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City Council Packet - 08/11/1992
i l 3 CITY OF TIGARD OREGON AGENDA PUBLIC NOTICE: Anyone wishing to speak on an ' agenda item should sign on the appropriate sign-up ' sheet(s). If no sheet is available, ask to be recognized by the Mayor at the beginning of that agenda item. Visitor's Agenda items are asked to be two minutes or less. Longer matters can be set for a future Agenda by contacting either the Mayor or the City Administrator. Times noted are estimated; it is recommended that persons interested in testifying be present by 7:15 p.m. to sign in on the testimony sign-in sheet. Business agenda items can be heard in anv order after 7:30 p.m. 6:30 • STUDY SESSION (6:30 PM) 6:30 Agenda Review 7:00 Update on Wasteshed Three-Year Goals (Washington County) 7:30 1. BUSINESS (MEETING (7:30 PM)) 1.1 Call to Order - City Council & Local Contract Review Board 1.2 Roll Call 1.3 Pledge of Allegiance 1.4 Call to Council and Staff for Non-Agenda Items 7:35 2. PRESENTATIONS: 2.1 Proclamation - Constitution Week (September 17-23, 1992) 2.2 Budget Awards: a. Certificate of Achievement for Financial Reporting b. Distinguished Budget Presentation Award 7:50 3. VISITOR'S AGENDA (Two Minutes or Less, Please) COUNCIL AGENDA - AUGUST 11, 1992 - PAGE 1 i 1 I f 15Z111 III 011IM11. a 4. CONSENT AGENDA: These 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: 4.1 Approve Council Minutes: July 14, 1992 C 4.2 Receive and File: Council Calendar 4.3 Approve Intergovernmental Agreement with Washington County - Year 3 Waste Reduction Plan - Resolution No. 92-,M 4.4 Release of City's Interest in Temporary Sewer Connection Sewer Easements on Landmark Ford Property - Resolution No. 92-l:~ 4.5 Local Contract Review Board a. Approve Purchase of Used Motor Grader for Street Maintenance 8:05 5. 99W TASK FORCE RECOMMENDATIONS ON INTERIM IMPROVEMENTS a. Staff Overview - Community Development Department b. Task Force Report C. Citizen Comments d. Council Consideration and Recommendation to the Oregon Department of Transportation 8:45 6. 99W TASK FORCE RECOMMENDATIONS ON SUB-AREA ANALYSIS a. Staff Overview - Engineering Department b. Task Force Report C. Citizen Comments d. Council Consideration and Direction to Staff C 9:15 j 7. PUBLIC HEARING COMPREHENSIVE PLAN AMENDMENT CPA 92-0002 ANDERSON (NPO 3) A request for Comprehensive Plan Map Amendment approval to redesignate a 6.23 acre site from Professional Commercial (3.19 acres) and Low Density Residential (3.04) to Medium-High Density Residential. The site is not presently within the City of Tigard but is within the area of the City's land use planning jurisdiction. NOTE: The applicant has modified this request since previous notices have been sent and since the Planning Commission hearing on this proposal. Approximately 1.5 acres owned by Mrs. Anderson has been removed from consideration for a Plan amendment and would remain designated for Low Density Residential use. a. Public Hearing Opened (Continued from May 12 and June 9, 1992) b. Declarations or Challenges C. Staff Report - Community Development Staff d. Public Testimony - NPO 3 - Proponents (favoring the amendment) - Opponents (opposing the amendment) e. Staff Recommendation f. Council Questions/Comments g. Public Hearing Closed C h. Council Consideration: Motion Directing Staff to Prepare Final Order COUNCIL AGENDA - AUGUST 11, 1992 - PAGE 2 VdM 9:45 8. ADMINISTRATIVE REVIEW/UPDATE Y City Administrator 9:50 9. NON-AGENDA ITEMS 10:00 10. 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, current and pending litigation issues. 10:15 11. ADJOURNMENT ccaos11.92 I t i 4 j i f j Y I I 3 i a i COUNCIL AGENDA - AUGUST 11, 1992 - PAGE 3 y i Council Agenda Item ,1 T I G A R D C I T Y C O U N C I L MEETING MINUTES - AUGUST 11, 1992 • Meeting was called to order at 6:35 p.m. by Mayor Edwards. 1. ROLL CALL Council Present: Mayor Jerry Edwards; Councilors Judy Fessler, Valerie Johnson, and John Schwartz. Staff Present: Patrick Reilly, City Administrator; Dick Bewersdorff, Senior Planner; Loreen Edin, Administrative Services/Risk Manager; Ed Murphy, Community Development Director; Liz Newton, Community Relations Coordinator; Jerry Offer, Associate Planner; Mike Robinson, Legal Counsel; Catherine Wheatley, City Recorder; and Randy Wooley, City Engineer. STUDY SESSION Waste Reduction Plan - Year 3: Delyn Kies, Solid Waste Program milli Coordinator for Washington County met with council to answer questions about the Waste Reduction Plan, This is a five year program. Last year the focus was on recycling for residential areas. The focus this year will be to continue to enhance earlier activities and add, among other items, concentration on multi- family and commercial recycling. Asphalt Overlay Projects - Council agreed that City Engineer Randy y Wooley could pursue additional asphalt overlay projects with proceeds remaining from projects coppleted under cost estimates. Driveway to Burnham Street from City Hall Property - Council agreed City Engineer Randy Wooley could pursue a one-way exit onto Burnham Street from City Hall property. This exit would not require an easement from the adjacent property owner. BUSINESS MEETING 2. PRESENTATIONS: • Representatives from the Broadway Rose Theater presented a short video to announce the play, "Always Patsy Cline." Shows will be through Sunday, August 16, at the Deb Fennel Auditorium (Tigard High School). 3 i • Proclamation - Constitution Week (September 17-23, 1992) CITY COUNCIL MEETING MINUTES - AUGUST 11, 1992 - PAGE 1 Ii t • Budget Awards: Kathy Try of Newberg and officer for Oregon Municipal Finance Officers Association presented the following to the City of Tigard. She complimented Finance Director Wayne Lowry on his expertise and accomplishments: a. Certificate of Achievement for Financial Reporting b. Distinguished Budget Presentation Award Mayor Edwards also congratulated the Finance Director and his staff for the many years of outstanding budget presentation and for the budget process. 3. VISITOR'S AGENDA i • Dr. Gretchen Randolph noted concerns with the recently opened Fantasy Adult Video business located in Portland, just outside of Tigard on 99W. She requested several things of the Council, including discouragement of businesses of this type, taking steps to disallow pornographic material in family video stores, and assisting those people in Multnomah County who are trying to close the new store. Mayor Edwards responded that the Police Department will be monitoring the activity in the area and will work with Portland agencies if assistance is needed. In addition, Tigard staff will attend the public meeting concerning this business which will be held on Wednesday of this week. 4. CONSENT AGENDA: Motion by Councilor Johnson, seconded by Councilor Schwartz, to approve the following: 4.1 Approve Council Minutes: July 14, 1992 4.2 Receive and File: Council Calendar 4.3 Approve Intergovernmental Agreement with Washington County - Year 3 Waste Reduction Plan - Resolution No. 92- 39 4.4 Release of City's Interest in Temporary Sewer Connection Sewer Easements on Landmark Ford Property - Resolution No. 92-40 4.5 Local Contract Review Board a. Approve Purchase of Used Motor Grader for Street Maintenance The motion passed by a unanimous vote of Council present. 5. 99W TASK FORCE RECOMMENDATIONS ON INTERIM IMPROVEMENTS: Community Development Director Murphy reviewed the Staff Report which is on file with the Council packet material for the meeting. Mr. Murphy distributed an Errata Sheet with reference to the 99W Task Force Minutes of July 16, 1992. CITY COUNCIL MEETING MINUTES - AUGUST 11, 1992 - PAGE 2 City Engineer Wooley advised that six concepts were reviewed by the Task Force. He referred to: Safety proposals: • median curb barrier • new connection to Warner Avenue • new connection to Park 217 Capacity issues: • restriping to provide 3 lanes northbound • add southbound approach lane on Hall Boulevard • add northbound approach lane on Hall Boulevard In response to a question by Councilor Schwartz, City Engineer advised that the Oregon Department of Transportation did not respond favorably to the three-lane proposal. The State desires to preserve minimum lane widths. In response to a question by Councilor Fessler, City Engineer advised that the State rates functionality of intersections from A-F (A = light traffic; F = intersection failure.) The intersection of Hall/Highway 99W is now rated at "E." It is calculated that the 99W Task Force improvement proposals would raise the rating to a "D" which is an urban area design standard. Testimony • Steve Clark, member of the 99W Task Force, reviewed the Task Force's work over the past year and resulting recommendations. He referred to the timing of the 99W project improvements in conjunction with other State Highway projects. 99W j was removed from the high priority list by the State. The Task Force has been reviewing a number of interim improvements to improve the capacity and safety on 99W until "such time as some long-term alternatives can be designed and implemented by the State. He reviewed the Task Force's work noting that the committee was also concerned about the affect on a number of businesses. One of the Task Force's recommendations was for a new access road into Park 217 off the freeway } southbound on-ramp. Spieker Partners, owners of Park 217, offered to pay for this access. This proposal is not allowable under State policy for on-ramps; Mr. Clark said that the State should be willing to make an exception in policy if it would mean better traffic flow. Discussion followed with Council on several of the Task Force's proposals. , i CITY COUNCIL MEETING MINUTES - AUGUST 11, 1992 - PAGE 3 i 3 1 3 .Qi • Mr. Don Adams, P.E., Region 1 Engineer for ODOT, reviewed the overall efforts of the State with regard to Access Oregon Highways and to improve the ability of the citizens of Oregon to move around the State. Highway 99W j is an Access Oregon Highway. In general ODOT supports the recommendations of the Task Force. Mr. Adams commented on the proposal for an access to the on-ramp for Park 217. He advised that this proposal violates the State's policy that no access to city streets, county roads, or private development will be allowed off of interchange access ramps. (See 8/4/92 letter from Mr. Adams on file with the packet meeting material.) Mr. Adams said it was remote that the State ? could compromise on this issue. ROM Mayor Edwards responded that he thought the Park 217 access was one which needed to be pursued. He said he respectfully disagreed with Mr. Adams that this was a "dead issue" and would like to continue a review of the issue through ODOT and, possibly, to the appropriate legislators. He noted the importance of the traffic issues on 99W especially in light of the Western Bypass status and the regional planning efforts. ' Councilor Johnson noted the Task Force's efforts to find a solution to Park 217's access needs. She spoke of the needs of a community to accommodate transportation for movement of goods and services. She referred to the responsibility of retaining viability for all land uses. The State, she reminded, mandates density requirements and adequate transportation must also be provided. She urged the State to look at this situation and to resolve the traffic issues. Councilor Schwartz advised that he agreed with Mayor Edwards and Councilor Johnson. He acknowledged the l State's policy; however, he advised a general policy does not always provide for specific circumstances. He asked that the State look at this unique situation and give it more thought and discussion. Councilor Fessler asked questions on process. Mr. Keasey of ODOT advised that prior to final funding and construction of improvements, there would be a community I information process. CITY COUNCIL MEETING MINUTES - AUGUST 11, 1992 - PAGE 4 1 z In response to Councilor Johnson, Mr. Adams said that the purpose of the proposed 217 on-ramp access was to serve C- only Park 217. This business already has access from one State Highway (Hall Boulevard) and it was not necessary for the State to provide front-door service off of the freeway. Councilor Schwartz advised of the City's appreciation for the work by ODOT with the Task Force to date. He especially acknowedged Mr. Ted Keasey, ODOT representative, as being very helpful. Mr. Keasey noted general agreement with the Task Force's recommendation. He cautioned, however, that it was too early to recommend where the highway should be widened without more facts. • Todd Mains testified on behalf of the Tigard Chamber of Commerce Public Affairs Committee. He advised that the ESE" Committee met earlier in the day and supports the recommendations of the 99W Task Force only on the condition that the access remain as proposed to the Park 217 business complex. Nine business people, advised Mr. Mains, were present; none of them owned a business in Park 217. • Mr. Jim Nicoli, businessman and Chamber of Commerce member, noted his support of the Task Force's recommendation. He urged the State to allow the access to Park 217 as proposed. • Ernest Munch distributed material (maps) and testified as to the importance of the frontage road access to Park 217. He advised of the parties' willingness to continue to work with the State to resolve Park 217's access issues. Mr. Munch noted he supported the sub-area analysis and the design study. • Mr. Richard Gervais Project Director for Spieker Partners (Park 217), testified. His written testimony is on file with the Council packet material. After discussion with Staff, 99W Task Force chair, citizens, businessowners, and representatives from the Oregon Department of Transportation, Council considered the following motions: C.. CITY COUNCIL MEETING MINUTES - AUGUST 11, 1992 - PAGE 5 • Motion by Councilor Schwartz, seconded by Councilor Johnson, to recommend to ODOT improvements on Hall Boulevard for additional turn lanes, widening and resignalization of the Hall/99W intersection; also to add improvements needed to assure that Hall Boulevard lines up on both sides of Pacific Highway. Motion was approved by a unanimous vote of Council present, without specifying exactly where the widening would occur at this time. • After discussion on a motion proposed by Councilor Schwartz, the following motion made by Councilor Johnson, seconded by Councilor Fessler and agreed to by Councilor Schwartz, was proposed: Motion to recommend to ODOT that safety improvements on 99W be made including barrier and improved signage, but contingent on improvements for access to Park 217, possibly off of a frontage road, improvements to Warner either from 99W or Hall Blvd. and consideration of the feasibility of u-turns for southbound traffic at 99W and Hall Blvd. I Motion was approved by a majority vote. (3-1; Councilor Fessler voted "No. r' ) Council meeting recessed at 9:30 p.m. Council meeting reconvened at 9:40 p.m. (Note: Council heard Agenda Item No. 7 first, then went on to Agenda Item No. 6.) 6. 99W TASK FORCE RECOMMENDATIONS ON SUB-AREA ANALYSIS: City Engineer Wooley reviewed the staff report as submitted. Councilor Johnson and Councilor Schwartz questioned the boundary drawn for the study area. City Engineer responded that the study would look at the roadway system that connects I-5 with Highways 99W and 217; other transportation issues such as Bull Mountain and the 135th area would be considered (as would the other street systems in this area) as part of the study process. Motion by Councilor Fessler, seconded by Councilor Schwartz, directing staff to initiate a regional discussion of a transportation study proposal through the Washington County Transportation Coordinating Committee (WCTCC). The motion was approved by a unanimous vote of Council present. CITY COUNCIL MEETING MINUTES - AUGUST 11, 1992 - PAGE 6 7. PUBLIC HEARING - COMPREHENSIVE PLAN AMENDMENT CPA 92-0002 ANDERSON (NPO 3): A request for Comprehensive Plan Map Amendment approval to redesignate a 6.23 acre site from Professional Commercial (3.19 acres) and Low Density Residential (3.04) to Medium-High Density Residential. The site is not presently within the City of Tigard but is within the area of the City's land use planning jurisdiction. NOTE: The applicant modified this request since previous notices were sent and since the Planning Commission hearing on this proposal. Approximately 1.5 acres owned by Mrs Anderson has been removed from consideration for a Plan amendment and would remain designated for Low Density Residential use a. Public Hearing Opened (Continued from May 12 and June 9, 1992). b. Declarations or Challenges: Councilor Fessler advised that she revisited the site. C. Associate Planner offer reviewed the staff report. The recommendation of staff was to approve the Comprehensive Plan Map as proposed for the reasons outlined in the staff report on file with the Council packet material. d. Public testimony: • Bev Froude, NPO 3, reviewed the history of this proposal since first submitted to the NPO. The NPO, upon review of the first proposal, recommended denial to the Planning Commission. Since that time, the applicant worked with the community and modified the request; the NPO now supports the amended proposal. e. Public hearing closed. f. Motion by Councilor Johnson, seconded by Councilor s Schwartz, to approve the Comprehensive Plan Map as currently proposed. Motion was approved by a unanimous vote of Council present. (Note: Final Order to be presented to Council at their September 8, 1992 meeting.) 8. ADMINISTRATIVE ISSUES/UPDATE: None. C. CITY COUNCIL MEETING MINUTES - AUGUST 11, 1992 - PAGE 7 l i 9. NON AGENDA: a. Mayor Edwards advised of a non-agenda item concerning the commitment on the part of the City of Tigard to work toward withdrawal of the cities of Tigard, Durham, King City from the Tigard Water District to form an Intergovernmental Cooperative Agreement to form a Joint Water Agency. RESOLUTION NO. 92-41 - A RESOLUTION OF THE CITY COUNCIL, CITY OF TIGARD, OREGON, COMMITTING TO WORT. WITH THE CITIES OF KING CITY AND DURHAM AND THE TIGARD WATER DISTRICT TO CARRY OUT THE WITHDRAWAL OF THE CITIES FROM THE WATER DISTRICT AND SUPPORT THE DISSOLUTION OF THE WATER DISTRICT AND CREATE AN INTERGOVERNMENTAL AGREEMENT TO FORM A JOINT WATER AGENCY. Motion by Councilor Fessler, seconded by Councilor Schwartz, to approve Resolution No. 92-41. Motion was approved by a unanimous vote of Council present. Councilor Johnson explained, for the benefit of the cable television audience, that the named jurisdictions have been working on this issue for the past year. Hours of work with representatives from all of the cities, the unincorporated area, and the Water District, with the ILI help of a consultant, have been spent on this issue. b. Mayor Edwards, on a lighter, humorous note, presented a communication from the City of Wilsonville with reference to the formation of,a "Mega-City." This City would be comprised of the cities of Beaverton, Tigard, Tualatin, Durham and Wilsonville and known as "Betituadurville." 10. EXECUTIVE SESSION: The Tigard City Council went into Executive Session at 10:15 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. Executive Session Adjourned: 10:20 p.m. 11. COUNCIL DISCUSSION: • Councilor Fessler advised that Magno-Humphries, located on Commercial Street, is looking at expansion. Expansion would require a $70,000 contribution for street improvements. The owner may request a financial arrangement with the City, such as installment payments. Council discussed concerns about precedent with such a proposal. Consensus was to not proceed with any agreement at this stage. CITY COUNCIL MEETING MINUTES - AUGUST 11, 1992 - PAGE 8 s Water District Administrator Jeri Chenelle and Water Board Member Bob Wyffels arrived at the meeting to advise Council of their Water Board meeting which had just adjourned. The Board did not adopt the Resolution concerning the formation of a joint water agency. The Board had some legal questions and the issue will be considered at a special meeting of the Water Board within the next few weeks. Mayor Edwards advised the Water District representatives that the City Council approved the resolution. (See Non Agenda item.) 6. ADJOURNMENT: 10:30 p.m. Attest: L-atherine Wheatley, Cit ecorder 9-9 ,//Mayor, City of Tigard ~fg/q~ Date =0908.92 C CITY COUNCIL MEETING MINUTES - AUGUST 11, 1992 - PAGE 9 i Now LMM COMMUNITY NEWS. PAPERS, INC. Legal P.O. BOX 370 PHONE (503) 684-0360 Notice TT 7339 BEAVERTON, OREGON 97075 Legal Notice Advertising The fallowing will be considered b the 19 SOW C. o City of Ti and . , at '7 30 P.M., at-'ijgard Civic Ceu os n Iiad1 I2~,1 97 ❑ Tearsheet Not from Hall Blvd., Tigard;.Onegan, Furihet nfaratati9n tttay, be FO Box 233 ubtaitted etn the Cotuluni Dsvelo o Tigard, OR 9723E s atian or b ty * C E ~ V, E C 11 ent Director' or Ciiy Recap saens Duplicate Affix Igc y calling 539=4171;'1 on are invited to snbfiiit`*jjiten "tes= oniony in advance of the public hearing;:w.ritten-an arW tesisinan will • aU G 1 -1992 be. cons,dured eE_the hearing. The;public heim"n -vlill be cat ceTdance *bh the spplicable c g = and any rules of 32 cif the Tigd Code OF "f IGARI~ Iia11 Procedure ado ted b the (,Daher! and av~lap a ai Gaty _ CITY.. - = AFFIDAVIT OF PUBLICATION CPA.i ' STATE OF OREGON, request for Contprehen+nve pI .~tt i~dnacni ( t?. 3) COUNTY OF WASHINGTON, )ss. .hate ..a 5.234m site from Frofessiuaal Cornmetciai g oval,toin dt6w, i, Judith Koehler l3ensity Itesideaaeial0.00-16 Medium ki is is r• ) not`presendy, within the City of.Tiga~ bpi is w' n 'alts aa~e being first duly ct,;I rea ©f Eple sworn, depose and say Pat I am the Advertising Ci[y's land use pL3n„ g J isdl Director, or his principal clerk, of the Tligard Tames a newspaper of general circ~u(~ption s defined in ORS 193.010 TE and 193.020; published at TiQarc~ in the v s ht(4n Qrey9Qus noti °-PI ~ of said co a51! sWk4hfit he ro 0 1=` i arinQr~A ( erson v been I. for a n n CSIHna ff f~Lwl7cncitti.Re~ ag i a printed copy of which is hereto annexed, was published in the entire issue of said newspaper for--One--successive and APPLICABLE 121'sYI VY T 12, statewide Plannueg Goals 1,; 10, 1 1, Co rn consecutive in the following issues: I?ehe'R31Vc Plan 1?bldcteg 1-3114. 6:71, 7:1.2; C 81:1, $ 2 „1.91,3; &.92 iE.I; Coimauinty;L_vel ent Code- July 30, 1992 pier 15,22 ` A'1'I43N `Sout)i.side of-Bo. 0 VIun Ri ,been 500 and 1 loo feet west of f ihC lgigghwtty M1 2SI.10Ar' 1U, tai lots 30E1 and 1400, and a poraion of 2S I 'A UIsD tax lot 210p / Washington Caunty s`R~ Zone (Res,dent~ai, 6 ainitslaiej `IT7339 Publish July,30,1992 a } t r Subscribed and sworn to before me this 30th da of July, 1992. _ Notary Public for Oregon My Commission Expires: AFFIDAVIT VON= AGENDA ITEM NO. - VISITOR'S AGENDA DATE: b1u~~ast~t~~~, , (Limited to 2 minutes or less, please) c 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. STAFF NAME & ADDRESS TOPIC CONTACTED ~-e n a col 1. P h. D. o ~r o t V tcI ea .,1 ek og n o v s ors,s C [it§ Please sign in to speak on the following: nab'x'aR'~+."n^FS?!k~`x"'f~''9P~TK,'"~'3 M PLEASE' PRINT - . ~ s N e Name Address Address ame -ffa l ~?/1 c fl L ~ ~ Address Address Name Name ~e unc mom 10 Address Address If S w 0 Name Name ~SS Address n Address 7j9 L51W Q~ ~ Name j / Name ress Address ame / Name :~Zlves I-e,,, t dr3J Address i Name Name Address ress Name Name Address Address Name Name t Address Address Name Name i i a e 1 Please sign in to speak on the following: ,~y~! ~a(Eg ~_p ~r~iB~r.. of - ~id ~ .C'c i9imlG• 'Gi✓~I~i9TUi9~6a 1 Oft I i!V,,- Y8!y ';~..~7 t PLEASE PRINT Name Name Address Address Name Name Address Address ame Name Address Address Name Name Address Address Name Name Address Address Name Name Address Address Name Name Address rasa i `s Name Name Address Address Name Name Mdress Address ame Name 5 - Depending on the number of person wishing to testify, the Chair of the Council may limit the amount C of time each person has to speak. We ask you to limit your oral comments to 3 - 5 minutes. The Chair may further limit time if necessary. Written comments are always appreciated by the Council to supplement oral testimony. Please sign in to testify on the following: s> z5'`: r1~cy PLEASE PRIN WWT F a, FE aAM;.- lpvll ..a.. hhc' k .r,... 1.4,.. u.~ 1.. • Name Name Address Address 2 Sc 4~~e 1M:k ,,I tiA dyZzzz Name Name dro Address ff o Name ame Tess Address Name Name Address Address Name Name Address Address Name Name Address ress Name Name Address Ad real i I I I A Now MEMO= mom Council Agenda Item 42- MEMORANDUM CITY OF TIGARD, OREGON ~~Bs TO: Honorable Mayor and City Council FROM: Patrick J. Reilly, City Administrator DATE: July 31, 1992 SUBJECT: COUNCIL CALENDAR, July - September °92 Official Council meetings are marked with an asterisk If generally OK, we can proceed and make specific adjustments in the Monthly Council Calendars. Aust °92°92 4 Tue Joint Dinner Meeting with Tualatin Valley Fire and Rescue at the Regional Training and Simulation Center @ Tonquin and Morgan Road, Sherwood (6:30 p.m.) 11 Tue Council Meeting Council Study Session (6:30) Council Business Meeting (7:30) 18 Tue Council Study Meeting (6:30) , 24 Mon Filing Deadline - Council Position Nos. 1 & 2 25 Tue Meeting Cancelled (Timothy Lake Conference 8/25 and 8/26) September 192 7 Mon Labor Day - City Hall Offices Closed 8 Tue council, meeting Council Study Session (6:30) Council Business Meeting (7:30) 15 Tue Council Study Meeting (6:30) ~22 Tue council meeting Council Study Session (6:30) Council Business Meeting (7:30) October °92 13 Tue Council Meeting Council Study Session (6:30) Council Business Meeting (7:30) 20 Tue Council Study Meeting (6:30) 27 Tue Council Meeting Council Study Session (6:30) Council Business Meeting (7:30) h:\login\cathy\cccal i r .1 p COUNCIL AGENDA ITEM 3 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: AUGUST 11, 1992 DATE SUBMITTED: JULY 30, 1992 ISSUE/AGENDA TITLE: 1992-93 INTER- PREVIOUS ACTION: ADOPTION OF GOVERNMENTAL AGREEMENT WITH WASHINGTON YEAR 2 PLAN COUNTY - YEAR 3 WASTE REDUCTION PLAN PREPARED BY: LOREEN EDIN 414 DEPT HEAD OK CITY ADMIN OK REQUESTED BY: LOREEN EDIN ISSUE BEFORE THE COUNCIL Should the City participate in the Washington County Wasteshed Plan to meet Metro waste reduction goals? STAFF RECOMMENDATION Participate in Year 3 of the Waste Reduction Plan in conjunction with all cities within Washington County by approving an intergovernmental agreement with Washington County. INFORMATION SUMMARY Metro has established a Regional Solid Waste Management Plan which includes a Waste Reduction Chapter. This plan provides that Metro must establish a five-year work plan for solid waste reduction and identifies specific C programs for local governments to implement. The cities and County in Washington County determined in 1990 that it would be most cost effective to participate together and adopt an annual work program as the Washington County Wasteshed. This was done for Year 1 and 2. It is now time to adopt the Year 3 work plan. Attached is a summary of those tasks along with the revenue allocations. Again, as last year, under the plan, each city will pay to Washington County, as Program Administrator, the amount identified as that city's share for administrative cost as allocated under the annual plan from Metro. A resolution adopting an intergovernmental agreement with other Washington County cities and the County is attached. A full copy of the intergovernmental agreement can be viewed in the City Recorder's office. ' PROPOSED ALTERNATIVES 1. Participate in the Year 3 Work Plan as a part of the Washington County Wasteshed. 2. Do not participate in the County-wide program and adopt a plan for the City of Tigard pursuant to the requirements in ORS Chapters 268 & 459. FISCAL NOTES 1. Funding for the 92-93 work plan is provided by Metro grant monies which Tigard will pay to Washington County to administer the program. 2. Unknown. i t i ' V ,,-,June 8, 1992 * = Metro Required Tasks Waste Reduction Tasks - Year 3 *Task #1 Continue to maintain, 'M'ask #2 Implement a promote, and enhance the activities - comprehensive commercial begun in Years One and Two. c waste audit-program. Maintain database on number of audits performed and promote the use of existing waste exchanges *Task #3 Require completion - and other recovery options. of a. brief waste disposal/recycling form when a structure is built or, X demolished. The permittee will '"Task #4 Incorporate into the identify the disposal/recycling building design/site plan review facility. to be used. process, language requiring recycling areas in new multi-family, commercial, and institutional developments. *Task #5 Promote home composting to complement *Task #6 Promote the concept other yard debris recycling of minimizing the use of products programs. that must be disposed of as hazardous waste. Promote the new household hazardous waste ,.a~C-~•v I facility. and mobile collection sites. *Task #8 Precycling-- 'Promote the concept of minimizing s'rs *Task #7 Promote using recycling . the use of excessively packaged depots accepting non-curbside products or products .that are not materials or that serve rural readily recyclable.. IS' communities. *Task #9 Support and promote. , the implementation of the multi-family *Task #10. Buy recycled- container programs so that every multi- expand purchases of recycled family complex will be served by materials whenever possible. June 1994. *Task #12 Monitor and record recycling tonnages to be used *Task #11 'Evaluate the addition to evaluate the effectiveness of of materials, such as scrap paper recycling and waste reduction and yard debris to the curbside programs. collection program. Task #13 Identify alternative funding sources to continue the Washington County Cooperative Program for Year 4, if necessary. Task #14 Write and submit the Year Four Work Plan on time. 1111111212 NEW MINEFAMMMM l._ REVENUE AND ALLOCATIONS 1 9 9 1 Franchise Fee M e t r o Cooperative Population Generated Challenge Administrative Revenue G r a n t P r o g r a m Allocation Support Washington Co. 156,941 $115,476 $ 65,549 $181,025 Beaverton 57,290 $ 0 $ 23,928 $ 23,928 Cornelius 6,345 $ 0 $ 2,650 $ 2,650 MEMM Durham 770 $ 0 $ 500 $ 500 Forest Grove 13,830 $ 0 $ 5,776 $ 5,776 Hillsboro 39,500 $ 0 $ 16,498 $ 16,498 King City 2,060 $ 0 $ 860 $ 860 Sherwood 3,305 $ 0 $ 1,380 $ 1,380 Tigard 30,835 $ 0 $ 12,879 $ 12,879 Tualatin 16,220 $ 0 $ 6,775 $ 6,775 Wilsonville 8,755 $ 0 $ 3,657 $ 3,657 TOTAL 304,473 $115,476 $140,432 $255,928 i ram WASHINGTON COUNTY WASTESHED WASTE REDUCTION INTERGOVERNMENTAL AGREEMENT .1 I. Parties Parties to this Agreement are Washington County (hereinafter "County") and the individual signatory city. Plan participants expected to sign agreements are the County and the Cities of Beaverton, Cornelius, Durham, Forest Grove, Hillsboro, King City, Sherwood, Tigard, Tualatin and Wilsonville (hereinafter "Cities"). Any reference hereinafter to "local government" shall include bath County and Cities. II. Statutory Authority This Agreement is entered into pursuant to ORS Chapter 190 and ORS 459.065 (1) (b). III. Purpose Pursuant to ORS Chapter 265, ORS Chapter 459, and related administrative rules, the Metropolitan Service District (hereinafter "Metro") has established a Regional Solid Waste Management Plan, including a waste reduction chapter. The Metro plan provides that Metro shall establish a five-year work plan for solid waste reduction and identifies specific programs for local government to implement the Metro plan. Metro has established guidelines for local government participation in the form of an Annual Waste Reduction Program for Local Government for Year Three (July 1, 1992 to June 30, 1993) of the five-year plan. The Metro plan requires local governments to adopt a work program annually. The Annual Waste Reduction Program for Local Government establishes minimum requirements for local government work programs for year three and provides that local governments may work cooperatively with neighboring local governments if intergovernmental agreements documenting cooperative arrangements are submitted with the local government program. The purpose of this Agreement is to document the cooperative arrangements among the local governments and to establish the duties of the County as administrator of the third-year local government work plan for the third year (1992-1993), and to provide a structure for continuing working relationships among the local governments during the remaining two years of the five-year Metro work plan. IV._ Term of Agreement of Agreement All local governments shall decide whether to participate in the third-year local government work plan by August 30, 1992. Participation shall be accomplished by adoption of the plan and by entering into this Agreement. The term of this Agreement shall be from August 30, 1992 to June 30, 1993. This Agreement may be renewed by the County and the individual signatory city for successive one-year terms. Renewal shall be accomplished by action of the governing body of the City and of the County to adopt the proposed local government work plan for the succeeding year, and to renew this agreement with amendments to Attachment "All and Attachment "B" that reflect the funding and duties of the proposed local government work plan. V. Administrative Structure A. The Washington County Wasteshed Technical Committee shall consist of a staff member from each local government appointed by each of the local government administrators or governing bodies. County staff shall act as administrative coordinator of the Technical C Committee. The Technical Committee shall develop and propose an annual work plan including projected annual expenses and revenues for year four. Annual work plans will be developed in a timely manner to meet all deadlines set by Department of Environmental Quality, Metro, and participating local governments. Annual work plans will be presented for approval by the governing body of each local government on one-year intervals only. The annual work plans shall provide local governments with minimum waste reduction standards consistent with the Metro plan; individual local governments may impose higher standards for waste reduction. VI. Duties of Parties A. County Duties as Program Administrator The County shall perform work requiring technical expertise, including plan development, data compilation, report writing, program coordination, technical advice to participating governments, and general information to the public. The County shall recommend policies and develop model ordinances as necessary, and generally promote the local government waste reduction programs. The County shall also perform field work including performing waste audits, single-family recycling, multi-family recycling, commercial recycling, special waste recycling, school education, community education, and special event promotion. The County shall also MINE perform work requiring coordination with Metro, DEQ, and other agencies, and represent the local governments before such agencies. In addition, the County shall perform the specific duties outlined in Attachment "A." B. County duties as Grant Applicant The County may act as agent for all participating jurisdictions in applying for waste reduction and recycling grant funds as determined appropriate by the Technical Committee. Disbursement of funds will be to local participating jurisdictions or franchised haulers based on a formulate to be determined by the Technical Committee or set by grant requirements. This does not preclude any local government from applying individually for any waste reduction and recycling grant. C. Duties of Each Local Government Each local government shall undertake annual program tasks that are internal in nature, such as office paper recycling and procurement of recycled products. Each local government shall also be responsible for enforcement of solid waste reduction plan standards with respect to the solid waste collection ordinances and franchisees within each local government jurisdiction; { enforcement may include complaint investigation, service standard review, reporting, and revisions to local government codes based upon the model code developed by the County. In addition, each local government shall be responsible for establishing rates for collection. franchisees within each local government's jurisdiction consistent with the waste reduction program. Each local government designates the County to act as its agent in receiving appropriate recycling grant funds. In addition, each local government shall perform the specific duties outlined in Attached "A." VII. Funding Each local government shall pay to Washington County as program administrator the amount identified as the local government's share for administrative costs as allocated under the annual plan recommended by the Technical Committee and approved by the participating local governments. For the 1992-1993 year, each local government's share shall consist of all revenue from the Metro "Challenge" grant for the 1992-1993 program year, in accordance with Attachment "B." Washington County shall act as administrator for revenues collected by cooperative efforts of the local governments. Each local government shall have the right to audit for up to three years County records relating to Metro grant funds received through this Agreement. man Each local government shall be responsible for establishing solid waste collection rates that allow a reasonable return to franchised solid waste collection businesses based on local rate review standards. Local governments retain authority to review hauler costs and to perform audits of hauler financial records. 4a `t WASHINGTON COUNTY y y7 By: By: Chairman Board of County Commissioners C_ igayr3 i i j APPENDIX A j 7 1 f Y 1 SOLID WASTE REDUCTION PLAN BUDGET YEAR 3, FISCAL YEAR. 1992-1993 REVENUE: Metro Challenge Grant $140,452 Washington County Revenue $115,476 hom REVENUE TOTAL $255,928 F a z EXPENSES: Program Staff: .50 Solid Wasto Mgmt. Coordinator $26,992 .75 Recycling Coordinator $28,563 .75 Recycling Specialist $23,840 .75 Recycling Educator $28,593 .50 Associate Clerk $15,247 3.25 Total FTE Total $123,235 Program Support: Administrative Support $ 3,091 Materials & Services $ 25,440 Promotion & Education $104,162 Total $132,693 Expense Total $255,928 17 WASHINGTON COUNTY COOPERATIVE RECYCLING PROGRAM Year 3 - Education and Promotion Budget, July 1992-1993 Printed Materials: Design Printing Mailing Total Curbside Brochure $800 $10,000 -0- $101800 Yard Debris Brochure $600 $ 8,000 -0- $ 8,600 Rural Depots Promo Flyers $600 $ 2,500 $ 2,000 $ 5,1M Mispreparation Notices $500 $ 2,100 -0- $ 2,600 Newsletter (Garbage Customers Mailer-2x) $ 2,100 $13,792 $41,838 $57,730 Nam Newsletter (Interested Persons Mailing List-2x) $700 $ 2,500 $ 3,900 $ 7,100 Advertising: $ 3,232 -0- -0- $ 3,232 Commercial Program Construction/Demolition Program Curbside/Yard Debris Program Fairs/Special Events: $ 2,000 -0- -0- $ 2,000 Displays: Household Hazardous Waste $ 2,000 -0- -0- $ 2,000 School Programs: Green Schools Binder/Packet $ 1,500 -0- -0- $ 11500 Presentation Update $ 2,000 -0- -0- $ 2,000 Program Presentations: $ 1,500 -0- -0- 1,900 Commercial Program Cons ruction/Demolition Curbside/Yard Debris Totals $17,532 $38,892 $47,738 $104,162 18 . i EXHIBIT A & B SOLID WASTE REDUCTION PLAN YEAR THREE July 1, 1992 _ June 30, 1993 INTRODUCTION In 1989 the Metropolitan Service District (Metro) adopted the Waste Reduction Chapter of the Regional Solid Waste Management Plan (RSWMP). The RSWMP states policy objectives and program requirements. Additionally, it outlines local governments .responsibility to provide solid waste management for the Portland metropolitan area. Under the provisions of the RSWMP, each local jurisdiction must submit an annual waste reduction work plan to be approved by Metro. In turn, Metro's "Five-Year Work Plan" provides a list of activities that local governments may implement to reach a regional goal of 56% reduction of the waste stream. The Washington County Board of Commissioners and the City Councils of Beaverton, Cornelius, Durham, Forest Grove, Hillsboro, King City, Sherwood, Tigard, Tualatin, and Wilsonville, entered into intergovernmental agreements which allow a joint and cooperative approach to planning and implementing the required waste reduction work plan: In 1990, the first annual Solid Waste Reduction Plan was submitted and approved by the above jurisdictions and Metro. The cooperative effort was, continued in 1991 with the Year Two Solid Waste Reduction Plan. LOCAL GOVERNMENT GOALS Washington County is defined as the area between county boundaries, excluding portions of the City of Portland and Lake Oswego, but including all of the City of Tualatin and Wilsonville. Rural, unincorporated Washington County and the Cities of Banks, Gaston, and North Plains are outside the Metropolitan Service District boundary and are not required to meet the regional waste reduction goals. Eleven local governments, Washington County and the Cities of Beaverton, Cornelius, Durham, Forest Grove, Hillsboro, King City, Sherwood, Tigard, Tualatin, and Wilsonville fall within the Metro Service District boundaries and are required to submit the third year of a five year waste reduction plan to Metro by July 1, 1992. Local governments have chosen a cooperative approach, which allows joint development and implementation of a solid waste reduction plan, with each local jurisdiction retaining authority over solid 1 11211011-11111111,111 Imp It I $ waste. The goal of the cooperative approach is to provide an l efficient and consistent county-wide waste reduction program, thereby reducing expenditure of funds and staff time in duplicate programs by each local jurisdictions. LOCAL GOVERNMENT RESPONSIBILITIES Year 1 and Year 2 of the Solid Waste Reduction Plan defined the responsibilities of each local jurisdiction. These responsibilities were formally defined and accepted through intergovernmental agreements between the Cities and Washington County. Figure 1 provides an outline of the areas of responsibilities, with additional Year 3 responsibilities denoted by r*) . Figure 1 Areas of Responsibility County Tasks as Program Administrator: Technical Expertise: Plan Development Data Compilation Report Writing Program Coordination Technical Advice to Participating Governments General Public Information General Promotion Field Work: Single Family Recycling Coordinate Waste Audits Commercial Recycling Multi-Family Recycling School Education Community Education Special Event Promotion Meeting Attendance: Metro Committees and Meetings DEQ Meetings other required meetings Contribute revenue to program and administrative costs as' lead jurisdiction. City Tasks as Participating city (includes Unincorporated County) Rate Setting for Franchised Haulers: Establish collection rates that allow a reasonable return based on local review standards. Internal Recycling: Office Paper Recycling Purchasing Policy Adoption *Construction Form Adoption 2 MEAN= ( *Building Design Review Adoption Waste Reduction Enforcement: Program Implementation Assurance Complaint Investigation Service Standard Adoption Reporting Requirements Code Revision Contribute Revenue to Program for Administrative costs: Designate County as Multi-Family Grant Money Administrator Designate County as Challenge Grant Administrator Authorize County to Apply for Waste Reduction Grants as applicable. The responsibilities were defined in two basic areas, direct authority and technical expertise. The participating cities have retained direct authority over the collection of solid waste, including rate setting, collection of franchise fees, allocation of franchise collection areas, complaint investigation, code enforcement and other traditionally held duties. In addition, the local jurisdictions have been responsible for specific programs such as internal recycling, internal institutional purchasing, rate incentives/disincentives, and code revisions. It has also remained the responsibility of each local government to ensure their franchised haulers submit all required reports. The County has been responsible for providing the local governments technical expertise in the area of solid waste reduction. In addition,-the County has maintained direct authority over solid waste collection and rates, enforcement, and reporting requirements for the areas within unincorporated County. Local governments responsibilities remain the same for the Year 3 Solid Waste Reduction Plan. Since the local governments retain authority over the rate setting process, it is each government's responsibility for assessing the fiscal impacts of the new waste reduction programs included in the Year 3 plan and the continuation of existing programs, to their franchised haulers. Each jurisdiction is required to provide revenue to cover the-costs of programs in the waste reduction plan that are administered by County staff. In Year 1 and Year 2, each of the participating cities chose to assign their Metro Challenge Grant allocation to Washington County. Washington County provides both waste reduction expertise and the overall administration of the waste reduction plan. Responsibilities for program administration include representation of local jurisdictions at regional, state, and federal meetings, conferences, and workshops; compilation of an annual report and all other program reporting requirements necessary to meet Metro and state goals. In addition, the County provides the lead role in program planning and technical assistance to cities for implementation necessary to meet Metro and state y 3 goals. Duties include staff to conduct meetings, research and compilation of data, working knowledge of state recycling legislation, and providing technical assistance as needed to participating jurisdictions and service providers. Technical assistance for implementation of programs for Year 1 and Year 2 required field work including the purchase of 14 gallon curbside recycling containers, development of a distribution strategy for the curbside container program, development of the process to distribute funds for the multi-family recycling container program, major promotion of the single-family curbside container.program including staging media events, the development of a direct educational mailer that was distributed to 146,000 homes and businesses in Washington County, development of educational materials for use by single-family residents and multi-family tenants; development of a pilot "Green School" program, which assists schools in the development of a comprehensive waste reduction program emphasizing reducing and reusing, development of a commercial waste audit program, and development of educational displays, such as the Pillars of Preparation and the Compost Cafe, for community events. REVENUE SOURCES AND ALLOCATIONS For the past two years, in order to provide the revenue required to administer the waste reduction activities, each of the participating cities have chosen to assign their Metro Challenge Grant allocation to Washington County. In turn Washington County administers and implements the programs in the current waste reduction plan and contributes additional county franchise fee generated revenue to the program funds. Metro had originally proposed decreasing the amount of the Challenge Grant dollars distributed to local governments by 20% per year from 1991-92 (80% funding level) and through each consecutive year, 1992-93 (60%), 1993-94 (40%), 1994-95 (20%) with funding to local governments' reduced to 0% by the end of the five year period. To date this has not occurred, funding was reduced for Year 2 by 17%, and the dollar amount for Year 3 is reduced by only 6% from the Year 2 amount. The per capita revenue to be contributed by the local jurisdictions is outlined in Figure 2. Washington County reduced its contribution by 20% for Year 2, but funding for Year 3 is to remain at the same level. Funding levels for Year 4 and Year 5 are not yet determined. Projected revenue needs for 1992-1993 are outlined in Appendix (A). Administrative costs for program development and implementation are included. There has been no policy established for funding future waste reduction activities. The County and the Cities will review this funding issue on a yearly basis. 4 ~Jil FIGURE 2 REVENUE AND ALLOCATIONS 1 9 9 1 Franchise Fee M e t r o Cooperative Population G e n e r a t e d C h a l l e n g e Administrative Revenue G r a n t P r o g r a m Allocation Support Washington Co. 156,941 $115,476 $ 65,549 $181,025 Beaverton 57,290 $ 0 $ 23,928 $ 23,928 Cornelius 6,345 $ 0 $ 2,650 $ 2,650 Durham 770 $ 0 $ 500 $ 500 Forest Grove 13,830 $ 0 $ 5,776 $ 5,776 Hillsboro 39,500 $ 0 $ 16,498 $ 16,498 King City 2,060 $ 0 $ 860 $ 860 Sherwood 3,305 $ 0 $ 1,380 $ 1,380 Tigard 30,835 $ 0 $ 12,879 $ 12,879 Tualatin 16,220 $ 0 $ 6,775 $ 6,775 Wilsonville 8,755 $ 0 $ 3,657 $ 3,657 TOTAL 304,473 $115,476 $140,432 $255,928 L Year 3 WASTE REDUCTION GOALS The Year 3 Solid Waste Reduction Plan for Washington County and the Cities of Beaverton, Cornelius, Durham, Forest Grove, Hillsboro, King City, Sherwood, Tigard, Tualatin, and Wilsonville consists of fourteen (14) tasks to be completed within the 1992-93 fiscal year. i Local governments are required to submit work plans for twelve (12) Metro proposed waste reduction tasks in order to remain in compliance with the regional solid waste reduction goals. Task #1 CONTINUATION OF ON-GOING PROGRAMS GOAL: Continue to maintain, promote, and enbance the activities begun in years one and two of the Annual Waste Reduction Program, including the yard debris collection program. C 5 t Objectives: 1. Maintain weekly curbside recycling program, same day as garbage. 2. Maintain multi-family recycling program, education, and service. 3. Maintain commercial waste audits, service available upon request. 4. Maintain existing yard debris collection program and continue to develop educational materials and promote the current Washington County Yard Debris Depot System and Fee-for-Container service, as well as the curbside yard debris programs established by the cities. Promote the new Beaverton Yard Debris Depot scheduled for opening in Winter 1992. 5. Monitor the existing Washington County Yard Debris Depot Collection System in terms of volumes collected and costs. 6. Continue to develop educational material and make use of existing educational materials available on a quarterly basis, to enhance the single-family and multi-family recycling programs. 7. Continue to provide education to students through the school education program. 8. Continue the pilot "Green School" program which assists schools in comprehensive waste reduction program emphasizing reducing and reusing. 9. Continue to provide the local governments with expertise on the requirements of the 1991 Recycling Act in terms of education and promotion and service. 10. Provide the funding and resources necessary to ensure that the existing recycling programs begun in Years One and Two can be maintained promoted and enhanced, including reviewing rates for service providers, in-house recycling program costs, and Challenge Grant fund allocations. Washington County in cooperation with the Cities of the Recycling Program, and the local franchised haulers, has developed over the past two years a strong education and promotion program to support the single-family, multi-family, and yard debris programs. The Program will continue to develop educational materials, such as the "Waste Line" newsletter, single- family curbside brochures and multi-family tenant educational brochures, and the curbside mispreparation notices. mmm At The County will develop a strategic to distribute or facilitate the 6 C distribution of the educational materials. The County will facilitate the use of the existing Curbside, Yard Debris, Proper Preparation, and Home Composting displays at City and County community events. The 1991 Recycling Act requires local governments to provide educational and promotional programs to inform its citizens of'the importance of reducing, re-using, and recycling as components of a waste reduction strategy. Further components of the expanded educational and promotional requirements are the quarterly distribution of recycling information and available opportunities to residential, commercial, institutional, and new service customers. The County will continue to provide expertise in the legislated requirements affecting the local governments. TASK #2 COMMERCIAL WASTE AUDITS-AND RECYCLING Goal: Implement a comprehensive commercial waste audit program and designate a contact person for the program. Such a program should enable businesses to receive waste audits upon re- quest. Keep records on the number of audits performed. Promote the use of existing waste exchanges and other recovery options. Work with Metro, DEQ, fire marshals, and haulers to eliminate impediments to commercial recycling. OBJECTIVES: 1. Designate a contact person for the program. 2. Develop a waste evaluation criteria and form. 3. Implement a comprehensive commercial waste audit program. 4. Develop a comprehensive commercial recycling program plan. The commercial waste audit program is a four phase program involving 1) research; 2) education; 3) technical assistance and 4) follow-up. In Year 2, the County conducted the first phase, which identified specific business types, identified ways to contact business types, and conducted waste audits in cooperation with the franchised haulers. In Year 3, phase two will be focused on educating owners and managers within each business type about waste reduction and recycling opportunities. Phase three will provide technical assistance to set up programs and assist in employee education programs. The final phase will be to provide on-going assistance and motivation for business to expand and improve programs. l 7 i C During the upcoming year, our approach will be to develop a phased commercial recycling program plan that provides education and technical assistance to commercial and institutional establishments so that they can create waste reduction and recycling solutions that meet their specific needs. Program development will define the roles of local governments, haulers, and businesses. Until the roles become defined the County and/or Cities, in cooperation with the local franchised haulers, will provide technical assistance in the form of waste evaluations and develop educational materials for businesses. The local governments and haulers will develop a comprehensive commercial recycling program that will evaluate collection, processing, transportation, and market options. Additionally, local governments will assess the costs to businesses and review impacts of the program on the rates of the service providers and will develop a schedule for the commercial recycling program implementation. The County will work with other agencies on such issues as fair market value and fire safety regulations that impact the ability to provide service. TASK #3 CONSTRUCTION/DEMOLITION RECYCLING AND RECOVERY Goal: By June 1943, require completion of a brief waste disposal/recycling form when a structure is built or demolished. The purpose of the form will be to urge the permittee to explore waste reduction and recovery options. The permittee should identify the disposal and/or recycling facility to be used in order to help assure proper disposal and avoid illegal dumping. Objectives: 1. Identify the point at which educating the construction and demolition community of waste-reduction or recovery options will obtain optimal results. 2. Develop a presentation on waste reduction and recovery options. 3. Develop the process and form that will provide information on waste reduction and recovery options to construction/ demolition contractors and to identify the disposal and/or recycling facility that will be used. 4. Implement the use of the form at the local government level. 5. Propose to Metro that an evaluation be made on the effec- tiveness of the information on the contractors waste disposal pat- terns and quantify, if possible, the results of the waste reduction 8 LMM and recovery options. The County will develop a presentation on solid waste issues and waste reduction and recovery options for the construction communi- ty. The County will make this presentation available to such entities as the Homebuilders Association and other development community organizations to inform them of the waste reduction and recovery options available. The County will develop a brief form to be incorporated by the local governments as part of the permitting process. The form will require the user to identify the disposal and/or the recycling facility to be used in order to ensure proper disposal. Since the goal of the task is to reduce illegal dumping and promote waste reduction and recovery alternatives, an evaluation of the effectiveness of the education and identification of disposal options chosen by the user should be proposed for the following year. TASK #4 BUILDING DESIGN REVIEW Goal: Incorporate into the local governments build- ing design/site plan review process, language that specifies the incorporation of recycling areas in new multi-family, commercial, insti- tutional, and industrial developments. Such recycling areas must provide space and access to facilitate effective recycling on thy: part of the building users and efficient recycling on the part of haulers. Objectives: 1. Facilitate the implementation of the model zoning ordinance language into local governments building design/site review process. One of the tasks for Year 2 was to begin work on language for new construction that would require that new multi-family, commercial, institutional, and industrial developments incorporate recycling areas in the development stage. Metro assumed the responsibility for this task and hired a consulting firm to develop a model zoning ordinance to be available in final form to the local governments by June 30, 1992. Using this model, local governments during the fiscal year 92/93, are to incorporate to the extent possible the intent of the model zoning ordinance into each local building design review/site plan review process. Washington County will work in cooperation with the Cooperative Recycling Program Technical Committee Design Review 9 C Work Group, to facilitate the adoption of the model ordinance within the local jurisdictions. TASK #5 HOME COMPOSTING GOAL: To promote proper home composting to comple- ment other yard debris recycling programs. Objectives: 1. Continue to promote home composting through the use 'of the existing display and educational information. Washington County developed and constructed an educational display called the "Compost Cafe" during Year Two 1991/1992. This display is an interactive learning tool used to educate the general public on the elements of a healthy compost pile. The Compost Cafe is taken to community events where County/City staff explain the importance of properly preparing compost as citizens actually combine nitrogen rich 'green leafy matter with the organic brown (carbon) matter in a peat cup that they take home. In addition, Metro composting brochures are distributed along with a Washington County Cooperative Recycling Program educational brochure listing the location of the Yard Debris Depots located throughout Washington County and explaining the Fee-for-Container Yard Debris Collection service. In the cities of Tualatin, Durham, and Sherwood, specific information on the curbside yard debris collection programs is distributed. TASK #6 HOUSEHOLD HAZARDOUS WASTE Goal: To promote the concept of minimizing the use of products and containers that must be dis- posed of as hazardous waste. Promote the use of Metro's new household hazardous waste disposal facility. Coordinate with Metro to help find appropriate sites for a temporary mobile collection site if needed. Objectives: 1. Develop a display to be used Countywide to inform the public of safer substitutes to using products that become household hazardous waste and incorporating Metro's and DEQ's educational materials into the display. 2. Promote proper disposal of household hazardous waste and containers at Metro's household hazardous waste disposal facility and temporary mobile collection sites. 10 3. Provide coordination between the County, Cities, and Metro, in developing a schedule of appropriate sites for the temporary mobile collection vehicle. 4. Incorporate a component on household hazardous waste into the existing school education program. The Cooperative Recycling Program will incorporate or distribute, as appropriate, the Metro educational brochures on household hazardous waste reduction and proper disposal at community events. throughout the fiscal year 92/93. Currently, the County provides the Metro HHW brochure and the location of the nearest disposal facility to citizens who call requesting information on how to dispose of HHW and where to dispose of the HHW. The brochures developed by Metro can be distributed to each City for use at community events and can be distributed to the local franchised haulers. Washington County will work in coordination with Metro and the Cities of the Cooperative Recycling Program to find appropriate sites within the area for the temporary mobile collection sites. After the site selection, the County will facilitate the promotion of the collection sites and schedules with each City. TASK #7 SUPPORT DEPOTS Goal: Promote the use of recycling depots that accept non-curbside materials or that serve rural communities. Such depots include tempo- rary depots that collect materials such as phone books and Christmas trees. Objectives: 1. Review and evaluate funding mechanisms that support existing depots in rural areas. 2. Promote both permanent depots for all materials and temporary collection depots for materials such as phone books and Christmas trees. Throughout Washington County a number of permanent recycling depots collect curbside and non-curbside items. Washington County will continue to promote those depots through brochures and newsletters. The County will evaluate the need to expand or enhance recycling depot opportunities in both rural and urban areas and assess the costs and benefits. C 1 awm 11 na~a..~,.~ - F i i f { !i! TASK #8 PRECYCLING Goal: To promote th3 concept of minimizing the use of products that are excessively packaged or that are packaged in materials that are not readily collected for recycling in the Metro area. Objectives: 1. Continue.to incorporate into the existing educational programs for both the general public and the schools a precycling component. j The Cooperative Recycling Program has developed a comprehensive educational program to reach citizens throughout the county. The concept of precycling has been addressed through the county-wide direct mail newsletter reaching homes and businesses, and in a two page informational insert in the GTE phone book. Further, the ? school education program teaches children important concepts in 1111 waste reduction. The Cooperative Recycling Program will continue to provide education to citizens that heightens consumer awareness in terms of excessive packaging. TASK #9 MULTI-FAMILY RECYCLING GOAL: To actively support and promote the implemen- tation of recycling systems in multi-family units. Elements of such systems should in- elude prominently placed, readily accessible containers of an acceptable type and quality, training of apartment managers in the effec- tive management of such systems, and promo- tion/education for tenants. Plan a program to offer recycling to all multi-family complexes by fiscal year 1993/1994 such that every unit is served by June 1994. Objectives: 1. Set a target that 60% of the apartment complexes in Washington County within the urban growth boundary will have recycling systems and service by June 30, 1993 and that 100% of the complexes will have recycling systems and services by June 30, 1994. 2. Develop a database of apartment complexes within Washington County. 3. Administer both the container and manager training Grant 12 i Programs. 4. Provide education and technical assistance to complex owners and managers. 5. Evaluate status of recycling at multi-family complexes. 6. Monitor the Department of Environmental. Quality rulemaking session. Washington County currently administers the Multi-family Recycling Container Program., Using data collected from Year 1 and Year 2 of the current program, a goal has been set that 60% of the apartment complexes within the urban growth boundary of Washington County, will have installed adequate recycling containers and be receiving recycling services by June 1993. This leaves the remaining 40% of the complexes to implement on-site recycling by the June 1994 deadline established by Metro. In order to achieve these goals the County will develop a database of all complexes in order to a) develop a communication network to inform property owners/managers of the program requirements and deadline; b) promote the availability of container grant money and educational training sessions and; c) track the number of complexes with recycling systems. The Cooperative Program will continue to receive funding from Metro for the purchase of recycling containers. In addition, funding will be available to provide the training component required by Metro. The County will continue to administer the program by a) allocating on a per unit basis the limited container funds to the hauler or other designated party and; b) coordinating the schedul- ing of training sessions for 'managers /property owners receiving containers from the Cooperative Program. The County administered Multi-Family program will continue to provide education, promotion, and technical assistance. The program will continue to provide tenant education in the form of the how-to-recycle brochures and expand the educational opportuni- ties for tenants by developing a recycling presentation to be available upon request by managers/owners or by haulers. Technical assistance will be available for owners/managers who wish to set-up recycling systems without participating in the grant programs. A handbook has been developed to provide basic start-up information to owners /managers. A series of training sessions will be available throughout the County, with a schedule to be developed in coordination with the Cities. An evaluation of the program will be done to determine the number of complexes that have installed recycling systems, in order that C_ our targeted goal of 60% by June 1993 and 100% by June 1994 can be 13 met. i The County will monitor the 1992 DEQ rulemaking session in terms of changes.in multi-family requirements. 4 TASK #10 BUY RECYCLED GOAL: To expand purchases of recycled materials such as yard debris compost, paper, tires, oil, paint, and building products whenever possi- ble. objectives: 1. Continue to promote the concept of "buy recycled" to the general public. 2. Provide information to local government purchasing agents on legislation pertaining to buying recycled products based on availability. 3. Utilize Metro resources such as the directory of recycled products, the Buy Recycled conference and the "Buy Recycled" display. The County will continue to provide education and promotion to the general public via the established education program using direct mail newsletter, the school education program, and as part of the commercial recycling program. 3 The County will provide information to local governments promoting the purchase of recycled products when possible. TASK #11 ASSESS VIABILITY OF NEW CURBSIDE MATERIALS GOAL: Include additional materials in curbside collection programs as warranted by volumes of material available, technical and economic feasibility of collection, and adequacy of markets. Objectives: 1. Evaluate the addition of scrap paper, plastic milk jugs, and yard debris to the curbside program. The County and Cities, in response to the demand from the rate payers, will assess the addition of scrap paper, plastic milk jugs, and yard debris to the curbside program. The evaluation will include a market assessment, the volume of material available, and r' collection issues. 14 TASK #12 RECORD RECYCLING TONNAGES GOAL: To monitor and record recycling tonnages and participa- tion in such a way that the data can be used to evaluate the effectiveness of recycling and waste reduction programs. 1. Continue to collect monthly recycling tonnages from the local franchised haulers. 2. Monitor the outcome of the DEQ committee established to determine a method for local governments to report waste reduction numbers in a standardized form statewide. The County will continue to report to Metro for the local jurisdic- tions and monitor any changes resulting from the DEQ committee recommendations. TASK #13 FUNDING OPTIONS FOR YEAR 4 GOAL: To identify alternative funding sources to continue the Washington County Cooperative Recycling Program for Year 4. Objective: 1. Develop a funding mechanism to support the Cooperative Program, independent of the Metro Challenge Grant. Waste reduction revenue requirements have been met through a combination of Metro Challenge Grant funds and franchise fees for the first three years of the Five Year Solid Waste Reduction Work Plan. Metro Challenge Grant funding levels decreased 20% the second year and have decreased by 6% for year 3. Funding for years 4 and 5 have not yet been determined although, originally, funding from Metro was to be reduced to zero by the end of year 5. Members of the Cooperative Recycling should review the need to develop alternative funding mechanisms by the end of Year 3: Task #14 Fourth Year Work Plan Goal: To write and submit Year Four Work Plan on time. Participating jurisdictions will develop and recommend program revenue requirements for the 1993-1994 fiscal year. The jurisdic- tions will utilize the Metro work tasks, but may employ alterna- tives, dependent upon the level of revenue available from Metro for the next fiscal year, customer demand within the Wasteshed and 15 solid waste reduction trends. SEVERABILITY: Funding and implementation of this plan are based on cooperation of eleven separate local governments. It is the intent of this plan to address the 'specific concerns of each of those jurisdictions in reaching a consensus in providing waste reduction and recycling programs to citizens. The Washington County Wasteshed Technical Committee produced an effective and efficient plan for all participating jurisdictions to adopt that would provide a consistent program for the franchise haulers to implement and for the public to use. The individual local governments have the discretion to adopt or not adopt this plan. The plan will be fully implemented by the local governments that do adopt it, as indicated on the attached signature page. Adoption of this plan requires participation in the separate enabling intergovernmental agreement. If a local government does not adopt this plan, it will be responsible for developing and implementing their own waste reduction work plan. i i S i I 16 i i COUNCIL AGENDA ITEM -i CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: August 11, 1992 DATE SUBMITTED: ISSUE/AGENDA TITLE: Release of PREVIOUS ACTION: _temporary sewer easements PREPARED BY: City Engineer j DEPT HEAD OK CITY ADMIN OK REQUESTED BY: Landmark Ford ! ISSUE BEFORE THE COUNCIL Formal release of the City's interest in temporary sewer construction easements. STAFF RECOMMENDATION Approve the attached resolution. i INFORMATION SUMMARY In 1986 and 1987, some temporary easements were granted to the City to allow construction of a sanitary sewer line across property now owned by Landmark Ford. The documents provided that the City would formally release its interest in the temporary easements upon completion of construction. Construction was completed several years ago. The property owners have requested that the City formally release these temporary easements. ( Permanent easements for repair and maintenance of the sewer were recorded on separate documents and will remain. The attached resolution will authorize signing of the formal release documents as provided in the original easement documents. PROPOSED ALTERNATIVES FISCAL NOTES rw/ford-sum COUNCIL AGENDA ITEM q,5 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: August 11, 1992 DATE SUBMITTED: ISSUE/AGENDA TITLE: PREVIOUS ACTION: Purchase of Used Motor Grader PREPARED BY: K. Kaatz DEPT HEAD ITY ADMIN OK REQUESTED BY: Bob Whi ISSUE BEFORE THE COUNCIL Shall the City of Tigard purchase a used motor grader for street maintenance. STAFF RECOMMENDATION Staff recommends that the used motor grader currently being leased from Washington County be purchased by exercising the purchase option in the lease agreement between the City and the County. INFORMATION SUMMARY The City has had a 1952 Caterpillar motor grader for many years. This machine was used for rock street maintenance and shoulder maintenance up until last year when it was determined to be unsafe and ineffective for City operations. In December 1991, the City entered into a lease agreement with Washington County to lease on a monthly basis a 1981 John Deere 670A motor grader that had been replaced and surplused by the County. The agreement included monthly lease payments of $1,250 and an option to purchase the machine at $32,000. In addition, if the City exercises the purchase option, 80% of all lease payments will be credited to the purchase price. Therefore, at the end of August, the purchase will cost the City $25,000. The machine is in very good shape and has performed well for the City during the lease period. Following the City's purchasing rules related to used equipment, we obtained several quotes from heavy equipment dealers on similar machines and received the following: Halton Company 1984 Caterpillar 120G $74,900 Pape' Bros., Inc. 1984 Caterpillar 120G $66,500 Hessell 1992 John Deere 5708 $73,476 It appears that the machine currently leased from the County is the appropriate one to buy given its price and the fact that it has been used for more than seven months by the City and appears to be in good condition. Given its current condition, the used machine is expected to last at least 15 years. Him PROPOSED ALTERNATIVES 1. Purchase the motor grader currently leased from Washington County. 2. Purchase or lease a new motor grader. 3. Do nothing. FISCAL NOTES 1. 1992/93 adopted budget included $30,000 for purchase of a used grader. 2. New graders can be lease/purchased, however, annual payments would be $14,000 to $24,000 over a period up to six years. Given the relatively light use of the grader by the City, the purchase of a new grader does not seem necessary. 3. The lease agreement with the County expires August 31, 1992. It is not clear what the availability of the machine will be after that date. 12 now COUNCIL AGENDA ITEM 5 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM! SUMMARY AGENDA OF: August 11, 1992 DATE SUBMITTED: July 24, 1992 ISSUE/AGENDA TI LE: 99W Improvements PREVIOUS ACTION: None ,on PREPARED BY: Ed Murphy DEPT HEAD O CITY ADMIN OK REQUESTED BY: U ISSUE BEFORE THE COUNCIL What improvements to 99W and Hall Boulevard should the City Council recommend to the Oregon Department of Transportation? STAFF RECOMMENDATION It is recommended that the Council follow the recommendation of the 99W Task Force, which was to widen Hall Boulevard on both approaches to 99W, and to install a barrier on 99W restricting left turns, concurrent with improved access to Warner from Hall and to Park 217 from the freeway on-ramp. INFORMATION SUMMARY The 99W Task Force was formed by the City Council on May 7, 1991. One of their objectives was to review alternative methods of improving the capacity and safety of 99W, particularly between Highway 217 and Greenburg. After several meetings to review and discuss technical information, and after hearing from the surrounding property owners and merchants, the Task Force made its recommendation at its July 16, 1992 meeting. Attached is a staff report, along with minutes from the last 99W Task Force meeting, and relevant documents submitted by interested parties. (All the background information is available should Council members wish to review it). The staff recommendation to the Task Force was a little different than what the Task Force- is recommending- to the City Council, as staff recommended against the new access road into Park 217 off the freeway southbound on-ramp, and also the Task Force was clear that they preferred any widening cf Hall at the south side of 99W be on the west side (Nine-T-Nine Towing side) instead of the east"side (Russ Chevrolet side). PROPOSED ALTERNATIVES Recommend to ODOT that they: 1. Construct no improvements at al.i to 99W, or at least not until a longer range plan for 99W is undertaken and completed. 2. Construct all of the improvements suggested by the Task Force except for the new access road into Park 217. 3. Construct all the improvements recommended by the Task Force, including a new access road into Park 217. 4. Construct more extensive improvements to 99W, including widening 99W and adding bikelanes and sidewalks. FISCAL NOTES - The entire project is projected to cost about $700,000. No funding has been identified, but it is expected that much of the needed funds would eventually come from the Highway Division. The new access road into Park 217 is expected to be substantially financed by the owners of those properties. Use of City low fflft funds is not anticipated for this projects, but is a possibility. em/99u.cc R. , ~ a t 99W TASK FORCE MINUTES JULY 16, 1992 1. Meeting was called to order at 7:07 PM. 2. ROLL CALL q Present: Clark, Deuth, Gervais, Cook, Holland, Reilly and Schweitz. Also Present: City Staff: Ed Murphy, Community Development Director, Randy Wooley, City Engineer, Carol Landsman, Senior Planner, Ellen Fox, Task Force Secretary. ODOT: Ted Keasey and Bill Ciz 3. INTRODUCTIONS Clark welcomed everyone and asked the members of the audience to introduce themselves. - 4. PROPOSED INTERIM IMPROVEMENTS • City Engineer Randy Wooley referred to the staff report which was in the meeting packets. He discussed the policy implications and financial considerations and how - these influenced staff's recommendations. He advised that staff was recommending that the Task Force recommend to City Council the following two projects be done: 1. Add additional turning lanes on Hall Boulevard, and 2. Install median barrier on 99W, without restriping or widening, 99W. City Engineer pointed out that the improvements to Hall would improve the capacity of the intersection, but he said widening east side of Hall north of 99W did not seem cost effective. He noted that improvements to this intersection would tie in with improvements done in the future. He estimated the total cost would be approximately $700,000. Regarding the median barrier, he advised this improvement would address safety concerns and improve capacity. There was discussion regarding widening Hall Boulevard, which side to widen, and alignment of hall on both sides of 99W. t 99W TASK FORCE MEETING MINUTES - JULY 16, 1992 PAGE 1 i r r `z t Ted Keasey from Oregon Department of Transportation (ODOT) discussed the economics of the various plans. • City Engineer clarified staff's concerns about constructing an alternative access into Park 217 from the southbound on-ramp to Hwy. 217. He added there did not seem to be a real need for this, as the U-turns would off-set left turn limitations brought about by the median barrier on 99W. Discussion followed regarding the use of directional signs to help direct customers to Park 217. • Ernie Munch spoke on--behalf of Park 217 businesses stating they would fund a substantial portion of the improvement if the proposed alternative access were built. He advised they would be willing to fund at least 51 percent of the project, and that they may request to fund construction through a Local Improvement District (LID). Discussion followed concerning the length of time it would take for preliminary plans and final engineering plans. • Jim Nicoli spoke in favor of improving Warner and having it tie to Hall, and creating the new access to Park 217. He pointed out it is important to ensure that Park 217 remains a healthy and thriving area. • Ann Sylvester, Project Manager with Kimley-Horn and C Associates, Inc., spoke in favor of the alternative access to Park 217. She discussed Wayne Kittleson's proposed alternative design for the intersection of Highway 99 and Garden Place, pointing out aspects which she said were unfavorable. • Steve Roos of Russ Chevrolet expressed his opposition to the widening of Hall Boulevard on the east side. Discussion followed regarding last meeting's comments about widening Hall. There was further discussion concerning the flow of traffic and level of service, with Ted Keasey advising that ODOT was planning to look at the possibility of timing the signals to help improve the flow. He said this would bring the level of service from an "E" level up to a "D" level. { • Bill Ciz of ODOT talked about interchange policies and Access Oregon Highways policies. He said the policies are still in draft stages and will be formalized statewide. He answered questions about signs on Hwy. 217 and 99W. • Walt Mulby, Chief Operations Officer of Smith's Home Furnishings, advised the Committee that location was the C most important factor, along with good access, in 99W TASK FORCE bMETiNG MINUTES - JULY 16, 1992 PAGE 2 3 OEM _ K f l t C selecting a business site and maintaining a thriving business. He encouraged the Committee to give consideration to the proposed alternative access to Park 1 217. Schweitz moved and Cook seconded to eliminate the additional turn lanes on the north and south sides of Hail Boulevard from the project. Discussion followed regarding the traffic congestion at Hall and 99W and the benefit and impact of the turn lanes. Motion failed with 2 voting in favor and 5 opposed. Deuth moved and Cook seconded to (1) construct additional turn lanes on Hall Blvd., both to the north and south of 99W, with the widening south of 99W occurring on the west side, rather than the east side of Hall Blvd., and (2) install barrier on 99W without restriping or widening 99W, and in addition, „ include the alternative access road to Park 217 as proposed by Ernie Munch. Motion passed by unanimous vote of Committee members present: 7 to 0 in favor. • There was discussion concerning the next city council meeting on August 11, 1992. Clark encouraged all interested people to attend, and he requested Ernie Munch and ODOT representative to provide as much information as possible. 5. SUBAREA ANALYSIS City Engineer spoke about the need for a larger area analysis to study how the adjoining roads 'related to 991W. He explained a proposal to initiate a study to define the area and to involve Metro and. ODOT in the process. He provided maps of the proposed study area. Holland suggested that Bull Mountain Road and Scholls Ferry Road be 'included in proposed sub-study. City Engineer clarified they were trying to define the roads connecting 99W and 1-5. • Reilly moved and Schweitz seconded to recommend to City council that this study be done. Motion passed by unanimous vote of Committee members present: 7-0 in favor. ADJOURNMENT - 8:55 PM br/99N716.min 99W TASK FORCE MEETING MINUTES - JULY 16, 1992 PAGE 3 "'t 11 01 IlWQ MEMORANDUM CITY OF TIGARD, OREGON TO: 99W Task Force FROM: Ed Murphy, Community Development Directo DATE: July 9, 1992 SUBJECT: Interim Improvements for 99W 1. OVERVIEW A. Summary - What improvements to 99W, if any, should the 99W Task Force recommend to the City Council and the Oregon Department of Transportation? This memo presents a staff recommendation to the 99W Task Force. B. Policy Implications - In terms of widening on Hall Blvd., there are no particular policy implications, although there are clearly impacts to businesses and financial considerations. In terms of restricting left-hand turns by adding a median barrier, there are policy questions regarding the real or perceived impact to adjoining businesses, as well as the extent to which the City or the State should go in order to provide additional access to these businesses. C. Financial Implications - The total cost of the project being recommended by staff is approximately $700,000. Although not a certainty, it is expected that the Oregon Department of Transportation will contribute the majority of these funds. C. Recommendations - It is recommended that the 99W Task Force recommend to the City Council the following: 1. Add additional turning lanes on Hall Blvd., on both the north and south approaches to 99W. As an alternative to widening Hall south of 99W only on the east side (adjoining Russ Chevrolet), request that ODOT seriously consider some widening on both sides, or widening only on the west side (adjoining Nine-T-Nine Towing Service Station). 2. Eventually, install a barrier on 99W, without restriping or widening 99W. However, do not install this barrier until better signage for Park 217 is installed, and alternative access to Warner from Hall Blvd. is constructed. When the barrier is installed, allow U-Turns for southbound 99W traffic at Hall Blvd. IBM Page 1 s 4 r lig TI. ANALYSIS A. Background - After listening to the comments received prior to and at the public workshop held by the 99W Task Force on June 25, 1992, the City and ODOT staff met to consider alternatives and recommendations. Included in that discussion were options of "doing nothing" at this time, as well as doing everything that had been proposed, including construction of a new street in Park 217 from the Highway 217 southbound on-ramp. The pros and cons of "doing nothing" seem to include the following: "DO NOTHING" OPTION Pros - • Any proposed project could be tied more closely into a longer range conceptual plan, if and when such a plan is developed. • The funding criteria may change, with the implementation of state and regional policies and regulations. • There would be no adverse impact on the adjoining businesses from the construction project. Cons - • To some extent, traffic experiencing difficulty in this area may avoid this section of the City and use other streets such as Durham, Bonita, McDonald, Pfaffle, Oak and other streets instead. • Funding may be more restrictive in the future than it is already. • The safety concerns related to, this stretch of highway would not be addressed. • The City and ODOT might eventually have to go through this whole process again, with the probability of reaching basically the same conclusion. on the other hand, staff looked at "doing everything", which basically means those improvements that were identified at the public meeting. The pros and cons of "doing everything" would seem to be the following: Page 2 i 1 ll~lj~ 1111,171 IT' IIIINIIII "DO EVERYTHING" OPTION C Pros - • Safety and capacity would both be improved. • ODOT is apparently supportive of most of the projects, with some notable exceptions. • There is generally support from the business community for the full project, again with some notable exceptions. Cons - • The proposed new road splitting off from the 217 entrance ramp conflicts with ODOT policy. In addition, it could interfere with possible future ramp metering, or possible future widening of Highway 217, or with the "collector/distributor" road system as proposed by Wayne Kittlcson. • The proposed new street in Park 217 would not meet City standards for a public street, (although admittedly, the proposed design is conceptual, and there may be design alternatives that would be acceptable to the City.) • If the proposed new street into Park 217 was a private street, there would likely be even more C_ opposition from the Oregon Department of Transportation from a policy standpoint. • The proposed road coming off the freeway ramp would increase congestion at the 99W intersection with the 217 ramps. • Narrowing of the lanes on 99W would not meet ODOT's standards for lane width. • There would be no bike lane in either direction on 99W. • There would be an impact on Russ Chevrolet in terms of their display area from widening Hall Blvd. south of 99W. • There would be a loss of parking in the Tigard Plaza parking lot from widening Hall Blvd. on the north side of 99W. • The construction of access to Warner would appear to be a relatively large cost with a relatively ,Page 3 I I I '-7 4 i f small benefit from the standpoint of the Oregon Department of Transportation. Other options were then looked at, including adding a "protected left turn pocket" on 99W leading into Garden Place; (see letter from Wayne Kittleson dated July 3, 1992), extending the proposed new road into Park 217 as a public street further to the south; moving some of the improvements on Hall south of 99W more to the west, where Nine-T-Nine Towing Service Station is located; looking at r Warner Avenue as a through street instead of as a cul-de- sac; and finally, just improving Hall Blvd., with no improvements to 99W. Some of these ideas have been incorporated into what is now the staff recommendation to the Task Force. RECOMMENDATION The recommendation includes adding turn lanes on Hall Blvd., for both northbound and southbound traffic. Although this project could be very much like what was illustrated at the public meeting, staff feels there is merit to the suggestion of moving the widening project more to the west on the south side of 99W, i.e., adding the turn lanes on the Nine-T-Nine Towing side of Hall Blvd., rather than on the Russ Chevrolet side. At this point, it is uncertain as to what the pros and cons of that idea are, but certainly cost would be one issue, as well as the potential for redevelopment of the southwest corner of 99W and Hall. At this point, staff is suggesting that ODOT seriously consider that option, but the specific decision does not have to be made at this time. 9 As far as constructing alternative access into Park 217 from the southbound on-ramp goes, as much as staff is supportive of the general concept, there appears to be too many factors which weigh against that option for staff to recommend it. Besides the concerns raised above regarding the physical aspects of the proposal, the staff is not convinced that restricting "left hand turns at Garden Place would significantly reduce the customer traffic to Park 217 - particularly if a U-Turn was allowed, and if the signage was significantly improved. Regarding the barrier on 99W, it is recommended that it be installed eventually, but without the restriping (which means that a bicycle lane is retained), and that such a barrier be installed only after signage for Park 217 is improved and further that alternative access to Warner Avenue from Hall Blvd. is constructed. Page 4 i It should be noted also that staff is suggesting that the project be split into at least two parts, with the first part being the improvements to Hall Blvd., and the second part being the installation of a barrier on 99W and related improvements. It appears that addition of the turn lanes on Hall will bring the intersection capacity into balance with the adjoining intersections. It also appears likely that the turn lanes would be needed as a part of any long-term plan that may be developed for 99W. B. Alternatives Considered - The Task Force has several options in terms of a recommendation to the City Council: 1. Propose a project along the lines of the one proposed by the staff as described above. 2. Propose that no "interim" project is constructed at all, and that the idea be held until a long term transportation, design and economic development plan is completed. 3. Propose that the interim project include the construction of an alternative access into Park 217 along the lines as proposed by Ernie Munch. s fi 4. Request that the staff review and analyze other proposals not yet considered. a C. Conclusions - There are projects that could be undertaken j on Pacific Hwy. and Hall Blvd. that are achievable in terms of potential financing, and that would improve the safety and reduce congestion, without unduly harming the businesses in the general area. Those businesses that are directly impacted would be compensated for that impact when and if ODOT acquires necessary property. On the whole, it appears to staff that it is better to do something rather than do nothing, and to try to do everything that has been proposed runs into difficult policy and physical' constraints. Therefore, staff is j recommending what they believe to be a viable option in i concept, with design details to be worked out if and when i funding becomes available. i i { br/99Report 3 s l , Page 5 C }i t -I i MINI 1, 11K 99W TASK FORCE MINUTES JUNE 25, 1992 1. Meeting was called to order at 7:05 PM. ' 2. ROLL CALL Present: Clark, Deuth, Jervais in place of Eddy, Edwards, Hawley, Holland, Moore, Reilly, Schwartz, Schweitz, and Hopkins. Also Present: City Staff: Community Development Director Ed Murphy, City Engineer Randy Wooley, Task Force Secretary Ellen Fox. ODOT: Ted Keasey 3. INTRODUCTIONS Clark welcomed everyone and asked the members of the audience to introduce themselves. 4. PRESENTATION OF THE PROPOSED PROJECT o City Engineer Randy Wooley provided an overview of the current status of 99W including daily traffic volumes and accident rates. He talked about the short-term and long-team planning and funding. Regarding the proposed projects under consideration, he advised that any of the projects could be chosen or rejected. He explained there were two major types of improvements: 1) projects aimed at improving safety; and 2) projects to improve capacity. He noted that there was sometimes an overlap, as some projects tended to influence both types of improvement. City Engineer described the projects and their benefits. These projects included: a median barrier curb on 99W from Hwy 217 ramps to Hall Boulevard; Warner Avenue cul de sac; restriping on 99W which would result in 6 lanes total; and added turn lanes at Hall and 99W. He provided cost information for each of the projects. o Ernie Munch, representing Speaker Partnership, stated he is a transportation planner hired by Park 217. He handed out copies of a report describing Park 217 with details of the size, occupancy rate, and tenants. He noted that there are 681 people employed there currently. Mr. Munch explained why a raised median would be disasterous for the businesses at Park 217. The main concern was that access would be limited. He described a frontage road project proposed to connect Garden Place with the ramp to Highway 217. He showed aerial photographs of the site. He provided details about peak hour analysis and accident rates for this type of a connection, including comparisons with statistics from other similar frontage roads. 99W TASK FORCE MEETING MINUTES - JUNE 25, 1992 PAGE I Q to f o Ted Keasey of Oregon Department of Transportation (ODOT) talked about the funding for projects and the acquisition of property. He noted that the 6-year plan has been completed for this area, and he said there is no funding identified for the proposed projects. He said it was possible that some shifting of approved projects may occur which would OEM make it possible within 2 or 3 years to work on these projects if funding can be found. He explained the process for acquisition of property; and he provided brochures on relocation of properties and acquisition procedures. He discussed the proposed frontage road at Park 217 and explained ODOT's viewpoint regarding protecting integrity of the freeways. o Mayor Jerry Edwards commented on the letter the City sent to Metro and the lack of funding available. Discussion followed regarding Metro projects and the tight competition for funding. 5. COMMENTS FROM THE PUBLIC ! o Clark clarified the purpose for the Task Force and he asked for comments from the public. o Gary Barrett, 11959 SW Garden Place, Tigard, asked for details about signage. He expressed concern that access to Park 217 would be limited. Community Development Director Ed Murphy answered questions regarding state and City requirements and mentioned the variance process. o Don Watkins of Smith's Home Furnishings asked Ted Keasey about the proposed widening of 99W. Mr. Keasey discussed this plan which is being studied for the whole corridor; however, he said there are no plans on the table at this time. o Steve Roos of Russ Chevrolet expressed concern about losing square footage from their main display area. There was discussion regarding the amount of space lost with various improvements. RECESS - 8:00 PM RECONVENE - 8:10 PM o Jim Nicoli, PO Box 23784, Tigard, expressed concern that the proposed improvements would result in a bottleneck at Greenburg Road. City Engineer explained that capacity would be improved at Greenburg Road. o There was discussion as to whether Warner Street should be allowed access to 99W. Discussion followed regarding the options. o John McQuillan, III, 11520 SW Fairview, Tigard, said he was uncertain if there was any bike traffic to consider; and City Engineer advised that Regional State Planning required that bike and pedestrian standards be met. 99W TASK FORCE MEETING MINUTES - JUNE 25, 1992 PAGE 2 i i f Nig o Hal Fitzke, 12100 SW Garden Place, was also concerned about maintaining sufficient access into Park 217. o Clark read a letter received from Mike Stevenson of B and B Litho expressing concern about lack of planning in which he requested that the City take a leadership role with regards to transportation. He noted there needed to be access from Murray Road to 99W. o Larry Bissett advised that the Tigard Chamber of Commerce resolution supports an area analysis or study to look at alternatives to widening 99W, looking at other routes to improve traffic. He requested that the Task Force support that type of study. o There was further discussion of traffic volumes; and John McQuillan suggested that the proposed frontage road connection at Park 217 would improve safety along 99W. Discussion followed concerning the percentages of through traffic and the purpose for putting in a median. Ed Munch verified that their traffic study indicated the proposed frontage road would eliminate accidents. o Joe Schweitz, 11020 SW Cottonwood, Tigard, pointed out that improved traffic flow is important as it will encourage people to come to Tigard. o Wendy Hawley, 14790 SW 79th, Tigard, asked if it was possible for the Committee to put together a plan to forward to Metro to get funding. Ted Keasey explained that the 6 -year plan is updated every 2 years. City Engineer said the new plan process will begin 6 months from now: and if there is a plan, this will put Tigard in a better position among the competition for funding. o There was further discussion concerning each of the proposed projects with the businesses in Park 217 opposed to having a median if there is not an alternative access connection to Park 217. o Craig Hopkins, 7430 SW Varus, Tigard, favored having legal U-turn points along 99W to add a little flexibility. Ron Holland agreed with this. Discussion followed regarding a Hunziker connection. o Regarding the 20 feet to be added to Hall Boulevard for right turn lane and bike path, Don Watkins and Steve Roos were opposed to this project. Todd Mains with Flowers by Donna agreed with this. o There was discussion concerning traffic cutting through Warner to Hall from 99W. There was strong support for the Warner project. 6. SUMMARY AND WRAP UP o In summarizing the comments and concerns, Clark noted that there was support for the median if an alternative access could be built to Park 217, He said there was no support for the Hall northbound right turn lane. He advised there was strong support for the Warner project. 99W TASK FORCE MEETING MINUTES - JUNE 25, 1992 PAGE 3 C . o Neil Handyside, Ch2M Hill, discussed the Kittleson proposal for the ' Darmouth extension. He provided information about cost and compared different options and the cost for each. He handed out information about this proposal. ADJOURNMENT - 9:15 PM - 99W TASK FORCE MEETING MINUTES - JUNE 25, 1992 PAGE 4 • r .2 j RECEIVED J J L ? 1992 a 2 July 24, 1992 DEPARTMENT OF TRANSPORTATION HIGHWAY DIVISION Ernest R. Munch Region 1 Architect Urban Planner FILE CODE: 111 S.W. Oak Street, Suite 300 Portland, Oregon 97204 My staff has recently briefed me on your proposal to the 99W Task Force and I have reviewed your letter of July 30, 1992 to ODOT and the City of Tigard staffs. I feel it is important to address your proposal I at our system policy level and then to take that context into your 9 project proposal. The 99W Task Force was formed by the City of Tigard to find solutions to traffic congestion on 99W. The task force is an outgrowth of local opposition to the Pfaffle to Commercial six-lane widening project on 99W. This widening project was advanced to ODOT as the Portland region's number one priority highway project from the RTP and Tigard's Transportation Plan. The committee chose first to focus on interim improvements on 99W between OR 217 and Greenburg Road to alleviate current congestion before looking at larger 99W improvements. This effort focused on the 99W/Hall Boulevard intersection. ODOT's 1991 Oregon Highway Plan classifies 99W as an Access Oregon Highway of statewide importance and OR 217 as an access controlled highway of regional importance. OR 217 is a fully access controlled facility where egress and ingress is controlled by one-way ramps at interchanges. The sole purpose of these ramps is access to and from the mainline of Highway 217. ODOT's policy is that no access to city streets, county roads, or private development will be allowed off of interchange access ramps. This policy has been and is recognized by cities and counties throughout the state to preserve the integrity of the state highway system. AASHTO recognized this standard as vital to reduce conflicts and to maintain safe and efficient freeway operations. The long-time policy has been strengthened with 9002 SE McLoughlin Milwaukie, OR 97222 (503) 653-3090 734-1850 (Rev. 3-91) P FAX (503) 653-3267 I ~ T i renewed emphasis on protecting the highway infrastructure through access control measures. Therefore, no design solution utilizing an interchange ramp for access to public or private development will be acceptable to ODOT. My staff met with you on July 16, 1992 presenting this same policy discussion along with project level consideration regarding your proposal. Our position was clearly stated at that time. A copy of our meeting notes are attached for your review. The City of Tigard staff report recommendation to the 99W Task Force and our design represents a good workable solution for interim improvements to 99W That solution includes widening of Hall Boulevard at 99W to include additional turning lanes onto 99W and a median, with additional signage, between OR 217 and Ha11. Boulevard. We are committed to continue its involvement with the task force to find solutions to the problems on 99W, but our commitment is equally strong to not create future problems where they do not exist today. Donald R. A am , P.E. Region 1 Engineer I I DRA:BC:po cc: Don Forbes Bill Anhorn 99W Task Force Randy Wooley 'Ed Murphy Michal Wert Ted Keasey Bill Ciz Glen Groden, President, Smiths Home Furnishings Walt Mulvey, Chief Operating Office, Smith Home Furnishings Rick Gervais, Spieker Partners 3 Ann Sylvester, Basmaciyan/Kimley-Horn C emda0721c i Jr._ ,a f TO: File July 21, 1992 FROM: Dennis J. Mitchell Transportation Analysis Engineer SUBJECT: New Access Proposed for Park 217 99W Interchange on 217 On July 16th Mike Wert, Ted Keasey, Lidwien Rahman and myself met with Ernie Munch to discuss a new access proposal for Park 217 and Smith's Home Furnishings. s The proposal consisted of providing a public one way street from the 217 southbound on-ramp from 99W to Park 217. This proposal was precipitated by a possible change in access pattern if a median barrier was constructed on 99W between the junction of the 217 southbound ramps and Hall Boulevard. This project is not funded for construction in ODOT's current Six Year Transportation Improvement Program. Concerns raised during this discussion included: 1. The non-standard ramp configuration and proximity to the ramp junction would create driver confusion. 2. The slower speeds on this access road would impede traffic accelerating onto the on-ramp. This difference in speeds would also. raise a safety concern. y s i 3. This configuration is the opposite of tradition connections between frontage roads and ramps. Instead of a ramp taking off from a frontage road this configuration would have a frontage road taking off from a ramp. This condition is contrary to normal driver expectation. 4. This configuration could limit future upgrading alternatives for a possible 217 widening or interchange improvement. 5. 217 is a controlled access facility and 99W is an Access Oregon Highway. Department policy requires protection of these important transportation facilities for through traffic movement s over immediate access. 6: This proposal is essentially a new access into a private development. i 7. This interchange is scheduled for ramp metering. This proposal would connect in the middle of the storage area for the meter, thus adding to driver confusion and safety concerns. i I .w ON I! e.~ 9 r 't ;3 1 3 8. This proposal is contrary to the draft interchange policy for 5 C freeway interchanges. 9. This proposal would require a design exception. Mike Wert stated that the department's position on this would be to not support it and that it would be unlikely that a design exception could be approved. The- department agreed to review the technical concerns further for clarification and to provide information on the process of a design exception. DM C J i S 1 i C f t /j / 5J July 20, 1992 CI 'OF TIGARD s Milton O. Brown OREGON Tigard Plaza Administrative Office 301 NW Murray Road Portland, OR 97229 Re: 99W Task Force s This letter is in response to your letter of July 14th, which was • received July 17th. Enclosed for your information are copies of previous letters sent to property owners. Letters for Tigard Plaza were sent to Tigard Properties Inc., the owner name shown on the County Assessor's records. Also enclosed is a•copy of a drawing showing street* improvements which the 99W Task Force considered on June 25th and July 16th. On July 16th, the Task Force voted to recommend two projects. The first project is the widening of Hall Boulevard on both approaches to 99W. The widening along the Tigard Plaza frontage would be generally as shown on the enclosed drawing. The second project would involve the installation of a median barrier along. 99W, combined with construction of new access to Warner Avenue and to the Park 217 development. The Task Force is scheduled to present its recommendations to the City Council on August 11th. The Council will then decide what projects to recommend to the State Highway Division. Funding is not currently available for these projects; therefore, a construction schedule is not-known. -If the Council agrees with the recommendations of the Task Force, we would expect to lobby the State to fund these projects during the next five years. 9 r Please contact either me or Ed Murphy if you need additional information. Sincerely, s Randall R. Wooley City Engineer i rw/brown f 1 i 13125 SV-1 Hall Blvd, P.O. Box 23397, Tigard, Oregon 97223 (503) 6539-4171 ,i ~ r +C F TIGARD PLAZA ADMINISTRATIVE OFFICE 301 NW MURRAY ROAD PORTLAND, OREGON 97229 (503) 643-5756 t July 14, 1992 D n ( q~ LL= U Jttl 1 7 1992 City of Tigard CITY OF TIGARD 13125 SW Hall Blvd. PO Box 23397 Tigard, OR 97223 RE: TIGARD PLAZA, 11945 SW PACIFIC HWY., TIGARD, OR Gentlemen: I received some preliminary information regarding the proposed taking of part of the frontage at Tigard Plaza. As you know, we need all the parking that we have. Any removal of property or removal of any of the access to the property would be extremely detrimental to the remainder of the property. It is impossible for us to determine exactly what you have in mind in the preliminary proposal, but when you do have more concrete information so we can determine exactly how much land you intend to take and what the final result will be as far as you are concerned, it would be appreciated if you would so notify my office. It would be appreciated if you would forward to my office any other plans or proposals that you are considering. Thank you very much. Very truly yours, Mil MOB/mr cc: Carol McDonald Carlene Galloway tigard\1tr\city.714 i n 'r /j O i SAFEWAYIN • ul 16, 1992 y CONSTRUCnON DEPT. P.O. BOX 1564 JUL 2 0 1992 CL.ACKAMAS, OR 97015 CITY OF .TIGARD 99W Task Force c/o Randy Wooley, Engineer City of Tigard 13125 S. W. Hall Blvd. Tigard, OR 97223 Safeway Store #383 Tigard, Oregon Dear 99W Task Force: We are writing to express our concerns with the proposed improvements at the Pacific Highway - Hall Boulevard intersection. Is is our understanding that the proposal involves the acquisition of about twenty feet for right-of-way on the west side of Hall Boulevard in order to provide a separate lane for right hand turns onto Pacific Highway. As an anchor tenant in Tigard Plaza, Safeway is concerned about the loss of a significant number of parking spaces and about the disposition of the southern access from Hall Boulevard into the shopping center. Adequate parking and access are both essential for the viable operation of the Safeway store,; which has served the Tigard community for over fifteen years. We consider losses in parking and access as causing a negative impact on our business. We appreciate having the opportunity for input and urge you to consider Safeway's concerns in your recommendation to the city council. Very truly yours, SAFEWAY INC. Diane Schneider Real Estate Representative DS:dd (0263d) cc: Jon Fredin for Rick Webb Milton 0. Brown, Tigard Plaza i l g I t? (1 Recycled Paper p JUL-20-1992 15:35 FROM ERNEST MUNCH ARCHITECT TO 6847297 P.01 ERNEST R. MMCK ARCf111BGT URRANP1 Ve*R 111 S.W. OAK STREET, SUrM 300 PORTLAM OREGON 97204 PHONE. (503) 221-1282 FAX: 224-7931 July 20, 1992 Ms. Mike Wert, Project Development Manager BY PAX Mr. William P. Ciz, Pr cdect Coordinator Oregon Department of 7.1ansportation 9002 S.E McLoughlin Blvd. Milwaulde, Oregon 97222 Mr. FWward Murphy, Community Development DirectOr Mr_ Randall R. Wooley, Traffic Fngi = P.O. Box 23397Tigard, Oregon 97223 Dear Ms. West and Messers. Ciz, Murphy and Wooley: During their June 25th meeting, the Tigard 99W Task Force requested that Smith's Home Furnishings and Spieler Partners express their interest in m icapating in the funding of the proposed frontage road along Highway 217 which would allow improved access to Park 217 from 99W. During the July 15th 'Mask Force meeting, Spieker/Smith's reported that they would be willing to fund a substantial amount of the construction costs, something above 50%, depending on the final cost of the pn project and its benefit to Highway 99W. Additionally, Spite/Smith's will design the facility, at their sole expense, on the following conditions: 1) City and ODOT staffs will participate in a good faith effort to design a workable solution, and 2) that City and ODOT staffs fast define their specific concerns so that they can be addressed by the designers. 71nough their unaniaaous action on July 16th, the Task Force recommended to City Council that the proposed access be included in a 99W project, and requested that the City and ODOT staffs and Spleker/Smith's pursue the design on the above basis, reporting back to City Council on August 11th. Spieler/S mitFs will begin preliminary design with available information and the concerns expressed in the staff report by City of Tigard staff dated July 9, 1992. We request that the City and State list any additional specific concerns and compile necessary data as soon as possible. I pi: se that we meet at 9:30 AM, Monday, July 27th, in Tigard to review the data and conmras, and then again on August 3rd and 10th to review the design If that is not a convcntient tinie, please contact ate at 224-1282. r~ i JL L-20-1992 1536 FROM ERNEST MUNCH ARCHITECT TO 6847297 P.02 + 1 Please FAX the data, pertitzent city standards and lists of specific co news to me at 224- 7931 on ft Friday morning prior to the first meeting. very mily yours, Bralelit cc. Steve Cook, Chairman, Tigard 99W Taslt Force Glen Grodem, President, and "tali Mulvey, Chief Operating Officer, Smuth7s Home Fbrnishings Rick Spied Pafbcers Anne Sylvester, Fasmadxxyaat/I ail Horn, TkaffCc Eagibeers Robert Grtimmel, KPFF, Civil and StructuW RWeefs Now i cU j JUL-16-1992 15:48 FROM ERNEST MUNCH ARCHITECT TO 6847297 P.02 r Kirntmyr4iorn and AssocWas, Inc ENGINE MNO.PUW M. ANDDNIROHMMAL00NSULTMRS 319 SW Washinguxn Street. Suite 905 Penland. OR 9'7204 Phone (SO3) 227-1888 F x 1503) 227.4830 July 15, 1992 Mr. Ernest R. Munch 111 SW Oak Street Portland, OR 97204 Subject: Response to Issues Raised by City of Tigard and Wayne Kittelson Concerning Proposed Access to Park 217 from Highway 99W Dear Ernie: Per your request, I have reviewed a letter dated July 3, 1992 from Wayne Kittelson to the City of Tigard and a letter from Ed Murphy of the City to the 99W Task Force dated July 9, 1992- In these letters, several issues were raised regarding the proposed access to Park 217 from the intersection of Highway 99 with the southbound SR 217 ramps- This letter contains my response to these issues. 1. In his July 3rd letter, Mr_ Kittelson indicated that if the gore point for this frontage road/freeway ramp were located at the intersection with Highway 99, driver confusion will likely result and effective signing will be difficult. We agree with this assessment and note that the gore point is actually proposed to be located approximately 250 feet south ' of the intersection. At this distance, a motorist traveling at 30 MPH will have between 5.5 and 6 seconds of response time between the intersection and.his decision point. This more than adequately provides for the 4 to 5 seconds recom- mended by Mr. Kittelson. in fact, is less than 250 feet could be provided and still allow for adequate decision- making time. Thus, the location of this gore should not adversely impact traffic operations at the intersection of Highway 99 with the new frontage road. 2. Mr. Kittelson's letter indicated that if the gore point at the ramp was sufficiently separated from Highway 99 to provide for adequate decision-making time, the ramp would be sufficiently shortened to interfere with any future ramp metering operations. ODOT staff have indicated that they currently have no firm guidelines regarding the placement of ramp meters in relation to the freeway mainline or to the street which feeds the ramp. However, most meters in the Portland Metropolitan area are currently located 200 to 400 feet from the physical gore point of the freeway ramp (i.e., the point at which the centerline of the ramp is 16 feet ChaAoae • Oallas • Fen iaUderdtda . Fort Myers . Houston • tas Vegas . Orange . Orlando . Phoenlx Penland - Raleigh . San Diego . Samsma • Stuart - Tompa . Vero Burch • Virginia Beach . West Palm Beach / Building client relationships since 1957 :L JLL-16-1992 15:48 FROM ERNEST MUNCH ARCHITECT TO 6847297 P.03 Mr_ Ernest Munch July 15, 1992 Page two from the outermost travel lane). From this physical gore point, approximately 1,050 feet (including taper) is re- quired for an acceleration lane. On the upstream side of the meter, sufficient space must be provided to accommodate the queue of vehicles waiting at the meter- ODOT staff have indicated that all ramp meters in the Portland area are on a fixed cycle length which may be adjusted to fit most situations and to keep vehicular queu- ing to a minimum. ODOT staff currently recommends that a minimum storage distance of approximately 250 feet be pro- vided for ramp meters. Based on the foregoing criteria, it is estimated that a total of approximately 1,500 feet of tamp (including to per) will be required for installation of a ramp metering system. The requirement breaks down as follows: - Vehicular storage = 250 feet - Distance between meter and - physical gore point = 200 feet Acceleration lane (physical gore point to end of taper) = 1,050 feet Total = 1,500 feet The distance which would be available with the proposed frontage road and relocated ramp entrance is approximately 1,500 feet, which would adequate meet ODOT's minimum ramp meter design criteria. 3. Mr. Kittelson also indicated that construction of the pro- pooea QCCC06 Lvat1 a.vu1%3 cllluinaLe the pOtenrlal for any future collector-distributor (C-D) roadway system along SR 217. This project is not currently in the Regional Trans- portation Plan, the Regional Transportation Improvement Program or ODOT's 6-year Highway Improvement Program. It is our under the 6-Year Highway Improvement Program- It is my understanding that the project is conceptual and that ODOT has a number of concerns with it. To date, I have seen only one drawing which presents the improvements proposed in the vicinity of the SR 217/I-5 interchange, including the C-D road system- This drawing was prepared at 1:400 scale 4knd the area where Mr. Kittelson indicates there may be a poten- tial conflict between the proposed frontage road/ramp and the C-D road is very small. It is extremely difficult to determine if there is, in fact, an actual conflict. If there is a conflict, it appears to be likely that it will a~~ MEN= i JUI--16-1992 15=49 FROM ERNEST MUNCH RRCHITECT TO 6847297 P.04 . C Mr..Ernest Munch July 15, 1992 Page three not be major and that there may be options whereby both facilities can be constructed. Whatever the nature of the improvements to SR 217 which are ultimately made, potential conflicts can be minimized by shifting the frontage road further west and eliminating some of the existing parking. 4. At the end of his letter, Mr. Kittelson proposed an alterna- tive design for the intersection of Highway 99 with Garden Place which would provide westbound left turn access from Highway 99 into Park 217, but would restrict all other left-turning movements. Mr. Kittelson indicates that this configuration would result in an 80 percent reduction in the accident rate at the existing Highway 99/Garden Place inter- section. Accident data provided by ODOT indicates that there were 43 reported accidents at this intersection be- tween January 1, 1987 and December 31, 1991- of the se, only 15 could have been prevented by Mr. Kittelson`s design. This represents a reduction of 35 percent and not 80 per- cent. Additionally, the concept proposed by Mr. Kittelson may create conflicts between motorists making legitimate westbound left turns and those who wish to make eastbound left turns and find that they cannot only after they have entered the turning lane- 5_ In his letter to the 99W flask Force, Ed Murphy makes a number of comments concerning -the proposed frontage road, most of which I have addressed in the preceding paragraphs. One additional comment concerned the increase in congestion which would be experienced at the Highway 99 intersection with the southbound ramps if the frontage road were con- structed. As indicated in my letter to you dated May 5, 1992, average delay per vehicle at this intersection would increase from 15.5 seconds to 18.1 seconds, or a total of 2.6 seconds. As the intersection is currently operating at a very high level of service "C", this increase is not significant and would hardly be noticed by motorists- I hope that the information presented in this letter is suffi- cient to meet your needs at this time. if you have any questions or require further analysis please feel free to contact me. Sincerely, KaMLEY-HORN AND ASSOCIATES, INC. Ism. Anne Sylvester, P.E. Project Manager r 3 r x J UL 71992 CIS OF. TIGARO July 3, 1992 Mr. Randall R. wooley City of Tigard 13125 SW Hall Boulevard P.O: Box 23397 Tigard, Oregon 97223 SUBJECT: Access Control Options for Pacific Highway (Hall Boulevard to Highway 217) Dear Randy: I read with interest about the Highway 99 Task Force's recent request for public input r"egarding access control options for Pacific Highway between Hall Boulevard and Highway 217. Unfortunately, I was unable to be present for the public meeting on this issue. I will also be out of town on July 16 when the Task Force meets again. Therefore, I would like to take this opportunity to express my concerns about one of the options currently being considered by the Task Force. I would also like to suggest an alternative that may merit further consideration by the Task Force. Comments on the Proposal for Direct Signalized Access to Park 217 I do not support the option to provide a new access road to the Park 217-complex via the existing signalized intersection of Pacific Highway with the southbound Highway 217 ramps for the following reasons: • If the gore point for the new roadway into the Park 217 complex is located at the intersection with Pacific Highway, then driver confusion is likely to result. Effective signing will be very difficult, and is an important issue that has not yet been addressed. There are two major effects associated with this driver confusion: 1) Drivers will be slower to make their decision, reducing the capacity of the intersection and increasing delay to through traffic on Pacific Highway. ~c 1 ROM K ~ JMr. Randall R. Wooley July 3, 1992 Page Two 2) There is potential for serious safety problems, because drivers making a wrong decision have no easy way to recover from their mistake. In such situations, drivers have been observed doing extraordinary and sometimes dangerous things, including sudden maneuvers and stops, backing up, and/or making a U-turn on the freeway on-ramp in order to recover from their mistake. • If the gore point for the new roadway into the Park 217 -complex is sufficiently separated from the Pacific Highway/Highway 217 intersection to allow adequate decision time for the drivers (typically at least 4-5 seconds), then it is likely to interfere with any ramp metering operations that may someday be implemented by ODOT. • If constructed, the new access road could eliminate the 3 potential for any future collector-distributor road system on Highway 217. The size of the potential i impact associated with losing this possibility, on both a city-wide and regional basis, is enormous. Concurrent with the writing of this letter, I spoke with Ernie Munch in order to apprise him of my concerns, and to suggest an alternative 'that I think would also meet Park 217!s access needs, ; but without the attendant operational or safety problems. He disagrees with my assessment of his proposal for signalized access to the Park 217 complex. Specifically, he cited what he believes to be adequate historic data from around the metropolitan area indicating that, if implemented, this option would operate safely and efficiently. I respectfully disagree with Mr. Munch and his consultant team's assessment of his proposal. I would like to encourage you, the Highway 99 Task Force, and ODOT staff to thoroughly examine the supporting data before considering adoption of this proposal. I have not had the opportunity to review Mr. Munch's data in detail, but from the information he provided to me over the phone I believe the locations used are not at all comparable to the Pacific Highway/Highway 217 interchange with respect to safety, operating characteristics, or functional importance. ' i Alternative Access Strategies I believe there is a very simple, cost-effective, and flexible solution to Park 217's access needs which also addresses the 't i 1 f r ;t Mr. Randall R. Wooley July 3, 1992 Page Three inherent safety and operational concerns regarding the existing Garden Place/Pacific Highway intersection. It involves the use of channelization as shown schematically in Figure 1 to allow inbound left-turn movements, inbound right-turn movements, and outbound right turn movements. It is simple and inexpensive to install, and requires virtually no additional right-of-way. Further, it is very effective in eliminating the undesirable and unsafe outbound left turn movement. Finally, it is also very effective in preventing the right-turn only lane into Garden Place from becoming an auxiliary through lane to Highway 217. From information provided by the Oregon Department of Transportation, it appears that this proposal will reduce the intersection accident rate to less than one-fifth of its current level (from 0.70 accidents per million entering vehicles to less than 0.17 accidents per million entering vehicles). Furthermore, by allowing inbound left turns to occur at mid-block instead of at Hall Boulevard (which is already capacity-deficient), peak period capacity at the Pacific Highway/Hall Boulevard intersection can be recovered for other uses. I certainly understand the desire of the Park 217 complex owners and their representatives to have a direct- signalized access into the facility. And if such signalization can be provided safely, efficiently, and with positive beneficial ;effects to through 1 traffic, then I would also support this concept. Unfortunately, I do not believe all these conditions can be met through the current Park 217 proposal. Therefore, I hope the owners, their representatives, and Highway Task Force members will look to. alternatives such as the one I have suggested as a means for meeting the needs of all concerned parties. Thank you for your consideration. Please feel free to contact me if you believe there is any further assistance I might be able to provide. Sincerely, Wayne . cc: Ernie munch A t i. { 1 I" mom 4 f- ter. rr"' ure cJG~e red channel►~~~'a ~15 Pra~ ` 73 Noun= Description of 'ark 217 and Proposed Improvements to Highway 99W submitted) by Smith's Lorne Furnishings and Spieker Partners to the Tigard 99W 'ask Force June 24, 1992. Prepared by ERNEST R. MUNCH r ARCHITECr URBAN PLANNER 111 S.W. OAK STREET, SUITE 300 PORTLAND, OREGON 97204 i PHONE: (503) 224-1282 FAX: 224-7931 p- f ~ Improvements to Highway 99W as Proposed by Smith's Home Furnishings and Spieker Partners 1. Construct a one way frontage read, (park Place) from the intersection of 99W and the Highway 217 southbound on ramp to Garden Place. Allow access to Highway 217 from this new streei 2. Construct a raised median in the center of 99W only if item ##1 is implemented. 3. Support a Tigard sub-area transportation analysis sponsored by Metro. 4. Undertake a broad, long range study of 99W and its relationship the Tigard Community, in order to guide future improvements to that roadway. * The estimated construction cost of the new frontage road is $314,000. Note that ®DGT has proposed spending $369,000 for right of way and the construction of access improvements for three businesses (employing a total of 12 people), five apartment units and one house north of 99W which would be impacted by construction of the proposed median. C :y f ~ Proposal submitted by Smith's Home Furnishings and the Spieker Partnership l (YM) . ~ IS TI° i r~ i2`f as . TOO I .4i 2.9 1{O I Z,zz ISO 'c IYhI O i o{. co 0 i~_. o, Iaa o 1 IW 19 a zoa xo.e. ,~£ej ce.\ q arj ~C ce f coo Ygs 05 e r- Building Seven r1 \ ' =t~_I` ~ .a~] ;i, 'iii ap `zo].s rw / cdd~ W LDK ,1 Building Si7- 3 .xos.e 1 c o 1 > i ou J \ w 1 m ' •{R• •206.1 ce OM S1p Call 1 M p (7 Q G44 ` ox'M RISE S , a ~1 ace ace ca Building Five o t °••co lye ce o ° ce \ 3 a ca -546 0 'a ~ .xOS o oi.]]s ti~;..\ 111 C P.4.,4G ~oc c 6 Building Four / •,~~Q Building One q 6 Thfue ce ~•J F )ofi I ' 11 1 •'t 50 ' glp 112 ERNIEST R. MUNCH ARCHITECT URBAN PLANNER 111 S.W. OAK STREET, SUITE 300 PORTLAND, OREGON 97204 PHONE: (503) 224-1282 FAX: 224-7931 August 11, 1992 Mayor Gerald Edwards Members of the Tigard City Council Members of the 99W Task Force P.O. Box 23397 Tigard, Oregon 97223 On July 16th, the 99W Task Force recommended to the Tigard City Council a set of improvements to Highway 99W. It included a proposal originally made by Spieker Partners and Smith's Home Furnishings. The proposal would alter one ramp to OR 217 to provide a one way frontage road and "slip ramp,"or "cross connection." The Oregon Department of Transportation has refused to consider the proposal citing "long term policy." At our request, ODOT furnished excerpts of the _ policies which they felt supported their claim. We have attached copies of those excerpts for your information and, because we feel they put in context and support our proposal. We have attached additional excerpts from the ODOT Highway Manual and the American Association of State Highway and Transportation Officials, (AASHTO) which clearly show that the frontage road/slip ramp configuration is recognized as a legitimate means of fully controlling access to a freeway by both policies. Further, we have documented over a dozen locations in the Portland urban area where ODOT has used that configuration in the past with good results. A copy of that report is attached. Please note the low accident rates. This proposal was forwarded by Spieker/Smith's because of the 99W project and ODOTTs desire to limit access to Park 217 from 99W. ODOT's Access Management Polite and its Policy of Improving and Maintaining the Access Ore og n Hiehwgys System (attached) recognize the need to retrofit problem areas like 99W with the development of better access management plans in cooperation with local government, restrictions on public and private access and, among other tools, the use of frontage roads. l t We agree that traffic flow on 99W should be improved, and believe that the frontage road proposal could be an important element in a broader access management plan for 99W. Z have also attached, a report from our traffic engineer, Kimley-Horn dated August 11, 1992, which discusses the safety and operational aspects of the Spieker/Smith's proposal. The report shows that the proposal can be implemented without compromising the safety or operation of Highway 217, or its access control. The same report addresses the operational short falls of a counter proposal advanced by ODOT in their August 4th letter to Mayor Edwards. Spieker Partners and Smith's Home Furnishings feels that significant progress has been made since the Task Force action on July 16th. We have met with City and ODOT staff and examined four alternatives. Spieker/Smith's and the City staff agree on which one of the four is preferred. We ask for the support of the Tigard City Council and for the opportunity to develop a program for access management and roadway improvements which we can present to the ODOT and the City at a later date. Very truly yours, Ernest R. Munch On behalf of Spieker Partners and Smith's Home Furnishings 1 } t Proposal submitted d bhe Spieker partnership , th's Home Furn'shings an F f 4 Smt ~ 't 's i, i I i r r 3 - 4b ,c,. ro ~Octl" \ GRAPHIC SCALE p*C/ ~ 0 ZS 50 Iqo - z4or st- t: war ~S s~ \ I \ TUt BUILDING \ SIX SNP W•\ \ BUILDING Fl G EERE ALTERNATE OR 217 FRONTAGE ROAD PARK PLACE C DESLCMEo sr : Lua rani awe. sL OCtAVM 6r: M A.F. to W goo CHECKED sr : /vtb4 Q - 97"s DATE : G."42 803-W3= 1 Excerpts from AASIHTO A Policy on Geometric Design of Highways and Streets. 1990. American Association of State Highway and Transportation Officials and The ODOT Highway Design Manual. July 1955. Submitted by Spieker Partners and Smith's Dome Furnishings August 11, 1992 i i Prepared by ERNEST R. MUNCH ARCEffrECr URBAN PLANNM Excerpts from AASIiTO A Policy on Geometric Design of Highways and Streets. 1990. American Association of State Highway and Transportation Officials submitted by ODOT supporting their refusal to consider construction of a Frontage Road andby SpiekerlSmith in support of construction of a Frontage Road CHAPTER VIII: FREEWAYS P. 581 "Introduction "The highest type of arterial highway is the freeway, which is defined as an i expressway with full control of access. t "Control of access is the condition where the right of owners or occupants of abutting land to access a highway is fully or partially controlled by public authority. Full control of access means that the authority to control access is exercised to give preference to through traffic by prohibiting access connections with selected public roads only and by prohibiting crossings at grade or direct private driveway connections. i "The principal advantages of control of access are the preservation of the as-built capacity of the highway, higher speed, and improved safety to highway users. Highways with fully controlled access have grade separations at all railroads and grade separations or interchanges at selected public crossroads. The remaining crossroads are interconnected or terminated. "Essential freeway elements include medians, grade separations at cross streets, ramp connections for entrance to and exit from the through pavements, and (in some cases) frontage roads. "Freeways are selected for principal arterial corridors that are intended to provide for high levels of safety and efficiency in the movement of highway volumes of traffic at high speeds. "Chapters II, III, and IV cover in detail those design elements, controls, criteria and cross-sectional elements applicable to all highway classes. This chapter identifies the various types of freeways, emphasizes selected features, and discusses other design details unique to these freeway types." CHAPTER II: DESIGN CONTROLS AND CRITERIA p. 95 "Access Control" "Full access control of access means that preference is given to through traffic by providing access connections only with selected public roads and by prohibiting f crossings at grade and direct private driveway connections." l LMM 2 Excerpts from AASHTO A Poligy on Geometric Design of Highways and Streets 2990. j American Association of State Highway and Transportation Officials i Concerning The Role and The Design of Frontage Roads Submitted by SpiekerlSmith in support of construction of a Frontage Road CHAPTER IV: CROSS SECTION ELEMENTS p. 370 "Frontage Roads. "Frontage roads serve numerous functions, depending on the type of arterial they serve and the character of the surrounding area. They may be used to control access to the arterial, to function as a street facility serving adjoining property, and to maintain circulation of traffic on each side of the arterial. Frontage roads segregate local traffic from the higher speed through traffic and intercept driveways of residences and commercial establishments along the highway. Cross connections between the through-traffic lanes and frontage roads, usually provided in conjunction with crossroads, furnish the means of access between through roads and adjacent property. Thus, the through character of the highway is preserved and is unaffected by subsequent development of the roadsides. "Frontage roads are used on all types of highways, and they are further discussed in the chapters following for each type of street or highway. Their greatest use is on freeways where their primary function is to distribute and collect traffic between local streets and the freeways interchanges." p. 373 "The design of a frontage road is affected by the type of service it is intended to provide. W hi ere a frontage is continuous and passes through highly developed areas, its primary function is that of general service, and assumes the character of an important street.... At the other extreme, where the frontage roads are only a few blocks long, follow an irregular pattern, border the rear and sides of buildings, or serve only scattered development, traffic will be light and operation will be local in character." CHAPTER VIII: FREEWAYS (urban). p. 587 "Outer Separations, Borders, and Frontage Roads" The outer separation is the area between the traveled ways of a roadway for through traffic and a frontage road or street."..."Because of dense development along urban freeways, frontage roads are often necessary to maintain local service and to collect and distribute ramp traffic entering and leaving the freeway." CHAPTER X: GRADE SEPARATIONS AND INTERCHANGES p. 864 "Types of Separation Structures" digm "Terminated and through streets may be intercepted by one-way frontage roads on each side of the main facility. Access between the main roadway and frontage C roads can be provided by slip ramps at prescribed intervals to meet traffic requirements." 3 Grade Separations and Interchanges 897 -A- i 1 t i ~ I -C- Figure X-17. Diamond interchanges, conventional arrange- ments. CHAPTER X: GRADE SEPARATIONS AND INTERCHANGES Interchanges p. 896 "Diamond interchanges can assume a variety of patterns as illustrates i-n X-17 and v-1°. Eigwe- X-17 shows those most commonly used. They may be designed with or without frontage roads. Designs with frontage roads are likely in built-up areas, often as part of a series of such interchanges along a freeway." MM 12 181 Nis 10 11 "e C 372 AASHTO-Geometric Design of Highxays and Streets 9 s ~n FRONTAGE ROAD`- ILTIF FREEWAY ROXD IF]OF FRODU I_. WITH TWO FRONTAGE ROADS -a- JL-1L____J ~i~luUl___iL ll "F-10FIE1 1 08 FREEWAY [_JRU GU AD 1E- WITH ONE FRONTAGE ROAD -b- Figure IV-7. Typical frontage road arrangements. a CHAPTER IV: CROSS SECTION ELF Frontage Roads. p.371 "Frontage roads generally are, but need not be, parallel to the through traffic, they may or may not be continuous, and they may be provided on one or both sides of the arterial."... "Arrangements and pattern of frontage roads are shown in Figures 1'i!-7 and IV- 8." "From an operational and safety standpoint, one-way frontage roads are much preferred to two-way." C, i r ll C 1 ri 1 ~r D• -A- -B- / / C (ONLY ON TWO-WAY FRONTAGE ROAD) FRONTAGE ROAD -C- -D- Figure X-59. Ramp shapes. CHAPTER X: GRADE SEPARATIONS AND INTERCHANGES Ramps p. 962 "Diagonal ramps may assume a variety of shapes, depending on the pattern of turning traffic and right-of-way limitations." "Diagonal ramps, of a type usually called 'slip ramps', connect with a parallel frontage road as shown in Figure X-59C. Where this design is used, it is desirable to have one-way frontage roads." i i oil Q r r 1 J .A Y A A `r plan lyoto obla~1Onablo aster 9roiils roller - W ~ ptOfile comb~natton-type $Teeway. X11.22• Profile control--ttat terraln Figure V man &Eiim Freeways (Urban) 647 d 4 Bus Stop Through Pavernents _i _ --ems . ti Bus Stop -A- o. 8 N I NI-~ Bus Stop Frontage Rood r dl ft r Through Pawments o Frontage Road I , Bus Stop - IL---~ V a 0 0 M m -B- 77 17 Figure VIII-38. Bus stops at street level on diamond Interchange. I i 3 1i J 1 Freeways !Urban) 653 i 7 IL 1 II 1 It Figure Vlll-42. Depressed freeway with rail rapid transit in the median. t Excerpts from The ODOT Highway Design l Yanuai, July 1988. submitted by ODOT supporting their refusal to consider construction of a Frontage Road and by SpiekerlSmith in support of construction of a Frontage Load "921.00 ACCESS CONTROL "Complete restriction of access will be employed in the following manner: Where mterchange ramps teriminate at a frontage road, access will be controlled a minimum distance of 100 feet (with a recommended distance of 300 feet) on either side of the end of the ramp terminals' radii with an equal restriction on the opposite side of the frontage road. "Where interchange ramps terminate at a crossroad, access will be controlled a minimum distance of 100 feet (with a recommended distance of 300 feet) past the end of the radii on both sides of the road. When a 20:1 taper is used, access will be controlled at least to the end of the taper (with a recommended control distance of 200 feet beyond the end of the taper) on both sides of the cross road." NOTE: ODOT highlighted the second paragraph. However, Spieker/Smith's asserts that the first paragraph relates to their proposal, and that their proposal could comply with the first paragraph. 11p; MCI! 1991 OREGON HIGHWAY PLAN APPENDIX B ACCESS MANAGEMENT POLICY I Background and Purpose Policy The people of Oregon have an enormous The Oregon Transportation Commission recognizes investment in their state highway system. At one the importance of an effective access policy in time highways could link the state's activity managing and protecting the system of state centers to each other and serve as "Main Streets" highways. The access management categories listed for communities, facilitating roadside de- in Table 1 were developed to assist the OSHD in velopment. This is no longer the case. Highways achieving effective access management. They are to are costing more to construct, and poor access be applied to all sections of the state highway system management in the past has made it necessary to in accordance with procedures that appear below. build new bypasses when old bypasses have become congested because of new development Standards were developed for each category to _ along the route. This presents a sizable challenge ensure that all state highways will continue to to protecting the system and maintaining function safely and efficiently consistent with the reasonable levels of service for users. The Level of Importance Policy. These standards, Oregon Transportation Commission is looking for covered in Table 2, will be applied to OSHD's more cost-effective ways to respond to this access management, operation, design and local challenge. planning coordination actions in accordance with the following, Several factors, including the number, spacing, type and location of accesses, intersections, and traffic 1. The existing connections, median openings signals have a significant effect on the capacity, and traffic signal spacings of a highway speed, safety and general operational efficiency of segment are not required to meet the the highway. These factors need to be effectively spacing standards of the assigned category at managed in order to operate the highway system the time of assignment. The assigned safely, at reasonable levels of service and in a cost- category provides a mechanism for effective manner. Collectively these factors comprise improving a highway to its eventual access management. functional purpose. The use of existing permitted connections, not conforming to the This policy also provides a framework for making standards, will continue to be allowed, access decisions which will be consistent with the unless a traffic problem develops. function and operating levels of service identified However, such features shall be modified or in the Level of Importance Policy. It will be used removed as changes to the property use or by the OSHD to carry out its responsibilities for roadway design allow. managing access under statutes and administrative rules. It will also be used by the division to guide 2. The access management category standards C the design of highways and coordination with local represent minimums for each access. More y comprehensive planning. stringent levels of access management will s B-1 i N 1991 OREGON HIGHWAY PLAN 9 be retained where they already exist. For 7. Connections permitted in accordance with engineering design reasons, the minimum this policy shall be designed and managed to distances for spacings may have to be be consistent with the function and purpose greater than those specified in Table 2. of the state highways as presented in this Examples include the need for auxiliary and other policies, and to operate safely, lanes and additional storage. Traffic signals efficiently and cost effectively. may be spaced at intervals that vary from the specific standards to optimize capacity and 8. In conjunction with major improvements to safety. interstate, statewide or regional highways in rural areas, access will be managed to be 3. The OSHD, in cooperation with the consistent with the requirements of i appropriate local governmental entity, may Statewide Planning Goals It and 14 and enact different standards to meet the administrative rules adopted by the Land requirements of the Level of Importance Conservation and Development Commission policy and this policy through the adoption to carry out those goals. Major improve- of individual corridor access management ments include major realignments, the : plans. Local government agencies affected addition of travel lanes and new by these access management plans will be interchanges and intersections. notified and their input requested. 9. Spacing at less than distances shown will 4. Although this policy focuses on new and only be considered where safety and emerging areas, it is meant also to encourage operational effectiveness can be retained or "retrofitting" problem areas with better improved based on clear traffic analysis access management plans in cooperation evidence. Such situations must be assessed with local governments. for long-term future performance and cannot create a precedent which will lessen the 5• A permit may be issued for a single effect of the general spacing standard. connection to a property that cannot be Generally, consideration will only be given accessed consistent with the highway access where there is median control. spacing standards and either has no reasonable access or cannot obtain reasonable alternative access -to the public Assignment of Access road system. In such cases the design of the access should be done so as to be consistent with the level of service standards in the Management Categories Level of Importance Policy. The permit should also carry a condition that the access be closed at such time that reasonable access Access management categories will be assigned to becomes available to a local public street. all sections of the state highway system to ensure that the Level of Importance Policy and this policy 6. Single ownership properties with frontage are effectively carried out. The assignments will exceeding the minimum spacing standards be based on this policy (including descriptions in shall not be permitted the total number of Table 1 and Table 2), be consistent with the connections, median openings or traffic classification of the highway, and be adequate to signals possible based on the spacing meet the operating level of service standard which standards. The total number of connections applies to the highway section. These deter- permitted shall be the minimum necessary to minations shall be based on projected cumulative provide reasonable access based on effects of highway access considering projected operational, safety and functional integrity future traffic volumes and the amounts of considerations for the highway, development authorized by comprehensive plans B-2 M 1991 OREGON HIGHWAY PLAN 01 of affected local governments. The following applied in conjunction with the development of factors will also be considered when making highway corridor plans. They may also be applied assignments: for shorter segments of highway corridors in coordination with affected local governments. The • Existing and proposed roadside division will follow the procedures in the development patterns; department's State Agency Coordination Program Y Regional and local transportation system for coordinating facility planning to assure that plans and comprehensive plans; access management categories are assigned in a • The potential for increasing the use of manner compatible with comprehensive plans of local roads to provide property access and affected local governments. local circulation; 9 Topography, drainage or other land Prior to the assignment of access management characteristics; categories, the department will apply the policy to Y Existing access agreements between OSHD the review of road approach permits, project and local jurisdictions; design, and local land use planning actions. The • Other operational aspects of access. respective coordination procedures contained in the department's State Agency Coordination Access management categories Will ordinarily be Program will be followed. C i i B-3 1991 OREGON HIGHWAY PLAN TABLE 1 n. HIGHWAY ACCESS MANAGEMENT CA 1 EGORIES Category 1: (O>Z 2 +1) where financial and social costs of attaining full access control would substantially exceed benefits. These highway segments provide for efficient This category includes some of the statewide and safe high speed and high volume traffic facilities. movements, on interstate, interregional, intercity, and some intracity routes in the Category 4: Cfa`- largest urbanized areas. The segments do not provide direct land access. Access control and These highway segments provide for efficient other methods will be used on nearby cross and safe medium to high speed and medium to streets in the area of interchanges to protect the high volume traffic movements, on higher operation of those interchanges. This category function interregional and intercity highway will apply to all interstate highways and other segments. They also may carry significant highways that function like freeways. volumes of longer distance intracity trips. They are appropriate for routes passing through areas Category 2: which have moderate dependence on the highway to serve land access and where the These highway segments provide for efficient and financial and social costs of attaining full access safe high speed and high volume traffic control would substantially exceed benefits. movements, on interstate, interregional, intercity This category includes a small part of the state- and longer distance intracity routes. They should wide facilities and most regional facilities. not provide direct land access. This category is distinguished by highly controlled connections, Category 5: and medians. Traffic signals should be avoided and where they must be installed, their effect on These highway segments provide for efficient and mainline traffic'flow should be minimized. Grade safe medium speed and medium to high-volume separations should be considered for high volume traffic movements, on intercity, intracity and inter- cross streets or other cases where -signals are not community routes. There is a reasonable balance appropriate. Some category 2 facilities may be between direct access and mobility needs within this developed into category 1 facilities over time. category. This category includes many of the statewide facilities. Category 6: Category 3: These highway segments provide for efficient and safe slower to medium speed and low to high- These highway segments provide for efficient and volume traffic movements, on intracity and inter- safe medium to high speed and medium to high community routes. This category will be assigned volume traffic movements, on interregional, intercity only where there is little value in providing for high and longer distance intracity routes. The segments speed travel. Providing for reasonable and safe are appropriate for areas which have some access to abutting property is a major purpose of this dependence on the highway to serve land access and access category. B-4 t, UAW I 1991 OREGON HIGHWAY PLAN •'f . ACCESS MANAGEMENT CLASSIFICATION SYSTEM _ Intersection Access Urban/ Public Road Private Drive (3) Signal Median Category Treatment LOI (1) Rural Type (2) 1 Spacing Type Spacing Spacing 4 Control 1 Full Control Interstate/ U Interchange 2-3 Mi. None NA None Full 'R 217 (Freeway) Statewide R Interchange 3.8 Mi. None NA None Full 2 Full Control Statewide U At rade/Intch 1/2-2 Mi. None NA 1/2-2 Mi. Full (Expressway) R At rade/intch 1-5 Mi. None NA None 5 Full 3 Limited Control Statewide U At grade/Intch 1/2-1 Mi. Rt. Turns 800' 1/2-1 Mi. Partial (Expressway) R At rade/Intch 1-3'Mi. Rt. Turns 1200' None 5 Partial (6) 4 Limited Control Statewide/ U At rade/Intch 1/4 Mi. Lt./Rt. Turns 500' 1/2 Mi. Partial/None (7) qq Regional R At grade/Intch 1 Mi. Lt./Rt. Turns 1200' None 5 Partial/None (7) 5 Partial'Control Regional/ U At grade 1/4 Mi. Lt./Rt. Turns 300' 1/4 Mi. None District R At grade 1/2 Mi. Lt./Rt. Turns 500' 1/2 Mi. None 6 Partial Control District U EAt rade 500' Lt./Rt. Turns 150' 1/4 Mi. None R grade 1/4 Mi. Lt./Rt. Turns 300' 1/2 Mi. None Notes: 1) The Level of Importance (LOI) to those shown to optimize capacity and which the Access Category will gener- safety. 1 ally correspond. In cases where the access category is higher than the 4) Generally, signals should be spaced to Level of Importance calls for, existing minimize delay and disruptions to levels of access control will not be through traffic. Signals may be spaced reduced. at intervals closer than those shown to optimize capacity and safety. 2) The basic intersection design options are as listed. Special treatments may 5) In some instances, signals may need to be considered in other than category be installed. Prior to deciding on a 1. These include partial interchanges, signal, other alternatives should be jughandles, etc. The decision on examined. The design should minimize design should be based on function of the effect of the signal on through the highway, traffic engineering, cost- traffic by establishing spacing to effectiveness and need to protect the optimize progression. Long-range highway. Interchanges must conform plans for the facility should be to the interchange policy. directed at ways to eliminate the need for the signal in the future. 3) Generally, no signals will be allowed at private access points on statewide 6) Partial median control will allow some and regional highways. If warrants are well-defined and channelized breaks in met, alternatives to signals should be the physical median barrier. These can be investigated, including median allowed between intersections if no dete- closing. Spacing between private rioration of highway operation will result. access points is to be determined by acceleration needs to achieve 70 7) Use of physical median barrier can be percent of facility operating speed. interspersed with segments of Allowed moves and spacing requir- continuous left-turn lane or, if demand ments may be more restrictive than is light, no median at all. i B_5 f 1 , 1991 OREGON HIGHWAY PLAN APPENDIX C POLICY ON IMPROVING AND MAINTAINING THE ACCESS OREGON HIGHWAYS (AOH) SYSTEM Background and Purpose improvements. The AOH system was selected e provide this focus. The rest of the system will not be neglected, but the AOH system will receive top priority. Oregon's transportation system is facing new challenges. Demands on the system, both realized The AOH system was designed to establish a logical and anticipated, are increasing significantly as and effective system of highways to link major Oregon expands and diversifies its economic base. economic and geographic activity centers to each Meeting these demands and preparing for new other, to other high level highways, to ports, and to economic development opportunities requires other states. The commission designed the AOH improving the ability of the transportation system to system after an extensive public review process. This efficiently tie together the major economic and policy defines the goals, objectives, and geographic activity centers in a logical, implementation strategies of the AOH system to be comprehensive, and interconnected system of used to improve and protect the system. The highways. methods contained in this policy will be followed as significant (Environmental Category 1 and 3) projects At one time the primary highways were quite on the AOH system are developed. adequate to link the state's major activity centers to each other, to the Interstate system, ports, and major It is the intent of this policy that the AOH system be routes through state borders. The effectiveness of provided with adequate access control to maintain its these facilities is now eroding, because of intense important statewide function. To do This, unique development along the corridors. The facilities have treatment must be provided to the AOH system become land access facilities, making them less during project development. efficient carriers of through traffic. It is important that AOH routes be managed as total The statewide highways contained in the Level of corridors. Even though the major function of AOH Importance system must be protected from this type routes is to serve longer distance through trips, the of deterioration. Limited funding will not allow all AOH program will be sensitive to the needs and segments of this system to be upgraded. Funds must desires of existing communities and cities and will be focused on the more critical elements of the accommodate these needs where possible. Although statewide system in order to make meaningful focus will be primarily on access control on new C-1 I I 1 1991 OREGON HIGHWAY PLAN AOH projects, it is intended that all AOH highways some cases improve facilities so they can will, over time, and to the extent possible, conform meet future traffic demand. In cases where to this policy. improving an AOH facility to the full 1 standard would either be very costly or A statewide map of the AOH system appears at the produce significant adverse impacts to the end of this policy. surrounding community, a phased plan to achieve acceptable final standards should be Policy developed. 1.3 In metropolitan areas, AOH facilities serve a dual role-providing for traffic passing Goal through the area and for trips being made to or solely within the area. In these cases, do not reduce the priority of the through travel The goal of the AOH system is to provide for the function while providing for intra-area traffic. economic growth of Oregon by moving through Take measures to provide a road network traffic safely and efficiently through and between with an access control strategy that will geographic and major economic areas within assure a high level of service for future Oregon, between Oregon and adjacent states, and to through travelers. and through major metropolitan areas. 1.4 In cases where the desired operating; speeds cannot be met, consider a bypass or Objectives and Implementation congestion management techniques. Congestion management techniques may Strategies of-A-0 H System include access controls, traffic metering techniques, land use controls and com- ` -K plementary street and road improvements or Objective 1 increased transit usage to assure that design year through travel can be accommodated at Achieve a network of high speed facilities which will acceptable operating speeds. provide maximum levels of service at the highest safe operating speeds possible with minimum amounts of 1.5 Where AOH highways traverse rural delay in transporting goods and people between geographical barriers that prevent 55 m.p.h. major economic centers and the interstate system. operating speeds, establish the highest design standard compatible with the Implementation Sts-ategy environment but consistent with economic efficiency. 1.1 Design AOH facilities to achieve the highest safe operating speed when considering the cost effectiveness of design options, the Objective 2 characteristics, and growth potential of the areas the facility passes through. The Protect the integrity of the AOH routes which, along operating speeds will in general be at least: with the interstate, are the most vital links in the state system. a) 55 m.p.h. in rural areas and lower density urban fringe areas. Implementation Strategy b) 45 m.p.h. in higher density urban areas. 2.1 Consider the intrinsic statewide service value of the AOH facility to the state highway 1.2 Develop long-range plans to preserve and in system when evaluating the impacts of C-2 r Kim M 1991 OREGON HIGHWAY PLAN 19 adjacent land use development. 3.2 Encourage local jurisdictions to amend comprehensive plans during periodic review 2.2 In areas of potential development or to recognize AOH corridors within their redevelopment, discourage strip commercial boundaries, adopt policies which recognize development (direct access to the facility). the statewide transportation functions that those highways serve, and plan for adjacent 2.3 Where prudent, use AOH funds for access land uses accordingly. control purchase and protective right-of-way purchase. 3.3 Do not proceed with work beyond a reconnaissance level on significant AOH 2.4 Where applicable, include reference to projects that are not recognized in local access control in right-of-way documents and comprehensive plans and protected by plan correspondence with private parties. policies which acknowledge the function that the project is to serve. 2.5 During project development on an AOH facility, establish two formal "check points" 3.4 Listing of a project in the Six-Year Ego to confirm that a project still meets the goals Transportation Improvement Program does and objectives of the AOH program: 1) not automatically mean it will be constructed. during project scoping, and 2) prior to Before environmental work proceeds on a design approval. project where local government is involved, review the purpose and scope of the project 2.6 Where applicable, consider multimodal with the local government agency to reinforce options and design features for the the importance of maintaining the integrity of movement of people and goods to reduce the AOH system. The project will not receive I highway improvement needs. design approval, nor will it be constructed until a formal agreement between OSHD and f 2.7 If during the environmental and design appropriate local government is signed. This processes it is found that a proposed AOH agreement will contain local government and route cannot be justified, allow AOH funds state commitments to insure that measures to be used on other state highways that will be taken to protect the integrity of the would serve the same function as the AOH system. The formal agreement will original AOH route. This applies only if the specify, where applicable: goals and objectives of the AOH system can still be met and the alternate route is a) The purpose and functional role of an approved by the commission for inclusion in AOH facility. the AOH system. b) The approximate description and scope Objective 3 of the proposed project. Strengthen the partnership between the Oregon State c) Understandings on protective measures Highway Division (OSHD) and local government to (median closings, street disconnections, NOW achieve mutual highway and community goals. local traffic circulation plans, land use controls, etc.) necessary to preserve the Implementation Strategy operation of the facility. 3.1 Develop projects as required under the d) Commitment that local government Oregon Action Plan for Transportation 1989. accepts the major responsibility for future The OSHD will work closely with local land access as local streets are developed governments to provide highway improve- and as properties are redeveloped if meets that will benefit all jurisdictions. OSHD cannot maintain control over C-3 1 15 It- 1991 OREGON HIGHWAY PLAN a? accesses. This will relieve the AOH Cross street structures unconnected facility of the land access function. to AOH facility. • Interchanges. e) Access management plans. Level of Frontage and other parallel roads. detail of plans and requirements can • Purchase of complete access control. vary according to future chance of • Right-tum only access. conflicting development. f) Responsibility of local government to Process for Consideration of assume irrevocable jurisdiction of the old Alternate Strategies or Standards road or other state highways that may be Not in Conformance with AOH replaced by a new facility. Policy: g) A shared responsibility for congestion management, which would include some A local unit of government may request consideration or all of the items listed below and may of strategies or standards that are not in conformance require local agency financial assistance with this policy for a specific area by notifying the and participation. Highway Division Region Engineer. The request should be in writing and should contain the Congestion Management Tools following: • The part of the AOH policy the request Consider the following right-of-way and design pertains to; techniques during project planning and development to reduce congestion and protect the AOH facility. • A statement of what is requested in place of Agreements with local government shall include an the policy language; understanding in advance that certain of these methods may be used at some future time if area • The limits of the section of AOH highway development threatens the facility. This list includes the new standards would apply to; strategies for both urban and rural projects. • Reasons for the request, and explanation of Rural Strategies: why the basic policy cannot be administered; • Use of restrictions on access as a type or • Explanation on how the proposed new volume of use. strategies or standards would retain the overall goals of the policy. Urban Strategies: The region, in considering the request, will work • Use of jughandles (to simplify signal with the applicant to ensure an understanding of the operations). issues and contact other affected organizations and • Mandatory access management plans. request their input. • Removal of on-street parking. • Spacing of signals for optimum progression. The Region Engineer will include the Division Project • General Strategy to meter access to AOH route. Development Engineer and the Planning Engineer in the review of the request. Urban and Rural Strategies: The region will make a decision and inform the • Median control (landscaped or physical applicant as quickly as possible and generally within barrier). 30 days of the time all information needed to make a • Use of mid-intersection one-way U-turns. decision has been provided. i CA . } Kimley-Horn and Associates, Inc. ENGINEERING, PLANNING, AND ENVIRONMENTAL CONSULTANTS 319 SW Washington Street, Suite 905 Portland, OR 97204 Phone (503) 227-1666 Fax (503) 227-4630 August 11, 1992 Mr. Ernest R. Munch 111 S.W. Oak Street, Suite 300 Portland, Oregon 97204 Subject: Analysis of Traffic Impacts Associated with Alternative Access to Park 217 from Highway 99W in Tigard Dear Ernie: Per your request, I have conducted a traffic operations analysis of various access alternatives to Park 217 from Highway 99W. This analysis supplements the information contained in my letter of May 5, 1992 and includes both AM and PM peak hour level of service analysis for three critical intersections. These inter- sections are: - Highway 99W at the southbound OR 217 ramps; - Highway 99W at Hall Boulevard; and - Hall Boulevard at Garden Place Ci Five access alternatives were analyzed including: 6 Alternative 1: Existing conditions; Alternative 2: Development of southbound frontage road adjacent to the southbound lanes of OR 217, south of Highway 99W, with right in/right out only access at Highway 99W/ Garden Place; Alternative 3: Unchanged access to Park 217 with proposed improvements at Highway 99W/Hall Blvd. (i.e. addition of southbound right and northbound left turn lanes); Q Alternative 4: Improvements at Highway 99W/Hall Blvd. with changes to Park 217 access proposed by City of Tigard (i.e. restrict access at Highway 99/Garden Place to right in/right out and allow Park 217 traffic to make westbound U-turns at Hall Blvd.); and (Q Alternative 5: Improvements to Highway 99W/Hall Blvd. with development of southbound frontage road and right in/right out only access at Highway 99W/Garden Place (recommended by 99W Task Force). The analysis of these alternatives is discussed on the following pages and brief summary of level of service impacts is presented in the attached table. In summary, my conclusions regarding the traffic impacts of the access alternatives are as follows: Charlotte - Dallas - Fort Lauderdale - Fort Myers - Houston . Las Vegas - Orange - Orlando - Phoenix Portland - Raleigh - San Diego - Sarasota - Stuart - Tampa - Vero Beach - Virginia Beach - West Palm Beach Building client relationships since 1967 F i f Mr. Ernie Munch August 11, 1992 Page two E 1. Analysis of traffic operations and level of service impacts indicates that the addition of a southbound frontage road will not result in significant adverse traffic impacts on Highway 99W at its intersections with Hall Boulevard or a the southbound ramps to/from OR 217, provided that right turn in/right turn out access is maintained at Garden Place. i 2. The proposed interim improvements to Highway 99W/Hall Boule- vard will improve existing traffic operations from LOS "E" ' to LOS "D" with the greatest improvement seen during the AM peak hour (PM peak would be a high LOS "D"). If motorists currently turning left from Highway 99W to Garden Place are required to make U-turns at Hall Boulevard to reach Park 217, traffic operations at Hall Boulevard will deteriorate significantly, dropping back to a high LOS "D" during the AM peak hour and to LOS "E" during the PM peak hour. 3. With the proposed interim improvements at Highway 99W/Hall Blvd. and development of the southbound OR 217 frontage road, both intersections will operate at LOS "D" or better during the AM and PM peak hours. A high level of service "D" is expected at the intersection of Highway 99W with Hall Boulevard during the PM peak. My letter also addresses several of the specific concerns raised by ODOT in conjunction with the proposed frontage road. In response to these concerns, I would like to offer the following comments: 1. ODOT Concern - Clear and readily understandable signing to, 1 distinguish the frontage road from the freeway on-ramp will be difficult. It is important that drivers turning onto the proposed frontage road from Highway 99W be provided with clear and effective signing to minimize driver confusion. A lack of clarity between the frontage road and the on-ramp can cause motorists to slow down or make unexpected maneuvers in front of other drivers. Therefore signing is extremely important. In my letter of July 15, 1992, I commented on this issue and noted that the decision (gore) point is proposed to be located approximately 250 feet south of Highway 99W. At this distance, a motorist traveling at 30 MPH will have between 5.5 and 6 seconds of response time between the Highway 99W intersection and his decision point. This more than adequately provides the 4 to 5 seconds of time recom- mended for a motorist to clearly assess his/her choices and I 1 Mr. Ernest Munch I August 11, 1992 Page three to make a decision. In addition, from Highway 99W the j motorist will have a clear view of the on-ramp, the frontage j road and the business park which will also help to minimize S confusion. In conclusion, I believe that there is sufficient distance to provide adequate signing and to minimize motor- ist confusion at this location. i s 2. ODOT Concern - There will be a conflict between drivers j accelerating onto the on-ramp and drivers slowing down on the frontage road to turn in a driveway or cross-street. ; As noted above, with normal acceleration rates, it is not expected that driver speeds will be higher than 25 to 30 MPH at the frontage road/freeway ramp gore point. This is a reasonable speed for motorists to enter the freeway on-ramp via a slip ramp configuration and is also reasonable for motorists using the frontage road. It is not anticipated that there will be a conflict. In addition, when ODOT implements ramp metering for southbound OR 217, traffic entering the on-ramp will not be rapidly accelerating during peak periods. 3. ODOT Concern - There may be inadequate vehicle storage on Highway 99W at the OR 217 southbound on-ramp to add traffic destined for Park 217. Current traffic counts indicate that there are 32 vehicles making westbound left turns from Highway 99W to southbound OR 217 during the AM peak hour and 70 during the PM peak hour. Queueing analysis indicates that storage will be needed for a maximum of five vehicles during the PM peak, the higher of the two hours. This equates to approximately 125 feet. With the addition of traffic destined for Park 217, the PM peak left-turning volume is expected to increase to 129 vehicles and will require storage space for a maximum of 9 vehicles. This equates to 225 feet of space. A total of 520 feet of storage space is available, which is more than sufficient to meet existing needs and to allow for growth. 4. ODOT Concern - The frontage road will impact future ramp metering operations on OR 217. As indicated in my letter of July 15, 1992, we have dis- cussed the issue of ramp-metering with ODOT staff. We were informed that the agency currently has no firm guidelines regarding the placement of ramp meters in relation to the Mr. Ernest Munch August 11, 1992 Page four freeway mainline or to the street which feeds the ramp. However, most meters in the Portland Metropolitan area are currently located 200 to 400 feet from the physical gore point of the freeway ramp (i.e., the point at which the centerline of the ramp is 16 feet from the outermost travel lane). From this physical gore point, approximately 1,050 feet (including taper) is required for an acceleration lane. On the upstream side of the meter, sufficient space must be provided to accommodate the queue of vehicles waiting at the meter. ODOT staff have indicated that all ramp meters in the Portland area are on a fixed cycle length which may be adjusted to fit most situations and to keep vehicular queu- ing to a minimum. ODOT staff currently recommends that a minimum storage distance of approximately 250 feet be pro- vided for ramp meters. Based on the foregoing criteria, it is estimated that a total of approximately 1,500 feet of ramp (including taper) will be required for installation of a ramp metering system. The requirement breaks down as follows: - Vehicular storage = 250 feet - Distance between meter and physical gore point = 200 feet - Acceleration lane (physical gore point to end of taper) = 1,050 feet Total = 1,500 feet The distance which would be available with the proposed frontage road and relocated ramp entrance is approximately 1,500 feet, which would adequate meet ODOT's minimum ramp meter design criteria. On the following pages, I have included a more detailed discus- sion of the traffic impacts attributable to the various Park 217 access alternatives. TRAFFIC IMPACTS OF ACCESS ALTERNATIVES Analysis of the signalized intersections of Highway 99W with the OR 217 southbound ramps and Hall Boulevard was conducted using the Passer II software package. This package calculates the average delay expe ienced by vehicles using each intersection and relates this delay to a level of service (LOS). The relationship between average delay and level of service is as follows: i • s Mr. Ernest Munch August 11, 1992 Page five Average Delay per Vehicle (sec.) Level of Service < 5.0 A 5.1 - 15.0 B 15.1 - 25.0 C 25.1 - 40.0 D 40.1 - 60.0 E > 60.0 F Level of service "D" is usually considered a minimum acceptable condition in urban areas. Analysis of the stop-sign controlled intersection of Hall Boule- vard with Garden Place was conducted based on the methodology outlined in the 1985 Highway Capacity Manual (HCM). This method- ology relates level of service to a reserve or unused roadway capacity (measured in passenger cars per hour) . Reserve capaci- ty is evaluated for all vehicles entering or crossing the major roadway traffic flow from side streets, as well as those making left turns on the major roadway. The relationship between re- serve capacity and level of service is as follows: Reserve Capacity (in PCPH) Level of Service > 400 A 30'0 - 399 B 200 - 299 C 100 - 199 D 0 - 99 E < 0 F AM Peak hour traffic volumes used in this analysis were counted on July 27 and 28, 1992, while the PM peak hour "traffic volumes used were counted for the City in April, 1992 and previously supplied to us by yourself. These traffic volumes are depicted in the attached figures with Figure 1 including AM peak hour traffic and Figure 2 including PM peak hour traffic. Note that these figures also show modifications to existing traffic volumes { associated with implementation of the various alternatives. The results of intersection capacity analysis are presented in 9210 the attached table and o,. •-mar i zed in the following paragraphs. ! t 11110 Mr. Ernest Munch August 11, 1992 Page six Alternative 1: Existing Conditions As indicated in the attached table, the intersection of Highway 99W with Hall Boulevard currently operates at level of service (LOS) "E" during both the AM and PM peak hours with average vehicular delays of between 40 and 45 seconds per vehicle. The intersection of Highway 99W with the OR 217 southbound ramps operates at LOS "C" during both the AM and PM peak hours with average vehicular delays of between 15 and 18 seconds. All movements at the intersection of Hall Boulevard with Garden Place currently operate at acceptable levels of service during both the AM and PM peak hours. Level of service for westbound traffic at this intersection during the PM peak hour is estimated at LOS "D" . Alternative 2: Southbound Frontage Road with Right-in/Right-out Only Access at Highway 99W/Garden Place This alternative will result in a slight increase in overall vehicular delay on Highway 99W from existing conditions. The intersection of Highway 99W with Hall Boulevard will continue to operate at LOS "E" during the AM and PM peak hours, with average delay increasing by 0.4 seconds for both time periods. The intersection of Highway 99W with the OR 217 southbound ramps will continue to operate in an acceptable manner during both the AM and PM peak hours. The intersection of Hall Boulevard with Garden Place will be unaffected by this scenario. Capacity analysis results for this scenario are also summarized in the attached table. 7 Alternative 3: Existing Conditions with Improvements at Highway 99W/Hall Boulevard The addition of southbound right and northbound left turn lanes at the intersection of Highway 99W with Hall Boulevard will improve traffic operations at this location. During the AM peak hour, level of service will improve from LOS "E" to LOS "D" and average delay will decrease by approximately 15 seconds per vehicle (from 44.9 to 29.8 seconds). An improvement is also ex- pected at the intersection of Highway 99W with the southbound OR 217 ramps due to improved traffic progression. During the PM peak hour, a slight improvement is anticipated at Highway 99W/Hall Boulevard (to a high LOS "D"), with a slight worsening of operations at the intersection of Highway 99W/OR 217 south- bound ramps. l t i I J Mr. Ernest Munch August 11, 1992 Page seven ' Alternative 4: Improvements to Highway 99W/Hall Boulevard with Restricted Access at Highway 99W Garden Place With this alternative, traffic which presently turns left from Highway 99W to Garden Place will be required to make a U-turn at Hall Boulevard in order to reach Park 217. This traffic will significantly increase the westbound left-turning volume at Hall Boulevard during both the AM and PM peak hours and will result in a significant increase in average vehicle delays. During the AM peak hour, delay will increase from 29.8 seconds per vehicle (a low LOS "D") to 36.4 seconds (a high LOS "D"). During the PM peak hour level of service will drop from LOS "D" to LOS "E". Alternative 5: Improvements to Highway 99W/Hall Boulevard with Southbound Frontage Road and Right-in/Right-out Only Access at Highway 99W Garden Place With the proposed interim improvements at Highway 99W/Hall Blvd. and development of the southbound OR 217 frontage road, the intersections of Highway 99W with both Hall Boulevard and the OR { 217 southbound ramps will operate at LOS "D" or better during the AM and PM peak hours. However, a high level of service "D" is expected at the intersection of Highway 99W with Hall Boulevard during the PM peak. I hope that the information presented in this letter is suffi- cient to meet your needs at this time. If you have questions, or require further analysis please feel free to contact me. s Sincerely, KIMLEY-HORN AND ASSOCIATES, INC. Anne Sylvester P.E. Senior Project Manager i l~ i i t I i I Summary of Intersection Capacity Analysis in Vicinity of Park 217 Signalized Intersections Unsignalized Intersections AM Peak PM Peak AM Peak PM Peak Alternative and Intersection Delay LOS Delay LOS Movement R/C LOS R/C LOS Alternative 1: Existing Conditions Highway 99W at: Hall Boulevard 44.9 E 40.4 E OR 217 southbound ramps 17.7 C 15.5 C Hall Boulevard at: Garden Place SB left 734 A 684 A WB all 420 A 163 D Alternative 2: Frontage Road with Right-in/Right-out Only Access @ Highway 99W/Garden Place Highway 99W at: Hall Boulevard 45.3 E 40.8 E OR 217 southbound ramps 25.1 C/D 18.1 C Hall Boulevard at: Garden Place SB left 734 A 684 A WB all 420 A 163 D Alternative 3: Existing Conditions with Highway 99W/Hall Boulevard Improvements Highway 99W at: Hall Boulevard 29.8 D 39.2 D OR 217 southbound ramps 13.9 B 17.6 C Alternative 4: Improvements at Highway 99W/Hall Boulevard with Right in/Right out Access Only at Garden Place Highway 99W at: Hall Boulevard 36.4 D 43.5 E OR 217 southbound ramps 14.0 B 17.7 C NMI rk 21~ Continued sis in Vicinity °f pa Intersect pM pea li OS zed tion capacity AnalY Unsigna R C pea C L " Summary of In sec ali7 Inter se 1A p a OS M°v-e%e ntage goad and R~9ht AM e a De it southbound Fro SiC3 Dew 9oulevar Inter Section h 99W at / Gal den lace Alternative and rovements Access pn1Y D 5: Imp ht out 39-4 C ternative in/Ri9 D 2n•~ Al 30.1 C .9% at' 18.3 Hi Hall Bo sl' thb and ramps OR 21movements coo n bined all Westbound turning serve l meas Re capacity s southbound r R BC means S nt780 O.- X912 00 C-4 9 Nto +-873 ( 146 ~1 T111 32 Highway 99W 116 1630--r 1401 0 v`~m 19,3 33-~ 7 299-1 51-1 ~N Existing Conditions A a C Nm ti V me cNO0 4.13 m cow I ` x--11 CD to t r* Gordon PI a amoin Co •r ® s 001 rn 10 'L 68 `r'° N 04 N of 14 ~ 1. 103 ~ r 6 ~J 9 19 - Highway 99W 119 '1 t 1919-- 12990- 1401-- ri 51 ~ a ~N Frontege Road with JL Right-in/Right-out Access c v at Garden Place/ n V o !Highway 99W '04)°; 1-13 0 o sR j ~ ` f- G 11 c ~ ~ sR ~ mp ` Arden PI e m m W u' m a) 68 m w ,9~ Olt- Nmv ,.._873 780 J L. r257 J 1030 • L. 32 Highway 69w Proposed InWov®- 1419, -a Nf r 19340 r 163s9- iffiBents at Highway 99W 51-; vinm r /HaH Blvd. with ~N Haight-in/Riga-out only P. COL Access at Highway 999/ s as Garden Puce NO -1 o ago t r. Garden PI F mN m v FIGURE 1 wmley-Nom and A88oc ea. Inc. AM Peak Hour Traffic • 00m t- 89 L.5 a 0) 0-' 0- 1371 (9N 1696 ~~u7 -1405 247 t, j-75 4 770 Highway 99W ( 1368--0- 1087-0- -r cmr~m 1434 • l 270" 29-a "N W N Existing Conditions a n c NEE m X75 cow c CC Kam 4-58 Garden PI N T ~a m N Nam ca O = t OOU) L 89 v rn n -1346 M LO eJ + M 4247 1696 129 _ Highway 99W 1087, r 1434 ~ 1270 -'i frontage Road with 29 "N" N Right-in/Right-out Access a m a V LO ,at Harden Place/ 0 CD al. 4-63 ° arm.. s Highway 99W 0) m r75 erden PI ° j 8e R ape 1 > t cr U. m cos 1371 m k- 5 M N+-1405 322 -1771 L. 70 Hf9hway 99W 204, 1437-+ 1368- Proposed Improv" 1087--*- ~ t ~ 109-- b 270- ments at Highway 91DW 29-1 °No N /Hell Blvd. twlth d v Right-In/Right-out only ® Access at Highway 99W/ t. m co-eN 63 coca Garden Place + ,x-75 _ o w Barden PI a va to LO FIGURE 2 Wrnley4iorn and Associates. Inc. PM Peak Hour Traffic 10 t Description of Park 217 and Proposed Improvements to Highway 99W submitted by Smith's Koine Furnishings and Spieker Partners to the Tigard 99W Task Force June 24, 1992 i i F a Prepued by ERNEST R. MUNCH ARCHITECT URBAN PLANNER 111 S.W. OAK STREET, SUITE 300 t PORTLAND, OREGON 97204 PRONE: (303) 2241282 FAX: 2247931 f 1 Description of Park 217 Park 217 is a 256,000 square foot business park owned by Spieker Partners. The first phase of development was begun in the early 1980's. Subsequent buildings were constructed until 1990. The park is nicely j landscaped and well maintained, with an occupancy rate of approximately 97%. The principal tenants include Smith's Home Furnishings, (46,550 square feet); KeystonelNEA, (29,762 square feet); Synektron, (29,675 square feet); Automated Office Systems, (41,715 square feet); Crestec Portland, Inc., (15,235 square feet); and Contract Furnishings, (14,400 square feet). In all, 681 people are employed by 20 firms in Park 217. The county tax roles lists its assessed value as $10,441,570. Like any retail establishment, Smith's Home Furnishings is both location and access sensitive. Its business increased 50% after it moved from one location in Park 217 to its present location closer to 99W. Ninety percent of the customers from Smith's arrive from the north. Construction of a raised median preventing left turns directly into Garden Place from 99W would be disastrous without first improving access to the store in some other way. I k I i 1 1 i 4 i i 7 r 9 1 i i i f I proposal hip fitted Wy partners l subm d the ths gpieker Nome Furnishings an (yN) Tro K Too J \ 1, < ,Y 6S C 5,1 ( ..J ~ ~ 2,Y eso f90 • TIT2 f t o ~ • ~r r t " .S 2 9 . . U✓ s ` r \~r C ` ' ~ I{0 y~f ce \ i~a- C_- _ o fl ~ (YM. z06 O 4' 1 `49 9 ° G0 ~ 0 zor 1 C~ IdC i~8, ~ . q6o ti.i Ce O J a / OQ O ` rBO i e \ J IN- to seVCII Y { Toscs ~~~a q~ $ DPP. Nc i e ~ s. ~r~ _ _ 14 - res. 1, _ •':i.• o[ 1 ADO-~_ ~ l p.rEo OS8 T"_, qc Tol.a, z h' ~ goo o w BuilU . -B S1R } ~ 9 P♦ ~ o cs~ L m c+R ` sw ca ca Roth A061 c Bli1L~P'• FiVe ° \ \ ~)La a ° U Ce x .206.1 •d OCR a Ge Ote VOW C0 tT.r~l6 ~ca C9 ae ~ J ~`i, 3 6` ~y~~p 11 a ~y .209 (W"~ Building One Building ✓ to • , , p 6 0 . I C_ 9 r 1 - _ _ - ~GN RCN arSS' t ~ih +t> r.. (Jr _ a'% 1 P• -I CB 9 ~ r/ J ~ ~ ~ .via L ~ ^t"' 1 1 Z yi1,q z Y66 ~ SP Q !1 i V T i r 1 M I n , ip I Improvements to Highway 99W as Proposed by Smith's Hone Furnishings and Spieker Partners r ! 1. Construct a one way frontage road, (Park Place) from the intersection of 99W and the Highway 217 southbound on ramp to Garden Place. Allow access to Highway 217 from this new street.* 2. Construct a raised median in the center of 99W only if item #1 is implemented. 3. Support a Tigard sub-area transportation analysis sponsored by Metro. 4. Undertake a broad, long range study of 99W and its relationship the Tigard Community, in order to guide future improvements to that roadway. * The estimated construction cost of the new frontage road is $314,000. C Note that ODOT has proposed spending $369,000 for right of way and the construction of access improvements for three businesses (employing a total of 12 people), five apartment units and one house north of 99W which would be impacted by construction of the proposed median. .4 1 C y~ 1 i i f t pToposal submitted btyhepieker l,nelsluP and t th's Home Fuushmgs Sint i es; i ~ i S 4 't ,y 's l r ~ - l 1 *VA Suggested Route Looking North. Suggested Route Looking East Between Buildings Five and Six C. aim proposal sublvjItae .~,piekeT Partnership Smiths Hoene Furiush~~s f P i f .t._ V •i 1 i f z l ~f s NEW Suggested Route Looking North. a• ' 'III u Suggested Route Looking East Between Buildings Five and Six t ar own .'NF. Alternative Route Looking West Between Buildings Six and Seven ~L. 4 "%yLd.. ° .-.tea I SIR 1 Alternative Route Looking West North of Building Seven BASMACI.YAN -DARN ELL, INC. \D1 ENGINEERING AND PLANNING Transportation, Traffic, Municipal, Transit 319 SW Washington, Suite 905 Portland, Oregon 97204 (503) 227-1666 May 5, 1992 Mr. Ernie Munch 111 SW Oak Street Portland, OR 97204 Subject: Smith's Home Furnishings traffic access on Highway 99W in Tigard, Oregon. Dear Ernie: Per your request, I have analyzed the impact of an alternate access to Smith's Home Furnishings in the vicinity of the SR-217 interchange at Highway 99W. This proposed project would include: - Construction of a southbound frontage road from.the inter- section of Highway 99W and the southbound SR 217 access ramp Agm into the business park where Smith's Home Furnishings is located. The freeway ramp would be designed to peel off from this frontage road; and - Construction of a median on Highway 99W which would limit turning movements at SW Garden Place/Warner Avenue to right-in/right-out operations only. Analysis was conducted of PM peak hour traffic operations for existing conditions and for conditions with the proposed modifi- cations. This analysis was focused on the intersections of Highway 99 with Hall Boulevard and with the southbound SR 217 on/off ramps. Analysis was also conducted of recent accident history at the intersection of Highway 99W with SW Garden Place/Warner Avenue. The analysis methodologies and results are presented in the following paragraphs. PM Peak Hourly Capacity Analysis PM peak hour capacity analysis was conducted using the Passer II software program and traffic volume data which was collected by ODOT and provided by yourself. A field check of existing inter- section geometry was conducted by BDI staff. Results of this analysis indicate that the intersection of Hall Boulevard with Highway 99W currently operates at level of service (LOS) "E" with average delays of just over 40 seconds per vehicle during the PM peak hour. The intersection of Highway 99W wiLn the southbound SR 217 ramps currently operates at LOS "C" during this time period, with average vehicular delays of between 15 and 16 sec- onds per vehicle. Mr. Ernie Munch May 5, 1992 Page two The proposed project would result in no change in level of serv- ice at either of the intersections analyzed. However, a slight increase in average vehicular delay would occur at both loca- tions. Average delays at the intersection of Highway 99W with the southbound SR 217 ramps would increase to just over 18 sec- onds per vehicle, while average delays at the Highway 99W/Hall Boulevard intersection would increase to just under 41 seconds per vehicle. Capacity analysis results are summarized in the following table and the traffic volumes used for analysis have been included in the attached figure. PM Peak Hour Capacity Analysis Summary 9 Existing With Project Average Average Intersection Delay LOS Delay LOS i 1 Highway 99W @ Southbound 15.5 C 18.1 C i C SR 217 Ramps Highway 99W @ Hall Boulevard 40.4 E 40.8 E Analysis of Accident Data Based on information collected by ODOT and provided by yourself, accident analysis was conducted. This data indicated that, be- tween January 1, 1987 and December 31, 1991, there were, 43 re- ported accidents at the intersection of Highway 99W and Garden Place/Warner Avenue. An accident rate of 0.26 accidents per million entering vehicles was calculated for this intersection over the five year period. These accidents resulted in 28 in- juries and no fatalities. This is a very low accident rate and would not be indicative of significant problems. By way of example, the City of Portland generally begins to assess accident problems at an intersection when the rate reaches 1.00. Analysis of the data provided also indicates that 30 of the 43 reported accidents were types which could be prevented by the proposed median. If the proposed median had been in place during the five year period covered by our analysis, the existing acci- dent rate would have fallen to approximately 0.08 accidents per million entering vehicles. \M\D\ 0 . 0 Mr. Ernie Munch 9 May 5, 1992 ; Page three I hope that the analysis presented in this letter is sufficient to meet your needs at this time. If you have any questions or require further analysis please feel free to contact me. Sincerely, BASMACIYAN-DARNELL, INC. tAnne Sylvester P.E. Principal Transportation Engineer s Attachment C BAS ACIYAN ® DA NELsL., INC. I Project No, 9 03093 Date By Checked C Project Description Smil s Horne. Faynlsb, s Tka-Mr- Aceesa N~ 0 O,n Il 3 9 Jr t1► 1_ ate. Cr a-~ 4-- 1371 j t4 75 96 + d~ u) 05 70 ,d b ~r2u1 ~ 1419h k" 18~ - + `1T( iy3s-~~ 61(~ ~210W9W 29 c r- om_- 34 ~ ~ N Ic of ra d ® E.13ilf-iroq PM Pea. hour. -Feag c Volumes ~c 3 i Q°-a,(r t- 89 ati o- tt m U) 46 E~ d Li 371 r~--5 96 ~ag 204 1437 13(6s '-'4 1 o87 T 3N 2`!0 W n4 m d Q r~ him Pm Peo L 6aj_ + ta.- i vo t um e.s w i -14- Pao s ed. P ' tca~ . Lm 1m111111 i i mm~ il 11 i offimman Rag= FAIM ® I, Consulting Engineers June 4, 1992 Mr. Ernie Munch 111 SW Oak Street, Suite 300 Portland, OR 97204 RE: Park 217 Frontage Road Project Dear Ernie: We have reviewed the schematic plans for the proposed frontage road along SR 217 east of Highway 99W. The proposed Frontage Road will provide access to Park 217 and the SR 217 ramp. The frontage road will consist of a one-way road with a 5 foot sidewalk on the south side. The project will also include the constriction of a two-way street connecting the Frontage Road to the cul-de-sac at Garden Place. The estimated construction cost for this road is $280,000. This includes a 20% estimating contingency. The estimated additional consultant costs for civil engineering, soils report and traffic study is $34,000. The total cost of the project would be $314,000. Enclosed is an itemized cost estimate for your review. If you have any questions or require further information, please call me. Very truly yours, Robert J. Grummel, P.E. RJG/be Enclosure C 92038.9 707 S W. Washington St . Suite 600 Portland. OR 97205.3523 (503) 227-3251 Fax (503) 227-7980 Portland Seattle Los Angeles No" kpff I Consulting Engineers COST ESTIMATE 707 SW Washington, Suite 600 Portland, OR 97205 TITLE: FbV-r. -1-1 (503) 227-3251 HEADING: JOB NO: CALL. BY: DATE: L®- PROJECT: Page _ of UNIT UNIT ITEM DESCRIPTION MEASURE COST TOTAL GL , rJ _ c?- f?~ I 3 aov rJ^ F Oa Z'' ~l~. t..l ! e Zvv ,I tom! r )5rb ZS LF G~ L i e= Z ~ Sao a4. eee S~M, vVA4,*V'-!P • S 5-Q ~ ~ ea f;!t a ~ ! i~_ o ode 232,,E O COME= Examples of Frontage Roads in the Portland Metropolitan Area Similar to that Proposed by Smith's Home Furnishings and the Spieker Partnership. Restricted Direction of Frontage Street Preceding Number of Access Travel on Hwy. Cross Street Accidents Hwy. 1989-1991* 1. I-5 North North Bound N. Missouri N. Alberta 3 2. I-5 North South Bound Minnesota N. Alberta 1 3. I-405 Fast Bound NW. Vaughn/ NW. 23rd Ave. 2 Extension NW. Thurman 4. I-405 North Bound NW. 15th Ave. NW. Glisan 0 5. 1-405 South Bound NW. 16th Ave. NW. Everett 0 6. I-405 South Bound SW. Taylor SW 13th Ave. 0 7. Hwy 26 West Bound SW. Murry St. SW. 20th Ave. 1 8. I-405 East Bound SW. Broadway SW. Jackson 9** 9. I-405 West Bound SW. 6th Ave. SW. Rroadway 8 10. 1-405 East Bound SW. 5th Ave. SW. Jackson 0 11. I-5 South South Bound SW. Sheridan SW. Montgomery 0 12. I-5 South North Bound SW. 20th SW. Spring Garden 0 13. I-5 South North Bound SW. Huber SW. Capitol Hwy. 2 14. I-5 North North Bound N. Williams NE. Broadway 3 15. I-84 West Bound NE. 33rd Ave. NE. Broadway 0 16. I-84 West Bound NE. Halsey NE. 82nd Ave. 0 * Source: ODOT. The accident count rises to 21 if the intersection of Broadway and Jackson is included. The higher rate is due primarily to drivers disregarding the traffic signal at that location. v 4b it Q. .x..11 q 10 61 I,o_at on of Ex~~ples I I I i I 1. I-5 North North Bound N. Missouri N. Alberta t ti y r - ` 1r+1 A~~i4 C S^ r '-T x"'111. 1 I I I I I z yPy- r 1,9. MINNESO'f Kim I ~-I. Missou~l I C- ~r 'r i 1 p lbeTM SoU ' B°,3,14 At 2- I I ~ I ~I i * r' a wow ~ ~ N M~WN~h°~ ~ a 5 (M q own= 4 3. I-405 Extension East Bound NW. Vaughn/ NW. 23rd Ave. NW. Thurman ML %14' - 5 KEEP - x s a I~R 40 _ may; •~r r ~~4✓ -r f e +4" tl ~ 1'i Y NW VAI.1GµW a z tA NI 3 Z N W T PW 6LMA-• H Oil 4. 1-405 North Bound NW. 15th Ave. NW. Glisan ~44 I S4 Z Z m 01. N lal { to -~i HW ISTµ H 1/4 14 a f MINNIE= i Nw fIV etett 16th Ave. 5 south B,oucl r 5 1"40 _l-r- w~. ~4W t u ~ r t -to lip i i i 6. I-405 South Bound SW. 'T'aylor SW 13th Ave. ..r.~► 'WAYy 6, OF N, ~ty t l 1 a I 1 i d 3 ; d Low r%erxm~n ~ilAiYSY►A~nwi 'affil 7. Hwy 26 West Bound SW. Murry St. SW. 20th Ave. .f 4 A .o w^~ 1 V s HIM S. I-405 East Bound Sal. Broadway SOU. Jackson I Q/ a i { a ' Ste. Broadway West Bound Sw• 6th A.ve. , 9 I_405 l ea v' 3 ~ fi► C mom 10. I-405 East Bound Sw. 5th Ave. SW. Jackson - f J v ,nu 1 g~, y/ S ~ z a k+ :1 13. I-5 South North Bound SW. Huber SW. Capitol Hwy. .,,z,`k~r''- s'r- ~ ~•S . 511 ~ .x 7 ~ ~ t a r,-k J rte` t V "Q , S "As w~ h~~ ta s w U ~E~ rQ 1 V t 11. I-5 South South Bound SW. Sheridan SW. Montgomery 9.~ F 1 a S 41 / 4-A v ~ n ~ ~ gQ z 12. I-5 South North Bound SW. 20th SW. Spring Garden C_ 77 a h~,h hf' Z.,EPW SMW-i Ci*I nP H l17 i I 14. I-5 North North Bound N. Williams NE. Broadway ONE WAY { 1 i s.~ 4 1 Q O ` J z N~ PsRot~vW~.Y 7 s MENEM 4 15. 1-84 West Bound NE. 33rd Ave. NE. Broadway Y ~ - atrr r~z_-'.~«+d'L Yet .ter-..~-sl#~'~:.• ~tr~-~ 1 R fad f 7:~:_ i l~ /-,4 0 0 IBM , .t 16. I-84 West Bound NE. Halsey NE. 82nd Ave. y C~ YQ L ® N t H a, i MON ;i t T :1Pr r CITY OF TIGARD OREGON July 22, 1992 99W Task Force Members Re: Presentation to City Council ? on July 16, 1992, the 99W Task Force voted to recommend some interim improvements to Ball Blvd. and 99W, and in addition, to recommend the City Council initiate a transportation subarea analysis for a large section of Tigard and Tualatin. The Task Force is expected to present it's recommendation to the City Council on August 11, 1992, at 7:30 PM, at the City Council Chambers. All members of the Task Force are welcome and encouraged attend. We expect that Chairman Steve Clark will take the lead in the Task Force presentation, and may ask other members to assist. The staff will send out a formal staff report to the Council in advance; which will include some of the materials submitted by affected businesses, as well as minutes from the last 99W Task Force meeting. Between now and August 11, City and ODOT staff will be meeting with representatives of Park 217 to further refine the proposal for a new access road into Park 217 coming off the southbound freeway onramp. We will brief Steve prior to the meeting with Council on the status of those discussions. Please feel free to contact either Randy or 'Myself if you have any questions or comments. ere lopment Director Ceve Encl. br/994Citizen.Ur c: Randy Wooley t 13125 SW Hall Blvd., P.O. Boy. 23397, Tigard, Oregon 97223 (503) 639-4171 . Y.a I r CITY F TIGARD July 27,,. 1992 OREGON Re: 99W Improvements Dear Interested Citizen: On July 16th, the-99W Task Force voted to recommend to projects to the City Council. The Task Force will make a presentation to the City Council beginning at 7:30 PM on August 11, 1992, at the Tigard City Hall Council Chambers. Please feel welcome to attend that meeting. The,recommended projects include: 1. Widening of Hall Blvd. on both approaches to 99W. 2. Installing a median barrier along 99W between Highway 217 and Hall Blvd., combined with the construction of new access to Warner Avenue from Hall Blvd.., and to Park 217 from the southbound freeway onramp. The Council will review the recommendations of the Task Force, and then decide what projects to recommend to the State Highway Division. Although funding is not currently available for any of these projects, if the Council agrees with the recommendations of the Task Force, we would expect to request that the State fund all or a portion of 'these proj acts during the next five years. Funding for the new access into Park 217 is expected to include a substantial degree of private funding. Please contact either Randy Wooley, City Engineer, or myself if you need additional information. Sincerely Ed Murp y Communi y Development Director br/99MitzenAtr c: Randy Wooley, City Engineer* 99W Task Force i 13125 SW Hall Blvd., Tigard, OR 97223 (503) 639-4171 TDD (503) 684-2772 f eat, 11x 99W TASK FORCE MINUTES JULY 16, 1992 1. Meeting was called to order at 7:07 PM. 2. ROLL CALL Present: Clark, Deuth, Gervais, Cook, Holland, Reilly and Schweitz. Also Present: City Staff: Ed Murphy, Community Development Director, Randy Wooley, City Engineer, Carol Landsman, Senior Planner, Ellen Fox, Task Force Secretary. ODOT: Ted Keasey and Bill Ciz 3. INTRODUCTIONS Clark welcomed everyone and asked the members of the audience to introduce themselves. 4. PROPOSED INTERIM IMPROVEMENTS • City Engineer Randy Wooley referred to the staff report which was in the meeting packets. He discussed the policy implications and financial considerations and how these influenced s:.affIs recommendations. He advised that staff was recommending that the Task Force recommend to City Council the following two projects be done: 1. Add additional turning lanes on Hall Boulevard, and 2. Install median barrier on 99W, without restriping or widening 99W. City Engineer pointed out that the improvements to Hall would improve the capacity'of the intersection, but he said widening east side of Hall north of 99W did not seem cost effective. He noted that improvements to this intersection would tie in with improvements done in the future. He estimated the total cost would be approximately $700,000. Regarding the median barrier, he advised this improvement would address safety concerns and improve capacity. There was discussion regarding widening Hall Boulevard, which side to widen, and alignment of hall on both sides of 99W. i c. 99W TASK FORCE MEETING MINUTES - JULY 16, 1992 PAGE 1 i r i r Ted Keasey from Oregon Department of Transportation (ODOT) discussed the economics of the various plans. • City Engineer clarified staff's concerns about constructing an alternative access into Park 217 from the southbound on-ramp to Hwy. 217. He added there did not seem to be a real need for this, as the U-turns would off-set left turn limitations brought about by the median barrier on 99W. Discussion followed regarding the use of directional signs to help direct customers to Park 217. • Ernie Munch spoke on behalf of Park 217 businesses stating they would fund a substantial portion of the improvement if the proposed alternative access were built. _He advised they would be willing to fund at least 51 percent of the project, and that they may request to fund construction through a Local Improvement District (LID). Discussion followed concerning the length of time it would take for preliminary plans and final engineering plans. • Jim Nicoli spoke in favor of improving Warner and having it tie to Hall, and creating the new access to Park 217. He pointed out it is important to ensure that Park 217 remains a healthy and thriving area. • Ann Sylvester, Project Manager with Kimley-Horn and Associates, Inc., spoke in favor of the alternative access to- Park 217. She discussed Wayne Kittleson's proposed alternative design for the intersection of Highway 99 and Garden Place, pointing out aspects which she said were unfavorable. • Steve Roos of Russ Chevrolet expressed his opposition to the widening_ of Hall Boulevard on the east side.- IBM followed regarding last meeting's comments about widening Hall. There was further discussion concerning the flow of traffic and level of service, with Ted Keasey advising that ODOT was planning to look at the possibility of timing the signals to help improve the flow. He said this would bring the level of service from an "E" level up to a "D" level. • Bill Ciz of ODOT talked about interchange policies and Access Oregon Highways policies. He said the policies are still in draft stages and will be formalized statewide. He answered questions about signs on Hwy. 217 and 99W. • Walt Mulby, Chief Operations Officer of Smith's Home Furnishings, advised the Committee that location was the C most important factor, along with good access, in 99W TASK FORCE MEETING MINUTES - JULY 16, 1992 PAGE 2 s I i • a i C selecting a business site and maintaining a thriving business. He encouraged the Committee to give consideration to the proposed alternative access to Park a 217. i Schweitz moved and Cook seconded to eliminate the additional turn lanes on the north and south sides of Hall Boulevard from 3 the project. Discussion followed regarding the traffic congestion at Hall and 99W and the benefit and impact of the turn lanes. Motion failed with 2 voting in favor and 5 ry opposed. Deuth moved and Cook seconded to (1) construct additional turn lanes on Hall Blvd., both to the north and south of 99W, with the wi.dening•south of 99W occurring on the west side, rather than the east side of Hall Blvd., and (2) install barrier on 99W without restriping or widening 99W, and in addition, include the alternative access road to Park 217 as proposed by r Ernie Munch. Motion passed by unanimous vote of Committee members present: 7 to O in favor. -N • There was discussion concerning the next city council meeting on August 11, 1992. Clark encouraged all interested people to attend, and he requested Ernie Munch and ODOT representative to provide as much information as possible. 5. SUBAREA ANALYSIS I City Engineer spoke about the need for a larger area analysis to study how the adjoining roads related to 9911W. He explained a proposal to initiate a study to define the area and to involve Metro and ODOT in the process. He provided maps of the proposed study area. Holland suggested that Bull Mountain Road and Scholls Ferry Road be included in proposed sub-study. City Engineer clarified they were trying to define the roads connecting 99W and 1-5. • Reilly moved and Schweitz seconded to recommend to City council that this study be done. Motion passed by unanimous vote of Committee members present: 7-0 in favor. ADJOURNMENT - 8:55 PM br/991716.min 99W TASK FORCE MEETING MINUTES - JULY 16, 1992 PAGE 3 f OEM . Comb ►~'~.w►~. •~f~ve. gx/t ERRATA SHEET J Svc FOR 99W MINUTES OF JULY 16, 1992 G Delete 2nd paragraph on page 3 beginning with "Deuth moved...". Replace paragraph with following: Deuth moved and Cook seconded to accept the staff recommendation as presented in the staff report dated July: C. Recommendations - it is recommended that the 99W Task Force recommend to the City Council the following: 1. Add additional turning lanes on Hall Blvd., on both the north and south approaches to 99W. As an alternative to widening Hall south of 99W only on the east side (adjoining Russ Chevrolet), request that ODOT seriously consider some widening on both sides, or widening only on the west side (adjoining HIM Nine-T-Nine Towing Service Station). EMMM 2. Eventually, install a barrier on 99W, without restriping or widening 99W. However, do not install this barrier until better signage for Park 217 is installed, and alternative access to Warner from Hall Blvd. is constructed. When the barrier is installed, allow U-Turns for southbound 99W traffic at Hall Blvd. With the following modifications: 1. That ODOT widen Hall south of 99W on the west side, rather than the east side, and 2. That an alternative access road into Park 217 as proposed by Ernie Munch be constructed prior to a barrier being installed on 99W. C_ MIN-Ra Ila EM all 71 <_u_ Coo-,\ va- j-6 s C City of Tigard - Council Meeting August 11, 1992 Mayor Gerald Edwards Members of the Tigard City Council Members of the 99W Task Force ' For the past year I have served as a member of the 99W Task Force. In addition, I am Project Director with Spieker Partners with responsibility for managing Park 217. Park 217 is a 256,000 square foot multi-use business park comprised of eight buildings that were developed by Spieker Partners over the past ten years. The Park's overall occupancy rate is currently 98%. The Park contains 21 firms which employ 681 people. The 1991/92 assessed value of Park 217 was $10,450,000 which translated to a tax payment for the same year of approximately $264,000. The Park is well-maintained, and in fact, has received in the past two years an award for Continuing Excellence in Landscaping from the Tigard Chamber of Commerce. In addition to Park 217 Business Center, Spieker Partners has developed and currently owns another 500,000 square feet of commercial property within the City of Tigard. We have enjoyed our business relationship with the City and in turn believe we have developed projects that are an asset to the City. Park 217 is a very valuable asset to Spieker Partners. As a result, we have been actively involved with the proposed road improvements which may impact our project. We understand and acknowledge that certain challenges relating to the use of Highway 99 need to be resolved providing benefit at both the City and State wide levels. As a result, our intent has not been to block or stall the process, rather we have taken an active role in trying to solve certain issues relating to Highway 99 in a way that allows j t a business center such as Park 217 to co-exist. Because of the importance of these issues, we have dedicated a substantial amount of time and money to protect our interest and to help solve these 1 challenges. In addition, we are prepared to support acceptable solutions with a substantial amount of private funding in order to encourage and expedite the process. s i 1 I feel it is very important for the Council to understand that as the owners and managers of Park 217 Business Center, that the Garden Place access off of Highway 99 or an acceptable alternative access such as the one proposed, are critical to the existence of a business park of this size and tenant mix. Any proposal that suggests re-routing the primary entrance to Hall Boulevard through enhanced signage is unacceptable and threatens the viability of the Park. It is our business to develop, lease and manage real estate properties, I will tell you that primary access off of Hall Boulevard would render this project functionally obsolete. If this land existed vacant today and had access primarily through Hall Boulevard, it would not develop to its current level of use. Given this scenario, the majority of the tenants in the Park would not choose to locate in the Park and would likely relocate upon lease termination. In closing, I would like to reiterate that we are committed to working with both the City and the State to final acceptable solutions, including the dedication of additional time and money toward that goal. At the same time, we want to express our strong concern that the loss of our primary access to the Park without an acceptable replacement would be devastating for Park 217. Given our substantial investment, we are prepared to do whatever is necessary to keep this from happening. Thank you very much for your time and consideration. Richard P. Gervais, Project Director Spieker Partners low TIGARD PLAZA ADMINISTRATIVE OFFICE 21646 S. E. OCHOCO STREET KILWAUKIE, OREGON 97222 ~ (503) 654-3132 i August 3, 1992 U D D~ 6 1992 City of Tigard QuG Randall R. Wooley ,;1C7tAR' City Engineer P. O. Box 23397 o Tigard, OR 97223 # RE: Highway 99W at Hall Boulevard Gentlemen: Our tenants are in the retail business and rely upon the cooperation of the City to promote and develop their locations for businesses. We must have parking and accessibility to our shopping center. Your proposal appears to be an effort to help other property at our expense. 1 We oppose all efforts to restrict any of our access and to take any of our land since this would not only result in less parking, but its net effect would be damage the entire remainder. Please keep me informed as to all future plans regarding this. Very truly yours, TIGARD PLAZA r BY: Milton Brown g s 8 k 7 `1Y d y}y A 7 Eli g7b h~ y 4N~-`C T L .F r` I e .k 1 i ggvv IMP~ov~p v►°`~ 1 i i } V-A ~/1~f~1P►.iJ . GP~~N PL.• . ~ Piano r ALL- 1411 W M ti eqAcveo PL. g x lull jc X09 r v c~ ~ Peter Finley Fry AICP _ l L Z Mohawk Galleries East • 733 S.W. Second Avenue, #215 • Portland, Oregon 97204 • (503) 274-2744 • FAX (503) 274-1415 j C. August 11, 1992 Tigard City Council 13125 S.W. Hall Blvd. Tigard, Oregon 97223 Dear Honorable Mayor and Council Members: My client Joseph Angel, owner of the area's Burger Kings, and I have observed the work of the Tigard 99 West Task Force with great interest. We have been impressed by the depth of review and research into the issues surrounding 99 West. We all recognize the critical need to serve Tigard's businesses along 99 West while facilitating the movement of traffic through Tigard. Tie have observed throughout the region great damage done to businesses through poor planning and feel that in this case Tigard will be able to avoid mistakes of the past. I We support the creative solutions developed by the consulting team j for the businesses located around Hall Boulevard, specifically the ! C solutions that allow access from 99 West into Park 217. We urge you to adopt t-he recommendations of the task force. Si erel Peter Finley F y, Al OEM tf mom M y♦ c_;, Owl CA August 4, 1992 f~ ( Inn DEPARTMENT OF 1. : - i TRANSPORTATION AUG 1 0 1992 HIGHWAY DIVISION Lam; The Honorable Gerald R. Edwards T"! Mayor Region I City of Tigard FILE CODE: P.O. Box 23397 Tigard, Oregon 97223 C034-1804 On August 11, 1992, the Tigard City Council will receive a recommendation from the Tigard ti 99W Task Force for interim improvements to Highway 99W and Hall Boulevard. We appreciated the opportunity to work with the Task Force and generally support the recommendations of the group. However, part of this package includes a proposal to provide access to Park 217 from the southbound on-ramp to Highway 217 from Highway 99W. This proposed access is against ODOT policy and will not be approved by ODOT. Highway 217 is a fully access-controlled facility where egress and ingress is controlled by one-way ramp interchanges. The sole purpose of these ramps is access to and from the mainline of Highway 217. ODOT's policy is that no access to city streets, county roads, or private development will be allowed off of interchange access ramps. This policy is recognized throughout the state to preserve the integrity of the state highway system. The American Association of State Highway and Transportation Officials (AASHTO) recognizes this standard as vital to reduce conflicts and to maintain safe and efficient freeway operations. This long-time policy is strengthened with renewed emphasis on protecting the highway infrastructure through access control measures. Therefore, no design solution utilizing an interchange ramp for access to public or private development will be acceptable to ODOT. In a June 24, 1992 report prepared by Ernest R. Munch, there are examples of several other interchange locations around the Portland metropolitan area that allow freeway access from a parallel city street. In every case, these are mitigating measures included as part of a major freeway project to maintain the local circulation of existing city streets while also providing new freeway access to serve a large geographical area. These examples differ from Mr. Munch's proposal in that this is a proposal to serve a local property owner and is not necessary as mitigation for a major ODOT project. °r SSW 9002 SE McLoughlin Milwaukie, OR 97222 (503) 653-3090 734-1850 (Rev. 391) FAX (503) 653-3267 , The Honorable Gerald R. Edwards August 5, 1992 Page 2 Based on Mr. Munch's examples, ODOT is being asked to compromise the safety and integrity of Highway 217 so that a private development will have better access. Good access is already provided to the property from Hall Blvd. ODOT's responsibility is to provide a statewide system of transportation to serve the public at large, not to improve access to private developments where they feel their access is inadequate. ODOT cannot compromise the safety and integrity of Highway 217 to provide this individual access. Concern has been expressed that ODOT has not provided alternatives to this proposal. The Tigard 99W Task Force has discussed allowing U-turns at Highway 99W and Hall Boulevard and improving the signing to Park 217 if a raised median is constructed to improve the safety on Highway 99W. ODOT is open to both of these alternatives as part of a package for interim improvements to Highway 99W. The City of Tigard staff report recommendations to the 99W Task Force and ODOT's design represent a good workable solution for interim improvements to Highway 99W. That solution includes widening of Hall Boulevard at Highway 99W to include additional turning lanes onto Highway 99W and a raised median on Highway 99W between Highway 217 and Hail Boulevard. My staff has worked with Tigard City staff and the Tigard 99W Task Force for over a year now. Our participation is to provide technical support and information based on ODOT policies and good engineering practices. We are committed to continue our involvement with the task force, but our commitment is equally strong to not create future problems where they do not exist today and not to preclude future operations and improvements to Hwy 217. Donald R. A ms, P.E. Region 1 Engineer TK:po:afm TIGARD cc: Don Forbes Bill Anhorn Mike Wert Ted Keasey Bill Ciz Randy Wooley Erb Mt-,mh, Er Acct 14unch Steve Clark, Chair-Tigard 99W TASK Force Rick Gervais, Spreker Parthers Glen Groden, President, Smiths Home Furnishings Wait Mulvy, Chief Operating Office, Smiths Home Furnishings ~~C= : ~ ~~~IA~ X57 - _r ~ ~ 4 ~ ~ ~T ~au~~c ~ aL s - - Pte. s;~:r t>~,~ ~ ~ ~ mss, s~R a~_ c~a~€x~ ~ _ 'r ~ AEDl~ ~6t~ OPIfi£~i5 ! • ~ ~ s,it~. ;942 ¢ j _ Y~ ,_~s a - ~ x, 4 - ~ b 1~ ~Z ~S ~ ~ ~ ~ 'i ° ~ ::fAe ~~}a a i nib L:ifl .'r1F: ..~,YL f-l ~,'dJx. (1 - ,f.: :.a.X_ M4..> i f 0. 'yf ~ r. it iNSr A . - - - - E 6 RAESE~ !IE(Dldlli FRfp1+ 237 T6 5.~1. 87333 IPaPreAAetat. E.xos. Yttrstripd~ s2I,OB8 R ~ 4 d / AA.. . Y~: ♦ ri.i: P t~ t Hi 3p1Rtr L A~ii e Sf~?`ri 9~ iiA~L $.,Y13 RtG sas,~= Es~.9 ~i Ri~It Ot lfsy +gt;~a •5 k / k a•- E f: a o00 • ~ ~ 1~ t. u r t i ° il£Maa piAA~ o ~ VE'i:f a • i Yk::£ - lf:G ~ r ~Gr ' 1 ` „J` ~'r° t;' ADD 1 ~ „ i \ 05 ~ - ~ ~ • \ K&KYYI~W ~ ,1 'y { ~ - ~ ( , N2'?t~ I CpyS•A a... ~ C~~fVAtk (7 o I i ~ i 0 Vt r d ~ ~ ~ ~ tl9E ci v ~ 5111N SfINN ~ m SfCJNpY V1CIFIC ` ~ Ntf 5rJ ~ ~ ~ ~ `v !IANK J ~y~ r ~ / COI OH T1Lf - 0 i R / I2' 12' 1 I~ , i NORTH BOUND HALL BLVD RIGHT TURN LANE I I ' I Pavement, Curbs, Sidewalk 530,000 1 ~ Signal S8B,000 1 ~D~PIONEER PIES ~ ~ ~ ~ _ ~ ~ Right Ofi Way 587,000 ~ COLOR LEGEND F h~~ ~ It TOTAL 1205,000 ~ ❑ THRU LANE n f r TURN LANE r ❑ 81KE LANE m i - 1 •I r"I^rfN.,. ❑ SIDEWALK ° ~ ~RgCrlc ~ I!%iD1AN [ ~ of I / 1.... ~ ~ I G 491::132 AGENDA AS , SnrN' ~sE ' w'~attaa'r,'trrrvs w~~v~,...~ , _•;.r, ~ n: ' - • ~ y ,f 4. i ~;9~gGiaL 'i' IDlxoxi'iioN, ' 1 . f I~r'pll y I _ _ ; ,p,..::-i.t `1 I r ~ l - 26 1993 1 - ~Iggti~~DUB B OUALITY,OP _ 'I THH ONIGINAL ObCUfIBNT - •1, wM I I ~ v I r e,,. , . - . - ~ x 'I'~; x ~ d _ - „ ~.A 1 ~ c ,.fl a r- COUNCIL AGENDA ITEM CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: August 11, 1992 DATE SUBMITTED: ISSUE/AGENDA TITLE: 99W Area Trans- PREVIOUS ACTION: Portation Study O CITY BY: Randy Wooley DEPT HEAD OG CITY ADMIN OK REQUESTED BY: 99W Task Force ism ISSUE BEFORE THE COUNCIL Shall the City request that a regional transportation study be initiated for the 99W Area? Mona STAFF RECOMMENDATION Direct that staff initiate regional discussion of the study proposal through the WCTCC (Washington County Transportation Coordinating Committee). INFORMATION SUMMARY The 99W Task Force has heard proposals for alternative roadways to reduce future traffic volumes on Highway 99W. The proposals decrease future traffic volumes on 99W but would increase traffic volumes on other arterial and collector streets. In order to fully evaluate the benefits and impacts of proposed alternatives, it is necessary to look at the transportation system C in a larger area. The Task Force has recommended that a transportation study be initiated to review future transportation system options in, the 99W area, as shown approximately on the attached map. The study would look at the roadway system that connects I-5 with Highways 99W and 217. The study would look at both the highways and the alternative connecting roadways. Because the study includes major regional transportation corridors and because the study area covers several jurisdictions, it is likely that the study can be funded by Metro and/car ODOT. All of the affected jurisdictions would participate in the study. The results of the study could lead to amendments to the Regional Transportation Plan and to the comprehensive plans of the respective jurisdictions. If Tigard initiates the study proposal now and gains the support of the other affected jurisdictions, it is likely that the study would be conducted in 1994. This schedule fits well with other regional studies. By early 1994, the Western Bypass Study and the Regional 2040 plan are expected to be completed; the results of these studies are important to the 99W area study. Also, 1994 is when Metro expects to consider additional review of the Barbur LRT (light rail transit) and its future extension through Tigard. If the Council agrees that the 99W Area study is appropriate, staff will initiate discussions with other jurisdictions through the WCTCC. The proposed study is consistent with the recently adopted Council goals for 1992-93*. i i PROPOSED ALTERNATIVES 1. Direct staff to pursue study initiation through WCTCC. 2. Initiate an independent study funded by Tigard. 3. Determine that the study is not appropriate at this time. FISCAL NOTES As proposed, the study work would be funded by Metro and/or ODOT as part of the regional transportation planning process. No additional City funding would be required except for the cost of staff participation in the study process. rw/99W-st 1 I r i r e i i 1 E i MIR Off' A/ i SCHOLLS r ~RD DtSRHAM 8Lv S TUAL.ATIN TtJALATIN RD g`a BORLAND RD R~ZN ~ w~ov~" ' SHER RD App RD ~ EDY t~ - 0 / awww GARD b 0~ pra~ased o~ s? ;TTY or TI 54ad~ O VIC-TIG' DVG NAME ' 7~L5-92 1 3 COUNCIL AGENDA ITEM i CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY AGENDA OF: August 11, 1992 DATE SUBMITTED: July 30, 1992 ISSUE/AGENDA TITLE: Comp Plan May PREVIOUS ACTION: P1nc,LComm. hrcton 4/24 Amendment - A 92-0002 Anderson Council hr. .cont. from 5 12 & 7 14 92 PREPARED BY: Jerr OfferQAC> DEPT HEAD OK CITY ADMIN OK REQUESTED BY: Ed Murphy ISSUE BEFORE THE COUNCIL Should the City amend its Comprehensive Plan Map to redesignate a 6.23 acre three parcel site on the south side of Bull Mountain Road from Commercial Professional (3.19 acres), and Low Density Residential (3.04 acres) to Medium-High Density Residential? Approximately 1.5 acres of Low Density Residentially designated land has been removed from this proposal since the application was presented to the Planning Commission and Council. - - STAFF RECOMMENDATION Approve the Comprehensive Plan Map change as currently proposed. Direct staff to prepare an ordinance and findings. INFORMATION SUMMARY The subject properties are presently outside the City limits but within the City's planning area. The applicant has an application for annexation pending. The property is currently zoned R-6 (Residential 6 units per acre) by Washington County. Since the May 12, 1992 Council meeting, the applicant met with neighbors of the site and agreed to continue low density single-family residential for the western 1.5 acres of the applicant's property so as to provide a buffer between properties to the west and future multi-family development of the subject site. A revised applicant's statement has been submitted for City council review. A revised staff report has also been included. Staff has determined that the revised application did not necessarily have to be returned to the Planning commission for review. See packet material of May 12, 1992 for further information on the original proposal and Planning commission hearing minutes. Staff finds that the applicant's revised statement demonstrates consistency with the applicable Statewide Planning Goals and Comprehensive Plan policies necessary for approval of the proposal. In addition, the statement now adequately demonstrates that there have been changes in circumstances affecting the site's appropriate Plan designation as well as some change in community acceptance of multi-family residential development of the site as compared to its current potential for office development. Staff has changed our earlier recommendation to approval of the proposed Plan Amendment. PROPOSED ALTERNATIVES 1. Deny the Comprehensive Plan Map change as proposed and direct staff to prepare a resolution and findings. 2. Approve the Comprehensive Plan Map change as currently proposed. Direct staff to prepare an ordinance and findings. FISCAL NOTES No direct impacts. db/cpa92-02 f 11''I J11,11 I,J OR W1K9AffMM=m The City of CTv McFRA C. TIGARD CPA 92-0002 LDW D Site Area ST. B U L V V SITE a~ RD IL II,11r1 Irtr ! n/ 111111111: r Crtt- ~ Itl Ua ern1 1 11q il,u l rlllltlt, Otrlr r Ylle Irfrrnrlltt Sgtlen CIS( teflrr Irlar - artirr ► rr I I a gtd Irrr n alq ►t Itttoded It ►t ctrl rllY tllitlratl Ii 0 R T H ";""I: rtl/rr lalenll.t IIN I n rtltrnlrtl II Ito Ollq of 111er1. (YltldOgq) ~ 400 (01(1111) v STAFF REPORT TO THE CITY COUNCIL HEARING DATE: August 11 , 1992 - 7:30 P.M. HEARING LOCATION: Tigard City Hall - Town Hall 13125 SW Hall Blvd. Tigard, OR 97223 NOTE: THIS REPORT IS AN AMENDED VERSION OF THE STAFF REPORT THAT WAS PREVIOUSLY REVIEWED BY THE CITY COUNCIL AND THE PLANNING COMMISSION WITH REGARD TO THIS APPLICATION. ON JULY 9, 1992, THE APPLICANT SUBMITTED A REVISED REQUEST REDUCING THE AMOUNT OF LOW DENSITY RESIDENTIAL DESIGNATED LAND THAT IS BEING REQUESTED TO BE REDESIGNATED FOR MULTI-FAMILY RESIDENTIAL DEVELOPMENT. IN ADDITION THE APPLICANT HAS SUBMITTED A REVISED STATEMENT IN SUPPORT OF THIS APPLICATION. THIS STAFF REPORT RESPONDS TO THE REVISED REQUEST AND STATEMENT BY INDICATING NECESSARY CHANGES TO THE EARLIER STAFF REPORT THROUGH UNDERLINING NEW LANGUAGE AND BRACKETING LANGUAGE THAT IS NO LONGER RELEVANT DUE TO THE CHANGED REQUEST. A. FACTS 1. General Information CASE: Comprehensive Plan Amendment CPA 92-0002 REQUEST: Plan Map Amendment from Commercial Professional (3.19 acres) and Low Density Residential (3.04 [4.54] acres) to Medium-High Density Residential. APPLICANT/OWNER:Phyllis Anderson c/o Roger Anderson 8865 SW Center Street Tigard, OR 97223 AGENT: Planning Resources, Inc. ,(Rick Givens) 6564 Lake Road Milwaukie, OR 97222 LOCATION: 11550 SW Bull Mountain Road and abutting properties. The frontage of the site extends from approximately 500 feet to 1000 [1100] feet west of SW Pacific Highway. PROPERTY DESCRIPTION: WCTM 2S1 10AC, Tax Lots 1300 and 1400 and approximately 3.04 acres of WCTM 2S1 1ODB Tax Lot[s] 2100 [and 1600]. CURRENT ZONING: Washington County's R-6 zone (Residential, 6 units per acre) I ( 2. Background Information The subject properties are within Washington County but are within the City of Tigard's planning area under the terms of the long-standing intergovernmental agreement between the City and County. The City of Tigard's Comprehensive Plan Map designates tax lots 1300 and 1400 for Commercial Professional use and tax lot[s 1600 and] 2100 for Low Density Residential use (See attached City of Tigard Comprehensive Plan Land Use Map). Washington County currently has all of the subject properties zoned R-6 (Residential, 6 units per acre). The owner of the subject properties has petitioned the City and the 'Portland Metropolitan Area Boundary Commission for annexation of these properties to the City of Tigard. The City Council and Boundary Commission reviews of the annexation request are yet to be scheduled. On April 20, 1992, the Planning Commission reviewed this application at a public hearing. At that time, however, the proposed redesignation to Medium high Density Residential included approximately 1.5 acres of additional currently designated Low Density Residential land on the western portion of this site The Planning Commission unanimously recommended denial of the Q application as it was proposed at that time The application was forwarded to the City Council for review at the Council's May 12, 1992 meeting Prior to the Council receiving oral comments on the proposal, the applicant requested that the Council's hearing on the item be continued to allow the applicant to meet with neighbors of the site to see if modifications to the proposal could be made that might make the request more acceptable to the community. On July 9 1992, the applicant submitted the current revised request and the revised applicant's statement. The applicant also requested a further continuance of the Council's hearing on this matter to allow the community and the City's staff time to respond to the revised request The Council continued the hearing to August 11, 1992 3. Proposal Description The application requests a Plan Map Amendment from Commercial Professional to Medium High Density Residential for the 3.19 acres included in tax lots 1300 and 1400. In addition, the application requests a Plan Map Amendment from Low Density Residential to Medium High Density Residential for approximately 3.03 acres [the 4.54 acres] included in tax lot[s 1600 and] 2100. Washington County's R-6 zoning for these properties would not be affected by the proposed Comprehensive Plan i Amendment[, buts however, the zoning is proposed to be changed through the annexation request. The application package includes an applicant's statement prepared by Planning Resources, Inc. dated July 9, 1992 and a traffic study prepared by Reech Associates, Inc. in support of the application. The applicant's statement assumes that R-25 zoning would be applied upon annexation to implement the Medium-High Density Residential Comprehensive Plan designation. 4. Vicinity Information The applicant's statement at pages 2 and 3 includes details on existing development on the subject properties and surrounding area as well as information or public facilities available to serve future redevelopment of the site. 5. Agency and NPO Comments THE COUNTS BELO:? RELATE TO THE PROPOSAL AS IT WAS PREVIOUSLY PRESENTED TO THE PLANNING COMMISSION AND THE CITY COUNCIL. DUE TO THE RELATIVELY MINOR CHANGE IN THIS APPLICATION WITH REGARD TO THE SERVICES OR FACILITY RESPONSIBILITIES OF THE COMMENTORS LISTED BELOW, CITY STAFF SUBMITTED THE REVISED APPLICANT'S STATEMENT FOR ADDITIONAL COMMENTS ONLT TO NPO #3 AND CPO #4B. IT IS ANTICIPATED THAT THE NPO AND CPO WILL HAVE COMMENTS ON THE REVISED PROPOSAL PRIOR TO THE CITY COUNCIL HEARING ON THIS MATTER. ANY COMMENTS- RECEIVED FROM THESE GROUPS WILL BE FORWARDED TO THE COUNCIL AS SOON AS POSSIBLE AFTER RECEIPT. The Oregon Department of Transportation-Highway Division, the Tualatin Valley Fire and Rescue District, Tigard School District 23J, the City of Tigard Building. Division, PGE, GTE, and the Tigard Water District have reviewed the proposal and have offered no objections to the proposed redesignation. The Tigard Water District, however, notes that any future development of the site above elevation 295 above mean sea level, under either the existing or proposed zoning, will require an extension of the water main from the west in order to have adequate water pressure. NPO #3 opposes the proposed Plan redesignation. The NPO questions whether there is adequate sight distance along Bull Mountain Road to allow for intensive development of this property. The NPO also comments that access for this property should be coordinated with properties to the east of these properties. Those properties are also designated for commercial development. C [Vicki Artis, a neighbor of the subject properties, has submitted a letter in opposition to the proposal. That letter is attached to this report.] B. FINDINGS AND CONCLUSIONS The relevant criteria in this case are Statewide Planning Goals 1, 2, 9, 10, 11, 12, and 13; Tigard Comprehensive Plan policies 2.1.1, 6.1.1, 7.1.2, 7.6.1, 8.1.1, 8.2.2, 9.1.2 and 9.1.3, and Chapter 12.1.1, the locational criteria for residential Plan designations; and the change or mistake quasi-judicial map amendment criteria of both Comprehensive Plan Policy 1.1.2 and Community Development Code Chapter 18.22. The Planning Division concludes that the proposal is consistent with the applicable Statewide Planning Goals and Guidelines based upon the following findings: 1. Statewide Planning Goal #1 (Citizen Involvement) and Tigard Comprehensive Plan Policy 2.1.1 are supported because the City has adopted a citizen involvement program including review of all land use and development applications by City established neighborhood planning organizations (NPOs) and nearby Washington County established community planning organizations (CPOs). NPO #3 and CPO #4B have been provided with an opportunity to review both the original proposal and the revised proposal submitted on July 9. 1992. [The NPO's comments have been included in the staff report. No comments were received from the CPO.] In addition, all public notice requirements related to this application have been satisfied. 2. Statewide Planning Goal #2 (Land Use Planning) and the quasi-judicial plan and zone change approval standards of Code Section 18.22.040 and Implementation Strategy 2 under Plan Policy 1.1.2 are supported 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, as described in this report. The City of Tigard has notified other affected units of government including Washington County, the Oregon Department of Transportation Highway Division, and the Oregon Department of Land Conservation and Development of the proposal. Service and utility providing agencies have also been notified of the proposal. IMM C 3. Goal #9 (Economy of the State) may be supported by the proposal, although the proposal would reduce the City's inventory of developable commercial land, because: a. The reduction in Commercial Professional designated land proposed is not a large amount compared to the total amount of developable Commercial Professional designated land in the city. City Planning Division staff are not aware of any prior significant interest by others in development of tax lots 1300 and 1400 with uses permitted by the current Commercial Professional Plan designation applied to a portion of the site, or development of other properties in the general area of the site with uses permitted by the C-P zone. The amount of undeveloped and under-developed Commercial Professional designated properties in the City may indicate that the proposed redesignation would not result in a shortage of a currently needed type of commercial opportunity. b. The proposed redesignation of the Commercial Professional portion of this site may be short sighted in that long range planning interests, such as the Regional Urban Growth Goals and Objectives program of Metro, urge the integration of employment opportunities in close proximity to housing opportunities. Removing the opportunity for development of office development of this site which is close to a large, strictly residential area to the west may be viewed as contrary to those goals and objectives. On the other hand, allowing multi-family development on this site near other commercially zoned developable or developed but under-utilized properties may provide an attractive mix of land uses, thereby helping spur further commercial development in the general area, although these other nearby properties are designated for General Commercial use rather than Professional Commercial use. In that way, the City may find that the proposed redesignation is supportive of the Regional Urban Growth Goals and Objectives through supporting existing commercial development adjacent to residential areas. 4. Goal #10 (Housing) would be supported because the proposal would provide for additional housing opportunities as promoted by the City's Comprehensive Plan and the Metropolitan Housing Rule (Oregon Administrative Rules, Chapter 660, Division 7). The Metropolitan Housing Rule requires that the City maintain a minimum housing opportunity rate for developable land J Rig of 10 units per acre and a minimum 50/50 opportunity mix for single family and multi-family housing. Approval of the proposal would increase the inventory of developable residential land within the City's planning area by 3.19 acres and would provide increased housing opportunities on the City's developable residential lands by a total of 135 (165] dwelling units at a maximum density for this site of 25 units per acre. This would increase the ? City's housing opportunity rate further beyond the 10 unit per acre standard. Approval would also provide increased opportunities for multi-family development relative to single family only opportunities. 5. The proposal would be consistent with the public facility objectives of Goal #11 (Public Facilities and Services) 3 because adequate public facilities presently exist at or near the site to serve development at the residential densities proposed by the requested Plan amendment. As noted by the Water District, however, special attention will need to be paid to the design of water facilities to serve development of this site due to the site's topography. The City's Engineering Department has echoed this concern with regard to future specific design considerations related to storm drainage and sanitary sewers, although the overall storm sewer system and the sanitary sewer systems have adequate capacity to serve development of the site under either the proposed or current Plan designations. 6. Goal #k12 (Transportation) and Goal #13 (Energy Conservation) may be satisfied through providing an opportunity for an intensive land use (multi-family development) to be adjacent to a major transportation corridor (Pacific Highway) that presently is served by Tri-Met buses. In addition, the proposed redesignation would provide housing opportunities near a substantial amount of existing retail and service opportunities (Canterbury Square shopping center). The convenience of nearby transit service and commercial opportunities to a higher density residential development can result in lesser needs for individual vehicle trips on overcrowded roads and a companion benefit of lesser energy resource use. Therefore, the land use pattern that would be furthered by the proposal would generally be supportive of these Statewide Goals although, as noted under 3a above, the current mix of Plan designations may also be seen as supportive of these Goals as well. The subject site is located along a major collector street, SW Hull Mountain Road. Specific design concerns related to access to this road will need to be considered in the development review process for future development of the site under either the current or proposed Plan designations. f The Planning Division staff has determined that the proposal is largely consistent with applicable policies of the Comprehensive Plan based upon the findings noted below: 7. Plan Policy 6.1.1 is supported because the proposal would provide the opportunity for additional multi-family development and would increase the net housing opportunity on buildable lands in the City. This is detailed in the discussion for Statewide Planning Goal 10 above. 8. Plan Policies 7.1.2 and 7.6.1 are satisfied because adequate public water, sewer, storm sewer, fire and rescue, and police service capacities are available to serve potential development on the subject properties. Specific concerns related to extension of utility services to the site or analysis of storm drainage provisions will need to be considered in the development review processes for future development of the site. 9. Plan Policy 8.1.1 commits the City to plan for a safe and efficient street and roadway system that meets current needs and anticipated future development. It is difficult to determine whether the proposed Plan redesignation would be supportive of this Policy because theoretical traffic generation figures for development of typical uses and intensities under the current and proposed Plan designations are relatively similar. The traffic study submitted by the applicant assumes development of the current Commercial Professional designated portion of the site with medical and dental offices which has a high traffic potential. Because of this assumption, the traffic study is able to conclude that development under the proposed multi-family residential redesignation would result in less traffic than development under the current mix of Plan designations. While this might be true for a comparison of "worst case" development situations, it is difficult to make assumptions at this point with regard to types or intensities of development under either the current or proposed Plan designations. Questions related to adequacy of sight distance and necessary street improvements should not be at issue with this proposal since the proposed redesignation would not appear to significantly affect traffic potential from the site. These issues will need to be reviewed closely under the site development review process for any development of the site. 10. Plan Policies 8.2.2 and 9.1.2 would be satisfied because Tri-Met offers bus service on SW Pacific Highway approximately 500 feet from the eastern edge of the site. In addition, a variety of commercial and service _t 11 1 opportunities exist along SW Pacific Highway relatively close to the site. Therefore, the proposed redesignation would locate an intensive type of development within close proximity to an existing public transit route and needed retail services supportive or residents' needs, thereby encouraging a reduction in energy consumption as compared to typical suburban development patterns. 11. Plan Policy 9.1.3 would be supported because the proposed redesignation would allow for the possible development of passive solar designed multi-family residential units maximizing the site's south facing orientation thereby resulting in reduced energy consumption as compared to building residential units at a less favorably situated site. This is not to say that the same benefits could not result from development of various uses the current Plan designations. 12. The locational criteria specified in Plan Policy 12.1.1 for Medium-High Density Residential use are satisfied for the following reasons: a. The subject properties are not committed to low density development. As the applicant's statement points out, the surrounding area contains quite a mixture of land uses including multi-family residential development immediately to the south. b. Density transition, buffering, and screening requirements of the Community Development Code may be used to help make future development on the subject properties compatible with neighboring low density single family residences to the north and west. In addition, topography and existing trees could also be utilized to buffer multi-family usage on this site from those neighboring single family residential areas. C. The subject parcels have direct access to SW Bull Mountain Road, a major collector street. The subject properties are also in close proximity to SW Pacific Highway which is functionally classified as an arterial street. d. Serious development limitations affecting the properties, such as flood plains, excessively steep slopes or poor drainage, are not evident. e. Essential public facilities are present to serve future development on the properties, although extensions of some service facilities to the site itself will be necessary with development of the C site. It appears that these facilities and services have sufficient capacity to serve any s i increase in demand caused by development of the site. f. Public transit is available on SW Pacific Highway, approximately 500 feet from the site. g. The properties are located within one quarter mile of commercial service and retail opportunities in the Canterbury Square shopping center to the north on Pacific Highway, as well as the limited commercial opportunities provided at the nearby Texaco site as well as opportunities that may be developed on the C-P zoned property directly to the east of the site. i h. The applicants anticipate that private open space as well as recreational facilities will be provided as part of development of the site. There is no existing or planned public or private open space anywhere near the subject site. 13. 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 physical change in the 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, Policy 1.1.1, Implementation Strategy 2; Community Development Code Section 18.22.040(A)). The applicant's statement at page 5 asserts that a [concedes that no] mistake was made in the original designation of a portion of the site with the [Low Density Residential and] Commercial Professional Plan designation in that office building development is often difficult to accomplish on hillside sites. Portions of the subject site contain slopes of approximately 15 percent grade The applicant states that multi-family development can be more readily accommodated on steep sites because of the use of smaller buildings than typical office buildings and the ability to step foundations between units. The applicant's statement_ asserts that "the presence of a steep hillside on this property constitutes a development limitation for which the 1983 designation did not account and, therefore, the application of the C-P designation to this site should be considered a flaw, or mistake, in that plan designation." Staff agrees with the applicant that the substantial slope of 15 to 25 percent on portions of this site is typically not conducive (though not necessarily C completely restrictive) for typical office development. As was recently demonstrated by the Council's approval of 1 the Triad apartment site plan, slopes similar to the subject site's can be conducive, and actually attractive, for multi-family development. Staff therefore finds that a mistake may have been made in designating a portion of the subject site Commercial Professional due to the development limitations imposed by the site's slope on the construction of typical office buildings found in that zone. However, the Council also could reject that argument and find that no mistake was made with regard to this designation and that the City was aware of the constraints imposed by the site's slope and intended that the site be developed with something more innovative than typical office development. Staff recommends finding that a mistake had been made. The applicant also argues[, however,] that the Plan Amendment and Zone Chancre (CPA 4-84/ZC4-84 approved May 14, 1984) and subsequent development of the Wellington Estates condominium complex which occurred subsequent to the original designation of the subject properties with their current Plan designations constitutes a substantial change in circumstances in the neighborhood of the site that affects the subject properties. CPA 4-84 redesignated the Wellington Estates site from the Commercial Professional Plan designation to High Density Residential with R-40 zoning. The applicant's statement says that "the elimination of this area of potential office development seriously eroded the feasibility of _developing an office park in this area as it removed access to Beef Bend Road. As a result, all of the impact of office related traffic would fall upon Bull Mountain j' Road rather than being split between two intersections i with Highway 99E(sic) . Our discussions with residents of the area indicate that this potential traffic impact, coupled with what the perceive as an intrusion of commercial development into a residential area, would be very undesirable. ["...the introduction of apartment development on the Wellington Estates site has served to establish multi-family residential as the appropriate land use in this area of the city."} [While staff concedes] Staff concurs that the rezoning of the Wellington Estates site and the subsequent development of apartments on the Wellington site was certainly a change in physical circumstances affecting this area. This change has removed the potential for developing these parcels jointly with a possible road connection to Beef Bend Road. In addition, the current application has made neighbors of the subject site aware of the site's current Plan designation and its potential for office development Many neighbors were apparently unaware of this development potential and have essentially opposed not only the proposed Plan C redesignation to Medium-high Density Residential but also the current Plan designation because of potential traffic_ conflicts and feelings of incompatibility between differing land uses These neighbors should understand that due to the proximity of this area to Pacific Highway and the intensive development that necessarily exists_ along such a roadway, there has to be some interface between different land uses in this area. That interface has previously been established by the Comprehensive Plan to bisect the Anderson properties in the boundary between Commercial Professional and Low Density Residential designations It would be very difficult for the City to now down-zone the higher intensity designated, but as yet undeveloped properties so as to move this interface between uses further eastward to "protect" the low density uses to the west but to diminish the values of these properties However, the current proposal offers to replace the current potential for office development with a possibly more acceptable potential use from the neighbors, Perspectives While this change in the neighbors awareness of the development potential of the subject site and possibly a change in what the neighbors feel is an acceptable neighboring land use is clearly not a change in physical circumstances, it may be reason enough to tip the scale in favor of the City modifying the Plan designation of the site as requested. The applicant has offered to change this application from how it was originally proposed to essentially guarantee a physical separation between existing low-density residential development owned by others and the potential multi-family development on the subject site through removing some of the applicant's property from consideration for intensification. This also should result in a less significant increase in traffic on Bull Mountain Road upon development of the site than was assumed in the applicant's traffic study. This change in the application should serve to make the proposal at least somewhat more acceptable to the neighbors than has been reflected in the earlier comments received by the Planning Commission and City Council. it is not clear how these prior activities now affect the subject property in ways that dictate a change in the designation of the subject site. Wellington Estates receives access from a different street than the subject properties. In addition, the southern slope of Bull Mountain in this area is fairly steep such that it is difficult to say that the Wellington Estates site and the subject properties are closely physically related in a way that should require linking the uses of these different sites. In summary, staff does not find that the changes in this area subsequent to the designation of the subject properties sufficiently affect the subject properties in ways that argue for the requested redesignatlon to ' Medium-High Density Residential flan designation.] ONE= C. RECOMMENDATION The Planning Division recommends approval of the requested Plan Map Amendment from Commercial Professional to Medium High Density Residential for the 3.19 acres included in tax lots 1300 and 1400 and from Low Density Residential to Medium High Density Residential for approximately 3.03 acres included in tax lot 2100. Because the proposed redesignation would result in a split Plan designation for tax lot 2100, approval of the redesignation request should be conditioned upon the applicant committing to adjust the property boundaries for this tax lot through either a lot line adjustment or minor land partition prior to or concurrent with any development application for the parcel. Staff recommends that the Council direct staff to prepare a clean copy of this staff report and an ordinance adopting the staff resort as findings in support of the Plan Map Amendment approval. [While positive findings, or at worst inconclusive findings, may be made for most of the applicable Comprehensive Plan Amendment approval criteria applicable to this proposal, staff does not find that there any really strong arguments in support of the proposed redesignation that would justify the change requested. Positive findings could also be made relative to the Plan Policies and locational criteria for the existing Commercial Professional and Low-density Residential Plan designations already applied to the site as well. In addition, persuasive evidence has not been presented showing that there has been a significant enough change in circumstances affecting this site to support the requested redesignation. It is important to note that the Comprehensive Plan requires this finding of change (or a mistake in the original designation) so as to require a substantial burden of proof that must be overcome to unseat the certainty provided by the existing designations. The certainty provided by the existing Plan designation is obviously important for the expectations of nearby neighbors and property owners and should only be unseated if a substantial public interest can be served by the requested change. Staff finds that this burden of proof of has not been satisfied. Therefore, based upon the findings and conclusions listed above, the Planning Division recommends that the Planning Commission forward a recommendation for denial of the request to redesignate the subject properties with the Medium-High Density Residential Comprehensive Plan Map designation.] 0.0 ✓i ` PREP D B . WOf f er APPROVED BY: Dic ewersdorff ate Planner S for Planner M ED1 U Y H y~ rr R. [ • 1 ~C awl" I r r°i l 2 ilt So P% &VOW fit, • ` ~ ~ PIN, C\ [ r ~I a e q u6roP 6 • •e e , oI _ i'( I [ A ~ .4 k NO eft WEB ~ ~ ~ .~wd •r c • sly > ~-~l .1 n~ we t v [ 6 s r[RrtR .A ~vu R M iN( Rt ~yINIVMf /g/BQ `V M ~ f y 011. ►v[. M ~ I ^ ~ I • w I 1 n RECEIVED PLANNING ! J UL 14 1992 PLANNING a RESOURCES, " INC. LAND USE & SITE PLANNING SERVICES July 9, 1992 Mr. Jerry Offer City of Tigard Planning Department 13125 S.W. Hall Blvd. Tigard, Oregon 97223 RE: CPA 92-0002 Dear Mr. Offer: As we discussed in our conversation of this date, my client wishes to request that the public hearing on the above-referenced Comprehensive Plan Amendment application be rescheduled to the August 11, 1992 City Council agenda. As you know, our meeting with G' > members of the surrounding neighborhood has resulted in our reaching a consensus with those neighbors for a modified proposal. The essence of this modified proposal is to with- draw Tax Lot 1600 and an approximately one-third acre area surrounding the existing home on Tax Lot 2100 from the proposed Plan Amendment application. This area would remain under the present plan designation and would be used for single family residential purposes. The balance of Tax Lot 2100, as well as Tax Lots 1300 and 1400, would continue to be in- cluded in the application for a Plan Amendment to the Medium-High Density Residential (R-25) designation. However, as agreed with the neighbors who attended the meeting, the applicant will record deed restrictions on this proposed R-25 property which would limit the density of development to no more than 18 units per acre. A revised narrative is attached which modifies our proposal as described above and provides a revised discussion of applicable comprehensive plan policies. Thank you for your assistance in this matter. If you need any further information, please give me a call. Sincerely yours, Richard Givens r cc: Phyllis Anderson 6564 S.E. Lake Road Milwaukie, Oregon 97222 (503) 652-2478 gkillSED APPLae_A,vTS 57;97FM6W7- Mom COMPREHENSIVE PLAN MAP AMENDMENT AND ZONE CHANGE APPLICATION S.W. BULL MOUNTAIN ROAD Tigard, Oregon Prepared for: Mrs. Phyllis Anderson Prepared by: Planning Resources, Inc. REVISED JULY 9,1992 C_ INTRODUCTION: This application seeks approval of a Comprehensive Plan Amendment and Zone Change for approximately 6.23 acres of land located on Bull Mountain Road near Highway 99W. The subject property consists of three parcels: Tax Lots 1300 and 1400 of Assessor's Map 2S 1 10 AC, which are zoned C-P, Professional Commercial, and the southeasterly portion of Tax Lot 2100 of Assessor's Map 2S 1 10 BD, which is currently pending annexation to the City of Tigard and is zoned with Washington County's R-6 district (Residential - 6 Units Per Acre). The applicant is requesting that the City's Medium-High Density Residential com- prehensive plan designation be applied to these properties and that they be zoned R-25. This report has been prepared on the behalf of the owner of the subject property, Mrs. Phyllis Anderson. This report will demonstrate that the proposed Comprehensive Plan Amendment and Zone Change are consistent with applicable Statewide Planning Goals and the policies of the City of Tigard Comprehensive Plan. EXISTING LAND USE: A. Site: One single-family dwelling is presently located on Tax Lot 1300. The balance of the site is vacant. B. Adjacent Properties: East: The property to the east of the subject site is zoned General Commercial. A service station and car wash are located in the southwest quadrant of the Bull Moun- tain/Pacific Highway intersection. A restaurant building, currently vacant, is located between the subject site and the service station. Christ the King Lutheran Church is located on the north side of Bull Mountain Road at this intersection. North: Two parcels are located immediately to the north, across Bull Mountain Road, from the subject property. One parcel is developed with St. John's Episcopal Church and the other contains one single-family dwelling on a large, redevelopable parcel. This area is zoned R-2. West: The balance o€Tax. Lot 2100 (which contains a single family home) and Tax Lot 1600 are owned by the applicant. These properties, as well as properties further to the west, are zoned R-6 by Washington County. South: Property to the southwest of this site, at the intersection of Beef Bend Road and Pacific Highway, is zoned R-40, High Density Residential. This parcel is de- veloped with the Wellington Estates apartment complex. To the west of this apart- ment complex a new subdivision, Helm Heights, has been recently constructed. Lots in this development are presently vacant. 1 PHYSICAL FEATURES: The subject property is located on a hillside which slopes to the southeast. Grades on this mom hillside are moderate, being in the range of 15 to 25 percent. The front portion of this site is open field, with back half being wooded with a mixture of Douglas fir and deciduous trees. PUBLIC FACILITIES: A. Sanitary Sewer: Sanitary sewer is available to serve this site from an eight inch line stubbed to the north property line of the new Hume Heights subdivision or from the existing sewer line in Beef Bend Road. Access to sewer will depend upon obtaining easements from adjoining property owners at the time of development. There are no capacity problems in either line size or treatment plant facilities anticipated in serving the subject property under the proposed R-25 zoning. B. Water Service: Tigard Water District provides water service to the Bull Mountain area. Existing water lines in Bull Mountain Road along the street frontage of the subject property are six inches in size. A twelve inch water main is located in Pacific Highway at the Bull Mountain Road intersection, approximately 600 feet east of the subject property. It is likely that a new water line would need to be extended from this main to the subject property in order to service the proposed multi-family develop- ment. This improvement, if required by the Water District, would be provided concur- rent with the development of this site. C. Storm Sewer: Storm drainage' in this area is presently limited to roadside ditches with culverts under roadways. As mentioned previously, the subject property slopes to the southeast, towards King City. In order to accommodate development on this site, a storm drainage system will need to be installed to carry water to the natural drainage- way at the Beef Bend Road/Pacific Highway intersection. A storm water detention system may-be required in order to limit the rate of runoff to pre-development levels and mitigate potential impacts upon downstream properties. The most likely means of accomplishing this detention would be to install an oversized storm pipe in one portion of the on-site system and, through the use of a restricted outlet pipe, use this storage capacity in the pipe to detain storm water during peak rainfall periods. This issue would be addressed in detail at the time of development. D. Streets: Bull Mountain Road is a paved two lane street along the project frontage. Its intersection with Pacific Highway is fully signallized. Frontage improvements to the roadway are planned to be installed at the time of development to bring the roadway surface to City standards. A separate traffic study has been prepared to assess the impacts of the proposed Plan Amendment and Zone Change upon this roadway and the intersection with Pacific Highway. Please see this attached report for a detailed _ discussion of these issues. 2 EMU= ~J COMPLIANCE WITH STATEWIDE PLANNING GOALS: The following LCDC Statewide Planning Goals are applicable to this proposed Zone Change and Comprehensive Plan Amendment Application: Goal #10: Provide adequate housing for the needs of the community, the region and the state. Comment: This proposal would increase the potential for providing adequate housing to meet projected needs in the City of Tigard. At the present time, approximately three acres of the property are zoned R-6, allowing for the development of low density housing at a maximum of six units per acre (18 units). The proposed zoning would increase this maximum housing potential to twenty-five units per acre, but would be limited to no more than 18 units per acre under private deed restrictions, as agreed with adjoining neighbors. The 30.19 acres of C-P zoned property would also be zoned R-25 under this proposal, and would also be subject to the maximum density of 18 units per acre by deed restriction. Thus, the potential for provision of housing associated with this site would increase from 18 units to 111 units. The Metropolitan Housing Rule (O.A.R. 660-07) interprets Goal 10 for the Portland Metropolitan Area. This Rule requires that the City of Tigard main- tain a vacant land inventory which averages 10 housing units per acre and maintains a 50-50 mix of single-family to multi-family development. According to staff, this requirement is currently met by the City, but is very close. If the City is to have flexibility to consider Plan Amendment proposals from residen- tial to other plan designations or from higher to lower residential designations, a cushion is needed which will provide for continued compliance with this standard. The proposed Plan Amendment will assist the City in its continued compliance with the Metropolitan Housing Rule. Goal #11: Plan and develop a timely, orderly and. efficient arrangement of public facilities and services to serve as the framework for urban development. Comment: At issue under this Goal is whether the proposed multi-family residential desig- nation is consistent with the level of public facilities and services which are presently available-to the site or which can be made available at the time of development. As discussed in the preceding section of this report, adequate water, sanitary sewer, storm sewer, and transportation facilities can be made available to service the proposed R-25 zoning for this property. Thus, the proposal is consistent with the requirements of Goal 11. Goal #12: Provide and encourage a safe, convenient and economic transportation system. C Comment: The designation of this site for MediumPHigh Density Residential development is consistent with Goal 12. Bull Mountain Road is a major collector street and 3 SOME= is, thus, suited for providing access to R-25 zoned properties. The site is in close proximity to Pacific Highway, a major arterial, and has quick access to shopping and employment areas. Tri-Met bus service is available on Pacific Highway approximately 600 feet from the subject site. Goal # 13: Conserve energy. Comment: Multi-family residential development is a very energy efficient residential land use. Because units share common walls, energy loss is greatly reduced as compared with traditional single-family detached homes. Thus, the proposed Plan Amendment and Zone Change will foster a greater conservation of energy for home heating than does the existing designation. Further, the location of multi-family development in an area with quick access to public transit and close to the arterial system which accesses nearby commercial areas is condu- cive to conservation of energy for transportation requirements. COMPLIANCE WITH COMPREHENSIVE PLAN POLICIES Policy 1.1.2, Page H-7 The Comprehensive Plan and each of its elements shall be opened for amendments that consid- er compliance with the plans of the Metropolitan Service District (MSD) or its successor on an annual basis, and may be so amended or revised if deemed necessary by the City Council. Annual amendment and revision for compliance with the above regional goals, objectives and plans shall be consistent with any schedule for reopening of local plans approved by the Lad . Conservation and Development Commission (LCDC). This provision is not to be construed as waiving any legal rights which the City may have to challenge the legality of a regional goal, objective, orplan provision. Comment: The proposed amendment is not related to regional goals and, therefore, the annual review requirement is not applicable to this proposal. Implementation Strategy 2, Page H-8 The Community Development Code (C.D.C.) shall provide quasi-judicial changes to the Comprehensive Plan Map which may be initiated by affected parties on a semi-annual basis and approved it the City Council finds: a. The change is consistent with applicable plan policies; b. A change of physical circumstances has occurred since the original designation, or C C. A mistake was made in the original land use designation. 4 C Comment; The proposed Plan Map Amendment is being submitted in accordance with the City's schedule for semi-annual reviews. The consistency of this application with applicable policies of the comprehensive plan will be demonstrated in this section of this report. Based upon our discussions with neighbors who live in this area, the most substantial change is in the decreased viability and community acceptance of the C-P plan designation which is applied to a 3.19 acres of the subject property. In 1983, the C-P designation was applied to Tax Lots 1300 and 1400 of the subject property, and to adjoining properties to the east and south. Thus, a substantial block of property was designated for office campus development between Bull Mountain Road and Beef Bend Road. Since that time, the High Density Residential (R-40) designation was applied to the property immediately to the south of the subject property. The Wellington Estates project was developed on that site. The elimination of this area of potential office development seriously eroded the feasibility of developing an office park in this area as it removed access to Beef Bend Road. As a result, all of the impact of office related traffic would fall upon Bull Mountain Road rather than being split between two intersections with Highway 99E. Our discussions with residents of the area indicate that this potential traffic impact, coupled with what they perceive as an intrusion of commercial development into a residential area, would be very undesirable. The proposed multi-family designation, with a deed restriction limiting development to no more than 18 units per acre, was felt to be a more acceptable land use than the present designation. In addition to the applicant believes that the application of the C-P designation to a major portion of the subject property was ill advised in that it did not take into consideration the difficulty of developing commercial uses on hillside sites. The subject property contains slopes of approximately 15 percent grade. Because of the size of commercial buildings, office development is difficult to accomplish on hillside sites. Multi-family development can be accommodated much more readily on such sites because of the use of small buildings and the ability to step foundations between units. The presence of a steep hillside on this property constitutes a development limitation for which the 1983 designation did not ac- count and, therefore, the application of the existing C-P designation to this site should be considered a flaw, or mistake, in that plan designation. The approval of the High Density Residential designation and the subsequent development of the Wellington Estates project immediately to the south of the subject site served to introduce multi-family residential development into this area. This change in circumstance must also be considered in reevaluating the appropriate land use designation for the subject property. The Comprehensive Plan does not indicate how great a change or mistake must be in order to approve an amendment of the Plan Map. In this instance, however, the applicant be- lieves that the change in community perception of the C-P designation, the decreased viabil- ity of that designation due to closure of a potential through connection to Beef Bend Road, the failure of the 1983 Plan to consider the impact of hillside development upon the viability 5 . r of commercial development, and the introduction of the High Density Residential designa- tion on property immediately to the south of this site, add up to sufficient grounds for the City to reconsider the land use designation of this property. t f Policy 6.1.1, Page 11-33 The City shall provide an opportunity for a diversity of housing densities and residential types at various price and rent levels. Comment: See response under LCDC Goal 10. The designation of this site for multi-family residential use would increase the availability of affordable housing in the city and would assist the City in continued compliance with the Metropolitan Housing Rule. Policy Z 1.2. Page 11-41 The City shall require as a pre-condition to development approval that. a. Development coincide with the availability of adequate service capacity including.• 1. Public water, 2 Public sewer shall be required for new development within the city unless theProPer- ty involved is over 300 feet from a sewer line and Washington County Health De- partment approval for a private disposal system is obtained, and 3. Storm Drainage. b. The facilities are. 1. Capable of adequately serving all intervening properties and the proposed develop- ment; and Z Designed to City standards. 7 C. All new development utilities to be placed underground. and Policy Z6.1. Page 11-48 I The City shall require as apre-condition to development that: , t 6 Ii a. The development be served by a water system having adequate water pressure for fire protection purposes; b. The development shall not reduce the water pressure in the area below a level adequate for fire protection purposes; and c. The applicable fire district review all applications Comment: These policies should be fully applied at the time of application for Design Review. However, the ability of these policies to be met at the time of development is an appropriate issue for consideration in this application for a Plan Map Amendment. The availability of all required utilities has been addressed earlier in this report. Water, sewer, and storm drainage can all be provided to this site in a manner which will satisfy this policy. The utilities will be provided concurrently with the development of this site, will be designed to City standards, and will be placed underground. Water service to the site will need to be upgraded to maintain fire protection. This can be accomplished by constructing a new water line in Bull Mountain Road to connect to the 12 inch main at Pacific Highway. This can be accomplished at the time of development. Policy 8.1.1. Page 11-55 The City shall plan for a safe and efficient street and roadway system that meets current needs and anticipated future growth and development. Comment: The traffic study submitted with this application demonstrates that the proposed Plan Map Amendment and Zone Change will result in a land use pattern which is consistent with the capacities of roadways within this area of the city. It should be noted that this traf- fic study was based upon the original application proposal which included a larger area and which anticipated full R-25 development. The present proposal has been decreased in size and includes a proposal for private deed restrictions which would limit development to no more than 18 units per acre. Therefore, the impacts of the proposed Plan Amendment upon traffic would be even less than suggested by the traffic study. Policy 8.2 Z Page 11-58 The City shall encourage the expansion and use of public transit by. a. Locating land intensive uses in close proximity to transitways; b. Incorporating provisions into the Community Development Code which require develop- ment proposals to provide transit facilities; and c. Supporting efforts by YH-Met and other groups to provide for the needs of the transporta- tion disadvantaged. a 7 C C Comment: The location of a land intensive use such as Medium-High Density Residential in close proximity to the existing transit line on Pacific Highway is consistent with this policy. The subject property is within 600 feet of this intersection. Policy 9.1.1. Page II-62 The City shall encourage a reduction in energy consumption by increased opportunities for energy conservation and the production of energy from altemative sources. and Policy 91.3. Page II-62 The City shall encourage land use development which emphasizes sound energy conservation, design and construction. Comment: These issues are most appropriately addressed at the Design Review stage, however, the subject property is located on a south facing slope which affords opportunities for use of passive solar energy in the design of the future development. The designation of this site for multi-family development would allow the most efficient utilization of this energy source. Policy 12.1.1. Page II- The City shall provide for housing densities in accordance with: a. The applicable plan policies. b. 77ae applicable locational criteria. C. The applicable Community Development Code provisions. } Comment: The applicable plan-policies are discussed in this section of this report. The proposed R-25 zoning is consistent with these policies. The locational criteria for the Medium High Density Residential designation are discussed below. The future develop- ment of this site will be designed to no more than 18 units per acre and, thus, will comply with applicable Community Development Code provisions regarding density. I r 8 1 I SIBIA101111 al 111 Locational Criterion 3.114edium-High and Huh Density Residentiai; Page 11-79 A. The following factors will be the determinants of the areas designated for high density on i the plan map. (1) Areas which are not committed to low density development. Comment: The surrounding land use pattern contains a mixture of land uses including: commercial, High Density Residential, churches, and single-family dwellings on large lots. The primary orientation of this property in terms of access and view is towards Pacific Highway and away from the adjacent single- family areas. Thus, this site and its immediate surrounding area are not commit- ted to low density development. (2) Areas which can be buffered from low density residential areas in order to rnn_rimize the privacy of established low density residential areas. Comment: Because of topography and existing trees on the subject property, this site can be suitably buffered from adjacent low density areas. The topogra- phy drops away from adjacent low density areas such that the visual impact of multi-family development can be mitigated. The existing trees on the site offer C an opportunity to provide further visual screening. By taking access to the site from the portion of the property closest to Pacific Highway, traffic noise impacts upon adjacent low density areas to the west can be minimized. (3) Areas which have direct access from a major collector or arterial street. Comment: This site has direct access from Bull Mountain Road, a designated major collector street. (4) Areas which are not subject to development limitations. Comment: The subject property is not located in a flood plain, area of high water table, or known geological hazard area. The subject property is located on a moderate slope which should pose no limitations to the safe development of this site. (S) Areas.where the existing facilities have the capacityfor additional development. Comment: As indicated earlier in this report, all necessary public facilities are available in adequate capacity to service the proposed Medium-High Density Residential development on the property. s 9 mom , i i (6) Areas within one quarter mile of public transit, Comment: Transit is available within 600 feet of the site at the intersection of Bull Mountain Road and Pacific Highway. The parking lot for the Christ the King Lutheran Church at that intersection serves as a park and ride station. k (7) Areas within one quarter mile from neighborl-ood and commercial shopping centers or business and office centers. Comment: The property immediately to the east of this site is designated for office development. General Commercial development is located along Pacific Highway within one-quarter mile of this site. (8) Areas adjacent to eitherprivate orpublic permanent open space. Comment: There is no public or private open space in the immediate vicinity of this site. Open space can be provided on-site in developing the site plan for the future multi-family development. CONCLUSION S The proposed Plan Map Amendment and Zone Change have been demonstrated to be consistent with the Statewide Planning Goals and with the policies of the Tigard Compre- hensive Plan. All necessary public facilities and services are available to serve the proposed Medium-High Density designation. The proposed R-25 zoning will allow for greater energy conservation and will provide needed affordable housing. The specific locational criteria for the Medium-High Density designation list eight factors to be considered in siting this land use. The subject site complies with all of these factors except for immediate access to public t or private open space. Needs for open space to service the future development can be provided on-site. Thus, this application meets with all pertinent criteria and approval is hereby requested. i i i r Mill= i 10 L C '2t • 200 W O pw ' yaQ y AMT lit ry1't{•~ ~ J~ ~ tcp- .V,:D p .72~~••'•!.fYY %~'e.'•m . j.'• ; d1~~ qa iy~ • •.r ,r t). ~•pPM.. t~ tDyw t2'W q 't 4.14 AC o • - 4 o r d •'•1 t Ar- t f ~ L:V li (t+~~ 2100 Ds $ dJ7 A~' a !00 1500 1600 ° .69AG / I7AG lAG a -F ■aNaa•t 00, b ' a ans ~:b ~ s 2 P k o f .at:Dt e t ar o t Y s ~ ttY tti.t0 IZ4 1 . I 1 AUG- 5-92 WED 9 i 25 C I YY OF W I L.SONV I L.L.E P. O 1 i 5 City of WILSOO""NVILLE in OREGON 30000 SW Town Center Loop E • PO Box 220 Wilsonville. OR 97070 (503) 682-1011 } FAX C®VRR SHEEET )Please deliver the following pages: q _ Fax No. 9~ To: Attn: Phone No. yam- Date: Total Pages - -s. From Q' Phone No.~ ~alz 6f9x lv ar-:P Re: Comments. / If this transmission is not complete, please call hack as soon as possible. Thank you. AUa- 5-92 WED 9:25 CITY OF W I LSONV I UUa P. 02 i City ~(of ~r IL v ILLS in OREGON! 30000 SW Town Center Loop E W(Isonville, Oregon 97070 FAX (503) 682-1015 (503) 682-1011 TO:. THE MAYORS OF BEA'IVERTON, TIGARD, TUALATIN ARID DURHAM FROM: MAYOR JERRY KRUMMEL CITY OF WILSONVILLE DATE: AUGUST a, 1992 SUBJECT: FORMATION OF "MEGA-CITY" Below is the release that I gave at the Wilsonville City Council meeting on August 3, 1992, under Mayor's Business: "During the Mayor's Conference this past weekend, the Mayors of Beaverton, Tigard, Tualatin and Wilsonville, discussed and arrived to a consensus to put a measure on the ballot for November 3, 1992. The measure would be to consolidate the cities of Beaverton, Tigard, Tualatin, Durham and Wilsonville and the surrounding urban county areas into one 'mega-city'. thus forming the second largest population center of the state of approximately 300,000 people. "The name of the mega-city should be "BETITUADURVILLC". The ballot measure will establish the first governmental council as being the present Mayors of the individual cities. "This action is taken in order to deal with effectively the movement of Portland and Metro area and should assist in dealing with regional issues to ensure representation for the above named cities and urban county areas." Mayors, have a good day!!!