraged the Commission to recommend approval. PLANNING COMMISSION MINUTES - APRIL 3, 1990 PAGE 2 PUBLIC TESTIMONY o Bob Larsell, 12040 SW North Dakota, Tigard, favored the proposal. He has been a resident since 1975 and has seen the area change creating the existing traffic problems. There is a need for a service station. The station will not generate more traffic it will only ease it on its way. o Melinda Nelsen, 10760 SW Summer Lake, Tigard, opposed the proposal. She felt the service station would detract from the livability of the neighborhood. Even though the proposal may not generate traffic it would generate in and out traffic. She was concerned about the aesthetics of a service station, the noise level of the car wash, and how close it would be to the residential area. o Lee Cunningham, 13385 SW 115th Ave., Tigard, owner of the site, stated that this was not planned that BP had contacted him. He stated that first the road (North Dakota) was put in, then the light, and in the future five lanes will be constructed to accommodate the traffic volumes. He added that he is a member of NPO # 7 and was questioned at length by a majority of the members regarding the proposal at a meeting that they held prior to the one with BP which did not have a quorum. Even though there were concerns everyone seemed to want the service station. He stated he was surprised by staffs denial. He knew the City had concerns regarding strip commercial, but did not feel this was happening. O Fred Niedner, 10500 SW Tarpan, Beaverton, neither favored or opposed the proposal. He was concerned how much property would be rezoned and if it would cause the area to the west to become commercial. He was also concerned about the height of fixtures and signs. He added that his property would have a higher value if the property is zoned C-P rather than C-G. REBUTTAL o John Van Curen, stated that the car wash would be open from 7:00 am to 9:00 pm and that the noise level would be below the allowed limits. They would provide landscaping and buffering to protect the residential area and are flexible with regards to the needs of the neighborhood. o Discussion followed regarding the criteria which needed to be met, access to the site, and what zones a service station is allowed either as a permitted use or a conditional use. PUBLIC HEARING CLOSED O Commissioner Peterson felt that the neighbors on 127th Court needed to be protected. Generally he was in favor. He supported having a median strip constructed on Scholls Ferry Road and zoning the front portion of the property C-N and that back portion C-P. PLANNING COMMISSION MINUTES - APRIL 3, 1990 PAGE 3 o Commissioner Castile agreed. His biggest concern was the abutting residences. He felt a concrete sound barrier should be constructed to protect the residences. o Commissioner Fyre stated that there is no doubt that a service station is needed, however, the issue is whether there has been a change of circumstances. He noted that the City Engineer had recommended denial. He favored denial based on the consistency of the Plan. o Commissioner Fessler commented on the history of the area. She felt there would be adequate turning available from Scholls Ferry Road and that there is a tremendous need for a gas station. She was concerned about the noise from the car wash. She favored split zoning the property C-N/C-P. o Commissioner Moen agreed to a certain extent. Service stations had been planned for but never developed. The C-P designation was placed on the property as a border for the neighborhood. He did not feel that the location.of the car wash was appropriate. He did feel that there had been a change in circumstances. He favored zoning the property C-N/C-P. * Commissioner Fessler moved and Commissioner Peterson seconded to forward a recommendation to City Council to zone the front portion of the property C-N and to zone the back portion of the property C-P (where the site plan shows the veterinary clinic), with a PD overlay on the entire site. Based on the finding that there has been a change of circumstances since the property was last designated. Motion carried by majority of Commissioners present. Commissioner Fyre voting no. 6. OTHER BUSINESS o Commissioner Fessler stated that she had been contacted by the Tigard School District because of the critical position they are in regarding available space for students. She suggested that the School District and City Council be contacted to arrange a study session to discuss the growth and strategies. Consensus was to contact City Council to see if they would like to pursue. 7. ADJOUPJIMEM - 9:35 PM Diane M. Je de ks, Secretary ATTEST: A Donald Moen, President dj/pcm4-3 PLANNING COMMISSION MINUTES - APRIL 3, 1990 PAGE 4 REZONING APPLICATION S CHOL L S FERRY ROAD AND NORTH DAKOTA S TREE T BP OIL COMPANY, APPLICANT Prepared by: John N. Morgan, AICP February 12, 1990 Background This report will supplement the application material submitted by BP Oil Company and the traffic analysis prepared by Richard Woelk, P3, of ATEP, Inc. it will augment the material dealing with the proposal's relationship u-ith the Tigard Comprehensive Plan. BP Oil has submitted a rezone petition from Professional Commercial to General Commercial for the purpose of constructing a BP service station with a small mini-mart and a car u.-ash. This development ~i,ill retain the e::.isting vetier inary clinic on the site. The Stati0:1 l::ll t::c tLil etitE:nS1vE landscaping as well as fencing t: ;f17( r? t. i'rcm nei rt~oring residential uses. l PA GE BP OIL ZONE CHANGE The neighborhood surrounding the subject property is marked by F intense residential development. Apartment construction activity E is very high. The property across South Dakota Street to the east of the subject property is also being marketed for apartment development. Access i The property is at the southwest corner of Scholls Ferry Road and South Dakota Street. Schools Ferry is a major arterial while South Dakota is a collector. t Scholls Ferry Road is included in the Oregon State Department of i Transportation's 6-Year Highway Improvement Program for widening from two to four lanes. It is anticipated this work will be completed within the next two years. The redevelopment of the subject property will be done anticipating the Scholls Ferry project. Setbacks, landscaping, and access will all be coordinated with the State and the specific plans for the strut. This will help relieve current and future traffic problems a: this intersection by maximizing the efficiency of the access. 'this action will help implement Comprehensive Plan Goal 12 which P.-,! GE 2 BP OIL ZONE CHANGE reads: "Provide and encourage a safe, convenient and economic transportation system." Conformance with the Comprehensive Plan The Tigard Comprehensive Plan does not anticipate a need in this particular area for the types of services being proposed by BP Oil. The nearest appropriately zoned areas that are available for this type of use are one to two miles away to the east and west along Scholls Perry Road. The Plan anticipates neighborhood commercial and professional commercial uses, such as the veterinary clinic and the adjacent day care center, to serve the surrounding population without requiring significantly long automobile trips. :Neighborhood commercial uses are intended to be convenient and provide for the day-to-day needs of the, surrounding population. The BP Oil development is also intended to help meet the day-to- clay needs of the surround irg population. However, by virtue of thesis uses not being allowed in the Neighborhood Commercial or Professional Commercial zone, this zone change is necessary. PAGE 3 BP OIL ZONE CHANGE It is suggested that the Comprehensive Plan is in error as it does not allow these types of neighborhood uses within neighborhoods. There are almost 400 single family homes within one-half mile of the subject property. There are at least this number of apartments in the same area. This is an intense market for commercial uses that serve the day-to-day needs of the residents. The Comprehen- sive Plan wisely identified a public need to provide land for these types of neighborhood commercial activities within the neighbor- hoods they are intended to serve. However, it does not provide enough apprgp.~;Jately zoned land to meet the need. The BP Coil proposal is intended to meet the same neighborhood day- to-day needs as the uses typically allowed with the neighborhood Commercial zone. However, the zoning ordinance, by virtue of excluding service stations in neighborhood commercial zones, does not allow this to occur. As well, the zoning map, by not allowing enou;3h ap;!ropriately zoned land to meet the need, does not allow this to occur. The service station will I~rovide gasoline and oil products, as well as automobile service:. The car wash will be a convenience to the area residence. The mini-mart will provide limited Groceries wit lain ecisy walking distance of residents within t t, neighborhood. P.1 GE .1 BP OIL GONE CHANGE The Comprehensive Plan and its implementing zoning ordinance failed to address the need to provide these types of services on a neighborhood scale. Even if there is concern about the visual impact of a service station, the zoning ordinance can successfully address it through special design requirements, or through making service stations a conditional use. BP Oil intends to design and construct this facility so that it is an attractive, compatible part of the neighborhood. It will provide needed day-to-day services to neighborhood residents to a much greater extent than the Professional Commercial zone would. Since the Comprehensive Plan, through the zoning ordinance, erred in not providing for these types of uses as part of the zoning pattern of the area, the zone change is necessary. Conclusions 'cess to the subject property care be substantially improved through the redevelopment of the property, especially considering the pending widening of Schools Ferry Road. PAGE 5 BP OIL ZONE CHANGE The Comprehensive Plan erred in not providing appropriate zoning to allow to a broad variety of neighborhood commercial uses to meet the needs of the area residents. The proposed zoning, and the development of the subject property as proposed by BP Oil, will providing convenient, day-to-day, neighborhood commercial services to the surrounding area. . i PAGE 6 n. C. ~r yL . SOCIATED ANSPORTATION ~GINEERING 8c CANNING (ATEP) TRANSPORTATION ANALYSIS FOR BP OIL COMPANY TICARD, OREGON t. TRANSPORTATION ANALYSIS BP OIL CO. TIGARD, OREGON PREPARED FOR BP OIL COMPANY CLEVELAND,OHIO OREGON cygRD PREPARED BY ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING, (ATEP) 4040 DOUGLAS WAY LAKE OSWEGO, OREGON 97035 90-368 FEBRUARY 1990 TABLE OF CONTENTS INTRODUCTION REPORT METHODOLOGY 3 ASSUMPTIONS 3 INTERSECTION ANALYSIS ASSUMPTIONS 3 INTERSECTION ANALYSIS PROCEDURE 4 SUMMARY OF FINDINGS 4 SCENARIO I - EXISTING CONDITIONS 5 SITE CONDITIONS AND ADJACENT LAND USES 5 EXISTING ROADWAYS 5 PEAK HOUR TRAFFIC VOLUMES AND OPERATIONS 6 TRIP GENERATION 6 TRIP DISTRIBUTION 9 EXISTING LEVELS OF SERVICE 9 SCENARIO 2 - EXISTING + BP OIL COMPANY AS PROPOSED 19 TRIP GENERATION 20 TRIP DISTRIBUTION 21 TRANSIT CONSIDERATIONS 21 CONCLUSIONS 26 RECOMMENDATIONS 27 -I- TABLES 1. Projected Trip Generation Current Zoning 9 2. Level of Service Definitions (Signalized Intersections) 15 3. Criteria for Signalized Intersections 16 4. Level of Service Definitions (Unsignalized Intersections) 17 5. Criteria for Unsignalized Intersections 18 6. Existing Levels of Service at Critical Intersections 19 7. Projected Trip Generation for Scenario 2 20 8. Scenario 2 Levels of Service at Critical Intersections 21 i a s i x y41. eSe t.' F ~i 1. Y i u -11- f~ t~ C y4d k FIGURES C_.) 1. Vicinity Map 2 2. Existing AM Peak Hour Traffic Volumes 6 3. Existing PM Peak Hour Traffic Volumes 7 4. Existing Zoning Site Generated Traffic Volumes AM Peak Hour 10 5. Existing Zoning Site Generated Traffic Volumes PM Peak Hour 11 6. Existing Zoning Total Traffic Volumes AM Peak Hour 12 7. Existing Zoning Total Traffic Volumes PM Peak Hour 13 s 8. Proposed Zoning Site Generated Traffic Volumes AM Peak Hour 22 9. Proposed Zoning Site Generated Traffic Volumes PM Peak Hour 23 10. Proposed Zoning Total Traffic Volumes AM Peak Hour 24 11. Proposed Zoning Total Traffic Volumes PM Peak Hour 25 4 t k i i' l i F G i E S t i -III- . TRANSPORTATION ANALYSIS OF € BP OIL CO. LOCATED IN TIGARD, OREGON This impact analysis has been conducted to 11MODUMON identify and evaluate the existing and future traffic operational needs of the City of Tigard's transportation system based on the potential impact of the BP Oil Company property on the surrounding street system. The 1.38 acre site is bounded on the north by SW Scholls Ferry Road,on the east by N.Dakota Street and on the west and south the site is bounded by residential development. Figure 1 shows the vicinity map of the proposed development. The theme of this transportation analysis is to assess the transportation impacts from the development of the subject property on the surrounding street network based on two different scenarios: k First, the impact of development of the property under existing conditions will be established; Second, the impact of development of the property with the proposed development will be analyzed to determine what difference there may be on the transportation system. The format used in this report was established during meetings with the City of Tigard, ODOT and the applicants representatives. Specific traffic related issues discussed in this report include: Traffic analysis for the study area. Existing land use and traffic conditions in the project area. Proposed land use and future traffic conditions in the project area, Trip Generation estimates for the BP Oil Company property. Site access locations and operations. Safety considerations at the site access locations including, but not limited to sight distance analysis, turn lane and channelization needs. Traffic impacts on surrounding streets. This report was prepared using the latest land use and transportation data available from the applicant, the City of Tigard (hereafter referred to as City), Metropolitan Service District (METRO), and the Oregon Department of Transportation (ODOT). L ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 1 I~ NORTH LJ 2 N ~~LS N ScN 0 a z BP OIL COMPANY ( Figure VICINTIY MAP Page 2 1 ATEP--J Morning and evening peak period turning REPORT METHODOLOGY movement traffic counts were conducted at the intersections adjacent to the BP Oil Company property and along key arterials in the area by ODOT for the Scholls Hwy widening project. The morning peak hour was found to be 7:30 to 8:30 a.m. and the evening peak hour was from 4:30 to 5:30 p.m. Upon review of these peak hour counts, the p.m. peak period was determined to be the most critical time in terms of traffic impacts at the intersections in the study area. The operating characteristics at each of the key signalized and unsignalized intersections during the peak periods were examined using the methods outlined in the 1985 Highway Capacity Manual utilizing the Highway Capacity Manual Software. The operating characteristics examined included the average vehicle delay, volume to capacity (v/c) ratio, level of service, and estimated queue length. The criteria used for the intersection analysis included the guidelines set forth by Washington County. These guidelines state that each signalized intersection analyzed should operate at a Level of Service (LOS) D with a volume to capacity (v/c) ratio of 0.95 or less. See tables 1 through 4. ASSUMPTIONS Site Access Points Access points for the BP Oil Company site under existing and proposed zoning differ such that traffic patterns will not be very much alike. Under existing zoning, only one access point exist along N.Dakota Street, and no access point exists along SW Scholls Ferry Road:- Under the proposed zoning a new access, has been assumed to be located on SW Scholls Ferry Road approximately 240 feet west of N.Dakota Street. See Figure 1. INTERSECTION ANALYSIS ASSUMPTIONS In order to analyze each intersection, there were certain common assumptions made. These assumptions, in general, are as follows: 1. Traffic signal timings were modified from existing timings to optimize intersection operation. Modifications include both changes in individual phases and cycle lengths. 2. Peak hour factors used based on existing traffic counts were 0.9 to 0.95 for the p.m. peak and 0.9 for the a.m. peak. ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 3 k 3. Truck percentages used in the analysis were based on the truck counts performed during turning movement counts. 4. Each intersection operates as an isolated intersection. INTERSECTION ANALYSIS PROCEDURE The analysis of the key intersections included two different traffic scenarios for the a.m. and p.m. peak periods. These scenarios include: • Existing Conditions with Existing Zoning traffic (Existing Zoning) • Existing Conditions + BP Oil Company Traffic (Proposed Zoning) SUMMARY OF F1NDINCS Based on the analysis found later in this report, the following findings are made: • The property under the existing zonin could generate approximately 426 daily trips (213 round trips). During the afternoon peak hours approximately 54 two-way vehicle trips will occur at the proposed site driveways. • The BP Oil Company property, at full build out, is expected to generate approximately 1,860 daily trips (930 round trips). During the afternoon peak hours approximately 80 two-way vehicle trips will occur at the proposed site driveways. The property is expected to generate approximately 26 more trips during the afternoon peak than the existing zoning. • This traffic analysis for the BP Oil Company property has been prepared using4- development scenario supplied by the applicant;. The land use assumptions in most cases represents a higher level of development than currently exists. • The existing road network system within the study area is currently operating at unacceptable levels of service. Capacity deficiencies exist during the p.m. peak period at SW Scholls and N.Dakota. This capacity deficiency pertains to the inadequate number of lanes along SW Scholls Ferry Road to accommodate the large number of vehicles. main street. • The impacts on the street system of the BP Oil Company property under either existing or proposed zoning are not significant. ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 4 SCENARIO I IXIS ING CONDMONS CURRENT ZONING The study area has been determined based on guidelines recommended in conversations with ODOT and the City of Tigard Staff. The guidelines state that if the ratio of site-generated traffic to existing traffic on a given link is greater than 10 percent, then this link is impacted by the site and intersections on this link should be analyzed. Based on this guidelines and discussions with the City of Tigard, the following intersections were analyzed: 1) SW Scholls Ferry Road and N.Dakota/125th Avenue. Additionally, the driveway access points identified by the BP Oil Company proposal were included in the analysis for future road conditions. SITE CONDITIONS AND ADJACENT LAND USES The property in question is located on the Southwest Corner of SW Scholls Ferry Road and N. Dakota and presently has a veterinarian office in a converted single family dwelling. The existing building is to be relocated to the rear of the property with the service station to be located on the front portion of the property. The property is bounded by residential properties to the east and south and would be a conditional use in the proposed zone. EXISTING ROADWAYS SW Scholls Ferry Road is a major east/west link through this portion of the City of Tigard and is described as an Major street in the Transportation Element of the City of Tigards Comprehensive Plan. SW Scholls Ferry Road links Hwy 26 at the Sunset Corridor with Tigard and Beaverton on the South and West. The existing roadway is a 2 lane arterial with left turn lanes at major intersections. SW Scholls Ferry Road is expected to be reconstructed during the next two years to a five lane major arterial roadway left turn pockets and traffic signals at the major intersections. N. Dakota is a designated Minor Collector Street that flows from SW Scholls Ferry Road to the commercial areas of SW Greenburg Road on the east. N. Dakota is generally a two lane section with parking allowed on both sides of the street. ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 5 PEAK HOUR TRAFFIC VOLUMES AND OPERATIONS Morning and evening peak hour turning movement traffic counts were conducted at the key intersections listed above by ODOT. These intersections are adjacent to the BP Oil Company property and along key arterials in the area. The morning peak hour was found to be 7:30 to 8:30 a.m. and the evening peak hour was from 4:30 to 5:30 p.m. Upon review of these peak hour traffic counts, the p.m. peak period was determined to be the most critical time in terms of traffic impacts at the intersections in the study area. No adjustments to the volumes have been made to account for seasonal variations in traffic volumes. Figures 2 and 3 show the existing a.m. and p.m. peak hour traffic volumes at the key intersections in the study area. TRIP GENERATION Estimates of total daily a.m. and p.m. peak hour driveway volumes for the existing uses were developed from empirical observations at many similar-sized facilities located throughout the United States. These empirical observations are summarized in a standard reference manual published by the Institute of Transportation Engineers, and are supported by additional independent studies conducted by both the California Department of Transportation and the Arizona Department of Transportation. Estimating the number of vehicle trip ends that will be generated by the proposed development is of prime importance in order to accurately assess the impacts of development on the road network. Two basic procedures are available to traffic engineers for estimating the number of driveway vehicle trips generated by a proposed but not -yet -existing development: 1. Apply averages observed through field studies conducted at other similar facilities located throughout the United States. A number of sources are available for this information including ft Generation Manual (4th Edition) 1987, which is published by the Institute of Transportation Engineers (ITE); and summary trip generation reports prepared by the California Department of Transportation, the Arizona Department of Transportation, and other public transportation agencies. All of these sources provide excellent guidance in estimating the trip generation rates for various land uses, but obviously do not take into account the effects of local conditions and unique characteristics of the proposed land use. 2. Observe through field studies the actual trip generation characteristics of other similar and existing developments within the local area. Procedure one above was used in the development of this report. Table 1 shows the expected number of vehicle trip ends to be generated by the current zoning on a daily a.m. and p.m. peak hour basis based on the mathematical regression equations developed based on trip ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 6 1. ;*NORTH w _ Q N S N M o N r SGN N V 40--* \aR.~ 70 040--o- 4-430 20 ' =00 Q H Y Q Z BP OIL COMPANY Figure EXISTING TRAFFIC VOLUMES Page 7 2 AM PEAK HOUR ATEP NORTH w Q ago SGN 60.0 R. 2 530 --.w * ~ 1010 ((Dino Fa- 0 Z BP OIL COMPANY Figure EXISTING TRAFFIC VOLUMES Page g 3 PM PEAK HOUR ATEP..) generation rates at similar sites throughout the United States and found in Section 540 of the Trip Generation Manual (4th Edition). For the purposes of this analysis, it is assumed that none of the home-related person trips will be made by mass transit. This assumption is considered to be appropriate since even though Tri-Met provides service to within about one-quarter mile of the site. Further, assuming no transit ridership results in a worst-case scenario for traffic impacts to the street system. Table 1 - Projected Trip Generation For Current Zoning Generated Trips P M Peak Hour Type of Size of Daily - - - - Land Use Land Use Vo)umes ' Total In Out (rte, Professional Office 21,000 sf (1 f 31,€`~ X18 '7 TRIP DISTRIBUTION 5 r The distribution of generated trips onto the roadway system within the site area was determined by reviewing the existing distribution at the main street intersections and the distribution pattern determined by METRO using the EMME2 traffic model. Figures 4 and 5 show the estimated site-generated traffic distributed to the surrounding road system. The site-generated traffic shown in Figures 4 and 5 were combined with the existing traffic volumes shown in Figures 2 and 3 to arrive at the total traffic for the property under the existing zoning for the a.m. and p.m. peak periods shown in Figures 6 and 7. LEVEL OF SERVICE The peak hour traffic operations, in terms of levels of service, at the key intersections in the study area were examined with procedures described in the 1985 Highway Capacity Manual (Reference 2.) Level of Service (LOS) is a concept that was developed to measure how the driver perceives the conditions surrounding them as they travel through a signalized intersection or roadway segment. This degree of perception includes such elements as travel time, number of stops, total amount of stopped delay, and impedances caused by other vehicles. As originally defined by the 1965 Highway Capacity Manual six grades are used to denote the various LOS; these grades are shown in Table 2. Using this definition, it is generally agreed that "D" LOS is the minimum acceptable for an urban area. 4 ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 9 NORTH w C\1 o h o r cI^N 0 R.. 0 19 . PI w :'....'SITE':':':':':' h O 6 ,J 11 Q ~ o Y Cl Z EXISTING ZONING Figure SITE GENERATED NEW TRIPS Page 10 4 AM PEAK HOUR ATEP pr. NORTH LJ Q N ~~S N SGNO o~o 0 i 1 • i i f 35 1 H Inc Y Z EXISTING ZONING Figure SITE GENERATED NEW TRIPS Page 11 5 PM PEAK HOUR ATEP NORTH w N N0~~5 N M N 42 R- 70 1040 +-434 32 'yR ♦ ~r 59 n n M IA 17 ~l 6 -A ~t Q ^ N Y Q Z EXISTING ZONING Figure TOTAL TRAFFIC Page 12 6 AM BEAK HOUR ATEP NORTH w S N`N~ Lo cv SGNO~~ O g 61 1 V- 230 533-o. { }4--- 1016 ' 81 1 ( r 132 ~roo N N 35 -0 10 .-y& O N N Y Z EXISTING ZONING Figure TOTAL TRAFFIC Page 13 7 PM PEAK HOUR ATEP..j For the purposes of this analysis, the assumed relationship between the calculated stopped time delay per vehicle and the associated LOS for signalized intersections is given in Table 3. Unsignalized intersections require a somewhat different approach to determine the capacity of the intersection. The 1985 Highway Capacity Manual offers the concept of "Reserve Capacity" as the guideline for measuring the capacity. Reserve Capacity is defined as " that portion of available hourly capacity that is not used". It should be noted that the concept of Reserve Capacity only applies to the individual movements of traffic on an approach to an intersection, either in an individual lane or a shared lane, not to the overall operation of the intersection. This determination is made after all approaches are analyzed and the LOS determined is usually that approach that typifies the "Worst Case" condition or worst Level of Service. A description of the levels of service relating to the Reserve Capacity Concept is shown in Tables 4 & 5. Past experience with the unsignalized analysis procedure indicates that this methodology is very conservative in that it tends to overestimate the magnitude of any potential problems that might exist. Therefore, the results of any unsignalized intersection analysis should be reviewed with this thought in mind. Within the City of Portland, LOS D is considered to be the minimum acceptable standard for an unsignalized intersection. LOS analyses presented in this report were performed in accordance with the procedures described above. For each intersection, these analyses estimate the overall intersection LOS during the peak hour flow. 1. . ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 14 Table 2 - Level Of Service Definitions (Signalized Intersections) Level of Service Traffic Flow Characteristics' A Very low delay, less than°5.0 seconds per vehicle. This occurs when progression is extremely favorable, and most vehicles. arrive: during the green` phase. Most vehicles do not stop at all. Sh'art cycle;lengths may also contribute to low delay. Average delay in the range of` 5 9 to 15.0-s econds per, vehicle. This generally occurs with 'good. progression and/or short.cycle lengths. More vehicles stop than for LOS A, Causing 'higher levels* average delay.' C Average delay in the range of.15 1 to 25:0 seconds per vehicle. These higher delays may result .from.fair progression and/or; longer' cycle lengths. Individual cycle. failures' may begin to appear in`this level. The number of `vehicles stopping is significant. at this`'ievel; although may still pass through the intersection without stopping. D Average delay in the range of 25.1 to 40.0: seconds per vehicle At LOS D, the influence' of congestion;becomes more noticeable:'' Longer delays may result from some combination bf unfavorable progression, longer: cycle_lengihs; or high vc: rations. Many vehicles. stop, and the. proportion of vehicles 'not stopping declines: Individual cycle failures are noticeable: Frequent signal cycle'failures and associated congestion : - E Average delay in, the range of ;40.1 to 60 seconds. per vehicle. This is considered to be the limit of acceptable delay. These: high delay values generally indicate, poor progression, long cycle lengths, and high v7c ratios. Individual :cycle failures are frequent occurrences F Forced flow, with average delay in excess of 60.0 seconds per vehicle.; This is considered to..be. unacceptable. to most drivers. This condition often occurs with oversaturation, e, when;arrival flows rates exceed he capacity `6 the intersection. It may`also occur at high;v/c ratios below 1:00 with may individual cycle failures. Poor: progression and long cycle. lengths may also be major contributing causes. to such. delay `levels. Note: A signal cycle failure is considered to occur when.one or more vehicles are forced to wait through. more°than one green `signal 'indication for a particular approach. Source: Transportation Research Board. "Highway. Capacity Manual", Special Report 209 (1985). ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 15 Table 3 - Criteria For Signalized Intersections Stopped. LOS delay per vehicle (seconds) A .00-5.00 8 5.1,- 15.0C 15.1- 25.0 D 25.1- 40.0 40.1e--60.0 - F > 1.00 source: Transportation Research Board. "Highway. Capacity Manual", Special Report 209 (1985). ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 16 Table 4 - Level Of Service Definitions (Unsignalized Intersections) evel of S;.ervice. ,dela vehicle between..0 :and seconds Y per yinth.:no congestion,::;:; Ve..: few,.:vehicles: waltin in a:.queue ?Average.delay;pervehid between. 90''antl.2U'seconds: Sli ht Bela to vehicles g Y little or..no vehicles :in :queue . era e Bela Vehicle `2 $ Y per.* 0 to 30 second s:. Occasional. delay and;con estions;. one.vehicle in queue: Average: dela er vehicle 30.,to 40 seconds :Frequent delay and :con estion more Y p. than 'one vehicle ::per. queue ~ ' . .::verage; .etay:.per:veh~c(e'in:excess.of40;to'60`second T his condition exists when the demand ;is' near or :equal .to `the'ca a6 ' :or. a intersecti n:. tawe, .flow:.whic.includes :'almost: con ' : nuous:: ye ices In a e y per.ve Forced flow,:with. average: .dela hicle in : .;excess:.of 60 seconds: 066be en w 5ource::;`:;; Trans tion Research: Boar-I t ghway Ca ;aci " ilanuat' :S: ecial . P:.:::..:.:. p: Report % E r ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 17 Table 5 - Criteria For Unsignalized Intersections ai L rninor'street trac ; Littleor, :.no..dela 0=399:. gShort :traffia;dela ,s:: Avera a ;traffic delays g 100=1.99 D Long ;traffic delays 6- 99; E Very long delays When demand. volume .bn any. approach or movement exceeds ,thecaP.aci.tyof the: lane extreme,::..e ays will be ehcountered :mnth queu ng.:which n4yi:6use;:cevere congestion ;affection'. other.:,traffic:;movements': in the; intersection..'; :This: condition..usually warrants improvement: to the intersection: N urce: Transportation`Research:Board. Hi hwa ,.Ca `aci ,.Manual";:5'ecial Re` ort209 ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 18 • Table 6 - Existing Level of Service at Critical Intersections AM PEAK PM PEAK Intersection LOS Ave: V/C Reserve L0S Ave V/C Reserve AM Delay Ratio Capacity PM Delay Ratio Capacity Scholls and Dakota D 36.9 ,76 D 37.6 76 Assumes comtwction 'of SchoNs Ferry Widening Table 6 indicates that capacity deficiencies exist during the p.m. peak period at SW Scholls Ferry Road and N. Dakota. This capacity deficiency pertains to the amount of traffic on the main street that restricts the amount of greet time allocated to the side street. The side street movements experiences long delays waiting to exit onto the main street. SCENARIO 2 EXIIMNC + BP OIL COMPANY AS PROPOSED' Scenario two includes development of the BP Oil Company property under the proposed zoning. This scenario would change the existing zoning from Professional Office to General Commercial and BP Oil Co. to operate a service station under a conditional use. . The proposed development consists of a 10 pump service station with a small convenience store of approximately 600 square feet and a single vehicle car wash. The convenience store is designed to service the customers from the service station as is the car wash. The station will give discounts on car washes if the vehicles buy gas. The car wash is designed to handel one car at a time and is not designed as a high volume car wash. s Access into the site under this scenario would include one access point off of SW Scholls Ferry Road, and one on N.Dakota approximately 180 feet south of SW Scholls Ferry Road. See Figure 1. i i t f' A ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 19 TRIP GENERATION Table 7 - Projected Trip Generation For Proposed Zoning Generated Trips (B) PM Peak Hour Size of Land Use Daily Land Use GSF (A) Volumes Total In Out Service Station 10 pumps' 1,330 36 19 17 Convenience Store 600 sq ft 530 43 22 21 TOTAL 1,860 79 41 38 NET NEW TRIP ENDS GENERATED BY THE SITE (C) -985~ 38 20 1P e/ v g~ u~~ vL /co NOTES: A. GSF = gross leasable square feet B. Includes both inbound and outbound trips C. Assumes that 40 percent of the trips attracted to the convenience portion of the development and 58 percent of the trips attracted to the service station represent drop-in trips or by-pass trips by vehicles that are already on the adjacent road system. As allowed by the Trip Generation Manual ( 4th Edition) page 10, this also assumes that all remaining new and diverted vehicle trips are new to the site. This assumption is based on studies published in the "ITE journal''. This reduction accounts for trips that would otherwise be double counted because they are already on the road system. These trips include stops made by persons entering or leaving nearby commercial and residential property, and by persons whose primary destination is to other commercial areas. For the purposes of this analysis, it is assumed that none of the home-related person trips will be made by mass transit. This assumption ignores the recent projections that 4-6 percent of all home based person trips for purposes unrelated to work will be made by transit. Therefore, ' Kittleson, Wayne K. and Lawton, T. Keith, "Evaluation of Shopping Center Trip Types", ITE lournal. Volume 57, Number 2, February 1987, Pg.35. Slade, Louis J. and Grove, Fredrick E., "Reduction in Estimates of Traffic Impacts of Regional Shopping ( Centers" ITE lournal. Volume 51, Number 1, January 1981, Pg 16. Smith, Steven A., " A Methodology of Considering Pass - by Trips in Traffic Impact Analyses for Shopping Centers" ITE lournal. Volume 56, Number 8, Pg.37. ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 20 this assumption tends to cause the analysis to reflect a worst-case condition, and over estimate the traffic impacts associated with this development. TRIP DISTRIBUTION The distribution of generated trips onto the roadway system within the site area was determined F by reviewing the existing distribution at the major street intersections and the distribution pattern determined by METRO using the EMME2 traffic model. f f Figures 8 and 9 show the estimated site-generated traffic distributed to the surrounding road i system. The site-generated traffic shown in Figures 8 and 9 were combined with the existing traffic volumes shown in Figures 2 and 3 to arrive at the total traffic for BP Oil Company under the proposed zoning for the a.m. and p.m. peak periods shown in Figures 10 and 11. Peak hour levels of service were determined at the intersections within the study area for the development of the BP Oil Company property under proposed zoning plan designations. Table 8 and indicates that the intersections within the study area will function at an adequate level of service except the non-signalized intersections. t Table 8 - Scenario 2 - Level of Service at Critical Intersections AM PEAK TM PEAK Intersection LOS Ave V/C' Reserve WS Ave V/C Reserve AM Delay Ratio Capacity PM Delay Ratio Capacity Schoils & Dakota D 36.1 .741 C 24.4 .763 Scholls & Site Drive E 93 D 105 Dakota and Site Drive A 609 A 433 c C Y 1 I' The BP Oil Company property is currently served r< TRANSIT CONSIDERATIONS by Tri-Met Route 56, which runs between the Washington Square and Beaverton Hillsdale Highway. The buses run on a 12 minute t headway during the morning (6:00 am to 9:00 am) and 15 minute headways during evenings between (4:00 pm and 7:00 pm). i ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 21 NORTH w Q o o N LS N~~ r SoNo~ CN n in ; I ~ 2 o 3 --s o t t r 4 N N 400 6 ~„11 2 ) t 0 0 z PROPOSED ZONING Figure SITE GENERATED NEW TRIPS Page 22 8 AM PEAK HOUR ATEP NORTH w a 0 0 6 ^~s r 7 Lo 0 N (O 0 0 3 ~ 7 O M M OD O j l gt Q N O Y Z PROPOSED ZONING Figure SITE GENERATED NEW TRIPS Page 23 9 PM PEAK HOUR ATEP NORTH Li 1097--4o 4--534 W-- 8 o S N` N SGNO~-~' N {0 40 l 42-4 R- 70 040---o. 434 20--* I~ 44 nn .-r> r~ ~l 12--w 3 -y Q 11 O N ~ N Y Q Z BP OIL COMPANY ` Figure TOTAL TRAFFIC Page 24 10 AM PEAK HOUR ATEP r J NORTH LJ 668 .0---1098 11 .y 13 LO S o f ~ SGNO~-~' ° co to 11 61 R.. 230 533- 4 4- 1016 80 136 { to to 0) 0 N 11 17 -.0 4 Q M N Y Z PROPOSED ZONING Figure TOTAL TRAFFIC Page 25 11 PM PEAK HOUR ATEP i 11 C~f~IC,CWONS Conclusions 1. The development of the BP Oil Company property under the proposed Zoning Plan pattern will not severely impact the surrounding street system. 2. The proposed zoning will generate approximately 1,860 trips per day ( approximately f 985 of these trips are by pass trips that are already on the roadway). The proposed zoning will generate approximately 875 new trips per day. The proposed zoning would generate approximately 79 trips during the pm peak hour ( 41 trips in and 38 trips out) ` 3. The existing zoning would generate approximately 426 trips per day. The proposed zoning would generate approximately 54 trips during the pm peak hour (9 trips in and 45 trips out). 3 4. The proposed zoning will generate approximately 25 more trips during the pm peak hour r r: than the existing zonings x 5. The inclusion of a convenience store into the proposed development requires that the y; trip rates for a convenience store be used. These trip rates are considered for a free standing convenience store and not a convenience store associated with a service station. These stores usually are served by the customers for the service station and very little traffic is generated outside of the service station. By using a free standing convenience store trip generation greatly exaggerates the actual number of trips generated by this type of development. 6. The existing zoning would generate more trips to the south into the neighborhood than the proposed development. This type of development relies very heavily on existing traffic. Since this is the only service station in the area, many of the existing vehicles on both SW Scholls and on N. Dakota will use this facility. Very few vehicles will travel great distances to use this facility. 7. The improvement of SW Scholls Ferry Road to a five lane section in 1991 will greatly improve traffic flows in the area. ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 26 r Based on the results of the traffic access analysis RECQIVIM~NDATIONS ! described in this report, it is concluded that the property as proposed can be developed if the operational traffic improvements listed in this report are constructed. To ensure the safe and efficient movement of traffic and pedestrians within the area, the following traffic operational improvements are recommended. 1. The development be constructed with two driveways, one located on the SW Scholls Ferry Road at the west property line and one driveway on N. Dakota approximately 75 feet north of the south property line. 2. The development be designed not to restrict traffic on site and allow for free flow of traffic into and out of the driveways. t ASSOCIATED TRANSPORTATION ENGINEERING & PLANNING (ATEP) PAGE 27 Jerry Offer March 23, 1992 City Planning Projects Division City of Tigard j P. O. Pox 23397 13125 S. W. Hall Blvd. Tigard,OR 97223 Dear Uk-. Jerry: 1 am writting this letter in regards to the possible purchase of the property by British Petrolum. At S.W. corner of North Dakota and Scholls Ferry Road. This letter is a protest againt the possible rezoning of the property in question it will create an increase in tr^affic, noise, and fumes. To an already rapidily growing area. Not to mention the service station being open all hours, also a coin operated car wash, where several residential houses are right next to the proposed sight. The list of names attached are Summer Lake Residents who would like to see the proposal rejected and leave the zoning as is. Thank you for your time. Sincerely, p Stephen E. Robbins 10648 S.W. 127th Ct. Tigard, OR 97223 Phone 526-0142 QUMVED PlAi NING MAR 2 71990 (bbb-~ +fd"'-d @r---- W R7 7fr cl~ 9 GfrlZZ3 rC U Cl, LO7-4t 5 W c 2-2 l ! ~F~- 9 zzz3 ~ p 3 5i„f ii C} `Cr d R ci-72.2,3 ~ /off ~a 5 973 106 ~1 3 Ie) j)-7 7%~'U 7L c J, Q -A- Q9, THANH 9UACH March 22, 1990 10674 SW 127 CT TIGARD, OR 97223 TO: CITY OF TIGARD SUBJECT: PROTEST THE B.P GAS STATION PROPOSAL ON SHOLL FERRY AND NORTH DAKOTA. Gentlmen: The location of the proposed project is considered very close to two daycaree (about 150 childreen, 200-300 ft away), to the new clinic (about 300 ft), and less than 100 ft away from the residential area of the Summer Lake subdivision. So this proposal will badly affect to all people health in this area, specially to the childreen and to the patients, and also may creates a potential of explosion and fire dangerous to childreen who have less capability of escaping. Thanh Ouach, RECEIVED MAR 3 0 1990 COMMUNITY DEVC!-0PM€hT March 27, 1990 City of Beaverton Jerry Offer Tigard Planning Department P. 0. Box 22297 Tigard, OR 97223 Re: CPA 90-0003/VAR 90-0001 CUNNINGHAM/BP Tax Lots 2400; Map 151-35AD Dear Jerry: The Cities of Tigard and Beaverton have worked hard at limiting retail commercial development along S.W. Scholls Ferry Road. It is recognized that commercial development is necessary. However, it can have detrimental impacts on abutting residential properties, as well as adjacent streets. Of particular concern with regard to this request, is that of additional access points onto Scholls Ferry Road. The City would not object, provided access was limited to S.W. North Dakota. Secondly, in reviewing this application, the traffic analysis only evaluated the proposed use by B.P. Oil, and not other retail uses that could be allowed under the zoning. Other uses could have even greater impacts. Should the request be approved, development should necessitate the dedication for Scholls Ferry Road. Furthermore, development should be conditioned to either construct the Scholls Ferry frontage, or provide cash-in-lieu of actual { improvements. If you have any questions, please feel free to contact me at 526-2424. 1 Sincerely, 1 ' James N.P. Hendryx Principal Planner {',Ei,EjLED PLUNIN6 F-1842 APR 21990 i I i 4755 S.W. Griffith Drive, P.O. Box 4755, Beaverton, OR 97076, Genera( Information: (503) 526-2222 i An Equal ppporrunity Employer I McDonald's Corporation 10220 S.W. Greenburg Road Suite 250 JMVCD0n'a1d1s Portland, Oregon 97223 ! 0 503/293-0000 April 23, 1990' t 0 !'-Tigard City Council c/o City of Tigard A/UTE - A FAW-66 13125 S.W. Hall Blvd Tigard, OR 97223 cd4oy was reed yla3110 a+ld Re: B.P. Oil Rezone O~iS~i~ bu~pd C.P.A. 90-03/c 90-01 Scholls Ferry Road and N. Dakota Street to C.~unG,( Tigard, Oregon Dear City Council: As a representative of McDonald's Corporation, please be advised MCDonald's recently became a property owner of record in the new development across SW North Dakota Street which is part of the St. Vincent development now in progress. As part of the agreement with St. Vincent, McDonald's is committed to purchase additional property behind the existing St. Vincent and McDonald's developments at a future date. Therefore, as an adjacent neighbor to the subject proposal above, McDonald's is forwarding its input for your review and consideration. McDonald's would support the proposed development, but under the following criteria. 1. Zoning adjustment to CN, and not CG, from its current status of CP. In this manner, British Petroleum could be approved as a limited conditional use under the CN zoning designation. Also, part of the conditional use stipulation would be that the site be developed as a British Petroleum fueling station (or other similar oil company fueling station). No other use would be permitted on site which includes disapproval of any future proposed restaurants on site. There may be other restrictions on site the city may wish to include, if the proposed rezone were to be approved. 2. A British Petroleum fueling station with convenience store is acceptable along with any of the uses allowed under the CP zoning (if there is adjacent CP zoning). 3. McDonald's will not support a car wash facility on the proposed i British Petroleum development. The primary reason is that a car wash facility is a potential user for the rear property 4 L/Tigard City Council April 23, 1990 Page Two McDonald's is committed to buy at a future date behind both the St. Vincent and McDonald's frontage development on Scholls Ferry Road. The zoning classifications on the rear property I am referring to is both CG and CN. A car wash would obviously be conditional use under the CN zoning on the parcel McDonald's is committed to buy in the future. If a car wash is allowed on the British Petroleum development, then it is virtually unlikely a car wash would be allowed as a conditional use on the rear property McDonald's is committed to purchase in the future. Another car wash may also be discouraged, if the car wash facility on the B.P. site were to be approved. 4. If British Petroleum is not willing to bypass integration of the car wash facility on site, then McDonald's recommends the City Council deny approval of the subject proposal. McDonald's recommends that the City Council strongly consider the above criteria if the proposed development and zone change is approved. Thank you for all consideration given to McDonald's in this matter. McDonald's feels British Petroleum would be a good neighbor under the above circumstances. C Sincerely, Bob Sherwood Assistant Real Estate Manager c: Marianne Chistian-Griffith Peter Powell John Van Curran js:0436r CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: 4/23/90 DATE SUBMITTED:_4_/11/90 ISSUE/AGENDA TITLE: Street vacation PREVIOUS ACTION: Council initiated request for portions of SW Locust vacation on 3/12/90 Street PREPARED BY: Keith Liden DEPT HEAD O ITY ADMIN OKREQUESTED BY: P LICY ISSUE Should the city vacate an unimproved public street right-of-way if said vacation enhances a property's development potential, and the right-of-way is not needed now or in the forseeable future for public utilities? INFORMATION SUMMARY In conjunction with the SW Locust Street improvement project, the City entered into an agreement with Weston Investment Company to trade a portion of the existing SW Locust Street right-of-way for the dedication of a different area of land to be part of the street right-of-way. This land trade was agreed to in order to accommodate a new alignment for the street. The City is obligated by the agreement to initiate the vacation of the street right-of-way in order to receive the new right-of-way which will correspond with the new street location. The Council initiated vacation proceedings on March 12, 1990 and called for a public hearing on April 23, 1990 to determine whether the right-of-way should be vacated. Attached is a staff memo including a summary of the comments received regarding the vacation and an ordinance approving the vacation. ALTERNATIVES CONSIDERED 1. Approve the attached ordinance approving the vacation proposal. 2. Deny the proposal and direct staff to prepare a corresponding resolution. FISCAL IMPACT All fees and staff costs will be paid by the City. SUGGESTED ACTION Approve the attached ordinance LOCUST.VAC/kl f r CITY OF TIGARD, OREGON ORDINANCE NO. 90NNR_ AN ORDINANCE VACATING A PUBLIC STREET RIGHT-OF-WAY LOCATED ON A PORTION OF S.W. LOCUST STREET, IN THE CITY OF TIGARD, WASHINGTON COUNTY, OREGON WHEREAS, the Tigard City Council initiated this vacation request pursuant to Section 15.08.040 of the Tigard Municipal Code on March 12, 1990; and WHEREAS, the reason and purpose for this vacation is to eliminate a certain portion of public street right-of-way in exchange for the dedication of new street right-of-way to accommodate the new alignment of S.W. Locust Street; and WHEREAS, all abutting property owners have demonstrated support for the proposed vacation; and WHEREAS, the vacation is recommended by the Planning Commission and the Community Development Department subject to certain conditions as listed below; and WHEREAS, all affected service providers including utility companies and F: emergency services have reviewed the vacation proposal and have no objections or concerns; and WHEREAS, in accordance with ORS 271.100, the TMC 15.08.110, the Council fixed a time and place for the public hearing and the Recorder published notice and posted notice in the area to be vacated; and WHEREAS, notice has been mailed to all property owners abutting said vacation area and all owners in the affected area, as described by ORS 271.080; and WHEREAS, the Council having held a hearing on April 23, 1990, finds the public interest will not be prejudiced by the vacation as provided by ORS 271.120 and TMC Section 15.08.130; and WHEREAS, the Council finds that it is in the public interest to approve the request to vacate that certain portion of public street right-of-way for S.W. Locust Street because the public interest will not be prejudiced; and WHEREAS, the Council finds that the following conditions are necessary to vacate said land: 1. Weston Investment Company and the City of Tigard shall comply with the June 22, 1989 agreement between Weston and the City. Weston will convey to the City, by dedication deed on a form acceptable to the City, the property required for the realignment of S.W. Locust Street as described in Exhibit "B". 2. The vacation shall not be effective until the effective date of this ordinance, and a certified copy of this ordinance has been recorded with ORDINANCE NO. 90-JD- Page 1 r= F; a a the Washington County Clerk, Assessor, and Surveyor. THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: The Tigard City Council hereby orders the vacation of that certain portion of public street right-of-way, as described on the attached Exhibit "A", and by this reference made part hereof. SECTION 2: The Tigard City Council further orders that the vacation be subject to the following condition: Weston Investment Company and the City of Tigard shall comply with the June 22, 1989 agreement between Weston and the City. Weston will convey to the City, by dedication deed on a form acceptable to the City, the property required for the realignment of S.W. Locust Street as described in Exhibit "B". SECTION 3: In no situation shall this ordinance be effective until the 31st day after its enactment by the City Council, approval by the Mayor, and after a certified copy of this ordinance has been recorded with the Washington County Clerk, Assessor, and Surveyor. SECTION 4: This ordinance shall be effective 30 days after its passage by the Council, approval by the Mayor, and posting by the city Recorder. PASSED: By vote of the Council members present after being read by number and title only, this day of , 1990. Catherine Wheatley, City Recorder APPROVED: This day of , 1990. Gerald R. Edwards, Mayor Approved as to form: City Attorney Date LOCUST.ORD/kl l ORDINANCE NO. 90-YD Page 2 Westlake Consultants Inc. Hilltop Business Center • 7340 S.W. Hunziker, Suite 204 Tigard, Oregon 97213 ® 503-684-0652 Locust Street EXHIBIT 'A Vacation EXHID1iti Project No. 451-02-89 March 29, 1989 LEGAL DESCRIPTION A tract of land situated in the N.E. 1/4, Section 35, T.1S., R.lW., W.M., City of Tigard, Washington County, Oregon, being more parti- cularly described as follows: All that portion of S.W. Locust Street dedicated as public way by the subdivision plat of "Lehmann Acre Tract", "Town of Metzger", and by dedication deed as recorded June 6, 1972, in Book 870, Page 594, Washington County deed records, lying easterly of the west line of Lot 5, "Marlo Tracts", a duly recorded subdivision plat; lying westerly of t the west line of vacation ordinances recorded in Book 964, Page 269 and Book 883, Page 102, Washington County deed records; and lying northerly of the following described line: Beginning at a point on the north line of the duly recorded subdivi- sion plat of "Town of Metzger" in the N.E. 1/4, Section 35, T.1S., R.1W., W.M., said point also bears North 0°26'00" West, 30.00 feet from the northeast corner of Lot 3, Block 3 of said "Town of Metzger"; thence, South 89°34'00" West, along the north line of said "Town of Metzger", 29.39 feet; thence, at right angles to said north line, North 0°26'00" West, 30.00 feet to a point of curvature and the true point of beginning; thence following the arc of a 445.00 foot radius curve to the right (the long chord of which bears South 77°40'54" East, 196-44 feet) through a central angle of 25°30'11", a distance of 198.07 feet to a point of tangency; thence, South 64°55'49" East, 73.08 feet to a point of curvature; thence, following the arc of a 385.00 foot radius curve to the left (the long chord of which bears South 7703614011 East, 169.03 feet) through a central angle of 25021141", a distance of 170.42 feet to the terminus of said line. ~EGI5TERED Contains: 2,680 sq. ft. jwR,0FESSI0NAL ;KD SIJRVEYOP. o~E -S N i :45KY ENGINEERING / SURVEYING / PLANNING Westlake Consultants Inc. ,IFHilitop Business Center 7340 S.W. Hunziker, Suite 204 Tigard, Oregon 9723 ® 503-684-0652 Locust Street Dedication Tax Lot 700, 1S1 35AA EXHIBIT B Project No. 451-02-89 March 29, 1989 LEGAL DESCRIPTION A tract of land situated in the N.E. 1/4, Section 35, T.1S., R.1W., W.M., City of Tigard, Washington County, Oregon, being more parti- cularly described as follows: All that portion of that tract of land, as described in conveyance to Weston Investment Co., recorded in Fee No. 83-33175, Washington county deed records, lying northerly of the northerly line of that strip of land dedicated as public way, recorded June 6, 1972, in Book 870, Page 592, Washington County deed records, and southerly of the following described line: Beginning at a point on the north line of the duly recorded subdivi- sion plat of "Town of Metzger" in the N.E. 1/4, Section 35, T.1S., R.1W., W.M., said point also bears North 0026100" West, 30.00 feet from the northeast corner of Lot 3, Block 3 of said "Town of Metzger"; thence, South 89°34'00" West, along the north line of said "Town of Metzger", 29.39 feet; thence, at right angles to said north line, North 002610011 West, 30.00 feet to a point of curvature and the true point of beginning; thence following the are of a 445.00 foot radius curve to the right (the long chord of which bears South 77040954" East, 196.44 feet) through a central angle of 25°30'11", a distance of 198.07 feet to a point of tangency; thence, South 64°55`49" East, 73.08 feet to a point of curvature; thence, following the arc of a 385.00 foot radius curve to the left (the long chord of which bears South 77036140" East, 169.03 feet) through a central angle of 25°21'41", a distance of 170.42 feet to the terminus of said line. REGISTERED Contains: 2,000 sq. ft. PROFESSIONAL LAND SURVEYOR OREGON J U t y 1 3. I'" 9 1 EONARD SCHELSKY 1841 ENGINEERING i SURVEYING / PLANNING MEMORANDUM TO: City Council , / FROM: Keith Liden, Senior Planner 14, RE: Locust Street Vacation DATE: April 12, 1990 The Planning Division staff has not received any comments objecting to the proposed street vacation. Notice was sent to City departments, Metzger Water District, U.S. West Communications, Tualatin Valley Fire and Rescue Department, Northwest Natural Gas Co., Portland General Electric, TCI Cablevision, and Metro Area Communications and no objections or concerns were received. The Planning Commission reviewed the proposal on March 20, 1990 and recommended approval. Attached are two maps indicating the area to be vacated. LOCUST.VAC/kl ~ I Waa • s. !M ST, I I - - - - - - - - - - 1 I a .I ~ ~ 1 I a f.- s• J d[srYUr r II I ~ 1 1 / _ L-. i WASH ~ y o.1 w 1 1 { W Described Area T SQUARE I I 1 ~ li -I I i CRESCENT GROVE 1 MALL 1 1 r sr t[MYL sra[Er r[rLOla _ 1 1 0 CEMETERY = ~ ,o _r I I p r aL n ur sr a~acr 1 - \ 1 1 \ ~ I I- N 1 - - 2 S s ~ T I - .35 6 LOCUST ST. ` z lHR F sw. fn / r MAM.ElEAf SL LL pill _ i s' ru a I UIT 11~} a I 1 ~ S.. s«~Or L«. I Sw ~ _ a, i _L I I.-~I SIa. ASH / ,Ew 51(tE, S Fl, - - MMTr d1aOTa _ 3TaEEi \ - •I ~J I _1 `F~ - - - _ k , - 41 ~L L 1 ~.7 _ t Y~•. c r ` 1 1 ~ 1 I A, i \I I 1 u« F J •o ~ 4 ` 1 ss i t i « aaaR lAl `DGUG,'f ~jT. ~O.C_c p~ SC) pZp~CA't`e''~ 1 ZODO `G~T~h`J 5~ T1IS~~ 70 5.6. : - OEo ~~~~~t1P t»su~--- ~I `p.r S ~ TrtFCT A NSA(L1.p e 4E~~~T.S Ar''tz'l 6 ! " SOS S - r~_o.,a 5Ga cG S A - G~I7T } X989 ~ALf~ 3d a JACATI O0 (jRo Poh¢~ w9c r T.d X Cat 700 ` ~ ~C0.'ttGiy U'Ut3 ~ ~~lJ ~V 40 Li~~ 7% 0AW .4 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: 4/23/90 DATE SUBMITTED: 4/12/90 ISSUE/AGENDA TITLE: Pedestrian PREVIOUS ACTION: Council initiated easement vacation between Lots vacation on 3/12/90 122 and 123 of Morning Hill No. -6 PREPARED BY: Keith Liden DEPT HEAD OK ITY ADMIN OK1 REQUESTED BY: ~POLICY ISSUE Should the city vacate a pedestrian easement if said vacation is not needed now or in the forseeable future for public access? INFORMATION SUMMARY Jim Hart and JoAnn Hurd have requested the vacation of a pedestrian easement which lies between Lots 122 and 123 of Morning Hill No. 6. This easement connects 131st Avenue and a drainageway/wetland but it does not presently contain a developed sidewalk or path. The storm drainage easement located beween these two lots is intended to remain. It is proposed by BenjFran Development Co. that a pedestrian easement be provided between Lots 154 and 155 In the next phase of Morning Hill to the south. This substitute pedestrian easement will be in an improved location for providing access to the drainageway area in the future. It appears that a vacation of this easement with the provision of a replacement access to the south is consistent with the best interest of the City. The Council initiated vacation proceedings on March 12, 1990 and called for a public hearing on April 23, 1990 to determine whether the pedestrian easement should be vacated. Attached is a staff memo including a summary of the comments received regarding the vacation and an ordinance approving the vacation. ALTERNATIVES CONSIDERED 1. Approve the attached ordinance approving the vacation proposal. 2. Deny the request and direct staff to prepare a corresponding resolution. FISCAL IMPACT All fees and staff costs will be paid by Mr. Hart. SUGGESTED ACTION Approve the attached ordinance. MORNHILL.VAC/kl MEMORANDUM TO: City Council FROM: Keith Liden, Senior Planner RE: Morning Hill Pedestrian Easement Vacation DATE: April 12, 1990 The Planning Division staff has not received any comments objecting to the proposed street vacation. Notice was sent to City departments, Tigard Park Board, Tigard Water District, General Telephone, Tualatin Valley Fire and Rescue Department, Northwest Natural Gas Co., Portland General Electric, TCI Cablevision, and Metro Area Communications and no objections or concerns were f received. The Planning Commission reviewed the proposal on March 20, 1990 and { recommended approval. f Attached are two maps indicating the area to be vacated. t MORNHILL.VACfkl Y~ (4 W _i- w _ T• _ ~ t to it, P, ' f~ V t- O, •Y Y11 . { • Y ~ ` I• ..r~,...._. - -S I •,1, ~ . ~ Y~^ ill JAIF .oYlr t....l i~J j N M JAY lisp •t .'R ~ ••y i~ r N I G Y of t p YIt l'rt !3 AV 1. YIOtI 5 ' ~ z II tsr.e~ ~ 'I. W WIN~~a y y Q Y' t ' rr~v7J. tr•r.t d . {3] ~ 3 .,.Y ~r• , s, ill n,ri , ! V, ,~t~ YJ Q lT ~ 1 vl tYt t i "~.%J • >S rail ii . « I 1' { 7 1 34'. to'oo' to to i r r 1 / j~ ~ 10 l y(1 1~ 1 t Ylr iWl I ~ ' a Not"• 1 1 ! / CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY Agenda of: April 1990 Date Submitted: April 4, 1990 Issue/Agenda Title: Proposed Previous Action:None Special Inspector Ordinance repared By: B. RoastF Title 14.06 Dept. Head ity Admin O equested By: B. Roast )r -ig POLICY ISSUE Should the City adopt as part of the Building Code Ordinance, section 14.06 regulating the administration of special inspections. INFORMATION SUMMARY The State Building Code requires that certain types of construction work be provided with continuous special inspection. The special inspection is provided by certified individuals other than the city inspection staff (paid for by the building owner). The attached TMC Title 14.06 provides administrative rules for special inspectors, clearly identifies their duties and responsibilities, clearly identifies the processes for performing the special inspections. The City is presently enforcing the provisions of the State Building Code requiring special inspections; the proposed ordinance provides rules for the control, conduct and administration of special inspections. ALTERNATIVES CONSIDERED 1. Approve the attached ordinance, adopting it as part of the Building Code ordinance. 2. Deny the Attached Ordinance. FISCAL IMPACT None. No change in the fee structure would occur as a result of this action. SUGGESTED ACTION Approve the attached ordinance adopting the administrative procedures for special inspections. CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: April 23. 1990 DATE SUBMITTED: April 13, 1990 ISSUE/AGENDA TITLE: CPA 90-02 PREVIOUS ACTION: Northeast Bull Mountain Trans r J tion Plan 1V / III PREPARED BY: Randy Wooley/Keith Liden DEPT HEAD OK CITY ADMIN OKI-AAJ REQUESTED BY: P LICY ISSUE Shall the Comprehensive Plan Transportation Map be amended in the area of Northeast Bull Mountain? INFORMATION SUMMARY On February 26, 1990, the City Council held a hearing to consider the Northeast Bull Mountain Transportation Study Report. The report recommended certain changes to the City's Comprehensive Plan Transportation Map. At the hearing, the Council heard opposition to the Murray Boulevard extension currently shown on the Transportation Map and to the Gaarde Street extension recommended by the Study Report. A final decision was not made on the Murray and Gaarde extensions. The hearing was continued to March 26, 1990 and staff was directed to meet with NPO #3 to define the portions of the recommended plan on which there is agreement. The NPO meeting was held on March 7, 1990. At the March 26th hearing, it was determined that additional findings would be needed. The ; attached ordinance would amend the Comprehensive Plan Transportation Map to adopt the portions of the Study Report recommendations on which there is agreement. Specifically, the ordinance would add an extension of 132nd Avenue south of Benchview, an extension of 135th Avenue south of Walnut Street, an extension of Benchview Terrace west of 132nd Avenue, and the realignment of Gaarde Street at Pacific Highway. The ordinance would also add Note A to the Map to clarify the design standards for the three new road extensions. The ordinance would make no other changes to the existing Transportation Map. Additional changes could be considered at a future Council meeting, following appropriate public notice. Attached is a copy of the ordinance (with findings) and the amendments to the Comprehensive Plan Transportation Map. ALTERNATIVES CONSIDERED 1. Approve the attached ordinance amending the Comprehensive Plan Transportation Map. 2. Direct that the ordinance be amended. 3. Take no action, leaving the existing Transportation Map unchanged. FISCAL IMPACT None. This is a plan change only. Street improvements will be constructed in conjunction with future development. SUGGESTED ACTION Staff recommends approval of the attached ordinance. NOTE: The ordinance leaves the route of the future extension of Gaarde Street undecided. Staff recommends that the decision on Gaarde extension be deferred until it is known whether the Murray extension will be deleted. BULLMT.CC/kl A