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City Council Packet - 01/08/2002
Or~~iMat n CITY ®F TIGG® OREGON TIGARC CITY COUNCIL MEETING JANUARY 8, 2002 COUNCIL MEETING WILL BE TELEVISED i i i i H:UEANNIE000 S%CCP KT I 9 131255 SW Hall Blvd., Tigard, OR 97223 (503) 639-4171 TDD (503) 684-2772 Mayor U Council MAKY' CITY OF TIGARD zOREGON 'k- ~ tiTi .N"^'Y T 7 YS'i!al ~ T/ pit 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 Manager. 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 any order after 7:30 mm. Assistive Listening Devices are available for persons with impaired hearing and should be scheduled for Council meetings by noon on the Monday prior to the Council meeting. Please call 503-639-4171, Ext. 309 (voice) or 503-684-2772 (TDD - Telecommunications Devices for the Deaf). Upon request, the City will also endeavor to arrange for the following services: • Qualified sign language interpreters for persons with speech or hearing impairments; and • Qualified bilingual interpreters. Since these services must be scheduled with outside service providers, it Is important to allow as much lead time as possible. Please notify the City of your need by 5:00 p.m. on the Thursday preceding the meeting by calling: 503-639-4171, x309 (voice) or 503-684- 2772 (TDD - Telecommunications Devices for the Deaf). SEE ATTACHED AGENDA COUNCIL AGENDA - January 8, 2002 page 1 AGENDA TIGARD CITY COUNCIL MEETING January 8, 2002 6:30 PM • STUDY SESSION COUNCIL GOAL SETTING PREVIEW AND MATERIAL DISTRIBUTION • EXECUTIVE SESSION: The Tigard City Council may go Into Executive Session. If an Executive Session is called to order, the appropriate ORS citation will be announced identifying the applicable statue. All discussions are confidential and those present may disclose nothing from the Session. Representatives of the news media are allowed to attend Executive Sessions, as provided by ORS 192.660(3), but must not disclose any information discussed. No Executive Session may be held for the purpose of taking any final action or making any final decision. Executive Sessions are closed to the public. 7:30 PM 1. BUSINESS MEETING 1.1 Call to Order - City Council 8t Local Contract Review Board 1.2 Roll Call 1.3 Pledge of Allegiance 1.4 Council Communications 8T Liaison Reports 1.5 Call to Council and Staff for Non-Agenda Items 7:35 PM 2. VISITOR'S AGENDA (Two Minutes or Less, Please) • Tigard High School Student Envoy Nathan Leamy 7:40 PM 3. 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: 3.1 Approve Council Minutes: November 13, 2001 3.2 Receive & File: a. Council Calendar b. Tentative Agenda 3.3 Approve a Revision to Resolution 00-08, Citywide Personnel Policles, Article 45, Electronic Communication - Resolution No. 02 - 01 COUNCIL AGENDA - January 8, 2002 page 2 71 3.4 Approve the City's Updated Investment Policy - Resolution No. 02 3.5 Approve an Application for a Metro/US Fish and Wildlife Service Grant for Implementation of the Fanno Creek Park Enhancement Plan - Resolution No. 02 -VL e Consent Agenda - Items Removed for Separate Discussion: Any items requested to be removed from the Consent Agenda for separate discussion will be considered immediately after the Council has voted on those items which do not need discussion. 7:45 PM 4. STATE OF THE CITY ADDRESS Mayor 8:05 PM 5. EXECUTIVE SUMMARY C City Manager 8:25 PM 6. TIGARD BEYOND TOMORROW VISION 2001 REPORT Y Staff Report: Administration Staff 8:40 PM 7. LIBRARY UPDATE a. Staff Report: Library Staff b. Council Discussion 8:55 PM 8. PUBLIC HEARING (QUASI-JUDICIAL) - ZONE CHANGE ANNEXATION (ZCA) 2001-00001 PACIFIC CREST ANNEXATION The applicant is requesting to annex seven (7) parcels consisting of 28.83 acres into the City of Tigard. The City is also considering to annex two (2) additional parcels in conjunction with this application containing a portion of 2S 109BC, Tax Lot 7000 (BPA Power line) and all of 2SI05DD, Tax Lot 2200. LOCATION: Washington County Tax Assessor's Map 2S105DD, Tax Lots 100, 201, 1900, 2000, 2100 and 2200; 2S105DA, Tax Lots 400 and 500; and 2S109BC, Tax Lot 7000. ZONE: R-7: Medium-Density Residential District. APPLICABLE REVIEW CRITERIA: The approval standards for annexations are set out in Community Development Code Chapters 18.320.020 and 18.390, Comprehensive Plan Policies 2 and 10; ORS Chapter 222; and Metro Code Chapter 3.09. COUNCIL AGENDA - January 8, 2002 page 3 a. Open Public Hearing b. Declarations or Challenges Do any members of Council wish to report any ex parte contact or information gained outside the hearing, Including any site visits? Have all members familiarized themselves with the application? Are there any challenges from the audience pertaining to the Council's jurisdiction to hear this matter or is there a challenge on the participation of any member of the Council? C. Staff Report: Community Development Department d. Public Testimony For all those wishing to testify, please be aware that failure to raise an issue accompanied by statements or evidence sufficient to afford the Council and parties an opportunity to respond to the Issue will preclude an appeal to the Land Use Board of Appeals on this issue. Testimony and evidence must be directed toward the criteria described by staff or other criteria in the plan or land use regulation which you believe apply to the decision. Proponents Opponents - Rebuttal e. Staff Recommendation f. Council Questions g. Close Public Hearing h. Council Consideration: Ordinance No. 02-01 Script for ordinance motion: Councilor: 1 move for adoption of the proposed ordinance. Councilor.- I second the motion. Mayor: Will the City Recorder please read the number and title of the Ordinance. City Recorder: (Reads as requested.) Mayor Is there any discuLsion? COUNCIL AGENDA January 8, 2002 page 4 Mayor (after discussion): Will the GVty Recorder please conduct a roll-call vote of Council. City Recorder. Conducts roll call vote. Mayor. *Ordinance No. (is approved or fails) by a (unanimous or however votes were split) vote. Tie votes =failed motion. 9:05 PM 9. PUBLIC HEARING (QUASI-JUDICIAL) - ZONE CHANGE ANNEXATION (ZCA) 2001-00002 DAFFODIL HILL ANNEXATION The applicant Is requesting to annex one (1) parcel of 3.16 acres into the City of Tigard. LOCATION: 13735 SW Bull Mountain Road; WCTM 2S109BA, Tax Lot 1400. ZONE: R-7: Medium-Density Residential District. APPLICABLE REVILW CRITERIA: The approval standards for annexations are set out in Community Development Code Chapters 18.320.020 and 18.390, Comprehensive Plan Policies 2 and 10; ORS Chapter 222; and Metro Code Chapter 3.09. a. Open Public Hearing b. Declarations or Challenges Do any members of Council wish to report any ex pane contact or information gained outside the hearing, including any site visits? Have all members familiarized themselves with the application? Are there any challenges from the audience pertaining to the Council's jurisdiction to hear this matter or Is there a challenge on the participation of any member of the Council? C. Staff Report: Community Development Department d. Public Testimony For all those wishing to testify, please be aware that failure to raise an issue accompanied by statements or evidence sufficient to afford the Council and parties an opportunity to respond to the issue will preclude an appeal to the Land Use Board of Appeals on this issue. Testimony and evidence must be directed toward the criteria described by staff or other criteria in the plait or land use regulation which you believe apply to the decision. COUNCIL AGENDA,- January 8, 2002 page 5 Proponents Opponents Rebuttal e. Staff Recommendation f. Council Questions g. Close Public Hearing h. Council Consideration: Ordinance No. 02-02 Script for ordinance motion: Councilor: I move for adoption of the proposed ordinance. Councilor. I second the motion. , Mayor: Will the City Recorder please read the number and title of the Ordinance. City Recorder: (Reads as requested.) Mayor Is there any discussion? Mayor (after discussion): Will the City Recorder please conduct a roll-call vote of Council. City Recorder: Conducts roll call vote. Mayor: *Ordinance No. (is approved or fails) by a (unanimous or however votes were split) vote. Tie votes = failed motion. 9:20 PM 10. PUBLIC HEARING (LEGISLATIVE) - ADOPTING THE TRANSPORTATION SYSTEM PLAN AND AMENDING THE COMPREHENSIVE PLAN a. Open Public Hearing b. Staff Report: Community Development Department C. Public Testimony d. Staff Recommendation e. Council Discussion f. Close Public Hearing g. Council Consideration: Ordinance No. 02 - 03 Crrint Fr%r ~rrlinu'i1~c Ii1V17V11: r...... Councilor. 1 move for adoption of the proposed ordinance. Councilor: I second the motion. COUNCIL AGENDA - January 8, 2002 page 6 Mayor: Will the City Recorder please read the number and title of the Ordinance. City Recorder: (Reads as requested.) Mayor k there any discussion? Mayor (after discussion): Will the City Recorder please conduct a roll-call vote of Council. City Recorder: Conducts roll call vote. Mayor: *Ordinance No. (is approved or fails) by a (unanimous or however votes were split) vote. Tie votes = failed ,motion. 9:35 PM 11. CONSIDER AN ORDINANCE AMENDING CHAPTER 13.04 OF THE TIGARD MUNICIPAL CODE PERTAINING TO LOCAL IMPROVEMENTS, GENERAL PROCEDURES a. Staff Report: Engineering bz Finance Departments b. Council Discussion C. Council Consideration: Ordinance No. 02 - 04 Script for ordinance motion: Councilor: 1 move for adoption of the proposed ordinance. Councilor: 1 second the motion. Mayor. Will the City Recorder please read the number and title of the Ordinance. City Recorder. (Reads as requested.) Mayor k there any discussion? Mayor (after discussion): Will the City Recorder please conduct a roll-call vote of Council. City Recorder: Conducts roll call vote. Mayor. *Ordinance No. (is approved or fails) by a (unanimous or however votes were split) vote. Tie votes = failed motion. 9:45 PM 12. COUNCIL LIAISON REPORTS 9:50 PM 13. NON AGENDA ITEMS COUNCIL AGENDA - January 8, 2002 page 7 9:55 PM 14. EXECUTIVE SESSION: The Tigard City Council may go Into Executive Sesdon. If an Executive Session is called to order, the appropriate ORS citation will be announced identifying the applicable statue. All discussions are confidential and those present may disclose nothing from the Session. Representatives of the r -ws media are allowed to attend Executive Sessions, as provided by ORS 192.660(3), but must not disclose any Information discussed. No Executive Session may be held for the purpose of taking any final action or making any final decision. Executive Sessions are closed to the public. 10:00 PM 15. ADJOURNMENT \\TI G333\US R\D E PTS W D M\CATHY\CCA\020108. D OC COUNCIL AGENDA - January 8, 2002 rage 8 AGENDA TIGARD CiTY COUNCIL ADMINISTRATIVE ITEMS FOR REVIEW JANUARY 8, 2002 1lte Study Session Is held in the Red Rock Creek Conference Room. Enter at the bade of Town Hall. i°ne Cound encourages Interested ddzens to attend aU or part of the meeting. If the number of attendees exceeds the capacity of the Conference Room, the Coundl may move the Study Session to Me Town Hall. > EXECUTIVE SESSION: The Tigard City Council may go into Executive Session. If an Executive Session is called to order, the appropriate ORS citation will be announced identifying the applicable statue. All discussions are confldendal and those present may disclose nothing from the Session. Representatives of the news media are allowed to attend Executive Sessions, as provided by ORS 192.660(3), but must not disclose any Information discussed. No Executive Session may be held for the purpose of taking any final action or making any final decision. Executive Sessions are closed to the public. > STUDY SESSION • Council Goal Setting Preview and Material Distribution • Distribute to Council: January 7, 2002, letter from Department of Land Conservation at Development (public testimony) regarding the Transportation System Plan (Agenda Item No. 10) • Change In Pacific Crest and Daffodil Hill annexation ordinances to reflect withdrawal from the Tigard Water District effective on July 1, 2002 Executive Session - The Public Meetings Law authorizes governing bodies to meet In executive session in certain limited situations (ORS 192.660). An "executive session" is defined as "any meeting or part of a meeting of a governing body, which Is dosed to certain persons for deliberation on certain matters." Permissible Purposes for Executive Sessions: 192.660 (1) (a) - Employment of public officers, employees and agents, If the body has satisfled certain preregwrisites. 192.660 (1) (b) - Discipline of public officers and employees (unless affected person requests to have an open hearing). 192.660 (1) (c) - To consider matters pertaining to medical staff of a public hospital. 192.660 (1) (d) - Labor negotiations. (News media can be excluded in this instance.) 192.660(l) (e) - Real property transaction negotiations. 192.660(l) (f) - Exempt public records - to consider records that are "exempt by law from public Inspection." These records are speciflcaily identified In the Oregon Revised Statutes. 192-660 (1) (g) - Trade negotiations - involving matters of trade or commerce in which the governing body is competing with other governing bodies. 192.660 (1') (h) - Legal counsel - Executive session are appropriate for consultation with counsel concerning legal rights and duties regarding current litigation or litigation likely to be flied. 192.660(l) (1) - To review and evaluate, pursuant to standards, criteria, end policy directives adopted by the governing body, the employment-related performance of the chief executive officer, a public officer, employee or staff member unless the affected person requests an open hearing. The standards, criteria and policy directives to be used in evaluating chief executive officers shall be adopted by the governing body in meetings open to the public in which the-e has been an opportunity for public comment. 192.660 (1) Public Investments - to carry on negotiations under ORS Chapter 293 with private persons or businesses regarding proposed acquisition, exchange or liquidation of public Investments. 192.660 (1) (k)- Relates to health professional regulatory board. 1-MI)P 1CATHYI000NCILICCUSTMOC COMMUNITY NEWSPAPERS Legal P.O. BOX 370 PHONE (503)884-0380 Notice `1'T 9 9 7 9 BEAVERTON, OREGON 97075 Legal Notice Advertising of Tj gard i E3 Tearsheet Notice l"i1:y 13125 M4 Hall Blvd. Y 0 Duplicate Affidavit w2i gar. d , O.r. egon 9 7 2 2 3 Tile foilaiXW *IB be post b)►4t a itlla Accounts Payable T te7, ~ 'fir 7t At' 'I'i wafi* . Town Ral, Room, 1 `SVV i ail Rlvd:;~?i C'lrtegtiil Bath public oral "and Vvritben : testimony, are invited Tlge. ulilie hearing on thismatter v4II:be condu6iW in accordance wntla:C 18390.060E of the Tigard.Munici al Code,'and rules and ' of the -Tigard City CoWwil. Furt~''Infofmatian may to 'obtsii~ed AFFIDAVIT OF P .1 fromthe Plantnng, Diviston'at 13175,SW.fall Blvd,; Tigard, Oregon 97223, or by calbng 503=639-4171 ; STATE OF OREGON, ) SS. PUBLIC HEAMIG IT>P~Vi l 14000 TYON (ZCA)?AQIY- ode) COUNTY OF WASIiIIdGTON,) 2ANE CIETeIloTGly?A > PiC b CREST ANtattsrgmrner 1, ICathy Snyder ine applicant is requesting to annex seven(1) parcels consisting of being first duly sworn, depose and say that ,28.83 acres into the City'bf Tigard. 1we fr, ar/s®'co, beosfng;to Qirector. or his principal clerk, of thl~ aRrteac two (2) i4j*taai' panceIs iii emuircdiLa .wit/i Nats a newspaper of general circulation aa ®fl ~pR coriJndrsg a portn of 2SId~C'Tan:Eo170 ~BPA and 193.020; Published at-P---- pu}'end riBT of 2SI03DD, Taac.iCbt 22~0.'LOCI~'17®N: aforesaid county and state; that the Washington.County Tex::Assessbr's Mapp 2S105DD;:Tax Lots 100, P u r~ f iP a l / 7 n n i - n n fl 201, 1900.2000.2100 and 2200; 2S 1OSDA Tax'Lots 400 and 500; a printed copy of which is hereto annexed, and 2S109BCG. Tax Lot 7000: 2:6DNE 'R 7' Mediutai .Density. entire issue of said newspaper for T6y0 Residential District. APPLICABLE REVIE~N CRIT'LRIa1 The approval stand4rds for arinezations are set out n Community consecutive in the following issues: Development Code:Chapters 18.320:020 and •18 390; Coaiprchensive Plan Policies 2 and 10; ORS Chapter 222, and Metro Code Chapter. 3.04. ' . . ; - . : . , December 0 . 2 7 , 2 0 01 ALL DOCUMENTS AND' -APPLICABLE CRITERIA IN ` THE ABOVE-NOTED FILE ARE AVAU ABLEFOR iNSFWnON AT. NO COST OR COPMS 'CAN . BE OBTAINED `FOR TM3NT:Y- 3 FIVE CENTS. (250) PER, PAGE, OR TIM. CUdtRENf RATE CHARGER FOR COPIESAT.THE TIME OF THE REQUEST:•AT, i K LEAST THIRTY (30) DAYS PRIOR TO THE HEARING, A COPY OF THE STAFF '.REPORT • WILL BE, `AvAQ.ABLE FOR Subscribed and sworn t befor me this2 INSPECTION AT NO COST, OR A COPY.CAN BE'OBTAINED FOR, TWENTY-FIVE CENTS (25tt) PER` .PAGE` ° OR._ . THE CURRENT RATE'CHARGED FOR COPIES AT THE TIME OF N THE REQUEST. My Commission Expires: T - . I _ I aawnr waP ` AFFIDAVIT 1i V ysygya~/f 1 ~ 'I f (AMIi•YWt IYI TT9979 - PdblM Der2A Vi'i'. ?1y(tl.: COMMUNITY NEWSPAPERS O. BOX 370 PHONE (503)684-0360 Notiic® 2 +T 9 4 7 7 BEAVERTON, OREGON 97075 Notice Legal Notice Advertising City of Tigard ° ® Yearehest Notice W J.3125 SVI Hall Blvd. Tigard,Oregon 97223 t de c •tT yy , + j. 7/ t 7r 77 A jccounts Payable y4 ' t. ' ~ r t is YL'y w~r'w.~',Yr,~.ja T following will' bts ~const~errx!'by thoa Turd' C 6 7ftemb a Y.'Jartnete5l'8, n mt 7.3# at tho Tt C~vee,Cemer AFFIDAVIT OF PllBI.~ Towti,Ha! 1~ooni; ~~3?9'sVP HalUiydr, Tcgar , Ore:Pont 97223: STATE OF OREGON, ) Bout public otat and+.Wtltcen 'fesi:snony a~ tented fhb ppuiillc SS. , hetirtng on_tlua matter v3lll1be eoeaduated itt'?accordi+ttce ratty Chatpser COUNTY OF WASHINGTON, ) 15:390 460E of th6"TD f il'Mtaeuc." al Coda" 4ad rulet; snd, Proce+Jtstes 1, Kathy Snyder. ^f'e Ti¢ City?Coutscii. Portlier tnfo>Tnation stray ise.obti~ :'m Plamta Ihvtsion>ct 13125 ~W i4tt t$Ivd,1'igard; Oregon being first duty sworn, depose and say that 16 97223; or>iy ng 5f)3.639-4171:: Director, or his principal clerk, of the m ,C'ia - rd a newspaper of general circulation as defines y CtiAE~GE 1 ~xATf® t~CA) 20f1Y-90@b+2 and 193.020; published at Tigarda s >19AFF(9IIILHBLH.:A1~lTiLATI(yAT< aforesaid county and state; that the 1"ue a hcartt is tsesit ; t ,h1; c H ar, ng/2CA 2001-00002-. i?p nE. o- '(1)-19 1'of316aceeetntol ft' Litt of.Trggaar~d : E,QDCt3TfQ 1373S, SW Bull IMou~tfaia. Road; a printed copy of which is hereto annexed, wai WCfM 2S10~BA,; 7('ax;I,ot 1.Z0PIE: R7: Metfniii,I)ensity' entire issue of said newspaper for TWO 'denttal':Dtstrict. ~PL>{CAHI g R}E:~!IE~V,:CYi; IRMA::The approval atgrtder~s' for annexations ,art ; set 'out in <Conij u ty consecutive in the following issues: : Dce~elop t Code.C6aptets 113.320.020 aW .18.390' Cpihprplbsnsive Plan Policlis 2 t 10; DIES Chapt' r 222;',aml Metro Code Chapter December 20,27,2001 3.f19 ALI, DOCLJMIrN `S AP+iD APPLICABLE CRI'YEMI IN TIER 'AEOi>E-NOTED E7B.E SAEELE AVAJIABLR FOR INS MLtIOTd , 4~T NO COSTOl000PIES`, CAN BE.OBTAIl'r~Ty. F,i1•EZ: - . I LA FIVE. 'CENTS' ; (2S PER' :PAGE. Olt: VM. CURREf ,7. RATE CI3A tGl 3: FOEt COpiff. AT _TIig TIME OF,, TBE EQIJFST:.AT LIEAST THIRTY (30) DAY'S PRIOR TO"THE HEARING A COP,'Y OF THE,.: STAN' REPORT eVILL: BE AVAILABLE °POR- Subscribed and sworn to 7 fore me this 2Ztb El~*SI'EL'PIQ~:9 AT, HO COST, OR A. COFY CAN BE OBTAINED FOR 1WENTY FIVE g3NTS "(25¢). PER, "PAGE; . OR THE CURRE WjtA1t f:EI tO D:FqR COPIE.rr AT.;THE TIDE OF. taty TI~ REfZtIi~ST. ) My Commission Expires: ji =r AFFIDAVIT r. , ssaecstEas i[A290irOQ802 - . . s7aa"dtstt~d4: _ ORFODIL i0tl AN ON b Y t - tfa° f • y- .cam..... x} +,rfb{ ~`'r Agenda Items No. 1vleCULg Of 217,22,n-6.2- MINUTES TIGARD CITY COUNCIL BUSINESS MEETING January 8, 2002 • STUDY SESSION Mayor Griffith opened the meeting at 6:35 p.m. Council Present: Mayor Griffith, Councilors Dirksen, Moore, Patton, and Scheckla. > COUNCIL GOAL SETTING PREVIEW AND MATERIAL DISTRIBUTION City Manager Monahan referred to the packet materials distributed to Council for the City Council's January 14, 2002, goal-setting meeting. There was discussion on the goal-setting meeting format and also the City Manager advised that additional information would be sent to the Council on January 11, 2002. For the goal-setting session, Councilor Scheckla asked for an update on the Washington County Urban Services agreement. Discussion followed. It was noted that the County has indicated that they will soon discuss. the possibility of the County collecting Parks Systems Development Charges in the urban services area. There was discussion of the efforts made to date by the City to persuade Washington County to collect Parks SDC's. > ADMINISTRATIVE ITEMS City Manager Monahan noted that a letter from the Department of Land Conservation and Development (public testimony) regarding Agenda Item No. 10, Transportation System Plan, had been distributed to the City Council. • Council received revised ordinances for the Pacific Crest and Daffodil Hill annexations to reflect that withdrawal from the Tigard Water District would be on July 1, 2002. Consent Agenda Item No. 3.4, Approve the City's Updated Investment Policy, would be pulled from the Consent Agenda for separate discussion. Council meeting recessed: 6:56 p.m. • EXECUTIVE SESSION: Cancelled. COUNCIL MEETING MINUTES - January 8, 2002 page 1 1. BUSINESS MEETING 1.1 Call to Order - City Council 8z Local Contract Review Board Mayor Griffith called the meeting to order at 7:30 p.m. 1.2 Roll Call: Mayor Griffith, Councilors, Dirksen, Moore, Patton, and Scheckla. 1.3 Pledge of Allegiance 1.4 Council Communications 8t Liaison Reports: None 1.5 Call to Council and Staff for Non-Agenda Items: None 2. VISITOR'S AGENDA • Tigard High School Student Envoy Nathan Leamy presented a brief presentation to the City Council regarding activities of Tigard High Leadership. An outline of events was distributed to the City Council. 3. CONSENT AGENDA: Motion by Councilor Moore, seconded by Councilor Patton, to approve the Consent Agenda with Item 3.4 removed for discussion later in the meeting. 3.1 Approve Council Minutes: November 13, 2001 3.2 Receive 8t File: a. Council Calendar b. Tentative Agenda 3.3 Approve a Revision to Resolution 00-08, Citywide Personnel Policies, Article 45, Electronic Communication - Resolution No. 02 - 01 rt9-_ IS Updated imnvest7c~crrrc,T~ ent Pelle ~.dr- ~ the ~ ~ r--rvm~ ~ D icc°$eIl#d6r-- N Item removed from the Consent Agenda and considered at the end of the meeting. 3.5 Approve an Application for a Metro/US Fish and Wildlife Service Grant for Implementation of the Fanno Creek Park Enhancement Plan - Resolution No. 02 - 02 The motion was approved by a unanimous vote of Council present. Mayor Griffith - Yes Dirksen - Yes Councilor Moore - Yes Councilor Patton - Yes Councilor Scheckla - Yes COUNCIL MEETING MINUTES - January 8, 2002 page 2 4. STATE OF THE CITY ADDRESS • Mayor Griffith delivered the State of the City Address. A copy of his speech Is on file in the City Recorder's office. 5. EXECUTIVE SUMMARY City Manager Monahan delivered the Executive Summary. A copy of the highlights of his remarks is on file in the City Recorder's office. 6. TIGARD BEYOND TOMORROW VISION 2001 REPORT • Assistant to the City Manager Newton presented the Staff Report. Copies of the Staff Report and other information presented during Ms. Newton's presentation are on file in the City Recorder's office. 7. LIBRARY UPDATE Library Director Barnes presented the Staff Report. A copy of the Staff Report and the PowerPoint presentation delivered to the Council are on file in the City Recorder's office. 8. PUBLIC HEARING (QUASI-JUDICIAL) - ZONE CHANGE ANNEXATION (ZCA) 2001-00001 PACIFIC CREST ANNEXATION The applicant is requesting to annex seven (7) parcels consisting of 28.83 acres into the City of Tigard. The City is also considering to annex two (2) additional parcels in conjunction with this application containing a portion of 2S109BC, Tax Lot 7000 (BPA Power line) and all of 2S105DD, Tax Lot 2200. LOCATION: Washington County Tax Assessor's Map 2S105DD, Tax Lots 100, 201, 1900, 2000, 2100 and 2200; 2S105DA, Tax Lots 400 and 500; and 2S109BC, Tax Lot 7000. ZONE: R-7: Medium-Density Residential District. APPLICABLE REVIEW CRITERIA: The approval standards for annexations are set out in Community Development Code Chapters 18.320.020 and 18.390, Comprehensive Plan Policies 2 and 10; ORS Chapter 222; and Metro Code Chapter 3.09. a. Mayor Griffith opened the public hearing. b. Declarations or Challenges - Mayor Griffith asked the following questions: Do any members of Council wish to report any ex pane contact or information gained outside the hearing, including any site visits? Councilor Scheckla advised he had driven by the area in the past, although not recently. Have all members familiarized themselves with the application? COUNCIL MEETING MINUTES - January 8, 2002 page 3 71 Council members indicated that they had familiarized themselves with the application. Are there any challenges from the audience pertaining to the Council's jurisdiction to hear this matter or Is there a challenge on the participation of any member of the Council? There were no challenges. C. Staff Report: Community Development Director Hendryx presented the Staff Report to the City Council. The Staff Report and the PowerPoint presentation information are on file in the City Recorder's office. The Community Development Director reviewed the four options before the City Council. One proposal would be to annex the area adjacent to the Bonneville Power Administration's (BPA) power line. This could possibly be a future lineal park. In response to questions from Councilor Scheckla, Councilor Patton advised that BPA would perform maintenance consisting of removal of shrubs and trees that interfere with the power lines. City Attorney Ramis noted that there would be no change to City liability of this area should be annexed since the City is not asking for the land to become City parkiand. If the City should want volunteers to perform maintenance work on the property next to the power lines, the City would have to enter into an agreement(s) with the right-of-way owners. Community Development Director described a change to one of the maps showing the area to be annexed. In addition the ordinance was revised and resubmitted to the City Council to reflect that the withdrawal from the Tigard Water District would take place as of July 1, 2002. Mr. Ramis said that should the annexation be approved, he did not see any issues with regard to Measure 7. d. Public Testimony - Mayor Griffith announced the following: - For all those wishing to testify, please be aware that failure to raise an issue accompanied by statements or evidence sufficient to afford the Council and parties an opportunity to respond to the issue will preclude an appeal to the Land Use Board of Appeals on this issue. Testimony and evidence must be directed toward the criteria described by staff or other criteria in the plan or land use regulation which you believe apply to the decision. COUNCIL MEETING MINUTES - January 8, 2002 page 4 • George Morgan, 14130 SW 144' Avenue, Tigard, Oregon advised he applauded the efforts of the Mayor and Council with regard to reviewing annexations. Mr. Morgan signed in as an opponent to this annexation. He noted the benefits of annexing a larger area to the City of Tigard for planning purposes and Implementation of the Comprehensive Plan. He referred to the various options proposed by staff and advised that his preference would be Option 4. Mr. Morgan noted the Importance of resolving issues regarding the transportation system In the Bull Mountain area and the benefits of local control for transportation and land use planning. • Ken Schelsky, Westlake Consultants, 15115 SW Sequoia Parkway, Tigard, represented the annexation applicant. He advised that they had coordinated with City Staff on their annexation request and have addressed infrastructure needs for streets and the water system. In addition, there will be improved safety measures taken with regard to a gasoline pipeline in the right of way. Site development has been approved and home construction will occur in the near future. Council discussed the four options. Council members noted they would prefer not to create islands if possible. • Gretchen Buehner, 13249 SW 136' Place, Tigard, Oregon, said she lives the Hillshire Development. She favored the annexation since she believed it would help resolve some transportation issues. e. Staff Recommendation: To approve the annexation and select one of the options presented. f. Mayor Griffith closed the public hearing. g. Council Discussion: Council discussed the options and each noted his or her preference for Option No. 4 and that the City Council did not want to create islands if it could be avoided. In response to Mr. Morgan's concerns, Councilor Patton explained that the Council had discussed the timing of the two annexations before them this evening. She also noted there would be a meeting to review the findings of the Bull Mountain Study on January 31, 2002. After that date, Council may have more of an idea of how planning should go forward for the Bull Mountain area. COUNCIL MEETING MINUTES - January 8, 2002 page 5 h. Council Consideration: Motion by Councilor Patton, seconded by Councilor Scheckla, to adopt Ordinance No. 02-01. ORDINANCE NO. 02-01 - AN ORDINANCE ADOPTING FINDINGS AND CONCLUSIONS TO APPROVE AN ANNEXATION (ZCA) 2001- 00001/PACIFIC CREST ANNEXATION AND WITHDRAWING PROPERTY FROM THE TIGARD WATER DISTRICT, WASHINGTON COUNT ENHANCED SHERIFF'S PATROL DISTRICT, WASHINGTON COUNTY URBAN ROADS MAINTENANCE DISTRICT, WASHINGTON COUNTY STREET LIGHTING DISTRICT #1, CLEAN WATER SERVICES, AND WASHING 1 ON COUINa 1I i' VECTOR CUNT ROL DIS 1 iCICT. The motion was adopted by a unanimous vote of Council present: Mayor Griffith - Yes Dirksen - Yes Councilor Moore - Yes Councilor Patton - Yes Councilor Scheckla - Yes 9. PUBLIC HEARING (QUASI-JUDICIAL) - ZONE CHANGE ANNEXATION (ZCA) 2001-00002 DAFFODIL HILL ANNEXATION The applicant Is requesting to annex one (1) parcel of 3.16 acres into the City of Tigard. LOCATION! 13735 SW Bull Mountain Road; WCTM 2S109BA, Tax Lot 1400. ZONE: R-7: Medium-Density Residential District. APPLICABLE REVIEW CRITERIA: The approval standards for annexations are set out in Community Development Code Chapters 18.320.020 and 18.390, Comprehensive Plan Policies 2 and 10; ORS Chapter 222; and Metro Code Chapter 3.09. a. Mayor Griffith opened the public hearing. b. Declarations or Challenges - Mayor Griffith asked the following questions: Do any members of Council wish to report any ex pane contact or Information gained outside the hearing, including any site visits? Councilor Moore advised that he had conversations with the engineer for the subdivision regarding electrical service; however, this contact would not affect his decision. COUNCIL MEETING MINUTES - January 8, 2002 page 6 Have all members familiarized themselves with the application? Council members Indicated that they had familiarized themselves with the application. Are there any challenges from the audience pertaining to the Council's jurisdiction to hear this matter or is there a challenge on the participation of any member of the Council? There were no challenges. C. Staff Report: Community Development Director presented the Staff Report. A copy of the Staff Report and presentation information is on file in the City Recorder's office. d. Public Testimony - Mayor Griffith announced the following: For all those wishing to testify, please be aware that failure to raise an issue accompanied by statements or evidence sufficient to afford the Council and parties an opportunity to respond to the issue will preclude an appeal to the Land Use Board of Appeals on this issue. Testimony and evidence must be directed toward the criteria described by staff or other criteria in the plan or land use regulation, which you believe, apply to the decision. o John Naegii, 13874 SW Leah Terrace advised of his concerns with regard to the proposed subdivision being developed with 18 lots. The original proposal had been for a 14-lot subdivision, but because of standards set for the area inside the urban growth boundary, the number of lots required increased to 18. Mr. Naegii advised he was not in favor of this increased density. He also noted that there were sight distance (fence obscures the view of oncoming traffic) Issues affecting traffic safety at the corner of Leah Terrace and Benchview. With increased traffic after the 18 homes are built, safety concerns would become more of an issue. Mr. Naegii noted his frustration because the neighbors had no say about the development. The 5,000 square-foot lots to be developed In the Daffodil Hill subdivision will be adjacent to 10,000 square-foot lots already built out. Mr. Naegii noted he would prefer that the long-range planning process allow citizens to provide input early on instead of at the end of the process. COUNCIL MEETING MINUTES - January 8, 2002 page 7 . e. Staff Recommendation: Mr. Hendryx advised that staff recommends approval of the proposed annexation. f. Mayor Griffith closed the public hearing. h. Council Consideration: Motion by Councilor Moore, seconded by Councilor Dirksen, to adopt Ordinance No. 02-02. Councilor Patton noted that even though the Council was considering the proposed ordinance for the annexation that the Council was not dismissing the concerns expressed during public testimony. Staff will review and report to the Council about the traffic safety sight-clearance issues brought up by Mr. Naegii. Mr. Monahan noted that the ordinance before the Council had been corrected to reflect that withdrawal from the Tigard Water District would occur on. July 1, 2002. ORDINANCE NO 02-02 AN ORDINANCE ADOPTING FINDINGS AND CONCLUSIONS TO APPROVE AN ANNEXATION (ZCA) 2001- 00002/DAFFODIL HILL ANNEXATION AND WITHDRAWING PROPERTY FROM THE TIGARD WATER DISTRICT, WASHINGTON COUNTY ENHANCED SHERIFF'S PATROL DISTRICT, WASHINGTON COUNTY STREET LIGHTING DISTRICT ##1, CLEAN WATER SERVICES, AND THE WASHINGTON COUNTY VECTOR CONTROL DISTRICT. The motion was approved by a unanimous vote of Council present: Mayor Griffith - Yes Dirksen - Yes Councilor Moore - Yes Councilor Patton - Yes Councilor Scheckla - Yes 10. PUBLIC HEARING (LEGISLATIVE) - ADOPTING THE TRANSPORTATION SYSTEM PLAN AND AMENDING THE COMPREHENSIVE PLAN a. Mayor Griffith opened the public hearing. b. Staff Report: Community Development Director Hendryx presented the Staff Report. A copy of the Staff Report and other materials Introduced to the City Council are on file in the City Recorder's office. Mr. Hendryx also Introduced Mr. Randy McCourt of DIGS Associate: who participated in the presentation of information to the City Council. COUNCIL MEETING MINUTES - January 8, 2002 page 8 A letter from the Department of Land Conservation and Development (DLCD) was received by the City Council. It has been determined that no changes are needed to the TSP as a result of the DLCD letter. The Issue of narrower street widths can be addressed through Development Code amendments to be prepared and processed in the spring of 2002. Councilor Scheckla noted concerns with the plan showing a build-out of Hall Boulevard to five lanes. It was noted that this was also an issue for the Washington Square Regional Planning. Mr. Hendryx noted that widening of Hall Boulevard would not be considered until other improvements were made. Councilor Moore also noted that, at this time, Hall Boulevard is a State highway and the City has no authority to design and construct on Hall Boulevard. Mr. Hendryx said that a critical Issue with regard to whether or not Hall Boulevard can be widened is the acquisition of right of way and addressing wetlands. Mr. McCourt said the purpose of the plan is to have a list of projects from which to work so the City can move forward with transportation planning in a coordinated fashion. Councilor Moore commented that if the City had had such plan as the TSP in place 20 years ago, the City probably would not have the transportation issues that it is now facing. Mr. McCourt reminded Council that priorities to plan and implement street improvements are at the Council's discretion. C. Public Testimony • Gretchen Buehner, 13249 SW 136' Place, Tigard, advised the Council that she would be visiting with the Council about the Washington County Transportation Plan next week. She described some of the transportation projects that are in the discussion stages now. In response to a comment from Mayor Grifflth, Community Development Director Hendryx noted that if the County should come up with projects, the City could review these projects and amend the TSP if need be. Mr. Hendryx noted the significance of the City of Tigard having Its plan In place first when reviewing potential capital Improvements to assure they are consistent with the TSP. d. Mayor Griffith closed the public hearing. e. Council Discussion COUNCIL MEETING MINUTES - January 8, 2002 page 9 Several Council members complimented staff's work on the TSP, which was described as a "massive undertaking." f. Council Consideration: Motion by Councilor Patton, seconded by Councilor Moore to adopt Ordinance No. 02-03. ORDINANCE NO. 02-03 - AN ORDINANCE ADOPTING THE TRANSPORTATION SYSTEM PLAN (TSP) AND AMENDING THE COMPREHENSIVE PLAN TO REFLECT THE UPDATED TSP. The motion was approved by a unanimous vote of Council present: Mayor Griffith - Yes Dirksen - Yes Councilc Moore - Yes Councilor Patton - Yes Councilor Scheckla - Yes 11. CONSIDER AN ORDINANCE AMENDING CHAPTER 13.04 OF THE TIGARD MUNICIPAL CODE PERTAINING TO LOCAL IMPROVEMENTS, GENERAL PROCEDURES Project Engineer Greg Berry reviewed the Staff Report. The Staff Report is on file in the City Recorder's office. He reviewed the proposed changes that would be adopted if the City Council approved the ordinance. Motion by Councilor Dirksen, seconded by Councilor Patton, to adopt Ordinance No. 02-04. ORDINANCE NO. 02-04 - AN ORDINANCE AMENDING CHAPTER 13.04, LOCAL IMPROVEMENTS - GENERAL PROCEDURES, OF THE TIGARD MUNICIPAL CODE. The motion was approved by a unanimous vote of Council present. Mayor Griffith - Yes Dirksen - Yes Councilor Moore - Yes Councilor Patton - Yes Councilor Scheckla - Yes COUNCIL MEETING MINUTES - January 8, 2002 page 10 12. COUNCIL LIAISON REPORTS: None 13. NON AGENDA ITEMS: None > REVIEW OF CONSENT AGENDA ITEM 3.4 Finance Director Prosser reviewed this agenda item which dealt with the City's investment policy and why changes had been proposed to reflect State law. Mr. Prosser confirmed with Mayor Griffith overall policy of investment for the City of Tigard was not changing. After discussion, it was agreed that the Intergovernmental Water Board should also be advised of the changes to the Investment Policy. Motion by Councilor Patton, seconded by Councilor Dirksen, to adopt Resolution No. 02-03. RESOLUTION NO. 02-03 - A RESOLUTION APPROVING THE CITY'S UPDATED INVESTMENT POLICY. The motion was approved by a unanimous vote of Council present. Mayor Griffith - Yes Dirksen - Yes Councilor Moore - Yes Councilor Patton - Yes Councilor Scheckla - Yes 14. EXECUTIVE SESSION: Canceled IS. ADJOURNMENT: 10:53 p.m. "u~xt Catherine Wheatley, City R order Attest: id "'If .1 ~ y(, i f WTYL, (a r : 7ateo I:\AD M\CATHY\CCM\020108. DOC COUNCIL MEETING MINUTES - January 8, 2002 page 1 l NOR= WF~ CITY OF TIGARD, OREGON AFFIDAVIT OF POSTING In the Matter of the Proposed STATE OF OREGON ) County of Washington ) ss. City of Tigard ) -(A M begin first duly sworn, on oath, depose and That I posted in the following public and conspicuous places, a copy of Ordinance Number (s) O - 0 \ a,-D ZI.- n3 d which were adopted at the Council Meeting dated 1 © 2- copy(s) of said ordinance(s) being h no attached and by reference made a part hereof, on the _ 5 day of VU 1AA 1,4 , 20 D 2- 1. Tigard City Hall, 13125 SW Hall Blvd., Tigard, Oregon 2. Tigard Library, 13125 SW Hall Blvd., Tigard, Oregon 3. Tigard Water Department, 5777 SW Burnham, Tigard, Oregon I -hA Q'L '0 ) ~ 0 aa , 200 . Subscribed and sworn to before me this =A-Q OFFICIAL SERI. Notary Public for Oregon D L WISE NOTARY PUBLIC-OREGON _ o - 32 t nr COMM IO EEXXP RINSES FEB. 11.2003 My Commission Expires: 1 'V'Y' Yiv.~_.ID, Y 1 A ' ~ - OREGON Attachment 4 1Ontion #4) ORDINANCE NO. 2002- 0 1 AN ORDINANCE ADOPTING FINDINGS AND CONCLUSIONS TO APPROVE AN ANNEXATION (ZCA) 2001-000011PACIFIC CREST ANNEXATION AND WITHDRAWING PROPERTY FROM THE TIGARD WATER DISTRICT, WASHINGTON COUNTY ENHANCED SHERIFF'S PATROL DISTRICT, WASHINGTON COUNTY URBAN ROADS MAINTENANCE DISTRICT, WASHINGTON COUNTY STREET LIGHTING DISTRICT #1, CLEAN WATER SERVICES, AND THE WASHINGTON COUNTY VECTOR CONTROL DISTRICT. WHEREAS, the City of Tigard is authorized by ORS 222.120(4)(B) and 222.170 to initiate an annexation upon receiving consent in writing from a majority of the electors registered in the territory proposed to be annexed and written consent from owners of more than half the land in the territory proposed to be annexed; and WHEREAS, the City if Tigard is authorized by ORS 222.120.(5) and 222.520 to withdraw properties which currently lie within the boundary of the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District upon completion of the annexation; and WHEREAS, the Tigard City Council held a public hearing on January 8, 2002 to consider the annexation of 9 parcels of land consisting of 40.5 acres and withdrawal of said property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District; and WHEREAS, pursuant to ORS 222.520(2) the City is liable to the Water District for certain debt obligations, however, in this instance the Water District has no debt for the City to assume, therefore, no option regarding the assumption of debt needs to be made; and WHEREAS, pursuant to Metro 3.09, ORS 222.120 and 222.524, notice was given and the City held a public hearing on the issue of the annexation into the City and withdrawal of the annexed property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District on January 8, 2002; and WHEREAS, pursuant to ORS 222.524, the City must declare the withdrawal of annexed properties from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District by Ordinance; and WHEREAS, the Tigard Development Code states that upon annexation, the zone is automatically changed to the City zoning most closely conforming to the County zoning; and WHEREAS, the current and proposed zoning district is R-7, therefore, no zone change is necessary; and ORDINANCE NO.2002-D_ ZCA2001-00001 Pacific Crest Annexation Page] of 2 WHEREAS, the annexation has been processed in accordance with the requirements of Metro 3.09 and has been reviewed for compliance with the Tigard Community Development Code and the Comprehensive Plan and the annexation substantially addresses the standards in Metro 3.09 reguiaiing mwexaiions; aiid WHEREAS, the City Council has carefully considered the testimony at the public hearing and determined that withdrawal of the annexed properties from the applicable service districts is in the best interest of the City of Tigard. NOW, THEREFORE, THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: The Tigard City Council hereby annexes the parcel described in the attached Exhibit "A" and shown in Exhibit "B" and withdraws said parcel from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District. SECTION 2: This ordinance shall be effective 30 days after its passage by the Council, signature by the Mayor and posting by the City Recorder. SECTION 3: The City Recorder is hereby directed to file certified copies of the Ordinance with Metro for administrative processing. SECTION 4: Pursuant to ORS 222.120(5), the effective date of the withdrawal of the property from the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District shall be the effective date of this annexation. SECTION 5: Pursuant to ORS 222.465, the effective date of the withdrawal of this property from the Tigard Water District shall be July 1, 2002. SECTION 6: In accordance with ORS 222.180, the annexation shall be effective upon filing with the Secretary of State. PASSED: By LAr1a tilt MOLLS vote of all Council members present after being read by number and title only, this , u^ day of LALI 2002• atherine Wheatley, City Record APPROVED: By Tigard City Council this V-4 day of • ii axu , 2002. es E. G th, W or A proved as to fo iAttorney 1 /8 /Da Date ORDINANCE NO. 2002- 01 ZCA2001-00001 Pacific Crest Arnmatioin Page 2 of 2 EXFIISIT A IU 0R 34 ' i" .-eI 2 r J -20011 -V f+ih ay , f Tigal-C1! Vt,IIIlJIt vv i:aw Mathew SCheidegger Preliminary Review 503-639-4171 x 317 A tract of land located within the southeast one-quarter of Section 5, Township 2 South, Range 1 West, W.M., Washington County, Oregon, being all of those properties conveyed by Documents No. 98003628, 96083948, 95037734, 93041431, 91063265, & 90039399, and a portion of that property conveyed by Document No. 92022661, and being more particularly described as follows: Commencing at a 3-1/4" brass disk found for the corner common to Section 4, 5, 8 and 9, Township 2 South, Range 1 West, W.M.; Thence, along the line common to said Sections 4 and 5, North 00054'00" East, 199.81 feet to the Point of Beginning; Thence, leaving said section line, along the north line of that property conveyed by Document No. 93062234, North 891150'03" West, 208.00 feet to the northeast corner of that property conveyed by Document No. 95050603; Thence, along the north line of last said property, South 70024'32" West, 110.59 feet; Thence, continuing along said north line, North 88015'03" West, 89.75 feet to the northwest corner thereof; Thence, along the west line thereof, South 00056'42" West 145.55 feet to the north right-of-way line of SW Sunrise Lane (20-foot wide) as dedicated in Deed Book 148, Page 546; Thence, along said north right-of-way line, North 89050'00" West, 50.00 feet to the most westerly line of said property conveyed by Document No. 98003628; Thence, along said most westerly line and the most southerly west line of that property conveyed by Document No. 96083948, North 0056'42" East, 530 feet, more or less, to the center of a ravine; Thence, Northwesterly down the center of said ravine, 750 feet, more or less, to the most westerly south line of said property conveyed by Document No. 95037734; Thence, along said most westerly south line, North 89030'16" West, 704.90 feet, more or less, to the east right-of-way line of SW Menlor Lane (40-foot wide) as dedicated in Deed Book 147, Page 81; Thence, along said east right-of-way line, North 03049'59" East, 100.17 feet to the most westerly north line of said property conveyed by Document No. 90039399; Thence, along said most westerly north line, South 89030'16" East, 1,057.84 feet, more or less, to the southeast corner of that property conveyed by Document No. 92022661; Thence, along the east line thereof, North 00059'42" East, 188.64 feet; Thence, leaving last said east line, North 89100'18" West, 122.98 feet; Thence North 00059'42" East, 144.19 feet to the most westerly south line of said property conveyed by Document No. 93041431; Thence, along said most westerly south line, North 87015'50" West, 838.61 feet to the southwest corner thereof; Thence, along the west line of the last said property, North 10021'58" East, 412.41 feet to the south right-of-way line of SW Menlor Lane (40-foot wide) as dedicated in Deed Book 147, Page 81; Thence, along said south right-of-way line, North 8903449" East, 66.45 feet to the northerly line of Street Vacation No. 391, (Document No. 990111175); Thence, along said northerly line, on the arc of a 195.83-foot radius curve left, through an angle of 12035'45", (the chord of which bears North 64017'52" East, 42.96 feet), an arc length of 43.05 feet to the west line of "Hillshire Creek Estates No. 4", (Document No. 2000048405); Thence, along said west line, South 10021'58" West, 335.85 feet to the southwest corner thereof; Thence, along the south line of the last said property, South 87015'50" East, 844.32 feet to the southeast corner thereof; Thence, along the east line of the last said property, North 0055'40" East, 712.21 feet to the northeast corner thereof, also being the southwest corner of "Hillshire Creek Estates", (Document No. 96045841); Thence, along the south line of said "Hillshire Creek Estates", South 89042'05" East, 424.57 feet to the southeast corner thereof, also being on the line common to said Sections 4 and 5; Thence, along last said line South 0154'00" West, 2,212.00 feet to the Point of Beginning. Containing 9.90 Acres additional to annexed. ALSO INCLUDING the following described property: Commencing at the corner to section 4,5,8, and 9, Township 2 South, Range 1 West W.NI.; Thence along the line common to said Sections 4 and 5 N b0° 54 00" E 199.81 feet to the True Point of Beginning; Thence N 000 54'00" E, along said section line, 2,438.37 feet to the'/. Corner between Section 4 & 5; Thence N 000 56'00" E, along said section line, 1794.56 feet to the southerly right-of-way of SW Barrows Road; Thence N 320 45' 10" E, along said southerly right-of-way line, 189.67 feet; Thence S 000 56'00" W, parallel with and 100 feet from said section line, 1955.69 feet Thence S 001 54'00" W, Parallel with and 100 feet from said section line, 2,2438.34 feet; Thence N 890 06' 00" W, 100.00 feet to the True Point of beginning. Containing 9.90 Acres additional to annexed. [ - - t. [ r r r Pp F` . t k ~ S t ~ ft.' e*i~- r 2'La'LyY~,v. 0 • ~ ~ 0 t ~ ~ T s ~ 1. I' y-~ y .F p t Y „r~j~ aeooesrxlc IxrollMSttow srsrer r a > T-_ . 't ~y'Sr 35 ti Nt.* t3<~tk ti. [ ly ItY i. t + err{ e1~r Y xrr.t fs' ti' 1 -4' VICINITY MAP t f r z.rv ! a n kF ~h,` < r~i~c1 jay ^r~}y r~ w +v 1 t s T L j-Y f p ? L ~llt r ~ . ~fy~ ,~t. - „r ~N• i r d. rZ s iv r t r ~'M t}~c a ZCA200 1 -00001 v L U tt r Y~ PACIFIC CREST ANNEXATION (OPTION # 4) LEGEND: C11 - - - Ciq limits W c 2 A =LIT f Or Xr1NIlA \ R:) NO IY,iyN/.y. , R~ ~ 9Eti 6E-_ p~:' _ T1 D Tlgrd Ar alASp N a~a g 400 800 Feet 1'w 632 feet [ City of Tigard Information on this map is for general location only and SHIR OR should he verified with the Development Services Division. 13125 SW Hill Blvd Tigard, OR 97223 (503) 63941 1 f O y htlp![wM+v.U.lipard.or.ut Plot date: Jan 8, 2002; C:UnagicWIAGICO3.APR Communi~ Development CITY OF TIGARD, OREGON ORDINANCE NO. 2002- DoL AN ORDINANCE ADOPTING FINDINGS AND CONCLUSIONS TO APPROVE AN ANNEXATION (ZCA) 2001-00002/DAFFODIL HILL ANNEXATION AND WITHDRAWING PROPERTY FROM THE TIGARD WATER DISTRICT, WASHINGTON COUNTY ENHANCED SHERIFF'S PATROL DISTRICT, WASHINGTON COUNTY URBAN ROADS MAINTENANCE DISTRICT, WASHINGTON COUNTY STREET LIGHTING DISTRICT #1, CLEAN WATER SERVICES, AND THE WASHINGTON COUNTY VECTOR CONTROL DISTRICT. WHEREAS, the City of Tigard is authorized by ORS 222.120(4)(B) and 222.170 to initiate an annexation upon receiving consent in writing from a majority of the electors registered in the territory proposed to be annexed and written consent from owners of more than half the land in the territory proposed to be annexed; and WHEREAS, the City of Tigard is authorized by ORS 222.120(5) and 222.520 to withdraw properties which currently lie within the boundary of the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District upon completion of the annexation; and WHEREAS, the Tigard City Council held a public hearing on January 8, 2002 to consider the annexation of a parcel of land consisting of 3.16 acres and withdrawal of said property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District; and WHEREAS, pursuant to ORS 222.520(2) the City is liable to the Water District for certain debt obligations, however, in this instance the Water District has no debt for the City to assume, therefore, no option regarding the assumption of debt needs to be made; and WHEREAS, pursuant to Metro 3.09, ORS 222.120 and 222.524, notice was given and the City held a public hearing on the issue of the annexation into the City and withdrawal of the annexed property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District on January 8, 2002; and WHEREAS, pursuant to ORS 222.524, the City must declare the withdrawal of annexed properties from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District by Ordinance; and WHEREAS, the Tigard Development Code states that upon annexation, the zone is automatically changed to the City zoning most closely conforming to the County zoning; and WHEREAS, the current and proposed zoning district is R-7, therefore, no zone change is necessary; and ORDINANCE NO. 2002- d ZCA2001-02 Daffodil Hill Annexation Pagel of 2 .j r*rTrJA ♦ O .Y.- l,, h.a ~rnrr~ecPp1 in accordance with the requirements of Metro 3.09 and has ~nrJjt%L yU, UXl W-"-AA A- r---- _ been reviewed for compliance with the Tigard Community Development Code and the Comprehensive Plan and the annexation substantially addresses the standards in Metro 3.09 regulating annexations; and WHEREAS, the City Council has carefully considered the testimony at the public hearing and determined that withdrawal of the annexed properties from the applicable service districts is in the best interest of the City of Tigard. NOW, THEREFORE, THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: The Tigard City Council hereby annexes the parcel described in the attached Exhibit "A" and shown in Exhibit "B" and withdraws said parcel from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District. SECTION 2: This ordinance shall be effective 30 days after its passage by the Council, signature by the Mayor and posting by the City Recorder. SECTION 3: The City Recorder is hereby directed to file certified copies of the Ordinance with Metro for administrative processing. SECTION 4: Pursuant to ORS 222.120(5), the effective date of the withdrawal of the property from the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District shall be the effective date of this annexation. SECTION S: Pursuant to ORS 222.465, the effective date of the withdrawal of this property from the Tigard Water District shall be July 1, 2002. SECTION 6: In accordance with ORS 222.180, the annexation shall be effective upon filing with the Secretary of State. PASSED: By uh ~ni 1t CkVZ-) vote of all Council .embers present after being read by number and title only, this day of 2002. Catherine Wheatley, City Recorder APPROVED: By Tigard City Council this - day of -tfi AAj~ p-A-LL__ , 2002. es E. Gri , proved as to fo City Attorriey Date ORDINANCE NO. 2002- ZCA2001-02 Daffodil Hill Annexation Page 2 of 2 r HARRIS - McMONIAGLE ASSOCIATES INC. ENGINEERS - SURVEYORS 12355 SW MALL BLVD. TIGARD OREGON, 97223 'DEL. (303) 639-3453 FAX. (503) 639.1232 LEGAL DESCRIPTION FOR ANNEXATION TO TIME CITY OF TIGARD December 13, 2001 Revised THE FOLLOWING DESCRIBED TRACT OF LAND BEING IN TITLE TO GEORGE MARSHALL RECORDED AS DEED No. 2000-048857, WHICH INCLUDES TRACT "C" AS SET FORTH IN THE DULY RECORDED PLAT OF "HILLSHIRE SUMMIT No. 2", AND BEING SITUATED IN 'THE NORTHWEST QUARTER OF SECTION 9, TOWNSHIP 2-SOUTH, RANGE 1-WEST OF THE WILLAMETTE MERIDIAN, WASHINGTON COUNTY, OREGON. BEGINNING AT THE NORTHWEST CORNER OF LOT 10 OF THE DULY RECORDED PLAT OF "THREE MOUNTAINS ESTATES"; THENCE ALONG THE WEST LINE OF SAID LOT 10 AND THE SOUTHERLY EX'T'ENSION THEREOF S 00°01'20" E 386.26 FEET TO THE CENTERLINE OF SAW BULL MOUNTAIN ROAD; THENCE ALONG CENTERLINE S 86'16'44" W 375.07 FEET TO A POINT ON THE SOUTHERLY PROJECTION OF THE EAST LINE OF LOT 58, OF THE DULY RECORDED PLAT OF "HILLSHIRE SUMMIT No. 2"; THENCE ALONG THE SOUTHERLY PROJECTION AND EAST LINE OF LAST SAID PLAT, N 00°01'48" W 399.86 FEET TO AN ANGLE CORNER IN THE EAST LINE OF LOT 48, LAST SAID PLAT; THENCE ALONG THE EAST LINE OF SAID LOT 48, N 35°30'53" E 52.30 FEET TO THE SOUTHERLY 25 FOOT RIGHT OF WAY LINE OF S.W. ALPINE VIEW DRIVE; THENCE ALONG LAST SAID'LIN. ALONG THE ARC OF A 275.00 FOOT RADIUS CURVE TO THE LEFT HAVING A CENTRAL ANGLE OF 28°05'57" (THE CHORD OF WHICH BEARS S 76°02'56" E 133.52) AN ARC DISTANCE OF 134.87 FEET; THENCE S 89°54'06" E 214.37 FEET TO THE POINT OF BEGINNING. CONTAINING: 3.16 ACRES, EXCLUSIVE OF EXISTING PUBLIC RIGHT OF. WAY. EXCEPTING FROM THE ABOVE DESCRIBED LAND THE AFORE MENTIONED TRACT "C." WHICH WAS PREVIOUSLY ANNEXED TO THE CITY OF TIGARD. ~n t W-7I n!`n (%nr -ntv vif t ^-rnnnrn. nnnn. . . t~ la I 1T Ed Ol OORw►YIC IRfORYAT,OM !v!T!Y VICINITY MAID LSHIRE DR o .o .e . e, m .RO RR~ ~ RR~ .RRRY .IRY IRR~ ZCA1001-00001 Yea ®~ai s I s `$a DAFFODIL HILL ° ANNEXATION Hw M T, E a a V 0 z M NEVI HOODv15fALN sw ( ALP BULL MTN D n ° A N O 200 400 WO f« 9 d 1'• 478 ("1 07 M t- City of Tigard y~v Infannltion on fh4In0 b far oomral ba0on o ty and lhauld a vni}kd vAth the mlopnrnt Swvto!! N*I... RHETT uus sw Hal SNd •71Omd, OR 97227 Commun'Ity Development (507) 839.4171 hhpJMwwAtip rdor.us PIO1 date: Nev 9, 2007; C:lma9iCWAGIC03APR Attachment 2 Hearing Date: January 8.2002 7:30 PM STAFF REPORT TO THE CITY COUNCIL cmr oR noaRD FOR THE CITY OF TIGARD, OREGON Community Development shaping A Better ° Community, SECTION I. APPLICATION! SUMMARY FILE NAME: DAFFODIL HILL ANNEXATION CASE NO.: Zone Change Annexation (ZCA) ZCA2001-00002 APPLICANT: George Marshall OWNER: Same PO Box 91249 Portland, OR 97291 PROPOSAL: To annex 1 parcel consisting of approximately 3.16 acres of land into the City of Tigard. CURRENT ZONING DESIGNATION: R-7. EQUIVALENT CITY ZONING DESIGNATION: R-7, Medium Density Residential. The R-7 zoning district is designed to accommodate attached single-family homes, detached single-family homes with or without accessory residential units, at a minimum lot size of 5,000 square feet, and duplexes, at a minimum lot size of 10,000 square feet. Mobile home parks and subdivisions are also permitted outright. Some civic and institutional uses are also permitted conditionally. LOCATION: 13735 SW Bull Mountain Road; WCTM 2S109BA, Tax Lot 1400. The project is located on the north side of SW Bull Mountain Road and south of SW Alpine View. APPLICABLE REVIEW CRITERIA: Community Development Code Chapters 18.320 and 18.390; Comprehensive Plan Policies 2 and 10; Metro Code Chapter 3.09; and ORS Chapter 222. SECTION II. STAFF RECOMMENDATION Staff recommends that the Council find that the proposed annexation will not adversely affect the health, safety and welfare of the City. Therefore, staff recommends APPROVAL of the annexation by adoption of the attached Ordinance. STAFF REPORT TO THE CITY COUNCIL PAGE 1 OF4 ZCA2001-00002 - DAFFODIL HILL ANNEXATION 1/8/2002 PUBLIC HEARING SECTION III. BACKGROUND INFORMATION Site information and 1roposal description: The property is currently developed with a single-family residence. The applicant has obtained preliminary approval for an 18-lot subdivision named Daffodil Hill on the subject site. The site is located north of SW Bull Mountain Road and south of SW Alpine View. The site is surrounded by subdivisions that were developed for single-family housing and are situated on lots that are larger than those proposed in Daffodil Hill. There is an existing single-family home and a large barn located on the property. Both structures will be removed to accommodate the layout of the new proposed subdivision. The proposal is to annex approximately 3.16 acres of land into the City of Tigard with an assessed value of $474,000. Vicinity Information: The area to be annexed consists of 3.16 acres. The existing city boundary runs along the north and west property lines. The subject property and the property to the east are outside the Tigard city limits. SECTION IV. APPLICABLE REVIEW CRITERIA AND FINDINGS The.relevant criteria in this case are Tigard Comprehensive Plan Policies 2.1.1, 10.1.1, 10.1.2, and; Tigard Community Development Code Chapter 18.320. Staff has determined that the proposal is consistent with the relevant policies of the Comprehensive Plan based on the following findings: Policy 2.1.1: This Policy requires an ongoing citizen involvement program. The West CIT and surrounding property owners have been notified of the public hearing and notice of the hearing has been published in a newspaper of general circulation. The site has been posted since November 14, 2001, and the hearing was announced at the December Citizen Involvement meeting. There have been a number of opportunities for citizens to be involved in the decision making process. Policy 10.1.1: This Policy requires adequate service capacity delivery to annexed parcels. The City of i Tigard Police, Engineering and Water Departments, Metro Area Communications, NW Natural Gas, Tualatin Valley Fire and Rescue, Tualatin Hills Park and Recreation District, { and Clean Water Services have all reviewed the annexation request and have offered no objections. This policy has been complied with. Policy 10.1.2: This Policy pertains to boundary criteria for annexations and is satisfied. The property is adjacent to the Tigard city limits on the north and west boundaries, and is eliminating one lot that is currently a pocket of unincorporated Washington County surrounded by the City Limits. STAFF REPORT TO THE CITY COUNCIL PAGE 2 OF4 ZCA2001-00002 - DAFFODIL HILL ANNEXATION 102002 PUBLIC HEARING -011 r+ --u L...~ ac+crminnri that the mm~osal is consistent with the relevant portions of the a71C711 I ICiJ uvav. r _ Community Development Code based on the following findings: Section 18.320.020: This Section addresses approval standards for annexation proposals and is satisfied because: The applicable Comprehensive Plan Policies and Community Development Code provisions have been reviewed and satisfied as previously indicated in this report. The property is currently zoned R-7. Because this property is in the Urban Services Area, the equivalent zoning has already been attached to the property, therefore, the property does not need to be rezoned upon annexation. Metro 3.09 requires the additional standards to be addressed in annexation decisions, in addition to the local and state review standards. These are addressed and satisfied as discussed below: Consistency with the directly applicable provisions in an urban service provider agreement or annexation plan adopted pursuant to ORS 195.065; The processing has been done consistent with applicable Urban Service Provider agreements. Consistency with directly applicable provisions of urban planning or other agreement, other than agreements adopted pursuant to ORS 195.065, between the affected entity and a necessary party; The process required by the Development Code and Comprehensive Plan is consistent with the Urban Planning Agreement for annexations. Consistency with specific directly applicable standards or criteria for boundary changes contained in comprehensive land use plans and public facility plans; This has been discussed previously in this report and, as discussed, this criterion is satisfied. Consistency with specific directly applicable standards or criteria for boundary changes contained in the Regional Framework Plan or any functional plans; Because the Development Code has been amended to comply with applicable Metro functional plan requirements, by complying with the Development Code and Comprehensive Plan, the annexation is consistent with the applicable functional plan and the Regional Framework plan. Whether the proposed changes will promote or not interfere with the timely, orderly and economic provisions of public facilities and services; The proposed annexation will not interfere with the provision of public facilities or services because it is adjacent to existing City limits and services. Many services have been extended to that area as a result of earlier development. STAFF REPORT TO THE CITY COUNCIL PAGE 3 OF4 ZCA2001-00002 - DAFFODIL HILL ANNEXATION 11812002 PUBLIC HEARING If the proposed boundary change is for annexation of territory to Metro, a determination by Metro Council that the territory should be included in the Urban Growth Boundary shall be*the primary criterion for approval; The subject property is already within the Metro boundaries. Consistency with other applicable criteria for the boundary change in question under state and local law. Consistency with other applicable criteria has been discussed previously in this report. SECTION V. OTHER STAFF COMMENTS The City of Tigard Engineering, Building, Police Department, Tualatin Valley Fire and Rescue, Public Works, and Water Department have all reviewed this proposal and have offered no objections to annexation. SECTION VI. AGENCY COMMENTS Clean Water Services, Metro Area Communications, NW Natural Gas, Tigard School District, Beaverton School District, and Washington County have had the opportunity to review the proposal and have offered no objections. BASED ON THE FINDINGS INDICATED ABOVE, PLANNING STAFF RECOMMENDS APPROVAL OF ZONE CHANGE ANNEXATION (ZCA)' 2l)1'-0002 - DAFFQDiL.~.-.HILL ANNEXATION. December 20, 2001 PREPARED BY: Brad Kilby DATE Associate Planner December 20. 2001 &A le Z4, APPROVED Rich d. drsdorff DATE Plannin anager STAFF REPORT TO THE CITY COUNCIL PAGE 4 OF4 ZCA2001-00002 -DAFFODIL HILL ANNEXATION 1/812002 PUBLIC HEARING 1 CITY OF TIGARD, OREGON ORDINANCE NO. 02- 03 AN ORDINANCE ADOPTING THE TRANSPORTATION SYSTEM PLAN (TSP), AND AMENDING THE COMPREHENSIVE PLAN TO RELFECT THE UPDATED TSP. WHEREAS, Metro Urban Growth Management Functional Plan Title 6 requires all local governments within its district, including the City of Tigard, to adopt certain transportation measures, including street connectivity requirements by August 2002; and WHEREAS, state law requires the City to comply with Metro's Urban Growth Management Functional Plan Title 6; and WHEREAS, the City Council has determined that it must comply with Metro transportation requirements, including minunum connectivity requirements; and WHEREAS, the adoption of the TSP and changes to the Comprehensive Plan are the minimum necessary to comply with Metro's requirements; and WHEREAS, the City Council has determined to be in compliance despite the risk that Ballot Measure 7 from the November, 2000, election may be found to have been constitutionally adopted, which would create the risk of Measure 7 claims against the City relating to implementation of the TSP; and WHEREAS, the TSP was prepared with the help of a 12 member Task Force made up of the Planning Commission and 3 citizens, agencies, staff and the consulting firm, and WHEREAS, the TSP was presented to the Citizen Involvement Team on November 3, 2000, and at a public meeting with the Planning Commission and TSP Task Force members on December 4, 2000, and WHEREAS, the Planning Commission held a public hearing, which was noticed in accordance with the City standards, on March 20, 2001 and voted to recommend approval of the TSP and proposed Comprehensive Plan changes to the City Council, and i Z ' WHEREAS, the City Council held a public hearing on January 8, 2002, which was noticed in accordance with City standards, and voted to approve the TSP and Comprehensive Plan changes proposed, and WHEREAS, the decision to adopt was based on compliance with Oregon Statewide Planning 'i Goals #1, #2, #5, #6, #7, #8, #9, #10, #11 and #12; OAR 666-12; the Regional Transportation Plan, Comprehensive Plan policies 1.1.1, 2.1.1, 2.1.2, 2.1.3 and 8.1.1 through 8.1.8 and Community Development Code chapter 18.390.060 as detailed in the staff report (Exhibit 1) ORDINANCE NO.02-0:5_ i:Urplnljulia\TSP\TSP adoption ord.doc Pagel of2 12/11/01 11:21 AM NOW, THEREFORE, THE CITY OF TIGARID ORDAINS AS FOLLOWS: SECTION 1: The attached draft Transportation System Plan (Exhibit 2) and Comprehensive Plan changes (Exhibit 3) are adopted. % SECTION 2: If any section of the TSP or resulting Development Code changes trigger a Measure 7 claim, the City may make a determination regarding whether the TSP or Development Code provision should be applied on a case by case basis. SECTION 3: This ordinance shall be effective 30 days after its passage by the Council, signature by the Mayor, and posting by the City Recorder. PASSED: By U11A.YLl MDLGvote of all Council members present after being read by number and title only, this Si' day of , 2002. Catherine Wheatley, City Recorder APPROVED: By Tigard City Council this day of , 2002. LK F-A-' es E. Gn Y~r proved as to form: ity Atto Date ORDINANCE NO. 02- i:\Irpln\julia\TSP\TSP adoption ord.doc Page 2 of 2 12/11/01 11:21 AM 0 s 490 w ql] Prepared for _a o ® ee ® • DK Associates 1400 SW 5"' Avenue. Suite 500 Portland. OR 97201 Phone: (503) 243-3500 Fax: (503) 243-1934 October 30, 2001 Julia Hajduk City of Tigard 13125 SW Hall Boulevard Tigard, OR 97223 Subject: Final DRAFT Tigard TSP Update P99161x0 Dear Julia: DKS Associates is pleased to submit this Final Draft Transportation System Plan Update for the City of Tigard. This report reflects comments and revisions collected from the public, the Planning Commission and the City Council through workshops and open houses over the past year. The comment log that has been prepared provides additional detail in the response to questions which have been raised in review of the October 2000 draft of the TSP. It has been a pleasure assisting the City with the TSP project and we look forward to helping you with final adoption. Please call Julie Sosnovske, Chris Maciejewski or me with any questions regarding this report. Sincerely, D S tes Co 0 Ilan S. u , P.E., P.T.O.E Principal • . :;=s' • ExP t2~31'00 . xJprojects/1999/P99161/report/october 2001 Final/covletter.doc attachment t Cd1V OF 11GMD OREGM TABLE OF CONTENTS CHAPTER 1: SUMMARY - TIGARD TRANSPORTATION SYSTEM PLAN PowerPoint Presentation Slides 1-1 CHAPTER 2: GOALS AND POLICIES Background 2-1 Goals and Policies ........................................................................................................................2-3 Other Plans ..................................................................................................................................2-8 CHAPTER 3: EXISTING CONDITIONS Street Network ............................................................................................................................3-1 Traffic Speed and Volume ..........................................................................................................3-5 Collisions ....................................................................................................................................3-9 Schools Collisions .....................................................................................................................3-15 Traffic Control ................................................................................................................:.........3-15 Travel Time Information ..........................................................................................................3-20 Traffic Performance on Key Streets .........................................................................................3-22 Average Vehicle Occupancy ....................................................................................................3-32 Access Issues .............................................................................................................................3-33 Land Use ...................................................................................................................................3-33 Transit .......................................................................................................................................3-35 Bicycles .....................................................................................................................................3-37 Pedestrian ..................................................................................................................................3-39 Trucks ........................................................................................................................................3-41 Rail ............................................................................................................................................3-41 Air ..............................................................................................................................................3-41 Water .........................................................................................................................................3-41 Pipeline ......................................................................................................................................3-41 CHAPTER 4: FUTURE DEMAND AND LAND USE Projected Land Uses ...................................................................................................................4-1 Metro Area Traffic Model ..........................................................................................................4-9 Model Application to Tigard ....................................................................................................4-12 i A CITY OF TIGARD OREGON CHAP'T'ER 5: PEDESTRIANS Needs 5-1 Facilities 5-2 Criteria 5 -3 Strategies 5-4 Recommended Pedestrian Facility Plan .....................................................................................5-6 Potential Project List ...................................................................................................................5-8 Complementing Land Development Actions ............................................................................5-12 Address Gaps in Pedestrian System .........................................................................................5-12 Parks and Trail Development ...................................................................................................5-13 Safety ..........................................................................................................................................5-13 2040 Coordination .....................................................................................................................5-14 CHAPTER 6: BICYCLES Needs ...........................................................................................................................................6-1 Facilities ......................................................................................................................................6-2 Criteria .........................................................................................................................................6-3 Strategies .....................................................................................................................................6-3 Alternatives .................................................................................................................................6-7 Recommended Bikeway Facility Plan .......................................................................................6-7 Potential Project List ...................................................................................................................6-7 Complementing Land Development Actions ...........................................................................6-12 CHAPTER 7: TRANSIT Needs ...........................................................................................................................................7-1 Facilities ......................................................................................................................................7-3 Criteria .........................................................................................................................................7-3 Strategies .....................................................................................................................................7-3 Recommended Transit Plan ........................................................................................................7-8 Recommended Land Use Actions ............................................................................................7-11 CHAPTER 8: MOTOR VEHICLES Criteria ........................................................................................................................................8-1 Functional Classification ............................................................................................................8-4 Cross Sections ...........................................................................................................................8-14 ConnectivityALocal Street Plan .................................................................................................8-22 Circulation and Capacity Needs ...............................................................................................8-29 Recommended Improvements ..................................................................................................8-44 Safety 8-54 Access Management .................................................................................................................8-55 Maintenance ............................................................................................................................8-56 Neighborhood Traffic Management .........................................................................................8-60 Parking ......................................................................................................................................8-62 TSM/lTS ...................................................................................................................................8-63 Trucks ........................................................................................................................................8-63 ii CITY OF TIGARD OREGON CHAPTER 9: OTHER MODES Criteria .........................................................................................................................................9-1 Recommended Facilities .............................................................................................................9-1 Air ................................................................................................................................................9-2 Water 9-2 Pipeline ........................................................................................................................................9-2 CHAPTER 10: TRANSPORTATION DEMAND MANAGEMENT Background ...............................................................................................................................10-1 Criteria .......................................................................................................................................10-3 Strategies ...................................................................................................................................10-4 Recommended Plan ..................................................................................................................10-4 CHAPTER 11: FUNDING/IMPLEMENTATION Funding .....................................................................................................................................11-2 Costs ..........................................................................................................................................11-5 Financing Issues ......................................................................................................................11-14 iii ORE"N LIST OF FIGURES e FIGURE 2-1 Goals and Policy Relationship 2-2 FIGURE 2-2 Relationship of TSP to Regional Planning ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,2-9 FIGURE 3-1 Existing Functional Classification ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,3-2 FIGURE 3-2 Roadways with More than Two Lanes 3-3 FIGURE 3-3 Existing Typical Street Cross Sections .........................................................................3-4 FIGURE 3-4 Existing Speed Zones .....................................................................................................3-6 FIGURE 3-5 Existing Traffic Volumes ...............................................................................................3-7 FIGURE 3-6 Traffic Volume Summaries ............................................................................................3-8 FIGURE 3-7 Hourly Traffic Variation in Tigard ..............................................................................3-10 FIGURE 3-8 Signalized Intersections ................................................................................................3-17 FIGURE 3-9 Travel Time Surveys (1994) ........................................................................................3-21 FIGURE 3-10 Travel Speed Profiles for ORE 217 .............................................................................3-22 FIGURE 3-11 Tigard Traffic % on ORE 99W ....................................................................................3-24 FIGURE 3-12 Average Vehicle Occupancies .....................................................................................3-32 FIGURE 3-13 Existing Land Use ........................................................................................................3-34 3-36 FIGURE 3-14 Transit Routes FIGURE 3-15 Existing Bicycle Facilities 3-38 FIGURE 3-16 Existing Sidewalk Facilities .........................................................................................3-40 FIGURE 3-17 Existing Truck Routes ....................................:..............................................................3-42 FIGURE 3-18 Major Pipeline Routes ..................................................................................................3-43 FIGURE 4-1 Metro TAZs 4-4 FIGURE 4-2 Disaggregated Tigard TAZs 4-5 FIGURE 4-3 Traffic Forecast Model Process' ....................:.............................................................4-10 FIGURE 5-1 Pedestrian Master Plan 5-7 FIGURE 5-2 Pedestrian Action Plan 5-11 FIGURE 6-1 Bicycle Plan Alternative (all collectors and arterials) ...................................................6-8 FIGURE 6-2 Bicycle Master Plan (framework option)..... ........6-9 FIGURE 6-3 Bicycle Action Plan 6-10 FIGURE 7-1 RTP Public Transportation System Classification ........................................................7-2 FIGURE 7-2 Existing Transit Coverage ................................:.............................................................7-6 FIGURE 7-3 Future Transit Coverage .................................................................................................7-7 FIGURE 7-4 Future Transit Service .....................................:............................................................7-10 FIGURE 8-1 Vehicular Elements of the Street Plan 8-2 FIGURE 8-2 Street Function Relationship 8-5 FIGURE 8-3 Proposed Functional Classification System 8-7 FIGURE 8-4 Proposed Neighborhood Routes 8-11 FIGURE 8-5 Existing Typical Street Cross Sections ,,,,,,,,,,;,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,8-14 FIGURE 8-6 Washington County Arterial Typical Street Cross Sections .......................................8-15 FIGURE 8-7 Washington County Typical Street Cross Sections 8-16 FIGURE 8-8 Alley, Cul-de-sac and Local Street Cross Sections ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,8-17 FIGURE 8-9 Neighborhood Street Cross Sections ...........................................................................8-18 iv tr1~ i dir iiv#%.7. OREGON FIGURE 8-10 Arterial and Collector Street Cross Sections ..............................................................8-19 FIGURE 8-11 Future Streets Where ROW is Planned for More Than Two Lanes ...........................8-21 FIGURE 8-12 Local Street Connectivity: East Tigard ........................................................................8-23 FIGURE 8-13 Local Street Connectivity: Metzger .............................................................................8-24 FIGURE 8-14 Local Street Connectivity: Central Tigard ...................................................................8-25 FIGURE 8-15 Local Street Connectivity: North Dakota ...................................................................8 26 FIGURE 8-16 Local Street Connectivity: Southwest Tigard .....................:........................................8-27 FIGURE 8-17 Local Street Connectivity: South Tigard .....................................................................8-28 FIGURE 8-18 RTP and CEP Planned fmprovements ..........................................................................8-40 FIGURE 8-19 Street Improvement Plan ..............................................................................................8-47 FIGURE 8-20 Intersection Improvement Locations ............................................................................8-48 FIGURE 8-21 Traffic Signal Master Plan ...........................................................................................8-52 FIGURE 8-22 Pavement Life Cycle ....................................................................................................8-58 FIGURE 8-23 Pavement Condition on City Streets ............................................................................8-59 FIGURE 8-24 Traffic Calming Measures Inventory 8-61 FIGURE 8-25 Through Truck Routes 8-65 FIGURE 9-1 Major Pipeline Routes ....................................................................................................9-3 v C1W OF TIGMD ® OREGON LIST OF TABLES TABLE 3-1 Washington County SPIS Listing .....................................................................................3-13 TABLE 3-2 Tigard Signal System 3-18 TABLE 3-3 Average Vehicle Occupancies in Tigard 3-33 TABLE 3-4 Daily Transit Ridership in Tigard (1990, 1994, 1999) ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,3-35 TABLE 4-1 Tigard Area Adjusted Land Use Summary ........................................................................4-2 TABLE 4-2 Forecasted Vehicle Trips in Tigard 4-3 TABLE 4-3 Tigard Land Use Summary .................................................................................................4-6 TABLE 4-4 Approximate Average PM Peak Hour Trip Rates used in Metro Model ........................4-11 TABLE 4-5 Existing and Future Projected External Trip Generation ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,4-11 TABLE 5-1 Pedestrian Facility Strategies Comparisons ....,,5-6 TABLE 5-2 Potential Pedestrian Projects 5-8 TABLE 6-1 Corridors in Proposed Bikeway Network ..........................................................................6-4 TABLE 6-2 Bicycle Connectivity to Adjacent Jurisdictions .............................................................6-4 TABLE 6-3 Bikeway Facility Strategies Comparisons ..........................................................................6-6 TABLE 6-4 Bicycle Project Priorities ..................................................................................................6-11 TABLE 7-1 Transit Strategies Comparisons ..........................................................................................7-8 TABLE 7-2 Potential Transit Projects ....................................................................................................7-9 TABLE 8-1 Proposed Changes to Existing Roadway Classification ....................................................8-9 TABLE 8-2 Proposed Street Characteristics .......................................................................................8-13 TABLE 8-3 Metro Regional Street Design and Motor Vehicle Designations ....................................8-20 TABLE 8-4 2015+ Intersection Level of Service - PM Peak Hour ....................................................8-30 TABLE 8-5 ORE 99W Alternatives Evaluation ..................................................................................8-35 TABLE 8-6 Proposed 20 Year Metro and Planned CIP Projects ........................................................8-41 TABLE 8-7 Future Street Improvements ..............................................................................................8-45 TABLE 8-8 City of Tigard Future Intersection Improvements.; ..........................................................8-49 TABLE 8-9 Traffic Signal Warrants ...,....8-53 TABLE 8-10 City of Tigard Street Maintenance Budget Su,,,,,,,,,,,,8-57 TABLE 8-11 NTM Performance 8-62 TABLE 10-1 Transportation Demand Management Strategies ............................................................10-2 TABLE 11-1 Potential Transportation Revenue Sources ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,11-3 TABLE 11-2 Sample TIF in the Region ................................................................................................11-4 TABLE 11-3 Issues With Non-Auto, Pedestrian and Bicycle Costs .....................................................11-6 TABLE 114 Pedestrian Action Plan Project List and Costs 11-7 TABLE 11-5 Bicycle Action Plan Improvement List and Cost 11-8 TABLE 11-6 Future Street Improvements and Costs (with RTP Cross Reference) .............................11-9 TABLE 11-7 City of Tigard Future Intersection Improvements and Cost 11-11 TABLE 11-8 Costs for Tigard Transportation.Plan over-20 years ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,11-14 TABLE 11-9 Funding Source by Project Type ....................................................................................11-15 TABLE 11-10 Estimation of Available Transportation Funding from Existing Sources,,,,,,,,,,,,,,,,,,,,, 11-16 A ~iYY of TB6ArD OREGON LIST OF ACRONYMS / ABBREVIATIONS • CBD - Central Business District • D/C - Demand to Capacity Ratio • DEIS - Draft Environmental Impact Study ■ DEQ - Department of Environmental Quality • ECO - Employee Commute Options • FHWA - Federal Highway Administration • HCM - Highway Capacity Manual • ITS - Intelligent Transportation System • LID - Local Improvement Districts • LOS - Level of Service ■ LRT - Light Rail Transit ■ MST1P - Major Streets Transportation Improvement Projects ■ ODOT - Oregon Department of Transportation ■ OHP - Oregon Highway Plan ■ RLIS - Regional Land Information System ■ ROW - Right of Way • RTP - Regional Transportation Plan ■ SDC - System Development Charges ■ SOV - Single Occupancy Vehicle ■ SPIS - Safety Priority Indexing System ■ SPWF - Special Public Works Fund ■ TAC - Technical Advisory Committee • TAZ -Transportation Analysis Zone ■ TDM - Travel Demand Management ■ TGM - Transportation and Growth Management ■ TIF - Traffic Impact Fee ■ TPR - Transportation Planning Rule ■ TSM - Transportation System Management • TSP - Transportation System Plan • V/C - Volume to Capacity Ratio ■ VPD - Vehicles Per Day ■ WACO - Washington County vii 00 Chapter is Summary Tigard TransPortat7lonDean Mister Plan for the nom' 20 Years ISM, Clyy of 71GARD ORES DKS Associates o non sY~"'v~:n TransP^Kat~ oftw* low hat is a 'TO? W . Blue print for Transportation Investinenx and Enables City to a~alceprudent laid use effective choices regarding Tonal and CoordinatiOn tool vv'th re nearby a9ene7les 1 2) & ATP Fulfills State mandate (GOal Future needs . 4ddresses EICI~t°~19 and dates pKS Asso Tigard plan TransPcrtaflon System ciyyornGaro ouoa why do a play ready for the future ' NOW To get . • GrOVvth 6,000 more Dwell+ng un~~ and 15,000 Forecasts call for 6, 20 ears more employees in the next n a000 Metro Tp completed ~ ' plan) ~nts new highwaY . State Requireme ortUnee Ne~► f:unding Opptles plc Associates Tigard plan Tronsportat7jonSYstem cmroFnwwo minim= Oran a~o Report OWWI . E%710109 Cov%d7lt7lons end For,casen9 policy FutureDejnae~d • t4odal Chapters Transit, Motor Vehicle~rei9nt Pedestrians, Bicycles, ement, Rail, Transpo►'~tion demand Manag Furid'en9 ~p~~ Associates Tigard plan Transp0rta'd0n SYstem ~L 0 aRo oee~ ~Jons StInn %,ondit 000 ■ generates 351 ■ and SthOlls oaf 99vv 000 /day ® aow tv of . low Ferry ew ah tragic: x 50°0 ch t'hr®u 4000 30x0 000 g T g 9 101 nd 1000 10 11 12 1 2 3 A 5 O ~ • 1 li and g 0 etyptllt 0 1 2 3 5 6 7 v{our take 5 2 e~ tJ ® It im~• ~ Tigard get acrs PM _ 8 has tle aathbound ~ schol, Sion Ferry tIn 70 50 a° tfl9 ■ ns pearl a 20 m~ ?nZ inte in p peak 0c cm Z~ 0w • » -Tigard play . ~'~ae~aP~°~ati®n SYatetc~ 0000 + ® j to EXISU119 5 217 F ® Key bottlenecks today - ORE 99W/McDonald - ORE 99w/Hall-Oreenburg T Q~ - Hall/McDonald wuonTUN a ro"'scxE - Scholls Ferry/Nimbus - Scholis Ferry/Hall - I.5/Carman interchange Sf ociates DKS Ass Tigard Transportation System Plana off ®F ~IG~D o !OEM ORE v Wihere V)oebw rd, -Throu fetes 99%S ca file about 1,161f throucj.,h tra1 flc C .217 ST to is nd Z 0101ficant .30 r1 nikage ° doe e of td °'rd 9 ® A ~v, N °n~~~w. idof. for COTT *d= To~,wskllt ~°mPa .rrie ociates 'iiga dstem Plan . Irransporlation C~ 6F ~Gp~t~ Ilydes 871C EX71SCIng pedeStflan ® eel alk • ificant gaps in s~deW No continuous network in system ed rd Pc~ interconne to scho °C~ga locations linking Peak bols isycle volume in the transit to 15 per hour range retail, parks estrian 1® -Peak 'hour pedestrian ORE e lanes have ~ost bicycl 10 years olumeS heaviest along . v been added in last g9vV peak hour pede~,ra~n . Most p volumes belovv 50 per hour OKS ASSociates . -f`gard ~~an ,transportation stem ng Transit tO bus service in Tigard significant 9,5oo daily ~ transit Centers are inost. active ~ Transit Tigard stops d north of Dur Tigard Western r i access. area only areas without.q to Tigard S Associates - Transportation System Plan C1iY of TIG ID Man= .~■rar~n .e i111MIrP~rtfAnl~~rrr~nnnnrnrmmn®iai7a~i'ur ~ WISP V:Orce O COMMISSI chatnber ment Sushless I sm- involve 10%cat Tr wicyclet. xdVISOfy Co . jechnica r~stions C)Kc Associates -Tigard ~ plan 7ran§P°~t~on SV~ em~ 7DKS Associates Traffic data collected over the course of this study illustrate the typical fluctuations of traffic over the course of a day (Figure 3-7). In particular, Figure 3-7a shows traffic volumes on ORE 99W, both at the south City Limits and near downtown Tigard. This figure demonstrates that morning and evening peak periods have similar characteristics in both locations, but that there is much more midday traffic in downtown than at the south City Limits. In Figure 3-7b, traffic volumes are shown for streets near retail areas of Tigard. These graphs show that traffic volumes generally tend to increase over the course of the day (through the evening peak period). In Figure 3-7c, streets showing typical residential and employment areas are shown. These streets generally tend to peak in the morning and evening peak (commute) hours. COLLISIONS Both the regional highway and regional retail facilities in Tigard tend to generate significant traffic incidents to which the police department routinely responds. The following four areas are all regional in nature and have the highest accident rates in the City: ■ ORE 99W - In particular, the segment between Hall Boulevard and ORE 217. Many of the accidents are due to access issues or turning traffic (many driveways). ■ ORE 217 - In particular, the segment between ORE 99W and I-5. Many'of the problems here are related to merging traffic and rear-end accidents the end of the traffic queue. ■ Washington Square - In particular, on Greenburg Road between Locust Street and the ORE 217 ramps due to the large volume of vehicles, weaving and turning vehicles. The large number of people from outside the area traveling to shopping areas increases the number of system users who are not familiar with the circulation. a Tigard Triangle (bounded by ORE 99W, I-5, ORE 217) - This is developing as a regional retail center, thereby increasing vehicle trips in the area. It is now experiencing similar "out of area" drivers to the Washington Square area. The accident rate has increased by 50 percent in the last two years 4 Recent accident data on state highways in Tigard was obtained from ODOT. This data indicates the following: Route 1996 1997 1998 Total 1996-1998 ORE 99W 323 276 284 883 I-5 47 57 71 175 Hall Boulevard 87 93 115 295 'Scholls Ferry Road 9 32 22 63 ORE 217 165 141 132 438 4 Per meeting with Tigard Police Chief Ron Goodpaster, February 14, 1995. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-9 October 30, 2001 r017KS ASSoCIateS. ORE 99W North of Tualatin River w 3500 PM Peak r: 3000-- 2500-- > 25000 ®Southbound U 1500-- 1000 M Northbound 500 0 00 ~ CIO O000 `~O A00 000 p~ ~p0~ pp~ 00~ e6> NO Time of Day ORE 99W West of ORE 217 Ramps PM Peak a) 3500 E 3000 0 2500 > 2000 iWestbound U 1500 1000 ®Eastbound aid 500 0 &.1100w` o ro, 00~ v0~ ~O~ /~~00 /00~ `AO~ a00~ v Time of Day Figure 3-7a ORE 99W (Hourly Traffic Variation in Tigard) Tigard Transportation System Plan P99161 x0 Existing Conditions 3-10 October 30, 2001 Transportation Goals • Livability • Balanced Transportation System safety • Performance • Accessibility Goods Movement • Coordination Tigard DIES Associates cmoF~nonao Transportation System Plan weooH Future 'Travel Forecast al travel ode16n9 Based An region f -recasts into nearly 200 _ Assessed born Zois and 20 Disagreate Tigard Transportaf,on Analysis Zones In ,rIgard • Looked at build out condition forecast . Estableshe a modified vehicle tfp that resulted~'~ So/Oard grheater an 2020 genera'flon pKS Associates riga~'d Pan TransPO~tion Syl~~y gnroFr~° oraoae n Plan pedestflass ~ "'I6 Stjrate4ies tars, transit FM in gaps in nebNOrk on, activity cen - s Link to schools, parks Cecreati Distfict establiSh Pedestflan Regional 'enter - 'own renters e feet WnIMU'n fIV Land Use t~cuo compymenfincJ -r19~r~ysta~► plan 'transP®rtatle polio TIGARD Q¢ cm OREG04! OV of AID f °Cran~~°`tq'On RD Systems plan C KS Associates t ~,ana~tE~~ IIOi a{ ` 5T ore SO`E Ora OISVOiI i .St1~ u! 217 ° ar+ 7 T ' 2~Q r ~ m b ~ { r 5 i 4 PE~~ PLO OC'ltes ASS r LJKS Toga "stance plan Transpor,010 Asti) Pedestrian Action Plan Project List Rank* Project From To Cost H North Dakota Street 121° Avenue Greenburg Road $230,09- H McDonald Street ORE 99W Hall Boulevard $200,000 H Tiedeman Avenue Walnut Street Greenburg Road $350,000 H Oak Street (RTP 6019) Hall Boulevard 80 Avenue $500,000 H ORE 99W McDonald Street South City Limits $500,000 M Bull Mountain Road ORE 99W Beef Bend Road $1,200,000 M Roshak Road Bull Mountain Road Scholls Ferry Road $300,000 M 121" Avenue Gaarde Street North Dakota Street $450,000 M Hunziker Street Hall Boulevard 72 Avenue $250,000 M Washington Square Pedestrian Improvements (RTP 6022) $6,000,000 Re tonal Center L Taylor's Ferry Rd Washington Drive 62 Avenue $1,000,000 L Washington Drive Hall Boulevard Taylor's Ferry Road $200,000 Subtotal $11,800,000 Sidewalks to be built with Street Improvements H Bonita Road West of 72° Avenue 72 Avenue $50,000 H Walnut Street 135 Avenue Tiedeman Avenue $570,000 H Gaarde Street Walnut Street ORE 99W $620,000 H Hall Boulevard Scholls Ferry Road PfaRle Street $1,000,000 H Dartmouth Street 72nd 68th Avenue $120,000 H Tigard Street 115th Street Main Street $350,000 H Burnham Street Main Street Hall Boulevard $100,000 H Fonner Street walnut Street 121st Avenue $250,000 H Commercial Street Main Street Lincoln Street $50,000 M 72 Avenue ORE 99W Bonita Road $1,200,000 M Hall Boulevard North of Hunziker Street South City Limits $670,000 M Beef Bend Road ORE 99W Scholls Ferry Road $1,000,000 M Barrows Road Scholls Ferry Road (W) Scholls Ferry Road (E) $950,000 L 72 Avenue Carman/Upper BoonesFry. Durham Road $250,000 Subtotal $7,180,000 Annual Sidewalk Program at $50,000 per year for 20 years $1,000,000 Action Plan Total $19,360,000 Tigard ® As.ocIat~S C"YOFIGARD Transportation System Plan <aa GON de Plan B'OCY Key Strategies ~ in gaps in bicycle network schools, parks F~11 ctivi~l centers' Connect ~o key a s juftsdi p acent . Coordinated it ] _ Alternat7l Selected f r r ® MajOr Tralls" Loop FannolTualatin/power Tualatin ever Crossing RE 217 overcross'ng j.1nk to I ~1® t~~ L)KS ASSOCia Tigard plan TransP®rta"On System p~ QF 4~G~® aglow Nis= BMW, ®KS Associates N NOT TO AL.. CITY OP IGARD OREGM Transportation Systems Plan Legend • m Mrtru1M► d rw• I It IMU am rlr,ip Oq U". r1r, N /••..N rp" O•te.itlar-UN Mu /V ftwN /V rer, TMUlO T.S. 1 /v rsr, VAL UT! II. W I NUr Drl,•Itlnt a ~ .,a....r, 11.•p 41•upuerww.unKlp fl or rr4eo.r.er ` I Mw/'UIIUnIr GN•.1OKN..1 R,IWI eRLW. •19 F"Wod • I ~ ~m t 1 I ° I ~ f \ Figure 6.2 +-ft LJ BICYCLE MASTER PLAN 0 1< A (Framework Option) Tigard Dffv%%O? Associates crnr of s~Gau® Transportation System Plan MGM Bicycle Action Plan Improvement List and Cost RANK' Project From To Cost H Hunziker Street Hall Boulevard 72 Avenue $250,000 H -Bonita Road 72 Avenue West of 72 Ave. $50,000 H Burnham Street Main'Street Hall Boulevard $135,000 H Oak Street (RIP 6019 Hall Boulevard 90 Avenue $300,000 H 98 Avenue Murdock Stret Durham Road $275,000 H 92 Avenue Durham Road Cook Park $270,000 H Tiedeman Avenue Greenbur Road Walnut Street $250,000 M 121" Avenue Walnut Street Gaarde Street $400,000 L Taylor's Fe Road Washington Drive Ci Limits $500,000 L Washington Drive Hall Boulevard Ta lor's Ferry Rd $100,000 L O'Mara Street McDonald Street Hall Boulevard $275,000 L Frewin Street ORE 99W O'Mara Street $150,000 Subtotal $2,955,000 H Gaarde Street Walnut Street OM 99W $600,000 H Hall Boulevard Scholls Ferry Road Locust Street $500,000 H Greenbur Road Hall Boulevard Cascade Avenue $300,000 H ORE 99W East City Limits South Ci Limits $1300,000 M 72 Avenue ORE 99W South City Limits $960,000 M Hall Boulevard Pfaffle Street Bonita Road $5501000 M Carman Drive I-5 Durham Road $200,000 M Walnut Street ORE 99W Barrows Road $1,400,000 M Barrows Road Scholls Ferry Road Scholls Ferry Rd. $900,000 L Bull Mountain Road 150 Avenue Beef Bend Road $550,000 L Beef Bend Road ORE 99W Scholls fie Rd. $1,600,000 Subtotal $8,860,900 Multi- Use Pathways H Hunziker Link to LO Linkage to Kruse Way Trail in Lake Oswego $500,000 M Fanno Creek Trail Tualatin River to City Hall, ORE 99W to Tigard $3,600,000 M Tualatin River Trail Adjacent to Cook Park from Powerlines to Fanno $2,600,000 M Tualatin River Crossing Near 108 Avenue $3,000,000 L Powerlines Corridor From Beaverton to Tualatin River Trail $2,500,000 Subtotal $12 200 000 Action Plan Total $24 Ole 5 000 Tigard DYKAssOciateso CITY OF TIGARD Transportation System Plan oaa®ow ME oil transit Plan . Key Strategies - Commuter ~a~I uent service, more hours of day Provide more freq _ Express routes - Circulator Ser~►Ce in -Tigard Transit AmenitiesCenter at "Urray I Scholls Nean► Transit DUrhaMl New SerVice Coverage: vila11 Gaarde/BarrOW ~l'~on ~tal Use Actions e11taYy Land • C01~p1iMDevelopment Raiff Stab °n gssociatz:~ Transit center/ yi9ara DKc rkation Trans(w q~ system Plan moose -00~~ yoenonno oaeooN DKS Associates N A roN0T ~d 1 ~YITY Of QjGMD ecKe (r ~~F1f~PiV Transportation Systems Plan Legend /lo►wN co-A. Rag Gyllar I1/ If*uN CIMgNM RN raw. VMU1 COW Oee.ewl►y ~1 ® TMWII COW., lawew /.0 w1 Rlrs I+wew rI1RR4e F"a 11ruR7MW/ Rook r 7 'OI r.IwWI/NiI1. TIM.YN1rY. RNM R R Tr 6"jo, T.-M OUR I, Proposed RTP Transit Routs Designations ' • Rp4RN eu1 /Melwl sw • e: p t kin a Figure 7.4 Future Tt ansit Service Tigard DIGS Associates', CI1YOfT~GAR® Transportation System Plan 'Vellide t.iotor. ~f 4pZ1Gl4it~ Trans 0 `tton gySte plan off • .0 1 Figum t,y C` eeL A ELEMEtas Of: If HE STRrr-F-T PLAN tes DKS A.SSOC` -Cigar ransPortatl®n SYste'n Plan 'T GIYY G~'IIGd~RC COON t t ago V.Unctlo j.At4.PPLL.Et I sTI OR 217 0 IS I as 99WISchOlis mat Arlefials aardeliDurha rrnt ~ liall I aen ,oats ntt ~,nt Atterl w Collectors t itVi ~ %.7,ghborhood ~ is Local redundant tree Associates °t'igard plan 'Tran~P®rtation SY~tat~ cgjjfnOAID gem- DKS Associates N A j apps xot CITY OF 1 CARD To ecALd ORHM ° Transportation Systems Plan Legend ® M,C WNn _ funellonal ClaKtlkalon r ail r rn,..dku" r I ~ V ►wr.wa ew.w Al ,Nr."d N.eM,r.... MN. :i ^I rOa,N/MM1 -1 11' MwAd 4kow /V nod MVA~d ~Ipy R„4ct1 C.1wRT.w C.,Mt,.f e V M, 1 ••Treneporlelisnleeileitsin ft Tigard Trlangla and Washington Square planning areas have spocific design ngutetiont and claetifications that may slightly dolor from those in the TSP for consistency purposss. In those overlay areas, there are specific planning overlay documents A4 U7 for transportation design regulations. Note: Tho eseet alignment of dashed base to address physical. access control, righ"f my no and environmental constraints in alignment developemeN. < Figure 84 Proposed Functional W 1 I f , Classification Stem Tigard S Associates CITY OF 11GARD Transportati®n System Plan ORUM ~~gs~iat~s . c~roPna~aan Local Street ^ A Trarxsportatlor~ $ r Sya1:®n9 Plan 3,,a ? a esa•s7 ~__a ~4 r " r r testa fLm11Q'WM' Local Stv~aat - w Comm®ro/a/ a ►nduatdel . , r ® e?•a ii~4_~6 1 m U" till ?a tr Min F- ntlkna.n ~tkLrw7l'N1P i minor Collector 1 N~d•> 1R 1 17 F+-"'°I t7 17 _,~r. e 9 1: 76~ Atli ift ]a I~~ !t mejor collector r ' Iti p 1 N 16 ~1 it 1 12 1 IT IxM{9A1 IT 1 it 1 IT po, 6 tl a Q t y 12 1 ty m ).a J*La»1t7tMA P~'1 rim ~,m, pane na~nrn.rav Oil A~rlai .4 ~ ~ n.asbt,~e•o! R~psetQudW •bbb! get SA! CWC ' bLro•OATaId t s~+.oaeuwna.rCallo w Flguro 84 figure 540 EXHITING ARTERIALA110 c"C'1'OR *yen►.c •~•~l•1^~~+•°~°'`'~`~••" SMPLE ~YREETCe$ECtiCllA13 (mt • µwmmaea awar+ Npit►~►L. STREET CROSS SECTIONS REQU. . WIGTW „„y„arawwlew. Tigard A s oo a tes Ai~& D Ka CITY OF nGAR© Transportation System Plan ORNM 01 tr i8tes sabon DAsSO~ 1 branS flan Systems Legend to seas PtarnedR~t of W~ .L. atan•o CgpidC(' r~da•dP•n~ceo•~m T Unto A ~ 6LOnf• N •15L•nN n I y3WOS ~ ~ Ada nsnsm'^tetuer An' yh►anaator oolb'dr` Al AsWmeai W for 5fM•1, Future .Ptf•AssAn jewofd prtod ,•~osaaor rru~ \ NatIl I osfctotiMrefItGSfinutd on4Cosfcta Wtattumtnsa~d^ for osad•d RO art V list otthfintaescGOa mso, lot 2M o tt A& 1006 mfy to us nu WO aad+n7 nytf kft turn rnW Cos t+m'sl" i th°`a on to nuoflo fco• tons n•od. Ure Vdhate F planned f®r • more man ~a---`ane t r AAs~®ciat s t K rr hem plan ; Trans-otaon c Ca M *,.Znc, Local connectivitY North Dakota Example MFOM TMangPO on Sin DKSA=CMBS . gygtenri PO ® 217 10%, A a h'' S r~ Flours 8.15 Lt3M gTRW CCNNF-CyIViTY DakOtA ~.~tiresam ;.scnz+sa° DKS ASS °tigard Transportatoon SYS" M Plan capacity anmd Circul ion Key issues m ORE 217 and 1.,5 are over capaci . Tigard serves more ORE 991N through traffic in future . ARE 99W fails in future nalized interse~ttion • Half of the traffic sig fail in 20 years assuming no improvements are made Tigard DKS ASSOc►ates cmoeTransportaU°n System plan rwo oeoox Key Sojut7jon Concepts for Tigard eetivity/Circulation Enhancement . conn Washington Square _ Tigard Triangle _ Western Tigard - East/West Traffic Operatoonal improvements - Street Improvement Plan - Intersection capacity upgrades DKS Associates Tigard Plan Transportation SY~m qnroFnsaae ouoox NUNN ~LtO Q~OLL 40 odsveal S U01 weld ss ~f 8~'~ ~a~813 h o i~ SS 3 3 5 ` ~8 r e / y ~ Olt ilk Lit onow We"thA04V ,OA' 1 SNCI u,pliodsu~ell O~~lOr1 ,ma'a u62%iTbm - fraensp plan syst®` DKS s pAo~ solo s ~ 3 3 a10 3 LJ Ink e 4WD ..~i .p 5. s ° v ~b C~m4~s of ~f Asa ociates KS Ass deg item titan offanspolta o -tot Translpods"On L)KS AsSOcoteS FO vystems Plan i t r1W1d r roscn►f ~ S S „ m S S S 217 t ~ s , S S o4 ~ ftutp$r1 ~ ~N1g~4V'~ SSOciat.e5 Tigard stems plan Transp®rm"On 4;ffy of 1tG 0 f RecoMmendations following areaso ®Traffic Signals Master Plan Coordination rrr Safety record keeping to focus on hot spots upgrade Access Management - ORE 99W - Beef Bend - 150th DKS Associates, Tigard 'Transportation system Pian ctly 0 ~ IGAUD more 140tOr Jeh'cle .A 0% menuab Recown • f4aintenance ement system Continue Pavemo 9eMaaao pavement reconstructi°$baT, Fund program t4anag~~11~f'~ . t4e7jq'hbOrhOOc1 Traffic - Continue current city pr°9ra royals app NTM into new land use/road Incorporate . parVing adopted into code Ntetro Maximums already t`on SYStevns • Intelligent pKS Associates Tigard 0~ @(~~ Transportation system Plan aaeoW moon %jehide re Motor Recomniendaf'Ons. ® TruCks poote map , `TrucV Friendly design iniplenientadon 1(e)f • dng ® Ac signal Spa cess .Spacing, -Traffic Le\rel of Service actions Street spacingploc~l connections t4ei bborhood Impa~ g - School Access Impact ~ lion _ fixed use oeterm~na gOCiates °[dgard AS plan `f ransp®rtatlon stern ts~a~~ Of woo .00sp a . other t4odes In ® W r freight DKs Associates T►9aYd stagy plan 'Tra~Sp®~a~i®n X11 WNW- ARID of.0i TDM Plan • Cwith Regional ECO programs • Encourage the development of high speed communication to residents and businesses • mixed uses • Park-and-ride Tigard DIGS Associates anoFSwaeo Transportation System Plan apemoN prel~ irracY Cost ud ear COSt--s-- $900 M t4ode, ~ e 0I)OT MotOr Vetficle's $250 M rotor VeWide', Ci'!~ $45'M 4dintenance X75 NI CoInmuter Rya' S25- M Vicyde $13M pedestfla" pp~g Associates Tigard System Iran§p~~tion plan ~evonRO ~ 00400 tat m these estimates liter ° Ploto- awcx~w~ etc ht of S7 jn7 S,01 Ic Ificant nevV Ons Significant ninel and topographY rroadvvaY 1A a way co bive lanes -2 . ngs Is a s needs to esta walks tonal and slide t4ajor re9 a in the Vicinity ~ ack ~ Tigard rra s at f side Traffic peon SysteM plan ,Transp®~ati® 1101 nding ion ru poteiltial 'ras9ortat er►t PrO'gr rams °uI ears ~urr . Over fu ~ V no $25010W 000 aortal on,,, die to re . SubStanflal shoes nature Of improvements Ces Of Uture funds* ior►al) e I(ey 50Or cal, M~p, reg SBC) commensurate with need nd Measure(10 go st s L Increase eXi 9 fees needs Focus on high priority - Exac~~~~S pp(SASSOCiates Roadwa`p acng Tigard Plan ScaesPo~'tion SY~~ low- ~ppD Get Here Steps lce SO Far to Task Force Approved TSP . °TSP spring 2000 'ASP Planning Corr►~►is~ior► Approved VVInter. 2000 Oper► Houses- Nov 2000 CIT & publIC ~0d 2,000, . pity Council WorkshOPS M areh 2001, November 200120(12 • l Adopt7lon - C71ty Councl "ly DKS Associates 7lgard m plan Tra~po~tion SY~ L ARC onooa Can Your comments be heard? ti o~n► Comment on specific devils of tdatiOnsdraft t~plan and provide recommer►Attend hearings ci.tigard.or.us) 0 Review repeat on the vuebc~ 'the pity • call (639-4171), write or es lialduk (jUlIa@d,,t7jgardvor,,us) • 3uli • Gus Duenas (gus@cl,flgaruoor.us) ppCS Associates. Tigard o Transportation System Plan cm I nGaRo oa[oa+ OEM_ DKS Associates Chapter 2 Goals and Policy -CITY OFTIGARD OREGON BACKGROUND These goals and policies have been developed to guide the City's twenty year vision of transportation system needs. They are intended to replace the current transportation related goals and policies in the Tigard Comprehensive Plan (these can be found in the appendix of this report). Additionally, they build upon material developed in the visioning process from January, 1998. State Transportation Planning Rule, Metro Functional Plan guidelines and the past comprehensive plan call for a more comprehensive and balanced approach to transportation policy, addressing walking, bicycling, transit, rail, truck and other modes as well as automobile travel. These goals and policies are a result of widespread technical work by staff, Tigard Planning Commission, a Technical Advisory Committee and the consultant. Using input from the Planning Commission regarding their likes/dis!ikes about transportation in Tigard, goals and policies were developed. The City of Tigard Draft Transportation System Plan (TSP) Goals and Policies consist of seven goals with related policies organized under each goal. The goals are simple, brief guiding statements which describe a desired result. The policies focus on how goals will be met by describing the types of actions that will contribute to achieving the goal. Figure 2-1 provides an outline of the relationship between goals, policies, actions and implementation. This Transportation System Plan addresses the top three elements identified in Figure 2-1. The existing City of Tigard goals in the Comprehensive Plan have been incorporated into these Goals and Policies, reflecting other regional policy from the state, region and adjacent jurisdictions. Below many of the policies, the italic text represents a detailed description about the intent of the policy. While the italics provide the intent of the policy, they are not implementable as a land use action without inclusion in land use regulations? The Draft TSP Goals and Policies are linked to mode maps provided in the City of Tigard TSP. The TSP includes master plan maps for motor vehicles, pedestrians, bicycles, transit and other modes. In addition to the transportation related goals and policies, the goals & policies related to other elements of the Tigard Comprehensive Plan were reviewed in terms of both transportation and land use. Several modifications to these policies in other elements are also recommended. Tigard Beyond Tomorrow, Community Vision-1" Annual Report, January, 1998. 2 ORS 197.175(2); ORS 197.195(1). 77gard Transportation System Plan P99161 x0 Goals and Policies 2-1 October 30, 2001 11 Milli DKSAssoo9ates CITY OF TIGARD Transportation System Plan From Vision t Action Tigard Transportation System. Plan Public Input i %joals T • Iwo fwdaul 70 VIM ro icy Action . ° I - Design Manual Standard Drawings . Development Code Figure 2-1 GOALS AND POLICIES RELATIONSHIP nK.q ~4 .qgnniatnQ GOALS AND POLICIES Goal 1-Livability Plan, design and construct transportation facilities in a manner which enhances the livability of Tigard. Policy 1 Maintain the livability of Tigard through proper location and design of transportation facilities. Design streets and highways to respect the characteristics of the surrounding land uses, natural features, and other community amenities. Policy 2 Encourage pedestrian accessibility by providing safe, secure and desirable pedestrian routes. The City will develop and maintain a pedestrian plan in Tigard, outlining pedestrian routes. Sidewalk standards will be developed to define various widths, as necessary, for City street types. Policy 3 Address issues of excessive speeding and through traffic on local residential streets through a neighborhood traffic program. The program should address corrective measures for existing problems and assure that development incorporates traffic calming. Develop and maintain a program of street design standards and criteria for neighborhood traffic management (NTM) for use in new development and existing neighborhoods. Measures to be developed may include (but not limited to) narrower streets, speed humps, traffic circles, curb/sidewalk extensions, curving streets, diverters and/or other measures, as developed as part of a City NTM plan. Goal 2-Balanced Transportation System Provide a balanced transportation system, incorporating all modes of transportation (including motor vehicle, bicycle, pedestrian, transit and other modes). Policy 1 Develop and implement public street standards that recognize the multi-purpose nature of the street right-of-way for utility, pedestrian, bicycle, transit, truck and auto use. Develop and maintain a series of system maps and design standards for motor vehicles, bicycle, pedestrian, transit and truck facilities in Tigard. Policy 2 The City shall coordinate with Tri-Met, and/or any other transit providers serving Tigard, to improve transit service to Tigard. Fixed route transit will primarily use arterial and collector streets in Tigard. Tigard Transportation System Plan P99161x0 Goals and Policies 2-3 October 30, 2001 Development adjacent to transit routes will provide direct pedestrian accessibility. The Regional Transportation Plan (RTP) and Tri-Met service plans will be the guiding documents for development of Tigard's transit plan. The City should provide input to Tri-Met regarding their specific needs as they annually review their system. This. input should focus on improving service (coverage and frequency) to underserved areas. Now transit service should be considered concurrent to street improvements when significant street extensions are completed. The City should encourage land intensive uses to locate near transitways and require high intensity uses (i.e. large employment, commercial sites) to provide transit facilities When bus stops reach 75 boardings per day, bus shelters should be considered in development review. Sidewalks should, be available within Y mile from all transit routes and transit should be provided to schools and parks. Policy 3 Bicycle lanes must be constructed on all arterials and collectors within Tigard consistent with the Bicycle Master Plan (with construction or reconstruction projects). All schools, parks, public facilities and retail areas shall have direct access to a bikeway. The City will develop a bicycle plan which connects key activity centers (such as schools, parks, public facilities and retail areas) with adjacent access. Standards for bicycle facilities within Tigard will be developed and maintained. Where activity centers are on local streets, connections to bicycle lanes shag be designated. Policy 4 Sidewalks must be constructed on all streets within Tigard (with construction or reconstruction projects). All schools, parks, public facilities and retail areas shall have direct access to a sidewalk. The City wiff develop a pedestrian plan which connects key activity centers with adjacent access. Standards for pedestrian facilities within Tigard will be developed and maintained. Policy 5 Bicycle and pedestrian plans shall be developed which link to recreational trails. The bicycle and pedestrian plans will need to Indicate linkages between recreational and basic pedestrian networks. A primary facility in Tigard should link together Fanno Creek, Tualatin River and the BPA right-of-way in the west of Tigard. Design standards for recreational elements will need to be developed and maintained. Policy 6 Local streets shall be designed to encourage a reduction in trip length by providing connectivity and limiting out-of-direction travel. Provide connectivity to activity centers and destinations with a priority for bicycle and' pedestrian connections. 3 Planning and Design for Transit Handbook, Tri-Met, January, 1996. Tigard Transportation System Plan P99161 x0 Goats and Policies 2-4 October 30, 2001 mm7l DKS Associates The purpose of this policy is to provide accessibility within Tigard, with a focus on pedestrian connectivity. Pedestrian connectivity can be provided via pedestrian/bike paths between cul-de-sacs and/or greenways where auto connectivity does not exist or is not feasible. Wherever necessary, new streets built to provide connectivity shall incorporate traffic management design elements, particularly those which inhibit speeding. As a planning standard, require local streets to have connections every 530 feet in planning focal and neighborhood streets. Policy 7 Tigard will participate in vehicle trip reduction strategies developed regionally targeted to achieve non-single occupant vehicle levels outlined in Table 1.3 of the Regional Transportation Plan. DEQ and Metro have developed regional policies regarding trip reduction. Some of these policies are aimed at provision of parking and others are aimed at ridesharing (Employee Commute Options-ECO rules). Policy 8 Tigard will support the development of a commuter rail system as part of the regional transit network. Tigard will support development of a commuter rail system connecting the south Metro area to the Beavertorx-f illsboro area, with stop(s) in Tigard. Goal 3-Safety Strive to achieve a safe transportation system by developing street standards, accefz~ management policies and speed controls when constructing streets, by making street maintenance a priority and through a comprehensive program of engineering, education and enforcement. Policy 1 Design of streets should relate to their intended use. A functional classification system shall be developed for Tigard which meets the City's needs and respects needs of other agencies (Washington County, Metro, ODOT). Appropriate design standards for these roadways will be developed by the appropriate jurisdiction. Policy 2 Street maintenance shall be a priority to improve safety in Tigard. The City shall place a high priority on routine street maintenance to preserve its infrastructure investment. Policy 3 Safe and secure pedestrian and bikeways shall be designed between parks and other activity centers in Tigard. Policy 4 Safe and secure routes to schools shall be designated for each school and any new residential project shall identify the safe path to school for children. Working with the school district, citizens, and developers, the City should undertake a process of defining school routes. Tigard Transportation System Plan P991614 Goals and Policies -5 Ocher 30, 2001 ~.~y {A~od% w 1JAUD hiss()C• dlu3 Policy 5 Access management standards for arterial and collector streets shall be developed to improve safety in Tigard. Guidelines will be developed to provide access control standards. These standards shall be applied to all new road construction and new development. For roadway reconstruction, existing driveways shall be compared with the standards and a reasonable attempt shall be made to comply (consolidating driveway accesses or relocating driveways to a lower classification street are examples). Policy 6 Establish a City monitoring system that regularly evaluates, prioritizes and mitigates high accident locations within the City. Review traffic accident information regularly to systematically identify, prioritize and remedy safety problems. Working with the County, develop a list of high collision sites and projects necessary to eliminate such problems. Require development applications to identify and mitigate for high collision locations if they generate 10% increase to existing traffic on an approach to a high collision intersection. Washington County's SPIS (Safety Priority Indexing System) could be used as a basis for determining high collision locations. Policy 7 New roadways shall meet appropriate Lighting Standards. Existing roadways shall be systematically retrofitted with roadway lighting. Priority locations for roadway lighting include paths to schools, parks, and town center areas. Local property owners fund lighting districts. Policy 8 New development shall be required to provide safe access and to gain access from a publicly dedicated street (i.e. dedicate right-of-way, if not already on a public street in rough proportionality to the development's impact) and provide safe access. Development will be required to provide right-of-way (if needed) and safe access as determined by application of the City's development code and standards for design. The minimum City standards must be met for half-street adjacent to developing property for a development to proceed. This policy applies to both pedestrians and motor vehicles. Goal 4-Performance Transportation performance measures shall be set and maintained by the City. Policy 1 A minimum intersection level of service standard shall be set for the City of Tigard. All public facilities shall be designed to meet this standard. Level of service E (and demand-to-capacity ratio of 1.0 or less), Highway Capacity Manual, Chapters 15, 16, and 17 (or subsequent updated references) is recommended to balance provision of roadway capacity with level of service and funding. ODOT, Metro and Washington County performance standards should be considered on state or county facilities and for 2040 Concept Areas (as defined in Table 1.2 of the Regional Transportation Plan). Monitor Metro and Washington County's current work to develop a level of service standard.. The City will work to make the arterial & collector street system operate effectively to discourage "cut-through" traffic on neighborhood and local streets. Tigard Transportation System Plan P99161 x0 Goals and Policies 2-6 October 30, 21X11 ® ® . ® o M 0 anagemen ° Regional.. F'' =P any „>r ~.r ter o a 4R< ri°,Mh,_a ~S 4.°>(-A'q, l:, ycfl`/"mar- ~"'tT`°•:•., 9y Yr I ' ..tr; . n 3NUM e r a O! 0 0• L ~ @'-s • Vic.*"7•~:'"-';fit ~ ` 8~ tF1 i y ® ® ® Y-yy 1~7SfJ'c~t7Mi°4°. _ ® ~I i J 1 ~ ~ 1•~~ t 4l. 'tt. . y .t t~ r l• MleC O%rl rrV ''l'~ . ; >k si .r 4 .L"r•~~ 'S 1 eeG t y~ Jy. ;-uy t S7 'CCL"1 14 sa f e v` u>. i7:< ••:~t<$~,a~f f y8 Brt', "£"''~``b' ~-t't' fa"S. v`r.( `AJ a i~.t~`a. '~F• •'q ,4~,'.3~~ .q .'9- lii CGI•t w,V•t J ~/Y'T.' l ?~:r{.rfl Jt •w.t 4 ~r.Y rf '?F:. ~'s- K J ~ u• ' 2 }T'i`~Y .Bv.' '•K-'.7.`4~i j ~r~~, i s'.rt •+4 t M•'ft*. T`-' ;,(c L~7 ~ • . ~ K K-t~•3^ x< es ~r~~= lZ w~ ~r'h~7. ~ irw.~ i r. rT •a' +~3 k r. rlSl~" 1.~'fri r Frf~t+V~3o. "k V; . ^j~~XY ~;"Z;, .L~ilL~7 nJ r ii.C. ~ •"'~t'° ~~f- 'l~ r' a d~ Jjr~M t ~ ~ r'1. '1•,, e ~ ~YRY.r. zrkRj y'~ f ~ ~Cw > L ~r5,' .a F . iKh~ ~~,tY 2 '-N 3 Fi ure 2-2 RELATIONSHIP ®F-TSP TO ® Associefes REGIONAL PLANNING DKS Associates ITS - Intelligent Transportation Systems. Use of advancing technology to improve movement of people and goods safely. TIDM - Transportation Demand Management. An element of the TSP, that includes a series of actions to reduce transportation demand during peak periods. ECO - Employee Commute Options. An urban-area TDM program required by Department of Environmental Quality (DEQ) of employers of 50 or more persons to reduce vehicle trips. Functional Plan - A Metro adopted plan (November 21, 1996, updated September, 1998) which outlines mandatory criteria for evaluating transportation systems and land use, translating state and regional policy to local requirements necessary to implement the 2040 planning effort. Title 2 and Title 6 require that the City adopt changes to its land use regulations to address parking ratios, connectivity and level of service. Superceded by the Regional Transportation Plan. Tigard Comprehensive Plan - This plan is a strategy to guide the City in the conservation, protection and development of the City of Tigard. 2040 - A long range effort directed by Metro. to explore the choices for growth in the next 50 years and defining performance standards for local government to implement the regional growth concept. It defines several development types which will create higher density population and employment centers in the region. They are as follows: • Regional Center: Compact centers of employment and housing served by high quality transit. They will become the focus of transit And highway improvements. Washington Square is identified as a regional center. • Town Center: Provides for localized services within a 2-3 mite radius, with a community identity. There is a town center identified in the Main Street area and another identified near the intersection of ORE 99W and Durham Road. • Station Areas: Development centered on LRT or high capacity transit, accessible by all modes. • Main Street: Similar to town centers, an area with a traditional commercial identity, but smaller in scale, along a street with good transit services • Corridors: Development along a primary and frequent transit corridor that encourages mixed use and pedestrian access to transit. ORE 99W, Scholls Ferry Road and Hall Boulevard have been identified as corridors in Tigard. Tigard Transportation System Plan P99161x0 Goals and Policies 2-10 October 30, 2001 CMGs f-SSoClc tes Policy 2 Parking ratios shall be set to provide adequate parking, while providing an incentive to limit the use of the single occupant vehicle. Parking standards shall be listed in the development code for the City of Tigard. DEQ and Metro Functional Plan Title 2 encourages lower parking ratios to encourage use of alternative modes (walking, biking, transit, car pooling, etc.). Policy 3 Work with other transportation providers in Washington County, including Tri-Met, Metro and ODOT to develop, operate and maintain intelligent transportation systems, including coordination of traffic signals. Goal 5---Accessilbillty Develop transportation facilities which are accessible to all members of the community and minimize out of direction travel. Policy 1 Design and construct transportation facilities to meet the requirements of the Americans With Disabilities Act. Policy 2 Develop neighborhood and local connections to provide adequate circulation in and out of the neighborhoods. Work toward the eventual connection of streets identified on the plan as development occurs, as funds are available and opportunities arise. As a planning guideline, require residential streets to have connections every 530 feet for local and neighborhood streets. Policy 3 Work with Washington County and ODOT to develop an efficient arterial grid system that provides access within the City, and serves through City traffic. As outlined in Title 6 of the Metro Urban Growth Management Functional Plan, access connection standards will be developed. The arterial street system should facilitate street and pedestrian connectivity. Coal 6-Goods Movement Provide for efficient movement of goods and services. Policy 1 Design arterial routes, highway access and adjacent land uses in ways that facilitate the efficient movement of goods and services. Policy 2 Require safe routing of hazardous materials consistent with federal and state guidelines. Work with federal agencies, the Public Utility Commission, the Oregon Department of Energy and ODOT to assure consistent laws and regulations for the transport of hazardous materials. Tigard Transportation System Plan P99161x0 Goals and Policies 2-7 October 30, 2001 17 O4 ■/O% A .o wCAia i 1lC Lq LJAZ► AS Va55 Goal 7-Coordination Implement the Transportation System Plan (TSP) in a coordinated manner. Policy 1 Coordinate and cooperate with adjacent agencies (including Washington County, Beaverton, Tualatin, Lake Oswego, City of Portland, Tri-Met, Metro and ODOT) when necessary to develop transportation projects which benefit the region as a whole in addition to the City of Tigard. Maintain plan and policy conformance to the Regional Transportation Plan and Transportation Planning Rule (OAR 660-012). Seek compatibility with all adjacent county and cityjurisdiction plans. OTHER PLANS The relationship of the TSP to other regional planning documents can be puzzle of acronyms, activities and plans. Figure 2-2 summarizes the transportation planning puzzle, identifying where the Tigard TSP fits within the on-going regional context of planning. Many of the most common planning initiatives and terms are reduced to acronyms, which are summarized below: TPR - Transportation Planning Rule, Statewide Planning Goal 12 developed by Department of Land Conservation and Development (DLCD) to guide transportation planning in Oregon. OTP - Oregon Transportation Plan, a federally mandated plan developed by Oregon Department of Transportation (ODOT) to guide statewide transportation development. Consists of several modal plans, developed separately. ORP -1999 Oregon Highway Plan, defines policies and investment strategies for Oregon's state highway system for the next 20 years. It further refines the goals and policies of the Oregon Transportation Plan and is part of Oregon's Statewide Transportation Plan. Standards for access management on state highways is clearly defined as adopted May 1999. RTP - Regional Transportation Plan, developed by metropolitan planning organizations (MPO) to guide regional transportation investment, required to secure federal funding. In Portland this task is performed by Metro (Metropolitan Service District). Adopted August 10, 2000. TSP - Transportation System Plan, a requirement of the TPR for cities and counties in Oregon to guide local transportation decisions and investments. (ORS 660-012-0015(3)). Corridor Plan - ODOT transportation plans which focus on state transportation corridors to specifically outline needs, modes, strategies and effective investment. Access Management - Methods to address improved safety and performance of state highways through control of access commensurate with facility needs. Tigard Transportation System Plan P99161 x0 Goals and Policies 2-8 October 30, 2001 r WK0 fiSSocia- reS a ter 3 Existing Conditions CITY OFTIGARD OREGON This chapter summarizes existing traffic and transportation conditions in the City of Tigard. The focus is on motor vehicle, transit, pedestrian, bicycle and truck facilities. To understand existing travel patterns and conditions, a variety of aspects of the city's transportation system were considered. In the fall of 1994, an inventory of traffic conditions in Tigard was undertaken to establish a base year for all subsequent analysis. As refinements have been made to the regional land use forecasts over the past five years, conditions have changed. Current; up-to-date counts were conducted in 1997 and again in 1999 at many of the same intersections and at some additional intersections. This data collection update provides a unique opportunity to look at intersection level growth trends within the City over a period of approximately five years. Updated counts were conducted only at intersections, however, the remaining data summarized in this chapter would still apply to current conditions, including relative variation among routes, peaking characteristics, speed zones, high accident locations, bus routes, etc. The following sections briefly describe existing roadway functions, circulation, traffic speeds and volumes and levels of service in the Tigard transportation system as well as existing pedestrian, bicycle and transit facilities. STREET NETWORK The Transportation Planning Rule requires that classification of streets within the City be provided. t The classification must be consistent with state and regional transportation plans for continuity between adjacent jurisdictions. The City of Tigard has an existing street classification systetn. This system is shown in Figure 3-1? The number of lanes on roadways in Tigard are shown in Figure 3-2. Existing typical street cross-sections are shown in Figure 3-3. i Transportation Planning Rule, State of Oregon, Department of Land Conservation and Development, Section 660-12-02G(2)(b), May 1991 (updated November, 1998). 2 Comprehensive Plan: Transportation Map, City of Tigard, Ordinance No. ORD-91-13, Map adopted June 11, 1991. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-1 October 30, 2001 s Ci'N GF.nGp~t® pe$c1$1on Tr8 s s Flan CAS RD L)KS ASSOciateS sy T ~ cou.~~to~ '~~o µ1NQR~~~~t p g 217 ~ R ~ h `'t 210 t+P" 5 o~ Su 'aD not G paIF1,GA`na r~. AF AR® of" ortatior` Tres e~ n~ Flan DKSgsso date s Sy tsp ~ oa .~i,anes .51ao 217 o > ~,td e > r 2~0 S W ~ S > 5 s~ rt v ii tr, Dl~ssociates Local Street a Residential 2.5' S' 24'-37 2.5' m U*U R/W 36'-50' r (m) 1m1' Local Street Commercial & Industrial 34' vro S' 2.5' (ml R/W NY iml m m( 0 Manor Collector 2.5' 4a 2.5' (ml R!W/ 60' Im1 m vni r Major Collector a Center Tun Lane a Median ~ _1.5' 16' 17 IV M m WW 617- 80' m! O Arterial Center Tun Lane or Median 0m, ' 12 17 17 14'5, (rt'RW 60'- 9(Y irtN smr (m) - Minimum RequiredWidth• Figure 3-3 EXISTING TYPICAL STREET CROSS SECTIONS DK Associates Washington County roadway classifications are generally consistent with City of Tigard designations. The following table shows roadway segments where the classification differs between the two jurisdictions. A table summarizing functional classification of Tigard streets by other jurisdictions is shown in the appendix of this report. Functional Classification Differences Roadway Tigard Washington County Greenburg Road Major Collector Minor Arterial Scholls Ferry Road Arterial Major Collector ODOT and Metro only classify roads that are of statewide or regional significance, respectively. These classifications are compatible with Tigard classifications, although the specific titles differ to some degree. ODOT and Metro classifications can be found in the Roadway Functional Classification According to Jurisdiction table in the appendix of this report. TRAFFIC SPEED AND VOLUME Speed zones on arterials and collectors within the City of Tigard are summarized in Figure 34. Speed zones are set by the Oregon's State Speed Control Board (SSCB). The SSCB is an independent board who sets speed zones for city streets, county roads and state highways passing through cities. The SSCB considers any factors such as roadway width, surface, lanes, shoulders, signals, intersections, roadside development, parking, accidents and 85th percentile speed. A decision made by the SSCB is not arbitrary or political, and is based on the considerations described above. Speed zones are set by the State of Oregon using an analysis process which considers the measured 85th percentile speed of traffic on a given roadway. Speed zones are not set arbitrarily or as part of a political decision. Vehicle speeds on several collector and residential streets are a concern for the community. As examples, streets such as Watkins and Bull Mountain Road are locations mentioned in discussions with the community. In most cases, speeding becomes very noticeable when it is above 35 miles per hour. Speeding can usually be expected on local streets which are wide and straight for long stretches or where downhill grades are extended. A complete inventory of peak traffic conditions was performed in the fall of 1994 as part of the Tigard Transportation System Plan. The traffic counts conducted as part of this inventory provide the basis for analyzing existing problem areas as well as establishing a base condition for future monitoring. The City of Tigard conducted evening (4-6 PM) peak period turning movement counts at 30 locations to determine intersection operating conditions. Updated counts have been conducted in 1997 and in 1999 at many of these locations, plus a few additional locations, for a total of 62 intersections. Figure 3-5 shows the existing average daily and peak hour traffic volumes on several key routes in Tigard. On a typical day, ORE 99W is the most heavily traveled street in Tigard. The segment near the ORE 217 ramps carries about 46,000 vehicles per day (two-way). Figure 3-6 shows average daily traffic (ADT) on several routes in Tigard and a comparison of traffic volumes on several routes over the period between 1994 and 1999. 7 Speed Zoning: Who Decides, State Speed Control Board, April, 1992. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-5 October 30, 2001 i of f• eir ~ jtstlcln °cra p s plan -Mi SSyste s DKSASSOC'ates 35 ~ a 35 3a 30 35 40 40 45 211 F 35 T A. T 35 40 ~ 35~ r 30 ~ 45 210 ~ 40 30 30 35 0 35 45 5 35 35 35 ~ 40 35 35 su 35 s 35 35 ~i9~►~: E s STIt~~ ill 1112 DKSAssoC%Btes NOT a CITY OF MGMD TO ScuF Srm Transportation Systems Plan 1'. L a Legend 900 0000 - Peck Hwr Wkm Itt -ADTV*n 217 Q oNCO5M ° 0000 - D* Vdsm from Pr&= CaB~ ~0 p Q e RG r (1493-1994) left s 210 1q0o ST Peak Flour Iy~t ' Street volutlle Dartmouth meet 10(10 00 72nd Avenue A _ south of Dartmouth 9;10 Hall Boulevard 99w - 'north of Durham 1315 Durham Road 300 east of Hall 2.00 uN 2600 1200 Bonita Road 15(10 a McDonald Street M I It Q i 1500 5 ~ SU ~ •o 5 N S2 u 00 BEEF 19,100 X11 a e CY) N y Figure 3.5 EXISTING TRAFFIC VOLUMES DKS Associates Tigard Historical Traffic Volumes 5000 4500 ot98e woo 017 > 3500 ntaen 3000 2500 2000 1500 a 1000 r j e W A ` lnunoodon Traffic Variation in Tigard (1994) 34.300 28.300 11500 10.700 9.300 3.800 3.300 1.100 850 880 ~ oc ~c1< Figure 3-6 Traffic Volume Summaries Tigard Transportation System Plan P99161 X0 Existing Conditions 3-8 October 30, 2001 ~~MeQSe9 A a..owwwiw J.w reem Upper Boones Ferry Road South of Durham Road a~ 1400 PM Peak E 1200-- .2 1000 W 400 ®Southbound M Northbound 200 0 4-N i i6 cnOO 000 "00 AO0 OHO c°~ 00~ N AOC OOC cOO c X00" N- 100 . Time of Day Bonita Road West of 1-5 1200 PM Peak 1000 > 600 m Westbound w 400 ® Eastbound m 200 h 0 00 00 ~O AO ca0 c0~ O~ c 0~ AO~ ~ O~ O~ c,O " Time of Day i Figure 3-7b Retail Areas (Hourly Traff ic Variation in Tigard) Tigard Transportation System Plan P99161 x0 Existing Conditions 3-11 October 30, 2001 F% Let%- A rs rs ^ ~ i ~ $ is i+ Bull Mountain Road West of 150th Avenue 450 E 350-- 250-- PM Peak m Westbound Cj 150 ® Eastbound 50 00 00001 f~0 A~0 00~ O~ 100 ~ 1A0~ 0010,` c00` cv Time of Day Hall Boulevard South of ORE 217 PM Peak am 1200 a 1000 } 600 m Southbound L) 400 M Northbound 200 0 x^00 0000 Vsw A00 00~ 0` 10C§ 1 1A0~ 10~ 10~~ c0~ 00,. Time of Day Figure 3-7c Residential and Employment Areas (Hourly Traffic Variation in Tigard) Tigard Transportation System Plan P99161 x0 Existing Conditions 3-12 October 30, 2001 ®K Associates Washington County maintains a safety priority index system (SPIS) listing that ranks the high accident locations county-wide. SPIS number and rank are based upon the number, rate and severity of accidents at a particular location. The 1997-1999 is the most current listing. Table 3-1 lists the existing hazard locations as defined by the SPIS value for locations in Tigard for the last three SPIS periods (1994-1996, 1996-1998 and 1997-1999). Fourteen intersections have SPIS values above the threshold identifying existing hazard locations for the 1997-1999 listing produced by Washington County. Table 3-1 Washington County SPIS Listing 1997-1999 RANK type LOCATION INTERSECTING ROAD ADT SPIS #ACC 9 co/city Nimbus Ave/Dr Scholls Ferry Rd 57877 99.42 50 33 co/state Bull Mountain Rd Highway 99w 45568 71.15 51 36 co/state Beef Bend Rd Highway 99w 45460 69.06 20 52 co/city Boones Bend DO21st Ave Scholls Ferry Rd 36158 60.39 30 74 co/city Barrows Road (E) Scholls Ferry Rd 31305 50.40 19 77 co/city 135"'Avenue Scholls Ferry Rd 30654 49.74 28 92 co/city Greenburg Rd Locust Street 15358 46.48 15 94 co/state Greenberg/Oleson Hall Blvd 34761 45.03 35 139 co/city North Dakota St/125`h Ave Scholls Ferry Rd 34907 37.08 31 143 co/city Conestoga Drive Scholls Ferry Rd 38496 36.31 17 185 co/city Taylors Ferry Rd 70th Ave 5957 29.96 3 191 co/state Oak Street Hall Blvd 16338 29.45 10 208 co/state Locust Street Hall Blvd 15195 27.82 11 218 co/city 130"' Avenue Scholls Ferry Rd 34773 26.92 10 SPIS Listing 1996-1998 RANK type LOCATION INTERSECTING ROAD ADT SPIS #ACC 3 co/state Hall Blvd Scholls Ferry Rd 45790 141.95 92 10 co/city Nimbus Ave/Dr Scholls Ferry Rd 52239 105.59 53 31 co/state Beef Bend Rd Highway 099w 45460 74.69 22 34 co/state Bull Mountain Rd Highway 099w 45840 73.00 52 38 co/city Boones Bend Dr/121 st Ave Scholls Ferry Rd 36158 68.80 35 48 co/city Scholls Ferry Rd 135th Ave 30654 65.79 30 84 co/state Greenburg Rd/Oleson Rd Hall Blvd 34761 51.36 39 124 co/state Garland Rd Highway 099W 34200 41.33 3 142 co/state Fischer Rd Highway 099w 38825 37.42 024 155 co/city North Dakota St 1125th Ave Scholls Ferry Rd 34907 35.55 28 159 co/co Old Scholls Fen i Fed (092 Ave) Scholls Ferry Rd 16462 35.00 18 171 co/co Beef Bend Rd Bull Mountain Rd 12128 33.47 11 173 co/co Old Scholls Fury Rd 092nd Ave 620 33.39 4 184 co/city Walnut St 124th Ave 9618 32.06 4 192 co/state Boones Ferry Rd Bridgeport Rd 23155 31.25 6 203 co/co Scholls Ferry Rd Scholls Sherwood Rd 8780 30.17 3 206 co/state Hall Blvd Locust St 15195 29.32 11 221 co/city Scholls Ferry Rd Springwood Dr 46757 27.76 10 249 co/city Scholls Ferry Rd 130th Ave 34773 24.52 9 Tigard Transportatlon System Plan P99161x0 Existing Conditions 3-13 October 30, 2001 t;sc5ociates 252 co/state Hall Blvd Oak St 16338 24.23 8 261 co/co Walnut St 121 st Ave 17165 23.24 10 262 co/co Cedarcrest St 080th Ave 5295 23.24 5 264 co/city Bridgeport Rd/Lwr Boones 072nd Ave 37023 23.10 11 267 co/city Greenburg Rd Mapleleaf St/WashSq Dr 24645 22.83 11 271 co/co Beef Bend Rd Elsner Rd 6710 22.37 6 288 co/city Greenburg Rd Locust St 14035 20.71 11 291 co/co Barrows Rd Roshak Rd 7108 20.57 6 339 co/co Elsner Rd Scholls Sherwood Rd 9315 17.56 5 342 co/co Taylors Ferry Rd 080th Ave 10665 17.17 7 388 co/co Scholls Ferry Rd 175th Ave 13375 14.79 5 400 co/co Locust St 080th Ave 7445 14.17 3 427 co/co Old Scholls Ferry Rd (GC) Scholls Ferry Rd 16144 12.64 4 481 co/city Walnut St 132nd Ave 11484 9.98 3 483 co/state Highway 099w Pacific Dr (s) 35782 9.79 3 Washington County SPIS Listing 1994-1996 3 YEAR TOTALS TYPE LOCATION INTERSECTING ROAD ADT SPIS RAW OACC /VEH F A B C co/state Hall Blvd Scholls Ferry Rd 44690 56.48 12 61 130 0 0 7 37 oo/city Nimbus Dr Scholls Ferry Rd 41990 47.57 35 40 84 0 1 1 28 co%o Beef Bend Rd Scholls Ferry Rd 14495 46.73 42 21 39 0 3 5 4 co/city Boones Bend Dr/121st Ave Scholls Ferry Rd 36158 45.81 45 27 51 1 2 4 13 co/city 135 Ave Scholls Ferry Rd 30654 44.66 54 25 53 0 3 2 9 co/city Barrows Rd Scholls Ferry Rd 15600 43.53 65 18 39 0 0 0 11 co/state Bull Mountain Rd Hwy 99W 41790 42.93 73 32 72 0 0 4 19 co/city North Dakota St/125th Ave Scholls Ferry Rd 34907 42.55 79 22 48 1 2 1 10 co/city Greenburg Rd Locust St 10690 4227 83 11 23 0 1 2 1 co/co Walnut St 121st Ave 14950 41.48 89 15 31 0 0 2 10 co/city Greenburg Rd Mapleleaf St/WashSq Or 24645 39.65 104 21 43 0 0 1 10 co/co Beef Bend Rd Bull Mtn Rd 7320 38.15 122 9 19 0 0 3 11 co/state Greenburg Rd/Oleson Rd Hall Blvd 25650 3539 155 16 35 0 0 2 10 co/co Locust St 72nd Ave 2506 34.83 163 3 6 0 0 0 2 db/co Locust St 80th Ave 7445 32.75 189 4 8 0 0 4 0 Co/state Beef Bend Rd Hwy 99W 40260 32.54 193 16 33 0 0 5 9 Source: Washington County. R&O 86-95 defines determines existing hazard locations to be SPIS greater than 32.24. Ivey: SPIS = Safety Priority Index System, ADT T Average Daily Traffic, Rank = ranking of Countywide SPIS, #Acc = total collisions, #veh = total vehicles, F = fatalities, A = severe injuries, B = moderate injuries, C = minor injuries Tigard Transportation System Plan P99161x0 Existing Conditions 3-14 October 30, 2001 TICS ASS®ciateS SCHOOLS There are a number of schools in Tigard where the surrounding roadways create barriers for access due to limited width and pedestrian facilities. In conversations with the Tigard-Tualatin School District, the following issues were noted by school sites Metzger Elementary: Adequacy of walking paths and adjacent street width ■ Mary Woodword School: Difficult for traffic circulation due to congestion ■ Fowler Intermediate School: Access from both Walnut Street and Tiedeman Avenue Durham Elementary School: Adequacy of Durham Road width, walking paths, turn lanes Tigard High School: Driveway spacing conflicts Templeton Elementary School: Adequacy of sidewalks TRAFFIC CONTROL Tigard has 66 signalized intersections, with the majority on arterial streets. A summary of the ownership of these signals as well as who operates and maintains them is shown in Table 3-2. There are five key coordinated systems within the City. These include: ORE 99W ■ 72nd Avenue between ORE 217 southbound ramps and Hampton Street ■ Scholls Ferry Road ■ Greenburg Road between ORE 217 southbound ramps and Locust Street e 72nd Avenue between ORE 217 southbound ramps and Hampton Street Of the 66 signals in the City of Tigard, 11 are owned by the City of Tigard, 11 are owned by Washington County and 44 are owned by ODOT. Most signals do not need upgrade or modernization. The signal at Main Street/Scoffins Street is the oldest in the City and would be the most likely candidate for upgrade. The signal at 72nd Avenue/Bonita Road has recently been upgraded to include protective/permissive left turn phasing on all approaches. The signals at Durham(Upper Boones Ferry Road, 72nd AvenueBoones Ferry Road and 72nd Avenue/Carman Drive should eventually be intertied. Figure 3-8 shows the signalized locations. Traffic signals are valuable devices for the control of vehicle and pedestrian traffic. Traffic control signals, properly located and operated, can have one or more of the following advantages: ■ They provide for the orderly movement of traffic ■ Where proper physical layouts and control measures are used, they can increase the traffic handling capacity of the intersection s Per conversation with Dr. Joki, Superintendent, Tigard-Tualatin School District, February 22, 1995. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-15 October 30, 2001 DKS Associates ■ They reduce the frequency of certain types of accidents, especially right angle type ■ Under favorable conditions, they can be coordinated to provide continuous or nearly continuous movement of traffic at a definite speed along a given route ■ They permit minor street traffic, vehicular or pedestrian, to enter or cross continuous traffic on the major street ■ Improper or unwarranted signal installations may cause: • Excessive delay • Disobedience of signal indications ■ Circuitous travel of alternative routes ■ Increased accident frequency, particularly rear-end type Consequently, it is important that the consideration of a signal installation and the selection of equipment be preceded by a thorough study and be based on consistent criteria. The study must identify the need for left turn phasing, lanes and phase type. The justification for the installation of a traffic signal at an intersection should be based upon the warrants stated in the Manual on Uniform Traffic Control Devices6 (MUTCD). The MUTCD has been adopted by the state of Oregon and is used throughout the nation. The same conditions hold true for installation of stop sign traffic controls. Specific warrants identify conditions which may warrant two-way or multi-way stop sign installations. A stop sign is not a cure- all and is not a substitute for other traffic control devices. Guidelines and warrants for stop sign installations are outlined in the MUTCD. 6 Manual on Uniform Traffic Control Devices for Streets and Highways, US Department of Transportation, Federal Highway Administration, 1988, pages 4C1-4012. Tigard Transportation System Plan P99161x0 Existing Conditions 3-16 October 30, 2001 Y P Aill i ~a'~114n p1an T~'asystems S ,A$Sociates T ®.s~~~di"tep1 10SC►1S N 217 j O ~ GREF RG m t 4 210 : 5 WY ~v t D F;guar °:t rMn7K-S MAA.-4qcz-.4qcznnhqha-.q Table 3-2 Tigard Signal System Intersection Ownership Agency Operating Agency Mainainin Scholls Fer Road Barrows Road (West) WA Count WA Count WA Count Barrows Road (East) WA Count WA Count Beaverton Murra Boulevard WA Count WA Count Beaverton 130 Avenue WA Count WA Count Beaverton 125 Avenue WA Count WA Count Beaverton 121` Avenue WA Count WA Count Beaverton Conestoga Drive WA Count WA Count Beaverton Nimbus Avenue WA Count WA Count Beaverton Cascade Avenue MOT Beaverton Beaverton ORE 217 SB Ramps ODOT Beaverton Beaverton ORE 217 NB On/WA Square ODOT Beaverton Beaverton Hall Boulevard ODOT Beaverton Beaverton HaU Boulevard Scholls Ferry Road MOT Beaverton Beaverton Embassy Suites Driveway MOT ODOT MOT Target Driveway ODOT MOT MOT Circuit City/US Bank D s ODOT ODOT ODOT Greenbur Road/Oleson Road ODOT MOT ODOT Locust Street ODOT ODOT MOT Oak Street MOT MOT ODOT ORE 99W MOT MOT ODOT Hunziker Street MOT MOT MOT Burnham Street ODOT ODOT MOT McDonald Street ODOT ODOT MOT Bonita Road MOT MOT MOT Durham Road MOT MOT MOT Durham Road ORE 99W MOT MOT ODOT Summerfield Drive Tigard Tigard WA Count 92 Avenue Tigard Tigard WA Count Hall Boulevard ODOT ODOT MOT Upper Boones Ferry Road MOT ODOT MOT 72 Avenue Tigard Tigard. WA Count 72 Avenue Durham Road' Tigard Tigard WA Count Upper Boones Ferry Road Tigard Tigard WA Count Carman Drive Tigard Tigard WA Count Bonita Road Tigard Tigard WA Count Varns /ORE 217 SB Rams ODOT ODOT MOT Hunziker Street MOT MOT MOT ORE 217 NB Ram s MOT ODOT MOT Tigard Transportation System Plan P99161x0 Existing Conditions 3-16 October 30, 2001 r~nlm'0 A ~+L~/1l1a/t~s~r.~~rav rac~~vt~.r~LCPO Intersection Ownership Agency Operating Agency Mainainin Hampton Street Ti and Tigard WA Count ORE 99W ODOT ODOT ODOT ORE 99W 6$ Avenue/69 Avenue ODOT ODOT ODOT 72 Avenue ODOT ODOT ODOT Tigard Cinemas ODOT ODOT ODOT Dartmouth Street ODOT ODOT ODOT ORE 217 NB Rams ODOT ODOT ODOT ORE 217 SB Rams ODOT ODOT ODOT Hall Boulevard ODOT ODOT ODOT Greenbur Road ODOT ODOT ODOT Johnson Street/Main Street ODOT ODOT ODOT Walnut Place - ODOT ODOT ODOT Garrett Street ODOT ODOT ODOT Park Street ODOT ODOT ODOT Tigard Marketplace ODOT ODOT MOT GaardelMcDonald Street ODOT ODOT ODOT Canterbury Lane ODOT ODOT - ODOT Bull Mountain Road ODOT ODOT ODOT Beef Bend Road ODOT ODOT ODOT Royalty Parkway ODOT ODOT ODOT Durham Road ODOT ODOT ODOT Fischer Road ODOT ODOT ODOT Greenb r Road ORE 99W ODOT ODOT ODOT Tiedeman Avenue Tigard Tigard WA Count Cascade Boulevard Tigard Tigard WA Count ORE 217 SB Rams ODOT ODOT ODOT ORE 217 NB Rams ODOT ODOT ODOT Washington Square Road WA Count WA Count WA Count Locust Street WA Count WA Count WA Count Hall Boulevard/Oleson Road ODOT ODOT ODOT Carman Drive I-5 SB Rams ODOT MOT ODOT I-5 NB Rams ODOT ODOT ODOT Sequoia Parkway Tigard Tigard WA Count Upper Boon es Ferry Road Bridgeport Road ODOT OD( ODOT Durham Road ODOT OD( ODOT Main Street ScofBns Street Tigard Tigard-- i and WA Count Tigard Transportation System Plan P99161 x0 Existing Conditions 3-19 October 30, 2001 N0%Wa e TRAVEL TIME INFORMATION Travel time information was collected to provide a gauge of roadway system performance. Travel time runs were conducted on several key routes in Tigard. These travel time runs measured the length of time it took to travel from a starting point to and end point of each key route (typically, a mile or more in length) during various time periods during the week. The key routes surveyed were ORE 99W, Hall Boulevard, 72nd Avenue, Main Street/Greenburg Road and Durham Road. The time periods observed were. weekday morning peak, weekday, midday, weekday, evening peak-and Saturday midday. The most significant delays were generally observed in the PM peak hour. However, on two routes which are heavily influenced by retail activity, delays were significant at other times (ORE 99W Saturday and Greenburg midday). The results of these travel time runs are shown in Figure 3-9. Travel times from various time periods are shown for comparison. 72nd Avenue shows significant delay both northbound and southbound in the PM peak hour. Since 1994, new signal timings were installed at. four intersections near ORE 217 and the four intersections linked via interconnect. Delays through these four intersections were initially reduced by more than 40% in both the northbound and southbound directions as a result of this improvement. Since the initial delay reduction a few years ago, the route has attracted additional demand and at least 70-100 additional northbound and about 200-300 additional southbound vehicles now use this route in the evening peak hour, which has increased delays on the route. Travel time data on ORE 217 indicates that some of the slowest travel speed on the facility occurs in Tigard. Floating car surveys were conducted on ORE 217 during the morning and evening peak periods (see' appendix for data summaries). Travel time data were collected along the entire length of ORE 217 at various times through the peak period. The average travel speed for the entire corridor drops to between 30 and 40 miles per hour (mph) during periods of time in both the morning and evening peak representing level of service F conditions for those time segments. Figure 3--10 summarizes the peak travel speeds over the length of ORE 217. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-20 October 30, 2001 ®Associates ® Clrf OF TIGAR® NOT 'M SME r RD Transportation Systems Plan Legend a Hall Boulevard WB 10:26 11:48 FFd 217 SB 9:0412:58 sr 210 e° Q c 72nd Avenue PM a I 5 ~ t Sdy ~~o a NB 7:41 15:37 13:25 s Q SB 6:42 9:10 8:49 -Main SUGreenbulg Rd. EB -,W 10:22 9:22 SIB - WB 9:35 9:26 ■ r e n m o s, Durham Road FMEVBRF:1514211 4:24 RD WB 14:2516:67 4:56 I Al - i i z° Q 5 ® ORE 99W 0 6 11 11 Rp su EIB 110-2713:3213:47111:22 s" WB 11:1212:391S:59 1725 B F MID -MIDDAY 1:00pm - 3:00pm PM - PM PEAK, 4:00pm - 6:00;m -Signal Timing Change 12K4 "R'y8f Sedans with D. E or F - LOS i Figure 3.9 1994 TRAVEL TIME SURVEYS (Except where Ncri) LAS Associates Figure 3-10 Travel Speed Profiles for ORE 217 April/May 1999 For Critical (slowest) Time Slice 70 Northbound 4 PM Q 60 - 50 ® 40 12~ 15 E 30 m 20 a, 10 rn n 0 ~PJ0~J0 OP o` F°~~ 00~c0A ~~0c ~yr1 ~~0~ ~~6 me J 70 Southbound 4 C 60 50 i Q 40-- P E 30 - AV 20 Cn 10 CD 0 S~a~~` roc P\e~ ~cpA G'a p~ Gro\\yF ~~~0~ O~~ 5 Source: ORE 217 Corridor Study Initial Improvement Concepts Drab, ODOT, February 2000. TRAFFIC PERFORMANCE ON ICES' STREETS The following sections review the performance of various key routes in Tigard in terms of volumes, capacity, accidents, adjacent land use (including schools), intersection level of service, arterial level of service and general observations. The key routes include ORE 99W, Scholls Ferry Road, Hall Boulevard, i Greenburg Road, 72nd Avenue and Durham Road/Boones Ferry Road/Carman Drive. Each route evaluation is organized to provide a description in terms of functional classification, number of lanes, existing traffic volumes, accident locations and a summary of PM peak hour operating conditions. The 1994 calculations were based on the 1985 Highway Capacity Manual. Since then, the Highway Capacity Manual has been updated twice and the 1997 calculations are based on the 1994 Highway Capacity Manual and the 1999 calculations are based on the 1997 Highway Capacity Manual. While there are some subtle distinctions in the methodologies used, the results produced are comparable. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-22 October 30, 2001 r 11110 INN NINE DKS Associates In general, intersection level of service in Tigard has either remained the same or degraded slightly over the past three years. As regional growth has occurred, traffic volumes around the City have increased. In 1999, most intersections in Tigard operate at level of service D or better, with some exceptions. The intersections which are operating at conditions below level of service D in 1999 are discussed in the following sections. Travel time runs (which provided the data for the arterial level of service analysis) are shown graphically in Figure 3-9. Areas where arterial level of service is D or worse are identified on these figures. Arterial level of service was calculated according to the 1994 Highway Capacity Manual.7 A majority of these runs were conducted in 1994, with updated runs on ORE 99W conducted in 1997. Overall, average evening peak hour travel time along ORE 99W westbound (between 68th Avenue (near 1-5) and Fischer Road, west of the City limits) has increased by about three minutes. Travel time in the opposite direction (eastbound) has remained approximately the same. More information on level of service descriptions and calculations (both arterial and intersection) as well as travel time methodology, can be found in the appendix. ORE 99W ORE 99W provides regional access to the City of Tigard, but also serves a large percentage of local traffic. ORE 99W s connects Tigard with cities to the south and west and t eventually to the Oregon Coast. To the east, ORE 99W becomes Barbur Boulevard, a key route in Portland, providing access to downtown Portland. Tigard classifies ORE 99W as an arterial while Washington County and Metro designate it a Major Arterial. ODOT's designation is a Statewide Highway as part of the National Highway System. Portland designates Barbur Boulevard as a regional trafficway. ORE 99W carries approximately 33,300 vehicles per day (ADT - Average Daily Traffic) near the south Tigard city limits and approximately 45,900 ADT near downtown. ORE 99W is a five lane roadway throughout Tigard. Figure 3-11 shows the percentage of vehicles which are local for various segments.8 The percentage of local trips on ORE 99W is much higher near downtown Tigard than at either end. The table below summarizes level of service for a number of signalized intersections along ORE 99W during the weekday evening peak hour. Of the 16 intersections analyzed, all but one intersection performs at level of service D or above. This is generally considered to be acceptable operating performance for a signalized intersection. There are five intersections which operate at level of service D, ORE 99W/Durham Road, ORE 99W/Walnut Street, ORE 99W/Greenburg Road/Main Street, ORE 99W/Hall Boulevard, and ORE 99W/72nd Avenue. If additional traffic is added to these intersections, it is possible that they may decline to an unacceptable level of service. One intersection, ORE 99W/McDonald Street/Gaarde Street, 7 1994 Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington D.C., 1994, Chapter 11. s Data provided to the City of Tigard by Metro, December 1992. A plot was generated showing trips on ORE 99W with either an origin or destination in a Tigard traffic analysis zone. This plot was then related to a plot showing all trips on ORE 99W. Tigard Transportation System Plan P99161x0 Existing Conditions 3-23 October 30, 2001 DK"S'6 Associates currently operates at level of service E. This intersection ; is already operating at unacceptable levels of service and ~~J long queues tend to form on various legs of the ' intersection. Sometimes these queues extend to other intersections, creating unnecessary operating problems ( zr, there as well. A long queue (greater than 20 vehicles) , f forms for about 15-20 minutes in the PM peak hour at the intersection at 68th Parkway/69th Avenue. Over the course of the entire peak hour, this intersection performs acceptably. It should be noted that the 1997 and 1999 LOS Legend - <3^* calculations at Hall Boulevard/ORE 99W reflect a lane rte 3"0% configuration change in the northbound direction, tt~ ~~~a ouAUn, yv * -The poroenfa~ otdips orkrirurd g resulting in a slightly improved level of service over 1994 cmpared sn n comparetlto tobhlftr tragkack on ORE 9WV. conditions. TIGARD TRAFFIC ON ORE 99W PM Peak Hour Intersection Level of Service Figure 3-11 Signalized Intersections Along ORE 99W Signalized 1994* 1997* 1999* Intersections LOS Delay V/C LOS Delay V/C LOS Delay V/C Durham Road D 27.9 0.77 D 48.7 0.88 Beef Bend Road B 12.1 0.86 B 11.1 0.80 Bull Mtn Road B 8.3 0.67 Canterbury Lane B 9.8 0.74 McDonald/Gaarde D 33.0 0.93 E 50.5 1.0 E 58.9 1.0 Tigard Mkt lace B 12.4 0.60 Park Street A 4.8 0.58 Walnut Street D 27.2 0.89 D 31.8 0.95 MaintJohnson B 12.6 0.62 B 13.2 0.70 Greenbur ain E 43.1 0.97 D 30.3 0.85 D 43.9 0.85 Hall Boulevard E 46.3 0.99 D 34.5 0.91 D 49.2 0.87 ORE 217 SB Ramps C 19.2 0.75 C 21.6 0.83 ORE 217 NB Rams B 5.5 0.65 B 6.5 0.75 78 Ave/Dartmouth C 19.7 0.81 C 24.3 0.89 D 35.5 0.86 72 Avenue B 14.7 0.75 D 25.6 0.93 C 32.9 0.86 68'h/69'h Avenues C 16.0 0.87 * For analysis purposes the capacity calculation methodology has changed twice over the past six years. The level of service analysis was conducted using the following methodology: 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology 1997 Calculations use 1994 HCM Methodology 1999 Calculations use 1997 HCM Methodology 9 1994 counts conducted prior to opening of Costco on Dartmouth Street, therefore, counts may be lower than normal. ro 1994 counts conducted during Fred Meyer Strike (August, 1994) and may therefore be lower than normal. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-24 October 30, 2001 ®KS Associates The 1994 arterial level of service along ORE 99W tends to mimic that at the signalized intersections. ORE 99W generally flows at a level of service between A and C except in certain areas. These areas generally correspond to areas where intersection level of service is poor. Segments experiencing levels of service D or worse include, ORE 99W northbound between Main Street/Johnson Street and ORE 217 southbound ramps, auil lout' iouud froru I-5 to 72nd Avenue, from. ORE 217 northbound ramps to Hall Boulevard and from Main Street/Johnson Street to Walnut Street. It should be noted that, since ORE 99W is congested between Main Street/Johnson Street and ORE 217, it is unable to deliver as much traffic as is demanded at specific intersections. Because of this, intersection level of service does not appear as poor as aiterial level of service, which is more reflective of route (rather than intersection) congestion. Scholls Ferry Road Scholls Ferry Road is an east-west roadway that serves as the north city limits for much of Tigard. It is five lanes from Murray Boulevard to Hall Boulevard. It carries approximately 30,000 to 45,000 ADT through Tigard. It has recently been transferred to Washington County, except the portion in then i interchange area near ORE 217. It is classified by Metro and Washington an Major Arterial to the west of ORE 217 and as a Minor Arterial to the east of ORE 217. The City of Tigard and ; - Beaverton both classify it as an Arterial for its length within the city ore limits. Scholls Ferry Road serves local traffic, but also provides regional access to Beaverton, ORE 217 and cities to the west of Tigard. Arrerial level of service was not analyzed for Scholls Ferry Road and intersection level of service was only analyzed for 1999 volumes. Scholls Ferry Road serves as a border between Tigard and Beaverton and is under the jurisdiction of ODOT and Washington County. Although it provides access to Tigard, it is not integral to the internal street network of Tigard. PM Peak Hour Intersection Level of Service Signalized Intersections Along Scholls Ferry Road Signalized 1999* Intersections LOS Delay WC Beef Bend Road C 25.5 0.84 Barrows Road (West) B 8.3 0.54 Murray Boulevard C 29.8 0.79 Barrows Road (East) B 15.0 0.57 North Dakota/ 125 D 42.9 0.95 Nimbus Avenue D 47.0 0.98 * 1999 Calculations use 1997 HCM Methodology Tigard Transportation System Plan P99161x0 Existing Conditions 3-25 October 30, 2001 AfisbwO l/7~ OKS u¢®s Hall Boulevard Hall Boulevard is a north-south roadway that predominantly serves local q Tigard traffic, but also provides access to Beaverton to the north. It is classified by Metro and Washington County as a Minor Arterial and by the City of Tigard and Beaverton as an arterial. ODOT classifies Hall as a District Highway. It carries approximately 12,000 to 23,000 ADT through -II- Tigard. It is generally two lanes, with occasional left turn lanes, from Durham Road to Greenburg Road. It is three lanes between Durham Road ' and just south of Sattler Street, between ORE 99W and Pfaffle Street and between just north of Spruce Street and just north of Locust Street, and five Ax" lanes from Greenburg Road to Scholls Ferry Road. There are 11 traffic signals at intersections on Hall Boulevard. It has many driveways connecting directly to the roadway, serving mostly commercial and residential land uses. A driveway survey was conducted along Hall Boulevard and can be found in the appendix of this report.tr The table below summarizes level of service for a number of intersections on Hall Boulevard. Of the seven intersections analyzed, four perform at level of service D. Hall Boulevard/McDonald Street and Hall Boulevard/Durham Road have long queues on some approaches. The queues at Hall Boulevard/McDonald street are on the northbound left and southbound approaches and the queues at the Hall Boulevard/Durham Road intersection are on the southbound and westbound through approaches. These queues generally tend to clear during each signal cycle, but both intersections are virtually at capacity. 1994 arterial level of service along Hall Boulevard shows levels of service C and above are experienced everywhere along Hall Boulevard, except at ORE 99W, where level of service D is experienced both northbound and southbound. PM Peak Hour Intersection Level of Service Signalized Intersections Along Hall Boulevard Signalized 1994* 1997* 1999* Intersections LOS Delay VIC LOS Delay WC LOS Delay WC Locust Street B 12.7 0.56 C 19.8 0.86 ORE 99W E 46.3 0.99 D 34.5 0.91 D 49.2 0.87 Hunziker Street B 14.0 0.62 Burnham Street B 13.0 0.54 McDonald Street C 20.7 0.99 E 52.7 1.0 D 38.0 0.93 Bonita Road C 16.8 0.68 C 21.0 0.97 D 47.7 0.90 Durham Road C 24.1 0.83 E 48.1 1.0 D 45.1 0.86 # 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology 1997 Calculations use 19941ICM Methodology 1999 Calculations use 1997 HCM Methodology Driveway survey, conducted by DKS Associates, September, 1994. Tigard Transportation System Plan P99161x0 Existing Conditions 3-26 October 30, 2001 DKS Associates Greenburg► Road Greenburg Road is a north-south street connecting downtown ce Tigard to the Washington Square area. It provides diryct access to • brth 99W end OFF 217. At Mall Boulevard, Greenburg Road becomes Oleson Road as it proceeds north into Portland. Greenburg Road, is classified by Metro as a Major Arterial and by j' r Washington County as a Minor Arterial north of ORE 217 and as a • TOME Major Collector south of ORE 217. It is classified, for its length, by Tigard as a Major Collector. The City of Portland designates Oleson as a Neighborhood Collector. It is three lanes between u sr 21 ORE 99W and Hall Boulevard, except between ORE 217 and vp . Locust Street and just south of Hall Boulevard where it is five lanes. The table below summarizes level of service for four signalized intersections on Greenburg Road. Of these four intersections, two operate acceptably at level of service C and the others, Greenburg Road/Main Sreet/ORE 99W and Greenburg Road/Oleson Road/Hall Boulevard operate at level of service D. Long queues form in the eastbound direction on ORE 99W in the PM peak hour, with vehicles waiting through multiple cycles to clear the intersection. Some of this queuing may be caused by unacceptable operating conditions at Hall Boulevard, where the queue spills back to the Greenburg Road/Main Street/ORE 99W intersection. Arterial level of service along Greenburg Road/Main Street is above level of service C for most of the length of the route. Locations experiencing levels of service D and lower include northbound Main Street between Scoffins and ORE 99W, northbound Greenburg Road between ORE 217 northbound ramps and Washington Square Road, southbound Greenburg Road between Locust Street and Cascade Boulevard and between Center Street and ORE 99W. The arterial level of service on this route is comparable to intersection level of service, especially since arterial level of service near ORE 99W is poor, where the intersection operates at level of service E. PM Peak Hour Intersection Level of Service Signalized Intersections Along Greenburg Road Signalized 1994* 1997* 1999* Intersections LOS Dela V/C LOS Delay V/C LOS Delay WC ORE 99W/Main E 43.1 0.97 D 30.3 0.85 D 43.9 0.85 Tiedeman Ave C 19.0 0.77 Wash Square Rd C 23.3 0.73 Oleson/Hall Blvd D 34.3 0.95 * 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology 1997 Calculations use 1994 HCM Methodology 1999 Calculations use 1997 HCM Methodology Tigard Transportation System Alan P99161 x0 Existing Conditions 3-27 October 30, 2001 N r~~DKS Ass~oocclaaltes 72nd Avenue 72nd Avenue is a north-south roadway serving mostly local traffic in Tigard. It serves industrial traffic from land uses along its frontages, but also provides connections to ORE 99W, ORE 217,1-5 and Tualatin to vow the south. It is a three lane roadway between Bridgeport Road and the VIP ORE 217 ramps. North of there, it is a two lane roadway with occasional left turn lanes. 72nd Avenue is classified as a Major Collector by the 217 City of Tigard and as a Minor Arterial by Metro. It is not classified by Q Sr Washington County. 72nd Avenue carries approximately 16,000 ADT. The table below summarizes level of service for several signalized intersections on 72nd Avenue. Of the 10 signalized intersections, five perform at level of service C or above (generally considered acceptable eoN,r~ a operating conditions). The five remaining intersections, 72nd Avenue/ORE 99W, 72nd Avenue/ORE 217 Northbound Ramps, 72nd YO U E Avenue/ORE 217 Southbound Ramps/Varns Street, 72nd Avenue/Bonita Road and 72nd Avenue/Carman Drive operate at level of service D. Several of these intersections have been improved in the past few years. 72nd Avenue/Bonita Road was changed from protected left turn phasing on all approaches to protected/permissive phasing on all approaches. 72nd Avenue/ORE 217 Northbound Ramps and 72nd Avenue/ORE 217 Southbound Ramps/Vams Street were part of an overall signal timing/coordination project along 72nd Avenue between Varns Street/ORE 217 Southbound Ramps and Hampton Street. While these intersections operate at a better level of service as a result of these improvements, the 72od Avenue has become a more desirable route, attracting at least 70-100 additional northbound vehicles and approximately 200-300 additional southbound vehicles between Hampton Street and the ORE 217 Southbound Ramps/Varns Street intersections. Arterial level of service along 72nd Avenue is poor (level of service D or lower) for a significant portion of its length. In particular level of service is poor northbound from Upper Boones Ferry Road to the ORE 217 southbound ramps. In the southbound direction, level of service is poor between Hampton Street and the ORE 217 southbound ramps, between Sandburg Street and Bonita Road and between Carman Drive and Upper Boones Ferry Road. This is fairly consistent with the intersection operating conditions, which are mostly at level of service D in these areas. In this case, arterial level of service is poor, while intersection level of service may not look so bad since a number of closely spaced signals were not interconnected when the travel time runs were made. Since these signals were not interconnected, additional delay was introduced from uncoordinated signal timing. These signals have since been retimed and the arterial level of service is much improved, however increased traffic volumes create increased delay. I'M Peale Hour Intersection Level of Service Signalized Intersections Along 72nd Avenue Signalized 1994* 1997* 1999* Intersections LOS Delay WC LOS Delay V/C LOS Delay V/C ORE 99W B 14.7 0.75 D 25.6 0.93 Hum ton Street B 11.5 0.43 ORE 217 NB Rams B 10.9 0.48 D 29.6 0.99 Tigard Transportailon System Plan P99161x0 Existing Conditions 3-28 October 30, 2001 [)KS a4 gnnia to c Signalized 1994* 1997* 1999* Intersections LOS Delay WC LOS Delay WC LOS Delay V/C Hunziker Street C 16.3 0.84 C 22.7 0.93 ORE- 217 SBNarns E 40.7 1.00 D 36.2 0.99 Bonita Road E 48.2 0.95 D 37.9 0.89 D 47.7 0.90 Carman Drive C 24.8 0.79 D 29.4 0.88 r Upper Booties Ferry B 12.0 0.67 B 17.6 0.65 Durham Road B 8.7 0.31 Bridgeport Road B 12.5 0.54 * 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology 1997 Calculations use 1994 HCM Methodology 1999 Calculations use 1997 HCM Methodology Durham Road/DOones Ferry RoadlCarman Drive Durham Road is an east-west roadway that serves the southern part of Tigard. It is three lanes for its length. Durham Road is s classified by Metro as a Minor Arterial, by Washington County as a study area west of Hall and as a Minor Arterial east of Hall, and as an Arterial by the City of Tigard east of Hall Boulevard. West of Hall Boulevard, it is classified by they City of Tigard as a Major Collector. Lake Oswego designates Carman Drive as a Major Collector. The route provides predominantly local access, but also serves vehicles traveling to ORE 99W or I-5 via Booties Ferry Road and Carman Drive and through traffic between King City and I-5. The table below summarizes level of service conditions along Durham Road/Boones Ferry Road/Carman Drive. Five of the six intersections perform at level of service D or above. ORE 99W/Durham Road, Hall Boulevard/Durham Road, Upper Booties Ferry Road/Durham Road and I-5 northbound ramps/Carrnan Drive all operate at level of service D. I-5 southbound ramps/Carman Drive operates at level of service E and is just about at capacity. Queues tend to form westbound and southbound at ORE 99W/Durham Road, with some vehicles waiting through more than one signal cycle. The same is true at Hall Boulevard/Durham Road. PM Peak Hour Intersection Level of Service Signalized Intersections on Durham Road Signalized 1994* 1997* 1999* Intersections LOS Delay V/C LOS Delay WC LOS Delay WC ORE 99W D 27.9 0.77 D 48.7 0.88 Hall Boulevard C 24.1 0.83 E 48.1 1.0 D 45.1 0.86 Upper Boones Ferry C 22.0 0.79 D 32.2 0.97 D 52.0 0.98 72 [Upper Booties B 12.0 0.67 I-5 SB/Carman Dr D 34.2 0.83 E 42.6 1.0 I-5 NB/Carman Dr D 25.9 0.89 D 31.5 0.96 * 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology 1997 Calculations use 1994 HCM Methodology 1999 Calculations use 1997 HCM Methodology Tigard Transportation System Plan P99161 x0 Existing Conditions 3-29 October 30, 2001 A mm7i Unsignalized Intersections In addition to the signalized intersections along Tigard's key routes, there are a number of unsignalized intersections which are important to traffic operations in Tigard. The table below summarizes the capacity analysis for evening peak conditions at I 1 unsignalized intersections in Tigard. These additional intersections, combined with the signalized intersections mentioned above, represent the key stsdy intersections identified by City staff for analysis in this study.rZ Unsignaiized intersections are subject to a separate capacity analysis methodology which is described in the appendix of this report. Of the 11 unsignalized intersections, six are all-way stop controlled and five have one or more approaches which are uncontrolled. The methodology used for each of these cases is different and results are reported slightly differently (please see Appendix for more detail). PM Peak Hour Intersection Level of Service Unsignalized Intersections 1994 1997 1999 Intersection LOS* LOS* LOS* Walnut Street/135 Avenue A/A A/B Walnut Street/ 121" Avenue C D Walnut/Tiedeman/Fonner B D Main Street/Burnham Street A/C 68 Parkwa /Adanta/Haines C D 72 Avenue/Dartmouth Street F F D McDonald Street/97'h Avenue A/B 68 Avenue/Dartmouth Street D Hall/Sattler/Ross B/E Greenbur Road/Oak Street B/C 121` Avenue/North Dakota Street F 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology 1997 and 1999 Calculations use 1994 HCM Methodology Most of the unsignalized intersections that were analyzed operate acceptably at level of service D or above. However, three intersections are shown as level of service E or F. Often poor levels of service at unsignalized intersections affect only a small number of vehicles, since a majority of the vehicles (on the main street) are uncontrolled and flow freely at level of service A or B. Other Key Routes in Tigard Interstate 5 is the west coast's major north-south corridor and it provides regional and interstate access directly to the City of Tigard. I-5 connects Tigard with adjoining cities in the Portland Metropolitan l Region as well as with cities further south in Oregon such as Salem and Eugene. I-5 also provides access to other states such as Washington and California. ODOT classifies I-5 as an Interstate Highway as part of the National Highway System. For access management it is designated a Freeway. 12 Per discussions with Laurie Nicholson, City of Tigard staff, December, 1996 and spring 1999. Tigard Transportation System Plan P99161x0 Existing Conditions 3-30 October 30, 2001 DKS Associates ORE 217 provides regional access to the City of Tigard. ORE 217 connects Tigard with Beaverton and Lake Oswego and provides access to US 26 and I-5. US 26 is a major route leading to the Oregon Coast to the west and to eastern Oregon. ODOT classifies ORE 217 as a Statewide Highway as part of the National Highway System. For access management it is designated an Expressway. Gaarde Street is an east-west Major Collector providing local access to residential streets in Tigard. It is two lanes and, in conjunction with 121st Avenue, connects ORE 99W and Scholls Ferry Road via Walnut Street. Main Street is an east-west Major Collector serving the commercial downtown core of Tigard. It parallels ORE 99W from Johnson Street to Greenburg Road. Bull Mountain Road serves residential and rural traffic west of Tigard as a Major Collector. This area is developing rapidly and, besides Beef Bend Road, Bull Mountain Road is one of the only roadways accessing this area. In addition, as ORE 99W becomes more congested, both Bull Mountain Road and Beef Bend Road are becoming part of an alternate route to rural areas to the west of Tigard. McDonald Street is an east-west Major Collector which runs between Hall Boulevard and ORE 99W. It serves predominantly residential traffic, although, as areas to the west in Tigard develop, it is being used more and more as a cut-through route. 121st Avenue is a north-south Major Collector which runs through mostly residential areas in Tigard. In conjunction with Gaarde Street, it connects Scholls Ferry Road with ORE 99W. North Dakota Street is an east-west Minor Collector which runs through mostly residential areas in Tigard. It connects Scholls Ferry Road to Greenburg Road and generally runs parallel to Scholls Ferry Road. Beef Bend Road is parallel to, and south of, Bull Mountain Road. It is classified as a Major Collector and functions in a similar way as Bull Mountain Road as growth occurs in the area to the west of Tigard. Walnut Street is an east-west Major Collector serving primarily residential traffic in Tigard. In conjunction with 135th Avenue, and with a short jog at Tiedeman Avenue, it provides a connection from ORE 99W to Scholls Ferry Road. Hunziker Street is an east-west Major Collector connecting Hall Boulevard with 72nd Avenue near the ORE 217 ramps. This street serves both commercial and residential traffic and is increasingly being used as a cut-through route across Tigard. Dartmouth Street is a relatively new Major Collector in Tigard. It is five lanes at its west end and three at its east end. It serves the new Cub Foods and Costco developments and provides direct access to ORE 99W and I-5. Bonita Road is an east-west Major Collector which connects Hall Boulevard with Lake Oswego (via Bangy Road) and I-5 (via 72nd Avenue and Carman Drive or via Bangy Road and Kruse Way). Locust Street is an east-west Major Collector which provides access to local neighborhood streets and between Hall Boulevard and Greenburg Road. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-31 October 30, 2001 EIIMM 01 oil ®KS Associates Upper Boones Ferry Road is a north-south Arterial which connects Durham Road with I-5 and Tualatin. Since there is very limited access to Tualatin due to the Tualatin River, much of the traffic between Tigard and Tualatin uses this route. Taylors Ferry Road is a Major Collector that serves as the northern boundary of the Tigard planning ` area. This route provides a link between the Metzger area and I-5 and Portland to the east. AVERAGE VEHICLE OCCUPANCY Average vehicle occupancy (AVO) was measured at two locations in Tigard. 13 These locations were at ORE 99W west of Fall Boulevard, and on gull Boulevard south of ORE 99W. Overall AVO measured in Tigard (between the two locations, over all time periods) was 1.21. This rate is somewhat lower than observed typical ranges for auto occupancy (over all time periods and trip purposes) which range from about 1.31 to 1.54. 14 A breakdown by time period and location is shown in Table 3-3 and the percentage of vehicles by number of passengers and location is shown in Figure 3-12. Figure 3-'12 Average Vehicle Occupancies Average Vehicle Occupancy Average Vehicle Occupancy ORE 99W West of Hall Boulevard Hall Boulevard South of ORE 99W Thos > thee ats >T1re Thw~ 1% X t Two Two 17% 16% Snwe Sy,p1e 81% at % 13 Counts conducted for DKS Associates on September 28 through October 6, 1994. 11 Calibration and Adjustment of System Planning Models, U.S. Department of Transportation and Federal Highway Administration, December, 1990, and Quick-Response Urban Travel Estimation Techniques and Transferable Parameters: User's Guide, NCHRP Report 187, Transportation Research Board, Washington, D.C., 1978. Tigard Transportation System Plan P99161x0 Existing Conditions 3-32 October 30, 2001 17 uK Assoeiaios Table 3-3 Average Vehicle Occupancy in Tigard Time Period ORE 99W Ball Blvd Overall Weekda 7:00-9:00 AM Morning 1.13 1.14 1.13 11:30 AM-1:30 PM Midday 1.23 1.24 1.23 4:00-6:00 PM Evening 1.27 1.24 1.26 Overall 1.21 1.21 1.21 Saturday 1:00-3:00 PM Midday 1.58 1.54 1.57 ORE 217 Weekday Northbound Southbound 7:00-9:00 AM Morning 1.08 1.08 4:00-6:00 PM Evening 1.16 1.12 Source: DKS Associates surveys - Tigard Streets 1994, ORE 217 1999. ACCESS ISSUES Two major corridors in Tigard are key locations where some form of access management may be applied. These corridors are ORE 99W, which has a significant portion of its frontage occupied by commercial land uses, and Hall Boulevard, which has a large number of access locations for such a major route. An inventory of driveway conditions along Hall Boulevard was conducted as part of this study. The results of this inventory indicate that access conditions vary greatly along Hall Boulevard. In some segments there are as many as 15 driveways between street intersections. Other segments have as few as zero driveways between street intersections. When adjacent land use was considered, a combination of residential and commercial tended to have the highest number of driveways between streets. A summary of the driveway inventory can be found in the appendix of this report. LAND USE Existing land use in Tigard is shown in Fi ure 3-13. In general, most retail activity in Tigard is located on arterial and major collector roadways.' Although residential development is found on arterial and major collector roadways, much of the residential land uses in Tigard generally have access to minor collector or local streets. The transportation system is most impacted by changes in land use. Trip generation from added land use has and will create needs for new transportation facilities. The most significant changes in land use which have occurred recently are occurring in the area west of Tigard, in the Tigard Triangle and in the southern and western areas of Tigard. ~s Tigard City Code requires retail development to gain access from arterial or collector streets. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-33 October 30, 2001 ~ •n,v1DlLli S vllur ' ®/KS Associates N A OR OF 71GARD ' TO SCAI OR"M Transportation Systems Piton a Legend L Existing Land Use Commesdei kxkm w y i Public 7 SkvI&Fwndy RsddwIW k} r VSCwt Lend Sousse: Mebo RUS Dmi 11 . u t - AS' low r ~ i ~ a z i Fi ure :343 Existing Land Use ~ a i-o4 A. _ • - Limb Associates TRANSIT Transit service is provided to the general population of the City of Tigard by Tri-Met. Figure 3-14 shows the routes passing through Tigard. There are two transit centers and two express routes serving Tigard. There are two express routes which have a limited number of stops. Coming from Portland, route 95X stops only at the Tigard Cinemas before it begins making regular stops at Walnut/ORE 99W. Also coming from Portland, route 92X does not stop before reaching the Progress Park & Ride station, where it begins making regular stops. Other routes have stops approximately every 200 feet within Tigard. A comparison of 1990, 1994 and 1999 transit ridership in Tigard is summarized in Table 3-4. No data was available for 1994 for route 38 or for 1990 for route 95. More complete data from 1999 indicates appoximately 9,500 daily transit riders in Tigard16. Table 3-4 Daily Transit Ridership in Tigard 1990 ,1994 and 1999 1990 1994 1999 Route Dir Ons Offs Tot Ons Offs Tot Ons Offs Tot 12 Barbur Out 152 683 835 316 941 1257 386 1017 1403 12 Barbur In 691 160 851 900 254 1154 894 389 1283 38 Boones Ferry SB 34 33 67 9 37 46 38 Boones Ferry NB 30 17 47 29 16 45 43 Taylors Ferry WB 24 110 134 24 127 151 20 158 178 43 Taylors Ferry EB 109 19 128 1(19 19 128 148 24 172 44 Kin City Out 110 84 194 44 Kin City In 19 45 64 45 Garden Home WB 48 209 257 65 241 306 65 252 317 45 Garden Home EB 220 47 267 199 66 265 235 71 306 56 Scholls Ferry SB 1 241 242 3 306 309 3 300 303 56 Scholls Ferry NB 253 4 257 261 40 301 303 2 305 62 Murray Blvd EB 24 93 117 43 214 257 94 430 524 62 Murray Blvd WB 67 24 91 200 58 258 418 107 525 64X Mar uam-Ti Out 4 36 40 64X Mar uam-Ti in 41 1 42 76 Ti -Tual SB 377 530 907 76 Ti -Tual NB 552 357 909 78 Beav-LO SB 224 442 666 275 580 855 252 498 750 78 Beav-LO NB 434 219 653 562 285 847 419 225 644 92X S. Beav Ex WB 13 103 116 92X S. Beav Ex EB 138 10 148 95 Ti 1-5 Ex WB 3 84 87 12 117 129 95 Ti 1-5 Ex EB 64 1 65 104 2 106 TOTAL 4645 4811 9456 SOURCE: Tri-Met Passenger Census, ons and offs occurring in Tigard. 16 Route Level Passengcr Census, Tri-Met, Spring 1999. Tigard Transportation System Flan P99161x0 Existing Conditions 3-35 October 30, 2001 1 1 of Ile Transpo Systems E)KS ASSociates ®.TG s~oag~emRa spa ed o L~~PNtim t 110~ ~-seal ®.6eavedon~ke~~ ®.~I~~stransa .trendd~tetlo~n0" 0 p~~~e~taa6oa 217t$~p x a o 5 214 ~PP~ ~ y Q9rY NA i ' RD SUM R U • r~ x44 ~ sa~►r61v~ S1T leS . ® Hoye ~a a .G y ®geavedonSualaaa eavedMIA-0s~9o ~w aiAOY A``. UKZi BICYCLES Existing bike lanes and off-street multi-use paths are shown in Figure 3-15. While there is significant inventory of bicycle lanes, most existing lanes are only for short segments. Except for-I-5 and ORE 217, bicycles are permitted on all roadways in Tigard. However, because there are few continous and interconnected bikeways in the City, bicycle use is relatively low. Bicycle use in Tigard is generally used for recreational, school and commuting purposes. Bicycle counts at study intersections indicate fewer than 10 bicycle trips at each intersection over a two-hour period of time (either 7-9 AM or 4-6 PM), except at the following intersections, which had between 10 and 15 bicycles in the two hour period: o Hall Boulevard/McDonald Street (AM peak period) • Upper Boones Ferry Road/Durham Road (AM and PM peak period) Metro identifies the following facilities as part of the Regional Bicycle System: Regional Access Regional Corridor Community Regional Corridor Off-Street on-street Connector • Hall to Greenberg • Walnut Street • 7Vd Avenue • Fanno Creek to Main to • Scholls Ferry Rd • Bonita-McDonald • Tualatin River Hunziker • Hall Boulevard • Carman-Durham • Powerlines • ORE 99W • Hunziker to LO through • Hall-Durham- I-5/ORE 217 Boons The adjacent jurisdictions have adopted bicycle maps that provide the opportunity for interconnection between jurisdictions. The Washington County Transportation Plan shows on-street bicycle routes on ORE 99W, Scholls Ferry Road, Hall Boulevard, Greenberg Road, Durham Road, Walnut/Gaarde/McDonald, Oak Street and Locust Street. The County Plan also shows an on-street bicycle route on ORE 217 and I-5 in Tigard (which would be inconsistent with ODOT policy). The powerlines off-street route is the only off- street route shown in Tigard. Using the Transportation Planning Rule criteria, all arterial and collector streets would require bikeways. The City of Portland designates Oleson Road and Barber Boulevard as City Bikeways (which would connect in Tigard to Greenberg Road and ORE 99W). The City of Lake Oswego designates Bonita Road, Carman Drive and Kruse Way as bike lanes or pathways. These routes would link in Tigard to Bonita/McDonald, Carman/Durham and Hunziker (via the ORE 21711-5 interchange). The City of Beaverton designates Murray Boulevard (which would link to Walnut), Scholls Ferry Road, Barrows Road, 125s Avenue (which would link to North Dakota Street), Nimbus Avenue and Cascade Avenue as bike lanes/bikeways. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-37 October 30, 2001 'T K'r i ~F ~GARD Transpo ~1~►t► jost~m,~_.-~- S E)AssociateS > > i S t'°s a 2 .6acela~'o~ s ap,,. .OIt51se~Palh •Pe►ks • ? • ; 217 o > 7 210 ST ♦ ~ 99W ♦ ~ 1 t ! t 5 a ~ ~o ~ ~ F~guire 3.1~ y ~g~~1G ~~CYC1.E ®fCS Associates PEDESTRIANS Existing sidewalks are shown in Figure 3-16. A majority of arterial and collector streets in Tigard do not have sidewalks on either side of the street. Connectivity and pedestrian linkages are generally fair to poor on the arterial and collector street system. Although sidewalk availability on the arterial and collector system is poor, many residential streets do have sidewalks, especially in areas developed within the past ten to fifteen years. Pedestrian counts were conducted during the evening peak period (4:00-6:00 PM) at several key intersections in Tigard. A majority of these intersections had fewer than 10 Vedestrians in the PM peak hour. However, there were more than 10 pedestrians at many intersections' , including the following: • Hall Boulevard/Sattler Street 11 pedestrians • ORE 217 NB Ramps/ORE 99W 12 pedestrians • ORE 217 SB Ramps/ORE 99W 13 pedestrians • 72nd Avenue/Upper Boones Ferry Road 13 pedestrians • Main Street/Johnson Street/ORE 99W 14 pedestrians • Hall Boulevard/ORE 99W 15 pedestrians • Hall Boulevard/Bonita Road 18 pedestrians • 72nd Avenue/Bonita Road 18 pedestrians • Dartmouth Street/ORE 99W 19 pedestrians • Hall Boulevard/Locust Street 21 pedestrians • Greenburg Road/Washington Square Road 23 pedestrians ® 72°d AvneueNarns Street/ORE 217 SB 26 pedestrians • ORE 99W/Gaarde Street 37 pedestrians • ORE 99W/Walnut Street 50 pedestrians • ORE 99W/Greenburg Road/Main Street 54 pedestrians Sidewalks at least five feet wide are required in all new developments and many new local streets do have sidewalks in the City. Metro has classified several routes in Tigard as part of its Regional Pedestrian System18: Transit/Mixed-Use Multi-use Facility with Pedestrian Districts Corridors Pedestrian Function • ORE 99W • Fanno Creek • Washington Square Regional Center • Hall Boulevard • Tualatin River • Tigard Downtown Town Center • Scholls Ferry Road • Powerlines • Murray/Scholls Town Center • Hunziker Street • Hunziker to LO • Kin City Town Center 17 Pedestrian volumes represent the number of crossings on all crosswalks combined. 18 Metro's Regional Pedestrian System map, draft Regional Transportation Plan, 2000. Tigard Transportation System Plan P99161x0 Existing Conditions 3-39 October 30, 2001 Get of lira i;iL ansP(~~te~an ~systgrl's Pltln f)KS Associates SIDSVALK r mom .,,Tub 4J. TRUCKS Principal truck routes in Tigard (as identified by Washington County) include I-5, ORE 217, ORE 99W and some arterial streets. This system provides connections with truck routes serving areas within and outside of Tigard making efficient truck movement and the delivery of raw materials, goods, services and finished products possible. These routes are generally found in and serve areas where there are concentrations of commercial and/or industrial land uses. Figure 3-17 shows truck routes within Tigard. In general, trucks make up about 2-5 percent.of the overall traffic at a majority of intersections in Tigard. RAIL Railroad tracks traverse Tigard from its northern boundary to the southeast. There are two adjacent but separate tracks south from north of North Dakota Street to Bonita Road. South of Bonita Road, one set of tracks crosses the Tualatin River to Tualatin and the other set of tracks turns east to Lake Oswego. They are both owned by Portland & Western (P&W), a sister company of Willamette & Pacific (W&P) Railroad. AIR Tigard is served by the Portland International Airport, located in Northeast Portland on the Columbia River. The Portland International Airport is a major air transportation and freight facility, which serves Oregon and Southwest Washington. It provides a base for over twenty commercial airlines and air freight operations. The Port of Portland reported that 12.6 million passengers were served at the Portland International Airport in 1997. Tigard is also served by the Portland-Hillsboro Airport, a general aviation facility located in the north central portion of the City. The airport facility is owned and operated by the Port of Portland as part of the Port's general aviation reliever system of airports. The Port of Portland maintains a Master Plan for this facility which was most recently updated in October, 1996. WATER The Tualatin River is located along the southern border of Tigard. 'It is used primarily for recreational purposes. No policies or recommendations in this area of transportation are provided. PIPELINE There are high pressure natural gas feeder lines owned and operated by Northwest Natural Gas Company along several routes in Tigard. Figure 3-18 shows the feeder line routes for Tigard.19. 19 Based on the Portland Area Distribution System Map (Dated September, 1998) received from Northwest Natural Gas Company. Tigard Transportation System Plan P99161 x0 Existing Conditions 3-41 October 30, 2001 I'{ Tra~~~ ~1c►n Systems s *wow ,t 217 ~ a 2~0 ~w GAARDE S 5 N Now Associates OF MGM K TMSPOrtata0n I.A SystekmS Plan C~ Legend C i a wuwt r~ 2 n9ure :3-18 ROUTES ec ti 6~'Ir®~ /'~aar~tali/t;allG~ Chapter 4 ~~n OF Future Demand and TIGM® CMEC-014 Land This chapter summarizes the methodology used to obtain future year forecasts for various modes in the City of Tigard. The plan for street improvements within Tigard depends on determining existing needs and needs of future growth. As a first step in assessing future needs, Metro's urban area traffic forecast model and land use forecast for 2015 was identified as a source for determining future traffic volumes in Tigard. This traffic forecast model translates land uses into roadway volume projections. These traffic volume projections form the basis for identifying potential roadway deficiencies and for evaluating alternative circulation improvements. This section describes the forecasting process, including key assumptions and the analysis of the land use scenario developed from the current Comprehensive Plan development designations and allowed densities. Future change of these variables could significantly change the future travel forecast. The 2015 forecast was refined to include detailed information about Tigard buildout. This 2015 forecast was used for detailed operational analysis'. The refined 2015 forecast was used in concert with the updated 2020 Metro forecasts. This chapter compares the land use inputs between refined 2015 and 2020. PROJECTED LAND USES Land use is a key factor in how the transportation system operates. The amount of land that is developed, the type of land uses and how the land uses are mixed together have a direct relationship to expected demands on the transportation system. Understanding the amount and type of land use is critical to taking actions to maintain or enhance transportation system operation. Projected land uses were developed for all areas within the urban growth boundary reflecting the comprehensive plan and Metro's land use assumptions for year 2015. Complete land use data sets were developed for the following conditions: Existing Base 1994 Conditions ■ Year 2015 The base year model is updated every few years. For this study effort, the available base model provided by Metro was for 1994. Land uses were inventoried throughout Tigard (and the adjacent jurisdictions) by Metro and then again by the City of Tigard (the City conducted a detailed inventory of commercial uses ' All references to 2015 in this document refer to the refined Tigard land use 2015 model and its co-use with updated 2020 forecasts. Tigard Transportation System Plan P99161 Future Demand and Land Use 4-1 October 30, 2001 DKS ASSOCIeliMb in three key areas: Tigard Triangle, ORE 99W, Sequoia Parkway area). This land use database includes the number of dwelling units, number of retail employees and number of other employees and is based on Metro's data and was adjusted to reflect the results of the City's inventory. Table 4-.1 summarizes the adjusted land uses for existing conditions and the future scenario in the Tigard atea.2 A detailed summary of the land uses for each Transportation Analysis Zone (for both the 1994 and 2015 model years) is included in the appendix. As the land use data is updated in the future, TSP updates can reflect current conditions and new Forecasts. Table 4-1 Tigard Area Adjusted Land Use Summary Percent Land Use 1994 Modified Growth Increase 2015 Households 21,765 32,481 10,716 +49% Retail Employees 9,152 13,257 4,105 +45% Other Em to ees 33,553 50,382 16,829 +50% Source: Merro/City of Tigard The land use for 2015 used in this study was refined from the base Metro 2015 data. Year 2020 land uses and trip generation were compared to the modified 2015 information. Table 4-2 summarizes the vehicle trip generation for the base 1994 forecast, future 2015 Metro forecast, modified 2015 Tigard forecast and the Metro 2020 forecast. The modified 2015 forecast generated the greatest number of vehicle trips and was used for the TSP. For the detailed study of Tigard streets, the modified 2015 forecast represented near build out, worst case conditions and provides a reasonable assessment of motor vehicle needs within the city (which the forecast was primarily used to determine). More detailed forecasting of the 2020 for regional conditions could be undertaken following this TSP analysis, but it is unlikely (based upon the trip generation) to generate substantially different needs. This would best be undertaken following Metro's adoption of the RTP, and would be a minor update to this TSP. Based on Metro's 2015 land use forecasts. 77gard Transportation System Plan P99161 Future Demand and Land Use 4-2 October 30, 2001 DKS Associates 't'able 4-2 Forecasted Vehicle Trips in Tigard PM Peak Hour Scenario Peak Hour Vehicle Trips 1994 Base Model 34,500 2015 Metro Model 46,000 2020 Metro Model 48,500 2015 Modified Tigard Model 52,600 If land uses are significantly changed in proportion to each other (i.e. there is a significant increase in retail employment relative to households), there will be a shift in the overall operation of the transportation system. Retail land uses generate significantly higher numbers of trips than do households and other land uses. The location and design of retail land uses in a community can greatly affect transportation system operation. Additionally, if a community is homogeneous in land use character (i.e. all employment, all residential), the system must support export of trip making. Typically, there should be both residential type land uses as well as employment type land uses so that some residents may work locally, reducing the need for residents to commute long distances to work. Tigard has a mix of land uses, however, inany residents must travel outside the City for employment opportunities. Table 4-1 indicates that a significant amount of growth is expected in Tigard area in the coming years. These land use quantities should be monitored to make sure that Tigard is working to achieve a balance of land use that is compatible with the available transportation system. This TSP balances transportation needs with the forecasted 2015 land uses. Transportation Analysis Zones: For traffic forecasting, the land use data is stratified into geographical areas called traffic analysis zones (TAZ's) which represent the sources of vehicle trip generation. There are about 30-40 Metro TAZ's which represent Tigav-4 and its vicinity (Figure 4-1). These 30-40 TAT. were disaggregated, as part of this plan, into about 130-140 TAZ's to more specifically represent land use in and around Tigard. The original Metro and disaggregated model zone boundaries for Tigard are shown in Figure 4-2. Metro uses EMIVIW, a computer based program for transportation planning, to process the large amounts of data for the Portland Metropolitan area. Land uses were inventoried throughout Tigard by Metro and adjusted to reflect Tigard's more detailed land use inventory in 2015. The adjustments reflected what was termed to be "near buildout". This land use data base includes the number of dwelling units, number of retail employees and number of other employees. Table 4-3 summarizes the land uses for existing conditions and the future scenario by transportation analysis zones (TAZ's). Tigard Transportation System Plan P99161 Future Demand and Land Use 4-3 October 30, 2001 sp®~pla n system 7rsc4Cr OFD ffi 31o 3C 317 315 217 210 339 319 311 313 340 318 338 312 337 371 335 5 404 341 ww 342 334 344 345 394 343 348 FIjiure TAZ CnyofnG -rys esm Flail ~a ~ ea t ffi? ~ g` g2 1WS 181 3 238 MC } 210 1691 1SLC 217 181 1616 1d~ Sa1t s 1,12 Sti ~ 1617 } 0 11s 1gtA 1518 i512 103 18 '1 310 *A25 311 103 so im 30 1615 330 104 ''3 1623 04 1 log 32A 161a ~ r g9Yr 312 >ea1 3S? 1emO 10% 336 V4 5 i= log 1g6g lose 16C1 1660 1(6 1a60 1 32z any WA SN *81 19'70 341 986 IM2 154 Sty 17'1 W1 ~c c SQ 1~ IrAg yb 1617 W7 WA WS 343 391 SN 394 %M lsrs lcra . n F ltoture 4-2 u ~ISA► nK-q a4 -QQnr.iatPg Table 4-3 Vgard Land Use Summa Households Retail Employees Other Employees TAZ 1994 2015 1994 2015 1994 2015 • 67 888 958 3 3 61 76- 89 191 217 0 0 17 23 90 299 409 3 4 261 489 92 0 9 143 207 273 519, 308 185 195 28 28 21 27` 309 77 78 1 1 9 11 310 69 96 2 11 4 22 311 33 37 0 400 58 58 312 0 22 12 12 1,193 1,363 313 3 32 62 51 1,208 1,306 314 160 184 24 24 1.17 .147 315 624 825 212 293 647 1,165 316 77 76 22 24 64 91 317 683 705 161 141 955 1,096 318 303 321 0 0 28 33 319 58 68 0 0 7 16 320 225 251 72 72 100 491 321 120 251 0 0 406 416 322 324 158 0 0 433 518 332 0 1 18 18 422 600 333 125 243 0 5 3 42 334 223 262 43 59 69 166 335 86 167 0 1 2 21 336 170 201 63 70 152 219 337 11 206 0 0 7 40 338 66 163 0 0 4 11 339 66 254 1 2 11 46 340 239 309 0 1 0 139 341 199 294 0 0 27 40 342 269 390 6 5 45 60 343 105 265 0 0 0 102 344 92 260 4 15 19 101 345 223 368 331 397 fill 174 394 25 26 0 0 17 20 403 81 231 0 1 17 53 932 0 10 42 42 399 941 933 5 9 92 137 40 78 1511 61 194 0 2 0 104 1512 207 374 0 6 0 331 1513 45 130 0 0 0 24 1514 26 503 0 3 0 167 1515 33 178 1 5 41 298 1526 364 517 0 0 39 91 Tigard Transportation System Plan P99161 Future Demand and Land Use 4-6 October 30, 2001 DKs Associates Households Retail Employees Other Employees TAZ 1994 2015 1994 2015 1994 2015 1527 412 487 1 1 87 104 1528 92 130 0 0 12 22 1530 54 146 5 5 496 653 1537 8 115 1,406 2,064 2,686 5,167 1538 97 103 153 149 292 373 1539 0 0 164 142 314 355: 1540 25 44 316 418 604 1,048 1541 6 20 78 143 149 357 1542 30 42 152 186 290 467 1543 1 3 52 57 99 144 1605 24 31 1,226 1,084 2,343 2,715 1606 188 241 109 135 80 129 1607 2 10 97 102 71 97 1608 4 22 0 242 168 231 1609 198 236 349 363 110 156 1610 2 18 24 54 18 51 1611 1 29 95 139 70 132 1612 2 45 0 298 170 285 1613 86 93 1 2 8 24 1614 269 308 2 4 26 59 1615 61 92 25 86 38 170 1616 39 63 9 34 14 66 1617 43 61 0 100 188 286 1618 7 37 0 600 41 41 1619 7 13 0 0 116 300 1620 11 16 202 278 44 78 1621 39 77 0 0 165 180 1622 1 16 161 200 54 137 1623 221 323 12 12 2,130 2,800 1624 32 76 61 101 1,189 1,326 1625 206 315 400 500 270 400 1626 269 324 147 250 716 1,019 1627 299 334 36 45 176 283 1628 255 330 20 41 62 162 1629 0 6 73 72 312 368 1630 29 27 131 218 377 830 1631 635 689 89 74 529 573 1632 194 230 22 20 137 162 1633 588 607 0 0 60 64 1634 250 354 0 0 14 46 1635 24 117 0 0 1 27 1636 192 480 0 0 10 93 1637 45 43 1 1 186 182 1638 119 137 0 0 94 131 1639 485 511 283 350 296 375 Tigard Transportation System Plan P99161 Future Demand and Land Use 4-7 October 30, 2001 INKS Associates Households Retail Employees Other Employees TAZ 1994 2015 1994 2015 1994 2015 1640 29 102 0 0 24 101 1641 209 358 0 0 85 141 1642 317 533 0 0 60 407 1643 0 5 42 42 422 502 1644 1 3 26 26 466 466. 1645 1 9 113 113 3,001 3552 ; 1646 2 15 129 129 2,999 31986 1647 4 11 149 149 500 617 1648 1 26 312 433 317 843 1649 40 75 11 20 76 20 1650 62 112 11 10 76 10 1651 394 521 2 12 14 12 1652 548 655 5 8 26 8 1653 259 446 18 247 95 127 1654 432 467 4 4 19 27 1655 472 520 7 7 33 45 1656 316 402 0 1 5 28 1657 261 404 3 3 53 89 1658 451 584 74 83 177 261 1659 148 172 224 224 128 128 1660 258 310 0 0 96 104 1661 15 106 0 0 3 13 1662 127 466 0 0 4 45 1663 526 689 2 4 32 81 1664 379 522 4 4 56 86 1665 116 277 0 0 22 45 1666 60 312 0 0 11 47 1667 73 112 0 0 9 14 1668 180 307 0 0 24 42 1669 53 259 0 0 2 32 1670 60 114 0 0 11 18 1671 38 362 1 5 12 54 1672 74 223 0 0 18 111 1673 548 645 8 13 39 89 1674 1,717 1,903 186 186 444 489 1675 116 155 13 17 4 7 -~i 1676 392 468 23 33 8 14 1677 28 29 0 0 16 18 1678 55 57 0 0 25 29 7 1679 21 349 0 1 1 69 1680 54 182 0 1 13 46 1681 92 299 0 1 20 71 1682 6 28 35 35 247 600 1683 10 20 60 60 426 569 1684 4 12 29 29 208 241 Tlga,d Transportaf:,-n System Plan P99169 Future Demand and Land Use 4-8 October 30, 2001 . M01 DKS Associates Households Retail Employees Other Employees TAZ 1994 2015 1994 2015 1994 2015 1685 1 27 64 64 455 700 1686 9 20 257 335 113 191 1687 10 15 87 300 38 69 1688 115 296 2 49 4 82 1689 89 389 0 0 18 248 Total 21,765 32,481 9,152 13,257 33,553 50,382, Source: Metro/City of Tigard A comparison of the modified 2015 land use assumptions to 2020 land use assumptions indicates that the 2020 forecast assumes more households, more retail employees and fewer other employees than the modified 2015 forecast. Key areas where discrepancies occurred were the Washington Square area (more retail employees and fewer other employees in 2020), Downtown (more ` othee' employees in 2020), Sequoia Parkway area (significantly fewer "other" employees in 2020) and Tigard Triangle (significantly fewer "other" employees in 2020). Detail regarding the trip generation by TAZ is provided in the appendix. METRO AREA TRAFFIC MODEL "The development of future traffic system needs for Tigard depends on the ability to accurately forecast travel demand resulting from estimates of future population and employment for the City. The objective of the transportation planning process is to provide the information necessary for making decisions on when and where improvements should be made in the transportation system to meet travel demands. Metro has developed an urban area travel demand model as part of the Regional Transportation Plan Update process to help identify street and roadway needs. Traffic forecasting can be divided into several distinct but integrated components that represent the logical sequence of travel behavior (Figure 4-3). These components and their general order in the traffic forecasting process follow: Trip Generation ■ Trip Distribution ■ Mode Choice ■ Traffic Assignment The initial roadway network used in the traffic model was the existing streets and roadways. Future land use scenarios were tested and roadway improvements were added in to mitigate traffic conditions, using programmed improvements as a starting basis. Forecasts of PM peak hour traffic flows were produced for every major roadway segment within the Tigard area. Traffic volumes are projected on most arterials and collector streets. Some local streets are included in the model, but many are represented by cen[roid connectors in the model process. Trip Generation. The trip generation process translates land use quantities (in numbers of dwelling units and retail and other employment) into vehicle trip ends (number of vehicles entering or leaving a TAZ) using trip generation rates established during the model verification process. The trip rates were based upon rgard Transportation System Plan P99161 Future Demand and Land Use 4-9 October 30, 2001 AAA /R ww1/~ir9f~ln MEOWIMPO INPUTS PROCESS OUTPUTS Road Network r Data m - Land Uses Trip Generation Rates ° . *j F2 r : T'ralliC Volume Projections Loaded la4 vels of Road Network rv ice Transportation System Mdasures flugputs Figure 4- TRAFFIC FORECASTING MODEL PROCESS tt•+ s ~w w o _ Ljnz> Associates Institute of Transportation Engineers research3 and documentation and adjusted to suit the Portland area in the calibration process. PM peak hour trip rates used in the Metro model are summarized in Table 4-4. Table 4-4 Approximate Average PM Peak Hour Trip Rates Used in Metro Model Average Trip Rate/Unit Unit In Out Total Household 0.43 0.19 0.62 Retail Employee 0.78 0.69 1.47 Other Employee 0.07 0.29 0.36 Source: Metro Table 4-5 illustrates the estimated growth in daily vehicle trips generated within the Tigard, between 1994 and 2015. It indicates that vehicle trip generation in Tigard would grow by approximately 50 percent between 1994 and 2015 if the land develops according to the assumptions made. Assuming a 20 year time horizon to the 2015 scenario, this represents a growth rate of about 2 percent per year. Table 4-5 Existing and Future Projected External Trip Generation* PM Peak Hour Vehicle Trips Modified 2015M -1994 Percent Trips 1994 2015 2020 Growth Increase Ti and Area 34,447 52,606 48,518 18,159 +53% Source: MetrolCity of Tigard NOTE: * - External trips refer to model trips that exit a Tigard centroid Trip Distribution. This step estimates how many trips travel from one zone in the model to any other zone. The distribution is based on the number of trip ends generated in each zone pair, and on factors that relate the likelihood of travel between any two zones to the travel time between the zones. In projecting long-range future traffic volumes, it is important to consider potential changes in regional travel patterns. Although the locations and amounts of traffic generation in Tigard are essentially a function of future land use in the city, the distribution of trips is influenced by growth in neighboring areas such as Portland, Beaverton, Lake Oswego, Tualatin, etc. External trips (trips which have either an origin or destination in Tigard and the other trip end outside Tigard) and through trips (trips which pass through Tigard and have neither an origin nor a destination there) were projected using trip distribution patterns based upon census data and traffic counts performed at gateways into the Metro area UGB. Mode Choice. This is the step where it is determined how many trips will be by single-occupant vehicle, transit or carpool. The 1994 mode splits would be incorporated into the base model and adjustments to that mode split may be made for the future scenario, depending on any expected changes in transit or carpool use. These considerations are built into the forecasts used for 2015. In the Tigard area, the 2015 model assumes approximately two percent would use transit and average vehicle occupancy would be about 1.24 passengers during the evening peak period. 3 Trip Generation Manual, Institute of Transportation Engineers. Tigard Transportation System Plan P99161 Future Demand and Land Use 4-11 October 30, 2001 D KS Associates Traffic Assignment. In this process, trips from one zone to another are assigned to specific travel routes in the roadway network, and resulting trip volumes are accumulated on links of the network until all trips are assigned. Different models are actually used for auto assignment versus transit assignment. Various techniques exist for auto assignment, such as all-or-nothing, stochastic, incremental capacity restraint and equilibrium capacity restraint. The EN04EF/2 package, among others, uses the equilibrium capacity restraint technique, which is considered to produce the most realistic network traffic loading of all the techniques. With this technique, the auto trips are assigned iteratively to the network in such a way that the final traffic loading will closely approximate the true network "equilibrium." Network equilibrium is defined as the condition where no traveler can achieve additional travel time savings by switching routes. Between iterations, network travel times are updated to reflect the congestion effects of the traffic assigned in the previous iteration. Congested travel times are estimated using what are called "volume-delay functions" in EM M. There are different forms of voluniddelay functions, all of which attempt to simulate the capacity restraint effect of how travel times increase with increasing traffic volumes. The volume-delay functions take into account the specific characteristics of each roadway link, such as capacity, speed, and facility type. Model Verification. The base 1994 modeled traffic volumes were compared against actual traffic counts across screenlines, on key arterials and at key intersections. Most arterial traffic volumes are closely replicated, even down to turn movements by the model based upon detailed calibration. Based on this performance, the model was used for future forecasting and assessment of circulation changes. MODEL APPLICATION TO TIGARD Intersection turn movements were extracted from the model at key intersections for both year 1994 and future scenarios. These intersection turn movements were not used directly, but the increment of the future year turn movements over the year 1994 turn movements was applied (added) to existing (actual 1994/199711999) turn movement counts in Tigard. Actual turn movement volumes used for future year intersection analysis can be found in the appendix (Level of Service Calculations). Tigard Transportation System Plan P99161 Future Demand and Land Use 4-12 October 30, 2001 ~in ~KWRAA cent'lintAc3c Chapter 5 Pedestrians CI'Y®FT°N ~►RE~9d This chapter summarizes existing and future pedestrian needs in the City of Tigard, outlines the criteria to be used in evaluating these needs, provides a number of strategies for implementing a pedestrian plan and recommends a pedestrian Action Plan for the City of Tigard. The needs, criteria and strategies were identified in working with the City's TSP Task Force. This committee provided input regarding the transportation system in Tigard, specifically exploring pedestrian needs. The methodology used to develop the pedestrian plan combined citizen and staff input, specific Transportation Planning Rule requirements' and continuity to the regional pedestrian network.2 NEEDS A limited number of sidewalks are provided on the arterial and collector roadways (see Figure 3-15) in the City of Tigard, resulting in a fair existing pedestrian network. However, many residential subdivisions in Tigard are relatively new and a majority of them have sidewalks available. A problem exists outside the limits of the new developments where connecting sidewalks often do not exist. Continuity and connectivity are key issues for pedestrians in Tigard since, generally, if there is a sidewalk available, there will be sufficient capacity. In other words, it is more important that a continuous sidewalk be available than that it be of a certain size or type. The most important existing pedestrian needs in Tigard are providing sidewalks on arterials and collectors and connectivity to key activity centers in the City. This includes the need for safe, well lighted arterial and collector streets. Arterials and collectors can act as barriers to pedestrian movement if safe facilities are not provided. In the future, pedestrian needs will be similar, but there will be additional activity centers that will need to be considered and interconnected. Walkway needs in Tigard must consider the three most prevalent trip types: • Residential based trips - home to school, home to home, home to retail, home to park, home to transit, home to entertainment, home to library • Service based trips - multi-stop retail trips, work to restaurant, work to services, work/shop to transit • Recreational based trips - home to park, exercise trips, casual walking trips Residential trips need a set of interconnected sidewalks radiating out from homes to destinations within one-half to one mile. Beyond these distances, walking trips of this type become significantly less common (over 20 minutes). Service based trips require direct, conflict-free connectivity between uses (for example, t Transportation Planning Rule, State of Oregon, DLCD, Sections 660-12-020(2xd) and 660-12-045-3. 2 Metro Draft RTP, 1999, Regional Pedestrian System. Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-1 October 30, 2001 ®KS Associates a shopping mall with its central spine walkway that connects multiple destinations). Service based trips need a clear definition of connectivity. This requires mixed use developments to locate front doors which relate directly to the public right-of-way and provide walking links between uses within one-half mile. Recreational walking trips have different needs. Off-street trails, well landscaped sidewalks and relationships to unique environmental features (creeks, trees, farmland) are important. Because all of these needs are different, there is no one pedestrian solution. The most common need is to provide a safe and interconnected system that affords the opportunity to consider the walking mode of travel, especially for trips less than one mile in length. FACBLIIIES Sidewalks should be built to current design standards of the City of Tigard/Washington County and in compliance with the Americans with Disabilities Act (at least four feet of unobstructed sidewalk).; Wider sidewalks may be constructed in commercial districts or on arterial streets. Additional pedestrian facilities may include accessways, pedestrian districts and pedestrian plazas, as defined in the Transportation Planning ,Rule:4 Accessway: A walkway that provides pedestrian and/or bicycle passage either between streets or from a street to a building or other destination such as a school, park or transit stop. Pedestrian District. A plan designation or zoning classification that establishes a safe and convenient pedestrian environment in an area planned for a mix of uses likely to support a relatively high level of pedestrian activity. Pedestrian Plaza: A small, semi-enclosed area usually adjoining a sidewalk or a transit stop which provides a place for pedestrians to sit, stand or rest. These designations will be provided as the TSP is implemented. Any pedestrian districts, for example the downtown area (Main Street), may be identified in further studies which address pedestrian issues. In addition, pedestrian issues in Main Street and Town Center areas (as defined by Metro) should be reviewed in greater detail for pedestrian accessibility, facilities and/or street crossing treatments. The land uses proposed in the Main Street and Town Center areas will help to promote more pedestrian use. Better pedestrian access should be developed to support and encourage this use. Sidewalks should be sized to meet the specific needs of the adjacent land uses and needs. Guidance to assess capacity needs for pedestrians can be found in the Highway Capacity Manual and Pushkarev and Zupan s Typically, the base sidewalk sizing for local and neighborhood routes should be 5 feet (clear of obstruction). 3 Americans with Disabilities Act, Uniform Building Code. 4 Transportation Planning Rule, State of Oregon, Department of Land Conservation and Development, OAR-660-12- 005(2, 14 and 15). s Highway Capacity Manual, Special Report 209, Transportation Research Board, 1994; Chapter 13; and Pushkarev, Zupan, Urban Spaces for Pedestrians, 1975. Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-2 October 30, 2001 !b/I~r-q% A aw~wewdww ~~V ~1a5a7Vl~AGldl~i~ Pushkarev & Zupan define impeded pedestrian flow occurring at 2 to 6 pedestrians per foot per minute. At this upper level (6 p/f/m) a five foot sidewalk would have peak five minute capacity of 150 pedestrians. There is no location in Tigard with this level of pedestrian activity. While identified as level of service B in the Highway Capacity Manual, no sidewalk in Tigard should exceed 6 pedestrians per foot per minute without widening. The critical element of this analysis is the effective width of walkway. Because of street utilities and amenities, a five foot walkway can be reduced to two feet of effective walking area. This is the greatest capacity constraint to pedestrian flow. Therefore, landscape strips should be considered on all walkways to reduce the impact of utilities and amenities - retaining the full sidewalk capacity. As functional classification of roadways change, so should the design of pedestrian facilities. Collectors may need to consider minimum sidewalk widths of 6 to 8 feet and arterials should have sidewalk widths of 6 to 10 feet. Wider sidewalks may be necessary depending upon urban design needs and pedestrian flows (for example, adjacent to storefront retail or near transit stations). Curb-tight sidewalks are generally acceptable at the local and neighborhood route classification, however, with high vehicle volumes and on collectodarterial streets, landscape strips between the curb and the sidewalk should be required. Where curb-tight sidewalks are the only option, additional sidewalk width must be provided to accommodate the other street side features (light poles, mail boxes, etc... potentially an additional 3 to 4 feet). CRITERIA Tigard's TSP 't'ask Force created a set of goals and policies to guide transportation system development in Tigard (see Chapter 2). Several of these policies pertain specifically to pedestrian needs: Goal I Policy 2 Encourage pedestrian accessibility by providing safe, secure and desirable pedestrian routes. Goal 2 Policy I Develop and implement public street standards that recognize the multi-purpose nature of the street right-of-way for utility, pedestrian, bicycle, transit, truck and auto use. Policy 4 Sidewalks must be constructed on all streets within Tigard (with construction or reconstruction projects). All schools, parks, public facilities and retail areas shall have direct access to a sidewalk. Policy S Bicycle and pedestrian plans shall be developed which link to recreational trails. Policy 6 Local streets shall be designed to encourage a reduction in trip length by providing connectivity and limiting out-of-direction travel. Provide connectivity to activity centers and destinations with a priorityfor bicycle and pedestrian connections. Goal 3 Policy 3 Safe and secure pedestrian and bicycle ways shall be designed between parks and other activity centers in Tigard. Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-3 October 30 , 2001 rw7,~ A ^~nni~t®•C Wf%%;p i'7~7674.~►veu6m.rv Policy 4 Safe and secure routes to schools shall be designated for each school and any new residential project shall identify the safe path to school for children Goal 5 Policy 1 Design and construct transportation facilities to meet the requirements of the Americans with Disabilities Act. These goals and policies are the criteria that all pedestrian improvements in Tigard should be compared against to determine if they conform to. the intended vision of the City. STRATEGIES Several strategies were evaluated by the TSP Task Force for future pedestrian projects in Tigard. These strategies aimed at providing the City with priorities to direct its funds toward pedestrian projects that meet the goals and policies of the City: Strategy 9 - "Fill in Gaps In the Network Where Some Sidewalks Exist" This strategy provides sidewalks which fill in the gaps between existing sidewalks where a significant portion of a pedestrian corridor already exists. This strategy maximizes the use of existing pedestrian facilities to create complete sections of an overall pedestrian network. Strategy 2 - "Connect Key Pedestrian Corridors to Schools, Parks, Recreational Uses and Activity Centers" This strategy provides sidewalks leading to activity centers in Tigard, such as schools and parks. This strategy provides added safety on routes to popular pedestrian destinations by separating. pedestrian flow from auto travel lanes. These routes are also common places that children may walls, providing them safer routes. A key element of this strategy is to require all new development to define direct safe pedestrian paths to parks, activity centers, schools and transit (in the future) within one mile of the development site. Direct will be defined as 1.25 times the straight line connection to these points from the development. Any gaps (off site) will be defined (location and length). Strategy 3 - "Coordination of Land Use Approval Process to Provide Sidewalks & Links to Existing Sidewalks" This strategy uses the land use approval process to ensure that sidewalks are provided adjacent to new development and that links from that new development to existing sidewalks are evaluated. If there are existing sidewalks in close proximity, either the developer or the City will be required to extend the sidewalk adjacent to the new development to meet the existing nearby sidewalk. The development shall use the pedestrian master plan as a basis for determining adjacent sidewalk placement. To effectively implement this strategy, close proximity shall be determined to be within 300 feet of the proposed development. In addition, if extension is not found to be roughly proportional to the development, the City Shall add this to future years CIP consideration list. Strategy 4 - "Improved Crossings" This strategy focuses on ensuring that safe street crossing locations are available, particularly along Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-4 October 30, 2001 177n Ks Associates high traffic volume streets or locations where there is a tot of pedestrian traffic (i.e. adjacent to schools, activity centers, etc.) Strategy 5 - "Pedestrian Corridors that Connect to Major Recreational UsesO • This strategy provides a connection between the sidewalk network and major recreational facilities, such as the Greenway Trail, the the Fanno Creek Trail-and other recreational uses. Strategy 6 - "Pedestrian Corridors that Connect to Major Transit Locations0 This strategy provides sidewalks leading to major transit facilities, such as bus stops which service a high volume of riders. This strategy increases pedestrian safety and encourages transit use. Strategy 7 - "Pedestrian Corridors that Connect /Neighborhoods" This strategy puts priority on linking neighborhoods together with pedestrian facilities. This can include walkways at the end of cut-de-sacs and direct connections between neighborhoods (avoiding "waited" communities). Strategy 8 - "Reconstruct All Existing Substandard Sidewalks to City of Tigard Standards" This strategy focuses on upgrading any substandard sidewalks to current city standards. Current standards are for five foot sidewalks to meet ADA6 requirements. Several sidewalks exist that do not meet the minimum five foot requirement. Fronting property owners are responsible for sidewalk maintenance where pavement has fallen into disrepair. Strategy 9 - "Pedestrian Corridors that Commuters Might Use" This strategy focuses on providing sidewalks in areas where commuters might walk. For example, connecting neighborhoods to large employment areas (i.e Washington Square Regional Center or the Tigard Triangle). Table 5-1 lists each strategy in the order it was ranked by the committee and provides an assessment of how each of the strategies meets the requirements of each of the goals and policies. a a i I I 6 Americans with Disabilities Act, Uniform Building Code. Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-5 October 30, 2001 DKS Associates Table 5-1 Pedestrian Facility Strategies Comparisons Policies Strategy 1-2 24 2-5 2-6 3-3 34 5-1 1. Fill in gaps in network 4 4 O O 4 4 O where some sidewalks exist 2. Connect pedestrian 4 0 4 4 0 ® 4 corridors to schools, arks, activity centers 3. Coordination of land 4 4 O 4 O 4 4 use approval process to provide sidewalks & links to existing 4. Improved crossings . 41 4 O 4 4 4 4 5. Pedestrian corridors that connect to major 4 4 ® O .4 4 4 recreational uses 6. Pedestrian corridors that connect to major transit 4 4 O 4 O O 4 locations 7. Pedestrian corridors that connect neighborhoods 4 O O 4 O 4 O 8. Reconstruct O 4 O O 41 O 4 substandard sidewalks to City standards 9. Pedestrian corridors 4 O O 4 O 4 4 commuters might use t4 Does not meet criteria t Mostly meets criteria O Partially meets criteria ® Fully meets criteria RECOMMENDED PEDESTRIAN FACILITY PLAN The strategies that had been evaluated by the TSP Task Force were ranked by each member of the committee according to his or her vision of priorities for the City of Tigard. The ranking of these strategies is listed in Table 5-1 from most important to least important. Three strategies were considered to be a high priority for pedestrians in Tigard and ranked significantly higher than the remaining strategies. These strategies were filling in network gaps, connections to schools, parks and activity centers and coordination of land use approval process to provide sidewalks and links to existing sidewalks. A list of likely actions to achieve fulfillment of these priorities was developed into a Pedestrian Master Plan. The Pedestrian Master Plan (Figure 5-1) is an overall plan and summarizes the "wish list" of pedestrian-related projects in Tigard. From this Master Plan, a more specific, shorter term, Action Plan was developed. Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-6 October 30, 2001 M(A E c: lijill ll 11 CMU ~ d} its A ~ itFid' v:•!o . Pa 1 11 n G y4 p .4if .:JX ~ • c :f .1 "S ~11 •:77::'.:::7:::77:::17'.:::::'• S ~ ' ~ . : a. . .171111 D v k' • a L' • h -.S. t m a n „ 'ai•': 11:. a a a ::::11 ft... AN a Y >S CO) co r~~DKS Associates The Action Plan consists of projects that the City should give priority to in funding. As development occurs, streets are rebuilt and other opportunities (such as grant programs) arise, projects on the Master Plan should be pursued as well. It is preferable to provide pedestrian facilities on one side of the street if it means a longer section of the system could be covered (i.e. sidewalk on one side of the street for two miles is preferable to sidewalk on both sides of the street for one mile). In the case of significant stretches where sidewalk is only provided on one side of the road, particular emphasis should be placed on developing safe crossing locations. Development shall still be responsible for any frontage improvements, even if a pedestrian facility already exists opposite the proposed development. Sidewalks on both sides of all streets is the ultimate desire. POTENTIAL PROJECT LIST Table 5-2 outlines potential pedestrian projects in Tigard. The City, through its Capital Improvement Program (CIP), joint funding with other agencies (Washington County, Metro) and development approval would implement these projects. The following considerations should be made for each sidewalk installation: • Every attempt should be made to meet City standards • All sidewalks should be a minimum of five feet wide • Landscape strips should be considered and are encouraged (see standard street cross-sections in Motor Vehicles chapter) Action Plan Projects Figure 5-2 and Table 5-2 summarize the Pedestrian Action Plan. Table 5-2 Potential Pedestrian Projects Rank* Project From To Action Plan Projects H Taylor's Ferry Rd Washington Drive 62 Avenue H Washington Drive Hall Boulevard Taylor's Ferry Road H Hall Boulevard Scholls Ferry Road Pfaffle Street H Dartmouth Street 72nd 68th Avenue H 72 Avenue ORE 99W Bonita Road H 72 Avenue Carman/Upper Boones Ferry Durham Road H Hunziker Street Hall Boulevard 72 Avenue 11 Hall Boulevard North of Hunziker Street South City Limits H Bonita Road West of 72 Avenue 72 Avenue H McDonald Street ORE 99W Hall Boulevard H ORE 99W McDonald Street South City Limits H Beef Bend Road ORE 99W Scholls Ferry Road 13 Bull Mountain Road ORE 99W Beef Bend Road 11 Roshak Road Bull Mountain Road Scholls Ferry Road Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-8 October 30, 2001 Y rWMnKS SSnrhg$LS Rank* Project From To H Barrows Road Scholls Ferry Road (West) Scholls Ferry Road (East) H Walnut Street 135 Avenue Tiedeman Avenue H Gaarde Street Walnut Street ORE 99W H 121" Avenue Gaarde Street North Dakota Street H North Dakota Street 1215` Avenue. Greenburg Road H Tiedeman Avenue Walnut Street Greenburg Road H Tigard Street 115 Avenue Main Street H Burnham Street Main Street Hall Boulevard H Fonner Street Walnut Street 121" Avenue H Commercial Street Main Street Lincoln Street H Oak Street (RTP 6019) Hall Boulevard 80 Avenue Other Potential Projects M 80 Avenue Taylor's Ferry Road Spruce Street M Spruce Street Hall Boulevard 80 Avenue M Oak Street Greenburg Road Hall Boulevard M Oak Street 80 Avenue 7151 Avenue M Locust Street 80 Avenue 72 Avenue M 74 Avenue Taylor's Ferry Road South of Barbara Lane M 72 Avenue North of Locust Street Oak Street M Spruce Street 78 Avenue 71" Avenue M 7111 Avenue Oak Street ORE 99W M 78 Avenue Spruce Street ORE 99W M Pine Street 7151 Street 69 Street M 69 Street Pine Street ORE 99W M 90 Avenue Hall Boulevard Locust Street M 62d/6 V Avenues Taylor's Ferry Road Pomona Street M Pomona Street 6151 Avenue 64 Avenue M 64 Avenue Pomona Street ORE 99W M 6811 Avenue ORE 99W South of Hampton Street M 66 Avenue South of Hampton Street Dartmouth Street M Hampton Street 68 Avenue 66 Avenue M Haines Street 68 Avenue Tigard City Limits M Shady Lane Greenburg Road 95 Avenue M 95 Avcnuc Shady Lane Greenburg Road M 98 Avenue Greenburg Road Main Street M 115 Avenue North Dakota Street Tigard Street M Cascade Avenue Scholls Ferry Road Existing sidewalk M Johnson Street ORE 99W End M Grant Avenue Johnson Street Tigard.Street Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-9 October 30, 2001 rM DKS AsS0r.hqhn__q Rank* Project From To M Scoffins Street Main Street Hall Boulevard M Ash Avenue Commercial Street Scoffins Street M Ash Avenue McDonald Street Burnham Street M Frewing Street ORE 99W O'Mara Street M Garrett Street ORE 99W Ash Avenue M O'Mara Street McDonald Street Hall Boulevard M 97 Avenue McDonald Street Murdock Street M Murdock Street 97 Avenue 103 Avenue M 103 Avenue Murdock Avenue Canterbury Lane M Canterbury Lane 103 Avenue ORE 99W M 100 • Avenue McDonald Street Highland Drive M Highland Drive 100 Avenue Summerfield Drive M Sattler Street 100 Avenue 98 Avenue M 98 Avenue Sattler Street Murdock Avenue M Ross Street Hall Boulevard East End M 79 Avenue Durham Road Bonita Road M 108 Avenue Durham Road South End M 133 Avenue Bull Mountain Road South End M Peachtree Drive Bull Mountain Road South End M 150 Avenue Bull Mountain Road Beef Bend Road M 135 Avenue Walnut Street Hillshire Drive M Hillshire Drive 135 Avenue Mistletoe Drive M Mistletoe Drive Hillshire Drive Benchview Terrace M Benchview Terrace White Cedar Place Bull Mountain Road M 132 Avenue Walnut Street Benchview Terrace M Mentor Lane Barrows Road Sunrise Lane M Sunrise I.ane Menlor Lane 150 Avenue M 150 Avenue Sunrise Lane Bull Mountain Road M Washington Square Pedestrian Improvements Regional Center (RTP 6022) M Tiedeman Avenue Walnut Street Existing Sidewalk to North M Watkins Avenue Park Street Walnut Street M Off-Street Multi-Use Tualatin River Crossing at approximately 108 Avenue Path M Off-Street Multi-Use I-5/ORE 217 Kruse Way Bridge linkage to 72 Avenue south of ORE Path 217 M Off-Street Multi-Use Powerline Corridor/I'ualatin River/Fanno Creek/Greenway Park Loop Path • H=High, M=Medium, L--Low Priority Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-10 October 30, 2001 Cpj A IWO ®~,~t101fl bra svtems ciates t ~ ~end .C~ S~dewatRonal~e8s1 ~ S~ pI StSEe tOSCt~ ~ .proposedS+~r~~pi1at~e8st pseSdeotSUee I, ' i .stems ~ pedeuianflistrict 2.17 ~e{Center j~Centet ~ r a G 'r 210 5 SG !fy tai w i i 4 DKS Associates Complementing Land Development Actions Land use actions are where significant improvements to the pedestrian system can occur. Basically a change in land use from vacant or under utilized land creates two key impacts to the pedestrian system: 1. Added vehicle trips that conflict with pedestrian flows 2. Added pedestrian volume that requires safe facilities 'T'hese impacts require mitigation to maintain a safe pedestrian system. Pedestrians walking in the traveled way of motor vehicles are exposed to potential conflicts that can be minimized or removed entirely with sidewalk installation. The cost of a fronting sidewalk to an individual single family home would be about $1,000 to $2,000 (representing less than one percent of the cost of a house). Over a typical 50 year life of a house this would represent less than $50 per year assuming the cost of money is 4% annually. This cost is substantially less than the potential risk associated with the cost of an injury accident or fatality without safe pedestrian facilities (injury accidents are likely to be $10,000 to $50,000 per occurrence and fatalities are $500,000 to $1,000,0(30). Sidewalks are essential for the safety of elderly persons, the disabled, transit patrons and children walking to school, a park or a neighbor's home. No area of the city can be isolated from the needs of these users (not residential, employment areas or shopping districts). Therefore, fronting improvements including sidewalk are required on every change in land use or roadway project. For any developing or redeveloped property in Tigard, the benefit of not providing sidewalks is only the cost savings to the developer - at the potential risk and future expense to the public. Therefore, sidewalks are required in Tigard with all new development and roadway projects. It is important that, as new development occurs, connections or accessways are provided to link the development to the existing pedestrian facilities in as direct manner as possible. As a guideline, the sidewalk distance from the building entrance to the public right-of-way should not exceed 1.25 times the straight line distance. If a development fronts a proposed sidewalk (as shown in the Pedestrian Master Plan), the developer shall be responsible for providing the walkway facility as part of any frontage improvement required for mitigation of development. It is also very important that residential developments consider the routes that children will use to walk to school and provide safe and accessible sidewalks to accommodate these routes, particularly within one mile of a school site. Additionally, all commercial projects generating over 1,000 trip ends per day should provide a pedestrian connection plan showing how pedestrian access to the site links to adjacent uses, the public right-of-way and the site front door. Conflict free paths and traffic calming elements should be identified, as appropriate. Address Gaps in Pedestrian System Many of the areas developed in Tigard 10 to 25 years ago did not provide sidewalks. With as much of the City built-out (as is the case today) there are limited opportunities for development to create major portions of the missing pedestrian system. The historic gaps in the pedestrian walking system become more important as land development and activity grow creating new demands for an integrated pedestrian system. Current land developments build sidewalks on project frontages, but have little means or incentive to extend sidewalks beyond their property. Property owners without sidewalks are unlikely to independently build sidewalks that do not connect to anything. In fact, some property owners are resistant to sidewalk Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-12 October 30, 2001 17 Q~~.~ /`1 Ja~llCilQlGa7 improvements due to cost (they do not want to pay) or the impact to their frontage (they may have landscaping in the public right-of-way). As an incentive to fill some of these gaps concurrent with development activities, the City could consider an annual walkway fund that would supplement capital improvement-type projects. A fund of about $40,000 to $50,000 per year could build over a quarter mile of sidewalk to help fill gaps. If matching funds were provided, over double this amount may be possible. The fund could be used several ways: • Matching other governmental transportation funds to build connecting sidewalks identified in the master plan. o Matching funds with land use development projects to extend a developer's sidewalks off-site to connect to non-contiguous sidewalks (especially with residential development and its access to schools and parks, commercial development linking retail (ie deli, bank,..) with employment) • Supplemental funds to roadway projects which build new arterial/collector sidewalks to create better linkages into neighborhoods. Matching funds with adjacent land owners that front the proposed sidewalk. e Reimbursement agreements with developers Parks and Trails Development The City Parks and Recreation Department and Metro Greenspaces programs are responsible for the majority of off-street trail opportunities. These two agencies must coordinate their pedestrian plans to provide an integrated off-street walking system in Tigard. Recent Metro Greenspaces initiatives and City park projects provide an opportunity to implement the off-street trails in Tigard as an integrated element of the pedestrian action plan. The Fanno Creek Trail and Powerlines trail systems are already well developed north of Tigard in Beaverton. Because of the regional nature of the interconnected powerlines to Tualatin River to Fanno Creek trail system, Tigard will need to work cooperatively with Metro, Washington County, Tualatin Hills Parks and Recreation District and the City of Beaverton. Safety Pedestrian safety is a major issue. Pedestrian conflicts with motor vehicles are a major issue in pedestrian safety. These conflicts can be reduced by providing direct links to buildings from public rights-of-way, considering neighborhood traffic management (see Chapter 8: Motor Vehicles), providing safe roadway crossing points and analyzing/reducing the level of pedestrian/vehicle conflicts in every land use application. In setting priorities for the pedestrian action plan, school access was given a high priority to improve safety. However, beyond simply building more sidewalks, school safety involves education and planning. Many cities have followed guidelines provided by Federal Highway Administration and Institute of Transportation Engineers. Implementing plans of this nature has demonstrated accident reduction benefits. However, this type of work requires staffing and coordination by the School District as well as the City to be effective. Several "pedestrian crossing evaluation" locations were identified on the Pedestrian Master Plan and on the Pedestrian Action Plan. These are locations where it may be desirable (where warrants are met) to install a pedestrian activated signal for the sole purpose of allowing pedestrians to cross the roadway. Tigard Transportation System Plan DRAFT P99161 Pedestrians 5-13 October 30, 2001 2040 Coordination Metro has designated three areas within Tigard as 2040 land use designated pedestrian districts. These areas will require the greatest attention to the development of integrated pedestrian networks. The three areas include- • Washington Square Regional Center • Downtown Tigard Town Center/Main Street(Commuter Rail Station Area • Ding City Town Center The City of Tigard has developed a plan for the Washington Square Regional Center which is in the final approval process. While not a 2040 land use designated area, the Tigard Triangle has special development code regulation in Tigard that pertain to pedestrian design. Flans will need to be developed for both the Tigard Downtown and King City. The auras designated on Figures 5-1 and Figure 5-2 are the pedestrian districts in Tigard. T/gard Transportation System Plan DRAFT P99161 Pedestrians 5-14 October 30.2001 n" KS ASsnr.igtPS C;hapter 6 Bicycles CITY OF TICARD OREGON This chapter summarizes existing and future facility needs for bicycles in the City of Tigard. The following sections outline the criteria to be used to evaluate needs, provide a number of strategies for implementing a bikeway plan and recommend a bikeway plan for the City of Tigard. The needs, criteria and strategies were identified in working with the City's TSP Task Force. As part of the TSP Task Force, the Planning Commission provided input regarding the transportation system in Tigard, specifically exploring bicycle needs. The methodology used to develop the bicycle plan combined citizen and staff input, s?ecific Transportation Planning Rule requirements' and continuity to the regional bicycle system. Metro's Draft Regional Transportation Plan (RTP) has identified a Proposed Regional Bicycle Network. As such, these routes will eventually have bicycle lanes, if they don't already. The following Tigard streets are classified as follows in the RTP: Regional Access Regional Corridor Community Regional Corridor Off-Street (on-street) Connector • Hall to Greenburg c Walnut Street • 72od Avenue • Fanno Creek to Main to • Scholls Ferry Rd • Bonita-McDonald • Tualatin River Hunziker • Hall Boulevard • Carman-Durham • Powerlines • ORE 99W • Hunziker to LO through • Hall-Durham- I-5/ORE 217 Bcones NEEDS Continuous bikeways are currently only provided for the full length of Durham Road, McDonald Street and Tigard Street in the City of Tigard. Bikeways are also currently provided for significant portions of ORE 99W, Hail Boulevard, Bonita Road, 97a'/98's Avenues, Greenburg Road, Walnut Street, 12161 Avenue and Bull Mountain Road. In addition, there are a few segments where bikeways do exist where new development and roadway improvements have occurred. Continuity and connectivity are key issues for bicyclists and the lack of facilities (or gaps) cause significant problems for bicyclists in Tigard. Without connectivity of the bicycle system, this mode of travel is severely limited (similar to a road system full of cut-de-sacs). The TPR3 calls for all arterial and collector streets to have bicycle facilities. To meet the TPR requirements and fill in existing gaps in the existing bicycle system, an action plan that focuses on a framework system should be developed to prioritize bicycle investment. I Transportation Planning Rule, State of Oregon, DLCD, Section 660-12-020(2)(d), 660-12-035(3)(e), 660-12-095(3)(b & c). 2 Regional Bicycle System Map, Regional Transportation Plan Draft, Metro, 1999. 7 Oregon Administrative Rules, Chapter 660, Division 12, Section 045(3). Tigard Transportation System Plan P99161 Bicycles 6-1 October 30, 2001 i VACS ASS®Caates Bicycle trips are different from pedestrian and motor vehicle trips. Common bicycle trips are longer than walking trips and generally shorter than motor vehicle trips. Where walking trips are attractive at lengths of a quarter mile (generally not more than a mile), bicycle trips are attractive not only for these short trips, but lengths of two to three miles. Bicycle trips can generally fall into three groups: commuters, activity-based and recreational. Commuter trips are typically home/work/home (sometimes linking to transit) and are made on direct, major connecting roadways and/or local streets. Bicycle lanes provide good accommodations for these trips. Activity based trips can be home-to-school, home- to-park, home-to-neighborhood commercial or home-to-home. Many of these trips are made on local streets. with some connections. to the major functional classification streets. Their needs are for lower volumelspeed traffic streets, safety and connectivity. It is important for bicyclists to be able to use through streeO. Recreational trips share many of the needs of both the commuter and activity-based trips, but create greater needs for off-street routes, connections to rural routes and safety. Typically, these bike trips will exceed the normal bike trip length. FACILITIES Bicycle facility needs fall into two primary categories: route facilities and parking facilities. Bicycle lanes are the most common route facilities in Tigard. Racks, lockers and shelters are typical bicycle parking facilities that are provided at individual land use sites. Bicycle ways can generally be categorized as bike lanes, bicycle accommodation, or off-street bike paths/multi-use trails. Bike lanes are areas within the street right-of-way designated specifically for bicycle use. Federal research has indicated that bike lanes are the most cost effective and safe facilities for bicyclists when considering all factors of design. Bicycle accommodations are where bicyclists and autos share the same travel lanes, including a wider outside lane and/or bicycle boulevard treatment (priority to through bikes on local streets). Multi-use paths are generally off-street routes (typically recreationally focused) that can be used by several transportation modes, including bicycles, pedestrians and other non-motorized modes (i.e. skateboards, roller blades, etc.). The term bikeway is used in this plan to represent any of the bicycle accommodations described above. The bicycle plan designates where bike lanes and multi-use paths are anticipated and any other bicycleways are expected to be bike accommodations (i.e. shared with motor vehicles). Bicycle lanes adjacent to the curb are preferred to bicycle lanes adjacent to parked cars or bicycle lanes combined with sidewalks. Six foot bicycle lanes are recommended. Provision of a bicycle lane not only benefits bicyclist but also motor vehicles which gain greater shy distance/emergency shoulder area and pedestrians which gain buffer between walking areas and moving vehicles. On reconstruction projects, bicycle lanes r` five feet may need to be considered. Bicycle accommodations can be provided by widening .,e curb travel lane (for example, from 12 feet to 14 or 15 feet. This extra width makes bicycle travel more accommodating and provides a greater measure of safety). Off-street trails should be planned for 12 feet in width, desirable for mixed-up activity (ped and bike). Signing and marking of bicycle lanes should follow the Manual on Uniform Traffic Control Devices, as adopted for Oregon. Design features in the roadway can improve bicycle safetys. For example, using curb storin drain inlets rather than catch basins significantly improves bicycle facilities. 4 This can include end of cul-de-sac connections, but even better is regular spacing of local streets. S Oregon Bicycle and Pedestrian Plan, ODOT, June, 1995; this provides an in-depth discussion on bicycle network development. Tigard Transportation System Plan P99161 Bicycles 6-2 October 30, 2001 DKS Associates Bicycle parking is required in Tigard for new land use applications (see Development Code Section 18.765, Table 18.765.2 Minimum and Maximum Required Off-street Vehicle and Bicycle Parking) Requirements in Community Development Code Section 18.765.050 outline the design and placement of bicycle parking (within 50 feet of building entrance). CRITERIA Tigard's TSP Task Force created a set of goals and policies to guide transportation system development in Tigard (see Chapter 2). Several of these policies pertain specifically to bicycle needs: Goal 2 Policy 3 Bicycle lanes must be constructed on all arterials and collectors within Tigard (with construction or reconstruction projects). All schools, parks, public facilities and retail areas shall have direct access to a bikeway. Policy S Bicycle and pedestrian plans shall be developed which link to recreational trails. Policy 6 Local streets shall be designed to encourage a reduction in trip length by providing connectivity and limiting out-of-direction travel. Provide connectivity to activity centers and destinations with a priorityfor bicycle and pedestrian connections. Goal 3 Policy 3 Safe and secure pedestrian and bikeways shall be designed between parks and other activity centers in Tigard 't'hese goals and policies are the criteria that all bikeway improvements in Tigard should be measured against to determine if they conform to the intended direction of the City. Policy 2-3 sets a specific requirement that bicycle lanes be constructed on all arterials and collectors within Tigard consistent with the Bicycle Master Plan and that all schools, parks, public facilities and retail areas have direct access to a bikeway. Table 6-1 summarizes the bicycle corridors created by overlaying the bicycle network over the arterial and collector system in Tigard. Since bicyclists can generally travel further than pedestrians, connections that lead to regional destinations such as Portland, Beaverton, Tualatin and Lake Oswego are important. Tigard's bicycle network should connect to Washington County's, Beaverton's, Tualatin's and Lake Oswego's bicycle networks and be consistent with the Regional Bicycle System. Key locations where connections should be made to these other jurisdiction's networks are shown in Table 6-2. STRATEGIES Several strategies were considered for construction of future bikeway facilities in Tigard. These strategies were studied to provide the City with priorities since it is likely that the available funding will be insufficient to address all of the projects identified in the Bikeway Master Plan. Tigard Transportation System Plan P99161 Bicycles 6-3 October 30, 2001 s Associates Strategy 1- "Fill in Gaps In the Network where Some Bikeways Exist" This strategy provides bikeways which fill in the gaps between existing bikeways where a significant portion of a bikeway corridor already exists. This strategy maximizes the use of existing bicycle _ facilities to create complete sections of an overall bikeway network. Examples would include ORE 99W, Hall Boulevard, Bull Mountain Road, Greenburg Road and 121` Avenue, where short segments would complete routes. Table 6-1 Corridors in Proposed Bikewa Network North-South Corridors East-West Corridors Beef Bend Road Taylor's Ferry Road Walnut Street 121" Avenue Barrows Road Bull Mountain Road Greenburg Road Nimbus/Oak Street Beef Bend RdJDurham RdJ Carman Drive ORE 99W North Dakota/Greenburg/ Gaarde St/McDonald SU Hunziker Bonita Road Hall Boulevard Pfaftle/Dartmouth Street 72 Avenue Table 6-2 Bicycle Connectivity to Adjacent Jurisdictions Link Included in City Interface Street Tigard Master Plan? Lake Oswego Haines Street Atlanta Kruse Way multi-use pathway Hunziker Bonita Road Bonita Carman Drive Carman Beaverton Scholls Ferry Road Scholls Ferry Barrows Road Barrows Powerlines multi-use path Powerlines off-street path Murry Boulevard Walnut Davies Road Barrows 125 Avenue North Dakota Nimbus Avenue Nimbus to Locust Hall Boulevard Hall Portland Taylors Ferry Taylors Ferry Barbur Boulevard ORE 99W Oleson Road Greenbur Tualatin Tualatin RoadBoones Perry Rd. Hall Boulevard Upper Boones Ferry Road Upper Boones Ferry Lower Boones Ferry Road 72nd Washington County Elsner Road Beef Bend Tigard Transportation System Plan P99161 Bicycles 6-4 October 30, 2001 DKS Associates Strategy 2 - "Connect Key Bicycle Corridors to Schools, Parks and Activity Centers (public facilities, etc.)" This strategy provides bikeway links to schools, parks, recreational facilities and activity centers from the arterial/collector bikeway network. This alternative provides added safety to likely bicyclist destinations as well as destinations where children are likely to travel. Examples would include Hall Boulevard, Durham Road, Walnut Street, Tiedeman Avenue, Bull Mountain and the off-street multi- use paths throughout Tigard. Strategy 3 - "Develop Bicycle Network on Flat Routes" This strategy focuses on providing bicycle lanes on "flat" routes, or those routes without significant grade changes. This strategy provides bicycle facilities where a larger percentage of the population is likely to travel. Examples would include routes such as Walnut Street, Hall Boulevard, Durham Road, North Dakota Street, etc. Strategy 4 - "Develop a Bike Sign Program-Focus on Low Volume Streets" This strategy would provide signs to guide bicyclists to appropriate bicycle routes in the City Strategy 5 - "Bicycle Corridors that Connect to Major Recreational Facilities0 This strategy provides a connection between the bikeway network and major recreational facilities, such as the Greenway Trail. Examples would be the Greenway Trail, Fanno Creek Trail and the proposed powerline corridor in the western part of the City. Strategy 6 - "Develop Maintenance Program to Clean Bike Lanes" This strategy establishes a program to provide maintenance services to clean the bike lanes. Debris in bike lanes is one of the biggest complaints (deterrents) of bicyclists. Strategy 7 - "Bicycle Corridors that Commuters Might Use" This strategy focuses on providing bicycle facilities where commuters are likely to go such as local (within Tigard) or regional (i.e. Beaverton, Tualatin, Lake Oswego or downtown Portland) employment centers or leading to transit which provides access to regional employment centers. Examples would include ORE 99W, Scholls Ferry Road and Hall Boulevard. Strategy 8 - "Bicycle Corridors that Connect Neighborhoods" This alternative puts priority on bicycle lanes for routes which link neighborhoods together. Some of these could include paths crossing parks, schools or utility rights-of-way. Tigard Transportation System Plan P99161 Bicycles 6-5 October 30, 2001 gil DDS Associates 71 Strategy 9 - "Construct All Bikeways to City of Tigard/Washington County Standards" This strategy focuses on upgrading any substandard existing bikeways to current city/county standards. Current standards are for six foot wide bike lanes with appropriate striping and signs for bicycle safety. Strategy 10 - "Bicycle Corridors that Access Commercial AreasO This strategy puts priority on bicycle lanes for arterials/collectors which provide access to commercial areas within the City. Examples would include ORE 99W, 72"d Avenue, Dartmouth Street and Hall Boulevard. Table 6-3 summarizes the strategies in the priority order ranked by the TSP Task Force in terms of meeting the transportation goals- and objectives. Table 6-3 Bikeway )Facility Strategies Comparisons Policies Strategy 2-3 2-5 2-6 3-3 1. Fill in gaps in the network where some bikeways exist 4 O O O 2. Connect key bicycle corridors to schools, parks and activity centers (public facilities, etc.) i 4 4 40 2.- Develop bicycle network on flat routes O O ® 1 3. Develop a bike sign program-focus on low volume streets O O O 4. Bicycle corridors that connect to major recreational facilities ® ® ® 4 5... Develop maintenance program to clean bike lanes . N X X X 7. Bicycle corridors that commuters might use ® O O O 8. Bicycle corridors that connect neighborhoods O O ® O 8. Construct all bikeways to City of Tigard standards O O O O 10. Bicycle corridors that access commercial areas 9 O ® m X Does not meet criteria i Mostly meets criteria O Partially meets criteria a Fully meets criteria Tigard Transportation System Plan P99161 Bicycles 6-6 October 30, 2001 D Associates ALTERNATIVES Two basic alternative bicycle networks were developed through the TSP Task Force discussion. The first option was to place bicycle lanes on every existing arterial and collector street. Figure 6-1 summarizes the All Arterial and Collector alternative. The end result is several redundant bicycle facilities on routes that will no longer bq colleutors or arterials in the new functional classification. Additionally the cost and right-of way impact is so significant that this alternative may be difficult to successfully implement. A second alternative was developed by the TSP Task Force that is build upon a framework of bicycle lanes through Tigard. This alternative provides framework grids of bicycle lanes with fewer lanes identified on lower classification streets (which typically have lower traffic volumes). Based upon the highest priority strategies the TSP Task Force recommended the framework option as the Tigard Bicycle Master Plan (Figure 6-2). RECOMMENDED BIKEWAY FACILITY PLAN A list of likely actions to achieve fulfillment of these priorities was developed into a Bicycle Master Plan. The Bicycle Master Plan (Figure 6-2) is an overall plan and summarizes the "wish list" of bicycle- related projects in Tigard, providing a long-term map for planning bicycle facilities. From this Master Plan, a more specific, shorter term, Action Plan was developed. The Action Plan (Figure 6-3) consists of projects that the City should actively try to fund. These projects form a basic bicycle grid system for Tigard. As development occurs, streets are rebuilt and other opportunities (such as grant programs) arise, projects on the Master Plan should be pursued as well. POTENTIAL PROJECT LIST Table 64 outlines potential bicycle projects in Tigard. The City, through its Capital Improvement Program (CIP) and bond measure funding (along with joint funding with other agencies such as Washington County or Metro or development approval) would implement these projects. Figure 6-3 summarizes the Bicycle Action Plan. Multi-use paths identified on the bicycle plans should be aligned to cross roadways at intersections for safe crossing rather than crossing roadways at mid-blocks without traffic control. There is an off-street multi-use trail shown along the powerline corridor in the western part of Tigard. This corridor is designated as a proposed Off-Street Multi-Use Path in Metro's Regional Bicycle System6, however, the corridor follows a very steep grade and would be extremely difficult for most bicyclists. The corridor could be developed as a multi-use path that could be used by serious bicyclists as well as pedestrians. 6 Regional Bicycle System Map, Version 4.0, Metro, December 1, 1997. Tigard Transportation System Plan P99161 Bicycles 6-7 October 30, 2001 11GAR® Art Systems oKS Aiates "0 , N•. .otESae~~ . 217 .Sdg H •i a 'k~: mid Bike see K r 210 ~ ~ s ~ ~ ` 0 a® 5 d B B® aglow 8~... goo- EP ' twit s R ~ P • ~ p • ~ f . R -•~r • lit ~ o• ~ i 41. MUM "woo 1 ~prp11 l ~ i..NH TI"C~ ows Rsa WPM d ~~►1.Mf1d1~ ~ R g[YJS Ol view ~ to :r.•~, a .r- gy p , . u oks!wp®ds s~~ t 'C'calnsP ~ plan Systems ® A;iates ~osc►~ .~,m„~ ~e1Ra~ 217 .Sct+odg ertaY"g ' Tom_ Laos 210 P S ~ ~ ' y 5 ~ wr 1 ~9v~ 6~ nK-q ~I ~S~r~iatA~ Table 6-4 Bicycle Project Priorities Rank Project From To Action Plan Projects H Taylor's Ferry Road Washin ton Drive City Limits H Washington Drive Hall Boulevard Taylor's Ferry Road H Hall Boulevard Pfaffle Street Bonita Road H Greenbur Road Hall Boulevard Cascade Avenue H Oak Street (RTP 6019) Hall Boulevard 80 Avenue H Oak Street Hall Boulevard 90 Avenue H ORE 99W East City Limits South City Limits H 72 Avenue ORE 99W South City Limits H Hunziker Street Hall Boulevard 72 Avenue H Upper Boones Ferry Rd I-5 Durham Road H Bonita Road 72 Avenue West of 72 Avenue H Burnham Street Main Street Hall Boulevard H O'Mara Street McDonald Street Hall Boulevard H Frewin Street ORE 99W O'Mara Street H Murdock Street 98 Avenue 97 Avenue H 98 Avenue Murdock Stret Durham Road H 92 Avenue Durham Road Cook Park H Tiedeman Avenue Greenbur Road Walnut Street H Walnut Street ORE 99W Barrows Road H 12151 Avenue Walnut Street Gaarde Street H Gaarde Street Walnut Street ORE 99W H Barrows Road Scholls Ferry Road (West) Scholls Ferry Road (East) H Scholls Ferry Road Hall Boulevard Barrows Road H Bull Mountain Road 150 Avenue Beef Bend Road H Beef Bend Road ORE 99W Scholls Ferry Road H Other Master Plan Projects M 80 Avenue Ta lor's Ferry Road Spruce Street M Oak Street Greenbur Road 90 Avenue M Oak Street 80th Avenue 71St Avenue M 7151 Avenue Oak Street Pine Street M Pine Street 7151 Avenue 69 ' Avenue M 69 Avenue Pine Street ORE 99W M 68 Avenue ORE 99W South End of Street M Dartmouth Street ORE 99W 68 Avenue M Hampton Street 72 Avenue 68 Avenue M Pfaffle Street Hall Boulevard ORE 99W M Haines Street 68 Avenue East City Limits Tigard Transportation System Plan P99161 Bicycles 6-11 October 30, 2001 niec tip 0~ v i e 6r v ~ Rank Project From To M Bonita Road 72 Avenue East Cie Limits M Scoffins Street Hall Boulevard Main Street M Saltier Street 100 Avenue Hall Boulevard M Ross Street Hall Boulevard East End of Street M Hall Boulevard Durham Road South City Limits M 108 Avenue Durham Road South End of Street M 150 Avenue Bull Mountain Road Beef Bend Road M 130 Avenue Scholls Ferry Road Winterlake Drive M Winterlake Drive 130 Avenue 128 Avenue M 128 Avenue Winterlake Drive Walnut Street M North Dakota Street Scholls Ferry Road Greenbur Road M S rin wood Drive Scholls Ferry Road 121" Avenue M Cascade Avenue Scholls Ferry Road Greenbu Road M Durham Road Upper Boones Ferry Road 72 Avenue M 79 Avenue Durham Road Bonita Road M Off-Street Multi-Use Path Powertine corridor in west Tigard M Off-Street Multi-Use Path Southside ORE 217 from Hunziker to 1-5 Bridge M Off-Street Multi-Use Path Adjacent to Tualatin River M Off-Street Multi-Use Path Bridge over Tualatin River at 108th M Off-Street Multi-Use Path Adjacent to Fanno Creek ° H=High, M=Medium L--Low Priority COMPLEMENTING LAND DEVELOPMENT ACTIONS The Transportation Planning Rule requires that bicycle parking facilities be provided as part of new residential developments of four units or more, new retail, office and institutional developments, and all transit transfer stations and park-and ride lots." The City. through its Community Development Code has in place requirements for bicycle parking.'"' It is important that, as new development occurs, connections or accessways are provided to link the development to the existing bicycle and pedestrian facilities in as direct manner as is reasonable. If a development fronts a proposed bikeway or sidewalk (as shown in the Bicycle or Pedestrian Master Plans), the developer shall be responsible for providing the bikeway or walkway facility as part of any half-street improvement required for project mitigation. 7 Transportation Planning Rule, State of Oregon, Department of Land Conservation and Development, Section 660-12-045(3)(a). Tigard Transportation System Plan P99161 Bicycles 6-12 October 30, 2001 DKS Associates Chapter 7 Transit CITY OF TIGARD OREGON This chapter summarizes existing and future transit needs in the City of Tigard. The following sections outline the criteria to be used to evaluate needs, provides a number of strategies for implementing a transit plan and recommends a transit plan for the City of Tigard. The needs, criteria and strategies were identified in working with the City's TSP Task Force. This committee provided input regarding the transportation system in Tigard, specifically exploring transit needs. The methodology used to develop the transit plan combined citizen and staff input. NEEDS There are currently 12 fixed bus routes which provide service within the City of Tigard. These bus routes are summarized in Chapter 3 (Existing Conditions). There are four express routes providing service to Tigard residents (12E, 64X, 92X and 95X). Existing transit headways on bus routes in Tigard range from 10-15 minutes on Routes 12 and 92X to about 30 minutes on Routes 76 and 78 during peak commute periods. Metro's Draft Regional Transportation Plan (RTP) identifies the following routes on its Public Transportation System Map (Figure 7-1)1: • ORE 217 HCT Corridor • Greenburg/Hall/Durham HCT Corridor • ORE 99W (East of ORE 217) HCT Corridor • Hall Boulevard (North of ORE 217) Frequent Bus • Hunziker Street Frequent Bus • ORE 99W (West of ORE 217) Primary Bus • Scholls Ferry Road (East of Murray) Primary Bus • 12151/Walnut Street Primary Bus • 68d' Parkway/Hampton Street Primary Bus • 72"d Avenue (South of Hampton) Primary Bus Based upon these designations, the City of Tigard designates all bus stops on HCT Corridors and Frequent Bus routes as Major Transit Stops. in addition, all park and ride sites and transit stations are designated major transit stops (Downtown Tigard, Washington Square, park and ride at ORE 99wn2nd Avenue). While Tri-Met bus ridership in Tigard increased by 35% from 1990 to 1994 and another 15% from 1994 to 1999 (comparing 12 routes), transit ridership represents 6 percent of Tigard PM peak hour trip making. I Public Transportation System Map, Metro, Version 4.0, December 1, 1997. Tigard Transportation System Plan P99161 Transit 7-1 October 30, 2001 -~w io, low plan Syste ciat 4 AssO O a tps~CNE MOO/ Reg @'IS ~ .ttan~~'te~► ~~°n 217 ~ Patk~~°~►A~ ~ ~ ~.j~S+A4 e 1~ 210 ~ S A 5 9~ f wr a U ~ RD IMF- DKS Associates Existing Tri-Met service covers nearly all of the routes established in the Metro Public Transportation Plan today. Primary routes provide the backbone of the transit system and are intended to provide high quality service operating at frequencies of 15 minutes all day. The HCT service on Hall that diverges to Durham should be considered to stay on Hall to the south when Hall is extended in the future. All of Tri-Met's bus routes are accessible and most are equipped with lifts. Every Tri-Met bus has priority seating near the front for seniors and passengers with disabilities. Tri-Met also operates a LIFT program for those who are unable to use Tri-Met buses or MAX because of a disability. One of Tigard's greatest transit needs in the future will be improving transit service to the southwest portion of the City where much of the new development is occurring. Tri-Met has identified Durham Road and Barrows Road for transit service in the future. Rapidly increasing employment and housing creates a much greater opportunity to create productive public transit routing in Tigard. CRITERIA Tigard's TSP Task Force created a set of goals and policies to guide transportation system development in Tigard. These goals and policies represent the criteria that all transit improvements in Tigard should be compared against to determine if they conform to the intended vision of the City. A few of these policies pertain specifically to transit needs: Goal 2 Policy 2 The City shall coordinate with Tri-Met, and/or any other transit providers serving Tigard, to improve transit service to Tigard Fixed route transit will primarily use arterial and collector streets in Tigard Development adjacent to transit routes will provide direct pedestrian accessibility. Policy 7 Tigard will participate in vehicle trip reduction strategies' developed regionally targeted to achieve non-single occupant vehicle levels outlined in Table 1.3 of the Regional Transportation Plan. Policy 8 Tigard will support the development of a commuter rail system as part of the regional transit network Goal S Policy I Design and construct transportation facilities to meet the requirements of the Americans with Disabilities Act. STRATEGIES Tri-Met is responsible for any changes in routes through their annual transit service plan process. In order for the City to have its transit needs assessed, the City can provide input to Tri-Met through this process. Several strategies were developed for the implementation of future transit facilities in Tigard. These . strategies were developed to provide the City with priorities in providing guidance to Tri-Met since it is likely that the available funding will be insufficient to address all of the projects identified in the Transit Master Plan. Tigard Transportation System Plan P99161 Transit 7-3 October 30, 2001 DKS Associates Strategy 1 - "Provide Commuter Rail" This strategy focuses on providing Commuter Rail through Tigard. This allows greater connectivity to the regional transit network and to other nearby Cities such as Hillsboro, Tualatin and Wilsonville. Stations in the Tigard area would be located in the Downtown Area and near Washington Square. Beyond the current Beaverton/Wilsonville proposal, the significant traffic operational problems in the ORE 99W corridor make extended commuter rail service to Sherwood; Newberg, McMinnville, Spirit Mountain and the coast requires further study. Strategy'2 (Tie) - "Provide Service Often (i.e. every 15 minutes) in Peak Commute Periods„ This strategy focuses. on.decreasing the headways. between buses during peak morning and evening commute periods. This increases operating costs for Tri-Met and without increased ridership (or potential for more ridership), Tri-Met would not upgrade services. In the 1999 service plan, Tri-Met focused on more frequent service. Strategy 2 (Tie) - "Provide Express Routes to Regional Employment Centers (I e. Downtown Portland, Washington Square)" This strategy is aimed at providing service directly from Tigard to regional employment centers. This might include a few stops in Tigard followed by express service to downtown Portland (one or two stops at park & ride lots along the way) or Beaverton Transit Center, etc. Strategy 2 (Tie) - "Provide Bus Shelters/lmproved User Amenities" This strategy focuses on installation of bus shelters and other user amenities along bus routes in Tigard. The need for bus shelters at bus stops, as well as other user amenities, should be evaluated in conjunction with any new commercial or residential development adjacent to a transit street. One user amenity that got a favorable reaction from the Task Force was `•`real time" bus schedule information at bus stops, indicating how long it would be before the next bus arrives at a particular stop. Tri-Mot's Planning and Design for Transit Handbook should be used as a guide in providing transit amenities. Generally, when a transit stop has 75 or more daily boardings, transit amenities should be pursued. Strategy 5 (Tie) - "Provide Access to Employment Areas" This strategy focuses on providing access to locations where people work in Tigard. Employment areas in and near Tigard might include Washington Square, Tigard Triangle, ORE 99W and Sequoia Parkwayn2°d Avenue. Strategy 5 (Tie) - "Provide More Local Transit Service" This strategy focuses on providing more transit service on local routes (typically near where people live), rather than primarily on arterials and collectors. An assessment of existing transit route coverage in Tigard was done comparing current and future placement of transit services in relationship to land use densities that would be supportive of transit use. The land use data from the travel demand forecast model was Tigard Transportation System Plan P99161 Transit 7-4 October 30, 2001 ®KS Associates utilized in this assessment. A one quarter mile "buffer" was established around each transit stop and compared to the adjacent land use. The existing conditions indicate that about 80 percent of the land area in Tigard with density supportive of transit use would be within one-quarter mile of a transit stop (Figure 7-2). With the proposed fixture transit service coverage, approximately 85 percent of the land area in Tigard with land use densities supportive of transit service would be within. one-quarter mile of a transit stop (Figure 7-3). This does not specifically address the frequency of some of the transit services or the destinations (which would require coordination with Tri-Met for this strategy to be effectively implemented). Strategy 7 - "Provide Access to Commercial Areas" This strategy focuses on providing access to locations where people choose to do their shopping. Commercial areas in Tigard might include Washington Square, the Tigard Triangle, ORE 99W, Main Street, and the area adjacent to Sequoia Parkway. Strategy 9 - "Provide Park & Hide Lots" This strategy provides pack & ride lots at locations where concentrated transit demand exists or where it is desirable for Tri-Met to stop. Strategy 9 - "Provide Access to Activity & service Centers" This strategy focuses on providing transit access to destinations such as community centers, hospitals, schools, churches, etc. Table 7-1 summarizes the strategies in terms of meeting the transportation goals and policies of Tigard. The strategies are listed in the priority order as determined by the TSP Task Force. 77gard Transportation System Plan P99161 Transit 7-5 October 30, 2001 LO CCU: s m 16.9 9 171 cc .9 W ]fill C. E r4 cn 0 ~ # -d-WN Cj) 7 000000 {it S.L. 3•+..•:.~':;. ' 'i$Tn ?aSY.. ~,{r .yam«ti~'i::f4 j: it •~}l< :rftt>N#:CtnK:!•Y...'Yi!~ !'K j:.vy i?~ nj$; i}:jj;if#t? } Lr~?O;CSV [?r{}f { +vf:'n$ . ~:QW r\:i. V ~ x co /c/q R c ]if 11 Q. cm O ®~8 LL. 0 CLU did eja NNNNNN ® 0'`'%< 0,000,00 I rrµ• i:Y.;Y .}}}";i: 7;.3:..4 ~n:AY ::iYYY. c!sv«".n:u!~. } F; ^S?;$tl: :t:s:r'' ,•~}12•::i 'S:: ~J~3,L`i.'p. 5}: ~J yq a< mmm7l Table 7-1 Transit Strategies Comparisons Policies Strategy 2-2 2-7- 2-8 5-1 6 1. Provide Commuter Rail 2. Provide Service Often in Peak Commute Periods 3. Provide Express Routes to Regional Employment Centers 9 A 4. Provide Bus Shelters/User Amenities ® 4 O 5. Provide Access to Employment Areas 6. Provide MoreLocal Transit Service ® 4 O 7. Provide Access to Commercial Areas ® O 8. Provide Park & Ride Lots 6 ® O t 9. Provide Access to Activity & Service Centers # Does not meet criteria O Partially meets criteria d Mostly meets criteria ® Fully meets criteria RECOMMENDED TRANSIT PLAN The strategies that had been developed by the TSP Task Force were then ranked by the committee. Each committee member was assigned a certain number of points that he or she could allocate to each of the strategies according to his or her priorities. The ranking of these strategies is the same as listed previously. Potential Protect List Proposed transit routes/facilities are summarized in Table 7-2 and Figure 7-4. Transit projects were determined based on strategies listed above and project feasibility. Park and ride lots, pedestrian districts and potentially new service areas are shown on Figure 7-4. 77gard Transportation System Plan P99161 Transit 7-8 October 30, 2001 + of 316ag DKS Associates ® SysteMs plan scar p Legend O C,,MW fuW~Y~~t .~1 ~ YnnsY ~ p~{ttlnpY~ ~ 4 Rao tl ~ ~ ~q,~Ifun~+Y~ ~p pt't"OSOP Piop~°d RTP eus Rom FiSure 7-4 Future'Trausit Serwlce DKS Associates Table 7-2 Potential Transit Projects Rank Project Description I Provide Commuter Rail Station As part of the Beaverton to Wilsonville Commuter Rail in Tigard system provide a park and ride station in downtown Tigard. Support regional study of western extensions of commuter rail service (or comparable options). 2 Provide Transit Amenities at Provide shelters, information kiosks, etc key transit routes Major Transit Stops in Tigard with land use development. Focus on development of "SMART" bus stops. 3 Improve Pedestrian Connections Construct sidewalks, crosswalks, etc. adjacent to transit to Transit Facilities routes and facilities (i.e. park-and-ride lots, bus stops, etc.). Within V4 mile of bus stops, focus on enhancing pedestrian access. Enhance Regional Center and Town Center pedestrian access to transit. 4 Decrease Headways Provide more frequent transit service during peak commute periods. 5 Establish Additional Transit Provide service along Durham Road and in the western Routes part of the City (i.e. Durham Road, Barrows Road, Murray/Walnut/Gaarde) . Time additional transit service to coordinate with major road extensions or street improvements. 6 Add a new Transit Center at the Provide a new transit center with the development of the Murray/Scholls Town Center Murray/Scholls Town Center. The Downtown Town Center and Washington Square Regional Center are the existing Transit Center locations. T7gard Transportation System Plan P99161 Transit 7-9 October 30, 2001 DKS Ass®csa tes 71 Recommended Land Use Actions The City of Tigard Development Code includes requirements for land use changes to address transit access. Section 18.360.090 provides approval criteria related to public transit. a. Provisions within the plan shall be included for providing for transit if the development proposal is adjacent to existing or proposed transit route; b. The requirements for transit facilities shall be based on: (1) The location of other transit facilities in the area; and (2) The size and type of the proposal. c. The following facilities may be required after City and Tri-Met review: (1) Bus stop shelters; (2) Turnouts for buses; and (3) Connecting paths to the shelters. The only modification to this code provision is to define adjacent as having a bus stop within 500 feet of the property. Tigard Transportation System Plan P99161 Transit 7-11 October 30, 2001 M M DKS Associates Chapter 8 Motor Vehicles CITY OF TIGARD OREGON This chapter summarizes needs for the motor vehicle system for both existing and future conditions in the City of Tigard. This chapter also outlines the criteria to be used in evaluating needs, provides a number of strategies and recommends plans for motor vehicles (automobiles, trucks, buses and other vehicles). The needs, criteria and strategies were identified in working with the City's Task Force (which consisted primarily of the Tigard Planning Commission). This group explored automobile and truck needs in the City of Tigard and provided input about how they would like to see the transportation system in their city develop. The Motor Vehicle modal plan is intended to be consistent with other jurisdictional plans including Metro's Draft Regional Transportation Plan (RTP), Washington County's Transportation Plan and ODOT's Oregon Highway Plan (OHP). The motor vehicle element of the TSP involves several elements as shown in Figure 8-1. This chapter is separated into the following ten sections: • Criteria A Functional Classification (including summary of cross sections and local street connectivity) • Circulation and Capacity Needs • Safety • Access Management Maintenance • Neighborhood Traffic Management S Parking + Transportation System Management/Intelligent Transportation Systems • Truck Routes CRITERIA Tigard's TSP Task Force created a set of goals and policies to guide transportation system development in Tigard (see Chapter 2). Many of these goals and policies pertain specifically to motor vehicles. These goals and policies represent the criteria that all motor vehicle improvements or changes in Tigard should be measured against to determine if they conform to the intended direction of the City. GoalI Livability Policy 1 Maintain the livability of Tigard through proper location and design of transportation facilities. Policy 3 Address issues of excessive speeding and through traffic on local residential streets through a neighborhood traffic program. The program should address corrective measurers for existing problems and assure that development incorporates traffic calming. Tigard Transportation System Plan P99161 Motor Vehicles 8-1 October 30, 2001 Associates CIr AF TIGARD TransP®rtation system plan e. • e e . ► e Figure 8•'I ELEMENTS OF THE STREW PI. i VEHICUI~ imam- DKS Associates Goal 2 Balanced Transportation System Policy 1 Develop and implement public street standards that recognize the multi-purpose nature of the street right-of-way for utility, pedestrian, bicycle, transit, truck and auto use. Policy 6 Local streets shall be designed to encourage a reduction in trip length by providing connectivity and limiting out-of-direction travel. Provide connectivity to activity centers and destinations with a priority for bicycle and pedestrian connections Policy 7 Tigard will participate in vehicle trip reduction strategies developed regionally targeted to achieve non-single occupant vehicle levels outlined in Table 1.3 of the Regional Transportation Plan. Goal3 Safety Policy I Design of streets should relate to their intended use. Policy 2 Street maintenance shall be a priority to improve safety in Tigard. Policy 5 Access management standards for arterial and collector streets shall be developed to improve safety in Tigard. Policy 6 Establish a City monitoring system that regularly evaluates, prioritizes and mitigates high accident locations within the City. Goal 4 Performance Measures Policy 1 A minimum intersection level of service standard shall be set for the City of Tigard. All public facilities shall be designed to meet this standard. Policy 3 Work with Washington County, Metro, and ODOT to develop, operate and maintain intelligent transportation systems including coordination of traffic signals. Goals Accessibility Policy 2 Develop neighborhood and local connections to provide adequate circulation in and out of the neighborhoods. Policy 3 Work to develop an efficient arterial grid system that provides access within the City and serves through City traffic. Goal 6 Goods Movement Policy 1 Design arterial routes, highway access and adjacent land uses in ways that. Facilitate the efficient movement of goods and services. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-3 October 30,2001 r DK ® S nfa t e s FUNCTIONAL CLASSIFICATION Roadways have two functions, to provide mobility and to provide access. From a design perspective, these functions can be incompatible since high or continuous speeds are desirable for mobility, while low speeds are more desirable for land access. Arterials emphasize a high level of mobility for through movement; local facilities emphasize the land access function; and collectors offer a balance of both functions (Figure 8-2). Functional classification has commonly been mistaken as a determinate for traffic volume, road size, urban design, land use and-various other features which collectively are the elements of a roadway, but do not represent function. For example, the volume of traffic on a roadway is directly related to land uses and because a roadway carries a lot or a little traffic does not necessarily determine its function. The traffic volume, design (including access standards) and size of the roadway are outcomes of function, but do not define function. Function can be best defined by connectivity. Without connectivity, neither mobility nor access can be served. Roadways that provide the greatest reach of connectivity are the highest level facilities. Arterials can be defined by regional level connectivity. These routes go beyond the city limits in providing connectivity and can be defined into two groups: principal arterials (typically state routes) and arterials. The efficient movement of persons, goods and services depends on an interconnected arterial system. Collectors can be defined by citywide or district wide connectivity. These routes span large areas of the city but typically do not extend significantly into adjacent jurisdictions. They are important to city circulation. The past textbooks on functional classification generally defined all other routes as local streets, providing the highest level of access to adjoining land uses. These routes do not provide through connection at any significant regional, city-wide or district level. Based,upon connectivity there is a fourth level of functional classification - neighborhood route. In many past plans, agencies defined a minor collector or a neighborhood collector, however, use of the term collector is not appropriate. Collectors provide citywide or large district connectivity and circulation. There is a function between a collector and a local street that is unique due to its level of connectivity. Local streets can be cul-de-sacs or short streets that do not connect to anything.' Other i routes people use to get in and around their neighborhood. They have connections within the neighborhood and between neighborhoods. These routes have neighborhood connectivity, but do not { serve as citywide streets. They have been the most sensitive routes to through, speeding traffic due to their residential frontages. Because' hey do provide some level of connectivity, they can commonly be used as cut-through routes in lieu of congested or less direct arterial or collector streets that are not a performing adequately. Cut-through traffic has the highest propensity to speed, creating negative impacts on these neighborhood routes. By designating these routes, a more systematic citywide program of neighborhood traffic management can be undertaken to protect these sensitive routes. ' Or in the case of neo-traditional grid systems, extensive redundancy in facilities results in local status to streets that have greater than local connectivity. Tlgiard Transportation System Plan DRAFT " P99161 Motor Vehicles 8-4 October 30,2001 Ell ®KS Asso ates CITY OF TIGARD Transportation System Plan Y 6e 'SO" 0\ 000 ek e % ~o J ' a y ON y Oe to v ~ vs, *e ~h g w of o tee o~ Complets access Control o through Increasing proportion of through No OCOJ traffic traffic.Increasing speed. traffic MOVEMENT FUNCTION i source: University of Cali(omia, Fundamentals of Traffic Engineering' i°i~IIPG W Hombufger and STREET FUNCTION RELATIONSHIP James olfgang H. S. Kell DK~ Associates In the past, traffic volume and the size of a roadway have been directly linked to functional classification. More recently, urban design and land use designations have also been tied to functional classification. Discussions of neo-traditional street grids that eliminate the need for functional classification creates another commentary on this issue. All of these approaches to functional classification tend to be confusing and ever changing, complicating an essential transportation planning exercise. The planning effort to identify connectivity of routes in Tigard is essential-to-preserve•and protect future-mobility and,access, by all modes of travel. In Tigard, it is not " possible to have a citywide neo-traditional layout. Past land use decisions, topography and environmental features preclude thW. Without defining the varying levels of connectivity now in the TSP, the future impact of the adopted Comprehensive Plan land uses will result in a degraded ability to move goods and people (existing and future) in Tigard. The outcome would be intolerable delays and much greater costs to address solutions later rather than sooner. By planning an effective functional classification of Tigard streets', the City can manage public facilities pragmatically and cost effectively. These classifications do not mean that because a route is an arterial it is large and has lots of traffic. Nor do the definitions dictate that a local street should only be small with little traffic. Identification of connectivity does not dictate land use or demand for facilities. The demand for streets is directly related to the land use. The highest level connected streets have the greatest potential for higher traffic volumes, but do not necessarily have to have high volumes as an outcome, depending upon land uses in the area. Typically, a significant reason for high traffic volumes on surface streets at any point can be related to the level of land use intensity within a mile or two. Many arterials with the highest level of connectivity have only 35 to 65 percent "through traffic". Without the connectivity provided by arterials and collectors, the impact of traffic intruding into neighborhoods and local streets goes up substantially. If land use is a primary determinate of traffic volumes on streets, then how is it established? In Oregon, land use planning laws require the designation of land uses in the Comprehensive Plan. Tigard's Comprehensive Plap_ land uses have been designated for over two decades. These land use designations are very important not only to the City for planning purposes, but to the people that own land in Tigard. The adopted land uses in Tigard have been used in this study, working with the Metro regional forecasts for growth in the region for the next 20 years. A regional effort, coordinated by Metro and local agencies, has been undertaken to allocate the determined overall land use in the most beneficial manner for transportation. Without this allocation, greater transportation impacts would occur (wider and more roads than identified in this plan). As discussed in Chapter 10, if the outcome of this TSP is either too many streets or solutions that are viewed to be too expensive, it is possible to reconsider the core assumptions regarding Tigard's livability - its adopted land uses or its service i standards related to congestion. The charge of this TSP (as mandated by State law) is to develop a set of multi-modal transportation improvements to support the Comprehensive Plan land uses. Key to this planning task is the functional classification of streets. ' While subdivisions or areas of neo-traditional development exist and are possible (even desirable), on the whole, the concept cannot be generically applied citywide in lieu of functional classification. ' Including definition of which routes connect through Tigard, within Tigard and which routes serve neighborhoods and the local -level in the.city.. Tigard Transportation System Plan "DRAFT P99161 Motor Vehicles 8-6 October 30,2001 9°9 //"dam A e..-a.+.~ i n $/1 c+ Functional Classification Definitions The proposed functional classification of streets in Tigard is represented by Figure 8-3. Any street not designated as either an arterial, collector or neighborhood route is considered a local street. Principal Arterials are typically freeways and state highways that provide the highest level of regional connectivity. These routes connect over the longest distance (many miles long) and are less frequent than other arterials or collectors. These highways generally span several jurisdictions and many times have statewide importance (as defined in the. ODOT Level of Importance categorization)' In Tigard, I-5 is designated an Interstate Highway and two routes (ORE 217 and ORE 99W) are designated Statewide Highways. All three of these routes are part of the National Highway System. While State Highways make. up only 10 percent of Oregon's road mileage, they handle over 60 percent of the daily traffics. Arterial streets serve to interconnect and support the principal arterial highway system These streets link major commercial, residential, industrial and institutional areas. Arterial streets are typically spaced about one mile apart to assure accessibility and reduce the incidence of traffic using collectors or local streets for through traffic in lieu of a well placed arterial street. Access control is the key feature of an arterial route. Arterials are typically multiple miles in length. Many of these routes connect to cities surrounding Tigard and commonly provide access to freeways via interchanges. Collector streets provide both access and circulation within and between residential and commercial/industrial areas. Collectors differ from arterials in that they provide more of a citywide circulation function, do not require as extensive control of access (compared to arterials) and penetrate residential neighborhoods, distributing trips from the neighborhood and local street system Collectors are greater than 0.5 to 1.0 miles in length. Neighborhood routes are usually long relative to local streets and provide connectivity to collectors or arterials. Because neighborhood routes have greater connectivity, they generally have more traffic than local streets and are used by residents in the area to get into and out of the neighborhood, but do not serve citywidellarge area circulation. They are typically about a quarter to a half mile in total length. Traffic from cul-de-sacs and other local streets may drain onto neighborhood routes to gain access to collectors or arterials. Because traffic needs are greater than a local street, certain measures should be considered to retain the neighborhood character and livability of these routes. Neighborhood traffic management measures are often appropriate (including devices such as speed humps, traffic circles and other devices - refer to later section in this chapter). However, it should not be construed that neighborhood routes automatically get speed humps or any other measures. While these routes have special needs, neighborhood traffic management is only one means of retaining neighborhood character and vitality. Local Streets have the sole function of providing access to immediate adjacent land. Service to "through traffic movement" on local streets is deliberately discouraged by design. 1999 Oregon Highway Plan, ODOT, March 1999. s 1999 Oregon Highway Plan, ODOT, March 1999, page 13. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-7 October 30,2001 LEWBUXUY 8THl-' DKS Associates N A NOT CM OF TIGASID TO SCALE Transportation o-. . Systems Flan ' Legend Furwitand dasdncetlon • ~ Pttgo..OARrW ..p • PrOp6tW Catl.cOv l§cQa.d NWWMt*W RR Na 9®~ PhmnWAnWW Pta" CdKCr e ~•r FWri.ANdomhwdR%b Y:~4Y t Repfrrl CrAw. Tao CW br. rebAm TR USM % CON in the 1IWd TftO wA, lltrr , ' `t'. and WettdVM SgAM PW*0 rws h" spoeft design nKKdWm and daWkedm ( OW May ED$* differ from dm In the TSP for oo t y pspms. In ft" waft robs. fo for bwmportatlon dWpn rogtdaUt • • \ Note: The exact a ft d de 60 floes to addtm ovew. access cm*0t dg*d-w end wMmm mttel COnej*b In Ordr ent BULL devebpenmi . i Figure 8-3 . m Proposed Functional t t , , Classification System ilig !!I DKS Associates Functional Classification Changes The proposed functional classification differs from the existing approved functional.classification. Neighborhood routes were not defined in the existing functional classification. The proposed functional classification was developed following detailed review of Tigard's, Washington County's and Metro's current functional classification maps. Table 8-1 summarizes the major differences between the proposed functional classification and the existing designations for streets in Tigard. This table also outlines the streets which were previously designated collectors that are now identified as neighborhood routes. Criteria for Determining Changes to Functional Classification The criteria used to assess functional classification have two components: the extent of connectivity (as defined above) and the frequency of the facility type. Maps can be used to determine regional, city/district and neighborhood connections. The frequency or need for facilities of certain classifications is not routine or easy to package into a single criterion. While planning textbooks call for arterial spacing of a mile, collector spacing of a quarter to a half mile, and neighborhood connections at an eighth to a sixteenth of a mile, this does not form the only basis for defining functional classification. Changes in land use, environmental issues or barriers; topographic constraints, and demand for facilities can change the frequency for routes of certain functional classifications. While spacing standards can be a guide, they must consider other features and potential long term uses in the area (some areas would not experience significant changes in demand, where others will). Linkages to regional centers and town centers are another consideration for addressing frequency of routes of a certain functional classification. Connectivity to these areas is important, whereas linkages that do not connect any of these centers could be classified as lower levels in the functional classification. Table 8-1 Proposed Changes to Existing Roadway Classification Roadway Classification According to Jurisdiction Roadway Tigard Wash Count Metro Proposed TSP Greenburg Road Major Collector Minor Arterial/ Major Arterial Arterial Major Collector 72 Avenue Major Collector Stud Area Minor Arterial Arterial Durham (W. of Hall) Major Collector Stud Area Minor Arterial Arterial Murray (Scholls Ferry Major Collector Proposed Collector Proposed Collector of Arterial to Barrows) Regional Significance Walnut Major Collector Proposed Collector Collector of Regional Arterial (Barrows to Gaarde) Significance Gaarde Street Major Collector Proposed Collector/ Collector of Regional Arterial Major Collector Significance Beef Bend Road Major Collector Major Collector Collector of Regional Arterial Si nificance Barrows Road Arterial Major Collector Not Classified Collector Sequoia Parkway Not Classified Not Classified Not Classified Collector Oak St a of Lincoln) Not Classified Not Classified Not Classified Collector Oak St (w of Lincoln) Minor Collector Not Classified Not Classified Local Table 8-1 (cont.) Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-9 October 30,2001 DKS Associates Tech Center Drive Minor Collector Not Classified Not Classified Local 97 /98 Avenue Major Collector Major Collector Not Classified Neighborhood Routes that Chan a rom Minor Collector to Neighborhood Route 135' (s/o Gaarde) Sunrise Lane Watkins Avenue Summerfield Drive 133 Avenue Benchview Terrace Grant Avenue Sattler Street 130' Avenue Peachtree Drive Park Street Ross Street 1280 Avenue Morning Hill Drive Johnson Street Alderbrook Drive 115"' Avenue Falcon Rise Drive Commercial Street Pinebrook Street 109 Avenue Winter Lake Drive Shad Lane 98 Avenue North Dakota St. Washington Drive 95 Avenue S rin wood Drive Ash Avenue 79 Avenue Tigard Street O'Mara Street 70n2 Avenue Fonner Street Canterbu Lane Changes from Collector or Local des' nation to Neighborhood RoWate (see -8-4) ii~le r,Area ..South"Tl i and ' Cciitral Tr and `North Diilkota Area 'Sout4West Washington Drive Sattler Street Shad Lane North Dakota Street Horizon Boulevard Cedarcrest Street Pinebrook Street 95 Avenue S rin wood Drive Creekshire Drive 82 Avenue Alderbrook Drive Dakota Street 115 Avenue Fern Street Locust Street 92 Avenue 90 Avenue Tigard Street Ascension Drive 74 Avenue Inez Street 98 Avenue Tigard Drive Windson Court 69 Avenue 97-A n eue Commercial Street 116 Avenue Northview Drive Alfred Street 97 Avenue Tigard Street Ann Street Mistletoe Drive Ventura Court Murdock Street Grant Avenue Katherine Street 135 Avenue Ventura Drive 98 Avenue Johnson Street 125 Avenue Essex Drive 72 Avenue 100 Avenue Brookside Avenue Karen Street Benchview Terrace 80 Avenue 103 Avenue Watkins Avenue 127 Avenue 132 Avenue Pine Street Canterbury Lane Park Street 128 Avenue Greenfield Drive 75 Street Highland Drive 110 Avenue Winter Lake Drive Menlor Lane Spruce Street Sumnrerfietd Drive 115 Avenue 130 Avenue Sunrise Lane 78 Avenue 92 Avenue Fonner Street Brittany Drive 150 Avenue 69 Avenue 108 Avenue 116 Avenue Morning Hill Drive Uplands Drive East To.. and Riverwood Lane Howard Drive Falcon Rise 141" Avenue Fanno Creek Drive Copper Creek Drive Garrett Street 131" Avenue Woodhue Street 79 Avenue Millen Drive Frewin Street Tewkesbury Drive Ross Street River Drive Ash Avenue Barrington Terrace Ashford Street Tualatin Drive O'Mara Street Westminster Drive Ed ewood Street Peachtree Drive 133 Averae The proposed changes in functional classification on Durham Road, Murray Boulevard, Gaarde Street, 72id Avenue, Greenburg Road and Beef Bend Road affect Washington County roadways. These proposed changes have been discussed with County staff and the County is in the process of reviewing these changes. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-10 October 30,2001 DKS Associates .A j f . Transportatl®rl Systems Plan Legend mad RoLfts Pjwrad ew WAMT Figure CA Proposed .A Neighborhood Routes III Wool I DKS Associates Characteristics of Streets for each Functional Classification The design characteristics of streets in Tigard were developed to meet the function and demand for each facility type. Because the actual design of a roadway can vary from segment to segment due to adjacent land uses and demands, the objective was to define a system that allows standardization of key characteristics to provide consistency, but also to provide criteria for application that provides some flexibility, while meeting standards. Figures 8-5 to 8-10 depict sample street cross-sections and design criteria for arterials, collectors, neighborhood routes and local streets. Figure 8-5 shows the Existing Tigard Standard Cross-Sections, Figure 8-6 and 8-7 shows Washington County's Standard Cross- Sections (these apply to Washington County owned roadways) and Figures 8-8 through 8-10 show the proposed Tigard Standard Cross-Sections. Planning level right-of-way needs can be determined utilizing these figures and Table 8-2 and the lane geometry outlined later in this chapter. Specific right-of-way needs will need to be monitored continuously through the development review process to reflect current needs and conditions (that is to say that more specific detail may become evident in development review which requires improvements other than these outlined in this 20 year general planning assessment of street needs). The analysis of capacity and circulation needs for Tigard outlines several roadway cross sections. The most common are 2, 3 and 5 lanes wide. Where center left turn lanes are identified (3 or 5 lane sections), the actual design of the street may include sections without center turn lanes (2 or 4 lane sections') or with median treatments, where feasible. The actual treatment will be determined within the design and public process for implementation of each project. The plan outlines requirements which will be used in establishing right-of--way needs for the development review process. The right-of-way (ROW) requirements for arterial and collector streets on the Washington County system are 50-74 feet for collector streets, 90 feet for three-lane arterials and 90-122 feet for four-to-seven-lane arterials°. 6 For example, designations by Metro, ODOT and Washington County all play a role in the ROW determination. For example, adjacent to environmentally sensitive or physically constrained areas. Washington County Uniform Road Improvement Design Standards, Ordinance No. 524, Adopted July 28, 1998, pages 13-18. Tigard Transportation System Plan "DRAFT P99161 Motor Vehicles 8-12 October 30,2001 DKS Associates Table S-2 ProStreet Characteristics Vehicle Lane Widths: Truck Route = 12 feet (minimum widths) Bus Route =11 feet Arterial = 12 feet Collector= 1 I feet Neighborhood- •101eer Local = 9' to 10 feet Turn Lane = 12 feet10 On-Street Parking: 8 feet" Bicycle Lanes: New Construction = 6 feet (minimum widths) Reconstruction = 5 to 6 feet Curb Extensions for Pedestrians: Consider on any Pedestrian Master Plan Route Sidewalks: Local = 5 feet" (minimum width) Neighborhood = 5 feet 12 Collector = 6 to 813 feet Arterial = 6 to 1013 feet Landscape Strips: Residential/Neighborhood = Required Collector/Arterial = Required Medians: 5-Lane = Required 3-Lane = Optional Neighborhood Traffic Management: Local = Should not be necessary Neighborhood = Should Consider Collectors = Under Special Conditions Arterials = Only under Special Conditions Transit: Arterial/collectors = Appropriate Nei borhood = Only inspecial circumstances Turn Lanes: When Warranted 14 Access Control: See later section for Arterials and Collectors i ' 9 foot lanes would only be used in conjunction with on-street parking. i 10 In constrained conditions on collectors, neighborhood and local routes, a minimum width of 10 feet may be considered (except on bus routes) 11 For 32 foot streets, the City recognizes that there will not be-20 feet of unobstructed pavement. 115 foot with landscape strip, 6 foot against curb. 3 13 Larger sidewalks than minimums should be considered for areas with significant pedestrian volumes. In commercial areas where pedestrian flows of over 100 pedestrians an hour are present or forecast, specific analysis should be conducted to size sidewalks appropriately for safe movement. Turn lane warrants should be reviewed using Highway Research Record, No. 211, NCHRP Report No. 279 or other LM updated/superseding reference. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-13 October 30,2001 DKS Asso atas Local Street a Residential AW6 2.5 , 24-37 2.5' m (m) R/W 36'-50' rt+l Local Street Commercial & Industrial 34' (mf fmT lm) ' RM 50 (m1 m7 Tm1 a Minor Collector 40' 2.5' m All R/W 60 hnl (m) m Major Collector ~ Center Turn Lane or Medlan 1.5' 16 17 16' 6' m m 1ml Im) ' RIW 6(r- 80 M Arterial Center Turn Lone or Median Z•~ 8' 14' 17 17 17 14' 8. MR' (m) W 60- 99 lam) 1-1 (m) - Minimum Requked Width Figure 8-5 EXISTING TYPICAL STREET CROSS SECTIONS D Assodptes Cinr OF TIGARD Transpartation System Plain Arterial Major and Minor a a center Turn Lme or Meckn 17 17 14' 17 17i .5' . 6.5' . m lRV mi R/YV 98' 5 Lanes Arterial Minor Only center Turn Lane or Median 17 IN 17 RM 9a 3 Lanes Figure 8-6 (m) - Mirllrrwm Required widen WASHINGTON COUNTY ARTERIAL TYPICAL STREET CROSS SECTIONS Associates WYOFIGARD Transportation System Plan Major Collector Center Ran lane or Median 17 IN 17 R/W 74' m 3 Lanes Minor Collector or Minimum Transit i i 7 12, b' 5 ( (ffq m R/1N '-Dw m m i 2 Lanes Commercial and Industrial Center Turn lane or Median 5.5' . 6' 17 14'_ 17 b' , 5.5' 1.5' T~ m WW 6N T Inv 3 Lanes Local Street (Standard) r Q . 32' e~ 4' . 5' .i. (mr r- R/W 38• Ml (ml Parking Both Sides Figure 8-7 (m) - NtinwnLKn Required Width WASHINGTON COUNTY O - On-stmet Paddng TYPICAL STREET CROSS SECTIONS Associates CITY OF TIGARD Trans poortation a System Plan a One Side Access 29 1 5 M .1.5, 5.&. 36 7' -98M 25 Industrial/Commercial Local (No parking) > b Q11 .0 i 5.6, 5.5' , 24' _ 4 5.245-51, R/W 46' Cul-de-sac/Residential Local Street ~ (No parking) ' M b d b 5.5' , 5.91 28' 5B5.& ~ 13.515.5' , t2 32 ~T5_5' ,3_5~ R/W NY RNV 50' Residential Local Street/Cul-de-sac On-street Parking One Side On-sheet Parking WE=* block gngth not ton both sides, oe teed 600 feet Notes: 1. Selection of placement of sidewalk and planter strip specific to application. 2. Width of curb is included in sidewalk width when adjacent to street 3. Samples show the desirable applications given number of lanes, Criteria minimum standards can be applied case by case. Vehicle Lane Widths: 9 to 10 ft. 4. Actual width of street and sidewalk area can be adjusted within (minimum widths) R/W based on modal priorities and adjacent land use. On-Street Parking 8 It 5. Volume guides mpresont estimated Full Buildout Conditions, not just Sidewallrs: 5 ft. existing or project needs. (minimum width) 6. The 36'street shalt be used in any area adjacent to commercial or Landscape Strips: Where Appropriate industrial zoning. Sidewalk would be T curb tight in Commercial areas and 5.5' for Industrial areas (cross section shows both samples). Neighborhood Traffic Should not be necessary under 7. Where existing street curb to curb widths vary from those shown, the Management: special conditions & over 500 vpaD minimum length of new crass section should be (or have the potential to be) 500 feet contiguous. - On-street Parking Figure 8-8 (does not require conversion of existing routes) ALLEY, CUL-0E-SAC'. AND LOCAL. STREET Where volume exceeds 1500 vpd, this cross section may still be ~Ai~PI~ STREET CiiZC~SS S~(:TiCDNS utilized however land use actions or roadway projects impacting such streets may require additional connectivity to reduce volume and/or REQUIRED ROW %NIDTH neighborhood trarrc management measures to reduce impacts. K Asso ates CITY OF IGAt® 'T•ransportation System pia n 5.6; 561 28' . 5.5' . 5.5' . 3.6 . 5.5' elm 32 a'1 5.6 _3 §5 RAN 50' R/W 50 No Parking on One Side W11h Parking on Both Sides M ~ Q Q 36' 6.6 .6' Blue. 12 12' .6' W, 5.5' 6.5' R/W 60 With Bike Lanes /No Parking Notes: Criterfe- 1. Selection of placement of sidewalk and planter specific to application. Vehicle Lane Widths. (minimum widths) 9-10 ft An-Street Parking 8 Q. 2. Width of curb is Included in sidewalk wkHh when adjacent to shiest. 3. Samples show the desirable applications given number of lanes, Curb Extensions for Pedestrians: Consider cn Pedestrian Routes minimum standards can be applied case by case. Sidewalks: (minimum width) 51 4. Actual width of street and sidewalk area can be adjusted within Landscape Strips: Where Appropriate R/W based on modal priorities and adjacent land uso. Nelghborhood Traffic Management: Appropriate when ;Warranted 5. These are guidelines for future neighborhood fame development and does not require changes/conversion to existing streets. Figure 8-9 NEIGHBORHOOD SAMPLE STREET CROSS SECTIONS O - on-street Parking REQUIRED ROW WIDTH AsSocaates CITY OF TIGA RD Transportation System blare -ILL 1' 6 6 6'W, 17 1x 'Bice, V RNd 6t3' 2 Lane 60'Rl'W p p b Q Q 1~ b ,6 12-13' 17Ttanlane~C 17-13' 6'B6ce. 6' 5' .1: RlW 74' 3 * Lane 74' R/W M p M Q Q OM - 1T~ b' 6'Bice 17 IT aTunlrmr~lAG 12 '12 .&W, 1 1I R/W 98' 1 5 * Lane 98W O p b G R l7 1~ e_~elke 17 12 17 1T ~m rma7~ 17 12! 1Z Biro 6' T 6' r b' RIW 98' 7* Lane 122'R/W Criteria Vehicle Lane Widths: Thick Route =12 R. (minimum widths) Bus Route = f 2 ft If ft (1211. Preferred) collector 10-11 R. On Street Parking. None (with few extAig exceptions) Bicycle Lanes: New Construction = 6 it (minimum widths) Reconstructlon = 5 to 6 R. Sidewalks: (mk*nwn width) 5-13 0. Consider Curb Extensions on Pod Routes Landscape Strips: Required Medlans: 1 5A Lane = Required 3 Lane = Optional Neighborhood Traffic Only Uhder SpecW CondUdns: Management; Selected Measures Figure 840 Note tha4 sidewalk widths above 6 4. may require additional right-of-way. ARTERIAL AND COLLECTOR Where appropiate, the mediannane may not beWo~ resulting In 2,4 and S~~~L~ STREET CROSS SECTIONS 6 lane cross sections. riathe removal of the center rum lane must cenalderboth REQUIRED ROW WIDTH safety and pedestrian treads. ®KS Associates Wherever arterial or collectors cross each other, planning for additional right-of-way to accommodate turn lanes should be considered within 560 feet of the intersection. Figure 8-11 summarizes the Tigard streets that are anticipated within the TSP planning horizon to require right-of-way for more than two lanes. Planning level right-of-way needs can be determined utilizing Figure 8-11 and the lane geometry outlined later in this chapter. Specific right-of-way needs will need to be monitored continuously through the development review process to reflect current needs and conditions. This will be necessary since more specific detail may become evident in development review which requires improvements other than these outlined in this 20 year general planning assessment of street needs. These cross sections are provided for guiding discussions that will update the City of Tigard Public Improvement Design Standards for Public Works Construction. There is an on-going discussion at the regional level regarding street cross sections. Several of the major streets in Tigard are maintained and operated by Washington County or ODOT. Metro has specified Regional Street Design designations in their draft of the RTP1S. These designations change over the length of the road. The City of Tigard will need to coordinate with regional agencies to assure consistency in cross section planning as the County Transportation Plan and the Metro Regional Transportation Plan move forward. The designations are summarized in Table 8-3. The Metro definitions for their designations are provided in the Appendix. Table 8-3 Metro Regional Street Design and Motor Vehicle Designations Roadway a Tonal Street Design Motor Vehicle Classification ORE 217 Freeway Principal Arterial (Freeway) I-5 Freeway Principal Arterial (Freeway) ORE 99W Regional St./Regional Boulevard Major Arterial Scholls Ferry Road Regional St./Regional Boulevard Major Arterial Greenbur Road Regional St./Re ional Boulevard Major Arterial Hall Boulevard Regional Boulevard Major Arterial (Scholls Ferry to GreenbuKg) Hall Boulevard Community SUCommunity Blvd Minor Arterial (Greenbur to South City Limits) Durham Road Community Street Minor Arterial 72 Avenue Urban Road Minor Arterial Upper Boones Ferry Road Urban Road Minor Arterial Beef Bend Road (West of City Rural Road Rural Arterial Limits to Scholls Fe ) Dartmouth Street Community Street Collector of Regional Significance Gaarde/Walnut/Murra Community Street Collector of Regional Significance McDonald Street Community Street Collector of Regional Significance Beef Bend Rd (East of City Limits) Community Street Collector of Regional Significance NOTE: Refer to Metro's RTP Policy Chapter for background on guidelines for streets, 1997. 'S Refer to Regional Street Design System, Preliminary Draft RTP, Metro, June 17, 1999. Tigard Transportation System Plan "DRAFT P99161 Motor Vehicles 8-20 October 30,2001 y sliu~ l IL coo* ton sociates lransp~dat DKS As syste~+s ?'an N 'Legend "row ~~Wey d womcoLw d INV 5 tisw sP' ~ ~~aw~5 w~ varA Wd4W - im• J R0 is lr%vo Laos (t l DK Associates Connectivity/Local Street Plan Much of the local street network in Tigard is already existing and, in many cases, fairly well connected. In other words, multiple access opportunities exist for entering or exiting neighborhoods. However, there are a number of locations in Tigard where, due to the lack of connection points, the :majority of neighborhood traffic is funneled onto one single street. This type of street network results in out-of- direction travel for motorists and an imbalance of traffic volumes that impacts residential frontage. The outcome can result in the need for wider roads, traffic signals and turn lanes (all of which negatively impact traffic flow and degrade safety). By providing connectivity between neighborhoods, out-of-- direction travel and vehicle miles traveled (VIvTT) can be reduced, accessibility, between various modes can be enhanced and traffic levels can be balanced out between various streets. Several goals and policies established by this TSP are intended to accomplish these objectives. In Tigard, some of these local connections can contribute with other street improvements to mitigate capacity deficiencies by better dispersing traffic. Several roadway connections will be needed within neighborhood areas to reduce out of direction travel for vehicles, pedestrians and bicyclists. This is most important in the sub-areas to the west where a significant amount of new development is possible (i.e. Bull Mountain area). In many areas of Tigard, most of the land is built out. Figures 8-12 through 8-17 show the proposed Local Street Connectivity Plans for Tigard. In most cases, the connector alignments are not specific and are aimed at reducing potential neighborhood traffic impacts by better balancing traffic flows on neighborhood routes. The arrows shown in the figures represent potential connections and the general direction for the placement of the connection. In each case, the specific alignments and design will be better determined upon development review. The criteria used for providing connections is as follows": • Every 330 feet, a grid for pedestrians and bicycles Every 530 feet, a grid for automobiles To protect existing neighborhoods from potential traffic impacts of extending stub end streets, connector roadways should incorporate neighborhood traffic management into their design and construction. Neighborhood traffic management is described later in this chapter. All stub streets should have signs indicating the potential for future connectivity. The arrows shown on the local connectivity figures indicate priority connections only. Topography, railroads and environmental conditions limit the level of connectivity in Tigard. Other stub end streets in the City's road network may become cul-de-sacs, extended cut-de-sacs or provide local connections. Pedestrian connections from the end of any stub end street that results in a cul-de-sac should be considered mandatory as future development occurs. The goal would continue to be improved city connectivity for all modes of transportation. The Regional Transportation Plan calls for pedestrian/bicycle connectivity every 330 feet and motor vehicle connectivity every 530 feet for vacant areas of residential and mixed use zoning greater than five acres. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-22 October 30,2001 DKSAssaciates ® CIiX ®F 41G WD NOT Transportation TO SCALE System Plan 99W 217 5 Legend ® m F~ W O ' O Figure 5-92 -Stub End Street Pedestrian Cannection LOCAL STREET CONNECTIVITY ~ • - ,C- School Site East Tigard 1 D A=clates off OF TIGARD Transp®rtatimn ® System Plan TO SCALE F-EBBY IEEE [TITIFFIM cm ® ® U A-1 H H-4 ITTFH 211 ®~9~ ®I H±d HFHEAlta ® =01~~"RT-P 71M 6■ 99W Figure 8.13 LOCAL STREET CONNECTIVITY .4- -stub End street Metzger 4-3, • Pedestrian Connection it - Sant site CITY OF IGARD DKSAswciates -.ranstE~Q+ tWn 217 system Plan T Tom J Q' d O~ D 99W . ® MD Figure $44 LOCAL STREET CC ga Central Ti Stub End street Pedestrian Connection -School Site RUN Q CITY OF TIGAiP® o~lti3on DlS kates TSys e m plan sosc E 217 N C7 P p 0O H 4K A Q 4oa 'rrs~ ow et 4 ° ~.u-~.11J W Mal t Figure 8-1 LOCAL STREET CONNo hC® ko a -Stub t:nd Street Pedestrian Connection j . School Site Immi fly y CAF ?iGARD O~t'Oi'1 • System plan 1)fates co WALNUT tTAM ~TM GAAROE ST MIA QQW OTC O W A A W W I A A A A A A N Ftgure 846 LOCAL STREET C®N qE tT 5 Southvus - Stub End Street -f)iredonofACMI _ - Pedestrian Como" - School Site DKSAssociates ® CITY OF TIGARD Transportation T NOSE System Plan GAARDE ST McDONALD ST 0 -1 U 1. 1 ad ® J vow ,I w p°w i w ° L~ettd Figure 8-17 - Stub End Street LOCAL STREET CONNECTIVE .4. w w - Pedestdan Connection South Tigard i1- School Site DKS Associates CIRCULATION AND CAPACITY NEEDS The motor vehicle capacity and circulation needs in Tigard were determined for existing and future conditions. The process used for analysis is outlined below, followed by the findings and recommendations of the analysis. The extent and nature of the street improvements for Tigard are significant. This section outlines the type of street improvements that would be necessary as part of a long range master plan. Phasing of implementation will be necessary since all the improvements cannot be done at once. This will require prioritization of projects and periodic updating to reflect current needs. It should be understood that the improvements outlined in the following section are a guide to managing growth in Tigard, defining the types of right-of-way and street needs that will be required as development occurs. Strategies A series of strategies were developed to address the future motor vehicle needs of Tigard. Each of these strategies were discussed by the TSP Task Force and prioritized. The initial prioritization was reviewed and refined following discussion about the implications of the high priority strategies. The actual strategy selected is a prioritization of the highest priority strategies. The following listing reflects the initial prioritization of strategies. • Promote Regional Circulation (I-5, ORE 217, ORE 99W) • Improve Local Street Circulation (connectivity) • Provide Additional Street System Capacity to LOS D" (turn lanes, signals, widening, new roads) • Improve Operation of Existing System (signal coordination, intelligent transportation systems, neighborhood traffic management) • Transportation Demand Management (telecommuting, alternative modes, pricing) ® Change Land Use to Promote Alternative Modes Use • Improve Access Control to increase capacity • Change Level of Service Definitions Model Forecasts Existing conditions were identified in Chapter 3. Future capacity needs were developed using a detailed travel demand forecast tool, based on the Metro regional travel demand model. This detailed model more accurately reflects access and land use in Tigard than the regional travel demand model. Evening peak hour traffic volumes were forecast for the future (modified year 2015 buildout) scenario for the Tigard area. This 201.5 forecast included the highest level of transit service given regional funding constraints. It also assumes that Transportation Demand Management (TDM) will occur. The initial 2015 test was performed on a street network that included existing roads, plus those improvements which are currently funded and would likely be implemented before the 2015 scenario is reached. The most significant of these improvements in Tigard include the following: " Level of service D as defined by the Highway Capacity Manaul. Tigard Transportation System Plan " DRAFT P99161 Motor Vehicles 8-29 October 30,2001 DKS Associates • ORE 217 widened one additional lane each direction and the ORE 217/I-5 interchange improvements • Gaarde Street linking from ORE 99W to Murray Boulevard • Walnut Street improved to three lanes • Dartmouth Street as five lanes from ORE 99W to I-5 ® Hall Boulevard as a continuous three lane roadway with improvements at ORE 99W The modified 2015 forecast for Tigard is unique in that it reflect greater land use in Tigard than the Metro 2015 forecast (reflective of a build out-like scenario). 2015 was used as a base rather than the 2020 because of the greater Tigard trip generation and detailed network included in the 2015 forecast. A separate 2620 forecast was done for a sensitivity analysis of recommended motor vehicle improvements to validate their need. Future Needs Future transportation conditions were evaluated in a similar manner to existing conditions. Improvements to intersections, roadways between intersections and brand new or extended facilities were considered and a package of recommended improvements was determined. Where level of service conditions approached level of service E or volume-to-capacity ratio of 0.90 or above, improvements were initially considered. The final conditions for mitigation were set at conditions below V/C of 1.0 and level of service E. Table 8-4 summarizes the intersection levels of service under year 2015 base future conditions and the recommended mitigated scenario. In summary, nearly half of the study intersections fail in the future, even with funded roadway improvements. The extent of failure is so severe that it is unlikely that the land use scenario assumed for the modified 2015 forecast would be achieved with the extent of congestion. Because of this many alternatives were evaluated in developing the recommended set of mitigation measures for the TSP. The following sections explore the options and the findings for each alternative. Table 8-4 2015 Intersection Level of Service PM Peale Hour Intersection 2015 Base 2015 N ifi aced Signalized Intersections (future) Dela LOS VIC Davies/Scholls Ferry Road >60.0 F > 1.0 33.2 C 0.89 Barrows (E)/Scholls Ferry Road 11.1 B 0.73 15.3 B 0.93 North Dakota/125"/Scholls Ferry Road >60.0 F >1.0 38.7 D 0.95 Nimbus/Scholls Ferry Road >60.0 F >1.0 44.7 D 0.94 121'/Walnut >60.0 F >1.0 33.0 C 0.87 Greenbur Oleson/Hall >60.0 F >1.0 46.8 D 0.91 Greenbur ashin on Square Road >60.0 F >1.0 51.4 D 0.92 Greenbur ust 43.6 D 1.0 29.9 C 0.91 Halt/Locust 32.7 C 0.86 25.5 C 0.79 Greenbur ORE 217 WB Ramps 27.8 C 0.74 29.3 C 0.65 Tigard Transportation System Plan " DRAFT P99161 Motor Vehicles 8-30 October 30,20+01 DKS Associates Intersection 2015 Base 2015 Mitigated Signalized Intersections ture) Delay LOS VIC Greenbur ORE 217 EB Rams 29.1 C 0.72 23.4 C 0.58 Greenbur iedeman 53.1 D >1.0 39.6 D 0.96 Main/Greenbur ORE 99W 60.4E 0.96 51.3 D 0.88 Hall/Oak 56.2 E >1.0 33.4 C 0.88 HaIVORE 99W >60.0 F >1.0 54.7 D 0.95 ORE 217 NB Ramps/ORE 99W 28.8 C 0.95 18.0 B 0.79 ORE 217 SB Ramps/ORE 99W 40.7 D 0.99 31.6 C 0.86 Main/Johnson/ORE 99W 23.1 C 0.80 16.4 B 0.75 Dartmouth/ORE99W >60.0 F >1.0 52.1 D 0.96 72 /ORE 99W 41.7 D 0.88 53.8 D 0.92 68 /ORE 99W >60.0 F >1.0 48.3 D 0.94 72 /Dartmouth >60.0 F >1.0 31.3 C 0.70 68d'/Dartmouth >60.0 F >1.0 21.4 C 0.72 72 ton 34.0 C 0.90 52.8 D 0.84 68 /Atlanta/Haines 29.9 D 0.92 16.5 B 0.61 Hall/Hunziker >60.0 F >1.0 40.7 D 0.88 Hall/Burnham 19.6 B 0.75 21.0 C 0.65 ORE 217 SB Rampsf72ndNams 65.4 E 1.0 31.0 C 0.83 72 Bonita >60.0 F >1.0 49.9 D 0.97 Hall/McDonald 47.0 D 0.99 36.1 D 0.93 Hall/Bonita 33.5 C 0.86 45.0 D 0.82 72 /Carman 50.1 D 0.97 43.7 D 0.95 I-5 SB Ramps/Carman >60.0 F >1.0 58.9 E 1.0 7?_od/U r Boones Ferry 51.4 D 1.0 49.8 D 0.97 72nd Durham 20.6 C 0.75 9.0 A 0.50 I-5 NB Ramps/Carman >60.0 F > 1.0 47.1 D 0.91 Upper Boones Fe /Durham 62.3 E >1.0 31.0 C 0.85 Upper Boones Ferry/Bridgeport >60.0 E 1.0 31.9 C 0.79 HalUSattler/Ross >60.0 F >1.0 27.4 C 0.85 Hall/Durham >60.0 F >1.0 45.6 D 0.86 ORE 99W/Walnut 40.6 D 0.93 52.0 D 0.87 ORE 99W/Garrett 3.4 A 0.51 3.4 A 0.51 ORE 99W/Park 22.8 C 0.84 18.6 B 0.76 ORE 99W/Tigard Marketplace 18.5 B 0.57 18.5 B 0.57 ORE 99W/McDonald/Gaarde >60.0 F >1.0 67.1 E 1.0 ORE 99W/Canterbury 16.9 B 0.83 15.4 B 0.76 ORE 99W/Bull Mountain 30.1 C 0.95 27.0 C 0.89 ORE 99W/Beef Bend 67.2 E > 1.0 54.8 D 0.88 ORE 99W/Durham >60.0 E >1.0 40.2 D 0.82 Tiedeman/Walnut >60.0 F >1.0 24.0 C 0.90 Murray/Old Scholls Ferry 79.4 E >1.0 51.1 D 0.92 Barrows (W)/Scholls Ferry 8.7 B 0.73 9.1 B 0.70 Tigard Transportation System Plan DRAFT " P99161 Motor Vehicles 8-31 October 30,2001 DIGS Associates Intersection 2015 Base 2015 NUti ated Signalized Intersections (future) Delay LOS VIC Beef Bend/Scholls Ferry >60.0 F >1.0 40.2 D 0.96 Unsi nalized Intersections Greenbur Oak A/C A/C Bumham/Main A/C A/E 97 Ave/McDonald A/E A/D 135 /Walnut Alternatives To address these deficiencies, a series of alternatives and strategies were considered by the TSP Task Force. The range of strategies includes: • Do nothing: This results in severe impacts to motor vehicle and transit circulation in Tigard with delays which would not be tolerable. • Assume that alternative modes can serve excess demand. The TSP analysis assumed that alternative modes would be developed to their optimal levels. The order of magnitude of trips to be served in 2015 goes well beyond the capacity of the alternative mode systems by themselves, even at their optimal levels. Forecasted vehicle trips in the PM peak hour range from 40,000 to 50,000 in the future.- transit would serve only about 3,000 to 5,000 person trips in Tigard. • Build all the road capacity necessary to achieve level of service D conditions at intersections. This strategy would have significant impact on right-way-way for'roads. Larger roads would be the result; that is contrary to the more livable, pedestrian friendly outcome expressed by the TSP Task Force. • Pragmatically add capacity to all modes, developing a balanced system. Outline the long term configuration of streets to allow development to best accommodate future needs. The TSP Task Force chose to pursue this strategy. It involves significant system improvements, but is the only alternative that balances performance between modes, consistent with regional policy. With the chosen strategy, there were numerous alternatives explored in developing the balanced system. Street improvements are required throughout Tigard in the next twenty years. Working with the top three priorities of the TSP Task Force, alternatives were considered in each of the following: 1. Regional Circulation Enhancements 2. Connectivity/Circulation Improvements within Tigard 3. Traffic Operational Improvements Regional Circulation Enhancements 1 Through the travel forecasting efforts, tests were conducted of a variety of motor vehicle improvements. Within Tigard, the most significant changes in future traffic volume resulted from Tigard Transportation System Plan DRAFT " P99161 Motor Vehicles 8-32 October 30,2001 ®rCS Associates improvements to regional highways. Because Tigard is located at the junction of two major urban freeways and is bifurcated by ORE 99W, its arterial street system (which is very limited - not a traditional grid) is impacted by the performance of these regional facilities. Today, incidents on I-5 or ORE 21'7 send traffic cascading through Tigard, snarling local circulation that has-few options. Future solutions could focus on regional highways alone - however, this TSP takes an integrated approach to regional, city circulation and traffic operational improvements. Therefore, while the following regional improvements are-substantial - they are part of an overall package of improvements needed to balance future circulation needs. The fallowing four sections outline problems identified in the future forecasts and possible solutions for ORE 217, traffic between ORE 99W and 1-5,1-5 and ORE 99W. 1. ORE 217 is Overcapacity. Many prior adopted plans have identified the need for additional capacity on ORE 217 (RTP, Western Bypass Study, Washington County Transportation Plan, Beaverton TSP). Recent studies by ODOT" indicate additional corridor capacity can accommodate 20 year demand and that various alternatives are possible (ranging from general purpose lanes to high occupancy vehicle lanes to high occupancy toll lanes to a transitway to off-system improvements). Further analysis in the ORE 217 Corridor Study will lead to a preferred alternative for this corridor. Tigard is substantially impacted by the lack of additional capacity on ORE 217 (routes such as Scholls Ferry Road, Hall Boulevard, ORE 99W, Greenburg Road and Walnut Street all will operate over capacity without ORE 217 improvements). An improvement to ORE 217 is critical to maintaining adequate circulation capacity in Tigard. However, the improvements to ORE 217 are of regional significance and the City should work together with other agencies t6define the most appropriate corridor enhancement. For this TSP, a space holder project of widening ORE 217 by one lane each way is identified (similar to other approved plans noted above) until the Corridor Study gains consensus on the preferred ORE 217 alternative. 2. Tigard continues to serve growing cut-through traffic on ORE 99W. Future forecasts for ORE 99W show it is well over capacity in future demand. A significant share of traffic is regional in nature and cuts through Tigard. This demand (Sherwood/Yamhill County/Oregon Coast) has limited other alternative routes. Prior studies in the Washington County Transportation Plan called for a Western Bypass connecting 1-5 with ORE 99W and further to the north toward Hillsboro. This connection has been studied in the Western Bypass Corridor Study conducted by ODOT in the early 1990's. There are few alternatives to serving this regional traffic. Therefore tests were conducted of two regional options to determine their impact on Tigard streets. The first is a connection between I-5 and ORE 99W. ODOT continues to evaluate this connection. While helpful in reducing cut through traffic on ORE 99W in Tigard (a few hundred vehicles in the peak hour), its benefit to Tigard traffic operation is minimal. ORE 99W still fails with or without the I-5/ORE 99W connector. The greatest benefits of the I-5/ORE 99W connector are east-west streets in Tualatin. Even Durham Road benefits from the I-5/ORE 99W connector. While by itself the benefds are not large in Tigard, the I-S/ORE 99W contributes to mitigating ORE 99W and should be supported by Tigard as a helpful regional improvement. The northern portion of the Western Bypass was also investigated as to its benefits to Tigard circulation. In testing this connection with the regional model, there was little if any benefit of " ORE 217 Corridor Study Initial Improvement Concepts Draft, ODOT, February 2000. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-33 October 30,2001 DKS associates northerly connections north of Scholls Ferry Road, While traffic is attracted to the new route, it creates significant impact on streets such as Scholls Ferry Road (creates balanced peak flows rather than directional flows resulting in capacity failures). Additionally, routes such as ORE 99W which are in the most need of benefits from such a facility sees less than 100 vehicles per hour benefit. ORE 99W gains as much mitigation benefit from an enhanced Beef Bend/Eisner Road arterial as it does from any "Western Bypass". Therefore, this analysis finds little or no operational benefit to Tigard from a Western Bypass. 3.1-5 fails south of ORE 217 impacting Tigard streets at peak times. The modified 2015 travel forecasts show congestion on I-5 south from ORE 217 to I-205 and Wilsonville. The lack of capacity on I-5 results in diversion onto Tigard surface streets (and as with ORE 217, the limited circulation network breaks down). Without I-5 improvements, it is unlikely that the southeastern portion of Tigard will be without extensive congestion in peak periods. Unlike improvements to ORE 217 (which have been adopted in various plans) there is little regional recognition of the I-5 south corridor deficiencies and need for improvements. No amount of ramp metering or freeway management can avoid this deficiency. Based upon the modified 2015 forecasts, the addition of one lane each direction (including ramp braids between ORE 217 and Carman Drive, retaining auxiliary lanes from Carman Drive to Lake Oswego/Durham exit) is necessary to reduce impact of several hundred peak hour vehicles on Tigard surface streets. As with ORE 217, this improvement is of regional significance and Tigard should work with affected agencies in determining the most appropriate corridor improvements. There is a strong relationship between the ORE 217 needs and I- 5 needs and any corridor improvement to one corridor should consider the other. For this TSP, a space holder of additional person carrying capacity on I-5 south of ORE 217 to I-205 is identified until appropriate corridor studies can determine the preferred solution for both I-5 and ORE 217. 4. ORE 99W fails in the future without improvement. Of all the regional transportation issues in Tigard, ORE 99W is probably the closest to a "rubik's cube". Tigard depends heavily on ORE 99W as its primary arterial. There are no parallel routes to ORE 99W and its diagonal alignment and the physical features of Tigard make using ORE 99W essential for also any trip in Tigard. ORE . 99W's statewide status and linkage to Yamhill County and the Oregon Coast have similar issues - the only route servicing northeast-southwest travel. The future demand for this corridor is well beyond its five lane capacity without system-wide improvements. Ten various alternatives to improving ORE 99W were investigated, ranging from the no improvement to radical capacity improvements. Table 8- 5 summarizes the wide range of alternatives. Unfortunately, no one improvement results in desirable (better than level of service F) operation. The most significant finding was that no matter whether ORE 99W was widened southwest of Greenburg Road, the end result was failure. Added capacity on ORE 99W (tested by modeling seven lanes) resulted in significantly higher turning movements on/off ORE 99W and large through movements on ORE 99W. The end result was that not only would you have to widen to seven lanes but at nearly every intersection additional turning lanes were needed (double lefts, right turn) creating nearly a 10 lane cross section at intersection. And even after that the end result was level of service F conditions. Therefore the recommended approach combines several elements to produce a minimally acceptable operating condition. The TSP recommends: 1) widening ORE 99W to seven lanes between I-5 and Greenburg Road; 2) retaining the five lane cross section southwest of Greenburg Road; 3) extensive intersection improvements - turning lanes; 4) access management; 5) improvements to ORE 217 and I-5 noted above; 6) off-system Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-34 October 30,2001 DIGS Associates improvements such as freeway improvements and arterials such as Walnut extension; and 7) consideration of a western/I'amhill County commuter rail corridor. 'T'able g-5 ORE 99W Alternatives Evaluation a • Retain ORE 99W as 5 lanes No improvement Level of Service F operation in 20 years; extensive congestion beyond existing levels Widen to 7 lanes I-5 to Widening of ORE 99W in key Resolves many of the Tigard Triangle Greenburg segment between I-5 and ORE 217 operational problems, requires off- Retain 5 lanes west of Greenburg system improvements and access management to work at Level of Service E, si ficant business impact Widen ORE 99W to seven lanes Complete corridor'widening Attracts significant traffic from arterials Requires extensive intersection that can be made to work in future - improvement (multi-turn lane) added ORE 99W traffic is nearly unmitigatable at intersections due to heavy through traffic and conflicts with turning vehicles - results in LOS F conditions after widening, substantial business impact ]Retain 5 lane ORE 99W, use Widening of ORE 217,1-5 and a new Helps ORE 99W significantly (several other regional routes to mitigate ORE 99W to I-5 Connector hundred vph) but segment between I-5 and Greenburg (Tigard Triangle area) remains at LOS F Retain 5 lane ORE 99W, widen Other Tigard arterials widened to five Does not resolve Tigard Triangle area, Hall/McDonald/Bonita/Durham lanes to improve other arterials major residential impacts of multiple arterial widening, other arterials can get b with three lanes Build a viaduct above ORE 99W Provide ramps only at the ends and at Pulls substantial (30 to 60%) portion of from I-5 to southwest of Durham ORE 217 traffic off ORE 99W, a few local intersections still operate poorly, very ex nsive (-$300,000,000 Implement Access Management Closes driveways, limits access points Improves capacity 25-35%, substantial to 1,000 feet business impact, difficult to implement - could take 50 years to fully implement - minor capacity gain with phased or limited implementation - level of service is still a problem Build a bypass around ORE 99W New roadway near Beef Bend/Eisner Does not substantially reduce traffic on in Tigard linlang to Scholls Ferry Road and ORE 99W, LOS F remains heading further north Fronting Roadways along ORE Build entirely new fronting roadway Substantial land use impact, traffic 99W either adjacent to ORE 99W or behind benefit is marginal on the whole but fronting land uses good benefits in selected locations, LOS still F. could consider better connectivit between I-5 and ORE 217 . Commuter Rail to the west Would require large park and ride lots, May be useful in twenty years to reduce servvin Sherwood Newber could consider bus alternative ORE 99W potential demand by 400 to T/gard Transportation System Plan " DRAFT P99161 Motor Vehicles 8-35 October 30,2001 nci Associates Yarnhill County, Spirit Mountain however, congestion on ORE 99W 800 vehicles per hour - by itself not and the coast would result in slower operation .enough to mitigate problems on ORE 99W but-hel s reduce throw h traffic Connectivity/Circulation Improvements in Tigard Several alternative connections were explored throughout Tigard to address future deficiencies. While improvements were considered in many locations, there were four primary areas where future problems are significant: • Washington Square Area • Tigard Triangle Area • Western Tigard capacacity • East-West Circulation Capacity 1. Durham Road area 2. North of Durham Washington Square Area. The Washington Square Regional Center Plan has recently been completed and will be adopted by City Council. It outlines many of the transportation alternatives for this area. There are three significant improvements that have been identified for the regional center area: • Overcrossings of ORE 217. To relieve the over-capacity ORE 217 interchanges near Washington Square, two new overcrossings are identified for the next 20 years. The first is between Greenburg'and Scholls Ferry Road, linking Washington Square Road over the top of ORE 217 connecting Locust with Nimbus Avenue. This overcrossing is highly effective in reducing traffic at ORE, 217/Scholls Ferry Road (about 10,000 to 20,000 vehicles per day). The linkage to Nimbus is critical in mitigating problems at the Scholls Ferry interchange. ODOT has evaluated this overcrossing for its potential to serve drop-in ramps to any high occupancy toll lane scenario on ORE 217. The second overcrossing is an extension of the Washington Square Road near Scholls Ferry, over ORE 217 to access Cascade Avenue (potentially Nimbus Avenue also). This linkage may become necessary with the widening of ORE 217 and the close proximity of the Scholls Ferry/Cascade intersection to ORE 217. Widening of ORE 217 may require the closure of the Scholls Ferry/Cascade intersection and this new overcrossing would be a replacement to that lost access. The southern overcrossing should be viewed as the higher priority of the two overcrossings since it carries more traffic (the southerly crossing has 5,000 to 10,000 vehicles per day). • Scholls Ferry Road widened to seven lanes. Future traffic in the regional center area results in level of service F conditions without additional lanes on Scholls Ferry Road. Even with new overcrossings, Scholls Ferry fails in 20 Tigard Transportation System Plan " DRAFT P99161 Motor Vehicles 8-36 October 30,2001 DKS Associates years. Because widening Scholls Ferry Road is a complex right-of-way task, the overcrossings of ORE 217 should be implemented first before full widening of Scholls Ferry Road. The timing of ORE 217 improvements will also affect the timing of the seven lane improvement. Based upon capacity analysis for the future years, the seven lane -widening should extend to Barrows Road/Davies Road. Right of way for seven lanes should be preserved in this corridor to Murray Boulevard to address potential future Town Center and other future growth potential needs possibly within or outside the 20 year planning horizon. An alternative to be considered in this projects development would be a viaduct from ORE 217 west over the railroad tracks forming an expressway for approximately a half mile from Hall to west of Nimbus. • Greenburg Road widening. The eastern face of Washington Square will require reevaluation of access to the center. Widening of Greenburg Road to two lanes each way north of Locust past the cemetery will require extensive right-of-way acquisition. The four lanes are needed to avoid level of service F conditions on Greenburg at Locust and Hall. The segment adjacent to the cemetery could be four lanes with no access and no left turn lanes to minimize right of way taking. • Other roadway connections. Three other roadway connections were considered in the Washington Square area. Two were recommended in the Regional Center Plan. While these roadway connections have some benefit to capacity in the area, but these linkages are significant in improving circulation in the Washington Square area. The first connection is the extension of Nimbus Avenue south to Greenburg Road. This linkage attracts 9,000 to 15,000 vehicles per day (in the future with ramp metering). It is very helpful in reducing short trips on ORE 217 and minimizing impacts to streets such as 121St Avenue. Wetland and railroad constraints require further investigation as to the feasibility of this linkage. The second was a collector roadway linking Locust Street to Oak Street east of Greenburg Road. This linkage serves between 5,000 and 10,000 vehicles per day, reducing the burden of local trips on Greenburg Road. Both of these connections were recommended in the Washington Square Regional Center Plan. The third connection studied was a link from Pfaffle Street with Oak Street and Lincoln Street, paralleling ORE 217. This linkage was rejected in the Washington Square Regional Center Plan study. While helpful in relieving Hall Boulevard, the a impacts were found to be greater than the benefits in that study. The outcome of i not selecting this connector is that Hall Boulevard must have right-of--way set aside for a five lane roadway. Tigard Triangle Area. This subarea is also subject of a recently adopted plan. The basic package of street improvements needed to mitigate level of service F conditions in this area include: • ORE 99W seven lanes • Dartmouth Street five lanes • 72iQ Avenue five lanes • Atlanta Street extended from Haines Street to 72nd Avenue • Backage roads to ORE 99W (providing access to business but not directly on ORE 99W) Tigard Transportation System Plan DRAFT " P99161 Motor Vehicles 8-37 October 30,2001 DKS Associates • Reconstructed ORE 217/72nd Avenue interchange utilizing 680s Parkway for northbound ORE 217 access (closing the existing substandard northbound 72"d ramps). • A Hunziker to Hamption overcrossing of ORE 217 Other options considered in this sub area included a Dartmouth to Hunziker overcrossing of ORE 217, an extension of Atlanta Street to Dartmouth Street and five lanes on ORE 99W. The following summarizes the findings of these options: Dartmouth to Attracts less than 5,000 vehicles per day by itself; extend Walnut to link up with the Hunziker overcrossing of ORE 217 and the volume increase to 8,000 per day. Implement ORE 217 complete ramp metering in the Tigard Triangle area (on ORE 217 and I-5) and the Overcrossing volume increases to 13,000 vehicles per day. Most of the traffic benefits of the overcrossing are produced with the Hunziker to Hampton overcrossing and the Dartmouth to Hunziker overcrossing has limited additional benefit. Unfortunately, ORE 99W still requires mitigation with or without overcrossing; access to ORE 217 would not be' allowed by ODOT due to substandard spacing resulting in unsafe operation at large expense. One option where this overcrossing may be desirable in the future would be where ramp metering is fully operational and improvements to ORE 217 include a High Occupancy Toll (HOT) or High Occupancy Vehicle (HOV) lane alternative where direct connections to ORE 99W are desired. The Dartmouth to Hunziker overcrossing could provide access to the Tigard Triangle and ORE 99W area via drop in ramps. Therefore, a potential alignment should be preserved for future consideration (where the alignment would go through parking lots). However, the overcrossin is not art of the street improvement plan in the TSP. Atlanta While the Atlanta extension to 72 is 10,000 to 15,000 vehicles per day the segment Extension to to the south connecting to Dartmouth is well below that levsl. Recent development Dartmouth has blocked an optimal alignment. Backage roads will be more effective in this setting. The TSP includes the Atlanta extension to 72°d and backage roads with redevelopment. Five lane Level of service F conditions result in Tigard Triangle without 7 lanes. This option ORE 99W would limit the potential of the Tigard Triangle to serve the projected land use in the future. There were no subarea alternatives that precluded the need for 7 lanes between I-5 and 217. Western Tigard Capacity. Future growth in western Tigard results in the need for improved north- south and east-west capacity. Today most of the western Tigard land is vacant or under utilized. While Beef Bend Road serves this area adequately today, future land use growth will generate demand for over 10,000 vehicles per day. For Beef Bend to operate satisfactory in the future with two to three lanes, access must be limited to maximize the operating capacity of the only north/south and a east/west linkage in the western end of Tigard. With 1,000 foot spacing the capacity of Beef Bend s' Road can be preserved at 1,200 to 1,500 vehicles per hour per lane. With current access spacing the capacity of Beef Bend Road would drop to 700 to 900 vehicles per hour per lane. Because of its rural stature today and under developed frontage, there is potential to avoid similar mistakes made on other arterial routes (such as ORE 99W or Greenburg Road) where frequent driveways rob the potential capacity of the roadway. Access from local streets not Beef Bend, consolidation of driveways and the use of medians should all be implemented on Beef Bend. Without this treatment, Bull Mountain Tigard Transportation System Plan "DRAFT " P99161 Motor Vehicles 8-38 October 30,2001 DKS Associates Road will carry the additional load and the lost capacity from frequ--nt driveways will virtually require another new roadway to service the same traffic. Similar consideration should be given to 150"' Avenue. Spacing of access points every 600 feet should be considered on 150"'. East-west Circulation Capacity. Future demand for east-west travel on Tigard's east side will result in level of service l~ conditions. Two options were evaluated to address this future deficiency. First widening Bonita and McDonald to five lanes was considered. Because Bonita does not connect to the I-5 freeway ramps (Carman does), there is limited benefit achieve by five laning the McDonald- Bonita corridor. Both Carman and Durham remain at LOS F. A second option was considered by widening Carman Drive at I-5 to five lanes and connecting it directly to Durham Road. This option eliminates the level of service F conditions and provided safer operation for the majority of vehicular traffic. The heavy traffic on Durham Road is prevalent from Carman Drive to Hall Boulevard. Traffic on Durham drops sharply west of Hall and can be handled by a three lane cross section. Right-of-way in the Durham corridor should be preserved for a five lane roadway, even though this TSP calls for three lanes west of flail Boulevard. The impacts of the Carman to Durham option are less than the Bonita/McDonald option for the following reasons: 1) level of service is adequate with Carman/Durham and not with Bonita/McDonald resulting in unsafe operating conditions; 2) Carnran/Durham accesses I-5; 3) even with three lanes Durham is carrying high traffic volume east of Hall (15,000 to 20,000 vehicle per day). The impacts of street improvements to Carman/Durham can be minimized through design (medians, landscaping). Other alternatives to serve future east-west demand are precluded due to the railroad , wetlands, river and being too far north or south to serve the projected demand. Traffic Operational Improvements A series of intersection improvements were identified which primarily add turning movement capacity. These roadway improvements typically consist of left and right turn lanes and/or traffic signals. Nine of the study intersections require significant improvements. Most of these intersection improvements are complementary to the regional improvements and connectivity enhancement noted above. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-39 October 30,2001 IIMII immommmems r VG DpSg sociates TransPOr~~t0 1 S RU Systems 9 I U- 99 -en. A ~ U11e1d18n9e t~IpyertlCflt $ • ' • ~ pro~edtist 217 ~t otTigardClP p sr ,proposedOtiStteetPalt~ ~ G a O 210'0 } s t R < SA7TLER Si 1 su 1 ROM aTP D C1P Pl.ANNSD DKS Associates Table 8-6 Proposed 20 Year Metro and Planned CIP Projects Ta~1e a-s P,txQJet Proj~t Name tacjgty)f PPoje~E !_ocatiofi Project descron Estimated P1o Project :cost Tr~~sportatr~n P ri, dugusY200 qg octal 0 1 Beaverton-Wilsonville Wilsonville to Beaverton Constructs peak-hour service $75,000,000 Commuter Rail on with 30-minute frequency 2 Highway 217 Ramp Greenburg Road and Widen Greenburg off-ramps; $ 12,000,000 Improvements - Highway 217 install ramp meter to Highway Greenbur 217 3 Highway 217 Washington Square Area Cascade Plaza to $25,000,000 Overcrossings & Washington Square OC $15,000,000 Connections Locust to Nimbus OC Nimbus to Greenburg $15,000,000 connector 4 Hall Boulevard Scholls to Locust Widen to 5 lanes with $ 4,700,000 Improvements boulevard design 5 Greenburg Road WashingtonSquare Road to Widen to 5 lanes with $ 2,500,000 Improvements Shady Lane boulevard design; NB Highway 217 off-ramp improve ent 6 Greenburg Road Hall Boulevard to Widen to five lanes with $ 2,500,000 Improvements, North Washington Square Road bikeways and sidewalks 7 Greenburg Road Shady Lane to N. Dakota Widen to five lanes with $ 2,000,000 Improvements, South bikeways and sidewalks 8 Taylors Ferry Road Washington Drive to Oleson Three lane extension with $ 1,900,000 Extension Road bikewa and sidewalks 9 Oak Street Hall Boulevard to 80th Signal improvement, bikeway $ 800,000 Improvements Avenue and sidewalks 10 Powerline Trail Corridor Farmington Road to Lower Plan, design and construct n/a Tualatin Greenwa multi-use path 11 Scholls Ferry Road Highway 217 to 125th Widen to seven lanes with $ 15,760,000 Improvements Avenue access management 12 Hall Boulevard Locust to Durham Road Improve Hall Boulevard to 5 $ 4,700,000 Improvements lanes 13 Greenburg Road Tiedeman Road to 99W Widen to 5 lanes $ 4,800,000 - Improvements 14 Highway 217 Hunzike► Street to 72nd at Construct new two-lane $ 4,000,000 Overcrossin - Ti and Hampton crossing of Highway 217 15 Walnut Street at 121st Avenue Install traffic signal at 121st $ 1,750,000 Improvements, Phase 1 Avenue 16 Walnut Street Gaarde Street to 121st Widen to three lanes with $ 5,720,000 Improvements, Phase 3 Avenue bikewa and sidewalks 17 Gaarde Street 110th Avenue to Walnut Widen to three lanes with $ 4,000,000 Improvements Street bikeways and sidewalks 18 Bonita Road Hall Boulevard to Bangy Widen to four lanes $ 8,000,000 ,Improvements Road 19 Durham Road Upper Boones Ferry Road to Widen to five lanes $ 3,500,000 Improvements Hall Boulevard Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-41 October 30,2001 D/Ks Associates ~'ap0e 8-6 Project Project Name (f=acility) Project Location Project' Description Estimalted No Project;Cost.r 20 Durham Road Hall Boulevard to 99W Widen to two lanes $ 5,000,000 Improvements westbound, 1 lane eastbound, turn lane, bikeways and sidewalks 21 99W Improvements 1-5 to Highway 217 Widen to seven lanes $ 25,000,000 22 72nd Avenue 99W to Hunziker Road Widen to five lanes $ 3,000,000 Improvements 23 72nd Avenue Hunziker Road to Bonita Widen to five lanes $ 5,000,000 Improvements Road 24 72nd Avenue Bonita Road to Durham Widen to five lanes with $ 5,000,000 Improvements Road bikeways and sidewalks 25 Upper Boones Ferry 1-5 to Durham Road Widen to five lanes $ 3,000,000 Road 26 Dartmouth Street Dartmouth Road to Hunziker Three lane extension; new $ 28,000,000 Extension Road Hi hwa 217 overcrossin 27 Dartmouth Street 72nd Avenue to 68th Widen to four lanes with turn $ 500,000 Improvements Avenue lanes 28 1-5/ORE 217 I-5/ORE 217 Interchange Interchange Modernization $ 54,000,000 Improvements Phases 2 & 3 29 Highway 217172nd Highway 217 and 72nd Complete interchange $ 15,00000 Avenue Interchange Avenue reconstruction with additional ,Improvements ramps and overcrossin s 30 Scholls Ferry Road At Hall Boulevard Add SB right turn lane from $ 500,000 Intersection SB Hall Boulevard Improvement 31 Highway 99W Bikeway Hall Boulevard to Greenburg Retrofit for bike lanes $ 500,000 Road 32 Highway 99W/Hall 99W/Hall Boulevard Add turn signals and modify $ 3,700,000 Boulevard Intersection signal Improvements 33 Hall Boulevard Extension from Durham to Extend Hall Boulevard to $ 25,000,000 Extension Tualatin Road connect across the Tualatin River 34 Beef Bend Road King Arthur to 1315 Widen to three lanes $5,000,000 35 Beef Bend/Eisner ORE 99W to Scholls Ferry Widen to three lanes $24,000,000 Subtotal RTP Group $410,830,000 WEI cl A Grant Avenue Park Street to School Street Provide a pedestrian path $ 47,000 Pedestrian to Charles F. Tigard along Grant Avenue Improvements Elementary School connecting the existing walkway to Charles F. Tigard Elementary School Tigard Transportation System Plan " DRAFT P99161 Motor Vehicles 8-42 October 30,2001 DKS Associates S -a ect Project Naitie (Fa~itit}~D Project Ldcatior8 Project )escriptlon Estimated Project Cast; B Bonita Road Railroad Tracks to Fanno Underground utilities, $ 386,000 Improvements Creek reconstruction of railroad com leted ' crossings, street widening C WalnutMedeman Walnut Street/Tiedeman Intersection realignment and $1,300,000 Realignment Avenue signalization (completed) D Lincoln Street Between Greenburg Road Construct half-street $ 190,000 Improvements and Commercial Street improvements, including sidewalks, curbs and streetlights E 69th Avenue LID Between Hampton Street Construct 69th Avenue to $1,600,000 and Dartmouth Street, also ultimate section in includes Beveland Street compliance with Tigard from 68th Avenue to 70th Triangle Design Standards Avenue F Mapleleafl71st Avenue from 72nd Avenue to Oak Widens existing pavement on $ 650,000 Street 71st Avenue and Mapleleaf Street to the standard width of a local street G Gaarde Street (wail Hollow to Walnut Construct street to ultimate $ 50,000 Extension (completed) section (Cost is for design & ROW only) Subtotal CI CIP Group $4,223,000 Total $ 415,053,000 Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-43 October 30,2001 D KS Associates Recommended Improvements The improvements needed to mitigate modified 2015 future conditions combine both those identified in prior plans (Figure 8-18 and Table 8-6) and those determined as the outcome of the TSP transportation analysis. The improvements shown in Figure 8-18 are part of the updated RTP listing for the Tigard area which is in process of approval (planned summer 2000). Also shown on Table 8-6 is a listing of the City of Tigard Capital Improvement Program projects through 2002. Of all the improvements identified in the TSP analysis, only three projects were not included in the TSP improvements. Each of these three improvements may be necessary within or after the 20 year time frame of the TSP. The forecasts for the TSP did not indicate they were necessary with the modified 2015 forecast. Right-of-way should be preserved for each of these projects for future consideration. • Bonita Road widening to four lanes from Hall to Bangy (preserve right-0f--way) • Durham Road widening west of Hall Boulevard (preserve right-of-way) • Dartmouth to Hunziker overcrossing of ORE 217 (retain an alignment for future ORE 217 HOT/HOV options) Of all the TSP recommended improvements most projects have been discussed for several years. There is one significant project (the extension of Walnut) that is different than prior plans. Circulation and capacity deficiencies along ORE 99W and Tigard Triangle required more than spot intersection improvements or roadway widening to mitigate future growth impacts. The ability to circulate in Tigard from northwest to east is severely limited except for ORE 99W. There are few options to accommodate additional circulation. One option was to realign Greenburg Road to Johnson Street. Another was to extend Walnut Street west of ORE 99W. The Greenberg Road realignment did little to improve capacity. The Walnut extension helped resolve problems in the ORE 99W area near Hall/Greenburg and in the Tigard Triangle area on ORE 99W. The specific alignment of this improvement would need to be detailed in project development. However, three alignments were initially investigated. Fast an alignment from ORE 99W/Walnut northeasterly over Fanno Creek to the Ash Street right-of-way running north to intersect with Scoffins/Hunziker. This allowed traffic to proceed on Hunziker east to Tigard Triangle over the recommended overcrossing to 72m/Hampton. It would also serve as direct access to the proposed commuter rail station area. Other alignment options that should be explored would be connecting to Burnham/Hall and continuing northward to Hunziker to a likely location for the conceptual overcrossing of ORE 217 from Dartmouth (not part of this TSP - more than 20 years in the future). A third alignment would utilize City Hall right-of-way and align similar to the second option with Hunziker. More detailed study of the alignment will be part of the future project development. A key issue in determining need was the level of service calculation. The 1997 Highway Capacity Methodology for the peak hour was utilized. ODOT and Metro have recently adopted two hour level of service. To approximate this measure, the volume-to-capacity ratios in Table 8-4 can be multiplied by a ratio of the average of the two hour volume divided by the peak hour volume. This ratio ranges from 0.93 to 0.97 at intersections in Tigard in 1999. Very few improvements would change under this assessment of capacity. Nearly all the improvements needed in the peak hour would also be necessary in the two hour. Tigard Transportation System Plan " DRA" P99161 Motor Vehicles 8 - 44 October 30,2001 11 11111 1 DKS Associates The recommended TSP motor vehicle improvements are summarized in Table 8-7 and Figure 8-19. Several spot improvements were also identified at various intersection in Tigard and they are summarized in Figure 8-20 and Table 8-8. Prioritization should occur in coordination with the CIP Figure 8-18 Street Improvement Plan process. All improvements on arterials and collectors shall include sidewalks, bike lanes and transit facilities. These improvement lists should be used as a starting point for inclusion in regional funding programs for streets. Table 8-7 Future Street Improvements All Pro'ects include sidewalks, bic cle lanes and transit accommodations as r uired) I-5 Widen to 4 plus auxiliary lanes (each direction) between ORE Not Funded 217 and I-205/Wilsonville Not in any plan Widen to 4 lanes (each direction) south to Wilsonville ORE 217 Widen to 3 lanes plus auxiliary lanes (each direction) between Not Funded US 26 and 72°d Avenue In RTP (as widening or HOV or HOT) New ORE 217/1-5 interchange between 72od Avenue and Phase I Funded Ban Road Phase H in RTP ORE 99W Widen to 7 lanes (total-both directions) between I-5 and In RTP Greenbur Road I-5 to ORE 99W Connector Connector linking I-5 and ORE 99W (model assumed In RTP connector would be located north of Sherwood-specific location to be determined b further stud Overcrossings over ORE 217 5 lane overcrossings linking Washington Square and Cascade Not Funded Avenue-one north of Scholls Ferry Road, one south of (identified in Scholls Ferry Road to Nimbus. The Washington Square Washington Square Regional Center study also identifies linking Nimbus to Regional Center Greenbur . Stud & RTP) Overcrossing of I-5 Widen Carman Drive interchange overcrossing to six lanes Not Funded from four (two through lanes each way, side by side left turn In no Plans lanes). Scholls Ferry Road Widen to 7 lanes (total-both directions) between ORE 217 Not Funded and Barrows Road (East). Preserve right-of-way for seven (widening to 125d' lanes to Murray Boulevard for future corridor needs. identified in Wa.Co, Beaverton TSP & RTP) Greenburg Road Widen to 4 lanes adjacent to cemetary Not funded In Wa.Co. Plan Walnut Boulevard Widen to 3 lanes (total-both directions) between 135 (or In RTP where Gaarde connects) to ORE 99W MSTIP for parts Extend Walnut east of ORE 99W to meet Hall Boulevard and Not Funded Hunziker Street (3 lanes-total, both directions) In no plans Gaarde Street Widen to 3 lanes west of 121st to ORE 99W In RTP Use access control and 2 lanes in sensitive areas Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-45 October 30,2001 DEWS Associates rDurham Boulevard "7es south to T ualatin (3lanes-total, both directions) In RTP Road to 5 lanetotal, both directions) between Hall vard and Upper Boones Ferry Road. In RTP e ri ht of-ofto the w est for 5 lanes Durham Road/Upper Booties Realign intersection so that Durham Road continues on Not Funded Ferry Road intersection continous route to I-5/Carmen interchange-Upper Booties In no plans Ferry Road would "tee" into Durham Road/Upper Booties Ferry Road intersection 72 Avenue Widen to 5 lanes (total, both directions) between ORE 99W In RTP (could be and south city limit at Upper Booties Ferry Road/Carman partially funded by DrivelDurham Road development in Tigard Triangle-ie. LID) Hunziker/Hampton Realign Hunziker Road to meet Hampton Road at 72 In RTP Avenue-requires overcrossing over ORE 217-removes existing 72od Avenue/Hunziker intersection Atlanta Street Extend Atlanta Street west to meet 72 Avenue To be funded with development in Tigard Triangle (i.e. LID Dartmouth Street Widen to five lanes from ORE 99W to I-5 In RTP, To be funded by fronting improvements 68 Avenue Widen to 3-lanes between Dartmouth/I-5 Ramps and ORE 217 Not Funded (could be partially funded Extend 68`s Avenue south to meet ORE 217 providing right- by development in in/right-out only access to 68th Avenue from ORE 217, Tigard Triangle-ie. replacing the NB ramps to 72°d at ORE 217 LID) Scoffins/Hunziker/Hall Realign Scoffins to meet Hunziker at Hall Not Funded intersection Hall Boulevard Widen to 5 lanes between Washington Green and ORE 99W In RTP Beef Bend Road Access Control should be implemented to preserve capacity Not Funded with 2 lanes (with intersection turn lanes). Minimum 1,000 Implemented with foot spacing should be used between any driveway(s) and/or adjacent public street(s) development Widen from King Aruther to 131'to 3-lanes In RTP MSTIP Widen Beef Bend/Eisner Road to 3-lanes from ORE 99W to In RTP Scholls Ferry Road MST1P * - Refers to inclusion in prior plans such as Regional Transportation Plan (RTP), Major Streets Transportation Improvement Program (MSTIP), Washington County Transportation Plan, Beaverton TSP or other subarea plan. The RTP anticipates funding for projects within the plan in a 20 year horizon. Tigard Transportation System Plan " DRAFT P99161 Motor Vehicles 8-46 October 30,2001 DKSAssociates Wldouto3Ismbetween US 28 d72ndAv. ® CITY OF TIGARD NA 7 TAVIORS Transportation Systems Plan 7 a 5 Legend 'so Z ~ O • tkrrtrDer a1 Cartes > Q • Freevray VYd-v o 217 ®®'Y proposed Roadrt'ay • 3 Oft • Pt pored Ovetaos** 210 P G •O f< • kiten1181ge e0merrred 5 ®•AMM cads 5 5 ®Addd person Capacdy s 3 3 e . Preserve Right.&Way for 7 Lanes t: . WftAIPwt Sb*Aroa • 3 3 99W •i 3 5 3 LO ST ~r N BULL ARM 5 fw Ph f . Figure B-19 r s STREET IS to ORE 99W Connector Widen to4plusmm'Siary IMPROVEMENT PLAN lanes belvreen ORE 217 4 d MS. Widden to 4lenes South to VYlaonvdle. ~ I III ..~r""~ C ®p- ARD Transpo ttnn plan a s S DI(S Associate tss- S S @.SP ~I t 217 Note t$!:" ~ Q ~ e a 210 a 5 1 ~G gP~~ ~ ~ rJ 1 S ~ ~ ESpEAC~ON 6 OVPe~®~S 4 DKS Associates Table 8.8 Cit of Tigard Future intersection Improvements Table 8-8: Future Intersection Im rovements I Davies/Scholls Ferry Road 7Road.- Traffic signal Northbound right turn lane Reali n to meet Barrows Road, close Barrow to local traffic 2 North Dakota/125 /Scholls FerSouthbound right turn lane • Retain westbound right turn lane when 3rd lane added on Scholls Ferry Road • Change from protected left turn phasing to permitted phasing north/south 3 Nimbus/Scholls Ferry Road • Retain eastbound right turn lane when Td lane added on Scholls Ferry Road • Retain westbound right turn lane when 3'd lane added on Scholls Ferry Road • Southbound right turn lane • Reconfigure northbound and southbound lanes to create exclusive left turn lanes • Change from split phasing to protected left turn phasing north/south 4 121"/Walnut Traffic signal • Northbound left turn lane • Southbound left turn lane • Eastbound left turn lane • Westbound left turn lane 5 121"/North Dakota • Traffic si -nal 6 Greenburg/Oleson/liall • 2od northbound left turn lane • Extend signal cycle length • Assumes Hall widened to 5 lanes 7 Greenburg/Washington Square Road • Southbound right turn lane • Overlap eastbound right turn • Extend signal cycle length 8 Main/Greenburg/ORE 99W • Southbound left turn lane • Retain westbound right turn lane when ORE 99W widened to 7 lanes 9 Greenburg/Tiedeman • Extend signal cycle length • Improved geometry/alignment 10 Hall/Oak Extend signal cycle length • Assumes Hall widened to 5 lanes I 1 Hall/ORE 99W Southbound right turn lane • Northbound left turn lane • Westbound right turn overlap • Retain westbound right turn lane when ORE 99W widened to 7 lanes 12 ORE 217 NB Ram s/ORE 99W • Retain eastbound right turn lane when ORE 99W widened to Tigard Transportatl~an System Plan DRAFT P99161 Motor Vehicles 8-49 October 30,2001 DS Associates Table 8-8: Future Intersection Im rovements o- . • 7 lanes • Retain westbound right turn lane when ORE 99W widened 7- to 7 lanes • 2id northbound left turn lane 13 ORE 217 SB Ramps/ORE 99W • 2"d southbound right turn lane • Retain eastbound right turn lane when ORE 99W widened to 7 lanes 14 Dartmouth/ORE 99W • Retain eastbound right turn lane when ORE 99W widened to 7 lanes 15 72 /ORE WW • Southbound right turn lane • Northbound right turn overlap • Change to protected left turn phasing north/south Retain eastbound right turn lane when ORE 99W widened to 7 lanes 16 68 /ORE 99W • 2°d westbound left turn lane • Northbound left turn lane • Southbound left turn lane • Change to protected left turn phasing norddsouth 17 72 /Dartmouth • Traffic signal • Assumes 72v1 Avenue and Dartmouth widened to 5 lanes 18 68 /Atlanta/Haines • Traffic signal 19 ORE 217 SB Ram sri2 • Assumes 72a1 Avenue widened to 5 lanes 20 T- Bonita • Assumes 72°d Avenue widened to 5 lanes 21 72 /Cannen • 2°d northbound right turn lane 22 72 /Upper Boones Ferry Road • Assumes Durham/Upper Boones Ferryrl2od widened to 5 lanes 23 Hall/Sattler/Ross • Traffic signal • Northbound left turn lane • Southbound left turn lane 24 Hall/Durham • 2°d southbound left turn lane • Widen west of intersection to introduce 5-lane section on Durham include existing westbound right turn lane) 25 ORE 99W/McDonald/Gaarde • Westbound right turn lane • 2"d Northbound left turn lane 26 ORE 99W/Beef Bend • Southbound right turn lane (on ORE 99W) • Adjust c cle length 27 Tiedeman/Walnut • Completed • Southbound left turn lane • Eastbound left turn lane • Westbound left turn lane • 2°d westbound right turn lane 28 Murra /Scholis Fen Road Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-50 October 30,2001 DKS Associates Table 8-8: Future Intersection Improvements o p- s o • • Add additional southbound lane to achieve 2 southbound left turn lanes and two southbound through lanes Extend signal cycle length • Changes to protected left turn phasing north/south and east/west 29 Beef Bend/Scholls Ferry Road ® Eastbound right turn lane C Northbound left turn lane • Eastbound right turn overlap • Change to protected phasing east/west • Change to split phasing north/south 30 Walnut/ORE 99W • Retain westbound right turn lane when ORE 99W is widened to 7 lanes • Change to protected left turn phasing on Walnut 31 72 /Hampton/Hunziker • Southbound right turn lane OR eastbound right turn lane • Change to protected left turn phasing all directions 32 Durham/'Upper Boones Ferry Road a Reconfigure intersection to make through route between Durham and I-5/Carmen interchange 33 Gaarde/Walnut Traffic signal • Eastbound right turn lane 34 68 /Dartmouth • Traffic signal 35 Carman/I-5 southbound a Eastbound right turn lane 36 Carmar✓1-5 northbound a 2' westbound through lane • 2°d northbound left turn lane • Eastbound separate throw and left turn 2 lanes Intersection Safety Enhancements Evaluate improvements to reduce collisions at high SPIS intersections (refer to 1997-99 intersection list in Chapter 3) I Pedestrian Crossing Evaluation/Signals Study and determine appropriate locations for Pedestrian Crossing Signals Traffic Signal Guidelines Traffic signal warrant analyses were performed for all unsignalized study intersections operating at LOS E or worse under future base (2015) conditions (Table 8-9). Traffic signal warrants were based on the Manual on Uniform Traffic Control Device's (MUI'CD) Warrant 11 (Peak Hour Volume)." To guide future implementation of traffic signals to locations which have the maximum public benefit by serving arterial/collectodneighborhood routes, a framework master plan of traffic signal locations was developed (Figure 8-21). The intent of this plan is to outline potential locations where future traffic Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration, 1988 Edition. T/gard Transportation System Plan "DRAFT " P99161 Motor Vehicles 8-51 October 30,2001 R ~<3J.sJJS"'1 1 ~ 1 ®e'Mp SAD 'trans plan Systems s fates K S > m ~~yalFu~t~~S~ ¢ tot 217 ~~~,~ZSP o1s• eG RG~ o 4 y Q 210 . ~ 5 SUM ~ w i~~ 'SRC SIG PLO t r'`~►i.. unS Associates signals would be placed to avoid conflicts with other development site oriented signal placement. To maintain the best opportunity for efficient traffic signal coordination on arterials, spacing of up to 1,000 feet should be considered. No traffic signal should be installed unless it meets Manual of Unirm Tra,B`ic Control Devices warrants. Three key traffic signal issues are outlined in this TSP as part of the transportation policy of Tigard: e Establishing a traffic signal spacing standard of 1,000 feet and a traffic signal master plan to guide future traffic signal placements. When this standard is not met, additional evaluation should be prepared to assure signal progression can be efficiently maintained; a Traffic signals disrupt traffic flow. Their placement is important for neighborhood access, pedestrian access and traffic control. To not utilize the limited placements of traffic signals to serve private land holdings will limit the potential for use that will generally benefit the public, neighborhoods and pedestrian access. Limiting placement of traffic signals to locations that are public streets would minimize or eliminate the potential for traffic signals solely serving private access. • ODOT signal design and signal phasing guidelines should be followed for all traffic signal installations. ')Cable 8-9 Traffic Signal Warrants MUTCD Peak Hour Volume Warrant Intersection Warrant Met? 72 /Dautrnouth Yes 68 /Dartmouth Yes Gaarde/121" Yes Gaarde/Walaut Yes Walnuttl21# Yes Walnut/Tiedeman 'ices Sattler/Hall Yes Bonita/79th Yes Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-53 October 30,2001 ®K Associates SAFETY Needs Accident data was obtained for the City of Tigard from Washington County. Chapter 3 provides detailed data regarding motor vehicle accidents in Tigard. Several strategies are suggested for improving safety in the City of Tigard. These strategies aimed at providing the City with priorities that meet the goals and policies of the City. • Work with other agencies such as Washington County and ODOT to help prioritize and fund safety programs - coordinated approach • Develop a citywide safety priority system which identifies high accident locations, ranks the locations and identifies safety mitigation measures • Address safety issues on an as needed basis Suggested Improvements Most of these high accident locations are included in future street improvements listed in Tables 8-6 and 8-7. The only two intersection not being improved are the two on Locust Street (at 72nd and 80d). Accident numbers over three years at these all-way stop sign controlled intersections are very low (34 in 3 years). Beyond maintenance, signing and lighting there is little else necessary at these two locations. In the short term, specific action plans should be prepared to address whether beneficial improvements at these locations can be made without affecting future plans. A future issue with regard to safety involves the decision to go to three lanes from two lanes or five lanes from four lanes. National research has clearly demonstrated the benefits of providing a turning lane when daily traffic volumes exceed 15,000 vehicles per day20. While widening the street can commonly be viewed as pedestrian unfriendly, the potential impact of not having a turning lane is that accident rates will increase substantially (11 to 35 percent) on two lane roads compared to three lane roads. One safety action that can have an immediate impact is to condition all land use development projects that require access on city streets to maintain adequate sight distance. This should address all fixed or temporary objects (plants, poles, buildings, signs, etc.) that potentially obstruct sight distance. Any property owner, business, agency or utility that places or maintains fixed or temporary objects in the sight distance of vehicles, bicycles or pedestrians should be required to demonstrate that adequate sight distance is provided (per American Association of State lEghway and Transportation Officials)?' Finally, the City should coordinate with Washington County and ODOT to develop real-time accident reporting statistics that allow the city to prioritize current collision issues, not four to seven year old data. Current vendors exist that provide accident report software (Washington County uses Intersection Magic). Tigard, as one of several cities with this need, should work cooperatively with peer jurisdictions to implement software that prioritizes collision locations, produces detailed accident diagrams to allow for assessment and is real time (no more than 3 to 6 months old data with five years of historical data). Multilane Design Alternatives for Improving Suburban Highways, TRB NCHRP Report No. 282, March 1986. "A Policy on Geometric Design of Highways and Streets", Green Book American Association of State Highway and Transportation Officials, 1994. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-54 October 30,2001 DEC Associates ACCESS MANAGEMENT Access Management is a broad set of techniques that balance the need to provide efficient, safe and timely travel with the ability to allow access to the individual destination. Both Washington County and ODOT have clear and concise access management policies and the supporting documentation to ensure that the highway system is managed as wisely as possible for the traveling public. Proper implementation of Access Management techniques should guarantee reduced congestion, reduced ac/cident rates, less need for highway widening, conservation of energy, and reduced air pollution. Access management is control or limiting of access on arterial and collector facilities to preserve their functional capacity. Numerous driveways erode the capacity of arterial and collector roadways. Preservation of capacity is particularly important on higher volume roadways for maintaining traffic flow and mobility. Where as local and neighborhood streets function to provide access, collector and arterial streets serve greater traffic volume. Numerous driveways or street intersections increase the number of conflicts and potential for accidents and decrease mobility and traffic flow. Tigard, as with every city, needs a balance of streets that provide access with streets that serve mobility. Several access management strategies were identified to improve access and mobility in Tigard: • Provide left turn lanes where warranted for access onto cross streets • Work with land use development applications to consolidate driveways where feasible • Meet Washington County/ODOT access requirements on arterials • Establish City access standards for new developments on collectors and arterials • Develop city access requirements that are consistent with Metro Title 6 access guidelines The following recommendations are made for access management: • Incorporate a policy statement regarding prohibition of new single family residential access on arterials and collectors. - A design exception process should be outlined that requires mitigation of safety and NTM impacts. This addresses a problem in Tigard where property owners consume substantial staff time on issues of residential fronting impacts after they have chosen to build adjacent to an arterial. • Use Washington County and ODOT standards for access on arterials and collectors under their jurisdiction (see tables showing Washington County and ODOT standards in Appendix). • Specific access management plans be developed for arterial streets in Tigard to maximize the capacity of the existing facilities and protect their functional integrity. New development and roadway projects should meet the following requirements: Arterial: Maximum spacing of roadways and driveways = 1,000 feet Minimum spacing of roadways and driveways = 600 feet Collector: Maximum Spacing of roadways and driveways = 400 feet Minimum Spacing of roadways and driveways = 200 feet All Roads: Require an access report stating that the driveway/roadway is safe as designed meeting adequate stacking, sight distance and deceleration requirements as set by ODOT, Washington County and AASH TO. Tigard Transportatian System Plan " DRAFT " P99161 Motor Vehicles 8-55 October 30,2001 lml~ WJ DKS Associates Access management is not easy to implement and requires long institutional memory of the impacts of short access spacing - increased collisions, reduced capacity, poor sight distance and greater pedestrian exposure to vehicle conflicts. The most common opposition response to access control is that "there are driveways all over the place at closer spacing than mine -just look out there". These statements are commonly made without historical reference. Many of the pre-existing driveways that do not meet access spacing requirements were put in when traffic volumes were substantially lower and no access spacing criteria were mandated. With higher and higher traffic volume in the future, the need for access control on all arterial roadways is critical - the outcome of not managing access properly is additional wider roadways which have much greater impact than access control. Staff will have to come back at a later to date to propose revisions to the development code to reflect the standards being developed in the TSP and Comprehensive Plan. At that time, additional attention can be given to the specific standards and whether exceptions are appropriate to be written into the code or if variances are the action needed. The ODOT Highway Plan spacing standards will apply to ORE 99W (530 - 740 feet), Hall Boulevard (400 - 475 feet) and streets/driveways within 1,320 feet of ORE 217 or 1-5 interchanges. For Washington County roads access spacing standards would be 1,000 feet for major arterials, 600 feet for minor arterials and 150 feet for major collectors. The spacing standards outlined in the TSP would apply for City streets 1,000 feet maximum/600 feet minimum for arterials and 400 feet maximum/200 feet minimum for collectors. The maximum and minimum standards balance safety needs and connectivity needs. Additionally, three other standards are recommended. First, a restriction of direct access of new single family units on arterials and collectors (this would include an exception process that addresses safety and neighborhood traffic management needs). Second, an access report with new land development that requires applicants to verify design of their driveways and streets are safe meeting adequate stacking needs, sight distance and deceleration standards as set by ODOT, Washington County, the City and AASHTO (utilizing future traffic volumes from this TSP as a future base for evaluation). Third, driveways should not be place in the influence area of intersections. The influence area is that area where queues of traffic commonly form on the approach to an intersection (typically between 150 to 300 feet). In a case where a project has less than 150 feet of frontage, the site would need to explore potential shared access, or if that were not practical, place driveways as far from the intersection as the frontage would allow (permitting for 5 feet from the property line). MAINTENANCE Preservation, maintenance and operation are essential to protect the City investme:it in transportation facilities. The majority of current gas tax revenues are used to maintain the transportation system With an increasing road inventory and the need for greater maintenance of older facilities, protecting and expanding funds for maintenance is critical. A Pavement Management Program is a systematic method of organizing and analyzing information about pavement conditions to develop the most cost effective maintenance treatments and strategies. As a management tool, it aids the decision-making process by determining the magnitude of the problem, the optimum way to spend funds for the greatest return on the dollar, and the consequences of not spending money wisely. Tigard maintains an annual program of pavement management and monitors Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-56 October 30,2001 DKS Associates conditions in setting priorities for overlays, slurry seals and joint sealing. With over 130 miles of roadway, maintenance is one of the largest transportation expenditures, requiring almost $1,500,000 per year (to put this budget in perspective, this relates to about $2 per foot of road). A pavement management program can be a major factor in improving performance in an environment of limited revenues. A pavement management program is not and should not be considered the answer to every maintenance question. -It is a tool that enables the public works professional to determine the most cost-effective maintenance program The concept behind a pavement management system is to identify the optimal rehabilitation time and to pinpoint the type of repair which makes the most sense. With a pavement management program, professional judgment is enhanced, not replaced. A critical concept is that pavements deteriorate 40 percent in quality in the fast 75 percent of their life. However, there is a rapid acceleration of this deterioration later, so that in the next 12 percent of life, there is another 40 percent drop in quality. A pavement management system can identify when pavements will begin to deteriorate before rapid deterioration starts to focus preventative maintenance efforts cost effectively. These solutions are generally one-fifth to one-tenth the cost required after a pavement is 80 percent deteriorated. Figure 8-22 illustrates the pavement life cycle. A visual inspection of Tigard's surface street system was prepared by a consultant for the City of Tigard in 1998/99. This inspection produced a "report card" of the street pavement status for each roadway in Tigard. Figure 8-23 summarizes the pavement condition identified on City streets in the last pavement management inspection. The next pavement inspection will be conducted in 2001. Based upon the last inspection, a determination was made that Tigard has approximately a $3,000,000 back log of needed maintenance that cannot be addressed by annual on-going maintenance programs. Tigard has recently taken on the maintenance and operation of several county roads over the past several years. The on-going maintenance budget has increased as Tigard receives more of the statewide motor vehicle fee allocation for roadway preservation and operation. Table 8-10 summarizes the roadway maintenance funding history for the last five fiscal years. 'liable 8-10 City of Tigard Street Maintenance Budget Summar m FY 96-97 FY 97-98 FY 98-99 FY 99-00 FY 00-01 Requirements actual actual budgeted budgeted budgeted Description Street Maintenance Overlays/Slurry Seal $300,000 $300,000 $300,000 $300,000 $380,000 Contracted out Minor Safety Imp. $140,000 $140,000 $140,000 $140,000 $140,000 Small Improvements NTM $ 45,000 $ 45,000 $ 60,000 $ 60,000 $ 60,000 Traffic Calming Striping $ 7,000 $ 7,000 $ 7,000 $ 7,000 $ 12,000 Restriping roads Street Program Dig Outs/Contracts Reconstruction, Signs, I.aborOutlay $523,000 $620,000 $814,000 $1,050,000 $774,000 Guard rail, Sweeping Capital/Equipment Administration $30,000 $31,000 $41,000 $58,000 $55,000 Total $1,045,000 $1,143,0001$1,362,000 $1,615,0001$1,421,0001 Note: Tigard started maintaining an increase share of County streets from 1997 to present. "Based on information received from Gus Duneas, City of Tigard, February 2000. Tigard Transportation System Plan "DRAFT " P99161 Motor Vehicles 8-57 October 30,2001 ®K Ass®detes CITY OF TIGARD Transportation System Plan c 0 r® r® , Excellent ® Good 40% drop in quality $1.00 for renovation Fair 75% of life here E FOOT' 40% drop in quality ® 12% Will cost 11 * Very FOOT' of ~fe~ k-----$4.00 to here I ar Failed Time 20 yrs. P.-mrommant Ufa Figure B-22 PAVEMENT LIFE CYCLE Cirf of TtG DIGS Associates Transl)O' tl®n (2) systems Plan > Good ,.waste •F* ' • Poor 211 ~Q 210 fi s 5 4~+N R R K 5 F RUM 8-23 L.. PAVEMENT CONDMON ON STRS- CITY DKS Ass*®cie tes NEIGHBORHOOD TRAFFIC MANAGEMENT Neighborhood Traffic Management (NTM) is a term that has been used to describe traffic control devices typically used in residential neighborhoods to slow traffic or possibly reduce the volume of traffic. NTM is descriptively called traffic calming due to its ability to improve neighborhood livability. Tigard has done extensive work in the way of testing and implementing NTM measures such as speed humps, chokers, pavement texturing, circles, chicanes and other elements (Figure 8-24). The City initiated a formalized NTM program in 1995 and expends about $60,000 per year in traffic calming city wide. The following are examples of neighborhood traffic management strategies: • speed wagon (reader board that displays vehicle speed) • speed humps • traffic circles • medians • landscaping • curb extensions • chokers (narrows roadway at spots in street) • narrow streets • closing streets • photo radar • on-street parking • selective enforcement • neighborhood watch Typically, NTM can receive a favorable reception by residents adjacent to streets where vehicles travel at speeds above 30 MPH. However, NTM can also be a very contentious issue within and between neighborhoods, being viewed as moving the problem rather than solving it, impacting emergency travel or raising liability issues. A number of streets in Tigard have been identified in the draft functional classification as neighborhood routes. These streets are typically longer than the average local street and would be appropriate locations for discussion of NTM applications. A wide range of traffic control devices is being tested throughout the region, including such devices as chokers, medians, traffic circles and speed humps. NTM traffic control devices should be tested within the confines of Tigard before guidelines are developed for implementation criteria and applicability. Also, NTM may be considered in an area wide manner to avoid shifting impacts between areas and should only be applied where a majority of neighborhood residents agree that it should be done. Strategies for NTM seek to reduce traffic speeds on neighborhood routes, thereby improving livability. Research of traffic calming measures demonstrates their effectiveness in reducing vehicle speeds. Table 8-11 summarizes nationwide research of over 120 agencies in North America. The City could consider adopting a neighborhood traffic management program This program would help prioritize implementation and address issues on a systematic basis rather than a reactive basis. Criteria should be established for the appropriate application of NTM in the City. This would address warrants, standards for design, funding, the required public process, use on collectors/arterials (fewer acceptable measures - medians) and how to integrate NTM into all new development design. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-60 October 30,2001 mom V•`' *0-06 RD '[ra n s plan t) ~'ateS roe > ~ ~ T e .S~eONum4 h~P Potm~'~S~ ~ ~ o .9ne~eSt~p~SDaes6a`i K ~ .~stanpsin~nte~sed'°n ~ y 217 ~ oR . ~ r sr E~ u ~ 4 A~ T 210 ~ ~tT g • sr w Cal RD M1sn.E < 5 4 St ~ r oa 4 > y,iC Cpll~~ BEEF • ~t...•••• f,,, S11 i DKs Associates Table 8-11 NTM Performance Speed Reduction (MPH) Volume Change (ADT) Measures No. or Public Studies Low High Average Low High Ave. Satisfaction Speed Humps 262 1 11.3 7.3 0 2922 328 79% Speed Trailer 63 1.8 5.5 4.2 0 0 0 90% Diverters 39 - - .4 85 3000 1102 72% Circles 26 2.2 15 5.7 50 2000 280 72% Enforcement 16 0 2 2 0 0 0 71% Traffic Watch 85 .5 8.5 3.3 0 0 0 98% Chokers 32 2.2 4.6 3.3 45 4100 597 79% Narrow Streets 4 5 7 4.5 0 0 0 83% SOURCE: Survey of Neighborhood Traffic Management Performance and Results, ITE District 6 Annual Meeting, by R S. McCourl, July 1997. PARKING Parking has not typically been a significant transportation issue in the past for Tigard. New land uses were required to provide the code designated number of parking spaces to assure there would be no impact to surrounding land uses (overflow parking). These parking ratios were developed based upon past parking demand characteristics of each land use type. Most recently, parking has become an element of transportation planning policy through two actions. The adoption of the Transportation Planning Rule in 1991, which was updated in November 1998 (sections 660-12-020(2g) and 660-12- 045(5c)) and the Metro Functional Plan of November 1996, Title 2. The City of Tigard has adopted these changes in section 18.765 of its Development Code (refer to Table 18.765.2 Minimum and Maximum Required Off-street Vehicle and Bicycle Parking Requirements). By adopting the minimum and maximum parking ratios outlined in Title 2, the City has addressed the TPR required reduction in parking spaces per capita over time. Several strategies were identified to address the desire to reduce parking needs in Tigard: • Shared parking • Parking pricing Q Parking needs should be reviewed by individual developments at the site plan review stage. Parking provisions should be compared to demand, as identified by iTE or DEQ." • Maximum Parking Ratios One of the concerns with parking reduction policies is the impact to adjacent land uses should the vehicle needs of a site exceed the provision of parking. Parking Demand, 2n° Edition, Institute of Transportation Engineers, 1987; and Peak Parking Space Demand Study, Oregon Department of Environmental Quality, by JHK & Associates, June 1995. Tigard Transportation System Plan "DRAFT P99161 Motor Vehicles 8-62 October 30,2001 DKS Associates TRANSPORTATION SYSTEM MANAGEMENT/ INTELLIGENT TRANSPORTATION SYSTEMS Transportation System Management (TSM) focuses on low cost strategies to enhance operational performance of the transportation systerm Measures that can optimize performance of the transportation system include signal improvements, intersection channelization, access management (noted in prior section), HOV lanes, ramp metering, rapid incident response, and programs that smooth transit operation (refer to Table 8-7 for samples of intersection-level TSM improvements). The most significant measure that can provide tangible benefits to the traveling public is traffic signal coordination and systems. Traffic signal system improvements can reduce the number of stops by 35 percent, delay by 20 to 30 percent, fuel consumption by 12.5 percent and emissions by 10 percentu. This can be done without the major cost of roadway widening. Ramp metering has been proven to improve freeway performance, reducing travel time, reducing accidents, increasing vehicle speed and reducing fuel consumption. ODOT plans to meter all the on-ramps to I-5 and ORE 217 within Tigard (presently the ORE 217 ramps are metered). As ramp metering is installed in Tigard, the City should work with ODOT to develop ramp meter bypass lanes for high occupancy vehicles and transit. Several of the strategies were elements of an Intelligent Transportation System (ITS) plan being implemented regionally by ODOT and participating agencies. ITS focuses on a coordinated, systematic approach toward managing the region's transportation multi-modal infrastructure. ITS is the application of new technologies with proven management techniques to reduce congestion, increase safety, reduce fuel consumption and improve air quality. One element of ITS is Advanced Traffic Management Systems (ATMS). ATMS collects, processes and disseminates real-time data on congestion alerting travelers and operating agencies, allowing them to make better transportation decisions. Examples of future ITS applications include routine measures such as "smart" ramp meters, automated vehicle performance (tested recently in San Diego), improved traffic signal systems, improved transit priority options and better trip information prior to making a vehicle trip (condition of roads - weather or congestion, alternative mode options - a current "real time" schedule status, availability/pricing of retail goods). Some of this information will be produced by Tigard, but most will be developed by ODOT or other ITS partners (private and public). The information will be available to drivers in vehicles, people at home, at work, at events or shopping. The Portland region is just starting to implement ITS and the City of Portland, Tri-Met and ODOT have already developed their own ITS strategic plans. TRUCKS Efficient truck movement plays a vital role in maintaining and developing Tigard's economic base. Well planned truck routes can provide for the economical movement of raw materials, finished products and services. Trucks moving from industrial areas to regional highways or traveling through Tigard are different than trucks making local deliveries. The transportation system should be planned to accommodate this goods movement need. The establishment of through truck routes provides for this efficient movement while at the same time maintaining neighborhood livability, public safety and minimizing maintenance costs of the roadway system A map of proposed through truck routes in Tigard was developed (Figure 8-25). This map is built from the approved Through Truck Route Map " Portland Regionwide Advanced Tragic Management System Plan, ODOT, by DKS Associates, October 1993. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles B-63 October 30,2001 r; ®KS Associates in the Washington County Transportation Plan (1988), the recent Metro Regional Freight System (1999) and this plan. The plan is aimed at addressing the through movement of trucks, not local deliveries. The objective of this route designation is to allow these routes to focus on design criteria that is "truck friendly", i.e., 12 foot travel lanes, longer access spacing, 35 foot (or larger) curb returns and pavement design that accommodates a larger share of trucks. Because these routes are through routes and relate to regional movement, they should relate to the regional freight system. The Draft Regional Transportation Planu includes the following routes in the regional freight system in Tigard, which are consistent with the city map: ® I-5, ORE 217 and ORE 99W Main Roadway Route • 72'°d Avenue south of ORE 217 Road Connector a Hunziker Street east of Fall Boulevard Road Connector • Scholls Ferry Road from east of Nimbus to ORE 217 Road Connector Key differences from the City TSP truck plan to the to the previously adopted Washington County Plan and Metro RTP include the following: s Hall Boulevard south of Hunziker Street is removed from the plan along with Durham Road east of Hall Boulevard as shown in the Washington County Plan. In its place Hunziker Street and 72nd Avenue south of ORE 217 are added (as they are in the Regional Freight System). ® Scholls Ferry Road west of Nimbus and east of ORE 217 to Hall Boulevard are retained from the Washington County Plan (although not part of the Regional Freight System) along with Hall Boulevard from ORE 217 to Hunziker. There are other streets in Tigard that due to their adjacent land uses will need to be "truck friendly". Local industrial streets such as Tech Center Drive and Wall Street would represent samples of streets which where the local industrial street cross-section (Figure 8-7) would apply. In the future, industrial land development will need similar connections to the through truck routes. Criteria Tigard's TSP Advisory Committee created a set of goals and policies to guide transportation system development in Tigard (see Chapter 2). Several of these policies pertain specifically to trucks: Goal 2: Multi-Modal Policy l Develop and implement public street standards that recognize the multi-purpose nature of the street right-of-way for utility, pedestrian, bicycle, transit, truck and auto use. zs Draft Regional Transportation Plan, Metro, December 1999. Tigard Transportation System Plan DRAFT " P99161 Motor Vehicles B-64 October 30,2001 ®KS Associates Goal 6. Goods Movement Policy 1 Design arterial routes, highway access and adjacent land uses in ways that facilitate the efficient movement of goods and services. Policy.2 Require safe routing of hazardous materials consistent with feQeral and state guidelines. These goals and policies are the criteria that all truck related improvements in Tigard should be measured against to determine if they conform to the intended vision of the City. Tigard Transportation System Plan DRAFT P99161 Motor Vehicles 8-66 October 30,2001 ®KS Associates Chapter 9 Other Modes CITY OF TIGARD OREGON This chapter summarizes existing and future rail, air, water and pipeline needs in the City of Tigard. While auto, transit, bicycle and pedestrian transportation modes have a more significant effect on the quality of life in Tigard, other modes of transportation must be considered and addressed. CRITERIA No goals or policies were developed related to rail, air, water or pipeline transportation systems. RECOMMENDED FACILITIES RAIL Railroad tracks traverse Tigard from its northern boundary to the southeast. There are two adjacent but separate tracks south from north of North Dakota Street to Bonita Road. South of Bonita Road, one set of tracks crosses the Tualatin River to Tualatin and further south (parallel to I-5 to just north of Salem). The other set of tracks turns east to Lake Oswego/Milwaukie and Southeast Portland. North of Tigard, both tracks go on into Beaverton and Hillsboro. They are both owned by Portland & Western (P&W), a sister company of Willamette & Pacific (W&P) Railroad. Within the next five years all of the rubberized at-grade crossing panels will be replaced with concrete panels. The concrete panels have longer life and are more skid resistant. Presently all the grade crossings of the railroad and roadways in Tigard are controlled by gated crossings. There are a few private crossings which are not gated. Grade separation of the railroad crossings has not been determined to be necessary at any of the existing crossings. The highest volume at-grade crossing in Tigard is on Scholls Ferry Road. Because of the close proximity of the rail crossing to the ORE 217 interchange, future expansion of ORE 217 should consider the operational need of Scholls Ferry Road south of ORE 2171. A commuter rail system, linking Wilsonville and Beaverton/Hillsboro, has been discussed and preliminary analysis has been conducted to determine possible alignments and station locations. The system would travel through Tigard with at least one or two stops in the City. One of the City's 1 Outside the 20 year perspective of this plan, it may become necessary to consider a grade separation of the railroad crossing. While not part of this TSP, this concept should be considered in future planning of the Scholls Ferry Corridor. A grade separation concept may include a viaduct Scholls Ferry Road from ORE 217 to south of Nimbus. Urban interchanges would need to be designed for Nimbus and Cascade This viaduct approach may preclude the need for seven lanes on Scholls Ferry Road. This type of alternatives analysis would be necessary in the project development of any Scholls Ferry Road widening, ORE 217 widening and/or rail crossing changes. Tigard Transportation System Plan P99161 Other Modes 9-1 October 30, 2001 DOGS Associates policies is to support the development of a commuter rail system as part of the regional transit networv. The commuter rail project would enhance the rail line by providing sidings (double track) over portions of the alignment. The commuter rail would operate when there is little freight activity. There has been a recent increase in volume to about eight trains per day through Tigard (includes both northbound and southbound trains---total of about four round-trips per day). P & W anticipates changes in freight service in the near future, but the changes are likely to affect timing rather than the number of trains passing through Tigard. AIR Tigard is served by the Portland International Airport, located in Northeast Portland on the Columbia River. The Portland International Airport is a major air transportation and freight facility, which serves Oregon and Southwest Washington. It provides a base for over twenty commercial airlines and air freight operations. The Port of Portland reported nearly 13.7 million passengers were served at the Portland International Airport in 19993. Ground access to Portland International Airport from Tigard is available by automobile, taxi and shuttle (in year 2001 light rail access will be available). Tigard is also served by the Portland-Hillsboro Airport, a general aviation facility located in the north central portion of the City. The airport facility is owned and operated by the Port of Portland as part of the Port's general aviation reliever system of airports. The Port of Portland maintains a Master Plan for this facility which was most recently updated in October 1996. No airports exist or are expected within the City in the future. Therefore, no policies or recommendations in this area of transportation are provided for Tigard. WATER The Tualatin River is located along the southern border of Tigard. It is used primarily for recreational purposes. No policies or recommendations in this area of transportation are provided. PIPELINE There are high pressure natural gas feeder lines owned and operated by Northwest Natural Gas Company along several routes in Tigard. Figure 9-t shows the feeder line routes for Tigard.4 No future pipelines are expected within the City. No policies or recommendations in this area of transportation are provided for Tigard. 2 Washington County Commuter Rail Study, Phase II, Prepared by BRW, etc., May, 1999. 3 Based upon Port of Portland web page, http://www.portofportiandor.com/1299month.htm Based on the Portland Area Distribution System Map (Dated September, 1998) received from Northwest Natural Gas Company. Tigard Transportation System Plan P99161 Other Modes 9-2 October 30, 2001 Jill DKS Associates NN Cfff OF IGM TO SCdLLE j CMC" Transportation Systems Plan r Legend Eibft ftdv MoM- POAx 1 WALWi - 1 SmL otkR AM - ,--1 Figure 9-1 MAJOR PIPELINE ROUTES DKS Associates Chapter 10 !Transportation Demand CITY OFT'IGARD OREGON Management INTRODUCTION Transportation Demand Management (TDM) is the general term used to describe any action that removes single occupant vehicle trips from the roadway network during peak travel demand periods.. The Transportation Planning Rule outlines a goal of reducing vehicle miles traveled (VMT) per capita.I TDM measures applied on a regional basis can be an effective tool in reducing vehicle miles traveled. Samples include: e Employers installing bicycle racks o Work with property owners to place parking stalls for carpoolers near building entrances o Provide information regarding commute options to larger employers Encourage linkage of housing, retail and employment centers Encourage flexible working hours o Encourage telecommuting e Provide incentives to take transit and use other modes (i.e. free transit pass) Schedule deliveries outside of peak hours The strategies for transportation demand management were identified in working with the City's TSP Task Force which included the City Planning Commission. These committees provided input regarding the transportation system in Tigard, specifically exploring TDM needs. BACKGROUND In 1993, the Oregon Legislature passed a law to help protect the health of Portland area residents from air pollution and to ensure that the area complies with the federal Clean Air Act. The Employee Commute Options (ECO) rules are provisions of the law z The ECO program requires larger employers to provide commute options to encourage employees to reduce auto trips to the work site. It is one of several strategies included in the Ozone Maintenance Plan for the Portland Air Quality Maintenance Area (AQMA) which will be in place until the year 2006. Employers in the Portland AQMA with more than 50 employees at a work site must provide commute options that have the potential to reduce employee commute auto trips by 10 percent within three years, and maintain the trip reductions through the life of the plan. TDM can include a wide variety of actions tailored to the individual needs of employers to achieve trip reduction. Table 10-1 provides a list of several strategies identified in the ECO program. Research 1 By 10 percent over 20 years 'Oregon Administrative Rules Chapter 340, Division 30. Tlgard Transportation System Plan P99161 Transportation Demand Management 10-1 October 30, 2001 DKS Associates Table 10-1! Transportation Demand Management Strategies Potential Trip Strata Description Reduction Telecommuting Employees perform regular work duties at home or at a work 82-91% (Full Time) center closer to home, rather. than commuting from home to work. This can be full time or on selected workdays. This can 14-36% (1-2 day/wk) require comuter equipment tor,be•mosteffective. - Compressed Work Schedule where employees work their regular scheduled number 7-9% (9 day/80 hr) Week of hours in fewer days per week (for example, a 40 hour week in 16-18% (4/40) 4 days or 36 hours in 3 days) 32-36% (3/36) Transit Pass Subsidy For employees who take transit to work on a regular basis, the 19-32% (full subsidy, employer pays for all or part of the cost of a monthly transit high transit service) pass. . 2-3% (half subsidy, medium transit service) Cash Out Employee An employer that has been subsidizing parking (free parking) 8-20 % (high transit Parking discontinues the subsidy and charges all employees for parking. service available) An amount equivalent to the previous subsidy is then provided 5-9 % (medium transit to each employee, who then can decide which mode of travel to services available) use (with subsidy above the cost of a monthly transit pass, those 24% (low transit employees would realize monetary gain for using transit). services available) Reduced Parking Parking costs charged to employees are reduced for high 1-3 % Cost for HOVs occupancy vehicles (HOV) such as carpools and van pools. Alternative Mode For employees that commute to work by modes other than 21-34% (full subsidy of Subsidy driving alone, the employer provides a monetary bonus to the cost, high alt.modes) employee. Most often, the bonus is provided monthly in the 24% (half subsidy of employee's a check. cost,medium alt.modes) On-Site Services Provide services at the worksite that are frequently used by the employees of that worksite. Examples include cafes, 1-2 % restaurants, dry cleaners, day care and bank machines. . Bicycle Program Provides support services to those employees that bicycle to work. Examples include: safe/secure bicycle storage, shower 0-10% facilities and subsidy of commute bicycle purchase. On-site Rideshare Employees who are interested in carpooling or vanpooling Matching for HOVs provide information to a transportation coordinator regarding their work hours, availability of a vehicle and place of residence. 1-2 % The coordinator then matches employees who can reasonably rideshare together. Provide Vanpools Employees that live near each other are organized into a vanpool 15-25% (company for their trip to work. The employer may subsidize the cost of provided van with fee) operation and maintaining the van. 3040% (company subsidized van) Gift/Awards for Employees are offered the opportunity to receive a gift or an Alternative Mode award for using modes other than driving alone. 0-3% Use Provide Buspools Employees that live near each other or along a specified route 3-11 % are or anized into a bus pool for their trip to work 7T 7gard Transportation System Plan P99161 Transportation Demand Management 10-2 October 30, 2001 DKS Associates Potential 'Drip Strategy Description Reduction Walking Program Provide support services for those who walk to work. This 0-3% could include buying walking shoes or providing showers. Company Cars for Employees are allowed to use company cars for business-related 0-1% Business Travel travel during the day. Guaranteed Ride A company owned or leased vehicle or taxi fare is provided in 1-3% Home Program the case of an emergency for employees that use alternative modes. Time off with Pay for Employees are offered time off with pay as an incentive to use 1-2% Alternative Mode alternative modes (rather than monetary, bonus, gift or awards) Use SOURCE: Guidance for Estimating Trip Reductions From Commute Options, Oregon Department of Environmental Quality, August 1996. has indicated that a comprehensive set of complementary policies implemented over a large geographic area can have an effect on vehicle miles traveled'- However, the emphasis of much of the research indicates that these policies must go well. beyond the low-cost, uncontroversial measures commonly attributed to TDM (such as carpooling, transportation coordinators/associations, priority parking spaces) to be effective. Elements including parking and congestion pricing, improved services for alternative modes and other market-based measures are needed for TDM to have significant impact on reducing overall vehicle miles traveled. At the same time, the same research indicates that employee trip reduction programs can be an effective instrument of localized congestion relief'. For example, employers can substantially reduce peak hour trips by shifting work schedules, which may not reduce VMT but can effectively manage congestion. In Wilsonville, a Nike warehouseldistribution site generates 80% less vehicle trips than standard similar uses in the evening peak hour by using employee shifts that are outside the peak period (4 - 6 PM)'. This type of congestion management technique can extend the capacity of transportation facilities. CRITERIA Tigard TSP Task Force created/refined a set of goals and policies to guide transportation system development in Tigard (see Chapter 2). Goal 2 directly addresses reduction in travel, forming the basis for TDM. Goal 2 Policy 7 Tigard will participate in vehicle trip reduction strategies developed regionally DEQ and Metro have developed regional policies regarding trip reduction. Some of these policies are aimed at provision of parking 37-he Potential for Land Use Demand Management Policies to Reduce Automobile Trips, ODOT, by ECO Northwest, June 1992. `Evaluation of Employee Trip Reduction Programs Based upon California's Experience with Regulation XV, Institute of Transportation Engineers, Technical Council Committee 6Y-51, January 1994. s Nike Parking Lot Expansion Trip Generation Study, City of Wilsonville, by DKS Associates, May 1997. Tigard Transportation System Plan P99161 Transportation Demand Management 10-3 October 30, 2001 DKS Associates and others are aimed at ridesharing (Employee Commute Options- ECO rules). STRATEGIES Several strategies were evaluated by the TSP Task Force for transportation demand management in Tigard. These strategies are aimed at providing the City with priorities toward implementing transportation demand management projects that meet the goals and policies of the City. The ranking of the strategies follows from most important to least important:. Focus programs on high demand districts (ie. Downtown Tigard, Tigard Triangle and Washington Square) e Telecommuting/Fiber Optic to all residents and businesses Require larger employers to meet DEQ's ECO rules Encourage linkage of housing with retail and employment centers Mandate TDM though development review (would reinforce regional DEQ requirements) e Limiting Parking (establish maximum parking ratios) e City funded program to provide information regarding commute options to larger employers (possibly via web page and email) Support regional pricing policies/strategies o Do nothing related to TDM o Provide business association support for TDM coordination RECOMMENDED PLAN State, regional and county policy" all call for encouraging and promoting transportation demand management. The proposed policy of this plan calls for the city to support TDM. Collectively, the implementation of the modal plans in this TSP, along with the TDM plan, will contribute to the regional VMT reduction goal. Unlike bicycles, pedestrians and motor vehicles, implementation of this policy does not necessarily require capital infrastructure. In fact, much more of TDM is policy and management rather than concrete and asphalt, _13ccause of this, the recommended TDM plan for Tigard consists of the following: e Support continued efforts by Washington County, Metro, ODOT, DEQ, Tri-Met and the Westside Transportation Alliance to develop productive TDM measures that reduce VrV f and peak hour trips. Focus attention in Washington Square, downtown Tigard and Tigard Triangle. Encourage the development of high speed communication in all pacts of the city (fiber optic, digital cable, DSL,....). The objective would be to allow employers and residents the maximum opportunity to rely upon other systems for conducting business and activities than the transportation system during peak periods. Encourage development that effectively mix land uses to reduce vehicle trip generation. These plans may include development of linkages (particularly non-auto) that support greater use of alternative modes. Land use density should be higher at commuter rail transit stations (half mile " Transportation. Planning Rule. Section 660-12-035; Regional Transportation Policy, Metro, July 1996, page 1-39; and Washington County Transportation Plan, October 1988, page 30. Tlgrard Transportation System Plan P99161 Transportation Demand Management 10-4 October 30, 2001 KS Associates radius) than elsewhere in the community (Tigard Transit Center and Washington Square Station areas). Mixed land use projects have demonstrated the ability to reduce vehicle trips by capturing internal trips between land use types, encouraging walk/bike trips and producing shorter vehicle trips'. As vehicle traffic levels increase with the build out of land uses within Tigard, it may become necessary to go beyond the coordination with the regional Employee Commute Options program developed by DEQ. This may include developing localized TDM programs for the city or subareas of the city to address vehicle trip reduction. For example, measures which are appropriate for site planning such as close-in parking for carpools, bicycle parking and convenient transit stops are already part of the Community Development Code (Section 18.765.030(F) calls for close in carpool parking for lots with 20 or more long term spaces and Section 18.360.090 requires pedestrian access to transit). o As a capital oriented element, coordinate with ODOT and Tri-Met on the development of park-and -ride transit station or freeway interchange locations in Tigard (these are locations proven to be successful in attracting carpool/transit use). Figure 7-2 shows the current park and ride locations. Expansion of these sites should focus on transit station or freeway interchange locations. Interchange reconstruction projects should be required to identify potential sites for park-and-ride (even small sites of 50 spaces). Over the next 20 years, a reasonable budget for park-and-ride expansion might be about $100,000 per year (about 50 spaces a year, assuming pre-existing ROW). Trip Generation, 5th edition, institute of Transportation Engineers, 1991, Chapter VII, indicates potential for PM peak hour capture of between 27% and 66%. Tigard Transportation System Plan P99161 Transportation Demand Management 10-5 October 30, 2001 ®KS Associates Chapter 11 Funding/ CITY TIGARD OREGON Implementation This chapter outlines the funding sources that can be used to meet the needs of the transportation system. The costs for the elements of the transportation system plan are outlined and compared to the potential revenue sources. Options are discussed regarding how costs of the plan and revenues can be balanced. Transportation funding is commonly viewed as a user fee system where the users of the system pay for infrastructure through motor vehicle fees (such as gas tax and registration fees) or transit fares. However, a great share of motor vehicle user fees goes to road maintenance, operation and preservation of the system rather than construction of new system capacity. Much of what the public views as new construction is commonly funded (partially or fully) through property tax levies, traffic impact fees and fronting improvements to land development. In Washington County, the Major Streets Transportation Improvement Program (MSTIP) and traffic impact fees (TIF), similar to system development charges (SDC) are key examples. The transportation needs typically out pace dedicated funding sources. The key to balancing needs and funding are user fees. Motor vehicle fees have become a limited source of funding new transportation system capacity due to many factors: m Gas taxes have been applied on a fixed cents per gallon basis not a percentage basis. Increases in the gasoline tax have not kept pace with cost of transportation needs. The -Department of Transportation's Bureau of Transportation Statistics data indicates that in real terms the amount of federal gas tax paid by American households has actually declined by 41 percent from 1965 (when Interstate freeway building was at its peak) to 1995. That occurred with the real dollar gas tax increasing from 4 cents to 18.4 cents in the same time frame. e Oregon gas taxes have not increased since 1992 (currently 24 cents per gallon) and registration fees have been at $15 per vehicle per year for over ten years. Significant new roadway construction particularly that attributed to new development, has increased Tigard's inventory of roads and maintenance during this time. Additionally, the demands of region-wide growth have increased the need for capacity improvements in the system. The most current proposal for increased gas tax (Measure 82) is before the voters in May 2000. s Significant improvements in fuel economy over the last 15 years have reduced the relationship of user fees to actual use. For example, a passenger car with 12,000 miles of use in a year at 15 miles per gallon could generate about $350 per year in revenue using current federal, state and county gas tax levels (about 44 cents) compared to less than $200 per year with a 27 miles per Tigard Transportation System Plan P99161 Funding and Implementation 11-1 October 30, 2001 D KS Associates gallon vehicle (a 45 percent reduction). Unfortunately the same vehicle does not use less roadway capacity. • The bill is coming due on many roads built 20 years ago in terms of maintenance. As the inventory of roads increased, the use of the roads increased faster. This is evident from national transportation statistics. The number of passenger cars and miles of urban roadways doubled from 1960 to 1995. However, the number of vehicle miles traveled on those roadways increased 470%. -This increased use proportionally increases: maintenance needs. - Many, of these Toads are heavily used and the maintenance activities in the urban area have a substantial 'impact on operation unless work is conducted in off-peak periods, which increases the cost to maintain these roads. To compound matters, the amount of passenger car fuel consumed from 1960 to 1995 has only increased 66%, reducing the rate that revenue comes in from user fees relative to actual use. FUNDING Funding Sources and Opportunities There are several potential funding sources for transportation improvements. Table 11-1 summarizes several funding options available for transportation improvements. These are sources that have been used in the past by agencies in Oregon. In most cases these funding sources when used collectively are sufficient to fund transportation improvements for local communities. Due to the complexity of today's transportation projects, it is necessary to seek several avenues of funding projects. Unique or hybrid funding of projects generally will include these funding sources combined in a new package. Examples of funding sources which generally do not provide funding for roadways include: Property Tax General Funds, Car Rental Tax, Transient Lodging Tax, Business Income Tax, Business License Tax and Communication Services Tax. The federal gas tax is allocated through Intermodal Surface Transportation Efficiency Act (ISTEA). The United States Congress has approved reauthorization of transportation funding (TEA 21) for another six years. Federal transportation funds are primarily distributed in the Portland region by Metro (hence the term-"regional funds'!)., ISTEAIfEA 21 funds are much more flexible than state gas tax funds, with an emphasis on multi-modal projects. ISTEA/TEA 21 funds are allocated through several programs including the National Highway System (NHS), Surface Transportation Program (STP) and Congestion Mitigation and-Air Quality (CMAQ) Improvement Programs. NHS funds focus on the interstate highway system and CMAQ funds are targeted for air quality non-attainment areas. Within the Portland region, funding for major transportation projects often is brought to a vote of the public for approval. This is usually for a large project or list of projects. Examples of this public funding includes the Major Streets Transportation Improvement Program (MSTIP) in Washington County, the Westside Light Rail Project and prior transportation bond measures in Tigard. Because of the need to gain public approval for transportation funding, it is important to develop a consensus in the community that supports needed transportation improvements. That is the value of the Transportation System Plan. In most communities where time is taken to build a consensus regarding a transportation plan, funding sources can be developed to meet the needs of the community. Tigard Transportation System Plan P99161 Funding and Implementation 11-2 October 30, 2001 I DKS Associates Table 11-1 ]Potential Trans rtation Revenue Sources Type Description Traffic Impact Traffic Impact Fees or System Development Charges (SDCs) have been used in Oregon and throughout the Fees (TIF) & United States. The cornerstone to development of TIF/SDCs involves two principles: 1) there must be a System reasonable connection between growth 'generated by development and the facilities constructed to serve that Development growth (generally determined by level of service or connectivity); and 2) there must be a general system-wide Charges (SDC) connection between the fees collected from the development and the benefits development receives. Charges are typically developed based on a measurement of the demand that new development places on the street system and the capital costs required to meet that demand. Washington County has a traffic impact fee (TIP) which is a voter approved tax. SDCs do not require a vote of the public and are not a tax. Gas Tax The State, cities and counties provide their basic roadway funding through a tax placed on gasoline. State gas tax is approved legislatively while voters approve local gas taxes. State funds are dedicated to roadway construction and maintenance, with one percent allocated to pedestrian and bicycle needs. This tax does not fall under the Measure 5 limits, because it is a pay-as-you-go user tax. Washington County has a one cent gas tax and a recent ballot initiatives to increase this county tax failed. Other Motor The state collects truck weight mile taxes, vehicle registration fees and license fees. These funds are pooled Vehicle Fees together with the gas tax in distributing state motor vehicle fees to local agencies. Annual motor vehicle fee allocations to Washington County highways amount to about $100 million (including gas tax). Washington County considered raising motor vehicle registration by $15 per year in 1997 but it was not approved. Street Utility Certain cities have used street utility fees for maintenance. The fees are typically collected monthly with water or Fees sewer bills. These funds are not for capacity improvements, but for supporting local roadway maintenance based upon land use type and trip generation. This frees other revenue sources for capacity needs. Utility fees can be vulnerable to Measure 5 limitations, unless they include provisions for property owners to reduce or eliminate charges based on actual use. Exactions Frontage improvements are common examples of exaction costs passed to developers. These have been used to build much of Tigard's local street system. Developers of sites adjacent to unimproved roadway frontage are responsible for providing those roadway improvements. Developers of sites adjacent to improvements identified as TIF/SDC projects can be credited the value of their frontage work, which is included in the TIF/SDC project- list cost estimate. Local LIDS provide a means for funding specific improvements that benefit a specific group of property owners. Improvement Assessments are placed against benefiting properties to pay for improvements. LIDs can be matched against other Districts (LID) funds where a project has system wide benefit beyond benefiting the adjacent properties. Similarly, districts can be created for tax increment type financing. In Tigard, legal and public acceptance issues with LIDs have made them less effective and expense to administer. Special A variety of special assessments are available in Oregon to defray costs of sidewalks, curbs, gutters, street lighting. Assessments parking and CBD or commercial zone transportation improvements. These assessments would likely fall within the Measure 50 limitations. In Washington County, other examples of transportation assessments include MSTIP (Major Streets Transportation Improvement Program) and the urban road maintenance district property tax levy. Both of these are property tax assessments which have been imposed through votes of the public. A regional example would be the Westside LRT where the local share of funding was voter approved as an addition to property tax. Tigard is forwarding a transportation bond measure to the voters in 2000. Driveway Fees Gresham collects a Public Street Charge and a Driveway Approach Permit Fee. These fees are project specific and revenue varies year to year based upon development permits. These funds are used for city maintenance and operation. Employment Tri-Met collects a tax for transit operations in the Portland region through payroll and self employment taxes. Taxes Approximately $120 million are collected annually in the Portland region for transit. Oregon Special The Special Public Works Fund (SPWF) Program was created by the legislature in 1985 as an economic Public Works development element of the Oregon Lottery. The program provides grants and loan assistance to eligible Fund municipalities. There has been limited use of these funds on urban arterials. These funds are commonly used on state highways (a recent Portland area example being Immediate Opportunity Funds used for the US 26/Shute interchange associated with Nike). TWrd TtwwportaWn System Pyre P99161 Fwidutg and Irnplernentation 11-3 October 30, 2001 D/CS Associates Traffic impact fees (TIF) are used to off set the cost of growth related capacity needs within the transportation system. Washington County oversees administration of the TIF program coundtywide, but each city assesses, collects and spends TIF funds for their own jurisdiction. The fee is updated periodically to adjust for inflation. System development charges (SDCs) are similar to TIF, except TIF require a vote of the public for implementation where SDCs do not. Both SDCs and TIFs rely upon a strong nexus between the impact of growth on the transportation system and the cost for transportation capacity improvements to serve land use growth. For example, maintenance costs or upgrading-design-without adding capacity-are elements-that-would not be included in a TIF or SDC. SDC can also be placed over districts to address growth related impacts. In Wilsonville, the city has imposed an interchange SDC to provide local'matching funds to ODOT for the widening of the I- 5/Wilsonville Road interchange. New development pays a SDC for each trip they add to the I- 5/Wilsonville Road interchange area in the PM peak hour. Table 11-2 provides a comparison of SDCITIF rates in the Portland region. Table 11-2 Sample TIF in the Region Residential Non-Residential Cost per Dwelling Cost per 1,000 Square Feet Unit Land Use Single Multi- Light Indust Office* Medical Retail* Fast Family Family Office Food ITE Code 210 220 110 710 720 820 834 Lake Oswego $ 3,592 $ 2,573 $ 3,820 $ 6,383 $ 13,221 $ 4,002 $ 61,052 Vancouver $ 989 $ 672 $ 313 $ 710 $ 1,844 Traffic St $ 4,071 Gresham $ 1,202 $ 750 $ 1,166 $ 2,225 $ 4,855 $ 3,641 $ 17,386 Troutdale $ 588 $ 285 $ 570 $ 1,088 $ 2,375 $ 3,393 $ 24,642 Wilsonville $ 2,256 $ 1,573 $ 2,547 $ 3,700 $ 3,700 $ 4,755 $ 14,265 Washougal $ 775 $ 445 $ 752 $ 1,159 $ 3,132 Clark Coun : Mt. Vista - $ 2,638 $ A,787 $ 1 807 $ 3,169 $ 7 415 $ 3,359 $ 32,062 Clark Coun : Orchards $ 1,161 $ 786 $ 795 $ 1,394 $ 3,262 $ 1,478 $ 14,107 Washington County $ 1,790 $ 1,181 $ 1,199 $ 2,034 $ 5,604 $ 2,998 $ 4,500 Clackamas County $ 1,277 $ 884 $ 985 $ 1,557 $ 5,108 $ 2 874 $ 12,895 Battl round $ 2,869 $ 1,9 88 $ 1,955 $ 3,169 $ 8,489 $ 3,894 $ 27,226 Ridgefield $ 1 913 $ 1,099. $ 1,858 $ 4,243 $ 7,728 $ 11,042 $ 80,192 Camas (proposed) $ 1,416 $ 921 $ 1,348 $ 2,626 $ 4,592 $ 2,708 $ 21,636 West Linn $ 2,170 $ 1 470 $ - $ 2,961 $ - $ 8,349 $ - Note: Assumes a 100,000 sf office and a 150,000 sf retail center. Tigard Transportation System Plan P99161 Funding and tmplernentation 11.4 October 30, 2001 DKS Associates COSTS Cost estimates (general order of magnitude) were developed for the projects identified in the motor vehicle, bicycle and pedestrian elements. Costs estimates from the RTP or MSTIP projects in Tigard were used in this study. Other projects were estimated using general unit costs for transportation improvements, but do not reflect the unique project costs that can (on some projects due to right-of- way, environmental mitigation and/or utilities) significantly add to project cost (25 to 75 percent in some cases, due to environmental, utility or right-of-way issues). Development of moire detailed project costs can be prepared in the future with project development. Since many of the projects are multi-modal, the costs were developed at a project level incorporating all modes, as appropriate. It may be desirable to break project mode elements out separately, however, in most cases, there are greater cost efficiencies of undertaking a combined, overall project. Each of these project costs will need further refinement to detail right-of-way requirements and costs associated with special design details as projects are pursued. Table 11-3 summarizes the elements of the plan that were not project specific and how costs will be addressed for these elements. It should be noted that all costs are 2000 based. Using the Engineering News Record' research on historical construction costs, it can be anticipated that (based on the past ten years) construction costs will increase 2.5 percent per year. Since 1980, construction costs have increased 196 percent over 20 years. Tables 114, 11-5, 11-6 and 11-7 summarize the key projects in the TSP by three key groups including: • Bicycle Improvements • Pedestrian Improvements • Motor Vehicle Improvements Many of the project costs have been developed by Washington County, Metro or ODOT for projects in the RTP. These project costs have been utilized for the purposes of this TSP. ' Engineering News Record, construction cost index data, enr.com. Tigard Tmnsportadon System Plan P99161 FurxGng and Implementation 11-5 October 30, 2001 ®KS Associates Table 11-3 Issues With Non-Auto, Pedestrian and Bicycle Costs Mode Issues Parking The TSP does not define specific projects. Off-street parking will be provided by private property owners as land develops. Neighborhood Trafirec Management ' Specific NTM projects are not defined. Traffic humps can cost $2,000 to $4,000 each and traffic circles can cost $3,000 to $8,000 each. A speed trailer can cost about $10,000. Based upon this continuing the existing City program of about $50,000 per year meet future needs. Public Transportation Tri-Met will continue - to develop costs for implementing transit related improvements. The City can supplement this by incorporating transit features through development exactions and roadway project design. Developing new transit services in Tigard similar to the corridor services outlined in the TSP will require Tri-Met to reallocate funding or seek additional sources of operating funds. Commuter Rail Washington County is currently in the environmental phase of this project that may cost between $60 and $80 million.. The City should work with Washington County and Yamhill County to encourage the development of a westem commuter rail line to Yamhill County and points west. Tiucks/Freight Roadway funding will address these needs. Roadway overcrossings of railroads can use special Public Utilities Commission funds set aside for safety improvements to railroad crossings. Rail Costs to be addresses) and funded by private railroad companies and the state. Air Water Pipeline Not required b City. Transportation Demand Management DEQ has established regional guidelines. Private business will need to support employee trip reduction programs. In the future, the city may need to support a supplemental program that may have a cost range of $25,000 to $50.000 per year. Tigard ThuWortatbn System Plan P99161 Funsgng and Implementation 11-6 October 30, 2001 DKS Associates Table 11-4 Pedestrian Action Plan Project List Rank* Project From To Cost H North Dakota Street 121" Avenue Greenburg Road $230,000 H McDonald Street ORE 99W Hall Boulevard $200,000 H Tiedeman Avenue Walnut Street Greenburg Road $350,000 H Oak Street (RTP 6019) Hall Boulevard 80 Avenue $500,000 H ORE 99W McDonald Street South City Limits $500,000 M Bull Mountain Road ORE 99W Beef Bend Road $1,200,000 M Roshak Road Bull Mountain Road Scholls Ferry Road $300,000 M 121" Avenue Gaarde Street North Dakota Street $450,000 M Hunziker Street Hall Boulevard 72 Avenue $250,000 M Washington Square Pedestrian Improvements (RTP 6022) $6,000,000 Regional Center L Taylor's Ferry Rd Washington Drive 62 Avenue $1,000,000 L Washington Drive Hall Boulevard Taylor's Ferry Road $200,000 Subtotal $11,800,000 Sidewalks to be built with Street Improvements H Bonita Road West of 72 Avenue 72 Avenue $50,000 H Walnut Street 135 Avenue Tiedeman Avenue $570,000 H Gaarde Street Walnut Street ORE 99W $620,000 H Hall Boulevard Scholls Ferry Road Pfaffle Street $1,000,000 H Dartmouth Street 72nd 68th Avenue $120,000 H Tigard Street 115th Street Main Street $350,000 H Burnham Street Main Street Hall Boulevard $100,000 H Former Street walnut Street 121st Avenue $250,000 H Commercial Street Main Street Lincoln Street .$50,000 M 72 Avenue ORE 99W Bonita Road $1,200,000 M Hall Boulevard North of Hunziker Street South City Limits $670,000 M Beef Bend Road ORE 99W Scholls Ferry Road $1,000,000 M Barrows Road Scholls Ferry Road (W) Scholls Ferry Road (E) $950,000 L 72 Avenue Carman/Upper BoonesFry. Durham Road $250,000 Subtotal $7,180,000 Annual Sidewalk Program at $50,000 per year for 20 years $1,000,000 Action Plan Total $19,360,000 Tigard Transportation System Plan P99161 Funding and (rnplementation 11-7 October30, 2001 ®s Associates Table 11-5 Bicycle Action Plan Improvement List and Cost BANK' Project From To Cost H Hunziker Street Hall Boulevard 72 Avenue $250,000 H Bonita Road 72 Avenue' ' West of 72 Ave. $50,000 H Burnham Street Main Street Hall Boulevard $135,000 H Oak Street (RTP 6019) Hall Boulevard 90 Avenue $300,000 H 98 Avenue Murdock Stret Durham Road $275,000- H 92 Avenue Durham Road Cook Park $270,000 H Tiedeman Avenue Greenbur Road Walnut Street $250,000 M 121" Avenue Walnut Street Gaarde Street $400,000- L Ta loes Perry Road Washington Drive Ci Limits $500,000 L Washington Drive Hall Boulevard Taylor's Ferry Rd $100,000 L O'Mara Street McDonald Street Hall Boulevard $275,000 L Frewin Street ORE 99W O'Mara Street $150,000 Subtotal $2,955,W H Gaarde Street Walnut Street ORE 99W $600,000 H Hall Boulevard Scholls Ferry Road Locust Street $500,000 H GreenburR Road Hall Boulevard Cascade Avenue $300,000 H ORE 99W East City Limits South City Limits $1,300,000 M 72 Avenue ORE 99W South City Limits $960,000 M Hall Boulevard Pfaffle Street Bonita Road $550,000 M Carman Drive I-5 Durham. Road $200,000 M Walnut Street ORE 99W Barrows Road $1,400,000 M Barrows Road Scholls Ferry Road Scholls Ferry Rd. (E) $900,000 L Bull Mountain Road 150 Avenue Beef Bend Road $550,000 L Beef Bend Road ORE 99W Scholls Fe Rd. $1,600,000 Subtotal $8,860,000 Multi- Use Pathways H Hunziker Link to LO Linkage to Kruse Way Trail in Lake Oswego $500,000 M Fanno Creek Trail Tualatin River to City Hall, ORE 99W to Tigard $3,600,000 i M Tualatin River Trail Adjacent to Cook Park from Powerlines to Fanno $2,600,000 i M Tualatin River Crossing Near 108' Avenue $3,000,000 { L Powerlines Corridor From Beaverton to Tualatin River Trail $2,500,000 Subtotal $1 00 000 I Action Plan Total $24.015,000 • H=High, M=Medium, L. =tow Priority Tigard Transportation System Plan P99161 Fundng and Implementation 11-8 October 30, 2001 DKS Associates Table 11-6 Future Street Improvements (All Projects include sidewalks, bicycle lanes and transit accommodations as required) I-5 Widen to 4 plus auxiliary lanes (each direction) $200,000,000 Not Funded between ORE 217 and I-205 Not in any plan Provide additional throughput capacity (each $50,000,000 direction) south to Wilsonville ORE 217 Widen to 3 lanes plus auxiliary lanes (each direction) $240,000,000 Not Funded between US 26 and 72od Avenue In RTP (as widening or HOV or HOT) New ORE 217/1-5 interchange between 72"d Avenue Phase 1 Funded and Bangy Road Phase 2 $39,000,000 Phase 2 & 3 in RTP Phase 3 $15,000,000 RTP 6027 & 6028 ORE 99W Widen to 7 lanes (total-both directions) between I- $25,000,000 RTP 6039 5 and Greenbur Road I-5 to ORE 99W Connector linking I-5 and ORE 99W (model assumed $250,000,000 RTP 6005 connector would be located north of Sherwood- (Toll Route) specific location to be determined b further study) Overcrossings over ORE 5 lane overcrossings linking Washington Square and $40,000,000 RTP 6011 & 6052 217 Cascade Avenue-one north of Scholls Ferry Road, one south of Scholls Ferry Road to Nimbus Connector Road Nimbus south to Greenbur $15,000,000 RTP 6053 Overcrossing of 1-5 Widen Carman Drive interchange overcrossing to six $4,000,000 Not Funded lanes from four (two through lanes each way, side by In no Plans side left turn lanes). Scholls Ferry Road Widen to 7 lanes (total--both directions) between $30,000,000 To 125 - RTP 6021 ORE 217 and Barrows Road (East) West of 125°i not funded TSM/Corridor Signal Timing/ITS $500,000 RTP 6025 Greenburg Road Wid n to 4 lanes adjacent to cemetery (Hall to $2,500,000 RTP 6015 Locust) Widen to 5 lanes: Locust to Shady Lane $2,500,000 RTP 6014 Shady Lane to North Dakota $2,000,000 RTP 6016 Tiedeman to ORE 99W $4,800,000 RTP 6031 Walnut Boulevard Widen to 3 lanes between 135 (or where Gaarde $11,800,000 RTP 6033 &6034 connects) to ORE 99W Extend Walnut east of ORE 99W to meet Not Funded Ash/Scoffins and Hunziker Streets (3 lanes $19,000,00 In no plans Tfgard Transportation System Plan P99161 Funding and Implementation 11-9 October 30.2001 D KS Associates lHal[ e St reet Eand widen to 3 lanes Walnut to ORE 99W $4,000,000 RTP 6035 access control and 2 lanes in sensitive areas Boulevard n to 5 lanes Scholls Ferry to Locust $4,700,000 RTP 6013 Widen Hall south of Locust $4,700,000 RTP 6030 Extend south to Tualatin (3 lanes--total, both $25,000,000 RTP 6069 directions) Durham Road Widen to 5 lanes (total, both directions) between Hall $8,000,000 RTP 6037 Boulevard and Upper Boones Ferry Road. Reserve right-of-way to the west for 5 lanes Durham Road/Upper Realign intersection so that Durham Road continues $5,000,000 RTP 6043 Boons Ferry Road on continous route to I-5/Carmen interchange- intersection Upper Boones Ferry Road would "tee" into Durham Road/Upper Boones Ferry Road intersection 72 Avenue Widen to 5 lanes: Tigard Triangle LID ORE 99W to Hunziker $3,000,000 RTP 6040 Hunziker to Bonita $5,000,000 RTP 6041 Bonita to Durham $5,000,000 RTP 6042 Hunziker/Hampton Realign Hunziker Road to meet Hampton Road at $10,000,000 RTP 6032 72ad Avenue-requires overcrossing over ORE 217- removes existing 72°d Avenue/Hunziker intersection Atlanta Street Extend Atlanta Street west to meet 72 Avenue $2,500,000 To be funded with development in Tigard Triangle (i.e. LID) Dartmouth Street Widen to five lanes from ORE 99W to I-5 $750,000 RTP 6045 To be funded by fronting improvements 68d' Avenue Widen to .3-lanes between Dartmouth/1-5 Ramps and - $3,600,000 Not Funded (could be ORE 217 partially funded by development in Tigard Extend 68th Avenue south to meet ORE . 217 Triangle-ie. LID) providing right-in/right-out only access to 68`s Avenue from ORE 217, replacing the NB ramps to $15,000,000 RTP 6047 72°d at ORE 217 Scoffins/Hunziker/Hall Realign Scoffins to meet Hunziker at Hall $1,000,000 Not Funded intersection Beef Bend Road 13151 to King Arthur - 3 lanes $5,000,000 RTP 6059 Access Control should be implemented to preserve capacity with 2 lanes (with intersection turn lanes). $500,000 Not Funded Minimum 1,000 foot spacing should be used between Implemented with any driveway(s) and/or public street(s) adjacent development Beef Bend/Eisner from ORE 99W to Scholls Ferry $24,000,000 RTP 6111 Rd Tigard Transportation System Plan P99161 Fundng and Implementation 11-10 October 30, 2001 DKS Associates Ta lors Perry Road Extend to Oleson Road $1,900,000 RTP 6017 Wall Street New roadway connecting Hunziker Street and Hall $10,000,000 Not Funded Boulevard ORE 99W Traffic Signal Signal interconnection from 1-5 to Durham $2,000,000 RTP 6054 & 6055 System/Management TOTAL $1, 091750 50,000 • - RTP cost estimates and project numbers utilized where available Table 11-7 City of Tigard Future Intersection Improvements 1 Davies/Scholls Ferry Road' a Traffic signal • Northbound right turn lane $3,230,000 a Realign to meet Barrows Road 2 North Dakota/125 /Scholls Ferry • Southbound right turn lane ' Road o Retain westbound right turn lane when 3rd lane added on Scholls Ferry Road $450,000 • Change from protected left turn phasing to permitted phasing north/south 3 Nimbus/Scholls Ferry Road a Retain eastbound right turn lane when Td lane added on Scholls, Ferry Road a Retain westbound right turn lane when and lane added on Scholls Ferry Road $1,150,000 a Southbound right turn lane • Reconfigure northbound and southbound lanes to create exclusive left turn lanes • Change from split phasing to protected left turn phasing north/south 4 121"/Walnut ® Traffic signal RTP 6033 o Northbound left turn lane a Southbound left turn lane $2,150,000 • Eastbound left turn lane e Westbound left turn lane 5 121"/North Dakota a Traffic signal $150,000 6 Greenburg/Oleson/Hall a god northbound left turn lane a Extend signal cycle length $550,000 • Assumes Hall widened to 5 lanes 7 Greenburg/Washington Square a Boulevard Treatment Road • RTP 6015 $2,500,000 8 Main/Greenburg/ORE 99W • Southbound left turn lane • Retain westbound right turn lane when $700,000 ORE 99W widened to 7 lanes 9 Greenburg/Tiedeman • Extend signal cycle length • Improved eome /all nment $2,050,000 10 Hall/Oak a Extend signal cycle length Tigard Transportation System Plan P99161 Funding and Implementation 11-11 October 30, 2001 DKS Associates e e e- e e Assumes Hall widened to 5 lanes $50,000 11 Hall/ORE 99W a Southbound right turn lane RTP 6056 a Northbound left turn lane e • Westbound right turn overlap $3,700,000 e Retain westbound right - turn- lane when ORE 99W widened to 7 lanes 12 ORE 217 NB Ramps/ORF 99W a Retain eastbound right turn lane when $900,000 ORE 99W widened to 7 lanes e Retain westbound. right turn lane when ORE 99W widened to 7 lanes e 2'd northbound left turn lane 13 ORE 217 SB Ramps/ORE 99W a 2v° southbound right turn lane $400,000 e Retain eastbound right turn lane when ORE 99W widened to 7 lanes 14 Dartmouth/ORE 99W a Retain eastbound right turn lane when $200,000 ORE 99W widened to 7 lanes 15 72 /ORE 99W a Southbound right turn lane e Northbound right turn overlap e Change to protected left turn phasing north/south $500,000 e Retain eastbound right turn lane when ORE 99W widened to 7 lanes 16 63 /ORE 99W a 2°d westbound left turn lane e Northbound left turn lane O Southbound left turn lane $1,550,000 e Change to protected left turn phasing north/south, 17 72 /Dartmouth a Traffic signal e Assumes 72°d Avenue and Dartmouth $150,000 widened to 5 lanes 1R 68 /Atlanta/Haines a Traffic signal $,150,000 19 ORE 217 SB Ramps/72 a Assumes 72nd Avenue widened to 5 Roadway Widening lanes 20 72 Bonita a 72°d Avenue widened to 5 lanes Roadway Widening 21 72 /Carmen a 2°d northbound right turn lane $200,000 22 72 /Upper Boones Ferry Road a Assumes Durham/Upper Boones $1,000,000 Fe M7 d widened to 5 lanes (Also see Table. 11-6a) 23 Hall/Sattler/Ross a Traffic signal e Northbound left turn lane $1,150,000 e Southbound left turn lane 24 Hall/Durham a 2"d southbound left turn lane e Widen-west of intersection to introduce $1,22(`,000 5-lane section on Durham (include existing westbound right turn lane) 25 ORE 99W/McDonald/Gaarde a Westbound right turn lane $700,000 Tigard Transportation System Plan P99161 Funding and Implementation 11-12 October 30, 2001 DKS Associates • 2ad Northbound left turn lane 26 ORE 99W/Beef Bend • Southbound right turn lane (on ORE $250,000 99W) 0 Adjust cycle length 27 Tiedeman/Walnut • Completed • 28 Murray/Scholls Ferry Road • 2"d westbound right turn lane • Add additional southbound lane to achieve 2 southbound left turn lanes and two southbound through lanes $800,000 • Extend signal cycle length • Changes to protected left turn phasing north/south and east/west 29 Beef Bend/Scholls Ferry Road • Eastbound right turn lane • Northbound left turn lane • Eastbound right turn overlap $850,000 • Change to protected phasing east/west • Change to split phasing north/south 30 Walnut/ORE 99W Retain westbound right turn lane when $250,000 ORE 99W is widened to 7 lanes • Change to protected left turn phasing on Walnut 31 72 /Hampton/Hunziker • Southbound right turn lane OR eastbound right turn lane $300,000 • Change to protected left turn phasing all directions 32 Durham/Upper Boones Ferry Road . Reconfigure intersection to make $1,000,000 through route between Durham and I- (Also see Table 11-6a) 5/Carmen interchange 33 Gaarde/Walnut • Traffic signal $350,000 • Eastbound right turn lane 34 68 /Dartmouth • Traffic signal $150,000 35 Carman/I-5 southbound • Eastbound right turn lane $200,000 36 Carman/1-5 northbound • 2"d westbound through Ian-- * 2"d northbound left turn lane $500,000 • Eastbound separate through and left turn (2) lanes Safety Enhancements Several Intersections $20,000,000 Pedestrian Crossings Several Locations $8,000,000 Total Intersection Improvements $57,450,0001 * - Based upon tentative draft RTP preferred improvement list from Metro, reference numbers from November 1998 listing. Planned indicates projects included in the MSTIP, STIP, CEP or approved (1995) RTP funding programs. Not in Plans indicates projects that have not be previously addressed in one of the local or regional transportation improvement plans. Tigard Transportation System Plan P99161 Funding and Implementation 11-13 October 30, 2001 ®KS Associates FINANCING ISSUES The collective funding requirements of the Tigard TSP is outlined by mode in Table 11-8. Based upon current sources of funding, the cost of the needs far exceeds the existing funding projected over the next 20 years. It should be noted that elements of the bicycle and pedestrian project lists that are redundant to the street improvement list were deducted to avoid double counting. A small portion of this difference can be made up by land use development exactions, where unimproved frontage is built to the TSP standards as projects are. implemented. A rough estimate of the-potential -value of fronting development exactions is about $50 million doiiars over 20 years, assuming that all the unimproved frontages of roadway projects (sidewalk plus 18 feet of street) identified in this plan were exactions. This would assume that the fronting improvements would not be credited to TIF/SDC revenue that is. already included in the existing funding outlook. The magnitude of the fronting improvements is such that the City and County will need to develop private/public partnerships to assure the reasonable delivery of future improvements in a timely manner. Table 11-8 Costs for Tigard Transportation Plan over 20 ears (2000 Dollars) Transportation Element Approximate Cost Street Improvement Projects*: Current Plans (RTP) $529,350,000 Unfunded/Not in Plans $619,850,000 Signal Coordination/ITS Systems ($100,000/yr) $2,000,000 Road Maintenance (assumes 4% per year growth) $46,000,000 Bicycle Master Plan (Total $24,015,000) $15,155,000 Pedestrian Action Plan (Total $19,436,000) $12,480,000 Pedestrian/School Safety Program ($10,000/yr) $250,000 Sidewalk Grant Program ($50,000/yr) $1,000,000 Park-and-ride Expansion (1,000 spaces) $2,000,000 Commuter Rail (Beaverton-Wilsonville) $71,500,000 Neighborhood Traffic Management ($50,000/yr) $1,000,000 ' TSP Support Documents (i.e., Design standard update, $1,000,000 TDM Support ($25,000/yr) $500,000 I TWENTY YEAR TOTAL, in 2000 Dollars $1,302,085,000 # Many of these projects include multi-modal elements built with streets, such as bike lanes and sidewalks. Project costs are included here and not repeated in bicycle and pedestrian costs. While projects in the RTP do not have committed funds, they represent a level of funding that is considered likely over the next 20 years given current funding sources. Of this total, ten projects on 1-5, ORE 217,1-5/ORE 99W connector and ORE 99W (state facilities) represent about $900,000,000 of the total. The remaining projects in Tigard represent about $400,000,000. Tigard Transportation System Plan P99161 Funding and Implementation 11-14 October 30, 2001 DKS Associates The funding sources, which can be used for various modes of transportation are summarized in Table 11-9. Historically, funding sources have been developed to support roadways for automobiles. Few funding sources have been allocated to other travel modes. Other travel modes were commonly implemented as an element of a roadway project, if funded at all. A few funding sources that the City receives for other modes include an allocation of the state motor vehicle fees which come to the City being dedicated to pedestrian/bicycle paths (about $24,000 per year) and a small set aside of the MSTIP funds for bikeways (about $20,000 per year). While federal gas tax funds are specifically allocated to multi-modal and balanced investments in transportation, other sources of funds such as state gas tax cannot be used for anything but highway use. To address these other modes the City will need to specifically seek funds for a balanced transportation system, while managing the overall needs and revenues. Table 11-9 Fund Source by Project Type Source Bicycle Pedestrian Streets Maintenance Transit Traffic Impact Fee (TIF) • • ✓ System Development Charges (SDQ Gas Tax/Motor Vehicle Fees STATE • o ✓ ✓ FEDERAL ✓ ✓ ✓ ✓ ✓ Street Utility Fees ✓ Exaction's • ✓ ✓ Local Improvement Districts (LID) • • ✓ Tax Increment Financing ✓ ✓ ✓ Special Assessments • ✓ ✓ ✓ Driveway Fees ✓ ✓ Payroll Employee Tax ✓ Oregon Special Public Works Fund • • ✓ ✓ • Typically as part of roadway project where other modes are incorporated ✓ Used as a primary source of funding Tigard Transportation System Plan P99161 Funding and Implementation 11-15 October 30, 2001 DKS Associates Current transportation revenue for the City of Tigard is summarized in Table 11-10. Presuming a constant funding level for 20 years, this would potentially fund about $250,000,000 of transportation projects (maintenance, operation, construction). As a comparison to this number, the amount of regional funding allocated to transportation projects in Tigard was calculated using the RTP. constrained funding scenario. Approximately $150 million of transportation projects have been identified in the current funding programs 2 While these numbers are not exactly the same (the numbers from Table 11-10 include all City and local funding sources), they clearly point out that there is-a serious-shortfall, between the"cost of the transportation plan and the current funding sources. The transportation plan costs of $1.3 billion are much greater than the best case revenue scenario of about $250 million using existing funding sources. While fronting improvements and exactions have the potential to be roughly $120 million in the best scenario, this leaves a billion dollar gap between needs and reasonably expected revenue. Table 11-10 Estimation of Available Transportation Funding From Existing Sources 2000 Dollars (approximate) Source Approximate Annual Revenue State Motor Vehicle Fees to City $1,500,000 County Gas Tax to City $100,000 TIF to City $1,200,000 MSTIP with City (approximate) $2,000,000 State/Federal Fees use in City $5,000,000 (approximate, assuming 30% capital allocation) ANNUAL TOTAL $9 &,000 20 YEAR Tigard Transportation Bond Potentail $50,0002000 20 YEARS OF CURRENT FUNDING $250 000 000 Exploring Funding Concepts The gap between transportation plan costs and existing revenue sources creates the need to explore several other concepts. Several options are outlined below: A. Reduce the transportation plan costs. This can eliminate funding shortfalls by deferring or eliminating projects. While some cost reduction is expected in the normal implementation of transportation projects of this size, to meet the total funding shortfall by this strategy would have negative impacts. Lower service levels for all modes of transportation, more extensive congestion, and impacts on community livability would be expected. Depending how much of the plan is eliminated (assuming land use forecasts occur), this strategy could negatively impact the economic potential of Tigard (businesses relocate, people move out and development does not reach modified 2015 forecasts). Additionally, by deferring capital costs of significant projects outside of 20 years it can be expected that the same projects will cost multiples of their estimated costs in the short term. This is similar to deferring roadway maintenance and paying 4 to 5 times the cost of the same improvement by waiting years into the future to act. Rising land costs and the development of vacant land adjacent to roadways, which increases mitigation requirements (dealing with hundreds of residents rather than one 'Interim Federal Regional Transportation Plan, Metro, July 1995, Table 7-2. 77gard Transportation System Plan P99161 Funding and Implementation 11-16 October 30, 2001 DKS Associates landowner). Additionally changing water quality/detention needs with Salmon legislation result in higher project costs with time. These increases in cost erode transportation dollars, making deferral of transportation system improvements an unwise choice in managing the public interest. B. Build alternative mode projects and eliminate costly road Projects. This strategy is commonly discussed by people as a way to "get people out of their cars". However, the overall future need for transportation in Tigard results from the majority of people using motor vehicles (single occupant vehicles and carpool/vanpools). By not building road projects, the resulting congestion would severely impact bus transit, bicycle and pedestrian travel which all use the same streets as automobiles. The forecast increase in PM peak hour vehicle use in Tigard (about 7,000 to 15,000 additional vehicle trips in 20 years is 5 to 7 times the total existing Tri-Met bus ridership in Tigard. While transit will play a significant role in reducing motor vehicle trips, it is unlikely it could eliminate the need for the majority of roadway projects. C. Increase eas tax to meet TSP needs. The gas tax, although assumed to be the major transportation funding element is one of many sources of funds. It is primarily used to maintain the transportation system not build new local street system capacity. Presently, the state gas tax generates about $2.5 million per year in revenue for the city and the county one cent gas tax generates about $100,000 per year for the city. If all the motor vehicle fees of the state, county and city were increased proportionately to by themselves fund the Tigard transportation (less ODOT projects) shortfall, it would require an increase of over $0.40 per gallon of gasoline in Tigard. Major increases to motor vehicle fees of this type would likely require voter approval. This amount of gas tax increase by itself would not be reasonable today, and points to the fact that funding will need to be from a variety of sources, not just one fee. D. Make development pay for all the difference in future transportation needs since they are caused by growth. If all the excess funds for Tigard improvements (less ODOT projects) were divided by the increment of trips between 1997 and the year 2015 and Tigard was responsible for the total cost of improvements it would require $8,000 per evening peak trip would need to be charged to all development on top of all existing fees, taxes and exactions. This would double the current TIF by just adding on Tigard's needs. An increase of this type would impact the economic development potential of Tigard since other cities (or states) may not have similar charges. Additionally, many of the transportation projects identified in the TSP serve existing and future users. For example, a roadway connection project with sidewalks and bicycle lanes (such as Walnut Street) is beneficial to all system users. This approach would unfairly impose the entire responsibility of TSP implementation on development. Additionally, some improvements are needed even if no growth were to occur, creating a need to fund at least some transportation improvements by other means. E. Do not allow land development unless all transportation needs can be funded.' This concept is known as concurrency. This has been implemented in various forms through level of service code amendments required by state laws (Florida and Washington). The examples over the last 15 years of these policies is clear. Funding policy redirects itself to fix capacity problems. Transit, pedestrian, bicycle and other mode facilities are generally not based on capacity but connectivity and access. The outcome in these communities is always larger Trgar+d Transportation System Plan P99161 Funding and Implementation 11-17 October 30, 2001 DK Associates roads - from Clark County, Washington to Contra Costa County, California to Boward County, Florida. A balanced transportation system is difficult to develop under concurrency assumptions. Outright development moratoria based upon transportation are difficult to impose given Oregon Planning and property rights laws. Creating extraordinary requirements for development would impact economic vitality and likely move the problem rather than fix it. ODOT has taken positions recently that have opposed rezoning of land if state facilities do not have adequate capacity and funding is not programmed. This is similar to concurrency. It - -blends assumptions that Comprehensive Plan land uses could be adequately served and that all new/additional vehicle trips are bad for the transportation system Again, the linkage of concurrency in any form, no matter how simple or appealing, does not produce the most effective or efficient transportation system. This approach defers improvements increasing their eventual cost of implementation. It is a reactive policy, not a progressive plan to reduce overall transportation system costs. F. Use bonds to fund transportation needs. Bonds are commonly used for financing transportation projects (the Westside LRT project property tax levy uses tax receipts to fund bond payments to fund the project). The use of public bonds would require a vote of the public. This type of program would include a list of transportation projects that would be funded and a general time frame for completion. Based upon an estimate of property value in Tigard, the funding gap would require an increase in property tax approximately $500 per year over 20 years for a homeowner of a $200,000 home. If all the transportation improvement in the Tigard area were pass on via bonds to Tigard property owners it would represent over $2,000 per year to a $200,000 home. Because increases to property tax are not generally viewed positively by the public, an extensive public involvement effort would be necessary to coordinate the understanding of need, the extent that the bonds should fund transportation needs and what the actual program elements would include. In studying various strategies, it is clear a "one size. fits all" plan will not succeed. It is recommended that a diversified and pragmatic strategy be developed that reflects political realities, economic needs, community livability and a balanced transportation system. Since transportation funding is not controlled locally, it will require steps to be taken at the state, regional, county and city level to be effective and fair. The following steps are necessary to implement the Tigard TSP. • Prioritize all transportation projects in Tigard so that the Regional Transportation Plan includes the projects of greatest need. The other projects should be included in preferred and strategic project lists to be eligible to compete for future regional funding. Additionally, as conditions change in the future the need for certain projects may change. • Use the priority listing to create City of Tigard transportation bond measures - this would have the potential to fund $50 to $100 million over 20 years. The current bond measure would be part of this implementation step. • Start with funding the highest priority TSP needs on the anticipation that over the next 20 years, new and complementary funding programs will be developed. This is more pragmatic than presuming all projects must have funding commitments today and accommodates changing needs and priorities over time. It is important not to stop everything today until a plan to fully fund all the. transportation, needs. approved.. Over time policies and programs in the plan which are intended to reduce vehicle demand can mature and new technologies that improve transportation 77gard Transpowtation System Plan P99161 Funding and Implementation 11-18 October 30, 2001 DKS Associates efficiency can evolve that may change how much or when funding becomes needed. 0 Given the relative size of a gas tax increase to fund transportation improvements in Tigard, a more diverse source of state and regional funding will be needed. Assuming that funding shortfalls can best be paid by gas tax statewide ignores the fact that the rest of the state may not share Tigard's or the Portland region's need to fund transportation. Three steps can be taken including: Statewide: Support gradual and incremental increases to the state gas tax are made (about $0.06 to $0.10 per gallon each six to eight years (assumes three increases in 20 years). Support statewide collection and proportional increases to truck fees (presently weight- mile tax and diesel tax in other states). Regionally: Support increases to motor vehicle registration and air quality surcharges (payable every two years at DEQ inspection or upon sale of vehicle based upon actual miles driven). These relate the urban needs and problems. However, if air quality improves the nexus of higher fees may be difficult. County: Update the TIF to better reflect arterial and collector needs in the county. Credits and fronting improvements will need to be reevaluated, particularly with more and more potential for redevelopment. It can almost be assured that TIF's would need to be increased given the county wide transportation needs. In addition, a program similar to the MSTIP where a property tax levy is used to fund the most significant projects in Tigard (or regionally, as in Washington County) could be done over the next 20 years, potentially funding up to a quarter to a half of the funding shortfall. Additionally, county gas tax and vehicle registration fees could be increased or created. • Maximize the use of funding sources from smaller pedestrian and bicycle projects. Over a twenty year period the following funding sources could generate a few million dollars which is significant for those modes of travel: 1. Obtain planning assistance money from the Transportation/Growth Management Program. This could include project grants or planning assistance through "Quick Response" teams. The TGM program is administered by ODOT/DLCD. 2. ODOT's Bicycle and Pedestrian Program administers two grant programs to assist in the development of walking and bicycling options. Local grants up to $100,000 are shared 80% state/20% local can be useful in filling gaps. 3. The Oregon Livability Initiative could be a source of funds for further commuter rail planning to Yamhill County. 4. TEA-21 Congestion Mitigation Air Quality. Improvement Program is a source of funds administered by Metro that provides a regional source of money for smaller pedestrian/bicycle projects. Y At a city level, consider needed city codetcharter changes to allow broad use of local improvement districts, area SDC's and bond measures to fund elements of the transportation plan. One of the toughest problems for development of concurrency are initial costs for street improvements. Tax increment financing commonly used for redevelopment has nearly been discontinued by public agencies due to tax reduction measures. Tax increment refers to selling bonds to pay for infrastructure that are paid off by the net income of increased tax revenues Tigard Transportation System Plan P99161 Funding and Implementation 11-19 October 30, 2001 Ks Associates created by increased property value. Tax increment financing can be very effective in district level master plans or redevelopment. • Another bonding concept requiring legislative change, would be to bond sidewalkifronting improvements in already-developed areas with net proceeds tied to the title on the land such that upon transfer or resale the city is paid back, including interest. Current property owners would benefit from the improvements and could pay off the assessment earlier at their discretion. The city would need- to front and back the bonds-and-if over the bond -life- resaldtransfer does not occur the city would be responsible. Given that the great majority of homes change Ownership over 20 years the risks should be minimal. This concept requires further study and legislative review before testing the application. • Using the development review process to protect the needed right-of-way in the next twenty years to meet transportation system demands is another possible tool. This can reduce the ultimate cost of street improvements. This requires an analysis process (build out assessment or frequent updates) to stay current of future right-of-way needs based upon changing land use (for example, three lanes in 2015 tnay need to be 5 lanes in 2025). Also known as a corridor set back strategy, this approach helps preserve long term right-of-way needs. • Develop funding programs (using new motor vehicle fees or other funding sources) to encourage private/public cooperation in funding transportation improvements. This may take several forms and will regt ire more assessment. One example would be establishing a city funding source that can be matched with private funding sources to implement elements of the TSP. • Roadway pricing strategies may become necessary for the large deficit in ODOT projects in not only the Tigard area, but the Portland region. While tolls would not represent the full deficit, they would (like all the above measures) contribute to funding the needed transportation system Any road pricing strategy would not be predicated upon past "toll booth" approaches, but would be built on new technology that would not require people to stop and pay (automatic vehicle identification and debiting). Turd Transportation System Plan P99161 Funding and Implementation 11-20 October 30, 2001 ACKNOWLEOEMENTS City of Tigard Julia Hajduk City Project Manager James Hendryx Community Development Director Gus Duenas Brian Rager Engineering Department DKS Associates Ransford S. McCourt, PE, PTOE Project Manager Julie Sosnovske, PE Assistant Project Manager Chris Maciejewski Danella Whitt Jennifer Hoffman Transportation System Plan Task Force Flick Wilson Judith Anderson James Griffith Lisa Incalcaterra Glenn Mores John Olsen Mark Padgett Shel Scolar Steven Topp Joe Schweiz Dennis Kruger Dean Williams EXHIBIT 3 PROPOSED COMPREHENSIVE PLAN CHANGES 8. TRANSPORTATION This chapter addresses Statewide Planning Goal #12: Transportation which requires local jurisdictions "to provide and encourage a safe, convenient and economic transportation system." Transportation planning has been defined as "...the process by which transportation improvements or new facilities are systematically conceived, tested as to present and future adequacy, and programmed for future construction. Modem transportation planning emphasizes the total transportation system. It considers all modes of transport which are economically feasible to a state, region or urban area." (Goodman & Freund, Principals and Practices of Urban Planning, "Transportation Planning") The transportation plan for Tigard reaches beyond the Tigard Planning Area and includes traffic and transportation impacts within other areas of the southwest subregion of the Portland Metropolitan Area. -The METRO acts as the regional coordinator for transportation planning throughout the Portland Metropolitan Area. The other major service district impacting Tigard is Tri-Met which is charged with the responsibility for providing public transportation throughout the metropolitan area. The Comprehensive Plan proposes a land use plan that encourages and facilitates balanced transportation development for the City. The plan recognizes that land use and transportation investments are interconnected and that relationship should be reinforced to produce an acceptable urban environment. Detailed historical information concerning transportation in the Tigard Urban Planning Area is available in the "Comprehensive Plan Report: Transportation." Detailed current information is available in the 2001 Tigard Transportation System Plan. The 2001 'Tigard Transportation System Plan updates the comprehensive plan and policies. However, it does not filly replace all elements of the comprehensive plan adopted prior to the 2001 TSP For this reason, a new Section has been added to the beginning of the Transportation Policies Section to encompass the system wide changes developed as part of the TSP process. Some of this information is repeated and expanded upon in other policy sections. Where a policy or implementation strategy specifically conflicts with the updated TSP, the specific policy or implementation strategy has been deleted. 8.1 TRANSPORTATION SYSTEM Find s Much of the traffic within Tigard is through traffic with origins and destinations outside of Tigard. There are no reasonable alternate routes for the 99W corridor traffic. Proposed Comprehensive Plan changes, page 1 of 17 • There are 22 intersections near or at capacity based on the 2001 Tigard Transportation System Plan. • There is no continuous bicycle network in Tigard. • There are significant gaps in the sidewalk system with few interconnected locations linking to schools, retail, parks and transit. • Segments of Highway 217 and 1-5 are over capacity and ORE 99W willcontinue to serve more through traffic in the future. • Future traffic models indicate ORE 99W and half of the signalized traffic intersections fail within 20 years assuming no improvements are made. • Travel time data on Highway 217 indicates that some of the slowest travel speed on the facility occurs in Tigard due to existing canacity issues and the need for interchane improvments. • In the development of the transportation system plan, seven goals were identified which were used as the guidelines for the development of the policies and implemenation strategies. The goals were: livibility, balanced transportation system, safety, performance, accessibilit_ goods movement, and coordination. POLICIES 8.1.1 PLAN, DESIGN AND CONSTRUCT TRANSPORTATION FACILITIES IN A MANNER WHICH ENHANCES THE LIVABILITY OF TIGARD .BY: A. PROPER LOCATION AND DESIGN OF TRANSPORTATION FACILITIES. B. ENCOURAGING PEDESTRIAN ACCESSIBILITY BY PROVIDING SAFE, SECURE AND DESIRABLE PEDESTRIAN ROUTES. C. ADDRESSING ISSUES OF EXCESSIVE SPEEDING AND THROUGH TRAFFIC ON LOCAL RESIDENTIAL STREETS THROUGH A NEIGHBORHOOD TRAFFIC PROGRAM. THE PROGRAM SHOULD ADDRESS CORRECTIVE MEASURES FOR EXISTING PROBLEMS AND ASSURE THAT DEVELOPMENT INCORPORATES TRAFFIC CALMING. 8.1.2 PROVIDE A BALANCED TRANSPORTATION SYSTEM, INCORPORATING ALL MODES OF TRANSPORTATION-0 NCLUDING MOTOR VEHICLE. BICYCLE, PEDESTRIAN, TRANSIT AND OTHER MODEST BY: Proposed Comprehensive Plan changes, page 2 of 17 A. THE DEVELOPMENT OF AND IMPLEMENTATION OF PUBLIC STREET STANDARDS THAT RECOGNIZE THE MULTI-PURPOSE NATURE OF THE STREET RIGHT-OF-WAY FOR UTILITY PEDESTRIAN, BICYCLE, TRANSIT, TRUCK AND AUTO USE. B. COORDINATION WITH TRI-MET, AND/OR ANY OTHER TRANSIT PROVIDERS SERVING TIGARD TO IMPROVE TRANSIT SERVICE TO TIGARD. FIXED ROUTE TRANSIT WILL PRIMARILY USE ARTERIAL AND COLLECTOR STREETS IN TIGARD. DEVELOPMENT ADJACENT TO TRANSIT ROUTES WILL PROVIDE DIRECT PEDESTRIAN ACCESSIBILITY. C. CONSTRUCTION OF BICYCLE LANES ON ALL ARTERIALS AND COLLECTORS WITHIN TIGARD CONSISTENT WITH THE BICYCLE MASTER. ALL SCHOOLS, PARKS PUBLIC FACILITIES AND RETAIL AREAS SHALL STRIVE TO HAVE DIRECT ACCESS TO A BIKEWAY. D. CONSTRUCTION OF SIDEWALKS ON ALL STREETS WITHIN TIGARD. ALL SCHOOLS, PARKS, PUBLIC FACILITIES AND RETAIL AREAS SHALL STRIVE TO HAVE DIRECT ACCESS TO A SIDEWALK. E. DEVELOPMENT OF BICYCLE AND PEDESTRIAN PLANS WHICH LINK TO RECREATIONAL TRAILS. F. DESIGN LOCAL STREETS TO ENCOURAGE A REDUCTION IN TRIP LENGTH BY PROVIDING CONNECTIVITY AND LIMITING OUT-OF-DIRECTION TRAVEL AND PROVIDE CONNECTIVITY TO ACTIVITY CENTERS AND DESTINATIONS WITH A PRIORITY FOR BICYCLE AND PEDESTRIAN CONNECTIONS. G. TIGARD WILL PARTICIPATE IN VEHICLE TRIP REDUCTION STRATEGIES DEVELOPED REGIONALLY TARGETED TO ACHIEVE NON-SINGLE OCCUPANT VEHICEL LEVELS OUTLINED IN TABLE 1.3 OF THE REGIONAL TRANSPORTATION PLAN.. H. TIGARD WILL SUPPORT THE DEVELOPMENT OF A COMMUTER RAIL SYSTEM AS PART OF THE REGIONAL TRANSIT NETWORK. 8.1.3 STRIVE TO ACHIEVE A SAFE TRANSPORTATION SYSTEM BY THE DEVELOPMENT OF STREET STANDARDS. ACCESS MANAGEMENT POLICIES AND SPEED CONTROLS WHEN CONSTRUCTING STREETS, AND BY MAKING STREET MAINTENANCE A PRIORITY AND THROUGH A COMPREHENSIVE PROGRAM OF ENGINEERING EDUCATION AND ENFORCEMENT. A. DESIGN OF STREETS SHOULD RELATE TO THEIR INTENDED USE. Proposed Comprehensive Plan changes, page 3 of 17 B. DESIGN SAFE AND SECURE PEDESTRAIN AND BIKEWAYS BETWEEN PARKS AND OTHER ACTIVITY CENTERS IN TIGARD. C. DESIGNATE SAFE AND SECURE ROUTES TO SCHOOLS FOR EACH SCHOOL. ANY NEW RESIDENTIAL PROJECT SHOULD IDENTIFY THE SAFE PATH TO SCHOOL FOR CHILDREN I D. REFINE AND MAINTAIN ACCECSS MANAGEMENT STANDARDS FOR ARTERIAL AND COLLECTOR STREETS TO IMPROVE SAFETY IN TIGARD. E. ESTABLISH A CITY MONITOR-LNG SYSTEM THAT REGULARLY EVALUATES, PRIORITIZES AND MITIGATES HIGH ACCIDENT LOCATIONS WITHIN THE CITY. F. NEW ROADWAYS SHALL MEET APPROPRIATE LIGHTING STANDARDS. EXISTING ROADWAYS SHALL BE SYSTEMATICALLY RETROFITTED WITH ROADWAY LIGHTING. H. REQUIRE NEW DEVELOPMENT TO PROVIDE SAFE ACCESS TO AND TO GAIN SAFE ACCESS FROM ^WT A PUBLICA.LLY DEDICATED AND IMPROVED STREET (I.E. DEDICATE RIGHT- OF-WAY, IF NOT ALREADY ON A PUBLIC STREET, AND INSTALL IMPROVEMENTS IN ROUGH PROPORTIONALITY TO THE DEVELOPMENT'S IMPACT) AND PROVIDE SAFE ACCESS. 8.1.4 SET AND MAINTAIN TRANSPORTATION PERFORMANCE MEASURES THAT: A. SET A MINIMUM INTERSECTION LEVEL OF SERVICE STANDARD FOR THE CITY OF TIGARD AND REQUIRES ALL PUBLIC FACILITIES 'FO BE DESIGNED TO MEET THIS STANDARD. B. SET PARKING RATIOS TO PROVIDE ADEQUATE PARKING, WHILE PROVIDING AN INCENTIVE TO LIMIT THE USE OF THE SINGLE OCCUPANT VEHICLE. C. ENCOURAGE WORKING WITH OTHER TRANSPORTATION PROVIDERS IN WASHINGTON COUNTY, INCLUDING TRI-MET METRO AND MOT TO DEVELOP, OPERATE AND MAINTAIN INTELLIGENT TRANSPORTATION SYSTEMS INCLUDING COORDINATION OF TRAFFIC 8.1.5 DEVELOP TRANSPORTATION FACILITIES WHICH ARE ACCESSIBLE TO ALL MEMBERS OF THE COMMUNITY AND MINIMIZE OUT OF DIRECTION TRAVEL BY: Proposed Comprehensive Plan changes, page 4 at 17 A. THE DESIGN AND CONSTRUCTION OF TRANSPORTATION FACILITIES TO MEET THE REQUIREMENTS OF THE AMERICANS WITH DISABILITIES ACT. B. THE DEVELOPMENT OF NEIGHBORHOOD AND LOCAL CONNECTIONS TO PROVIDE ADEQUATE CIRCULATION IN AND OUT OF THE NEIGHBORHOODS. C. WORK WITH WASHINGTON COUNTY AND ODOT TO DEVELOP AN EFFICIENT ARTERIAL GRID SYSTEM THAT PROVIDES ACCESS WITHIN THE CITY, AND SERVES THROUGH CITY TRAFFIC. 8.1.6 PROVIDE FOR EFFICIENT MOVEMENT OF GOODS AND SERVICES THROUGH THE DESIGN OF ARTERIAL ROUTES, HIGHWAY ACCESS AND ADJACENT LAND USES IN WAYS THAT FACILITATE THE EFFICIENT MOVEMENT OF GOODS AND SERVICES AND THE SAFE ROUTING OF HAZARDOUS MATERIALS CONSISTENT WITH FEDERAL AND STATE GUIDELINES. 8 1 7 IMPLEMENT THE TRANSPORTATION SYSTEM PLAN (TSP) IN A COORDINATED MANNER BY COORDINATING AND COOPERATING WITH ADJACENT AGENCIES (INCLUDING WASHINGTON COUNTY, BEAVERTON TUALATIN LAKE OSWEGO CITY OF PORTLAND, TRI- MET METRO AND ODOT) WHEN NECESSARY TO DEVELOP TRANSPORTATION PROJECTS WHICH BENEFIT THE REG16N AS A WHOLE IN ADDITION TO THE CITY OF TIGARD. IMPLEMENTATION STRATEGIES I. Design streets and highways to respect the characteristics of the surrounding land uses, natural features, and other community amenities. 2. The Git-i A414 aDevelop and maintain a pedestrian plan in Tigard outlining pedestrian routes. Sidewalk stEmdafdswill Developed sidewalk standards to define various widths, as necessary, for City street types. 3. Develop and maintain a program of street design standards and criteria for neighborhood traffic management (NTM) for use in new development and existing neighborhoods. Measures to be developed may include (but are not limited to) narrower streets, speed humps traffic circles, curb/sidewalk extensions, curving streets, diverters and/or other measures, as developed as part of a City NTM plan. 4 Develop and maintain a series of system maps and design standards for motor vehicles, bicycle pedestrian transit and truck facilities in Tigard. LM Proposed Comprehensive Plan changes, page 5 of 17 5. The Regional Transportation Plan (RTP) and Tri-Met service plans will be the guiding documents for development of Tigard's transit plan. The City should provide input to Tri- Met regarding their specific needs as they annually review their system._ This input should focus on improving service (coverage and frequency) to under-served areas. New transit service should be considered concurrent to street improvements when significant street extensions are completed. The City should encourage land intensive uses to locate near transitways and require high intensity uses (i.e. large employment, commercial sites) to grovide transit facilities-. When bus stops reach 75 boardings per day, bus hselters should be considered in development review. Sidewalks should be available within '/4 mile fiom all transit routes and transit should be provided to schools and parks. 6. Develop a bicycle plan which connects key activity centers (such as schools, parks, public facilities and retail areas) with adjacent access. Standards for bicycle facilities within Tigard will be developed and maintained. Where activity centers are on local streets, connections to bicycle lanes shall be designated. 7. Develop a pedestrian plan which connects key activity centers with adjacent access. Require sidewalks to be constructed on all streets within within Tigard. 8. Standards for pedestrian facilities within Tigard will be developed and maintained. 9 The bicycle and pedestrian plans will need to indicate linkages between recreational and basic pedestrian networks. A primary facility in Tigard should link together Fanno Creek, Tualatin River and the BPA right-of-way in the west of Tigard. Design standards for recreational elements will need to be developed and maintained. 10. Revise the Code to require new streets built to provide connectivity to incorporate traffic management design elements, particularly those which inhibit speeding. As a planning standard, require local streets to have connections every 530 feet in planning local and neighborhood streets. The p=ose of this policy is to provide accessibility within Tigard, with a focus on pedestrian connectivity. Pedestrian connectivity can be provided via pedestrian/bike paths between cul-de-sacs and/or greenways where auto connectivity does not exist or is not feasible. 11. Support development of a commuter rail system connecting the south Metro area to the Beaverton/Hillsboro area, with stop(s) in Tigard. 12 A functional classification system shall be developed for Tigard which meets the City's needs and respects needs of other agencies (Washington County, Metro, ODOT). Appropriate design standards for these roadways will be developed by the appropriate jurisdiction. 13. Place a high priority on routine street maintenance to preserve its infrastructure JM i vestment and improve safety. 14 Undertake a process ol'de(ining school routes for pedestrians by working with the School District, citizens and developers. 15. Develop guidelines to provide access control standards and apply these standards to all new road construction and new development. For roadway reconstruction, existing Proposed Comprehensive Plan changes, page 6 of 17 driveways shall be compared with the standards and a reasonable attempt shall be made to comply (consolidating driveway accesses or relocating driveways to a lower classification street are examples). 16. Develop a process to review traffic accident information regularly to systematically identify, prioritize and remedy safety problems. Working with the County, develop a list of high collision sites and proiects necessary to eliminate such problems. Require development applications to identify and mitigate for high collision locations if they generate 10% increase to existing traffic on an approach to a high collision intersection Washington County's SPIS (Safety Priority Indexing System) could be used as a basis for determining high collision locations. 17. Include paths to schools, parks, and town center areas as priority roadway lighting locations. 18. Require development to provide right-of=way (if needed) and safe access as determined by application of the City's development code and standards for design Require that the minimum City standards be met for half-street adjacent to developing property for a development to proceed (with consideration of rough proportionality). Apply this policy to both pedestrians and motor vehicles 19. Monitor Metro and Washington County's current work to develop a level of service standard. Level of service-DE (and demand-to-capacity ratio of 1.0 or less) Highway Capacity Manual, Chapters 9, 10 and 1115-16, and 17 (or subsequent undated L fere__n_ces) is recommended to balance provision of roadway capacity with level of service and funding. ODOT, Metro and Washington County performance standards should be considered on state or County facilities and for 2040 Concept Areas (as defined in Table 1.2 of the RTP).- Speeial di ^e*^ designated i t may be standEwd is Het feasible A-e. ORE 99AI). The City will work to make the arterial & collector street systems operate effectively to discourage "cut-through" traffic on neighborhood and local streets. 20. Work toward the eventual connection of streets identified on the Transportation plan map as development occurs, as funds are available and opportunities arise. 21. As outlined in Title 6 of the Metro Urban Growth Management Functional Plandevelop access connection standards. The arterial street system should facilitate street and pedestrian connectivity. 22. Work with federal agencies the Public Utility Commission the Oregon Department of Energy and MOT to assure consistent laws and regulations for the transport of hazardous materials. 23. Maintain plan and policy confonnance to the Regional Transportation Plan and Transportation Planning Rule (OAR 660-012) Seek compatibility with all adjacent county and city jurisdiction plans. Proposed Comprehensive Plan changes, page 7 of 17 8.4--2 TRAFFICWAYS Findings • A need exists to place all of the existing public local and collector streets in the Tigard City Limits under the City's jurisdiction. • According to a Washington County computer study 48-60% of Tigard residents work outside of the Washington County area. • Between 77-83% of Tigard residents commute to work by auto as single occupants. • Major congestion problems within the City have resulted from the rapid population growth since 1970, creating a need for major street improvements. • A corridor study for Pacific Highway (99W) has not been prepared by-11ISD3Metro. It is the only major trafficway within the region which has not been studied. Pacific Highway, the major trafficway through the City, has the highest traffic volumes, congestion and accident[s] rates within the City. There is a need to prepare a corridor study for Pacific Highway. The City, Metropolitan Service District and [the] State should coordinate such a study. • Many of the streets in Tigard are dead-ended which adds to the congestion on existing completed streets. Therefore, a number of street connections need to be constructed. • A major concern of the community regarding transportation is the need to maintain and improve the livability of residential areas in the face of increasing population and transportation requirements. • The City needs to develop a strategy to coordinate public street improvements with private sector improvements to achieve the most effective use of the limited dollars available for road development and improvement. • Major residential growth during the planning period is expected to occur in the westerly and southerly areas of Tigard. Both of these areas lack adequate improved trafficways. • A need exists during the planning period to complete a collector street system between Scholls Ferry Road, Walnut Street, Gaarde Street, Bull Mountain Road and Pacific Highway. The location of these connections needs to be coordinated between the City, County, State and [the] Metropolitan Service District. • A need exists to complete the collector street system within the Tigard Triangle area to make more of this area accessible to developers, employers and employees. Proposed Comprehensive Plan changes, page 8 of 17 POLICIES 8.4-2.1 THE CITY SHALL PLAN FOR A SAFE AND EFFICIENT STREET AND ROADWAY SYSTEM THAT MEETS CURRENT NEEDS AND ANTICIPATED FUTURE GROWTH AND DEVELOPMENT. 8.4-2.2 THE CITY SHALL PROVIDE FOR EFFICIENT MANAGEMENT OF THE TRANSPORTATION PLANNING PROCESS WITHIN THE CITY AND THE METROPOLITAN AREA THROUGH COOPERATION WITH OTHER FEDERAL, STATE, REGIONAL AND LOCAL JURISDICTIONS. 8.2.3 THE CITY SHALL REQUIRE AS A PRECONDITION TO DEVELOPMENT f APPROVAL THAT: a. DEVELOPMENT ABUT A PUBLICLY DEDICATED STREET OR HAVE ADEQUATE ACCESS APPROVED BY THE APPROPRIATE APPROVAL AUTHORITY; b. STREET RIGHT-OF-WAY BE DEDICATED WHERE THE STREET IS SUBSTANDARD IN WIDTH; C. THE DEVELOPER COMMIT TO THE CONSTRUCTION OF THE STREETS, CURBS AND SIDEWALKS TO CITY STANDARDS WITHIN THE DEVELOPMENT; d. INDIVIDUAL DEVELOPERS PARTICIPATE IN THE IMPROVEMENT OF EXISTING STREETS, CURBS AND SIDEWALKS TO THE EXTENT OF THE DEVELOPMENT'S IMPACTS; e. STREET IMPROVEMENTS BE MADE AND STREET SIGNS OR SIGNALS BE PROVIDED WHEN THE DEVELOPMENT IS FOUND TO CREATE OR INTENSIFY A TRAFFIC HAZARD; f. TRANSIT STOPS, BUS TURNOUT LANES AND SHELTERS BE PROVIDED WHEN THE PROPOSED USE OF A TYPE WHICH GENERATES TRANSIT RIDERSHIP; g. PARKING SPACES BE SET ASIDE AND MARKED FOR CARS OPERATED BY DISABLED PERSONS AND THAT THE SPACES BE LOCATED AS CLOSE AS POSSIBLE TO THE ENTRANCE DESIGNED FOR DISABLED PERSONS; AND h. LAND BE DEDICATED TO IMPLEMENT THE BICYCLE/PEDESTRIAN CORRIDOR IN ACCORDANCE WITH THE ADOPTED PLAN. 84.4 - WHEN ~{r~E ~7~7A` CT] ice` J~~~„[ '1'tTROUTES OF FUTURE T.- isp ON iY'Yi2"t'c~~"~P'L'rfSE2^P'rTH26.3,19 T-BERN-DE'zz,fl~0~D'E , THE f'TTV SHAT T DESIGNATE --STUDY ---AREAS -AN~--THE--GOMPREHENSIVE PI AN Proposed Comprehensive Plan changes, page 9 of 17 milli 1111 ME -Ell TD A1.4Spg T A T101q M Ate. D P (WIDTJ GETPTER-4-1- nT T1L SCRIPTTONS Tn. v7~ ~ AAS C+ rT+~7Hill' '7~T ~7 -d- i E1%jYrFTD-y T17i -PIRD~ttl~TZTE ARE *gT-7'HI'GH T ESE PROD COTSS WILL OCCUR, AN b TOO EXPLAIN THE TYPr rrl~D EXTENT- OF T3x~~~ r.TTTTT~ zTZ*i'~D'ir'O VE"irYE-14TS. A'DDT Tf~ A r7!T/'V8.1.5 *94E-N R VIEWING - DEVELOPMENT -YTSTni'C1'iz'=y *TzTO 1x77 Hpi ('COMP 1E.INSA'T '1Z'C? TD A AT SPO T A TION PL~M~z UDYA1i JS a, TLTTr D'S'Di~TiTZZ~T GITY SHALL WOR Ii H A DDT T!'A1TTS TO A G4D GQNF Tf'T 1177TH THE TS--~ a....... _ _ LOG A TION OF FUTURE TD A NSPORT1 A TION WPROVENIE TTS 8.4.2.6 A CHANGE IN ROADWAY CLASSIFICATION, OR LOCATION SHALL REQUIRE AN AMENDMENT TO THE COMPREHENSIVE PLAN A~MAP, A TT'~ HE T nr n TTn1.T O T O A TRANSPORTATION -Y~cWAY 111TTHP4 A TD As~orATQDf1QT A T4ON * A D STUDY irzxa-orcTr~ ~ P ORT!ON-OF i nnF7fS1T AREA HAS BE E N DETERA04ED , THE MAP WILL BE AMENDED BY: ---ems-- DESIGNATING THE LOCATION OF THE ROADWAY AND. b. DESIGNATING ITS CLASSIFICATION, AND, e. DET TING SING THE TPP]R O PPPJ A TT; D/ P T- 10 4 ()F- YY -iSrav iy TU ` TAA"0 3LE - I 8.4-2.7 THE CITY SHALL SUPPORT THE GOALS AND OBJECTIVES OF THE OREGON DEPARTMENT OF TRANSPORTATION TO IMPROVE TRAFFIC FLOW AND CAPACITY AT THE INTERCHANGE OF I-5 AND HIGHWAY 217/KRUSE WAY. HOWEVER, THE CITY RETAINS THE PREROGATIVE TO REVIEW, COMMENT AND CONCUR WITH THE ACTUAL ALIGNMENTS OF THE PROJECT. 8.4-2.8 THE CITY SHALL ADOPT THE FOLLOWING TRANSPORTATION , IMPROVEMENT STRATEGY IN ORDER TO ACCOMMODATE PLANNED LAND USES IN THE TIGARD TRIANGLE: a. Highway 99W should be widened to 6 lanes throughout the study area (tool box). This improvement should be constructed in the short term. In the event that widening Highway 99 to six lanes is prohibitive due to physical constraints, the Dartmouth extension could potentially provide needed northeast-to-southwest travel demand. b. 72nd Avenue should be widened to four lanes with left turn lanes at major intersections and the Hunziker/Hampton overcrossing should be constructed. These two improvements will provide additional roadway capacity for circulation within the Triangle and for access to and from the triangle via 72nd Avenue. Construction of the Hunziker/Hampton overcrossing would have the additional advantages of eliminating geometric deficiencies at the Highway Proposed Comprehensive Plan changes, page 10 of 174- 217/72nd Avenue interchange; thereby providing further additional capacity at this interchange. For the buildout scenario (2015), these improvements will provide adequate capacity in the vicinity of the Highway 217/72nd Avenue interchange. C. The Hampton/Hunziker connection is only justified based on its operational relief to the 72nd interchange. Further study should be conducted to examine alternative measures to relieve this situation in a more cost effective way. Further study may indicate that extending Hampton further southwesterly (to connect with Hall Boulevard in the vicinity of McDonald Street) may better accommodate projected travel demand. Short of constructing this structure, a direct ramp instead of a loop ramp from southbound 72nd Avenue to northbound Highway 217 would provide additional capacity in the vicinity of the Highway 217/72nd Avenue interchange. d. Access from Dartmouth to northbound Highway 217 is critical to Tigard Triangle traffic circulation, therefore, it should be studied as part of the Highway 217 corridor analysis to be performed by ODOT and Metro. Under existing conditions, there is significant roadway congestion near the Highway 99W/Highway 217 interchange. Construction of the Dartmouth Extension and access to northbound Highway 217 would mitigate congestion at this interchange because motorists in this area of the Tigard Triangle would have the option to access northbound Highway 217 from Dartmouth or Highway 99W. e. Analysis indicates that there is a long term (20-30 years) need for Dartmouth Load to continue over Highway 217 and potentially south to Hall Boulevard as well as for extending the collector-distributor roads from the Highway 217/72nd Avenue interchange through the Highway 217/Highway 99W interchange. The Highway 217 corridor analysis to be performed by Metro and ODOT should consider the advantages and disadvantages of these improvements. The Dartmouth extension to Hall Boulevard should be constructed only if further system improvements to Hall Boulevard are made concurrently. If additional capacity is not added to Hall Boulevard south of where the Dartmouth extension would be connected, the effectiveness of this connection would be diminished. Alternatively, another roadway could be constructed that provides a connection from the Dartmouth extension to Hall Boulevard in the vicinity of McDonald Street. f. Adopt the functional classification plan for streets internal to the. Tigard Triangle as shown on Figure 1. The following policies apply to local streets within the Tigard Triangle: 1. Local street spacing shall be a maximum of 660 feet. 2. Access way spacing shall be a maximum of 330 feet. 3. Spacing of signalized intersections on Major Arterials shall be a minimum of 600 feet. 4. Existing rights of way will, to the greatest extent possible, be utilized for a local street system. Right of way vacations will be considered only when all other policies in this subsection are met. Proposed Comprehensive Plan changes, page 11 of 17 g. The transportation projects described in this section should be added to the City of Tigard's Transportation System Plan. The City, ODOT and Metro should work to include these improvements in regional and state implementation programs. (Rev. Ord. 91-13; Ord. 96-42) IMPLEMENTATION STRATEGIES 1. The City shall develop, adopt and implement a master street plan that anticipates all needed trafficway improvements so as to plan for the necessary available resources to develop these streets when they are needed. 2. The City shall develop, maintain and implement a capital improvements program which: a. Is consistent with the land use policies of the Comprehensive Plan; b. Encourages a safe, convenient and economical transportation system; C. Furthers the policies and implementation strategies of the City's Comprehensive Plan; d. Considers a variety of transit modes within the rights-of-way; e. Meets local needs for improved transportation services; f. Pursues and establishes other funding sources from the federal, state, regional and/or local agencies; and g. Designates the timing of such projects to ensure their installation when those facilities are needed. 3. The City shall specify street design standards within the Tigard Community Development Code. 4. The City shall maintain the carrying capacity of arterials and collectors by reducing curb cuts and other means of direct access, and requiring adequate right-of-way and setback lines as part of the development process. The Community Development Code shall, state the access requirements for each street classification. 5. The City's Tigard Community Development Code shall require developers of land to dedicate necessary rights-of-way[s] and install necessary street improvements to the City's standards when such improvements have not been done prior to the developer's proposals. These necessary dedications may be required upon approval of any development proposal. 6. The City shall control and limit the number of access points and will signalize trafficways in a manner that provides for a consistent flow of traffic and therefore minimizes or reduces vehicular emissions. Proposed Comprehensive Plan changes, page 12 of 17 7. The City shall include provisions in the Tigard Community Development Code which addresses the aesthetic quality of the transportation system to ensure community livability and to minimize the effects on abutting properties. This can be accomplished through: a. Building setback requirements; b. Requirements for landscaping and screening and through other site design criteria for visual enhancement; C. Limiting residential land uses along major arterial trafficways; and d. Sign controls. 8. The City shall coordinate their planning efforts with adjacent cities and other agencies e.g., Beaverton, Portland and Tualatin, Washington County, Distr-ietMETRO, Tri-Met and ODOT. 9. The City shall work out reciprocal agreements with other agencies for exchanging information pertinent to local transportation planning. 8.x-3 PUBLIC TRANSPORTATION Findings • Since the oil embargos of the 1970s, the cost of motor fuels has increased fourfold. • The Tri-County Metropolitan Transportation District of Oregon (Tri-Met) is responsible for providing public transportation to the residents of Multnomah, Washington and Clackamas Counties. • Presently, there are €euf (-0~Eleven (111 bus lines that service the Tigard area. • Public transit offers the community an opportunity to reduce traffic and pollution as well as increase energy efficiency. • Work trips and shopping trips are most conducive to mass transportation. • The proposed downtown Tri-Met Tigard transfer center will increase service and lessen travel time for riders. Proposed Comprehensive Plan changes, page 13 of 17 POLICIES 8.23.1 THE CITY SHALL COORDINATE WITH TRI-MET TO PROVIDE FOR A PUBLIC TRANSIT SYSTEM WITHIN THE PLANNING AREA WHICH: a. MEETS THE NEEDS OF BOTH THE CURRENT AND PROJECTED, FOR THE TIGARD COMMUNITY; b. ADDRESSES THE SPECIAL NEEDS OF A TRANSIT DEPENDENT POPULATION; C. REDUCES POLLUTION AND TRAFFIC; AND d. REDUCES ENERGY CONSUMPTION. 823.2 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 DEVELOPMENT PROPOSALS TO PROVIDE TRANSIT FACILITIES; AND C. SUPPORTING EFFORTS BY TRI-MET AND OTHER GROUPS TO PROVIDE FOR THE NEEDS OF THE TRANSPORTATION DISADVANTAGED. IMPLEMENTATION STRATEGIES 1. The City shall request Tri-Met to extend service to areas within the City that do not currently have service. 2. In the City's Community Development Code, the City shall require large developments to provide transit facilities e.g., pull-offs and shelters, if such developments are located adjacent to transit routes. the u . avYaaav in downtown Tigar-d. 43. The City shall propose land use densities, within the Comprehensive Plan, along transit oriented corridors that support public transportation service. -54. The City shall work with Tri-Met and other transit providers to encourage transit service for the transit dependent population e.g., the poor and handicapped. Proposed Comprehensive Plan changes, page 14 of 17 ----Mi 65. The City shall encourage its citizens to use mass transit systems, where possible, to make greater effectiveness of the transit system while reducing automobile usage. ~C. The City shall coordinate with the transit providers to encourage carpooling and investigate if there is a local need for carpooling in the Tigard area. 8.3-4 TRANSPORTATION FOR THE DISADVANTAGED Findings • Tri-Met is responsible for providing handicapped transit accessibility including coordination of special transit services by social service agencies. • Tri-Met conducts the detailed special handicapped transit planning necessary to identify required service improvements and adopt a plan for meeting federal requirements for handicapped accessibility. POLICY 8.34.1 THE CITY SHALL COORDINATE WITH WASHINGTON COUNTY, TRI-MET AND OTHER REGIONAL AND STATE AGENCIES IN THE IDENTIFICATION AND ACCOMMODATION OF INDIVIDUALS WITH SPECIAL TRANSPORTATION NEEDS. IMPLEMENTATION STRATEGIES 1. The City shall require, through the implementation process, that parking spaces be set aside and marked for disabled persons [parking] and that such spaces be located in convenient locations. 2. The City shall continue to coordinate with [the] appropriate agencies in the identification and accommodation of those individuals with special transportation needs. 8.4-5 PEDESTRIAN AND BICYCLE PATHWAYS Findings • As the City of Tigard continues to grow, more people may rely on the bicycle and pedestrian pathways for utilitarian as well as for recreational purposes. • In 1974, the City Council adopted a Comprehensive Pedestrian/Bicycle Pathway Plan. • The City has required adjacent development to install that portion of the bicycle/pedestrian pathways shown on the adopted plan which abuts the development. • The City has implemented portions of the adopted plan through the City's overlay program. Proposed Comprehensive Plan changes, page 150f 17 Nil I, • The adopted Bicycle/Pedestrian Plan provides for a dual function pathway system; bicycles and pedestrians use the same system. POLICY 8.45.1 THE CITY SHALL LOCATE BICYCLE/PEDESTRIAN CORRIDORS IN A MANNER WHICH PROVIDES FOR PEDESTRIAN AND BICYCLE USERS, SAFE AND CONVENIENT MOVEMENT IN ALL PARTS OF THE CITY, BY DEVELOPING THE PATHWAY SYSTEM SHOWN ON THE ADOPTED PEDESTRIAN/BIKEWAY PLAN. IMPLEMENTATION STRATEGIES 1. The City shall review each development request adjacent to areas proposed for pedestrian/bike pathways to ensure that the adopted plan is properly implemented, and require the necessary easement or dedications for the pedestrianibicycle pathways. 2. The City shall review and update the adopted Pedestrian/Bikeway Plan on a regular basis to ensure all developing areas have accessibility to the Pedestrian/Bikeway system. 3. The City shall coordinate with Washington County to connect the City's Pedestrian/Bike Pathway system to the County's system. 4. City codes shall include provisions which prohibit motor driven vehicles on designated and maintained pedestrian/bicycle pathways. 8.3-6 RAILROADS I Findines • Tigard is serviced by Southern Pacific and Burlington Northern railroad lines which carry strictly freight through the City Limits. • Within the downtown area each railroad company has its own trackage and the usage of those lines is based on the railroads' needs. • There should only be one set of railroad tracks traversing the downtown area. The City is in the process of discussing this issue with both railroads. • Many of the commercial and industrial businesses within Tigard rely on the railroads for the shipping and receiving of goods. • The City is currently coordinating the upgrading of all the railroad crossings within Tigard with the railroads. Proposed Comprehensive Plan changes, page 16 of 17 I ma POLICY 8.36.1 THE CITY SHALL COOPERATE WITH THE RAILROADS IN FACILITATING RAIL FREIGHT SERVICE TO THOSE COMMERCIAL AND INDUSTRIAL BUSINESSES WITHIN THE CITY THAT DEPEND ON RAILROAD SERVICE. IMPLEMENTATING STRATEGIES 1. The City shall continue to coordinate with the Southern Pacific and Burlington Northern railroads to provide adequate railroad service. 2. The City shall designate adequate commercial and industrial land within close proximity to existing railroad service lines to ease railroad accessibility to those businesses that rely on the service. 3. The City shall coordinate with the railroads to combine the trackage within the downtown area. Proposed Comprehensive Plan changes, page 17 of 17 CITY OF TIGARD, OREGON ORDINANCE NO. 02- -aJ AN ORDINANCE AMENDING CHAPTER 13.04, LOCAL IMPROVEMENTS- GENERAL PROCEDURES, OF THE TIGARD MUNICIPAL CODE. WHEREAS, the City Council finds that Chapter 13.04 of the Tigard Municipal Code should be updated; NOW, THEREFORE, THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: Chapter 13.04 is amended to read as follows: Deleted language is shown by a stiikedweu of language; added language shown by an underline of language. Chapter 13.04 GENERAL PROCEDURES Sections: 13.04.010 Definitions. 13.04.020 Initiation of local improvement district. 13.04.030 Fees--Report and recommendation-Resolution. 13.04.040 District formation--Public hearing--Ordinance. 13.04.050 Improvements--Final plan and specifications--Resolution accepting. 13.04.055 Public hearing on final plans and specifications. 13.04.060 Assessment--Notice and public hearing--Ordinance. 13.04.070 Finance and closure. 13.04.080 Administration. 13.04.010 Definitions. As used in this chapter: (a) "Local improvement" means: (1) The grading, graveling, paving or other surfacing of any street, or opening, laying out, widening, extending, altering, changing the grade of or constructing any street; (2) The construction or reconstruction of sidewalks; (3) The installation of street lights; (4) The installation of underground wiring or related equipment; (5) The reconstruction or repair of any street improvement mentioned in this subsection; (6) The construction, reconstruction or repair of any sanitary or storm sewer or water main; ORDINANCE No. 02-O Page 1 (7) The acquisition, establishment, construction or reconstruction of any off-street motor vehicle parking facility; (8) The construction, reconstruction, alteration, relocation or repair of any flood-control dike, dam, floodway or drainage facility; (9) The construction, reconstruction, installation and equipping of a park, playground or neighborhood facility; (10) Any other local improvement for which an assessment may be made on the property specially benefited. (b) "Local improvement district" means the pr-eperly whiehproperties, which is-are to be assessed for the cost or part of the cost of local improvement and the prepeity-properties that have benefited by all or part of the improvementen whieli the leeal imprevement is 1 a (c) "Lot" means lot, block or parcel of land. (d) "Owner" means the owner of the title to real property, or the contract purchaser of real property, of record as shown on the last availaale complete assessment roll in the office of county assessor. (e) "Pr---- " l,-- a of r 4._., for- i.,.,..i -----n-t- - ----t--- -""_"•'---a r--r-i ....r,..,.e...@nt~EliStr-i6t5r-prier- -tA e6 based upen the ' , e 31985). 13.04.020 Initiation of local improvement district. (a) Initiation of District Formation Process. (1) The ma4d^^ e f the le al imprevement and d local improvement district formation process may be initiated in one of the following ways: (A) The eetineil ay deelare an emer-geney to (B)(A) The eeuneil-Council may initiate the formation of the district and the making of the improvement on its own motion. (E)~B The property owners owning at least fifty percent of the property benefit4e benefited by the local improvement may by written petition request the eeuneil-Council to form the district and make the improvement. (2) 7 development viva--vx p-cn ii'°cr shall pr-eparee a-preliminary evaluaao n n repet#-The repei4 shall (A)--identify -laievm f et^r-° • hia pert the €e-ffm6en of the a tFi t a and !me%% faeter-s whieh make the distfiet and impr-evement net feasible er not in the pub! interest; 1 (3) The-ee --nity development dir-eeter- eiW engine- shall submit the pr-eli r ORDINANCE No. 02-D~ Page 2 Y (4) The eouneil may request-fin-its ewrr-motion Ft brought to it for aratien when the r-erornmendatien is for- denial. (b) Resolution to Prepare Preliminary Engineer's Report. gPhe Rh^„ ° ^:a°~ the ~reliniina y evaluatien-reper~-A-publ.^ w°. 4-^ of requir-ed. (?}LIZ Based on a staff report prepared by the City Engineer addressing the factors in favor of and against formation of a local improvement district, the preli ninary evaluation repeFt, the emtneil Council shall: (A)--Direst staff to terminate , : rvnv c on t cnc ° ~iivpes°cca Fiet and a i v a ~'st:zcs-zzpav~crricrrsc (B)(A) Adopt a resolution directing that sk F' o ^repar- a preliminary engineer's report be prepared, or- (B) Direct staff to terminate work on the proposed district. The Council may also direct staff to terminate work on the local improvement. (-3)L) The resolution directing that a preliminary engineer's report be prepared may include alternatives that the eouneil-Council intends for staff to consider. (Ord. 8540 §4, 1985). 13.04.030 Fees-Report and recommendation-Resolution. (a) Fee. The __u _il may ca,. t a r e sehedule f^. the preparation of the limi.~. Seetien 13.04.020(a)(1)(G). The MY shall repeA. The:fieee se-hed-ulle shall apply to applieations initiated under- ° ration of the • ntil the fee i paid to the eity- Fee for engineer's report. If the process is initiated by petition of property owners. the petitioners shall pay in advance the cost of preparing the engineer's report. Preparation of the engineer's report shall not commence until the fee is paid. (b) Preliminary Engineer's Report. (1) The City Engineer shall have a preliminary engineer's report prepared. The report shall: (A) Include the scope of the work, location of the proposed improvements, financial information, the proposed district boundaries, estimated costs, and other relevant information which go to the feasibility of the proposed improvement and the district. If it is determined that it is necessary to enter onto property within the proposed district for surveying or other engineering purposes, the preliminary engineer's report shall include an adequate description of the properties to be entered upon and a detailed description of the work to be done on the properties. (B) Recommend approval, approval with conditions or denial. (2) The engineer's report may contain a suggested allocation of costs to be paid by benefited property owners and may include a suggested method of spreading the anticipated assessment i (2)(3) As an alternative to procedures outlined in subsection (b)(1) of this section, the eemmunit • deN,el^pment diree'^r- City Engineer may authorize entry upon any property within the proposed district pursuant to and for the purpose outlined in ORS 223.010. Within a reasonable time after the entry upon the land, the City Engineer shall report to the eouneil- Council on the results of the entry. ORDINANCE No. 02-"--( Page 3 (c) Project Priorities. The e4y-City by rule may establish standards for prioritizing projects. (d) Recommendation to Council. (1) The eeirii J develepment direeter-City Engineer shall prepare a fepeA recommendation to the council. The repel-recommendation shall elements address: (A) The project feasibility based on the preliminary engineer's report; and (B) The ended ,e^tppriority based en the-standefds-fet- pF.H.....~tg (B) Any previously adopted rules establishing priorities of projects. (2) The r-eeepamendafien te the aeuneil shall be distriet and to make th-e imprevement or- not to fenn the distriet and net to make the impr-evem (2) The recommendation may include a proposed apportionment of costs to be assessed against the benefited properties and may include a proposed method of spreading the assessment. (e) Resolution of Intention. (1) The wuneil oisxii rcveiVe the ee launity devele ment dir-eeter-'The council shall consider the CitesEngineer's recommendation and shall decide whether to declare its intention to form the district and to make the public improvements. No public hearing shall be required. (2) The resolution of intention shall: (A) Describe the general nature, location and extent of the proposed local improvement and of the proposed local improvement district; (B) Declare the eouneil's Council's intention to make the improvement; (C) Indi,;ate the method and manner of carrying out the improvement; (D) Contain an estimate of the probable total cost of the improvement; (E) Indic-ate the methed of assessment to be used to afr-iye at a fair- appei4ionment e (F)LQ Set a public hearing on the improvement; and (6)M Direct that notice be given of the proposed improvement and of the public hearing. i (3) The resolution of intention may set forth a proposed determination of the portion of the I total costs to be assessed against the benefited properties and may set forth a proposed method of spreading the assessments If a proposed allocation of costs or proposed method of spreading the assessments is included in the resolution the resolution shall state that the allocation of costs and method of assessment are only tentative and 1 that they may be altered by the City at the time of final assessment. 1 (4-)f4) The resolution of intention may include alternative proposals relating to a proposed local ORDINANCE No. 02-v4 Page 4 improvement; provided, however, that all of the information required for a particular local improvement shall be included for each alternative proposal. (Ord. 86-37 §1, 1986; Ord. 86-21 §1, 1986; Ord. 8540 §5. 1985). 13.04.040 District formation-Public hearing-Ordinance. (a) Alternative Procedures. (1) The eeunail-Council may form an improvement district and initiate and construct a local improvement without publishing or mailing notice to the owners of specifically ben rdbenefited property and without holding a public hearing on the matter when all of the owners of the specifically bene€rttedbenefited and assessed property have signed a petition which has been directed and presented to the eetmsil-Council requesting the improvement and formation of the district and the petitioners have signed a waiver of the right to remonstrate against the formation of the district and against the method for the spread of the assessment. (2) The eouneil-Council shall publish notice, give individual mailed notice and hold a public hearing in all other situations, where es., t _ all of th have requested tho-__ r _ e b) Notice of Hearing. (1) The eem City Engineer shall give at least ten days' notice to the property owners within the proposed district of the public hearing on the formation of the district and the local improvement by: (A) Publication in a newspaper of general circulation within the eityCC . -zero shall be enl Only-one publication is required; and (B) Mailing a copy of the notice by first-class mail to the owner(s) of each lot affected by the proposed improvement. (2) The notice shall contain: (A) A general description of the proposed local improvement and the property to be specially benefi#edbenefited thereby. The description of property need not be by metes and bounds but shall lie such that an average person can determine from it the general location of the property; (B) An estimate of the total cost of the improvement a aid for- by s e ial assessments (C) The date, time and place of the public hearing; (D) A statement of a place where preliminary project design and other additional information concerning the improvement is available to the public; and (E) Information concerning any proposed allocation of costs or method of assessment included in the resolution of intention; RLF) A statement that the purpose of the hearing is to hear remonstrances and that in order to be considered all written and oral remonstrances must be received by the close of the hearing; (G) A statement that the Council may modify the proposed boundaries or proposed local improvement: ORDINANCE No. 02- 0q Page 5 (11) A statement that the costs and any proposed allocation of costs or method of assessments are proposals only and that the actual assessment will be based on the actual costs and on a .method of assessment to be determined only after the local improvement is completed. (-F)(I) Any other information the eeil-Council may direct to be included. (3) Any mistake, error, omission or failure with respect to mailing of notice shall not be jurisdictional or invalidate the local improvement proceedings. (c) Hearing Procedure. (1) The eouneil-Council shall hold a public hearing and shall consider oral and written testimony. (2) The eeuneil-Council may order the improvement to be made and the district to be formed as provided by this chapter. (3) An order to form the district and to make an improvement shall be made by ordinance within ninety days after the date of the final hearing. (d) Decision to Make Improvement and Form District. (1) Remonstrances. (A) The eetmei-l-Council shall not proceed with the formation of the district and the making of the improvement when the property owners owning two-thirds of the property area within this district to be specially assessed remonstrate against the improvement. This provision shall not apply in case of an emergency or to sidewalks as provided by the Charter. (B) All remonstrances shall be filed with the Eity Creeerdef-rRecorder by the close -ity of the initial public hearing. Thereafter, no remonstrance shall be considered except from persons receiving new notice. In situations where new notice is given, remonstrances shall be filed by the close of the public hearing for which new notice was given. (C) In the case of multiple owners of a particular parcel of land, each remonstrating owner shall be counted as a fraction of a vote to the extent of their interest in the property. (D) Any person acting as an attorney or agent with power to act in signing a remonstrance shall, in addition to describing the property affected, file with the remonstrance a copy in writing of the authority to represent the owner of the property. (E) A remonstrance may be withdrawn any time up until the close of the hearing for the purpose of considering remonstrances. (2) Council Discretion Not to Form District. The eeameil--Council may decide not to proceed with the formation of the district and the making of the improvement when the petition has been signed by less than one-half of the ~#dbenefted property owners, the district is deemed to be untimely or not in the best interests of the eCity. (e) Modification to Scope of Improvement or District. ORDINANCE No. 02- 0~ Page 6 (1) Based on testimony at the hearing, the eouneil-Council may make modifications to the scope of the improvement or the district boundary. (2) A new resolution of intent shall be adopted, new estimates made and a new individual notice mailed to the owners within the proposed district when the scope of the improvement is modified so that the assessment is likely to increase on one or more properties. A new hearing shall be held. (3) A new resolution of intent shall not be required when properties are added or deleted from the proposed district and it is not likely to increase the assessment on one or more properties within the boundaries of the initial proposed district. The hearing shall be reopened when the proposed district is enlarged to include additional properties when the owners have not made a specific request in writing to be included within the district when the assessment will not be increased on other properties, individual notice shall be mailed only to the newly included property owners and the hearing shall be limited to testimony from the owners of the newly included properties. Ten days shall be given for remonstrance. All remonstrances from the newly included property shall be filed in writing with the eCity rRecorder or withdrawn by the close of the reopened hearing. (f) Formation of District. The seuneil-Council shall provide for the establishment of the local improvement district and making of the improvement by the adoption of an ordinance to form the district. (Ord. 87-13 §1, 1987; Ord. 85-40 §6,1985). 13.04.050 Improvements-Final plan and specifications-Resolution accepting. (a) The plans and specifications and improvements may be made in whole or in part by the eityCity, by another governmental agency, by contract or by any combination thereof. (b) The ^ nity deve4opment a eeter City En ineer shall: (1) Cause the necessary rights-of-way and easements to be acquired and the improvements to be made in accordance with the terms of the ordinance to form the district; and (2) Cause final plans and specifications to be prepared and filed. (A) Unless stated otherwise in the final plan and specifications, all technical requirements for the proposed improvements, such as curb heights, overlay thicknesses, etc., shall be those on file with the eiy-City Eengineer as the approved requirements for all construction within the eityCity. (B) A description of all necessary rights-of-way and easements shall be included in the final plan and specifications. Easements may be acquired for any necessary public use within the district and may include easements for access to properties that would otherwise have no public access or would have inadequate public access. (c) The contract bid process shall be in accordance with the e y!s-City's purchasing rules. (d) The resolution accepting the final report which may include sections on the improvement, finance and legal summaries. (Ord. 86-21 §§3 and 4, 1986; Ord. 8540 §7, 1985). 13.04.055 Public hearing on final plans and specifications. (a) When e3ty--Ci1y seuneil-Council deems it in the best interest of the public, or when material defect in the preliminary plans and specifications of the local improvement district has been found, a public hearing on the final plans and specifications may be called. The eeuneil-Council may cure defects, or delete portions of the plans which have been declared void or set aside for any reason, and make necessary additions to the information in subsection (b)(1) of Section 13.04.030, the preliminary engineer's report. ORDINANCE No. 02-& Page 7 (b) The notice of public hearing shall follow subsection (b) of Section 13.04.040. (c) Hearing Procedure. The eil-)- ee ell-Council shall consider oral and written testimony. (Ord. 86-21 §2,1986: Ord. 8540 §7.1, 1985). 13.04.060 Assessment-Notice and public hearing-Ordinance. (a) Costs and Expenses. (1) The costs and expenses of local improvements that may be assessed against the property specially bed benefited by the improvement shall include, but not be limited to: (A) The costs of any necessary property, right-of-way or easement acquisition and condemnation proceedings; (B) Engineering and survey costs; (C) The costs of construction and installation of improvements; (D) The costs of preliminary studies, and reports of usable work done on previous proposals within the proposed district boundary which were not paid by the district because the proposal was abandoned; (E) Advertising, legal, administrative, survey, engineering, notice, supervision, materials, labor, contracts, equipment, inspection and assessment costs; (F) Financing costs including interest charges; (G) Attorney's fees; and (H) Any other necessary expenses; (n The costs of all administrative expenses, including legal fees, expended on a previously instituted improvement within the district boundary, where the previous improvement was abandoned, delayed by litigation or otherwise not completed as planned. (b) Method of Assessment--Types of Assessment. (1) The eeuneil -Council in adopting a method of assessment of the costs of any local improvement may: (A) Use any reasonable method of determining the extent of the local improvement district consistent with the benefits derived; and (B) Use any reasonable method of apportioning the sum to be assessed between the properties determined to be specially benefiaedbenefited. (2) The eeuneil-Council rxay- shall use a final assessment procedure. Wea ses.,men,be6,,,,, s--c° are on the estimated eests. Final assessment begins after the project is completed and is based on actual costs. ORDINANCE No. 02-0 Page 8 suffieient to sever the eests and expenses of the proposed local i . Upon the completion of the improvement, the benefittedbenefited property owners will be finally assessed proportionate to the benefits derived from the improvement based on the method of assessment adopted by the City Council, and these assessments will be used to repay the indebtedness and the interest on the indebtedness. The final assessments under this procedure shall be eligible for payment in installments, as outlined in subsection (b) of Section 13.04.070 below. The final assessments under this section shall be entered in the e4y!s-Ci1Ys lien docket and shall become a lien on the assessed property, as outlined in subsection (a) of Section 13.04.080 below. The liens created by these assessments may be placed as security for any indebtedness incured by the eke -City to cover the costs of the proposed improvement. (c) Assessment Procedure. (1) The eemi ••nity development dir-eeter TJpon completion of the local improvement, the City Engineer shall: (A) Aseet4ain the pr-eassessment, final assessment or- defieft assessment as dir-eated by the ee Propose the portion of the total costs to be paid by the benefited properties and propose a method for spreading the assessments among the specially benefited properties. (B) Prepare the proposed assessments for each lot within the improvement district based on the proposed allocation of costs and method of assessments; (C) File the assessments with the FI'mance Ddirector; and (D) Submit the assessments to the Ceouncil in the form of an assessment resolution. (2) In preparing the proposed cost allocation and method of assessment, the City Engineer shall provide a written explanation if the proposed cost allocation or method of assessment differs from any cost allocation or method of assessment previously proposed. (HQ) The Ceouncil shall review the proposed assessments and may make modifications. The eeaneil-Council shall adopt an assessment resolution and shall direct that notice of proposed assessments to be given and that a public hearing shall be held to consider objections. (4)(4) Notice of the proposed assessments shall be given at least ten days prior to the hearing and it shall be mailed or personally delivered to the owner(s) of each property to be assessed or if personal service cannot be had, then by publication once a week for two consecutive weeks in a newspaper of general circulation in the eCity. The notice shall contain the following information: (A) The name of the owner, the description of the property assessed, the total estimated or- aetual ost assessed against beaefi#Fdbenefited property and the amount of the assessment against the described property; (B) The proposed cost allocation and method of assessment. (B4(C) A date and time by which written objections to the proposed assessment stating specifically the grounds for objection must be received and the date, time and place of a public hearing at which the eCouncil will consider written objections; and (C)am A statement that the assessment in the notice or as it may be modified by the eeuneil-Council will be levied by the eeunefl-Council after the hearing and that the assessment then will be charged against the property and be immediately payable in full or in installments, if applicable. ORDINANCE No. 02-0 Page 9 (4)(D Supplementary notice of the proposed assessment and public hearing on it, in form and content to be determined by the F1•inance Ddirector, may also be published or posted by the Ffmance Ddirector. WM Any mistake, error, omission or failure with respect to mailing of notice shall not be jurisdictional or invalidate the assessment proceedings, but there shall be no foreclosure or legal action to collect until notice has been given by personal service upon the property owner or, if personal service cannot be had, then by publication once a week for two consecutive weeks in a newspaper of general circulation in the Ceity. (RJ7) The Ceouncil shall hold the public hearing on the proposed assessments to consider those objections filed in writing and may adopt, correct, modify or revise the proposed assessments. The eouneil Council shall determine the amount of assessment to be charged against each lot within the local improvement district according to the special and peculiar benefits accruing thereto from the improvement. (7jLg) The Ceouncil shall spread the assessment by ordinance. (Ord. 86-21 §§5 and 6, 1986; Ord. 8540 §8, 1985). 13.04.070 Finance and closure. (a) Notice of Assessment. (1) The Finance dDirector shall send notice by first-class mail within ten days after the effective date of the ordinance spreading the assessment. (2) The notice shall state the following: (A) The effective date of the ordinance levying the assessment, the name of the owner of the property assessed, the amount of the specific assessment and a description of the property assessed; (B) A statement that an application may be filed to pay the assessment in installments in accordance with the provisions of Section 13.04.WO70(b); (C) A statement that the entire amount of the assessment, less any part for which application to pay in installments is made, is due within thirty days of the date of the notice and, if unpaid on that date, will accrue interest and subject the property to foreclosure. (3) Supplementary notice of assessment, in form and content to be determined by the 17inance dDirector, may also be published or posted by the (Finance dDirector. (b) Installment Payments. (1) The owner of any property assessed for an improvement in the sum of s.,*~~, my five hundred dollars or more, at any time within ten days after notice of such assessment is first given, may file with the fFinance dDirector a written application to pay in installments. i (2) The €Finance dDirector shall accept the written application to pay in installments unless the amount remaining unpaid on the current assessment together with the unpaid -balance of any previous assessments for improvements against the same property exceeds the real market value of the property. i (3) The written application shall: (A) State that the applicant and property owner does waive all irregularities or ORDINANCE No. 02- 0 Page 10 defects, jurisdictional or otherwise, in the proceedings to cause the improvement to be constructed or made for which the assessment is levied and in the apportionment of the cost; and (B) State that the applicant or property owner understands the terms and conditions of the eCity's payment policies including the penalties for nonpayment. (4) - (4) The eouneil may adept: rules regarding the finanei e rates and a eharg°° s r lat° ^ nnt-& The Finance Director shall set interim and final interest rates for the financing of improvements, assumption of payments resulting from a transfer of ownership, and service charges for late payments. (A) The interim interest rate shall be equal to the U.S Government Bond Ask Rate for the expected financing maturity date or an equal index as determined by the Finance Director as of the 1" of the month in which the application for installment financing is signed, plus 2%. (B) The final interest shall be equal to the interest rate the City is charged on bonds issued to finance the assessment, plus 1.25%. (5) The eCouncil by resolution shall declare a payment due and payable after one year of delinquency, and the entire balance shall become immediately due. The resolution shall give the name of the owner then in default in the payment of the sums due, either principal or interest, together with a description of the property upon which the sums are owning and declaring the whole sum, both principal and interest, due and payable at once. The Winance dDirector is then directed to proceed at once to collect all unpaid installments and to enforce collection thereof, with all penalties added thereto, in the same manner as described in subsection (a)(2)(c) of this section. (6) Whenever the owner of property changes through the sale or transfer of land, or the division of land, the total assessment balance plus interest may be assumed subject to the following conditions-es set r ,.th in O fdi... nee 1,r, 85 12.. The City shall not allow an assumption, if the assessment balance is less than $3,000.00. An assumption fee, which shall be set by resolution of the City Council, and fees for recording the lien and the release of the lien will be charged. The City shall not allow an assumption, if the buyer of the property has a history of slow or delinquent payment on other debt to the City. Assumptions for assessments shall be at the rate charged to the owner of the property at time of assessment. (e) De fl .;t Asses-, ~ents. (1) The eouneil may make a defieit assessment for- additional eests when the initial assessment was based eii estimated eests and the actual raest exeeeds the estimated eest. 2) The-eem unii deyet nt ` ir-eeter- _:ty engineer- shall f flew the " eedu .es set f Ah in Seetion 13.04.060. ! Z ssmennt. '_1 The defiek assessment shall be in the same pfepeFtienal shave as the initial ass (4) The defieit assessment shall be spfead by or-dinanee. '5) The nee-direeter shall -enter- -the-de€eit-assessment en th eit-Uz 1:`„ a,,eket as an iHOFL-ase in the pr-epeny e%mer-'s original assessment. (d)Rebates and Credits. ORDINANCE No. 02-n 1 Page 11 shall, if the final rest is less than the estimate (A) A seei4ain the total amount of eOVe-- a ent• , (B) Pre„a«e the p ..ed M'e'lt amounts for- eaeh let within the impFevement the method f assessment adopted by the eeaneil in Ceetien 12_0A11fII/..l/ ; as using (G) File the e,•e.i:t n nt- *nth the finance direete - , •_and (D) Submit the GFedit a ^t- to the e eil .he r nn of an e~aiManee (2The souneil sWl deelar-e the excess assessment by or-dinaneet. (A ) In the event there is an eut-t.a.,ding b alanee due_ a credit -halt he entered into t 'ty lien eeket as an a.justment to the prep", a,<,.,e"'s a--a--..,ent_lien aeee tti (B) In the event the rigin al assessment has been paid full, a the eu ffeat pr-e .eAy ewner- -hall be entitled tea ash re Fund e f the emeess „t pai.i {t)Lc) Reassessments. (1) The eCouncil may make (tea new assessment or 2 a reassessment in the manner provided by this subsection when: (A) The eCouncil is in doubt as to the validity of all or a part of sueh an assessment by reason of such-defects in procedure; or (B) All or a part of any assessment has been or is declared void or set aside for any reason or its enforcement is refused by a court having jurisdiction. (2) Basis for Amount and Method of Reassessment. (A) The reassessment shall be based upon the special and peculiar benefit of the improvement to the respective lots at the time of the original making of the improvement. . (B) The amount of the reassessment shall not be limited to the amount of the original final assessment, but the property embraced in the reassessment shall be limited to property embraced in the original final assessment, weeept that prepefty on whieh the er-iginal assessment was paid in full shall not ineludea in the -eae-ess fae..« If a property has paid the original final assessment in fiill, that property shall not have to pay the reassessment. In determining the amount of the reassessment, the Council shall not increase the amount assessed against any property based on the fact that one or more properties have paid the original assessment in full. (C) Interest from the date of delinquency of the original final assessment may be added by the eCouncil to the reassessment in cases where the property was included in the original final assessment, but such interest shall not apply to any portion of the reassessment that exceeds the amount of the original final assessment. ORDINANCE No. 02-p_LL Page 12 (D) The reassessment shall be made in an equitable manner as nearly as may be in accordance with the law in force at the time the local improvement was made, but the eCouncil may adopt a different plan of apportioning benefits or exclude portions of the district when in its judgment it is essential to secure an equitable assessment. (E) Credit shall be allowed on the new-reassessment for all payments made on the original assessment. (3) Effeet-ef Reassessment. The reassessment shall be legally '-inning ept that reassessment shall not be made in ease of a I ' . nt whefe in a r-emenstFanee suffleient in law to defeat i has been duly filed prior- to the making of the iinpr-evement. (4) Procedure. (A) The reassessment shall be initiated by adoption of a resolution which: (i) Designates the improvement as to which a reassessment is contemplated; (ii) Describes the boundaries of the district that the eCouncil contemplates for the reassessment; and (iii) Directs the -Finance dDirector to prepare a proposed reassessment upon the property included within the district and-subject to reassessment. (B) Upon passage of the reassessment resolution, the (Finance dDirector shall prepare the proposed reassessment and file it in the office of the eCity ]Recorder. (C) The -Finance dDirector shall give notice of the reassessment by not less than four successive publications in a newspaper published in the eCity and, if there is no newspaper published in the eCity, in a newspaper to be designated by the eCouncil. (D) The notice shall state: (i) The proposed reassessment is on file in the office of the eCity ]Recorder; (ii) The date of the passage of the resolution authorizing it; (iii) The boundaries of the district or a statement of the property affected by the proposed reassessment; and (iv) The date, time and place where the eCouncil will hear and consider objections to the proposed reassessment by any party aggrieved thereby. (E) The Finance dDirector shall mail within five days after the first date of publication of notice to the owner of each lot affected, a copy of the notice of the proposed reassessment as provided in paragraph (D) of this subdivision together with a statement of the amount proposed to be charged against the lot. (F) Any person having an interest in the affected property may, within ten days from the day of the last insertion of the printed notice, file in writing with the City ]Recorder objections against the proposed reassessment. ORDINANCE No. 02-04 Page 13 =mom (G) The eCouncil shall hear and determine all objections filed under paragraph (E) of this subdivision. The eCouncil may continue the hearing to correct, modify or revise the proposed reassessment or set it aside and order a new proposed assessment. A change which results in an increase in the amount proposed to be charged against any property shall require: (i) New published notice for not less than two successive insertions in a newspaper as provided by paragraphs (C) and (D) of this subdivision; and (ii) New individual notice as provided under paragraph (E) of this subdivision to the owners of property against which the amount of assessment is proposed to be increased. (H) In situations where paragraph (G) of this subdivision applies, the eCouncil shall not take action until at least five days after the date of the last publication. (5) Reassessment Ordinance--Lien Docket Entry-Crediting Prior Payments. (A) The reassessment shall be by ordinance. (B) The reassessment shall be entered into the eCity's lien docket. (C) All provisions for bonding and paying by installments shall be applicable and such eCity liens shall be enforced and collected in the manner provided for collection of liens for an original improvement. (D) All sums paid upon the €ermer-original final assessment or assessment for the same improvement shall be credited to the property on account of which it was paid and as of the date of payment. (f) Abandonment of Proceedings. (1) The eCouncil shall have full power and authority to abandon and rescind proceedings for local improvements made pursuant to this chapter at any time prior to the full completion of the improvements. (2) If the Council has abandoned and rescinded the district, ]Liens which have been assessed upon any property under the provisions of this chapter shall be canceled and payments made on the improvements shall be refunded to the person or the person's assigns or successors, paying the same. (g) Curative Provisions. (1) No improvement assessment shall be rendered invalid by a failure to: (A) Provide all of the information required to be in any eCity eEngineer's or other report, the resolution of intention, the assessment ordinance, reassessment, the eCity lien docket or notice required to be mailed, published or posted; (B) Give in any report, in the proposed assessment, in the assessment ordinance, in the lien docket or elsewhere in the proceedings, the name of the owner of any lot, tract or parcel of land or the name of any person having a lien upon or interest therein, or by a mistake in the name of any such person having a lien upon or interest in such property, or by reason of any error, mistake, delay, omission, irregularity or other act, jurisdictional or otherwise, in any of the proceedings or steps specified in this paragraph; (C) The eCouncil shall have the power and authority to remedy and to correct all matters by suitable action and proceedings. ORDINANCE No. 02- 0q Page 14 • (2) Any mistake, error, omission or failure with respect to notice shall not be jurisdictional or invalidate the proceedings. (Ord. 96-26; Ord. 85-40 §9, 1985) 13.04.080 Administration. (a) Entry In City Lien Docket. (1) The €Finance dDirector shall enter in the eCity lien docket: (A) A statement of the amounts assessed on each particular lot, parcel of land or portion thereof; (B) A description of the improvement; (C) The name of the owner(s); and (D) The date of the assessment ordinance. (2) Upon entry into the lien docket, the amount entered shall become a lien on the respective lots, parcels of land or portions thereof, which have been assessed for the improvement. (3) All assessment liens of the eCity shall be superior and prior to all other liens and encumbrances on the property. (b) Filing of Resolution and Ordinance. (1) The Winance dDirector shall file a copy of the ordinance to form the district establishing the local improvement district and the ordinance spreading the assessment with the dDirector of rRecords and eElections of Washington County. (2) Failure to file the resolution or ordinance shall not invalidate or affect any proceedings in connection with the local improvement district and shall not impose any liability on the eCity or any official, officer or employee of the eCity. (c) Segregation of Liens. (1) A lien against the real property in favor of the eCity may be segregated on application by the owner(s) subject to satisfying the provisions of this section and the rules adopted by the eCouncil or by action of the City. (2) Applications shall be made to the I17inance dDirector and shall include: (A) A legal description of each tract to be segregated; (B) The names of the owner of the tracts and the name of each person who will own each parcel should the segregation be approved; and (C) A certificate from the eCounty eAssessor showing the assessed valuation of each tract as of January 1st of the year in which the segregation is requested, if available; otherwise, as of January 1st of the preceding year. (3) No segregation shall be made unless each part of the original tract of land after the ORDINANCE No. 02-"-f Page 15 segregation has a real market value of one hundred twenty percent or more of the amount of the lien as to each segregated tract concerned. (4) The €r»anee-Finance dDirector shall compute a segregation of the lien against the real property on the same basis as it was originally computed and apportioned and shall record the segregation in the lien docket. (5) (5) A segregation for the purpose of a lease shall remain the primary obligation of the property owner. (6) Failure to apply for segregation shall result in the lien placed upon all lots or parcels When a payment against the assessments is made it will reduce the amount of all liens. (d) Application of Chapter. The provisions of this chapter shall apply to all future local improvement districts and to the extent further actions or proceedings may be required, to all existing districts. (e) Authority to Adopt Rules. The eCouncil may adopt rules it deems necessary to carry out the formation of local improvement districts and the making of local improvements. (Ord. 96-26; Ord. 85-40 §10, 1985). SECTION 2: This ordinance shall be effective 30 days after its passage by the Council, signature by the Mayor, and posting by the City Recorder. PASSED: By unGorYlpt,ly vote of all Council members present after being read by number and title only, this Ott' day of , 2002. ,ru Catherine Wheatley, City Recorder APPROVED: By Tigard City Council this day of , 2002. Pmes E. 'ff , or A roved as to form: Attorney Date ORDINANCE No. 02-_ Page 16 Tigard High Leadership ' ~gl ; r,71 ti:y 9000 SW Durham Road • Tigard • Oregon • 97224 (503) 431-5518 • FAX (503) 431-5410 • http://ths.ttsd.kl2.or.us/leadership/home.htmi ,:.~i't,_J;71+ 1?~~',~I~~GT 1 htt .~•ij.,'. .y thsorezna,hotmail.com ..u~o J~vr 'A r ~ t 1 ati 4 F 1 3t' !'..'•.Y:~, I.l"Y':'c(l`'.,f~j'41niJiv :~i'. r ~~~5 V.y'4n~r~,',~•ll, f ~~iGJ! ;i JANUARY 7TH - JANUARY 1 1 . •i;~.•S,tgR;;'°'jj'1~CYY ~,j HUMAN RIGHTS WEEK } R s J sfP': r ~ rn l~ •tJ•L r ~ rS it(i~~a1~y ~ 'rd Y h P b ® JANUARY STN j`tt{:;:5sla ;G:rt BASKETBALL VS. TUALATIN Mm'A6!. INI~ ® JANUARY 1 NTH HUMAN RIGHTS MIXER -ors': `i ® JANUARY 1 ea ADVANCED THEATRE SHOWCASE cya~,i. e JANUARY 17TH YA `-?F1 EVENING OF ONE ACTS w?r 3 4' S i Y'bI ~t JANUARY 25 F:~ END OF FIRST SEMESTER W", ,a FEBRUARY :j; ~i,•y 4 v ~A ~ rZ. ,.~„4 -^yg r REGIONAL THEATRE COMPETITION FEBRUARY 9TH Yitt~n` SENIOR CITIZENS PROM . `,.c',~~:•~' ® FEBRUARY 9 "MORP" DANCE VIVA LAS VEGAS iy 3t ,2 . ~J x f t N l i, r S F4Y~5 "Together we can succeed... by connecting the dots. " yl~., TFiS Leadership 01'02 Mission Statement 0. AGENDA ITEM NO.2 - VISITOR'S AGENDA DATE : January 8, 2002 (Limited to 2 minutes or less, please) Please sign on the appropriate sheet for listed agenda Items. The Council wishes to hear from you on other issues not on the agenda, but asks that you first try to resolve your concerns through staff. Please contact the City Manager prior to the start of the meeting. Thank you. NAME, ADDRESS & PHONE TOPIC STAFF CONTACTED !VISITOR'S AGENDA Page 1 AGENDA ITEM # 3.• aa. FOR AGENDA OF January 8. 2002 MEMORANDUM CITY OF TIGARD, OREGON TO: City Council FROM: Greer Gaston m DATE: January 2, 2002 SUBJECT: COUNCIL CALENDAR, January 2002 - March 2002 Regularly scheduled Council meetings are marked with an asterisk If generally OK, we can proceed and make specific adjustments in the Monthly Council Calendars. January 1 Tues New Year's Day - City Offices Closed * 8 Tues Council Meeting - 6:30 p.m. Study Meeting - Business Meeting 14 Mon Council Goal Setting Meeting -1:00 p.m. Tigard Water Building * 15 Tues Council Workshop Meeting - 6:30 p.m. 21 Mon Martin Luther King, Jr. Day - City Offices Closed * 22 Tues Council Meeting - 6:30 p.m. Study Meeting - Business Meeting February *12 Tues Council Meeting - 6:30 p.m. Study Meeting - Business Meeting 18 Mon Presidents Day - City Offices Closed *19 Tues Council Workshop Meeting - 6:30 p.m. * 26 Tues Council Meeting - 6:30 p.m. Study Meeting - Business Meeting March *12 Tues Council Meeting - 6:30 p.m. Study Meeting - Business Meeting * 19 Tues Council Workshop Meeting - 6:30 p.m. * 26 Tues Council Meeting - 6:30 p.m. Study Meeting - Business Meeting 1.\adm\cathy\counc11\ccca1.doc Council Calendar - Page 1 Tigard City Council Tentative Agenda Ed -Greeter 1122102 - Business IV Koon Workshop Due: 119102 in 1115102 r ~t Y Study Session Grant Program _ Liz -10 rri 12131101 >aoon Update on Randit Review 1(14102 Goai Settm9 ,rF t `~5` r< Due Topics 10 10 AttomeY City Agenda t< Sr.~` r r y r rt:x .S < WOTVSbOp with IWB on Regional Drink►n9 tgl} f `;t " eating cons-ent date uane Joint M Sal - Ed - 40 min _ 1:00 Water proposal bly a Council Goai UPrar ran Wr Building - ica°n Biil t Presentation and PO ssi al rAUrt - or et policy - Board - Susan K Goal Setting at the ate r. pp consu n to Munic;p Approve lntem t Jeffrey Lawton to i_ibrary Transfer of Juvenile Casenen _ min App Council Goals -Bill rang on at the a Ine u ge Dan plaza & Etch Draft 2002 New Po Update - et Amendment - raig Skate Board park UP Bud9 raN a sot) " eating Commission - ull Mountain An nexation open House rgar Business m lanninl Discuss BJulia - 20 m ansion - 1. Recognize Service on P P Meeting - N Potential ExP n ortland h BoundaS 20 min. Susan - 5 rrrlTi and Involvement in Urban Gf0` d -10 min I E - _ ara 2. Direction on g Water Proposa Update - Barb Regional Center Plan c e u e _ Square ate - 8acbara S. Regional Drinking arges > Washington i e eel t9 "A a* Strate9Y a. 10 min to C6 Range eilelCra ve References to Fees & V im min-plementation Long- Michig - Charles C Washington County Buehner - 3b- TMC Update - Remo a Fees & cm ~ 35 Update - by Gretchen Code Langueg 10 min eq. Transpor ztron plan Charges & ORD . MicheilelCralg - Fees - SHEET Set by Res - set Interim Jim H -BLUE 3c, TMC Update - City Manager 'x 11e1Craig -10 rain e ORD - Michefound' Se►zed and Update - AbarlAO ion -10 min 4.TMC L~ Stolen ProPertY - PRQJ - ORD - wood Annexation - 5,Thom _15 min eme g ntation & 4U Morgan a Tonal Center impCeirl nts - 6 W A Square R 9 Code & Comprehensive Plan Am PH - 5.0 RD -Julia -1 hr Gus - 7 LlD - inary Evaluation of Wall St , Prelim 15 in ur am uany item t ORD - Sl =standing 20 min. 2.3 0- Ron Police Dep reeritentaty a9ltentative.xls TMC Update - l:ladml9 _10 min page 1 1212712001 Tigard City Council Tentative Agenda .Greeter 2!26102 - Business Ty Workshop Due' 21502 Noon 2119102 ' Study Session -Greeter y5102 Noon Business N Due- y12102' Topics %0' Present Noon Workshop 1129102 * Biil Monahan Due: * Study Session Not present * arming °mm Duane - -p 11 •Bill Monahan g w endment - osed Title 3 Code Am prop ds 25 min m'I tee Members and mtin Consent paen Role of Board and Com _ usan ~z uPPo o un eers consent Agenda Business Meeting Business Meeting eamY Balloon public Assemblies MC Update - Ron -10 min Festivals . ORD & Gus - SHEET Gus - B9.UE 69th LID Closeout " mmittee Update Libra ~nsuuClio n Coen dment - ORD TMC Chapter 2.20 Am adine 10 min Nadine - 5 min' Cra~.1 Chapter 2.24 - 5 min. TMC Update - ter 2.26 -Nadine - date - Chap MC UP royal of Prelinnina all St LID . APP Gus - 5 min Study - Paul -BLUR SHEET Engineering Site - ent -PIA- Web Update on New Amandm Repgious Institute ?a r4cin9 SI =standing item tentati ve.xls RD -Brad 15 min re Ite iteraty a9l O I:ladml9 Page 2 12lV12001 r AGENDA ITEM # 3.3 FOR AGENDA OF January 8, 2002 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY ISSUE/AGENDA TITLE Revision to Resolution No. 00-08 City Wide Personnel Policies Article 45, Electronic Communication PREPARED BY: San d Zodrow DEPT HEAD OK CITY MGR OK/ ISSUE BEFORE THE COUNCIL Should the Council adopt the revisions to Resolution No. 00-08, City Wide Personnel Policies, Article 45, Electronic Communication? STAFF RECOMMENDATION Approve revision as presented, and adopt change to Resolution INFORMATION SUMMARY Three years ago, the Tigard City Council considered the Government Standards and Practices Commission Advisory Opinion 98A-1003 - Technology that created guidelines that allowed our employees to utilize government-owned computers and our Internet access for personal use. Following Council action, the guidelines were incorporated into the City's Personnel Policies. At the time, the City Manager committed to monitor the application of these guidelines and consider any changes to the policies as needed. The City Manager has consulted with the City Attorney and researched these issues over that time. As this area of workplace policy has evolved, several issues has been brought to the attention of employers: a) inappropriate email use can leave employers vulnerable to lawsuits, b) email can fall into the EEOC's definition of sexual harassment, c) accessing an internet site could lead to "slamming" where hyperlink sites can be connected to an employee's computer without the employee's knowledge, including potentially inappropriate sites, d) the use of City equipment and internet for personal use is either difficult to monitor or difficult to enforce, e) security for the network is at risk when the internet connection could lead to inappropriate access to City records from outside the organization, and f) email is an invitation to dangerous virus attacks. Based on a comprehensive review of this matter, the City Manager recommends that the City Council eliminate the present guidelines that allow employees to utilize the Internet for personal use and incorporate current business practices on this workplace policy. The attached Exhibit A more specifically incorporates the suggested revisions. OTHER ALTERNATIVES CONSIDERED Other options have been considered by Executive Staff and were not pursued VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY Not applicable ATTACHMENT LIST Exhibit A, Revisions to Article 45, Electronic Communications, City Wide Personnel Policies FISCAL NOTES Not applicable AGENDA ITEM # 3 ~ 14 FOR AGENDA OF January 8, 2002 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY ISSUE/AGENDA TITLE A resolution Wrovine the City of Tigard updated Investment Policy. PREPARED BY: Roger Dawes, Craig Prosser DEPT HEAD OK CITY MGR OK yA ~ ISSUE BEFORE THE COUNCIL Should the Council approve of the City's updated Investment Policy? STAFF RECOMMENDATION Approve the updated Investment Policy. INFORMATION SUMMARY In August and September of 2001, staff developed updates to the investment policy to allow for purchase of investments with maturities of up to 36 months. This is a change from the policy of 18 month maturities currently being used. The additional time will allow investment officer to earn a better interest rate and thus earn more interest income on the City's investment. After the updates were developed, they were sent to the Oregon Short Term Fund Board for their review. The review is not an approval process. The Board reviews and comments on investment policies submitted to them. By submitting the policy to the Board, the City has fulfilled the requirements in ORS 294.135 regarding investment maturity dates. By approval of this resolution, the Council will formally adopt the updated investment policy. OTHER ALTERNATIVES CONSIDERED Do not approve updated investment policy and continue with current policy that limits maturities on investments to 18 months. VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY N/A ATTACHMENT LIST Resolution Exhibit A - City of Tigard Investment Policy FISCAL NOTES i If approved, investment officer will have the opportunity to earn the City additional interest income on the City's investments. I v AGENDA ITEM # FOR AGENDA OF 1/8/02 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY ISSUE/AGENDA TITLE 2002 Greens;Wes Program-Conservation and Restoration Program PREPARED BY: Dan Plaza/Matt Stine DEPT HEAD OK CITY MGR OK ISSUE BEFORE THE COUNCIL Seek Council approval to apply for a grant entitled: 2002 Greenspaces Program-Conservation and Restoration Program. STAFF RECOMMENDATION Recommend City Council approve the grant application INFORMATION SUMMARY The primary intent of the existing Fanno Creek Park Enhancement Plan is to restore the area by removing non- native plants, and replanting and protecting native plants. The restoration of the area will be accomplished by adding to the native plantings that currently are integral parts of Fanno Creek Park. The first actions will be the removal and control of the non-native vegetation. Essentially, the grant includes preparing various sites for the planting of native trees, shrubs, grasses, and wetland plants. The City will be partnering extensively with: Northwest Service Academy-Americorps, Oregon Department of Corrections, Trout Unlimited, Friends of Trees, Tualatin Riverkeepers, Fans of Fanno Creek, Northwest Steelheaders, local service clubs and community volunteers, to remove non-native plants and to replant and protect native plants. The benefit of the project is to restore a very important segment of Fanno Creek in accordance with City and Regional commitments to preserve and protect open space and greenway areas. OTHER ALTERNATIVES CONSIDERED • One alternative that has been considered is that the City fund the entire Fanno Creek Park Enhancement Plan. • Another alternative would be for the City to take a hands-off approach and leave the park as it is. VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY City Council Goal #4 states, "Consider implementing the City Park Master Plan" "Tigard Beyond Tomorrow" • Tile City educates and supports citizen efforts to understand the importance of floodplains and how the areas are managed and protected • Open Space and Greenway areas are preserved and protected • Adopt educational and presentation programs for wetlands and open spaces ATTACHMENT LIST Grant Application Fanno Creek Park Enhancement Plan o Resolution approving submittal of application FISCAL NOTES Grant request $39,999 Matching amount (City funds) $68,008 Amount from Tree Mitigation Fund $28,776 Amount from City Personnel $37,477 (in-kind) Amount from Volunteer Labor $ 1,755 (in-kind) All funds are presently appropriated in the FY'01-'02 budget. Future funding for this project is proposed in next years FY'02-'03 budget. !1~! 47VII.D[iFE 2002 S. 111-09 M ET'RO GREENSPACES PROGRAM a partnership between the U.S. Fish and Wildlife Service . and Metro Regional Parks and Greenspaces Conservation and Restoration Program (formerly the Habitat Restoration Grant Program) THIS PROGRAM PROVIDES FUNDING FOR PROJECTS THAT: CONSERVE, RESTORE AND ENHANCE FISH AND WILDLIFE AND THEIR HABTTATs IN THE PORTLAND/VANCOUVER AREA Pre-applications due: January 10, 2002 by 5:00 p.m. Final applications due: February 27, 2002 by 5:00 p.m. Pre- and final applications must be physically received by the deadlines. Hand deliver or mail one original and 8 double-sided copies to: Attent7on:.Tennifer Thompson U.S. Fish and Wildlife Service Oregon Fish and Wildlife Office 2600 SE 98' Avenue, Ste. 100 Portland, Oregon 97266 Questions? e-mail: Jennifer Thompsonna.fws.gov Phone (503) 231-6179 Greenspaces Program web sites: http://oregonfwo.fws.gov/greenspaces/gs-program.htm http://www.metro-region.brg/parks/parkgrants.html ® s L ® L ® b ®s L ® b o L b b L PRE-APPLICA'T'ION Pre-applications provide an opportunity for applicants to obtain early feedback from reviewers that can be used in developing final applications. Pre-applications are required for funding consideration in the 2002 Conservation and Restoration Program cycle. They must be physically received by S.00 p.m. on January 10, 2002. Please send or deliver one original and 8 double-sided copies of each pre- application to: Jennifer Thompson, U.S. Fish and Wildlife Service, 2600 SE 98' Avenue, Ste. 100, Portland, OR 97266. Questions? Call (503) 231-6179 or e-mail: Jennifer ThompsonQfws.gov. PART 1: BACKGROUND INFORMATION 1 Project/Program name: Fanno Creek Park Enhancement Plan 2 Applicant organization: City of Tigard, Oregon Type of organization: City Government Address: 13125 SW Hall Boulevard, Tigard, OR 97223 3 Applicant contact: Matt Stine, City Forester Phone #:503-639-4171 Fax 503-684-8840 E-mail address: mstine@ci.tigard.or.us Extension 423 4 Funding request: Projected match: Total estimated project cost: $92,231 $39,999 $68,008 5 If applicable, provide directions to the project area(s) from I-5 or I-205 (attach map): I-5 South from Portland to the 99W exit. Follow 99W to Hall Boulevard. Take a left onto Hall Blvd., cross railroad tracks, go through light at Burnham and take a left into City Hall parking lot. The project limits begin behind City Hall on Hall Blvd and continue west, northwest, north to Main Street in Tigard. I~ s s. ago c ® . ® 'Nip PART 2: ESSAY QUES'T'IONS Please answer each of the following questions in a page or less. 1. Describe the project or program, including potential partners and their roles, proposed activities and implementation methods. For restoration and enhancement projects, include a description of the existing site conditions and approximate dimensions of the area to be affected. 2. Explain your goals and how the project or program is expected to benefit fish and wildlife. 3. Describe how you propose to evaluate the project or program to measure success. For restoration and enhancement projects, please include specific details about how you plan to monitor the project. 1. Describe the project or program, including potential partners and their roles, proposed activities and implementation methods. For restoration and enhancement projects, include a description of the existing site conditions and approximate dimensions of the area to be affected. Fanno Creek Park is located in Tigard, Oregon. The park is approximately 26 acres and includes a portion of Fanno Creek, which extends approximately three-quarters of a mile through the park. At several locations throughout the park the creek's banks are quite steep and covered with non-native vegetation, mostly Himalayan blackberry. In areas where the creek banks are more moderate and gentle, the ground is covered with non-native reed canary grass and Himalayan blackberry. For the most part, tree and native shrub cover is scattered and fragmented. Several attempts have been made in the past to plant native trees and shrubs but survival has been poor due, mainly, to impacts caused by nutria. The primary focus of the Fanno Creek Park Enhancement Plan is to restore a native contiguous ecosystem. We will accomplish this goal by enhancing the mosaic of diverse natural systems that currently make up the park. The park is divided into three areas, all of which are further divided into units. We anticipate that the enhancement plan will be complete June 30, 2007. Various monitoring requirements will, however, occur on an on-going basis for an indefinite amount of time. In each area the first action that will occur will be the removal and control of the non- native vegetation. Essentially we are preparing various sites for the planting of native trees, shrubs, sedges and rushes. Metal wire protection devices will be installed around each tree at the time of planting to minimize the impacts of nutria and beaver. Guidelines for these protection devices were obtained from the Wetlands Conservancy. After various sites have been planted we will continue to control invasive non-native vegetation. We will also monitor the planted material for survival rates. In order to accomplish our missions we will work with various partners throughout the term of the enhancement plan and the ensuing years. The Northwest Service Academy - Americorps will be a partner that we will work with in all phases of the enhancement plan. We will partner with the Oregon Department of Corrections to clear non-native vegetation. We will work with diverse groups of volunteers in all phases of the plan. Volunteer groups will include Trout Unlimited, Friends of Trees, Tualatin Riverkeepers, Fans of Fanno Creek, Northwest Steelheaders, local service clubs, and community volunteers. City staff, including members of the Parks Department, the Urban Forester and the Volunteer Coordinator, Susan Koepping, will be involved in all aspects of the enhancement project as well. City staff will assist with organizing volunteers, non-native vegetation removal, planting native plants, and monitoring. We also will consult with a wetland specialist who will guide us in the restoration of any wetland areas. 2. Explain your goals and how the project or program is expected to benefit fish and wildlife. The Fanno Creek Park Enhancement Plan has three goals that will be followed to meet the objectives of the plan. The goals are: a Remove non-native plant material (i.e. Himalayan blackberry and reed canary grass) to a point where it no longer threatens to create or maintain a dominant monoculture. e Install appropriate native plant material (trees, shrubs, grass, etc.) to restore and enhance existing ecosystem conditions, create screening and minimize city maintenance requirements. We will maintain and enhance a mosaic of various natural ecosystems including wetlands, open grass areas, forests, and buffer zones. a Monitor Fanno Creek Park bi-annually with city staff and volunteers. The Fanno Creek Park Enhancement Plan is primarily intended to serve the needs of fish and wildlife. By replacing non-native grass and shrubs with native trees and shrubs we intend to: • Improve water quality. • The increased amount of shade will help to control fluctuations of water temperature and promote favorable algae growth. • Tree and shrub cover will intercept surface run-off, filter out pollutants and allow water to flow into the creek at lower rates thus decreasing water flow speeds. • Nutrients, such as nitrates, which could be harmful to the creek's biodiversity, can be stored, transformed or removed from the groundwater. a The banks of the creek will be reinforced thus reducing the amount of erosion and sediment introduction into the creek. a Add organic material to the creek, slowing water flow. Leaves, branches, fallen logs, and roots can form "microenvironments" which support highly diverse forms of macroinvertebrates and other stream- dwelling organisms. Habitat, food, and cover opportunities are provided for countless aquatic organisms, insects and mammals. a Provide corridors for numerous types of wildlife in the air, on the ground and in the water. • Provide habitat for wildlife such as berries as a food source, future snags for nesting, or thickets for cover. Various layers in the forest canopy will be naturally created to suit the needs of diverse populations of birds and mammals. 3. Describe how you propose to evaluate the project or program to measure success. For restoration and enhancement projects, piease include specific details about how you plan to monitor the project. The process of evaluation for this enhancement will begin at the earliest stages when sites are being cleared of non-native vegetation. We will assess each site to determine if the goals were met to remove all of the invasive vegetation. When we have accomplished the goal of complete non-native vegetation removal we will monitor each site on a monthly basis to control the new shoots and sprouts of the undesirable vegetation. The co, it methods will include the use of appropriate herbicides and hand tools (machetes, loppers, hand pruners, etc.) to kill the sprouts or cut them off at the base. When native trees and shrubs are planted we will carefully monitor the techniques that people are using to install the plants. We will keep an eye on the diameter of each planting hole and how the plants are being handled before, during, and after the planting (for example we will check to see if the roots being "massaged", if necessary, when the plants are being removed from the pots). We will perform random inspections on planting holes to check for proper planting depth, ample soil placed around the roots, air pockets and J-roots. The plants will be inspected thoroughly on a monthly basis to monitor survival. If any plants are showing signs of weakness we will investigate the cause(s) and amend the situation immediately, if possible. Signs of plant stress that we will be looking for will be: • abnormal foliage color • abnormal foliage loss • presence and amount of dead twigs and/or branches • damage to the main trunk • diseased foliage and/or twigs and branches • insect damage At the time of planting we will be installing protective fencing around each tree and shrub. The protection devices will be installed using guidelines published by The Wetlands Conservancy. The fencing will be monitored at the time of planting to assess proper installation procedures. Monthly inspections will also occur to monitor the effectiveness of the barriers, any damage that may occur, and any repairs that need to be made. Monthly monitoring will occur throughout the fist two years or first two growing seasons, whichever is longer, after the plants were planted. After this period of time monitoring of non-native plant reinfestations, plant health & survival, protective devices and required reinforcement plantings will occur, at least, once every three months. Any necessary actions to amend a problem will be dealt with immediately. Survival rates of trees and shrubs will follow the guidelines listed below: # REQUIRED PER APPROXIMATE SURVIVABILITY ACRE (FOR SPACING (FOR REQUIREMENT SIZE AFFORESTATION AFFORESTATION AFTER THREE AND AND YEARS OR THREE REFORESTATION REFORESTATION GROWING SEASONS ONL 19 ONLY} Bare root seedlings or 300 12'X 12" 75%/225 Whips Container grown (1,2,3 300 12' X 12' 75%/225 gallon) Container grown (5,7 200 15' X 15' 85%/170 gallon) or l" caliper B&B ' Container grown (15, 25 100 20' X 20' 100%/100 gal(on) or 2" caliper B&B Reinforcement plantings will occur on an as-need basis to maintain the standards set forth above. ' ® s, ~ . ® ~ ® o ®e ~ ® O ~ 1 O O 0 PART 3: ESTIMATED BUDGET Please complete the following table and budget narrative. Please be as specific as possible, listing budget items, quantities, hours, and other information to indicate how figures were derived. For matching contributions, list contributors and indicate if the contribution is pending or received. 1. Budget Table Budget Items Greonspaces Matching contribution Total: funding Funds In-kind contributor(s) pending/ request value received PERSONNEL $37,477 $37,477 (existing staff eligible for matching contribution only) VOLUNTEER LABOR $1,755 $1,755 (valued @ $6.50/hour) PROFESSIONAL SERVICES $10,725 $12,000 $22.725 (include service sources, rates and'hours) MATERIALS & SUPPLIES $29,274 $16,776 $46,050 (list Items and quantities) RENTAL FEES (list equipment and rates) INDIRECT/ OVERHEAD COSTS (eligible for matching contribution only) OTHER (itemize) TOTALS: $39,999 $28,776 $39,232 N/A $108,007 2. Budget Narrative: Please use the space below or attach additional sheets as needed to provide an itemized list for each line in the budget, explain how figures were derived, describe personnel and/or professional service costs and expected products, and to provide any other relevant information. SEE ATTACHED 2. Budget Narrative: Please use the space below or attach additional sheets as needed to provide an itemized list for each line in the budget, explain how figures were derived, describe personnel and/or professional service costs and expected products, and to provide any other relevant information. • GREENSPACES FUNDING REQUEST e a. Professional Services (include service sources, rates, & hours) • Northwest Service Academy - Americorps- $400/day at 14 days = $5,600 • Wetland Consultant- $75/hr at 15 hours over 3 years = $1,125 • State of Oregon Supervised Inmate Work Crews- $250 - $400/day at 10 days = $2,500 - $4,000 • TOTAL = $10,725 b. Materials & Supplies (list items and quantities) • Shrubs =1,463 - Avg. price for one-gallon container = $3.00 - TOTAL = $4,389 (rounded up) • Sedges, Rushes & Wetland Plants = 55,300 Avg. price for sedges, rushes & wetland plants (Avg. size 1" plugs) = $.45 each TOTAL = $24,885 • TOTAL = $29,274 GRAND TOTAL FOR GREENSPACES FUNDING = $39,999 • MATCHING CONTRIBUTION 1) Funds a. PROFESSIONAL SERVICES • Northwest Service Academy - Americorps- $400/day at 15 days = $6,000 • State of Oregon Supervised Inmate Work Crews- $250 - $400/day at 15 days = $3,750 - $6,000 j • TOTAL = $12,000 { b. MATERIALS & SUPPLIES • Tees (One-gallon (375), 1.5" caliper(244), & whips(30)) 649 - Avg. price for one-gallon container = $3.00 - Avg. price for 1.5" caliper tree = $60.00 Avg. price for whips = $.35 each • TOTAL = $15,776 (rounded up) oil 2) In-kind Value a. Personnel • Utility II Worker = $23.90/hr. X 360 hours over 3 years = $8,604 • Utility III Worker = $25.99/hr. X 360 hours over 3 years = $9,356 • Urban Forester = $25.46/hr. X 720 hours over 3 years = $18,331 • Parks Supervisor = $31.61/hr. X 20 hours over 3 years = $632 • Parks Manager = $36.91 /hr. X 15 hours over 3 years = $554 • TOTAL = $37,477 (rounded up) b. Volunteer Labor • 90 volunteer hours per year (30 volunteers per year X 3 hours per project) X 6 years X $6.50.hr • TOTAL = $1,755 c. Materials & Supplies • Planting tools (shovels, rakes, spades, ball carrier, etc) _ 100 tools over a 3 year period. - Avg. cost for each tool is $10.00. Cost for planting tools over 3 year period (50 tools X $10.00 each) _ $500 • Tools for planting area preparation (toppers, machetes, weed-eaters, herbicides, sprayers, etc.) = 50 tools over a 3 year"penod. - Avg. cost for each tool is $10.00. Cost for these tools over a 3 year period = $500. • TOTAL = $1,000.00 GRAND TOTAL FOR TIGARD'S MATCHING CONTRIBUTION = $68,008 lw_ Pr L'f, ~s, if XAI WO CREEK PARK E/VH.41VCFAfF 1r P1_4/V Fanno Creek Park is located in the heart of downtown Tigard, Oregon. It comprises approximately 26 acres. The park is made up of diverse ecosystems including forest, wetland, creek, open areas and pond habitat. A pathway used for walking, jogging, and biking, bisects the entire park. Numerous trails branch off the main path system allowing for several choices of entrances and exits for the park. Various management techniques will be used to administer a broad range of strategies we have developed to enhance the park's natural ecosystem while also providing recreation, relaxation and nature-viewing opportunities for citizens. Additionally, we will take steps in our management plan to alleviate unwelcome and unwanted activities that occur in some parts of the park. We want to provide a safe place for people to visit and enjoy. We have developed three goals to be carried out for this enhancement project. We feel that these goals address the requirements for healthy ecosystems as well as the various needs of the people of Tigard and surrounding communities. G®~8L5 GOAL #7 Remove non-native plant material (i, e. Him92/92yan blackberry 92nd reed canary grass) to a point where it no longer threatens to ere-ate or maintain a dominant monoculture. • City staff mill provide mechanical andphysical methods to remove non-native plant material throughgrinding, chipping, digging, cutting, spraying, disposal and any other means to remove and control exotic plant species. • 11olunteers will provide physical methods to remove non-native plant material through grinding, chipping, digging, cutting, disposing and other means to remove and control exotic plant species Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 SOW &2 Instal/ appropriate native plant material (trees, shrubs, grass, etc.) to restore and enhance existing ecosystem conditions, create screening, and minimize City maintenance requirements We will maintain and enhance a mosaic of various natural ecosystems including wetlands, open grass areas, forests, and riparian areas • Focus tree and shrub plantings on the entire length of the creek's banks to create or enhance riparian areas The riparian areas wi// provide canopy cover for the creek to promote uniform water temperatures, wildlife habitat, woody debris, erosion control, and soil and water filtration. We wi//strive to create and/or maintain at least a 30-foot buffer on each side of the creek. • Focusgrass and shrub plantings in certain open areas where non- native plant material wi//be removed. These open areas wi// provide wildlife habitat, soil and water runoff filtration, and wildlife weaving opportunities • Instal/ native plant material. We may alter plant species selection based on surviva/rates and alternative management ob, jectives GOAL #3 Afonitor Fanno Creek Pork bi-annually with City staff and volunteers. • City staff will monitor the entire park for reinfestattons of non- native p/ant materia/. As re-entry of exotic p/ants occurs we wi// { remove the plants by hand, mechanical means and/or herbicide 1 applications • City staff w111 monitor the entire park to keep track of the survival rates of the trees, shrubs, andgrasses that we planted. The plants that die or are damaged wil/be replaced c r protected. Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 + ♦tr t^r ~i`~~ a , e1 y P 't - r V ty } 4 g ,,//gyp r '~~~Q"o ~ CI♦ ~J+ P ,tom !~t/ ( +~f\~ "r'` „ 5y'r t. ~,y`r e,r ~a 'j _ yr7 A`` ^ Y r A, / ^R1 J/f' 40 .+~s iti{ 'A ~M,.~" Fanno Creek Park r y~ Enhancement Project r j~Y ° Y e i~ t s~l~e:.! s 8h ~r y r ay, A S.. Jllt- <e +r' s,r 1 e M tu~A .fit ~,t « / M r ITS k 5 B N e ~y V rt rA P r t Y ~ 'a~ ll R'~` ~f, \ ~ t r f,fa~'~,r If; 1 I ~ ~y Y } r r, ~ -'R rt t Rt u~'~M1~ ydly\ ~1 t ,'i / s t t dk t Y i t r► r,r ' 1 {'7 r k vG. y M1 { k~ t P K r` s SA~~ ~ r~ it} yf a w n r 4, ~ ~ fi' ~ ~ P v r p~~ Iui ttw A rtt 4 J 'r! + w M1 -y t!~ t k'k4 ,'W} r I}c t r~ ~~~.rr'~ r!~~frc AREA #3 a '31Ya 1 tsu.+ n - ~f 'j ~A rir•t~~t r ~ v,,, ~ v M ~ ~11 4 ~hy F"M 0 Y /6 4' ' Bft N{{ '~Vq ~~r ~ ~ ~ f.,v ~r~ rt ~ r.,. ~ ~ 'a` ~O~t~~'~~~ r ="~ll~.~n ~ ~ ~ ~i. ~ w ~ ~ y~ ;t o` ~ ~ c G ``!~'tr'~` lY I ~'{`'.'yr~'~ ' 4q'(/ + ;yr,~± PA ~,t y~1a }fir `I •~~,r}4,., 1 \ ' V Y'k `r~'i N.?r 'r!"r~, •~.ai. : , I~ P~f „ ' r, q;; ~~Ja 1 ~ f`'` ,A'~ ° fA rr4,~ ~I~. s~ti 0 fir Y t ~f~ , .61 t M .r} TAr'"1i~. { ntQ , ` ` a aY 4 p~ t¢ ' 0,0100 ~ hr V P 't ~ J! t~fi y 1 ~ ~ Y, t,5 ' 7 X ~,~p@ 1 i. kt r~r.a ~p+~(~.Q"'' n' rry y~y~ t~ rPr{t+ ,~q r" w ~1 lr ° : ~fr~E°' 1 f'~t' """"'GGi q ~ 0 . AREA#2f+i~V' ei r p„ '1\ . ~ l~~fE~'~ VVr s~ ~ r,, ~?yy-.fr,_,~.^,. ~..,._'~~,q:t+i6 ~1 FgiP'it~j~~ ~I- r i r 4" JF\ If 43 P y. } t 1 ! i yP: t rrr it! rCA~ ®N t i. ~CI C &r ~f r 7 + r ff. _ A \ n1 j'~ t, b w4`r` A4 d s 0 100 200 300 400 Fee; 5 0,5 AREA #1 -:g'lee' ~fA ~ ~ • ~ ! ~T C, r~~ ~~,y1~r r - .r~~y i j I Yr ~ ~4 t .`v' r'+- ~ Y r , ' 1~,W r •~'~~t , l p or tk. , rs I ';y, ,,fir 1 f f . 9 ~ 1 • 4 [ ~rh^ 7~-~~ 1' ~i' } F+ M y I r [ i City of Tigard r /:i t S+ 3+: P~ +a Y ~rr aka m 'nforma mn on Ihis maF is for general or or$ and Should bevenfiedvulhtheOevelopmen Seni es~nvisfon t a^ r 13125 SW Mali Blvd k1 a fll,~ 9 t ~ r > ~ ~ ~ ~ ' igard, OR 31223 r~ b¢Cflv0 I N,639i4 ardorus r,' yt Plot date. Mar 21, 20D1, 6VnaglolMkGICD3.APR Community Development Area #1 Area #1 has 12 units. Each unit has distinct characteristics that require unique forms of management and/or restoration. We have identified each unit with alphabetical letters. Areas that are not delineated will be left in their present conditions. Most of the units have blackberry and/or reed canary grass. We will remove the invasive, nor,-native blackberry and/or reed canary grass, unless otherwise noted. The plants will be removed by hand or mechanically. Each year the sprouts will be sprayed with herbicide to avoid rapid regrowth and infiltration. UNIT A Unit A is a small area, approximately a sixth of an acre, which borders Verizon and Burnham Business and Storage Park. We will plant ten (10)-1.5" caliper native trees such as Douglas fir (Pseudotsugamenziesii), bigleaf maple (Acermacrophy//um), red alder (A/nus rubra), and hawthorn (Crataegus). The trees will provide screening of the two industrial areas located right next to the pathway. We will also plant 15-one-gallon native shrubs which will include vine maple (Ater circinatum), oceanspray (Ho%discus disco/or), salal (Gau/theria sha//on), spirea (Spirea doug/asii), and red twig dogwood (Cornussto%nifera). UNIT B Unit B is an area approximately one third of an acre. It is composed mainly of large native Douglas fir (Pseudotsuga menziesii), red alder (A/nus rubra), willow (Sall;k) and hawthorn (Crataegus). This unit requires under-planting since there is a lack of tree seedlings and saplings growing on site. The creek banks are steep and currently have two dead trees providing some bank stabilization. We will plant the area with approximately 30-one-gallon native trees, 20 native tree whips, and 35-one-gallon native shrubs for creek bank stabilization and canopy regeneration. Species of trees and shrubs such as Douglas fir (Pseudotsugamenziesli), red alder (A/nusrubra), willow (SaAA), hawthorn (Crataegus), vine maple (Ater circinatum), oceanspray (Ho%discus disco/or), salal (Gau/theria sha//on), spirea (Spirea doug/asii), and red twig dogwood Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 (Cornussto%nifera) will be planted. The plants will be installed every 15 feet on center so that we can attain more complete coverage and better bank stability as the plants grow. UNIT C Unit C is a wet, open area approximately one-half an acre. It is recommended that this area remain open. Efforts will be made to restore this area to a native wetland. Approximately 60% of the area will be planted with 3,200 native sedges, rushes and other wetland plants. The sedges and rushes will be planted every 2 feet on center in the lower, wetter areas of the unit. Additionally, 53-one-gallon native shrubs will be planted in the unit. Thirty of the shrubs will be planted on the higher ground and the remaining ten will be planted among the sedges and rushes. We will choose species that remain low growing so people can have a wide viewing area. Native sedges and rushes such as slough sedge (Carexobnupta), soft rush (Juncuseffusus), and bulrush (Scirpus) will be planted. The species of shrubs will include vine maple (.4cer circinatum), oceansproy (Ho%discus discolor), salal (6a&,+her1i7 sha//on), spirea (Spireo doug/osii), and red twig dogwood (Cornussto%nifera). Three benches will be installed, evenly spaced, along the path. UNIT D Unit D is a small narrow area approximately .15 acres. It is located along the pathway behind Verizon, which is immediately adjacent, to the west, of Tigard City Hall. Our recommendation for this area is to plant 24- 1.5" caliper trees in two rows. We will evenly distribute the Douglas fir (Pseudotsugamenziesii), western red cedar ( Thujap/icato), grand fir (Abies grandis) and Willamette Valley Ponderosa pine (Pinusponderosa) trees. The trees will act as a natural screen intending to conceal GTE Northwest Inc. from the viewpoints of people in the park. The GTE buildings and parking areas are very evident from Unit E, where we will place 1 picnic table. UNIT E Although Unit E is a small area, approximately one-tenth of an acre, we feel that it will serve an important function as a picnic area. There is a path that terminates in this unit. Since there is no outlet, the area is Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 M private and secluded. Two picnic tables will be installed onsite. One picnic table will go on the north side of the path in the same location where a shelter used to be. The other table will go on the south side of the path in an area presently covered by non-native blackberry and reed canary grass. Additionally, we will place one informational sign in this unit describing the surrounding ecosystem and wildlife. In addition to the non-native weeds, there are numerous native trees such as western red cedar ( Thufa p/icata), Douglas fir (Pseudotsuga menziesli), Oregon white oak (Quemvsga,-ryarna) and bigleaf maple (Ace,- macrophy//um). We will plant ten (10)-1.5" caliper trees using the same species that are currently growing on site. Additionally, 25-one-gallon native shrubs will be planted along the stream-bank every five feet on center. Vine maple (Acer circMatum), oceanspray (Ho%discus disco/or), salal (Gau/theria sha//on), spirea (Spirea doug/asii), and red twig dogwood (Cornussto%nifera) will be planted. UNIT F Unit F is a very small area, approximately .07 acre. We will plant approximately 20-one-gallon native trees and 20-one- gallon native shrubs. The tree species will be western red cedar ( Thgja p/icata), Douglas fir (Pseudotsugamenziesii), Willamette Valley Ponderosa pine (^n1sponderosa), grand fir (Abiesgrandis), willow (.Sa/iA), and hawthorn (Crataegus). Shrubs such as vine maple (facer circMatum), oceanspray (Hoiodiscus disco%r), salal (Gau/theria sha//on), Spirea (Spirea doug/asii), and red twig dogwood (Cornusstoionifera) will be planted. All plants will be installed every 10 feet on center. UNIT G Unit G is a wet, open area approximately three-quarters of an acre. Most of the area will be planted with native wetland rushes, sedges and shrubs. The native sedges and rushes will be slough sedge (Carex obnupta), soft rush (Timms effuses), and bulrush (Scirpus). The species of shrubs will be vine maple (AcercircMatum), oceanspray (Ho%discusa'sco%r), salal (6au/theria sha//on), spirea (Spirea doug/asii), and red twig dogwood (Cornus,sto%nifera). One hundred and seventy five-one-gallon shrubs will be Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 planted every 15 feet on center. Approximately 8,100 native sedges, rushes and other wetland plants will be planted every 2 feet on center. Currently there are numerous conifer trees growing on the southern and western portions of the unit. We will plant twenty (20)-1.5" caliper native conifer and deciduous trees among the existing trees. Species such as western red cedar ( Thujap/icata), Douglas fir (Pseudotsugomenziesii), Oregon white oak (Querrcusgarryana), and bigleaf maple (Acer macrophy//um) will be planted. Our goal is to provide shade and cover for the wet area. Five benches will be installed along the perimeter of the unit. The benches will be situated among the trees we will plant as well as the existing trees. Two informational signs will be placed along the unit's perimeter. Signs will be installed along the eastern and western boundaries. These signs will describe the surrounding ecosystem and wildlife. UNIT H Unit H is approximately one half of an acre. This area has been hit hard by beaver damage already. Sixty-five (65)-1.5" caliper native trees and 45-one-gallon native shrubs will be planted in this unit. The tree species will be western red cedar ( Thujap/icata), Douglas fir (Pseudotsugamenziesii), Willamette Valley Ponderosa pine (Pins ponderosa), grand fir (Abiesgrandls), willow (Sa&), and hawthorn (Crataegus). The shrubs will be vine maple (Acercircinatum), Oceanspray (Ho%discus disco/or), salal (Gau/theria sha//on), spi rea (Spirsa doug/asii), and red twig dogwood (Cornussto%nifera). This area was planted several years ago with native trees and shrubs. Each plant was marked with a white PVC pipe. Unfortunately, the survival rates are very low based on the amount of white pipes compared to the amount of live trees and shrubs. Each plant will be protected using a wire cage supported by two wooden stakes. The bottom of each cage will be sunken into the ground four to six inches to prevent any animals from crawling underneath the cage. UNIT I Unit I is a long unit, approximately .70 acres. It is south of the pathway that runs behind City Hall. Currently the area is fairly open with Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 Emma r some patches of young trees and shrubs. Several years ago tree and shrub seedlings were planted throughout the unit. The area extends all of the way up to the sidewalk by SW Hall Boulevard. The amount of live trees in this unit is low so we will plant this area again with 40-one-gallon native trees and 30-one-gallon native shrubs. Additionally, 15-1.5" caliper trees will be planted. Tree species such as western red cedar ( Thujaplicata), Douglas fir (Pseudotsugamenziesii), Willamette Valley Ponderosa pine (Pinusponderosa), grand fir (Abiesgran&A, willow (Sa/iA), and hawthorn (Crataegus) will be planted. The shrubs will include vine maple (Acercircinatum), Oceanspray (fHolodiscus discolor), salal (6aultheria sha//on), spi rea (Spirea doug/asii), and red twig dogwood (Cornusstolonifera). Six benches will be installed along the path. The benches will be evenly spaced, but alternately facing so that three are facing towards the creek and three are facing the path. Additionally, two signs will placed in this unit. One at the far-eastern boundary, showing the park's name with some wildlife/natural setting design on it. The other sign will be more centrally located and will describe the surrounding ecosystem and wildlife. UNIT J Unit J is approximately one f ifth of an acre. We will plant approximately 20-one-gallon native trees, 15-one-gallon native shrubs and ten (10)-1.5" caliper trees within this unit, focusing on the western portion. Native trees such as Douglas fir (Pseudotsuga rnenzies,11), bigleaf maple (Acer macrophyllum), and black cottonwood (Populus trithocarpa) will be planted. Our goal is to conceal the Verizon building and parking lot for people when they are on the trail walking west and on the bridge walking north. Species of shrubs will include vine maple (Acer c&cinatum), Oceanspray (Holodiscus discolor), salal (Gaultheria shallop), spirea (Spirea douglasii), and red twig dogwood (Cornussto%nifera). Additionally, ten (10)-1.5" caliper native trees and ten (10)-one-gallon native shrubs will be planted close to and around the water area. We will not obstruct the view of the water but we will attempt to shade the area as much as possible by planting within the existing vegetation and exposed areas around the perimeter. One bench will be installed along the path. Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 UNIT K Unit K is approximately one-half acre. This unit will remain pretty much as it is, except we will remove non-native blackberry and reed canary grass on the northwestern side. The area will be maintained through grass cutting, trash collection and shelter maintenance. This area serves as a picnic area for numerous people, including those who work at City Hall. We will install one more bench along the pathway. There will be one sign pertaining to the pond's ecosystem and wildlife installed along the path leading up to City Hall. UNIT L Unit L is approximately one fifth of an acre. Approximately 15-1.5" caliper native trees and 15 one-gallon native shrubs will be planted in the exposed areas by the pond. We will not completely obstruct the view from the path but we want to provide shade for the pond. We will plant trees such as Douglas fir (Pseudotsugamenziesii), bigleaf maple (A'cer macrophy//um) and black cottonwood (Popu/us trithocarpa). Species of shrubs will include vine maple (Ater circinatum), Oceanspray (Holooliscus discolor), salal (Gau/theria shallon), spi rea (Spirea douglasii), and red twig dogwood (Cornusstolonife,-a). a a 1 i ~l Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 r - r, - - _ - n q - - ~w ~,wy4 s; ° 9 ~un••+c.w.....:~ Trl..w+. ^u Rr~~ f )I r.~ r +r III,' klll GECuh°Pn,C 1.r 1 .r Fanno Creek 1 . ^r; _ . ~'IY ~WY4~''~~ rid I,r 1 AREA #1 Park- 44 it `,r r d,:.u, R~ p r. p i"g o r r ; r I' Aq 6~ $ L ~ 11 a~. I+r 1au r 1 I r t 1~ ~ a r ,I P ~ ~ Il t91 rv. r r o ~ l ;p ~ r 4r~i lf~+ +ar I v, # 1 wr , 5> : I Pi TlI ~ F. Y f ~ ~ ~ ~ r v",,, I ' pk~+•~ k(l I ~ erg, r Y al xr d 'M ti ~ ' . r!I a £ *J , ~ c9 s ~ f , r i ~ t2 In t 71~ tit iN y ~q ~1 r dry !`Ck$ i4 P G` ~ 1~~. r z G J n} t $ ~r N t • "11j',dk, 4 H L:s ! y a~ K! y1,.~`^, w5r r u Y 1 ~3~r~1 I ~I yd" rK ` 'f f',r 4, rp w + 34 j' h ( eel. l U: C 5 50 7' 12K 'G +-5 200 c 96 feet 1{~H 'r Q 1 SI ri. _ 41-pry a },w:1 r.N.4'. ~ City of Tigard l~~e~a 4 I - ti-- tqi ~~~l t f pp Information or this maG is for Gene a rahor' oni, eritl p r r ,{ra''. shouldoevenlmcwhpleCeveloGme Se ice€D^.arn ' 4 i 3 t SN all.Bwtl igard ORS 97,223 m' ~ 1' is r air -~,r P t 5C3; F39-4171 p ur L(N y { 4" $p:~,'~- hllDifwvrd E~. IlgarC 01,15 .i .'1--. G ,JL9~ ,InsI;N 'i'.6 tlYiavSl.,9H ! dCwnfi,onllyDevelopment Plotdate Mar 27.2001, c;tmaglcdannocrkapr y:. ow i~ AREA #2 Area #2 has six units. Each unit has distinct characteristics that require unique forms of management and/or restoration. We have identified each unit with alphabetical letters. Areas that are not delineated will be left in their present conditions. Most of the units have blackberry and/or reed canary grass. We will remove the invasive, non-native blackberry and/or reed canary grass, unless otherwise noted. The plants will be removed by hand or mechanically. Each year the sprouts will be sprayed with herbicide to avoid rapid regrowth and infiltration. UNIT A Unit A is approximately half an acre. It is located at the northernmost area in Area 2. Native trees and shrubs will be planted throughout the area. We will plant 50-one-gallon trees, 25-one-gallon shrubs, and 10-1.5" caliper trees. Our focus will be to plant native trees and shrubs along the creek bank. The area closest to the path will be planted with 10 shrubs and five trees. We want to provide visual clearance into the unit from the path for safety reasons and wildlife viewing opportunities. The tree species that will be planted are western red cedar ( Thuja p/icata), Douglas fir (Pseudotsuga menziesii), Willamette Valley Ponderosa pine (Pinusponderosa), grand fir (Abiesgrandis), willow (Sall;k), and hawthorn (Crataegus). The shrubs will include vine maple (Acercircinatum), Oceanspray (Ho%discus discolor), Sala) (Gau/theria sha//on), spirea (Sp;-ea doug/asii), and red twig dogwood (Cornussto%nifera). Two benches will be installed along the path at the northwest portion of the unit. UNIT B Unit B is approximately 2.1 acres. Our focus for this unit will be to open the area up for visual clearance to the creek from the path. Accomplishing this task will involve, mainly, thinning out most of the low growing plant material and small trees. We will chip the woody material and leave it onsite. We will also remove non-native blackberry and reed canary Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 grass, Removal will be done mostly by hand since the area is not very open and getting machinery into the area will be difficult if not impossible. We may wish to plant native shrubs along the creek bank to provide soil stability after some of the non-native vegetation has been removed. We will base our decision to plant shrubs along the creek bank on the amount of non-native vegetation we will have to remove and the amount of exposed soil that results. Three benches will be installed along the pathway. Two of the benches will be along the eastern boundary and the third bench will be along the northwestern border of the unit. UNIT C Unit C is approximately 4.75 acres. The area is predominantly open wetland with native and non-native vegetation inhabiting the site. We will plant the area with a wide range of native sedges, rushes, shrubs and trees. The existing open, wet area will be maintained as such. Approximately 85% of this area will be planted with close to 44,000 native sedges, rushes and other wetland plants. Approximately 920-one-gallon shrubs will also be planted. Native sedges and rushes will include slough sedge (Carexobnupta), soft rush (,Tuncusefi`usus), and bulrush (Scirpus). The shrubs that will be planted will be vine maple (Acercircinaturn), Oceanspray (Ho%discus disco%r), salal (6au/theria sha//on), spirea (Spirea doug/asii), and red twig dogwood ( Corns sto%nifera). We will plant trees along the creek bank. The species will be Douglas fir (Pseudotsugamenziesli), bigleaf maple (Acermacrophy//um), red alder (A/nusrubra) and hawthorn (Crataegus). Approximately 150-one-gallon and 20-1.5" caliper trees will be planted. We will preserve and enhance the open areas for wildlife habitat and wildlife viewing opportunities. Three benches will be installed at the southeast corner portion of the unit. The benches will be along the pathway facing into the unit. Additionally, one sign will be installed along the pathway describing the surrounding ecosystem and wildlife. UNIT D Unit D is approximately .10 of an acre. We will plant this area with native trees with the intention of screening Burnham Business and Storage Fanno Creek Park Enhancement Plan I)RAFT June 11, 2001 IN . I I I I j Park from the rest of the park. A total of 10-1.5" caliper trees which will be Douglas fir (Pseudotsuga menziesii), bigleaf maple (Acermacrophy//um), and Willamette Valley Ponderosa pine (Pinusponderosa) will be planted. UNIT E Unit E is approximately one acre. Approximately 30-one-gallon trees, 25-one-gallon shrubs, and 15-1.5" caliper trees along the creek bank will be planted. Tree species such as western red cedar ( Thujap/icata), Douglas fir (Pseudotsugamenziesii), Willamette Valley Ponderosa pine (Pinusponderosa), grand fir (Abies grandis), willow (Sa/iA~, and hawthorn (Crataegus) will be planted. The shrubs will be vine maple (Acer circinatum), Oceanspray (Ho%discus disco/or), salal (lau/therio sha//on), spirea (5,64-ea doug/asii), and red twig dogwood (Cornussto%nifera). The majority of the unit will be left open. This area provides wildlife viewing opportunities. Additionally, the site could be used as a picnic area in the future. UNIT F Unit F is two areas totaling approximately .11 of an acre. Both areas will be planted with native trees and shrubs. We will plant tree species such as Oregon white oak (Querccusgarryana), Douglas fir (Pseudotsugamenziesii), willow (Sall;%), and Willamette Valley Ponderosa pine (Pinusponderosa). Shrubs such as ninebark (Physocarpus), snowberry (Symphoricarpov), salal (Gau/theria sha//on), spirea (Spirea doug/asii), and redtwig dogwood (Cornussto%nifera) will be planted. Approximately 35- one-gallon trees, 25-one-gallon shrubs, and 10-1.5" caliper trees will be planted The area that splits Unit F will be a future picnic site. We will place a picnic table close to the pathway. Currently, there are numerous naturally occurring seedlings growing on site. We will remove some of the plants to make room for the picnic area. Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 ►f + y, [d f• t-.; >A T ` V is FCC ~.R: Pn C P.rC 'L! '('yy f%, Fanno Creek llm%kwk ~VeS ~ SS~ F f ~,}p~'.. f r!y I f I +4 Park- AREA #2 ~t d,~ rp } r It Not ioj! k 1 ry + 0 A4 1 ~r'y'v 4 s + ~ i4 1 1 b r ~~e ~ k a ~ I / n r ryyt x t a a tl f 7f sit- 't;~ ~rr+F yf J+r VV f iP 2. _ q N Y ` oln I _ d FAA TPY( t a or 0-,40- X". + ~ X71 _ / i r t ~ G Jt J ~1 P r • 1• ~f 'i ..~✓S~ tli 1 4I 1~' y .4i ~ ~r~7HJG,.~;l , ~~t~-P:^ r ~ t4 a r~ T . ~ . 1k ~ r v y'`d 4 iifiq/ ffiy+~~ 4n' f rn` t'" il'` +sS9 r.u n ,a. r 8,. I 191T' 1 'l, rG a~' ~ ~ ati~ ~.a j~' ~u~~. n~ ~ f ~ Ar ~,t ~ H .1 'p ~ ~ ~ fl ~ ~ - t~r2f tr Vii: 'f L~`. y1 ~af7 r r ~ t ':r f?,J t r ~ Y' + ~ s r w y >r. v r a f~ ~ "r ~ ~ a+ f~ ~ 4 tlT ~qq rr ~ ~ ~ T+I n 6 Tr a ~•p,»!yr h 1 t-!4 y. t /n 't /'rr - 1 17 T l 1 U ~ y,1 1 _ rIN~ ~ 7~ ' ~ t I~ rT~>; vn ~ ~1 k " ~"•l of (r'r~a,`Yr,.~ , lti ~ ~ s dr N ~y„~ _ r + 1 yy i H a SO tOC 150 0 20u ^SC °_eal ~ .rr ~ ~ '4,.{ "~~M~ le vrE ~y~ ....,mss 200 : "20 feet L ~ ~fd `I 1 `grI J,j. p y N~ `lfJ 4 to ti Ri ~ ~'y 1 ` rq fr 'kr City of Tigard Information or. 'his rraD is for general location only arc 1 should he verified vnth the Development Services D'v soon l f 'p w w 3 11 2 SW Hall Blva 1 r s 1 " Igard, OR 97223 dat A;f. 1 503~639•4479 htto (hnnr ~l IiparG or ce _ e w 8.4111r,"it e e opf en! , Plot date: Mar 28, 2001, cAmaglcllannocrkpkk2.apr M, 17 m Area #3 Area #3 has five units. Each unit has distinct characteristics that require unique forms of management and/or restora¢?on. We have identified each unit with alphabetical letters. Areas that are not delineated will be left in their present conditions. Most of the units have blackberry and/or reed canary grass. We will remove the invasive, non-native blackberry and/or reed canary grass, unless otherwise noted. The plants will be removed by hand or mechanically. Each year the sprouts will be sprayed with herbicide to avoid rapid regrowth and infiltration. UNIT A Unit A is approximately 1.4 acres. It is a unique area since it is long and thin and encompasses the entire creek segment of the unit. Our goal for this unit is to remove the non-native blackberry that inhabits the majority of the creek bank by the fall of 2005. When we remove the blackberry we will leave the roots intact to maintain some stability of the bank. We will also leave as much native vegetation onsite as possible. We will, therefore, remove most of the blackberry by hand. We will plant the bank with native trees and shrubs in the fall of 2005. We intend to plant both seedlings and container-sized plants. Approximately 100-one-gallon trees and 75-one-gallon shrubs will be planted along the creek banks. Plantings will include trees such as western red cedar ( 7-hz1jap/icato), red alder (.41nusr4lSra), black cottonwood (Popu/us trichocarpa), and bigleaf maple (Acermacrophy//um). Shrub species will be redtwig dogwood (Cornuss-to%nifera), willow (SaAA), common snowberry (Symphoricarpos a/bus), salal (Gau/theria sha//on), spirea (Spirea doug/asii), and evergreen huckleberry ( l/accinium ovatum). As the blackberry begins to grow new shoots, we will apply herbicide to avoid having a heavy reinfestation. Our goal is to allow the blackberry roots to stay alive while the new shrubs and trees become established and increase soil stability. As the native trees and shrubs take over the site, we will control the blackberry more aggressively. Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 Areas that do not have blackberry problems will be planted in the fall of 2005. An area just north of the bridge by Main Street and an area in the middle of the unit with large trees are two of the locations that need little or no blackberry removal efforts. Although we are aware of the public's desire to see the creek from the path, our first priority will be to establish native vegetation along the creek bank for soil stability. The amount of plant material required for this goal will be significant and probably will obstruct views of the creek in most places in the unit. Finally, we will install up to 5 benches along the path. We anticipate that this part of the trail will be heavily used in the near future. The benches will make the area more appealing to travel through. One informative sign describing the surrounding ecosystem and wildlife will also be installed. Another sign, bearing the park's name with a natural setting as a background, will be placed at the entrance to the park at Main Street. UNIT B Unit B is approximately 1.8 acres in size. It is located at the eastern portion of the unit. We will preserve the open space that currently exists. Approximately 175-one-gallon native shrubs will be planted throughout the unit. Additionally, half of the site will be planted with 9,800 native sedges, rushes and other wetland plants. Shrub species will be redtwig dogwood (Corms stolonifera), willow (Soli;), common snowberry (Symphoricorposo/bus), salal ( gaultheria shallon), s p i r e a (Spired douglasii), and evergreen huckleberry ( Ilaccinium ovatum). Native rushes and sedges such as slough sedge (Cal-ex obnupto), soft rush (.Tuncus effusus), and bulrush (Scirpus) will be planted. Approximately 20-1.5" caliper trees will be planted along the far- eastern boundary to act as a screen from the businesses adjacent to the site. Douglas fir (Pseua'otsugamenziesli), western red cedar ( Thujaplicata), hawthorn (Crataegus), and bigleaf maple (Acermacrophyllum) will be planted. UNIT C Unit C is approximately a half-acre. Two separate locations make up the unit. Both locations are located on the western side of Area #3. Most Fanno Creek Park Enhancement Plan DRAFT June 11. 2001 of the clearing of blackberry bushes will have to occur by hand since there are numerous trees and shrubs in both areas. Currently, red alder (A/nusrubra) trees occupy most of the two locations. We will plant 20-one-gallon red alder in addition to a total of 30- one-gallon western red cedar ( Thujap/icata) and Douglas fir (Pseudotsuga menziesii) trees. Understory shrubs that will be planted include redtwig dogwood (Cornussto%nifera), willow (Sa/ix), common snowberry (Symphoricarposa/bus), salal (6a4i/theriasha//on), spirea (Spireadoug/asii), and evergreen huckleberry (f/accinium ovatum). We will plant approximately 30-one-gallon native shrubs in this area. UNIT D Unit D is approximately a half-acre. It is an open, wet area with a small pond. Currently, reed canary grass occupies a majority of space in the unit. The entire site will be planted with approximately 3,200 native sedges, rushes, and other wetland plants in addition to 60-one-gallon native shrubs. The pond provides a wildlife viewing area so we will avoid planting a thick cover of shrubs along the side of the pond adjacent to the path. Shrubs that will be planted will include redtwig dogwood (Corns stoionifera), willow (Sa&k), common snowberry (Symphoricarposa/bus), salal (Gauitheria sha//on), spirea (Spirea doug/asii), and evergreen huckleberry ( i/accinium ovatum). The native rushes and sedges will be slough sedge (Carex obnupta), soft rush (.Tuncus effusus), and bulrush (Scirpus). Currently, there is a fence along the path that keeps people from entering the unit. We feel that this fence should remain since it keeps people and dogs out of the sensitive wet area. UNIT E a 2 Unit E is approximately a half-acre. The unit is bordered on all sides i a by the paved path and Public Works' fence. A large portion of the unit has standing water. We will focus the planting of native trees, shrubs, and grasses around the wet area to create a buffer zone. Currently, hawthorn (Crataegus) is dominating the site along with the non-native weeds. We will plant approximately 25-one-gallon western red cedar ( Thujap&-ata), red alder (Ainusrubra), bigleaf maple Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 (Acermacrophy//um), and black cottonwood (Popu/us trichocarpa). We will also plant a total of 10-one-gallon hawthorn (Crataegus), barberry (gerberidaceae), and Darwin barberry (Berberidaceae darwinii). These species will be planted due to their size at maturity and colorful appearance along the Public Works' fence and to discourage people from entering the yard. Shrub species will be redtwig dogwood (Cornussto%nifera), willow (SaAA), common s n o w b e r r y (Symphoricarposa/bus), s a I a I (Gau/theriasha//on), spirea (Spirea doug/asii), and evergreen huckleberry ( i/accinium ovatum). Three benches will be installed along the pathway bordering this unit. Two will be placed along the western boundary and one will be placed along the northwestern boundary. Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 a ey. rai It Fanno Creek 4 N I_ I~ r ,p ',I +Y. rein,. ~;6'~. h~ d ,.,,„f F~ark- AREA 3 III,SO 1,~. fk ...P ap . 4„ l :6yr ;f ' i 4 ajA 1 . I'< t I ~ h t jk7t}.(+u 'C- .,'S `r~ 1 ° 'r hAlk Rig, xH~+u 19~rr t .a wN" .~rt r1k. ~1' !a~ 'f` ' ' ` X' y 1 k S fl k I Y r ~ii~ i~ A} 1 ~V~ N ~~qa A ~ OPP r I 9 1 . q 1 ~ ~.1 r r I k ~y X41",~4 „r ..axc4 rl1~ a..,m1 .ir to :Ike' i. rv 1''i .4 k ~l i~• ,•ylr~ M M ~ ~ P~' ak ~.r_•Atq, y l ,tlq du+~i,Y~ . '.it`,°;,r l , t' ~ ♦u t'~ ~R ~ 'h, t r'>~hk ~ } , ,~pq~ t ,r..y~~,w, ~ ~i _ Y'.l I a da' ~ ,fti ~•,4~~ s, t r k r +~~''>D,. `i~' ~kkL t C t ~ p~1 tir ~ a ]1 ~'y ~l e «l~ Y ~ ri ~ ' u} , %P',•t ~ r~~ 1 ~ ~ y - ,jlw.. ~a~ I, ~~,Y ti~ 4. ~ ~ 9'Y A >+~~,~I ' •II.V~L"'M1L ~ W. f7' 1, ~y4 h! y9au` erg{ . fi `5 a^`i7 r+ I f - R •n a'G l ~ A ,pn L A y 7 ''17~ ivt ,~,Prd~ ti a u(! .yy.[ . ~y k ' 1 ya ` t i"wn'" ,1 1' l9 Y°' . T~ Ina r Y F " h'~v ~ Atli:(~ , , a1 S~a~t Cia t y r .c. + cF'~ y d.'~ n~3~.' 1~N' r ~i,Sry n+„lt ''a + +t ~.h si' r T 'rR 4 ,r ,rrl r 4f; yl ~ 4 4~1 J1 P~ f f ltl 14 J r. a, g x ~F ! t a~~ 4~ Yr N d~~d fi'~,. ,~,.<~t eek y. 7 CF t'{r i~ t d _ da { !t yt'i., 7 ti m Scale bar City of Tim d a n.. r a J 1" 3 91P5 S'<jatd ~ ,f.. r ~ fir,"s ,rr d I ~~'~it3 . i ter, r ' :no~lc ae "heC n • ape tee,? as^~~ S. , ..c ; ~ o^ . T r 1 1✓. i^ 'tv 4 swSr➢'zNil ~y f ; f r i' kl ~"4sr,P~t " ~»i ,tJ4s~~ A•~, v k~~ ' i .j' + . f SA -a' Ei,a R2't A d `r,7 t 1 ti<4' "1"j~~~Z+l `I~{t ~ 4r~. t<" do ' ~u gyp, r.= Plot date Apr 6, 2001, Cama Ic M4GIC0? P.P? Community Development P 9 Schedule The Fanno Creek Park Enhancement Plan will take approximately six years to complete. Our targeted date of completion is June 30, 2007. Each area will take two years of improvement work. Follow-up spraying and monitoring will be an ongoing process with no completion date. Much of the work scheduled is dependent on volunteer participation. The availability of volunteers as well as the actual number of people who provide assistance will alter the timelines involved in this plan. Year 1 (May 19, 2001- June 30, 2002) • AREA #1- Remove all non-native blackberry and reed canary grass. Volunteers and city staff will complete the work in at least three volunteer days. The new shoots will be sprayed with appropriate herbicides such as Crossbow, Garlon, or Rodeo in early fall of 2001 and mid-spring of 2002. Parts of Area #1 where no blackberry exists will be planted with trees, shrubs, and/or grasses in the fall and winter of 2001/02. • AREA #2- Focus on Unit B to remove small trees and brush to increase visibility into the unit from the path. City staff will be clearing unwanted vegetation throughout the year. Year 2 (July 1, 2002 - June 30, 2003) • AREA #1- Continue spraying new shoots of blackberry and reed canary grass. Organize at least two volunteer days to plant native trees, shrubs, and grasses. Install picnic tables in areas where they are appropriate. Benches and informational signs will be installed. • AREA #2- Monitor and control tree, shrub, and brush growth in Unit B. City staff and volunteers will do additional clearing as needed to maintain visual clearance throughout the unit. Year 3 (July 1, 2003 - June 30, 2004) • AREA #1- City staff and volunteers will monitor the area for blackberry and reed canary grass reinfestation. New shoots will be sprayed with herbicide in early fall of 2003 and mid-spring of 2004. Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 • AREA #1- City staff will monitor the survival rates of the trees, shrubs, and grasses. For tree and shrub seedlings, additional plantings will occur if survival rates drop below 50%. Protection devices will be installed if necessary. • AREA #2- Remove, all non-native blackberry and reed canary grass. Volunteers and City staff will complete the work in approximately three volunteer days. The new shoots will be sprayed with an appropriate herbicide in early fall of 2003 and mid-spring of 2004. Parts of Area #2 where no blackberry exists will be planted with trees, shrubs, and/or grasses in the fall and winter of 2003/04. • AREA #2- Monitor and control tree, shrub, and brush growth in Unit 8. City staff and volunteers will do additional clearing as needed to maintain visual clearance throughout the unit. Year 4 (July 1, 2004 - June 30, 2005) • AREA #1- City staff and volunteers will monitor the area for blackberry and reed canary grass reinfestation. New shoots will be sprayed with an herbicide in early fall of 2004 and mid-spring of 2005. • AREA #2- Continue spraying new shoots of blackberry and reed canary grass. Organize at least two volunteer days to plant native trees, shrubs, and grasses. Install the required benches, signs, and picnic tables. • AREA #2- Monitor and control tree, shrub, and brush growth in Unit B. City staff and volunteers will perform additional clearing as needed to maintain visual clearance throughout the unit. Year 5 (July 1, 2005 - June 30, 2006) • AREA #1- City staff and volunteers will monitor the area for blackberry and reed canary grass reinfestation. New shoots will be sprayed with an herbicide in early fall of 2005 and mid-spring of 2006. • AREA #2- Monitor the entire area for blackberry and reed canary grass reinfestation in addition to controlling tree, shrub, and brush growth in Unit B. City staff and volunteers will perform additional clearing as needed to control non-native invasive plants and maintain visual clearance throughout the unit. • AREA #2- City staff will monitor the survival rates of the trees, shrubs, and grasses. For tree and shrub seedlings, additional plantings will occur Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 if survival rates drop below 50%. Tree protection devices will be installed as necessary. • AREA #2- City staff will monitor the survival rates of the trees, shrubs, and grasses. For tree and shrub seedlings, additional plantings will occur if survival rates drop below 50%. Tree protection devices will be installed as necessary. • AREA #3- Remove all non-native blackberry and reed canary grass. Volunteers and City staff will complete the work in at least three volunteer days. The new shoots will be sprayed with an appropriate herbicide in early fall of 2005 and mid-spring of 2006. Parts of Area #3 where no blackberry exists will be planted with trees, shrubs, and/or grasses in the fall and winter of 2005/06. Benches and informational signs will be installed. Year 6 (July 1, 2006 - June 30, 2007) • AREA #1- City staff and volunteers will monitor the area for blackberry and reed canary grass reinfestation. New shoots will be sprayed with an herbicide in early fall of 2006 and mid-spring of 2007. • AREA #1- City staff will monitor the survival rates of the trees, shrubs, and grasses. For tree and shrub seedlings, additional plantings will occur if survival rates drop below 50%. Tree protection devices will be installed as necessary. • AREA #2- Monitor the entire area for blackberry and reed canary grass reinfestation. New shoots will be sprayed with an appropriate herbicide in early fall of 2006 and mid-spring of 2007. Additionally, tree, shrub, and brush growth in Unit B will be monitored and controlled as necessary. City staff and volunteers will perform additional clearing as needed to control non-native invasive plants and maintain visual clearance throughout the unit. • AREA #2- City staff will monitor the survival rates of the trees, shrubs, and grasses. For tree and shrub seedlings, additional plantings will occur if survival rates drop below 50%. Tree protection devices will be installed as necessary. • AREA #3- City staff and volunteers will monitor the area for blackberry and reed canary grass reinfestation. New shoots will be sprayed with an herbicide in early fall of 2006 and mid-spring of 2007. Fenno Creek Park Enhancement Plan DRAFT June 11, 2001 • AREA #3- City staff will monitor the survival rates of the trees, shrubs, and grasses. For tree and shrub seedlings, additional plantings will occur if survival rates drop below 50%. Tree protection devices will be installed as necessary. July 1. 2007 - Indefinite • All three areas will be continuously monitored for the survival rates of trees, shrubs, and grasses. New plantings will occur if stockings of trees and shrubs drop below 50%. • All three areas will be continuously monitored for non-native plant reinfestations. • Picnic areas will be continuously maintained and monitored for necessary upgrades and repairs. Fanno Creek Park Enhancement Plan DRAFT June 11, 2001 State of the City of Tigard By Mayor Jim Griffith January 1, 2002 Overview: The City of Tigard is financially in good shape for routine operation. Our growth continues and our population is now certified at 43,040. Last year a good year and good progress was made in accomplishing many of our goals. Goals #1 Transportation, Continue the City's Transportation Improvement Program. ® The City Transportation Plan is basically complete and awaiting Council action. O The Transportation Financing Strategies Task Force has been meeting and making progress on various financial concepts. • There are no real easy solutions to the transportation problem, but until it becomes a big enough problem that the citizens are willing to put up the cash, it is not going to be resolved in a timely manner #2 Provide Recreational Opportunities o Cook Park is progressing and ahead of schedule ® We are still working on after school activities through the Mayor's Youth Forum. Our concern continues to be the time between the end of the school day and the time the parents come home from work. o The Skateboard Park Task Force is moving forward with gusto to design, locate and find financing for a new facility. #3 Support the efforts of the Tigard Central Business District Association and their plan to revitalize the downtown. e Completed the Tigard Blast, Safe Halloween, and the Holiday Tree Lighting. o Setback with the lack of support for the Economic Improvement District. The remaining Question is should City Council become more involved in planning for the "Downtown" area? w Parking requirements have been adjusted but what else is needed to prepare for the future? #4 Continue to implement the City Park Master Plan, • Major progress has been made with the Parks progress this year. • Funding for Woodard Park picnic shelter, thank you, Land and Water Conservation • Funding for Cook Park will allow the City of Tigard to make major progress at Cook Park. • The hiring of Dan Plaza as Director of Parks. #5 Determine the City of Tigard long-term water supply • Making progress but no final determination other than the Clackamas is out of consideration. • We still need to make a determination ASAP • Our two options are the Joint Water Commission and Portland Water/Bull Run. #6 Establish an annexation policy for non-island areas. • The Bull Mt. Annexation study is finished and will be presented to the residents of the area on January 31 at Fowler Middle School. • The City of Tigard will continue to annex on a request basis until a position is established. #7 Encourage and support private sector programs to rehabilitate existing, and develop new, affordable housing. • Enforcement of the Housing Code continues with the program of voluntary compliance prior to enforcement. • Council continues to support the Tigard based Community Partners for Affordable Housing. #8 Review the report of the New Tigard Library Construction Committee and provide direction. • Recently approved to place $13 Mil. Ballot measure on May ballot. • Have tied up property at Hall and Wall St. • Will continue as a high priority to proceed #9 Develop a new City-wide sewer completion policy. • Council adopted a 5 year plan to complete the Sewers City wide. #10 Expand citizen involvement opportunities. • The city now has a new webmaster • Expanded CIT participation by adding e-mail. • Community Connector Program 0 New committees developed 911 Participate in the 2001 Oregon Legislature d~QO•~` • Had regular meetings with Senator DeAmrt and Representative Williams • Continued participation in County Elected Official Meetings. COMMUNITY INVOLVEMENT 1. Transportation Financing Strategies Task Force; Need creative financing to develop financing for transportation development. 2. Youth Forum: A very energetic group of youth oriented individuals - Looking at after school programs between school and parents home from work. 3. Blue Ribbon Task Force: An idea and reality check group. 4. Skateboard Park Task Force: Moving quickly with Rich Carlson as Chair. 5. Dog Park Committee has located a workable park area adjacent to Coe Manufacturing. 6. New ideas will generate new committees LONG RANGE ISSUES 1. Downtown: Should the Council get involved in the functioning and development of the downtown area? (EID turndown) 2. Water supply: Negotiations continue but no determinations Bull Run vs. Trask River (Hagg Lake). 3. Washington Square Regional Plan; Adopted but lack funding to implement. 4. Annexation; Do we or don't we? 5. Commuter Rail; Will have an impact and we need to start planning now that it is a reality. 6. Council Vision for City of Tigard, To become involved: Please contact me with your suggestions and/or comments State -of the City January 8, 2002 Mayor Jim Griffith 2001 Goal Continue the City's Transportation Improvement Program development. 2001 Goal 2 Participate in a study of a recreation district and upon completion of the study determine the City's level of support. I 2001 Goal 3 Assist the Tigard Central Business District Association to develop a plan for the downtown. aciw4pv 2001 Goal 4 Complete the City Master Plan for Parks. 2001 Goal 5 Determine the City's long-term water supply. 2 2001 Goal 6 Establish an annexation policy for the City. 2001 Goal 7 Encourage and support private sector programs to rehabilitate existing, and develop new, affordable housing. 2001 Goal 8 Review the report of the New Tigard Library Construction Committee and provide direction. 3 2001 Goal 9 Develop a new City-wide sewer completion policy. 2001 Goal 10 Expand citizen involvement opportunities. 2001 Goal I I Participate in the 2001 Oregon Legislative session. 4 2001 - Long-range issues-- - • Downtown • Water • Washington Square • Annexation • Commuter Rail 2001 Community Involvement- Transportation Financing Strategies Task Force • Youth Forum • Blue Ribbon Task Force • Skateboard Park Task Force OAS- Please contact me with your suggestions/comments: mayor@ci.tigard.or.us or 503-639-4171, ext. 309 Thank You! www.ci.tigard.or.us 5 . o • c.amnvn+r« ~'U' a CM j+^ 0. 2002~ - - - - - - - - - - - - - - - - - i i i , 7 6 INN= Executive Summary January 8, 2002 Bill Monahan City Manager Val ;7~& 'A • City and Department Achievements • Challenges for 2002 Achievements Community Develoement De •Residential Development ActMtylncreased ■ In the City- 250 Singlrlan* permits valued at $52.6 million n In the Man Services Area- 244 Single-fam7y permits valued at $55.8 million M increase of over 152 permits in 20011 1 Achievements -Commercial Activity ■ Down from $32.6 million in 2000 to only $8.4 million in 2001 Achievements • Our Housing Inspection Program and Code Enforcement had increased activity because- ■ the public is aware of the services, and ■ the programs have yielded positive results Achievements • Long-Range Planning made significant progress on key projects including- I - Nearing completion of the Transportation System Plan (scheduled for Council adoption tonight) ■ Completing a draft study of the Bull Mountain area ■ Focusing on the remaining work needed to complete the Washington Square Regional Plan 2 Achievements ■ Completion of Parks Master Plans • Securing state and federal parks grants ■ Assisting the Tigard Central Business District Association to put forth a proposal for formation of a business improvement district and economic improvement district Achievements Engineering Department -Completed some key public facility improvements including- • Gaarde Street improvements • Six city streets received speed humps • Neighborhood sewer extension program projects continued. Three new reimbursement districts were constructed in 2001. 3 a e 4 ,r ~Z I~ Achievements Engineering continues to evaluate funding options to address transportation improvement needs. A City task force-the Transportation Financing Strategies Task Force-is exploring methods to enhance transportation funding for the City. 4 4 Achievements Public Works Division Water- • Completed a water intertic with Tualatin • Reduced water consumption by 1100, title in part to citizen response to our wamer consemation proVram PrIlled our lirsi Aquitcr Storage and Recovery (ASR) well t ~k \c a. "MIWM s 5 Achievements • Developed and Implemented a "Summer Operations Water Plan," resulting in avoidance of "peaking" surcharges • Continued to be a key participant in discussions to choose the City's long-term water source Achievements Storm- Purchased and placed Into service a new Vactor sewer cleaner Property- Made many energy efficiency improvements (lighting, HVAC) throughout City facilities Achievements Parks- Completed Phase I of the Cook Park expansion. This was done with a combination of- ■ Donated funds • A loan from the state ■ A $250,000 state grant ■ Contributions from our partners, the Little League, and Soccer League 6 A,7 t Ac 'eve n~en~s idd scgnu nts of our trail system while . continued to ° ~i1s replacing old tr +fi ' - "r. ti. •4 . t..ti•~„y c . fA ~ •I' a i:+ IMF nq~ T yr: Bill IMOW Achievements Aire L cpartn ent - Now has In%o t infrared Camera s}+irms uulalled on palr~d ears r' r'. Achievements P.4 Deer l ourl heard 12" Case' .rid used o%er 100 j ~~dunirrr> wded >run nm neq,hhorhood „aiChes and re enerp: ed numerous others • Vlopted and resoked 4; eommunit~ 110110ne procos. double those m 2000 •7.;. a~4 Achievements -a Achievements Tigard Public Library • Working with the New Tigard Library Construction Committee and a project architect, completed analysis of our library needs for the next 20 years Achievements • Proposed a 47,000 sq. ft. library at a site on flail Boulevard • A 813 million band measure will be voted on by Tigard citizens on May 21, 2002 f, F: +C n _ 1. 13 le from-the Wes 9 INIM J' + ke N- s~ h Achievements Other library highlights-- • Offered more than 136 programs attended by over 1,000 people • Initiated Friday night open hours which have been very popular 44 { , .li t I._ i I, Increased volunteerism- I especially youth volunteers which had a 40% increase 9 in participants and 26% increase in hours 10 t t1 i ti kc°. ji~jl Achievements • Public internet use was four times that of 2000 as each terminal averaged 3,672 users[ • Visitors to the library increased by 13% while checkouts increased nearly 8% • 18,745 items were added to the collection Achievements Finance Department • Made significant improvements to the City budget preparation and implementation process • Upgraded the budget document to improve readability and the quality of information presented to the public 11 Achievements • Initiated a joint audit by 24 cities of PGE franchise fee payments • Obtained a $2.3 million ban from the Oregon Economic and Conumunity Development Department for Cook Park Achievements City Achievements • Celebrated the City's 40th anniversary of incorporation • Commemorated the contributions made by Korean War Veterans • Granted a tax exemption to three non-profit, low- income housing projects operated by CPAH Achievements i i 1 • Created a city-wide sewer extension program to i provide sewer to all unserved areas i • Revised noise standards to promote better enforcement • Revised many sections of the Tigard Municipal Code 1 as part of a total review to update and improve the code 12 INSM Achievements • Updated and improved the City web site which went on line January 2, 2002 • Agreed, along with Washington County, to participate in an ICMA/USAID-funded program to assist two local governments in Indonesia • Increased our Community Connectors to 26 Achievements • Updated Tigard's Vision document • Placed complete council packets and other useful information on the web • Trained staff and volunteers to use our cable studio to tape and televise more civic functions Thiges we ft • We did not authorize assessments for a Business Improvement District and Economic Improvement District in the downtown. Sufficient support for the program did not emst. • We did not start a photo radar program because of cost concerns. 13 • We did not move ahead with some Community Development Code Amendments as we await a decision on whether Measure 7 will be in effect. Qther 1Higb1h2hts The City received awards-•- • Achievement for Financial Reporting from GFOA • A Gold Safety Award from CCIS • Outstanding Risk Management Award from SAW • Distinguished Budget Presentation Award from GFOA hr Higbfights The City created citizen-based groups- - Transportation Financing Strategies Task Farce • Youth Forum 1 • Blue Ribbon Task Force • Skateboard Park Task Force 7 14 The Council held meetings with city boards and committees as well as our partners in delivery of service to the public- • Tigard-Tualatin School District • Tigard Valley Fire and Rescue Otber Highlights • Representative Max Williams • Senator Ryan Deckert • Community Partners for Affordable Housing • Tri-Met • Intergovernmental Water Board • Our Neighboring Communities • Washington County • Metro • Chamber of Commerce • Tigard Central Business District Association • Westside Transportation Alliance 15 MENEM Challenges for 2002 Some key challenges facing the community in 2002 • Economic Responding to economic factors and conditions as we prepare the FY 2002-03 budget Challenges for 2002 Economic Factors include- ■ National and state economies ■ State of Oregon budget shortages and the impact on state shared revenues • Possible reduction of development-based revenues • The implications of the pending Oregon Supreme Court decision on Measure 7 ■ Rising energy costs Challenges for 2002 i • Police Hiring • Filling vacancies brought on by retirements 1 s 16 w Challenges for 2002 • Community Development ■ Evaluating alternatives for annexing areas of Bug Mountain while determining how transportation and park improvements can be funded for the area • Responding to potential decreased development activity Challenges for 2002 • Coordinating the Washington Square Regional Center Plan while involving Beaverton and Washington County in the process Challenges for 2002 • Public Works ■ Complete the Cook Park expansion • Continue to make progress as we evaluate our water options 17 Challenges for 2002 Library • Provide information to voters regarding the May 21, 2002, ballot ■ Respond to library user needs while planning for the future Challenges for 2002 Engineering ■ Complete key capital improvement projects • Determine transportation funding options • Provide sewer service citywide 2001-2002 H As always, the City staff and I thank the City Council and the citizens of Tigard for the support given to us in 2001. 18 UNION 2001-2002 Our Website www.d.tigard.or.us We trope the Oty's new Wehsite provides everything the community needs. Please contact our Website team with comments about the site at: webteam@ci.tigard.or.us 19 r AGENDA ITEM # FOR AGENDA OF g a CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY ISSUE/AGENDA TITLE Ti arg_ d Beyond Tomorrow Vision 2001 Report PREPARED BY: Liz Newton V&I DEPT HEAD OK b CITY MGR OK U441-~ ISSUE BEFORE THE COUNCIL The 2001 Annual Update on the Tigard Beyond Tomorrow Vision. STAFF RECOMMENDATION No action is necessary. This is an information item. INFORMATION SUMMARY The Tigard Beyond Tomorrow process has now completed its fourth year of working towards the community's long-term goals. The City, school district, and fire district have taken the lead in carrying out some of the action plan items. Others have required the involvement of local businesses, non-profit agencies, volunteer groups, churches, and the community at large. Goals and activities in 2001 have spotlighted the following themes: • Enhancing communication; • Preserving and protecting open space and natural areyas-, • Developing alternative modes of transportation; and • Effectively managing storm water runoff. Attached is a copy of the PowerPoint slides that staff will use at the January 8, 2002, City Council meeting to highlight the activities in each of the six Tigard Beyond Tomorrow target areas: 1) Community Character and Quality of Life, 2) Growth and Growth Management, 3) Public Safety, 4) Schools and Education, 5) Transportation and Traffic, and 6) Urban and Public Services. A copy of the 2001 Progress Report is attached. The same report is available at City Hall or on the city's web page. A summary report will be inserted in the February Cityscape that goes out at the end of January. OTHER ALTERNATIVES CONSIDERED N/A VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY Changes to Strategies and Action Plan items are highlighted in the 2001 Progress Report. ATTACHMENT LIST The 2001 Progress Report Copy of PowerPoint slides. FISCAL NOTES I.%ADWCRY COVNCIL%COUNCIL AGENDA IMA SLM41RIES%T8T VISION 2001 REPORT.DOC Effective Communication Tigard Beyond Tomorrow •t . 2®®1 Volunteerism Central Business District .14 SW `lain Street Community Events Growth Management K Y A t ~ !1 1 Protect open space while development -111, of Jul occurs Tigard Balloon Festival 1 Public Safety Public Safety o Education & Partnerships snake us better partnerships prepared for emergencies Schools & Lion Transportation a& Traffic s Gaarde Street Phase I & H Library Library Use Increasing No expansion space possible at current site 1 l ~ I1~ i?Ta J 1 Library Parks & Greenways Proposed new building I Ball fields to nature trails Parks & Greenways Water 1917 Well - = 2001 Well Cools Parts Recover cost in 10 years Expansion Storm Water i' Ti9~ard's future is important s®... Neighborhood Water Fowl Habitats 1 Be involved in making a difference! C®ntaet >City of Tigard ➢TigardlTaalatin School Dlstrlet >Tualatin Valley Fire arc Rescue 1 gsn --.Maw IS Do* Ort X00@ 2 001 9 ® Tomori'mow ® * CoakPark r% Cy ^Ord ' Boat Ramp x onsion Cook Park E p fi: Y Pha$e I purham & 92 d Ave. ii! IM{ _ aY structure P k ar P r~ Summerl(ke 200 ~OC;US n Space 6reenWaY • and parr - -ui- Natural Areas ~ li o Creek GreenwaY - n a Avenue - n - s A - a h r m h _ in tOwnl dRescue) areas with wildlife ucllerFre oy natural of Ord r9ord-Tuolot n - cC Dstrvc. d En~ r a een utccns and local service Pro~rdersare workng well. ~C sad Vision Task force deveoPea tizenb° les continue to be the overall 2017? In 1997, the ci These rinc'P These P lim In by 011 statement. orad 1 tY and goals to be achieved Whnt will fig nity s nity s future in agrcemt^t comma Residents, direction for our Mnwn follow.09 is the d to shaping the ess relies n 1 comma ctizen involvement 6 and throughout 1997 iher to far our community _ -rare commute d to work t°9e _t+on This prOc ll of 199 e and Tarrarrow they dire e - movers. ntere ilw T~9ard c0m is on- oy, I ng v scan Pro e 5 vision move in the fa volu is c m+nur' d in the Turd c0mmundY group leaders - - ` a 4 and community 9the nacre ' Trga BEYthe resources for ' We as citizens of wen through th led and efficient public services- fun n Adopting Then they'dantif ed with the direct °nand coordinated action s by d by cfor A remarkable event haPpbusiness PeOp ~ munity ;s Tulare° 9aveR ~f e"t PrafessQrals, community and P°rticotion• bare sP com visw or our atlons. t should be the defma a n f d Organs- d the comnwn'~t'!•s anity suPPacte and understa^d chair re onsib il~'tY who of indwidu°Is an ramie comin fe, dyd rec,pients pay the I es share. determ+ne process that would rtnershiP of the is a sa °n established a through ° P° ar of work ng towar some Tigard fourth year ,n carrying out . le"ritog that vision now completed its f taken the lead volunteer public stable for cfe'1°^9 imp agencies, sec process has "strict have esses non-profit making our led about how to acts of all ages t° access education ien Phas in "am°t and BEyond Toraarrowstrict and Fire D ntM fl c 1 bas'n that takes Part's P The T+9° the City, School 4 ~volverae and organizat on Citizens are 5nbe rs of the community ens term 9pQIs Th Plans have re9~ e~ large Every Pe i octant to Partic pa of °PP°rtun as it+es for long va s the resP°^5bil'uY for the i'so action Plc^ d the tomrwn Periodically it Is ^P to modify re are a variety gin12es and ty n" groups. churches. dated during 2000 offer the oPP°rl'mac there lisped i Our coemmunity ucationreCD d Coke re~sibi icommunity s vision a reality Task force accornp 9 tY vine by learnng d re d involved 0 crow's UP still valid 0 W and r"i" sure it is d Vision sted that More suPPorin qU°I` usQwss rs a o that h this update $es Thrive. 6 encourages access t these The rrai°r goals for 7-190',d BEY s future to e^ The citi7enaba~{ thin up dote 5u99e u the community }gave changed. read ihroug small and 10101 bush the comma^i direction for tans munity-v+ide survey- ou or or community ~ revisit theme direction wfieCe sihw o com should occur, As y f an en spares and i,,aturol features d {ram their business avai or adius to with,Put receive and i,Otural areas it~esare of the. the goal upda s Open Spatz, 1 t0 respc~ open opportun 1°l'ty A community Leisure title and rendtvidual identity and 9- - coordination of greenv+aY ned during 200 at Tigards - report you will see th s haPPe the fallowing ttte~t1es: citizen • {e and prole Im+s ed rO +ro is and action p lase go . be an i tints in 2001 have spothght is Nark together to promote Ir+4let~tation°f Y°'ed Tema conhr to give 12114 gnnl12114 Get cammunicat+on. ye and natural areas, All of these ele^w^ _ 8E Imse I tt involwd? flat Toga~ of the vision war * P~rcvng and Prate a des o try sP°rtaton: and & how coin 9 ntial to ensure etcul°r area ma ff. the is the next std This step +s esse intere ~d In ° P° listedbelow. T Dev elopie9 y 5"g storm water r'mo a lopi~ a dire ^ for will occur during create our future. If you o f type organizations Tualatin Valley Fire S _treet oile a with 5 a effective tool to more itformaton from trict 20665 SW Bbn s007 Task force did^ t of the six areas ° ch specific target Ore a Uest mo d(Tualatin 5ehaal The Vision Cements for each an merts n ea a call and f req Tigar dberg $ ZOO Aloha, (5 9) 9.8577 in this ! 1v{r 1o^i is repo d direction sta d achieve 364 hint 1 2001 act vity rd 6960 5W 5 7223 phone W call community, u w11 d nforrr°to target are sPe^btlow. City ° 11 Blvd Tigard, 0p3) 9 620-1620 h *4 reader I areas 13725 5 on 97223 phone. The six several pages. me^ to the goals Tigard, Ore9 03) 639-4171 h :!!ww" ttsd.kl2 or us and the ad"gust phone. ~ 2772 TOD, 1503) 664 rd or us uage added. h ://wwNCiti undtrfned'sl°q'9 port* w languagt 2001deleted and for the ollowin9 a Les cha^9e' ress made during . Legend kin cage 01 hlights the Preg Sd+edS glue a cage hig q I'll ~yd13d~' ands Green king designate special notes. Ede Pnklette igloo AL A 10 0 A Soso '00MOVOW0061910 0000 All: Tigard Beyond Tomorrow Community Character & Quality of Life Direction Statement: 2001 Progress Summary: Tigard citizens are involved in their conarmanity. Involvement is citizen driven and citizens have the tools to communicate effectively Progress %%as made in all goal areus. llighheht, were nmst nWtahle in the arch of Communiwtion, rshich was a nenv Lwi asagnel by with corm union-wide decision-makers. Volunteer spurt has been maximized through mmamtnity-wide caordinetim ofvohaaem. Our the Vision Task Force to the Aclim CWniminee. Staff cmnnues to otlrr inftirmatim in a variety of formats for acccv b% Ticard community supports its volunteers with appropriate training and volunteer recognition Tigard encourages local, regional and residnnsthrouvtcontinual rea sessmentandimprutevnn(+tocommunicanattools.withattention mkntonto+ta!!ommuniwum aomin-4-airs.City funding priorities gotoevents. which move toward financialself-sufficiency,andnewcommunity-wideetvus. efforts.Amajor shit! in the cwlfor Aesthetics ~a.rtomnt-tdcdafter ajoint metin:arnmgthe Communin(:~amaTS~ualn of Business owners, property ownes, and residents of the ;train Street Area display strong leadership, ownership, and commitment to Life. Growth and Growth stanugcntr m. K Urban and Public Set ice,:\cttm CWmmitttia royuom will be nude to the \ tam Fa k dowmowndevelopmet.The Main Strectarea is seen as a*focal point' for the community. Acleardirectionhasbemestablist fora Force bvthe Conmmnit%Character lQualm of [.itcAcuonCWnuumvit,nuke this amore brad]%stated coal tivthsacnonarea . pedestrian-frimilly downtown and is being implarrented. The Tigard community has a defamed. proactive vision for community In anticipation of a favorable response to this recommendaum. norm of the actin plan it rti+werc recomm ndal to be iran,f-red W aesthetics. Open space is a priority and new development is require) to dedicate open areas for cotmmmity use. the Growth and Growth Idanagemmm Action Committee. GOAL STRATEGY ACTION PLAN TDIELINES PROGRESS DETAILS COW.-ii atioo 1) Improve communication about all aspects of the ➢ Agenda forCity meetings andannouncements ofeventsampostedin Ongoing C"incil acendas and marine packets are nog Posted en the el) Citizen involvement opportunities will be City's business. multiple locations throughout a variety of mediums (e.g., kiosks at C it's websitc. Cavens can retrieve copies of raWlunms and maximized by providing educational programs retail stores, newspapers, websae, cable television, bulletin boards, ordinances that have been approved bx the Con Council The on process. assuring accessbility to information Cityscape,Citizen involvernentTeam meetings). Council business meetings are cabi cast. The Cin. ire it a variety of formats, providing opportunities 8 Develop effective ways to share information with citizen and service Ongoing N!%%sietter format "ill be updat d in 2002. Oucasnrul arucl N for input on community issues and establishing uses (e g., volunteers, website, email, Cityscape). are printed in the Cin. cape for social sciviec actin v pxovans andmamtainmgaprogram ofeffeaivctwoway ➢ Cormunicateinformation about available social services. Ongoing The Tiurd Public Libranmaintains ar•,wrcclist to-Ist cwmmrdeacm with coxMims or to rcfcr pxetsons in tad ;W un acrn :U+,. the City switchboard refers people mgaxrine about +ozxal seniccsto an ronatc actin ie~ 2) Evaluate the Citizen Involvement Team (CT) ➢ Examine the effectiveness ofthe use ofcable broadcasting facilities. New thtgoing A contract is under n mmianon slate tali '011 fir expanded Program use of the cable telcesim factlitie, in Town flail In addition. beginning with the Januan CIT maim:. ve~cer+ will be able to e-mail que tin, to C tt% Hall for a rc-,p ti e Continue to use the Cityscape to feature the CIT program. during lice broadcasts of the mating` C II matng agenda, Ongoing mttinue to be featured in the CinsL 3) Encoumgepublic participation through accessibility ➢ Continue to make Council meetings (study medings) accessible Gm6fare On Win Stall' =clcrs and Stud% Sessim ag-tdas are pn:si d tor and education People ho arrnc at Cmncil\leetings to answer yue,ucns and to welcome them to aucriJ the Studv Sesaon '3 ➢ Sponsor Ammill Residents Open House for existing and new Ongoing The Cit%'s 40' Birthday Pam was the fav, in 4F1,rob r. residents; promote volunteer opportunities 2001. Staiicdisplals.inicructneactixincs.andaCtteCouncil metttin: were devoted tc. Ti=rd hision and cWbratm: Tigard*s 40e Ncar - Update the New Citizen Packet 2001 2002 Nt% citizens' packets are being updated with a, i+ta_n c from voluntm ➢ Improve oomurtunicatfonofComcil decisionsin avariety offormats. Ongoing The Cirvscnpe higlifthis recent Coonol Jecsims and the wcbsitc also allows r Jerim to ace- mmut~~ and -dept ad ➢ Develop community education program on local government and is ordinances and r solution, neon. Ongoing 2W2 CIT & its cable-air d format is used to ofuate citizens -late with the C iri.wape Ncwsl tin and the Cin'+ each sne Additional programming and public xTVicc announantnrs arc tanned fir 20(12. laGIBUX. Y Oman of Life - continued pWoO nSSDETAll.S gw~ Community Character Quality TIlvIELINES ACTION PLAN The Volunl t h C ~ n u IMaoeaDiffer n c "a asuccess. Dsgoing in tku ha• trot and shrvbs as well as S I GY vduatea oppo[ttautxs Annual Evad land ne rh _UQ ' Maudainanmventmofcurrene yjespingbubs rotiddlasalu>ststancemtlelib-Imo GOAL am beatmy e[rd active Make s DiKatstee DsT° ) 50 spnngbulbs and p 1) Keep t~reut volt meet, progl ➢ Comae to sponsor " on6omB Volunlai cooed natoro ror t: it f 4all and the Library coca nue m for students to . It OPN tunates rr swde ts. Article. apl'r in the t in.uJP~ ort a r yaslar bus ft tin ts: oat mac Vd teal uernmmare the effect' t eog ➢ Maintain s Voltudeesisn Pro OW4 fcaturinu volunteer voi aritck ~Y issue appelrs kl)tmCiry toeccomPlishtltegreat W facaitatetheYolunuaProgtam trout alt wdea spa Continue to use CityacaPe ortumtie~ con u nr to thank volunta'ts for p proole ats for eau' coming up ~p eon 4etod. 1 to ttxm Economic & Business TCBDA witbdrety Pn'P" Objections were t more than 33°° of the busines's owners and and opportunities Proposed by the onV4 lmProtema t Distnct = 13 (131ll) after ➢ Cotssila fimwtn8 opnoos mv~tD'tstrid)• ranted Cron 1) Wale ptpaetivdy with TCBDA for Itwg ttmt TCBDA (erg • 0°Omic prolxm' owners it ti about 01) BID formrtim. TCBDA is renewing what dan to take nest. of the downtotw e>' Diatriet (CBD) aivdY POB' This was a l'twnut! goes)1'or 2001 ` Putilized to Cmlyd Ba is support `t'toworrP[ re OogomBfey1eW mprotunans and statT r #l)?mvideoPPo~ woun Tiprd Ceaual Btu'rnesa District th are on ltdd DuselevdsofCity PlaraaoBand can m~oea~ mess on is roa with an asteri will andP}9P sk Mat ems th t are marked As~tpn(fCBDA)baausases~y wa~byt}a TCBDA unsole is Q at.,,. of Tiga[d to sd the -01 TCBDA a fission 2001102 until the outcome of bt 7 Fatottn. Council a lowak to for ft nctsfutuR of tlu o m0ralbtrs°toss distrill- zanin8 code . how does it suppon *0 2001 nPPNtenewparkncstandard1 n1to~tmtatce areatomtkeit Aw ➢ Review easier fur business tmProvelnents to takes p w tonsfatheCtsdcalBusaxss ° 2002 2) Monitor city's rega4ai stataoeoe • through daigp aitata 280k 393 fancily artented ,n&Oess fimds 2041- 2002 District- ➢ "Court" matching D ERA Par" `egulauous n ODOT [Be~9~~ ~ngg a8'xts on on out be made ens is ree IltvulcinS iin h are d of 2 W 1. TCBDA s [a~aluatng w to ➢ pevelop lM1;4amsaste6Y 2003 -in tt At tihs e aenra i CBD ~ 5(e &"Wdtameto ttgard with tiuntie optims .11,t he Economic in ➢ Develop "B81eway" 1~ trovem retie xinB Qtenae P~ ,emtnt D s"jet effort .s a dnte rcd nststatta by mac 3) Develop sttategiastt ns Pd stteit ro (this 7 S Crtx3c~ -tee as acoooediontothe row 1h11 atte_tlurd of the busin°ss and pro Pem owners in the Ti%%Ts 0:1011 apes. public «~st~to~ea&. ~~~..e~t downtown area. lostall includes Maio Steed) and adjacent y Develop pedmit the . dtttrrat as a fowl point for ➢ Eatablub an arcs -11, ceaft-al business public gathC611P and ~ TTCBDA r " { ➢ Com*nate all of the above T coat case, . = DePG°dC°t on the out bme of Measure , Ydutaer Dltparttodtld with the Cf4 o(TtZard T Ctaaw aP Sas~e*lake Pant a ~e for the Uwe ct. sdrw Garden laotbde r 1,aadacaPla2 at the Sort Adq--Path Provam fire gydnst Palttra{ ~ ~QlitlilU~ TiFardglast DNA- 000 of e - ®o !'~na ter & Q'rJa tY}~~ S RES. tt,ts it<2oo1 the iaatt. the Isla !D ® Commu~°ity liC A~iO~ -~tGB and t c rp O~Binhds?Ndca~„oPi~°~""the c;tt Of 1 Yl rd is autlan8 high gill tame thtt ® Cm's PY t6an png0tpg City 0f 'the Tach 4 Cat Run. esth t} d. R ~.p GY C"os W Cary .based Veds 0 span, uar~' 2001 a a.`. p COOSidei tw city npce wwolvo ) 2001.82 Ti td is Ian ~e the ..c to Pa cast f« City evafl y Evwl-B, ° (~g 8dlwwaFcau gy eva~u op ,ess ma002. ad xt a b~ atstinsum study goo loots at odxs ws~t eaent 2001 t~mptetion eceats coal' da D~ and GOAL 1) Mam2s+a ptu'tosoP~ ~"eloD cc Itoeds 1t1 °QE ~t 1 s ~ y C yr yaw to" F+ s tidal for 20a ~ basis. l replace tsot'doNrta0unmz+ttm+ttswtth st to comd - w" polttY stnlT ~pttlar a otxad wwat s Itmd°d ytasuP hY supP Ep C wooom e s M d and TtB 000,19 ipmncc trrnn City T F ~Bw,auD Cmy~ 2~ vduteas y fttf~ as y CYDW- t~taa y co asaml 0.ptu f cow s~yi«,Ptann°ta• aroswaQ rq ~~t,saat gnaoa Failrd - C°Qt` Bark Community Character & Quality of Life - continued GOAL STRATEGY ACTION PLAN TIlVIELIh M PROGRESS DETAIIS G-mnnitrAeathetca I) Balance development andaesthrticneeds ➢ Devdapalistofmdhodsfardo&catiopaampibkoaofopmspmoe 2002 Community De%'clopmrntStaO'uillprepareahi #1) Develop strategies to balance needs ofnew, and fnfill devdopment with need to provide preservation and protection of open space, Bistrioy. natural areas and other ddmed aesthetic y pFewide en speea, and tree qualities valued by those who already live and work in T F)alaewtr r~rd. ➢ Consider design ofpwtal areas onto Tigard to give the community a more defined eat- (mg., special sig wM laodsmini; themes, 2002103 Discussed briefly during Council review of side%alk etc.) maintenance proposals. Keep as potential projectfor tbenext *-Reviawlavel year or two. with devaloper needs U51019wa ~-pd-~h-ea- "epen-epees=ena "~__:_~~„g,~m_.,• D-doptaeaW-de-* Elaitrevvsr -6eAaidatantabliehm a design re M-W-kittee, din i he Mafia . .8 Genusineion. 2992 leasing designs fOF f8*dWaY9 2983 Responsibility in this area transferred to Growth and Growth D Suproxt a "community arts" effort of City staff Tigard Tualatin Management Action Committee and the Transportation and School District staff, and citizrns for acquisition and display and Traffic Action Committee construction of community art projects Qom' g Committee has been formed. Fowia Middle School students developed a project for the traffic island at Tiede enlWalnul Streets. Dependent on the emeeffle of Measure 7 omit on". If the bellut • = Responsibility in this area transferred to Growth and measure, approved--lyy~ an Nevembee 7, 2000. is dmned- GrowthManagernentActionCommittec. That Committeemal eanstitutienal,ilm sameafthedefien steps may need to be deleted or develop appropriate Strategies and Action Plans. altete& QUESTIONS OR COMMENTS? Please contact the following staff person: Cathy Wheatley, City Raeder, 503-6394171 ext. 309 e-mml cat .tirmrd.or.us 1 ,11 00000 TOplorro~` tt•yaonal Cmla 00011111 0000 Ona ent ux, ; Y'ar` Ttr ® ® ® 00 T~gar Gyrowtb Mgna~eY~► ntue[ou n,. ~1>Inn ; ttx Ptan. tmFl ~`r stau`"t'M1, oo ,(o[ a l,~ n •sana, S} ` ® ® tol •'n` : It. Stu ®p CyrOH' SUnlma ve baY aJ'n, i rsd:'` aaxl to 1'~S ® ,e4u.1 d «ark {un3me o tm to `i,"i,;>COmplrteSun 00 7,001 Pro regS Sutxommitt Mill \tcx ntam ,inn`„alu;,ta ~ 5 ha 'Chc ~.u*ctu'xn ` th[ a =h ` and g[o"1h m"snuacn tcnt issu J ;ux tn C nneil, llistrict r i'lanning fx,m;cal A of ttu plan to stuxt tab . ,WA and force k na raO x Tit sS Caurat 13usn SS ,,an>po" CJ DET neW end e9 Urban Plan'CaskF Yded,mP 01, 'CttcS ill o[ee f Womnn` `Soeembtt. - xtatton $~sltm Plan. ,d 111,t,1n'= P livab tY l 'nS TaskF oncitto l'ranslx I dablc C t) an'a• 'Cl ` 00 n S and the chatad diverse and atfor sharelocal tc%l oa by Sue` eir .1,►-Ytt`~tT''. NIVan t trsl wb5le P[ to main of 5en"ces 4sY th ;aard is an acp dotvntov`n for Couna ca,si v"„trst ` of, derstimt in Janua 1reCt►on State OW U Gro"Ah is a s «tiate seo, Wa RcctP The Ctry ties to P P sch lul d ANS s cc in Opt hl S1,ai • ^ -ono fl to Pages tti, andn P -livid' u art urban Of Cst our owth tY and our tats advmttaga of oPP°~i us PL t of o Ttgatd The C;ty vni Wmmo region 04 A Sicate a ° 4 ~p01.2 o600'boo 0 to all c;ituns ~onasa~P~~1 abottt issues is ti s o tern!;i es nags nt on s ce • ~ u[vias are P~ ,,,raged ere odueated Y rode er t in Ti d. of ON suat-b. dtiret u1~, (i s to ah2e o r e .c1ideatial devxa rase that dcstP~tnativ;ty to 204t mp.. ' mtt Its `S matt od xuon into code to a01--- - Sorrwt 20Q3:~ a yluatcs mtct plan Pduct?. s• and rnfn d , and sa 7 Evacuate features and s runs and ,al a[ea acres eludes natural A aIn rea N ~v stral s[c R~ drn ' in an eC r anon include nalum na".1 that er Arid Y, s and MS.- d pOj "Cbc tin"nti,StN n that ar•'n 10 " L^ tVasb;n_ ti - wfitTe4 tAinB~ wluTe tPt tstndai amvdv e romo-t`de+_9'S-Ce tv vs a to review 12i ntrsSlT stun n` dux authutn t in spcnf,e iil) and cstabltshed opm dSsiff float 'r A_tr en ecti` h' t deli 18 q} nth roams a of new L Stnnda[ds root atedecel r "11ie~~ Se,eloPutm tTitY aa~gl tttvuorm cc`5s: c roaSS ad u mfiS, a, fa,gt tot 4vab for im t e^t des, ranvw .s and a ab psi 8teatmmY• vclog anJ s ce c o n to aoow v'" " of 10 48 m;nc to protr<t iSerstim aeCtWou1 2L ~?d d meet rsuudttre ea_ s~ 7. 3 t:vstinc z Y Cons t"~ uu p r ve ans y gvaluste and+ ~ ~s8titiesdC1. 'Aount m vvh 71031104 err a st datas are ~ v .i> anrk ne mlcx atu[al area a1Cy and "devdap ment eial iottiri8~ Jay for r C7 T, The [ian ~vm r _ ~to8easatibla Y Costsidet der ' °c~tate to mamts>n tl1C eased QnSo n~ ~!o}x .s nS a 3`°r [r'cu', nB ncne Y Sevelapu impacts of , tiducation Pr° swrsm+> t Can as ttas mission 13) Creole o V wlredret't u ~cotar6etots the of Qttts[a fP y Y t~aial anal rya eat from cares tltc flnBotnS Y p ao[kSbop 11 - Sub `n4uvYd Siv usstand ue y > V"' tit m% 'ad (h rna hdd, s1uY~ ha \C iafor e lencrs. are incospaat"I m E peal dct C to 8d Pffiks § Ol l0llooli an te~atcd stanJat and o- TransF° tion y p bl'ic yxeak t~ s l'at chasB~ to de+e"InS 1~ gg }2A2 'r T~iEa[d TuNn Ccat,•r Plon y Perks fit>e1x'ttS roes,t Cbarto C o n S•Stem Plan Ons System "doP orov.~ Ceniet i Kot strntet^ letro tftelnban ~~ToWn nl. Titleloih` vnthm aia[t issues i lhttant 2003_O2 etaluatol and adopt C t. of Tiv d ~ ~ arm y Addtas muter ail Toasr 10'97-1 s;ti~ ••cce nmt •u~ . d Toga Center vdtPlan Inns for c[n land in the p„ o n r" ~tionat Plan establishes tiuoai A'd"d`ress C~tyng intbe 2040 ~o y Initiate c~ of txistta8 m denSila~ fete lies \\11 d 1 V; n dev`lon osc ` vith Metro are Comp Come i i'lan 86ig j d ed0 ou~he 2oap („ovvih Min ;titcrte~t`'ro'r r propramS- tlw CI-I, ab t t_. R+>~te„ °arS cans the i0A7 rF2 k12 mucata th app -00111t that informs an On o n uentia al ctesnen y Provide an public. ued Qffient eOntin `~A ~~j'S Theetzker arca`~t`~ Plan ac• Mangy ltvo" r S4n0taRY" au Pa wx,msmMcvuagccnicr modata GrOl .~~nPnt s tte~°° GrOdV~b & Urj P1 ' Come de %Vohm~°n N tablisbalar A ~ r hhEyct d x+s+tie,. ate R~°oal Ccnt" ofll+:3vetted and ~)e~e tan Syanticns ' kte ~ Wnshine ;n~aP°inunBPt rid , Cam stu& a,- an ms. Tbc Ck Coa .~9 a+ ygtles a43 area W y+shin al edncati°n'tPts in its eitoru t° sad` ~aaea ias 3;J Ads ponal nen10es ~ a3uceiPa Ot>go ' hnc s°rP°to sc% mtcs abl. %5. rtc. ,p0oVA: . in t la`' with the icO iatot care the ~cd ~F~-smd}~esc°` ~8d~i Diu d was nn. ~ Wnlnut islan ➢ provide art ~ 'r was comPld°l' public nation Stad~ ~sotioa y ThcBullM h,: basis plo ornSais devcl°PtA~.tisim of f r eecePrim ihiia Zggp Z ~l pram [be un aaditiens c' wed et aFt'~0°~s ull YcoEr°a ed.uoma areas etasgnof 2001 r ut~.iety. Cot. 4tovideta~ what Y Bull M ems ttdl F (yjgylAB undo de.doPru t 1 c60 t Ella tha vio Vi ob. S040 #21~'sem~s m p$so th toboundeTY and mad orttefia°u B ountatavvtb sReanha~trdm8lpl Pf r Pam Gmwth mrd C, a.`ute tlwse aN ~,outttain gull withal Tl of s~~Pay state cuagtvt ~ y abtTitY ~ to8~ un " t y Committee chOS2Ayota~addnt alter the 8u te~t 200 nev a4Ch P g11 uM° w't C° COUnngaciliuto-W~ia aPltch. t a Pbasrl~ ? CC sci vvdla cor+diuaa f* ' y a}litlrat~`v~s d-e4d 2091 tesid~s cate M utY 231 AmPt a 41sn ~rela+~ 2093 suoa toTi~d o-aes ~ Nre Helier Plnns ba and 003. 00't i at e`c°r°ecs educatia mat rovision of 200 r pia oaa Counit that of ows toll s 2005' to t t Wnsh. w Metro slatted a new' PtO` s . tns+ of ~ y each ° c waivers for ov r OnFo °P discussi VtoathB° mmn~ ' to et annexau what 29-~-~ ndt~Udtan r E d abili tit establishes es w'+th Coo vttt to ctz mot p Create a will a t can tKmB City, the tubas HiOt ca ro,iaasC, b i C5 fa sblo8at u d ma Uth a Y E>Ploce downto&-[ C °tT'm 34) Y ia8 Ctty WIN m Growth & Growth Management - continued GOAL STRATEGY ACTION PLANS TIlVIELINES PROGRESS DETAILS >t3) Partnerships for advocacy for 1) Impla=t a program to educate Turd citvtas > Start community Mogue an issues ttcsodated with affordable Ongoing : City participateHousng c r (HAG), which supports off le hous the ing preservatierto =pdon and of affordable the hoes' City and are the > Define cmmmay goat f affordablehousing tn de gwi a target Ongoing Educating public c is is one ofthe Primary gods, eom~ity Prep= written materials that railed the e ao® comimtmitys ' goats Ongoing : HAG activities include mmthlc meetings. an intranct > Develop outreach program including Cityscape articles, press site, and an annual Housing Symposium. releans, speaking opportunities, oatteech to businesses, churches, : Same as above. senior centers sod community based orgmtaations owing Implateat outreach program > The tam affordable housing needs dcfmttiom and to be bearer Ongoing r Same as above. understood by the community. Ongoing > NiA D Ensure that mobile home are considered as affordable housing. v m6 % The Tigard Development Code afous manufactured dvvdlings in single fain::.' residential zones. which D Public undersfsads the resources that arc avattUble and the process increases affordability of manufactured homes to aocesa them throughout the City. Ongoing NIA 2) Blake incentive progarns avultble to providers of 1 101 om lete : Housing Advocacy Grou, (HAG) formed. afford" housing units ; Complete Tigard provides u property tnx exemption for IM- income housing o% nod and operated by Partners for 9Proit- Affordable Housing > Committee consider tang Ling financial incentives to specific areas r City has three Community Development Block Grants ofthe City Ongoing to improve roads and sidewalks around the Villa !n Paz Co~rtokto project. > Council consideration of rcaammendatiom of study committee 2002-2003 Y Inglemmt Council dmectim > Council established fee subsidy program to providers of Ongoing D Develop outreach program to "advertne" trcrmrves 002-2003 affordable housing Under d.-velopment > Under devil t Raw homes an Tigard r ROGRESS ~V t continued nnal Nlanagen'en T L S p romoucn toots tc1a10a "Ring 10 ddnYd in n q l{ousinE4~~~{elareben Growth & G~pWt CV1 PLANS tpning & (k¢aity 12103 M mum densitiesndopt°d ie A ~ w~~inclus` uire 12103 for s[tocdab ~i ~sY ider wadnt ffa o Code to re4 hed IM) units as tares Cons blis oo~ City and avPP°n'•e of incttaud STS Com4r~Q stve ➢ uses as tools to age igo zorw'g oil for ' Cousmg SVa is areas. ' PP ➢ it m ing top tna w ° ostunities for i micnehm e o 11110 a~ dableltous atlo[dsble ltons~ units 11103 ere i Th s°sUp to 50 units GOAL 3) 4eTlc to tdQ"nto ?Ian pohaes ages to g . to track deer nre aPP cos affordeblebousmg boa clop a ~sootsm n mi trod t hwmng yw~ in for the d°'anto"n area K ➢ constructed tTen~ et Vos4e Ct~ de•doq` d-' ~01 Center Ylan 4TO` 1e housing policies into mixed areas ~esdabfa " n~u~ etc S'N'shint?ton S o isico of affordawasbin€ on tltrwgh th, sga"t to aftotdab are, and ° 1- ~ ass potealial for . densities. The ~IKdulod for 4)1 woto Was bington Sou red++s i usaateas C incr~ zea a tmplemcrild, n Y2 002. of e areas .beus-Z o p etc ff~jmal Cas I daaum in Januan dual Housing l1AGandtle aga affordel+ H~tefeats COOS% cer' tesin sti. ~ ' 'f b' cio upm ctpa Regional Center Ptovtdes for beers ~ was estabbshed. U de dop Ongom$ +gnp tag anon licy1s' Commatt affordable housing i~denn~ issues tceltnl~ 0agomg -e Mavni s glue Rrd batain NQ bor Center ➢ Hold Soo d echru`a1 resource to im1Y 4i0vidtng wilt took at a1Tot ttre Good 0, dab1CW ~yidtzed units Ongoing rr4 y The City Grca bug s with ilx County thswPh between CitY+ W as o County, vide "'Unity f ltow-up 10 o oeinsvw 5ergthen ti Ceit~ to 1 ➢ ~istwce for develop of Was1f et locat~ll nate its at , is WestproEr affordahtelwus g ➢ Consider increase in our ces mTi ~„~z w its Vis on t{tat idetrtttY > Same as allow in *e9"tr ix .e arn~d st for distribution l ce btochtues that E 7 Same as nbo.e {ntptemem p{0'~ _ Develop teW o to be beld ~erly 6) HOMELESS cotsmtanity resourocs ors PrOF 2 caucrition p ~f dessness op landlord 9 prevent b0 'mess that y imP y Same as above f ro oo~l ad lied Cross wfiiahu ➢ Deve1 tohlPs~ces 4mvide tools ource caw fa suds as 1J tea with the A.ism 'a" ° emer bpU 8 q City tco°hpecTlead on the pro res Ongoing inking farts. Develop oa>eleSsriess . fore g hRUSing ➢ b e sources p rces avatTabl, o for nit q identify that pi0 ndemf vottd+ers Potorial Providerslagenc ding "gray Ongoing e tools to provide ➢ l cyhos ratesials to distribute ency Ongoing 'n HOMED` utB {nvestigat ➢ prepare numbs tlt recorded mforttta"Or" for hoastrig a+terBe boas q provide phone boas AAAAAAAAAAA®AA®~l®AAA®®®®®®A®®®®AAA®AA®®®®A®®AAA®A®®®®®®®A®®®®®®A®®A®®® Growth & Growth Management - continued GOAL STRATEGY ACTION PLANS TIMELINES PROGRESS DETAIS #4) Local and small businesses are 1) Retain and assist local businesses ➢ Assure input is received from local businesses as development 2000-2003 : Oncomg encouraged as an important part of our codes are developed community and economy. D Assure that planning and transportation efforts develop, local Ongoing . Ongoing business access and "friendly" site design is included D Explore tax incentive to encourage & recruit new small businesses Ong°inc Tigard Centml Business District Assoc"" Pro in Tigard assistance to local and new businesses in the damn:"' j area. #5) The community is able to effectively 1) Develop land use education program ➢ Prepare written materials an land use program. Ongoing : Under devclopnnmt. participate in decision-making protases i Complete C1T program on land use processes. Ongoing . Land use educational program was developed for CIT. baause understand the lend uses tam QUESTIONS OR COMMENTS? Please contact the following staffpeople: Barbara Shields. Long Range Planning Manager, 503-6394171 ext. 315 e-mail: barbaras! ci.rilrard.orm or Jim Hendryx, Community Development Director, 503.6394171 ext. 405 e-mail: iimhaci.tigard or us Lr Visit the Tigard downtown area (SW Main Street offof 99W) Growth will happen in Tigard How we plan for growth will make the difference! t •n:lilt5141"1 Y A".11S1Y ' Tigard Beyond Tomorrow Public Safety Direction Statement: 2001 Progress Summary: Tigard is a saf: place to live, play, and do business, with efficient public safety services coordinated by police, fire, and emergency The Enhanced Safety Property designation for the Villa la Paz apartment has been r -certitiui and continues. Progress has management providers. Citizens and businesses are well educated about public safety services; Tigard's citizens understand their beau man- (n upgrading existing nciehborhea) hatches and new (4res hate ban added. Formal public safety and erring role and responsibilities for the safety of themselves and thew community, and businesses take a proactive role for their related presentations have stated for different groups in the City Partnership agreements arc being formed to address responsibility in protecting thew investment in t)ne community. Public Safety service providers plan for their service delivery in specific safety & crime issues. Crime preiention through rn(irotmental design continues mth all plans being reviaved and such a way as to minimize the negative impacts of the regional populations that travel to and through our community each day. 'f Vl"&R is putting together a neighborhood prcpara less-training prouam for residents We have exercised our emergency provides uninterrupted ublic safety services at desired levels. a Tations plan and u related informnticn on the City's ncbsite eith emcreency information for r ardents. Stable fu ing GOAL STRATEGY ACTION PLANS TIMELINES PROGRESS DETAILS 41) The community residents, business 1) Re energize existing neighborhood watch areas ➢ Determine status of existing Neighborhood Watch areas Ongoing Programs are continuing m an "ongoin_e' basis. owners, and service provider ➢ Educational promotion for existing Watch Programs Ongoing understand thew roles through effective D Measure effectiveness of Active Watch Programs Ongoing Communication to successfully enhance public safety and emergency services 2) Expand Neighborhood Watch Program ➢ Develop Watch Programs in additional or new Ongoing Recruitment process is ongoing for new Neighborhood Watch neighborhoods Ongoing areas. ➢ Educational promotion for new Watch Program areas Ongoing la Measure effectiveness of active new Watch Programs 3) Implement Crime Prevention Through Environmental D hnpletnent CPTED with Public Safety providers reviewing Ongoing CPTED revicws continue. Design (CPTED) to assist efficient and effective public and commenting on aB land use applications received by safer response, to calls for service the City 4) Implement Enhanced Safety Properties Program (ESP) ➢ Lnplement ESP program with multi-family dwelling units Ongoing Villa La Paz has successfully completed all the requirements to assist safety and emergency responses to multi-family (apartments) within the City for recertitication as an ESP property. complexes D Increased emphasis through education will be provided for the ESP 3)-C-onduet--iaway---of-busiresses to-determift-Imblie ➢ gunny dawn[ tien-mends Completed The business surv'vn"ascompleted. 1laid queHerl . Liaison Officer appointed for Main Stmt business district. 96fiety, ;0 . merehea(s 65) Develop business crime prevention program for the ➢ Educate downtown merchants Ongoing Ongoing education program. e Main Street business area 6 S ifically address crime and public safety concerns Form rtpa nership agreements to address issues Oneoina Partnership auaLmrnts have been formed. through partnerships. r Develop partnership forms to be a *rl eed to by partner and Ongoing efforts, more being added Alice to address concerns r Establish criteria of responsibility for canner and police to address issues ➢ Track numbvx of a Cements success rate and results T) Fire Safety education will be effectively promoted within D Education will be targeted to the residential and business 2001 & 2002 TVF&R developed a nervy public education program with an the community. communities emphasis on Fire Safety during 2001. The program consists of multiple fire safety messages being delivered in multiple vrnus throughout the City. The new progmm begins in January of Police instructors at recent Bicycle 2002. Rodeo ➢ TVF&R will re-evaluate the business self-inspection Ongoing TVF&R continually rcetvluates the self-inspection program progr= for ellectivenss. The District is continuing the use of the business self-ins aion program. 00000 Public Safety - continued GOAL STRATEGY ACTION PLANS TIMELINES PROGRESS DETAILS 1 #2) Develop long-tam, stable funding 1) Review Fire and Emergency Management service There have been no new strategics for funding e,'Bcn'y seurees to ensure effeiau, uninterrupted funding mechanisms already in use nationwide i Review infomnatiar Completed^, managrntmt. The Fire District and police Depa--t have public safety and emergency services researched funding mechanisms used for sm'rce. Currrntl)' the Note: No mac strategics for Police or Fire in 2001 toeortsid---,g District and Citv have not found any funding mechanisms that ie Prmentc would be applicable in our arcs. Cdemn-errdFireBmrd r by GeumilBeafd fegaftling hew !a r #3) The community is trained and 1) Develop community-wide program to train citizens to be ➢ Educate citizens to be self-sufficient for the rust 72 hours Ongoing TVFR developed a new disaster PrcParcdtaes prepared for emergencies self-sufficient for the first 72 hours after an emergency after disaster strikes curriculumprogram which will begin being delivered in the even ➢ Develop an Emergency Response Coalition spring of 2002. The program prepares citizens to be self- P- Educate Coalition to understand purpose, emergency sufficient for 72 hours. The Fire District and the City have typm define training by group (seniors, bilingual, agreed to partner in a cooperative ell The Fire District will homeless, etc) provide the program and the trainers and the Cit)' will publicize D Develop short term goats classes and handle all logistical concerns. D Determine what needs are out in the community D Develop work plan for coalition for next 3 years D Service providers share their prepared state with the community. D Business readiness for disasters is a special focus of the training Program 2) Coordinate Tigard emergency response providers ➢ Develop Tigard Emergency Response Work Group for Ongoing Tigard is reprcsentod on the TVF&R Overhead Team and responders to regularly meet to determine joint needs and participates in quarterly exercises. coordinate efforts D Hold regular meetings for information sharing Ongoing Tigard emplo)ecs are trained in various incident command Modify response plans based on exerciseheal life response 2001-2003 system programs, to respond to emergencies. City staff amends experiences various training sessions and participates in County wide Conduct annual exercise of res e programs Ongoing em encv exercises. QUESTIONS OR COMMENTS? Phl contact the following staff person Ronald Goodpaster, Chief of Police, 503-639.4171 ext. 218 a-marl: 00859nci.tipprd.orm or Ed Wegner, Tigard Emergency Manager/Public Works Director, 503-6394171 ext. 396 e-mail: edaci.tiaard.or_us or Mark MacDonald, Tualatin Valley Fire & Rescue, Ballalion Chief; 503.271-1927 (pager) email: maedonnrf ahvd'r.com i Child Safety Seat Clinic feahmed two Crash Dummies s. r I'' If Police Chiel'Goodpaster instructing t Ili at the Police Citizens Academy l i r li ~I l Jill, Tigard Beyond Tomorrow Schools and Education 2001 Pror?ress Snmmarv: rirkibe tatement: why or not they have The Tigard Community's Youth 1 omm ccxhvrn d in I ebruan' and inch almost montld` in address the n afs for providing more derhts have access to good quality public and private schools. Residents of ow cotnntwtity, 21dren cb ool system understand the importance of education and how they can help promote education of our community. activities and programs for Tigard's youth. A hite paper was Prcparei that summarises ilable n the an activities ols have stable funding through state and local funding options. Curriculum and extra-curr d gull wog are ail bto th and the hallethe coming rear mill t he e prod ng tl osehupp rtunihes lhroughuleommun lv u~h rc well supported through volunteers, local funding and increased Partnerships with community. busines ity. Public schools and partnerships. Student and adult vvluntetirs continue to sene as a complemari to Scheel Ihstr ct personnel especially in erm- sists in paying for new education rtne in day required by gm govvery sc en tities in our community actively Partner in day ~y operations and other casts to facilitate the most efficient reading `fband mrv programs ~ resos The Citv's Young urces compliment district curriculum. hThe Tigard! fualatin`Sehu delhslrictia apes alng a pro for delivery of of Strv:a5. proposal to go to the voters in May of 2002 for approval of a bond Icy' that would fund imprnecinarts to sene the District at least to wars. PROGRESS DETAILS STRATEGY ACTION PLANS TIMELINES GOAL rship he of Ongoing The Tigard Communit`'s Youth Pardon has bar meeting since Fcbruan' Explore the ossibilin of local business spottso 2001. Membership is comp rised of educators. business feeders r#I) Se"cler nds, City govemmrnt and other 1) ldentiCy community resources far suppaRinglg dubs, athlet c and recreational activtt s at all school members of the faith community. services chub mesh bees. city aunc lo. s, service providers successfully n work providing recreation and activity programs for youn , community-based levels city sell, and students. A white paper was prepared that summarizes recreation to provide a a g commrain f Profle y increase volunteer participation in leading dub, athletic OnBoing activities and programs cur"rtl} available to path in the community at eueation activity program for young and recreation programs in middle sdwols high schools and the challenges' of expanding those programs. Local senicc clubs people aaddernemary schools such as Ronan' participated with vouch in volunteer and senice . • activities. Local businesses support school athletics by assisting with ~t)~pport.o[ nerrpusincss-permesships find raising efforts. D Recruit senior citizerts and outer community volunteers to pregom • g coordinate and teach hobby, activity and recreation classes The Tigard Community's Youth forum heard a presentation 2) lmeslig privaFd funding s for to students. provide cities Boys and Girls Clubs of Portland and has determined nccir invrolvemrnt ports tb -0drereat'unity Progra in Tigard is at least three years out. The croup is now focused on a pilot after- schhoo I s s and activity programs Establish a true Community S choMofs ols Program (offering from the 2002 0Z Program nth ,cpand the alive school program at Taalin• Middle School. after-school education, interest classes for adults as well as o le' 2002 fhc "Art Alter Yours" progranshas expanded otTcnngs at Tigard High District and the cities of Tigard School. The City has act teased workshops for young adults. Examples 3) Pursue existing resources available through the ➢ Investigate an later govertuneatal agreement between the 290'-_ City and the School District to provide programs. Tigard-Tualatin SdaoI include nriting and animation workshops. and Tualatin to devdop/reconsiructschool propertiaused for recreation Youth Picture Provided by Tigard-Tualatin School District v 0000040 000000 0009 goes ~ratns or schools and Education - continued S PRGGItESS D tohdto ,I ` nItt TIMEL `blu swum Voluntcetism in the SMART and OASIS p continue1o ~ Fy ,t++~S Oago+"B to road c s imues. Mernbns oft n p~tors ra wb8leadas in the A~ } LOS to bdP teacha4 sand to Budd} Pr°F" td Ili E. a" 6° P d the the S rRAr~G~ 11 )nuesse vol s c h o o l s Ongoing unteer srudrnts. Student LINK tcato at `a bums I g in Tigerism in to supPoel teadrets, PfO~de coptdntateadwi ties I volunteer coon 9 aP naddk schools continue to ncu tine is certtinue to read ttaini°B respxti,ely. liigh school stud middic ~ eawk Center a'td atesmri ~ tits for 1) v IeartnoB°P P°Ltt1°mes for studeids• ➢ ~~t l der}s. see for caEpttal oPPoTtir°i v u students 011964`4 Libran Hom In& #2) with Y volved ,vith eleme°tar}' Stud s in Tigard is gudentl Tualatin Schools work k o ~~q to be m -pttgoing ➢ Use older sC n" . betaaximtaA ➢ oont"rrt sopport for all s. The with a deEwte tune Erame pogowg ito{ framing and fa libmn' P help Coordinate hook facil'u". N~l students to [txrtt its' soa°"d }`a rY volunteers 2002 -[he Cin of Tigard uses ' - snd middle ti r. ➢ c°ttuma"f c t -t- day schcdulo OaB~"~ for d~o am held in e\iended der}' PL m enu°t aca c actue,• Altaai"onurs P ffsd h vro 4 on cxt them imProve cadcmi fatalities ecided ici patcin the " hook o d ctflcr sc school t sch(O of all ages patt ay to as a pilot ptogcam an ➢ Consider »Smg tmedial pro$sr6 People iti P lans are u11 1 vs. use of district facilities. to offer and t e°riehttta>i Twah in Januaty. Z00 «ith w°s~o~nn 2)Maxi" [nnlitv Middle School sets of 'cti,ities fns sru-[celatin uScltool D uict is P n at the to Er"d "hicli 1-04' The Tigard Time Pro6ratn sand co"'"16R'as'' Of m Caunn in the "Take the sdt°°~ • the S. d stnd rood° a su q invalvanati and support Ougoin `oath and enwurages youth The se is sae " n o u " t Will de assistsace t o students -11 hat are t h e studens its nood to to address ➢ CermEnco°B B tmity effort to s barriers to ,,y to obndll mpBraders 10 find~nc Ntwt res°°sces stu otitmity r~our C o { ff outside [esources L0 adds 6 8 Oced results will be used cles to to scdelholast s (0, the pilot 3) Partner ,'Ih tic success. n to oPP°n°°'ues surrey bo tt ptovidmB mtem Twalin• in to etutue setalas lastic success- pn an access to remote obstaic ul success. "cells ➢ a variety of formats. eomtrai"'ce of the _ g B ve been tactal a ill be o student llaod at youth tw to all scp ~ Local corteges ' illat w C~tmunil s t %ill also ist students in aced colleges w interitstup 2 2002 cc pan ded after school pt°6ra of the Tigard to to ass be In addition..-betd community Januan'. area vice. clubs, businesses, a" to in the Disttic -Dnm wide unpaid or low cost t<j0° 10 butuni. sec unities to rtici thly aith Scholl with ➢ EdmtifYu and °PPpRU111lies ~vt~ programs that Can P businesses and 20~ rovidcd . y Adult Librarian meets "1O" ms and reso n,G stn 4) d Pursue totsbsP staffme» torsbip , to local b The City s ~l °U"B to Aducoordin uc library D n fa studentintern is to l0 2001 media spot still sees Braden A es and college. Pursue oppo rtes to spe0l ~ ties. 2002 b»stttess ➢ s s about ax°t ounB adult librarian district cutnculum. The [1 sir do t and and natural ros°arca' City' and busines wi11t the City's Y nines with tfie blicin' pu Actively work and re50o' complettxnr in the fields of health. en@ae~to Hcrk °PP°n'r Marc Ibraty PC°i~ school 2002 arc l nked n ld benefa from W&h t0~t~ the CF1 PiOB°t Those options still ens°r c°u ential for city govemme" the a for at r~k l) Fjtambte the Pot rovide comp lemc" racy P distrilt bs 2 outer bust school. city 43) S k and SOV toge tom ~ visa. to p ➢ students intern Positions Eor vocatirmal mining trdnB d sou c fedivdy womop sitert~ ➢ Develop Paid and enntmam Vvi support opts o lire Ci youthPichu pM%ided by Tigard-Tualatin Scho° ~is`J11DTustin sch°ol dist[ict VRO S the T "Y, nct anS gce[d meo~C1 v tinu~ T4, Task Vol" and ft LEGS apd Eau CatlOll CO T QjFS Coop-11 [a[ ~mpw d In v1S lion ot[ it`Va p foiTici xn `w~ttUhe Sehools S wlihttt~221 a tra f ~ . s YUUtb [~tnim. A Tusk Fo[ct {acaiuse and shat .7v N pL ,all stet' ses` [d C~tnnmin tit[a[ A Ranee • "ads in t • Lantz' kinn ai ma, itiRp$e a yCVeto4 fot schools Sa l D[st[icl s sttict ¢[c Ica o to t11e `p1C" m TI 2 Y and Schaol TOp ,•tl to F [eaodetins new plttovSh legislatto and mtnmdc~lu sawe's fund cmisifu il[es ~addattatgovermYSeat egettcies. On8°utg Citc ce~stri +s ..topinEap Would U,svict. 1i `J G vaA P bdt w n Scho l ct Of it su, xTu"'t " kip ct im at least es that to facilities idtaxntive fo[ , Chang ho° ➢ pt° ton tmtd Thu al o ac4° st[~ethe eels w d lan~~tts "o W ri P°ltcY adequa cove ~OPt an P1atmecs t mo[atociuttts y ea[s 002 tot appro, GOAL i) SuPPo ability to ptovtde ➢ J, dcvelopas developtt1ei' lved le W idim 2 suuction Pt°1 n~ imPt°" vetM>C° wilt DP tt tt[e D15,vd6 is schp0 stwuld P` aye [es° sto[Y scltoo maths c°n [o"d• the plan to d t t policies titd ➢ istation tssucs o 1 24 G0 im Sd+pO a the e11 sclw°1 mtt i of Wnstsuddg e d W 2, in MOO'S bpi years. `c a p[~ entntiat in Tttal¢ 'tm fitZ the P°ss in tutus d l2 Task Font _ n T o`emtx[. Prep o~ Q ~ s ~ along range Ply to ➢ mt>x uwr% to include to ZQ ev plan for Wittiut24 cwt oal Disto`ans 'red o a" `bobl"x1 d~~sion 1 cat cwubs . -in 1:1 "ith loca gt[sltry 1 officials will ➢ dedions: cra t sufficient fLt an etty s°n[nz°t [[w 12 ttpZ T munit ~`t Per otecl 0C °~tet~trs a tl[ Gh u die idessmat 28~ lion. boat nttt a~ ritiucnty ~ttail 2) SQ(aforeYi°" acqu PtoP srl clsttta Peti~n adds ➢ Cons ~ttde+ttionantuft°n tvtl+ the addkulasly ° tioc smfi'Pa. to the gceecal `isiat or SchpUls and [d auVisim cask con ~opetoSWve was to SiPtognrts and sueees 000% The n of pt : Stlm~ rv°u +pau~ t°na[ cable tie the su£S t_that lthatst" ks ➢ D~ cnilentY abo is outside ~i• t`. Old the `ith C,lonu c adSmgaO"a oil, of the %Cro devatittyoffo[[na,tics atstde arneAttg City s neaslen c°n'n'un the `ommuni,;atiuns Factconside[ ahichis ttstttgavA dt oPP°Atuu to Gfola £ Icarntnbin communn}'s v the ➢ promote olura involvement 0111 mote is tisteS atris clubs to Pro c1doxon tp0tn tmties fo[ rotuntta o X11 dsico statnma't%t ce two, p~ue °Pt^.' ce azt ut tares` 1 dwaids ens the entut ➢ but of CatDist czssa '>z~~ %S S6 rpttuauaica tion Ptovidm8 of D'stT[d per ' t ttc d way by t~azn~~td tssueS. swatcosrianiues an s s It CWA~ tfama{1°° about sebo°t sdwot sps gat ~oo° a dRuatstu+ Susan Stuk 41aY~'y'It19t oo¢t°et tte [u1tW^Pg st51T tX' youlhYicnue sl[tct Op ,Q{gt(S1 ptesse bY~igat4Tttaluun • ;mow[, ®~~1 jjij~fl 111 111 111 ondTomorrow Tigard DeY Transportation and Traffic ebruarv' 2600. oats. The draft TSPtTransportation Sv win, Plan) was completedThe (;'aide Street 1 Pro ress Summary: 2002. cd in March 2001. City Oral resources and Progress %'-as made towards achieving all three g for corrective and Direction Statement: Funding sources are diverse, include regi a roved by planning Cummissiat in Fcbruan' 2001. and is schvdulal for Council adoption in lama ' and, A ne v. " aTasklForce tot t awavaat re altcruau`vc NNal fun* Compact "t'rc )~rnmti~ T deer - he io»al tr tnsportation Planning. the traffic it is designed to PP t mtd (orate traffic Tigard takes a proactive role n reg 1ettt Eardt type of street safety handles Tigard's Impmvcfnmts Phase l extendrt~ i Garde Stroct from s F nmcing S[ruteg es lair. our transportation sys es traffic impacts on neighborhoods Council appointed a T" and Bible future imp are adequate to build and train work that nununtz act of regional traffic on local preventative maintenance. and for reconstruction and rvidrning of erollaaor streets to m letter c imp flow through the, 'ffC Local traffic is served by a stell-cott)odate ~ &--traffic reducing the imp nation is revrntice and cotrxnve re (i plrn>e", dun ,the summvY Of 2001 should nn d for planning seffittre sjals and major collector streets accomttwda funding source for street maim re (Sired rntent 5y lanningthc 'On:' cive Tratiiu Calming ~tlp~s, p@emative ttatapoRaCtont° ahods are atTardable and available. Usc of alternative transpo pa, rnt over ay and slum' scalp 1 stem sothvare is being activch' uso3 n im toted areas. The Pavement Manag pro+tram has been incorporated nt s strmixo't cr~\snon several strocts as part of atopuraged. maintenance on the City streets. The Speed Hump collectors and arterials. traffic to use mat ovide a li st of prioritimd program Sp eod humps and other Ira ri calming devices have ije a in stalled by t the Cit)' ` ourag ts program to reduce actual speed on ne+gtrbarltood streets nocessN%Us in tiated in Novem hi ber 2001 to pr year 200 n Pr hi addition. the Capital Improvement PrtrEaam formulatio a ro ecns that can be considered for im lententntlnn as Part of tpRUGRESSDEtT fAII'~ C of Calendar IMELINES strategies are hang T ACTION PLAN ~ y02 i Plan still under development. , other Ira7c calk Ps COI to be the GOAL STRATEGY retettsiveTrnEficCalrrangProgram ➢ Traffic studies are continuing. In addition l speed hump'. ➢ Develop Comp incorporated including ternPorar)' tmc circles and lane narrowing speed rtment is still 1) Discourage through" traific on yearly implementation Amorally Thee Police Dupe nned to date. 91) Improve traffie safety Continuous device favored b)' residents. emphasis on traffic rnforamuat. ta local streets 30. Implement Traffic Calming Program y The Police Department is contin uing its emattntiat PWashington Squats ➢ Enforce posted speed periodic CDC review tential use of photo rat light and photo radar. 140 im gee T e. The [tear residential evaluating the po ➢ Review )wssibility of mixed aseareas Revised CDC includes m xed use, 'MPlmmatt area in the Tigard Trion llpwcv x. the Poss'bte t eighbor)wods Regional Curter Plan also includes cr could can mtctm onl any future r¢rn l'ngis scheduled for Count es The action in earl' 2002. Measure ,~struction in im emetttauon of Measure 7 is bem held u in he cp, W CST to Walnut Strua began i Gaarde Street Improvements Phase) from Quail wav CIP process - Ar ttuat letcd in February 2W 1. collectors and 99W to 121° late, Jul 2000 and was comp the silting of 2002• ➢ Widening and improve'reo's of major i Desist and land acquisition for Gaard. Street on is cemutts Phase, 2 from Hr nee funding imp'n 2) Fatcoumge through-tm al on arterials ongoing o ess. Project construction is was toredrmed to by begin ty in Council to dutmm routes .o n Pr Strategies Task Force was formed major collectors and attaials ➢ Identify and promi t e us i of through e use of Ongoing Avenue is Transport" tvrruen Financing, ➢ Examine and preventative maintenance and expansion of the collocter s_' to max Examine and imp Feu as a the farsibdin' Ongoing 'File Task Fora ra:ommrndcd a Strce f~ mtrnonance strategic for C CI lanes vat of vehicles after minor accidents currant and future f, trnr l7ic demands maintenance. study ' enance. ounci possible new' source l directed that a Pc stroel C 3, Accelerate remo pin and will be brought back to Council for discussion and or implementing a lac. The study is ang 6 for adoption. Adoption of the direction in earl' 2002. The drag Transportation Systum Plan JS is still in the public process 8.2002 Council matins TSP has ban scheduled fa trv ~j Gaarde Street phase 2 planned to improve to 3-lanes ini early 2002 (iaarde Street Phase l after signalixation done >X;ey, _ continued gESS ~~'T~S~vide during the past tear. These Oman ortation and Traffic - PROG ed strats eas and ddamine ,ed humps have been install in Various 1 to 6 mPb °blem ar Transp rL~ by r Addition spI Iv feriae the actual speedsed during the year to idrnuh tK p f~T,ON PL continuous spend humps t, r , studies Mere can iced. olleetas. The aaess to is c vdunx and spend survs may be requ rolda fiat tots 1.0 c daace with the 1ed in ecor speed fmO Ottgorn8w ~ for r Tra1Ti orcalmmgmes from STRA GY 3, Strict enfnedtteat of pos As abat tcaCGe control prohibits d+rect access devdopmert relic,, process pats at both cdlcow 31 Reduce actual speed on ➢ Traffic calInIng conUOl measures where appropriate non ties thou Prof Ga GO~ orhood weds lenient ~ App. P--e"' The Dl 1 subdi is'ions wibc determined during the ude Street ➢ fmp resider twit)' and q ca and constructed is the fret ds anrrdanons for cojui, i rovides tM to Street Extmsim p code to 'led- Ma TSp makes rccom ee that has hewn ~ e . Gaanic ➢ ConU°Ued access r Tiredmft ~e oilo camtor Walnut Street The tTigardwIiwverte^ . ibif Ongoing and local streets. West to tnectionthroagl ed fo[ teas rtY Ertertsiar from Quail jjn ti uo wrest co cvtt trIl`.. examining airemauv'c funding seutec5 es Task frxC, is all gtistmg streets to be conned n, a confu uwseast- ➢ Review 2601102 finer link 16 tO1r b financing Stratep}' el a program to of connection odious in older of importance 2001-02 ➢ The in III ortatei improveluents, #2) improve traffic flow 1) lan"t Transportatwn ➢ prioritize sued corm for Cityfun For in tins egy System Plan ➢ Develop fun&&stra + i 6°'m a construct world draw traffic from Nall and 'Wedereionssible tit car new' IibsarY atu f {ea es l new' routes thn ( to accptre land to locate a proP06`d r Dane[ at clu vas atop aci'ties o s cc reenvw s and The TSP Stud}' has idrntn ed g Nlith a pro itin s perty ➢ eeaiations 'Ile ongoing yqW to 121° Avenue is actively , Scls Fa em, and omote coanecnvt too ID afroTSP a 99W. N of tlwse new routes. Ni acres to set aside and to ac carstmd arc de Street scEssr'nt from OW* v Boulevard Extension from atura a ea ition Promsm acre; ➢ Establish ROW Actpds d isitim for O re Gaol ricers for fund rig the M r ent rs it exploring op for thisfiscal )pr• Pr"~a°t t. The for addiitonal prints of corridor eom~ction points d'teftons for amttectionpu fats Ong°mg y Land v em the striping 2) Look hrl ➢ Caprditmte wdh~ need to d for local street connections Continuous Road to Barrows. rots otwalnut Street -ol sap" far of streets toe IWalnut Street &an 1 roe ➢ Communicate c imPad o texisUag onp~rhn`h ➢ pcrmanurt striping of segm ~v. Project that in\MST1P 3 pruja:t to improt the proJ0.u Gsarde Stot reduce ft traffic is are pall of even' n Continuous ➢ Stree Oigh Street to Walnut and the li both include non girt rn ltiens as Pa and city Uat6c signals confunous a 4et lion oC Gaarde t instanstalatims. m Alen" lirgiiration of state cotWY ous for continuity of will also include new• sUligh Avipueto 135 and implaiiQitafton of ➢ S oo &Atlon withother lurisdicti Ongoing tmpmveme` is Phase , 3) Design ~ar~mmt enhanced flow Each FY traffic flow Emphasis on street stri Pmtlg w0out city streets Each FY ➢ ➢ Increased stied lighting where clear sight ➢ Emphasize mainta+ance °tareas Ostgaiog marY on f[eewa Y adanaas C°ainuous 3, rovedsipag e toll mads ➢ Encourage construction of new rtunihes arise ri.~;tt % y use ~q~ to improve Walnut Street from t21° Ava LLe to 13f" Avon K. 121' Avenue and Walnut Sued phase 1 oft tbrat1h 4 ® ®~i~!!~ t►1~®00410 000 SO 00000 00 ,9000 00*0000000 00®000000 0 continued OGRESS RETAILS woodrvnrd Pa 100e'nrn• 8960008000 n 'Ticdcrna Transpo Lion and Traffic - S PR rrnae through ~a fth no Creel iran A' [oridenorth' TiNIEL tde Fan oil 't seg neat in the effort to r A Here pathws} y co casne'er adding an CtY tl1. p ACTION PLAN With Sirvd rras recce l~ ' rntod in thcTSP. ured d ass IrtanrvalkrvaY aurmaUY throuehTigurd. atemud sateincorPo . .~.~p ptTreP baUttPeda imam routes for ahem sees are not r' S i ice' ttansP bon y nedivit IPa nrn mto r Opt ~ucd Funding f- we and Po1eTUl sou for GOAL any future of t)l~,fityalternate corn IbgTSY stilibeingPu trnanve fee. 'r Cotntnuur rnil is t main modes 1.14 #3) Al tecnat are modes Owing MI-AbI for u to rapport a tu turo stns 61i atim modes of srsc' s uch campaign Ceuta RaU Pro a use of altema sU'Pu Curre k irons i nt inf~rmasc he Las a tc roerasn, use u epu-1. ap r ing efforts to inctea made in me %lliarilcs ..rnrf~ P ➢ ExPlOte is one ~~ist[ationfees Efforts bare be and continue dee Transportation Alliance the W estsi loAas is ttx tinu ng• of inere8sed sas tax in for ➢ Endor~1i1E°t mcresse% Cotsitsm and panic Pa uim13 PtOPmm its crap pper decomnt th,QedG`tnn of Provide data to su tHOV lam on Buses alternate and Pro tptstcttstiono The City t br,thcCity Iiii' l& and 2) Enrnrtrag establishtnudl Co dinuous !ar s for adoption In addition. bit modes cle master P CIP Pr major sued proJvs.is authorized TSP Inc udessidc+ra0. andbic)"rnch rear in [nth of t}e of these I°r strcd y Sta'_P~ teed tares~om~users encss of altOr"te Coaunu ' n" nInc u ri• trill be rio6w o cx:ts included in eh the bond issue Sid ctc e for y Edueabonal carapat~ 0ngotng waft r cw al of the Pr 1 issue to fund sec d Paris trades ttrisLidions for cot ttnuity of siderlls are n C P Qr x ss' A proposed he vem etauon 52000 'Mi adrrill lt15111. d's[tate with outer 3 Continuous ill, "Sh tile mac, tat to the corers at the November S IM to it with a rotlr eul once sed 3) developntntt of ➢ Cvariaus in odes impro, regional CITMIS to develop Pr°itto° We tnuous u is rojx tdentthtd n futhat tur~ro~ The tentativeI of rthese Prof mould £S articipste in Ctrs Ms. the Q cst.rrtSt rick sun[talemodes y of unpdes tnenwaUtwaY fmrds beconx arailablc 'acts in 200x. The Compldi Pon roride I~sacnt cf bikeQaWPeda Coallouaus t asp t.,n'related Prof t the cit-. rite transit to p e y Regsttre andbic%cletrncclthr h feasibility of initiating infra Nn, alu'roaur Carrot tvdy cen ctlons ioexist¢ Bad tivdY pedcstr an tly C~ploring ounril is clam b The nitiat A RevimN & provide to Provide oatfneC Confmaous i The City is Vi currrn er' trans rtatian routes. Hied by Cif- C ollector s-stan. far y e(yo~ on imp e trawl Connections aloe Sunteg es Tast majForce apps a to iln street CMdmteaance Fa stu ght Focus rtatien financing tcir and or rmPIM""rn Street will bebrou andbxYd r e Irans Po dr•2002. it mended nitintion o a Th forpedeSUta° sources .1 o< Vdcd in q Vol to 61012. funding ' ust 23. ZOOi recum~s and wiVl be come ts and sources and Passible new OZ report to Council ~iAmu The s~ud> is in Qr a~ funds for improve current tundtnE slot 'nt h Possible imptcmrntu and direction. State Oar T railabtc TiF and an of 7 develop posfble y E~~ of~ioos to city Co- for disauaion Council i 'aP ch amid ld be Altoamtc use a by d ne%t f issue rsca in l 2 -car. ~i~ and canstruci t an l) Exam short- 20 r,Cars. qq) ldeotifY sources of ranting y Yseseo<r yoZto 'r The I Fal eraVu ~`a°Pn'rn new urce i tattial b' 00•t for at for add ¢ new fundinE so tot ld nclude a a p rcr~ mill burn the rte ct sou ss dttfardirt8rrn0Uro¢ lyOZ i The long rernr approach In ¢ddition. oil " ttxt funding natiat im ro dur n , the nett fc y wars to land trap Vemrnt short txfn ~ 20D3 r proicets wttlun the Cif-. dons ➢ )rt iatelons-tara mutes im Vea rotation ro 2) Irop1~ rd rmad• s~dr . i .u 6W exl. Sys Duegas. City Engf + 503.639"l S'' ~dtbefoUowinlistaRP~O°' Qt3ESTl0N5 0R C0 Tigard Beyond Tomorrow Urban & Public Services 2001 Pro ress Sum of the Ltbran' and saricc rryuccur from Patrons is mary ~c l;tmp3ct 1b 5P 16 ratrictats. ThecurremLibran'site icmcltt its Long Range Strategie Plan' l;sagc arc s< l resented to the har be tu end 1, d measure The Library' cOn"nu" to imp ' and colt cti°u n tixLs atd ciEtZCnS through increasing cocb ntanh, Prauamming • times larger than the current buildng to rovided to fig r ps xis (ttS CWhichi,ill bel~ and bo tiotml opportunities 1fficaries) t for savit~ basis. Expansion of the Direction statement: s to arks. ratea services on a cos t- for basic an d", nut apart for adecNatc 4A usiat. For t tcsc an n~tids to be met for the acct 20 y such as accts parks, fog etthatrced t eEftcient ddiY~ed about public at the 521 02 elation to time the building of a new' Itbran' a 10 mayor Basle Urban Stmees ce • Citizens are chatg in an effort to facilitate the tnos Citizens P ale with growing de nand. Cats vvill allow' progranut ""ring R P°v property taxes and fete Eat service aid fa by FF° areencourag krti a' v~ also b wit a nvsfor focus this y'wr. Man-. inlurntanank and Waings o lancc e ban aced to cuss to serve Btaw1h is p and otba Gnu ways and os t. Crxk Park. FanPnu Crak Park and Woodard P31'- have p communities 'I' c he " ners continue to u51iTt infiauruGare rtxasary to s~ tr9aest BtouPs• iheT nt¢rnobycrvatitxts and Tate Willi b Pep resale services. wetland issues and ga rtt:ntlics. clay well 10 rcPlaw n welt orirsnally drilled in services, Pattnus. and haw to access and P mproventuus. lo+nt cork with the ai nX~ i pt oaf pofn Scher l lAstrict. and rivatu Property tur hips basic urban strutces d. The Cip' has drilled drinking rvatcr and will Pay for itself wirer n 10 public and pricatc facilities for pu a vr~r for tboshxxt emrnitiv~ as well and stomt Water issues continue w mace 1011,21 ne a lso rea v~d fan lifts to make tlxttt no I Wat7ter lliu of this well will result tint n` Ibmhrxxis lat Si0U ,0(h1 years. Sturm water 4131"', pe as acalc wat~T font habitats for residnris to rnjoy' PROGgE55 DETAIL 'CIl4IELINE5 tcs ocratted and ptm-identified activities was needs and r is PI.~AN Mnual recicvv and upda Following arc rno of the target areas of u Wltattsa ACTION a 1)ngomg 1i,rntd WIS Librnn's Strateg c Plan: eft. Current a facilities are tna crowded to ,I EG Y artd update of the LibrerY Caoco' cus in the it, the imp `rlTl~► ces tluottgh U=S fees for 10 Annual review r 5•Year Plan will a.ion - to me t the nee ds for into and school to i,,a Range Strategic plan General lntormbrced any, ut topics related to work. sh« t and GQ ' l) Provide addittosrei library gacstions on _ erd areced" savices. occur persatal hfe. to help address the nod for skills L,. stable futrdiag base selected . Inform tatiat Lllcracy and usin6 intormatien cQcetivcly. cla,.j 1. 81) Lb-Y %M have a evaluating' for SWACC!i is cc to onltolduntil ()n hold d until nmil t ther re is a new Library with the necessary sPa lQ Strategy is imi teatatt Ill" strnteg. Create task force to review info. noore Library space . -CC area entid erewis! means of generating sapped for ➢ companies vnttul r i9l his available. ex en cation regace Pal •ons Ps to t library services )0. public edu i involve Wn•ProfitlsWce so°tted lactinns p Explore mncePt of uspat" of two al for miaimant lei t school e glop PtaP05 tioos On .oin i Library F x ndatitx established, dr,vvlop imwvarive artaash:ps } g s ial software, and ottkr Dev ~ P i L5TA Gctwot Elispaad~ccto the ~OIOE` ~ ~ Continue developit18 adding .6 of support by nt ddlc s visits and other until ib rv is a i ntvdiu - will it';, tve monies during2~unds author tbtaty Foundation takes lead in develop a Com l red "grant (CC, f. proposed new L 3) Seek Lib - - lag ~ttattism Z~ y .'Livc at the U rar' Views from 6~ away alternatives to entsent tax bass ' 2.o_4101 ~ outreach programs for the conununin. y Revtewtevaluate rtwdds oflibrary suPP°d ® otIcred on an nng°inc Jill mail" ®®0 ®0®®®~ O ,ooz. n,Ux ,;Jl ®0 ®®®0 9 ® ~Jrban & Public Services - continued TLS PR GRESS DLTASLS 'e 11as1c comFutcr skill building cl'l ill ant pi~ltiti tlrc Cuturc. basis, l.sl R1td compuur cluss,7isio r aerie, p A PLI'AN nxxuh -20tH of the ~ CTION Jnne• ,~G17 i}t°lln-ar' 'yt-qty;a c"nunuc but not be port STRp► s Basic compura library ran stir luna-2001 a~ merall use of the library' 1° offer l`'9ast alarlass per" lies for life 1) Expand s-6ibrorrwil w t r tl~ #2) A k in a de of resout~ Inks July Cur toll r li,m dc,cM malt and pn aams ntTa RTC oer )o Library will ebsites 2002 June, 2003 ab o°n its N ski0s for basic Compute' July. 2061' ' rmeatrat 20 ,n02plit ! long formals and r~sedbY free online tutorials 13eguuun8 i ;fog dome no,s and it uwunue vo 1, col!'c", change's due dvisory groups for specific y Establish patron a ,nini 3u1Y 2001 collation is b `k R ing dsme now and «ill continue. ° ` ding a"ir interests in gam. a k fa++W afternb re uul brok ha: ina t Qii~on O1n iron {~.dbac . 11, }xtini: pVt) mll •c' i° uon su88~dOnS regar ' \aop and-d sir butrf 2) Ask f artdPtO~ 24o ~ ll to F" 9eky}pr expsuidal g}rmisll bmla le " `D' c Library ideas and make forts-readily and blrnk arc no,. u,aiable on t. u program- y 14A area to learo 2003 , Frida} libraries ~ pr~ranung publicity September. kapinc ubm °p" u,c 200( be nCn' „OQ people area { ! ➢ survey ~01b~r d an finite abou i l;rpanded hang in Junc oK \Zk1 An a\tragc 'id` fri iror m of as. efforts. 3ut1e-2' e,aiingc (a hcwrs mare 1x Itl0 ca»+1g. 11.c the Libras' 11 d to nlrn addiiwnal 4 ch 'continue I! }yl. ;tra ifa for- y Public sunks ll continue to t4' b ne`\ hbrar, {xwrs caumunitc ecahtatc s,xcie+ andinut~tarC Pro1'°,thc U tor, . n,e ssurr tie Fwhlrv s- ~tio w lit ref rtmm~r+n` lwars \ o6incrd sue' Don` d\d to Citc Cot ca ring at Uix "sting un t\ ase c Comm 31fsr` filramial-impa't 3n,~•1 tiitc r aommu, rc ~t1a11z. ~uatiux,s a ,aJ -Fhr becua to "ON mop yai o bk Sir g 2404 99l' Au .blist 2001. Puh ncg' of about the pro{xn ciao Cr" rm ttee-re*" Carstn+c;icxi Committx has stru° ,.-2001 Ik~x,c prcu+uutimis mul sxk connuuuiw inp vvl brew nee to-City Sprint e-fens;bilirf csk ;--6an en- libran•. Pat for the new inev loco!" por rugram sc `-0°urnct arcommittee ro-~` scorer a, C-olnu 1? sue Anahsu eontpl,td and building P V?-Earn` ; _Cor d tt a Sunni rr. 2041 8 fable for Needs iies are nev.libres'staee ii+rg'Pr #3) wart fanlof bf° 1008 ►earrut8 1._Educxitaeitiaet+sar{I e s g nrrg -2041 Do9r libran complct d eir adivery fa an ages. niutea Wak ng argil tteurs ilra 6mu v prog,tos and services w;rh d,e1s of ~ibrn? 1yctds_Arrnlrs,s prej'nr~ifkran-{10'~ yYCarritn:etiorC6ettae-rcriews"r.aftd SertK'r.+ Sprnfg:-2041 D_a°= ~ ~nattun- 1\c{ftiilc. ~4<11M%lmthN~ --r11Vt0f teCltY - . cwnsultmnsro+ultiag-in$"pr . N through (;d) s ,,1 and shared C-eu+r\v4d for tat~1 it cure laneua.e i lntornrmlml dv6-P' la\ of the archatural mod, ond ballot nip. r~y~Ttati ms. and disp o0_ t1p to clccti m b ed m - y pecelu .om ` commumtt p ill be shar \truction CancilapPbnd ,d measure for con to citi7e a coots a -t'-f y }:actual information ssa'c oC u ba oe;de + forma ton 1 lan successful P , . libmn' Libra • construction P-I ofne__-. old bond casuroelc'ct""t i I'MU S1L1J: Y U11ul, r Urban & Public Services - continued GOAL STRATEGY AMON PLAN TIMELINES PROGRESS DETAILS PARKS & R6CR£ FFi91 GRFEII~'AYS })&ientaetask-forces regarding-detelepnmt-o(o-purf eixl i -AppoinF teskderce Betmninastatastf The cit zut-band Vision Task Far c Cxus meziiG.d the locus for parks -Y-Enyes' - Task -Force -♦iNntd by adding gnxnt%nts to this grail and crrrting a separate goal for faeilitiasend-properties consideration-lbi a-park recreation. See recreation update on next pace under the Rccrgtian dietriet with-the~C4ty of afd-spearheading i Goal. facilities January 1061--- June itseitizens: 3.~ 200E i~-Goep-with++sisting-}eegu~errcl groups Develop and utilize exkting seheal path faeilitiesend-preperties 9 maintain existing facilities 3--Addrer s--fundtngtswes-baulte%y-prop taxes, private suppefl, pants. few 3 -Go-op4ithexisting-leagues-e cups D pert-oftl»-BistrieE spregrems or to flwoiFingmeeting- See recreation update on next page under the Recreation Goal. 2}A-wide_rango-ef-leisure-cordl-reersnfion-oppertnnities i~-P31ow=~tKrenh-providers--epporfunities- January 2001 center art . . k-with-the ion-program-end addressed #21) The City edwates and supports cW= 1) Adopt educational and presentation program for ➢ Develop community wide partnership to i.98-161 Oncoin The Cin keeps an «t gong list of possible land acquisitions & fundmg efforts to understand the importance of wetlands and opm spaces educate citizens about need to protect and sources and updates staff and Count periodically. Staff goes out into floodplains and how the areas are managed preserve wetlands and open spaces the community at CIT and neighborhood meetings to discuss parks, and trot cted. D Prepare list of possible land acquisition sites 10,97 -P9 (hreoina open space and «rtland issues. Staff also utilizes the City's newsletter, available inside sad outside City website and CIT program to continue education efforts. Reclaim what lands we already have 109 12491 On of ➢ Address funding issues 10197--1191 On oin ➢ Implement school motional ,--4. &t On oin ! 'ke" ,Elf continued ~M pROGEtE ices ES s A Yha,c 1 o®®* & Qublic Sere Urban L wetlantt t. ,;n .r V,h.t.~ it 1 r \tc,b. ® AGT[ON PL Plw eloi t1ro 090000 ® _ _ _ d funding for xrtuKUt«,n-`".t++fk,ta letttentaiton phuK It hid of punt STRATEGY r ConiCoo ttx Il pP ion Protect ptw t ll _ - d>e cook Par CllPr;t-; ~ntncru~ti m ns p F it - uAtattd Crmattucurn,_ k pVcr,t 1 41 pylase 1'uraum'~' + 1':uA l nl;an: yn Ott 1'la t GOAL , } + \e lure ,ut3 3e,e}np p r l)e,eh, l xx ita Yat t6A _ ~ ,.wt byl}rt~-•j l nano l n,:A gyxttaay S, in and ti ixtr ltmd C "11111101d .r space fie (;rapt to inh:+.c p Q y prutected• r SSA -I' t' pat" rr+ ` mt tr, 4. Id ,h'l[e1 .,x k 'rr'Ta t, a for c,t of ant to T"t `nom nt lan3 (M~ninS r te+•~ 7r r 5- 5tttit tie' s !or lan> Ct»npta. ,_,I u,+: In, IGr.,ntto\/atn r11u11-, aetirx, ttort, CltCr t Ct 1'( dmu Y Ctx,tinUe to hx,k ntt, , t vl rumen +n acres \ticxxL+t3 Pack Crxt3uc ` tiunm,al;rAe \tastet he ~ , )S'~S 1 y Muds spelt K at tan I} Its }l SIT "I t k lanun' \\'itl bndl tot tut :vtl, e ` s;v+`m r,~.nc P i C rx,unue ue`' rx colwn'It plot`ts .s .rn otC lc+,h area fos S+ {'arA .xt p ` olthe Cralp l.:nh r Can3uct at 1ca.t a mat ~tA lacrt+nr )IIII uU-l 'oat Icte ,nt lemNtaurxt Ionnl+ ui S n he ~FxlalasterPlan Ctnrunt,ec le[ ,:x11 <~t r lake ktrlasta Plan s,;,elu •3 bt nnc ehatves ~tl{ $irtrinler of Pat tn,,,j t ti u,t3 Ik` ~nlx[ .r p phase i lmentation uuNrtl, < t zl m Ongoing lr,tnpar.,t,tr m.,tIt TKt e i,rnnpletc h'• t'ehtnar` 11 DIV ~ Y-* t 1 atl'uaiton of exisiing Ichoo " / i Invesrtg tes _ tt~W1Y tI1 tFR,LzwFI C OPT recreation district tAth the fa dines and prorp 'lip t,, ;nnw11n, axttiun process and providing lit eytl tcU Pa ial parks and c 11) Create a spec arheading } T ul~ s ut ty- fa Addrc "li{ S ~tus and fees ,.A grafts }t£t_~~-parits rrtdrecm-ton CI of Tigard PeTigard x Nn tTl Create a special rd spearheading01-11 'iites for the Coop with eMs 4 schoollpaTk Crryo district with fTiga and uidue exisiutg rile r+ rw ➢ pevelop perties t, "4 . rocess and n„tdm and pro t)tepww' eM~xp for the t rant ? facilities ccxn tucihtir+ i . tktrew-.turn4 .11',,,\e,' n, Y ppw.r ,jallt>. tom" -ate 1'' rk u ,.:n„ . llx,rtun,tte' uxtunue a, ` iol all, mtot and 5A tins mt xettiwl .center a\' tnW(. ilha.;tltlnt?`xtY ` „i.lc y Ii l, 7 Include Sr In pngotng \C.+rk+t ° nnlntmlt roviders op PC Pu~untti~ \I'a +rr c,xr3utatcd a onru.^ C, senior n,t u,c opY , Allow c (rent pservi xs tirmd e Ct, nnnt{ h,x'S at 1" wise r c[istrng n,c,uatc:c ro,lScta to Pt- continue Lihtaryl• itturC Uxinnpes u, , „ith curtan p Center and Cily w`1`pp fill "ps 1. tt~xt for not 115,1- ,cn'aurm ''tie`ya , ttd Wide of leis ue and recreation SLR°n'-t` y for parks to Pert ice be x2) A tinge for the-Tigard will, tree xlnxA n eta, ro its are aVa" 1r,5lK{,{nxl Cixlln ~.,le Ili(, ~ t tt,,:fi .tie:f Y:rt1.• t l+,tire.,, „ Sail lields Namre paths play e4uiP atCoukPark gi, IN ~~II,ITy ST W pGKE55 Dy tea Ac¢td Nnu r1(asc tioued PR COD Inter6° u'tnrwtal W atttCih' and a 1Csng 't$ cin' CWf oil ,..d {~tiP), with an ate wppl` pllbliC Se~Ces T~'L The nun C,wnt~' t .,•rvia arcr a~ Water ~CbaII LION PLAN pugomst0"``;in$ o4licns t C urrcntl} th nw Liable Mims att t4 e lom; and a A wuNdts anan, Fast ovn and TAD n a wnt o{ drink:sn8 gut g ca a ~nuacts wdh r m'nue to t ott twbtwo Cants - the fo nt R °^a rt7rinkin8 W art[ At3`"" deveiopta8 pnttttiusly~ p ccof waters devcl rr~" d t e e ' 1) ]flvwsti8ate to de~el0Pa1on8 Water akin WaterA ~iNAT£R other)t~didlons R mallX h Fe'fi$t~tnter ORh~ W AT£R & ST pmtielP~e ~ s #1) Aot dridrin8 ` soucas w ~tcr-su441Y tot 11 dcvdOP'r1Qd native ttmdm8 d Users wfiile t €oc i1»z`eouuo °C A CWY of to ca+(nae with ASR at develop a au for water 1,,,C and i miittes °mr~bv iv29B1 com. to.-O" td s id be undo ansziu~ttfor atm8 a > Acted. d shoo Op unde"a'. an ~1,,,,hvnter gou[ce• W~1N8aus p~eGne~"r k vw 61 C Phase terbut~'tisSOalringlsrr 2002. Phase 111 sctxdu niznti~r~r_¢bf Z~u41Ta S1,00 bitdY t of A4 er SOW and y~y~'~s1`fen~iut8 ~ u ~ 5002 2 2 solo 2) p°vdoP a fot thewatet se~+tce y PbAse U . PAC), 6 tg03 0 al AS eonstruL"C R 1Npl~m t1 A 'on SOSO Won R~~ ➢ ~ mveil b> ~e suu e~~' t° cts Y~t200610'i m~ Water Cmxnmu~ ~ uts SO~0 9 10C(ist 0 Per bu.m .dr¢nlic TiE~rd is a ka5 P;at« vvisc inndscn4rng ~veloped an ~arcr "ble y a m t I e Wnter . S:t SOHO teat ideufir, ea in participating all} w th Will working closely it w Let a c¢ ital i to`' S 1.6 .l OnBo qml activi Vies. h'8 ` ~S0 .6 w ter above nmdhads ana other tens pn gram t at i Nor urtichs alone w 1d y fk°e1ytpet`o er ~0g2 and tatund also mm1 g 1dY y R£ ~ ~ Sltetnat to 1 soaess LO grovt 0- '64J8 schaolsur the sum+ncr. Solo 43)~oaatioo Reese Altaoau es ➢ 0 s allow totim mseres wp )anuaN not water supply ° s ve umak b lone el ew 50.10 y m rebates rdre+t~s i.e. &esu of water Cot 2002 s m #1 vita Media 194 'A tt 1scethis W9 S w warm `l kii e([luent o y @r tore - far 14 veers. Ne^" -wr. irr tim Ctmdw° on site 2 o~ ASR-~d~tcitatelY°edata fC Well Wa 2001 dollars) ASR owe0 ~ pay f itself wdlun 10 Yeats Water r s of ASR rAwbeS98,000 MEN _ ...~te®®00®0® slow Placal 00 60 necl YR~ ,SS DTI .Wow 0 m ®®0 ® & public services . eonhn ~yg ill ~°°,aI 4nwlal,~t tnanaale~ u6x ® YY Q„u~Y p~`"~a, tea l0~~~®;®0® Urban slateF~l AL'CIOT4 ➢ ComPws"cCWO4 4mtd 280k Complete] Vr9o faa1dla T~CllpAeseelonearasuarv~4 CIlclod S~~E~staat Pjagn 21ar GC►Ac1Y Develop a toana~ ~~ne+tljpOd ~ Concept..as abnnaon d 41- nyop is rr'es-f°`- ~N a) - wa r_Ua -P 00 eon8 tttstna"'_ celat~d Pr°ar..~ a: ao*"1s t 2002 ;Y _.,,,,,,aata sro Yfornt storm s' for {O nne Utility DiNisic" "atta¢ras to P` tea face ➢ Funds en t user fo"l slteroatty~ ~n lion ent efforts 200 clean Water Ser`'t star rds tn~c also (-I,, .e mhancen+ es potyin n~,ifhboho as tsrll as aea r storm`.atcr` a its' t l nlity Pat at enitics oc water tru c nr. storm tsnt~~ th~~tt nei fhbothooa oftt OI is to ov, to y E. rdr lifts ma side aPylicable to slilym~' f abitats for r Dods storm••ate ➢ F~ tine ne+ bo ds ~-ear mnptities 2. - 1 >fl% ~ee3ci.ti gder:as 033-639-417 ~ ~ pei.ti arduus fOUoWtnBstOCCP l ,tAIVY may ,550,619.4111 3 1 C`~L o PitaXrctdto MraW~6 p><ytrcWork% O~1~pS. A~ ea Q STt°USN L Off, WxVIL nflx~ RED ` P ptriP°°d I I I ~ eo{nnei8hd 1I 00 `Natanta s AGENDA ITEM # FOR AGENDA OF January 8. 2002 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY ISSUE/AGENDA TITLE Update on the Tigard Public Library PREPARED BY: Margaret Barnes DEPT HEAD OK CITY MGR OK 4S19 ISSUE BEFORE THE COUNCIL Presentation about the growth in activities and services provided by the current Library. Update on the proposed new library for Tigard. STAFF RECOMMENDATION The staff recommendation is for the City Council to direct the Construction Committee to continue to raise public awareness about the proposed new library. INFORMATION SUMMARY This past year at the Library has been one of growth and activity. In addition, the Library has implemented several new programs and services, including expanded hours on Friday evenings. The Library continues to experience an increase in usage of services. Two examples of increased demand for service is in the annual circulation of items and the number of people attending programs. In addition, to all this current activity, the New Tigard Library Construction Committee has spent the past twelve months planning for the future. They have developed a complete package that they presented as a recommendation to the City Council. This recommendation included a new library of approximately 47,000 square feet, a proposed site and a bond measure of $12.5 to $13 million for the proposed new library for the community of Tigard. On December 18, the Council unanimously approved the proposed $13 million bond measure which will be placed on the May 21, 2002 ballot. This amount would pay for land acquisition, the building design, construction and furnishing of a new library, parking, landscaping, and related street improvements and bond issuance costs. At this time, staff is prepared to present to Council the year in review. OTHER ALTERNATIVES CONSIDERED None. VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY Goal #3: Adequate facilities are available for efficient delivery of life-long learning programs and services for all ages. ATTACHMENT LIST Set of PowerPoint slides. FISCAL NOTES None. A library year in n review... A brief celebration and recap of 2001 and a glimpse of the future ® TIGARD PUBLIC LIBRARY Serving ho public since 1963 13115SVNW 8N6. 0ga0. 00. 503.686-0533• MwM.C1.6ppd- Annual Circulation t096 53 .065 560, 30 1001 V, 636,10 I 60 s0 40 0 Grow lit in 30 Opportunities for Library 20 Volunteers 10 0 1992 2001 1 Volunteers In Action 50000 44,058 45000- 40000- 35000- 33-47 01996 30000 ® 1997 17 1998 25000 ❑ 1999 20000 14,590 ® 2000 15000 ®2001) 10000 50~ 714 2310 0 Library Internet Uses per Year - All F3 Each of the Internet terminals available for the public were used 3,650 times In 2001. ThaYs over 10 ^lop-ons^ per day per computer. 2 400 350 300 250 !®Yenr-2000 200 B Ycar-2001 150 100 „ 50 0 Teen Summer Rending Program Teen Art Fantasy Contest Winners A a Sr •4 {1 al zmi?1 Adult Programs N of attendees f 130E i,ON ~ 3000 0 $Go { 600 400 400 tis4"CL'o~. { 360 [~yrr ~M~ rM 1{ 0 5 3 IN Cultural Adult programs ;t I~ ,I » Proposed New Tigard Library - January, 2001 roe . w • Needs Analysts Report • Site evaluation In progress 7 ; error Proposed New Tigard Library -January, 2002 . Rocommandation for a 2-story, 47,000 saws toot building _ . Arcbitactural Nodal n • Ongoing pr•aentauons to the community H 4 4 Also in 2001... Conceptual designs for building layout. .Cost estimates for construction and associated site work. -Option to buy property at Hall and O'Mara. Possible Interior furnishings and finishes for Proposed New Tigard Library r Main Aisleway: Views of ceiling, carpet, natural and ambient lighting, tables and chairs. 5 Detail of Lobby Artwork Detail of carpet, tile and wood furnishings SJ ai Detail of shelving and natural lighting 6 ONM- - j t S ~ r V { I~ background with art Wort( in ,,mormation pesk l 3~ s~U`~~ ' SR Natural S ttin9 park-l-ike jeW 'En~r,nce front 7 On December 18, 2001, City Council Approved: • Bond Measure for $13 Million • May 21, 2002 Ballot • Construction of New Tigard Library Project Updates w. , .,e www.d.tigard.or.us So, if you haven't been in to the library in a 1 while, come check out the possibilities. There's something inside for everyone. Well, almost everyone. -i a 8 AGENDA ITEM No. 8 Date: January 8, 2002 P LIC I N G (QUASI--JUDICIAL) TESTIMONY SIGN-UP SHEETS Please sign on the following page(s) If you wish to testify before City Council on: CONSIDER ZONE CHANGE ANNEXATION (ZCA) 2001-00001 PACIFIC CREST" ANNEXATION Due to Time Constraints City Council May Impose A Time Limit on Testimony i NADMkGREER\CCSIGNURPH TESTIMONY QJ.DOC i 2 i i AGENDA ITEM No. 8 PLEASE PRINT Pro anent - S eakin In Favor O onent - S eakin A ainst Neutral Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. 62 U~ MO IAa h 141'30 SW 1 Ar-e Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. AGENDA ITEM # FOR AGENDA OF January 8, 2002 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY ISSUE/AGENDA TITLE Zone Change Annexation (ZCA) 2001-00001 - Pacific Crest Annexation PREPARED BY: Mathew Scheidegger DEPT HEAD OK CITY MGR OK ISSUE BEFORE THE COUNCIL Should the Tigard City Council annex the parcels of land as identified in Option 1, 2, 3 or 4? STAFF RECOMMENDATION Staff recommends that the Council adopt Option #4. INFORMATION SUMMARY The proposed Pacific Crest annexation consists of seven parcels equaling 28.6 acres. The parcels are within the City of Tigard's urban services area, and have recently attained preliminary approval for a 65-lot subdivision. As a condition of approval, the Pacific Crest Subdivision is required to annex into the City of Tigard, per current annexation policy. However, further review showed that the annexation request did not border the Tigard city limits. The problem was resolved by including the Bonneville Power Administration easement that abuts the Tigard city limits, creating a uniform boundary. In addition, the Pacific Crest annexation would create a 2.0 acre island within the subdivision. Staff has attempted to contact the owner of this property to be included with the proposed annexation with no success. Therefore, staff is presenting Council with 4 ordinance options. The property is already zoned with the County R-7 zoning designation and the proper zoning is concurrent with the annexation according to Section 18.320.020.C of the Community Development Code. The County zone will automatically convert to the City R-7 zone upon annexation approval by Council. Staff has notified all affected agencies and CIT members of the proposed annexation. There was no objection to the annexation by those who returned comments. Staff has reviewed the proposal for compliance with Metro Chapter 3.09, the Comprehensive Plan Policies, the Tigard Development Code, and the Oregon Revised Statutes. As indicated in the staff report to City Counci'. the proposed annexation meets the applicable standards Option #1 Approve the annexation of (8) parcels of approximately 33.68 acres into the City of Tigard and create a 2.0 acre island described as WCTM 2S109DD, Tax Lot 2200. This includes the section of the Bonneville Power Administration easement along the Pacific Crest Subdivision parcels. Option #2 Approve the annexation of (9) parcels of approximately 35.68 acres into the City of Tigard through the adoption of a separate ordinance by means of a double-majority. This includes the 2.0 acre island. Pagel of 2 Option #3 Approve the annexation of (8) parcels of approximately 38.5 acres into the City of Tigard through the adoption of a separate ordinance. This includes the section of the Bonneville Power Administration easement along the Pacific Crest Subdivision parcels all the way to SW Barrows Road. This would create a 2.0 acre island described as WCTM 2S109DD, Tax Lot 2200 and additional islands to the east of the BPA easement along SW Fern Street but would provide one uniform boundary along the westerly boundary. Option #4 Approve the annexation of (9) parcels of approximately 40.5 acres into the City of Tigard through the adoption of a separate ordinance. This includes the 2.0 acre island as well as the Bonneville Power Administration easement along the Pacific Crest Subdivision parcels all the way to SW Barrows Road. This also would create islands to the east of the BPA boundary along SW Fern Street and the uniform westerly boundary. This would provide the most complete option. OTHER ALTERNATIVES CONSIDERED Denial of the request. VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY Growth and Growth Management, Goal #2 - Urban services are provided to all citizens within Tigard's urban growth boundary and recipients of services pay their share. ATTACHMENT LIST Attachment 1 - Ordinance Option #1 Attachment 2 - Ordinance Option #2 Attachment 3 - Ordinance Option #3 Attachment 4 - Ordinance Option #4 Attachment 5 - Staff report to City Council. FISCAL NOTES The applicant is responsible for paying the Metro processing fee and has already paid the fees necessary to administer the application by planning staff. Page 2 of 2 MWEd CITY OF TIGARD, OREGON Attachment 1 (Option #1) ORDINANCE NO. 2002- AN ORDINANCE ADOPTING FINDINGS AND CONCLUSIONS TO APPROVE AN ANNEXATION (ZCA) 2001-00001/PACIFIC CREST ANNEXATION AND WITHDRAWING PROPERTY FROM THE TIGARD WATER DISTRICT, WASHINGTON COUNTY ENHANCED SHERIFF'S PATROL DISTRICT, WASHINGTON COUNTY URBAN ROADS MAINTENANCE DISTRICT, WASHINGTON COUNTY STREET LIGHTING DISTRICT #1, CLEAN WATER SERVICES, AND THE WASHINGTON COUNTY VECTOR CONTROL DISTRICT. WHEREAS, the City of Tigard is authorized by ORS 222.120(4)(8) and 222.170 to initiate an annexation upon receiving consent in writing from a majority of the electors registered in the territory proposed to be annexed and written consent from owners of more than half the land in the territory proposed to be annexed; and WHEREAS, the City if Tigard is authorized by ORS 222.120(5) and 222.520 to withdraw properties which currently lie within the boundary of the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District upon completion of the annexation; and WHEREAS, the Tigard City Council held a public hearing on January 8, 2002 to consider the annexation of 8 parcels of land consisting of 33.68 acres and withdrawal of said property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District; and WHEREAS, pursuant to ORS 222.520(2) the City is liable to the Water District for certain debt obligations, however, in this instance the Water District has no debt for the City to assume, therefore, no option regarding the assumption of debt needs to be made; and WHEREAS, pursuant to Metro 3.09, ORS 222.120 and 222.524, notice was given and the City held a public hearing on the issue of the annexation into the City and withdrawal of the annexed property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District on January 8, 2002; and WHEREAS, pursuant to ORS 222.524, the City must declare the withdrawal of annexed properties from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District by Ordinance; and WHEREAS, the Tigard Development Code states that upon annexation, the zone is automatically changed to the City zoning most closely conforming to the County zoning; and WHEREAS, the current and proposed zoning district is R-7, therefore, no zone change is necessary; and ORDINANCE NO. 2002- ZCA2001-00001 Pacific Crest Annexation Page I of 2 WHEREAS, the annexation has been processed in accordance with the requirements of Metro 3.09 and has been reviewed for compliance with the Tigard Community Development Code and the Comprehensive Plan and the annexation substantially addresses the standards in Metro 3.09 regulating annexations; and WHEREAS, the City Council has carefully considered the testimony at the public hearing and determined that withdrawal of the annexed properties from the applicable service districts is in the best interest of the City of Tigard. NOW, THEREFORE, THE CITIA OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: The Tigard City Council hereby annexes the parcel described in the attached Exhibit "A" and shown in Exhibit "B" and withdraws said parcel from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District. SECTION 2: This ordinance shall be effective 30 days after its passage by the Council, signature by the Mayor and posting by the City Recorder. SECTION 3: The City Recorder is hereby directed to file certified copies of the Ordinance with Metro for administrative processing. SECTION 4: Pursuant to ORS 222.120(5), the effective date of the withdrawal of the property from the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District shall be the effective date of this annexation. SECTION 5: Pursuant to ORS 222.465, the effective date of the withdrawal of this property from the Tigard Water District shall be July 1, 2002. SECTION 6: In accordance with ORS 222.180, the annexation shall be effective upon filing with the Secretary of State. PASSED: By vote of all Council members present after being read by number and title only, this day of $ 2002. Catherine Wheatley, City Recorder APPROVED: By Tigard City Council this day of , 2002. R James E. Griffith, Mayor Approved as to form: City Attorney Date ORDINANCE NO. 2002- ZCA2001-00001 Pacific Crest Annexation Page 2 of 2 EXHIBIT A DOR 34-P125-2001 (OPTION #10 City of Tigard Mathew SCheidegger Preliminary Review 503-639-4171 x 317 A tract of land located within the southeast one-quarter of Section 5, Township 2 South, Range 1 West, W.M., Washington County, Oregon, being all of those properties conveyed by Documents No. 98003628, 96083948, 95037734, 93041431, 91063265, & 90039399, and a portion of that property conveyed by Document No. 92022661, and being more particularly described as follows: Commencing at a 3-1/4" brass disk found for the corner common to Section 4, 5, 8 and 9, Township 2 South, Range 1 West, W.M.; Thence, along the line common to said Sections 4 and 5, North 00054'00" East, 199.81 feet to the Point of Beginning; Thence, leaving said section line, along the north line of that property conveyed by Document No. 93062234, North 89050'03" West, 208.00 feet to the northeast corner of that property conveyed by Document No. 95050603; Thence, along the north line of last said property, South 70°24'32" West, 110.59 feet; Thence, continuing along said north line, North 88015'03" West, 89.75 feet to the northwest corner thereof; Thence, along the west line thereof, South 00056'42" West 145.55 feet to the north right-of-way line of SW Sunrise Lane (20-foot wide) as dedicated in Deed Book 148, Page 546; Thence, along said north right-of-way line, North 89050'00" West, 50.00 feet to the most westerly line of said property conveyed by Document No. 98003628; Thence, along said most westerly line and the most southerly west line of that property conveyed by Document No. 96083948, North 0056'42" East, 530 feet, more or less, to the center of a ravine; Thence, Northwesterly down the center of said ravine, 750 feet, more or less, to the most westerly south line of said property conveyed by Document No. 95037734• ~ , Thence, along said most westerly south line, North 89030'16" West, 704.90 feet, more or less, to the east right-of-way line of SW Menlor Lane (40-foot wide) as dedicated in Deed Book 147, Page 81; Thence, along said east right-of-way line, North 03049'59" East, 100.17 feet to the most westerly north line of said property conveyed by Document No. 90039399; Thence, along said most westerly north line, South 89030'16" East, 1,057.84 feet, more or less, to the southeast corner of that property conveyed by Document No. 92022661; Thence, along the east line thereof, North 00059'42" East, 188.64 feet; Thence, leaving last said east line, North 8900018" West, 122.98 feet; Thence North 00059'42" East, 144.19 feet to the most westerly south line of said property conveyed by Document No. 93041431; Thence, along said most westerly south line, North 87015'50" West, 838.61 feet to the southwest corner thereof; Thence, along the west line of the last said property, North 10021'58" East, 412.41 feet to the south right-of-way line of SW Menlor Lane (40-foot wide) as dedicated in Deed Book 147, Page 81; Thence, along said south right-of-way line, North 89034'49" East, 66.45 feet to the northerly line of Street Vacation No. 391, (Document No. 990111175); Thence, along said northerly line, on the arc of a 195.83-foot radius curve left, through an angle of 12°35'45", (the chord of which bears North 64°17'52" East, 42.96 feet), an arc length of 43.05 feet to the west line of "Hillshire Creek Estates No. 4", (Document No. 2000048405); Thence, along said west line, South 10021'58" West, 335.85 feet to the southwest corner thereof, Thence, along the south line of the last said property, South 87015'50" East, 844.32 feet to the southeast corner thereof; i Thence, along the east line of the last said property, North 0055'40" East, 712.21 feet to the northeast corner thereof, also being the southwest corner of "Hillshire Creek Estates", (Document No. 96045841); Thence, along the south line of said "Hillshire Creek Estates", South 89042'05" East, 424.57 feet to the southeast corner thereof, also being on the line common to said Sections 4 and 5; Thence, along last said line South 0°54'00" West, 2,212.00 feet to the Point of Beginning. EXCEPTING THEREFROM that property conveyed by Document No. 98026779, being more particularly described as follows: Beginning at the northeast corner of said property conveyed by Document No. 9806779, which point bears North 00054'00" East, 479.83 feet and North 89050'18" West, 50.00 feet from a 3-114" brass disk found for the corner common to Sections 4, 5, 8 and 9, Township 2 South, Range 1 West, W.M.; Thence, along the north line of last said property, North 89050'18" West, 376.34 feet to the Northwest corner thereof; Thence, along the west line thereof, South 00°56'42" West, 263.55 feet to the southwest corner thereof; Thence, along the south line thereof South 88015'03" East, 106.19 feet to an ar,gte point therein; Thence, continuing along the south line thereof, North 70°45'57" East, 287.93 feet to the southeast corner thereof; Thence, along the east line thereof, North 00054'00" East, 170.86 feet to the True Point of Beginning. Total area of annexation is 28.617 acres, more or less. All document references are from Washington County Deed Records. Bearings are based on the east line of Section 5, T. 2 S., R.1 W., W.M., per Washington County Survey Number 27,241. ALSO INCLUDING the following described property: Commencing at the corner to section 4,5,8, and 9, Township 2 South, Range 1 West W.M.; Thence along the line common to said Sections 4 and 5 N 00° 54' 00" E 199.81 feet to the True Point of Beginning; Thence N 00° 54'00" E, along said section line, 2,212 feet; Thence S 890 06' 00" E, 100.00 feet to the east right-of-way of Bonneville Power Administration right-of-way; Thence S 000 54' 00" W, Parallel with and 100 feet from said section line and along said right- of-way, 2,212 feet; Thence N 89c'06'00" W, 100.00 feet to the True Point of beginning Containing 5.08 Acres additional to annexed. Ge OGaAONIC IRioe..to11 avsvlo t VICINITY NEAP E ~ ~ 1CA2001-40441 PACIFIC CREST ANNEXATION (OPTION #1) FERU = LEGEND: City limits W J H t~~`(WaFPD 2 ' O ®G . Y -ar ' OMnA R7 z _ F 0 B{{f BFNC RC , -Rfi2MRM-:Ao r~ Tpard NeaYp A N $f~P ~`~y 0 X00 800 Feet 1'= 632 feet *~S s~ City of Tigard and INomlation on Mis rtup is for general oration I v a SHIRE OR ahouW ye verified with the pevelopmeM Services Oiviagn. 13125 SW Han BW rigud, OR 97223 (593) 63''+-4171 4 p)tPJlwew.a.tigardor.na - Plot date: DeC 20, 2001; C:Vnag:C1NIAGlC03.APR Community Development CITY OF TIGARD, OREGON Attachment 2 (Option #2) ORDINANCE NO. 2002- AN ORDINANCE ADOPTING FINDINGS AND CONCLUSIONS TO APPROVE AN ANNEXATION (ZCA) 2001-00001/PACIFIC CREST ANNEXATION AND WITHDRAWING PROPERTY FROM THE TIGARD WATER DISTRICT, WASHINGTON COUNTY ENHANCED SHERIFF'S PATROL DISTRICT, WASHINGTON COUNTY URBAN ROADS MAINTENANCE DISTRICT, WASHINGTON COUNTY STREET LIGHTING DISTRICT #1, CLEAN WATER SERVICES, AND THE WASHINGTON COUNTY VECTOR CONTROL DISTRICT. WHEREAS, the City of Tigard is authorized by ORS 222.120(4)(B) and 222.170 to initiate an annexation upon receiving consent in writing from a majority of the electors registered in the territory proposed to be annexed and written consent from owners of more than half the land in the territory proposed to be annexed; and WHEREAS, the City if Tigard is authorized by ORS 222.120(5) and 222.520 to withdraw properties which currently lie within the boundary of the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District upon completion of the annexation; and WHEREAS, the Tigard City Council held a public hearing on January 8, 2002 to consider the annexation of 9 parcels of land consisting of 35.68 acres and withdrawal of said property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District; and WHEREAS, pursuant to ORS 222.520(2) the City is liable to the Water District for certain debt obligations, however, in this instance the Water District has no debt for the City to assume, therefore, no option regarding the assumption of debt needs to be made; and WHEREAS, pursuant to Metro 3.09, ORS 222.120 and 222.524, notice was given and the City held a public hearing on the issue of the annexation into the City and withdrawal of the annexed property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District on January 8, 2002; and WHEREAS, pursuant to ORS 222.524, the City must declare the withdrawal of annexed properties from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District by Ordinance; and WHEREAS, the Tigard Development Code states that upon annexation, the zone is automatically changed to the City zoning most closely conforming to the County zoning; and WHEREAS, the current and proposed zoning district is R-7, therefore, no zone change is necessary; and ORDINANCE NO. 2002- ZCA2001-00001 Pacific Crest Annexation Pagel of 2 WHEREAS, the annexation has been processed in accordance with the requirements of Metro 3.09 and has been reviewed for compliance with the Tigard Community Development Code and the Comprehensive Plan and the annexation substantially addresses the standards in Metro 3.09 regulating annexations; and WHEREAS, the City Council has carefully considered the testimony at the public hearing and determined that withdrawal of the annexed properties from the applicable service districts is in the best interest of the City of Tigard. NOW, THEREFORE, THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: The Tigard City Council hereby annexes the parcel described in the attached Exhibit "A" and shown in Exhibit "B" and withdraws said parcel from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District. SECTION 2: This ordinance shall be effective 30 days after its passage by the Council, signature by the Mayor and posting by the City Recorder. SECTION 3: The City Recorder is hereby directed to file certified copies of the Ordinance with Metro for administrative processing. SECTION 4: Pursuant to ORS 222.120(5), the effective date of the withdrawal of the property from the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District shall be the effective date of this annexation. SECTION 5: Pursuant to ORS 222.465, the effective date of the withdrawal of this property from the Tigard Water District shall be July 1, 2002. SECTION 6: In accordance with ORS 222.180, the annexation shall be effective upon filing with the Secretary of State. PASSED: By vote of all Council members present after being read by number and title only, this day of . 2002. Catherine Wheatley, City Recorder APPROVED: By Tigard City Council this day of 22002. James E. Griffith, Mayor Approved as to form: City Attorney Date ORDINANCE NO. 2002- ZCA200 1 -00001 Pacific Crest Amexation Page 2 of 2 EXHIBIT A DOR 34-P125-2001 (OPTioK U) City of Tigard Mathew SCheidegger Preliminary Review 503-639-4171 x 317 A tract of land located within the southeast one-quarter of Section 5, Township 2 South, Range 1 West, W.M., Washington County, Oregon, being all of those properties conveyed by Documents Nc. j8003628, 96083948, 95037734, 93041431, 91063265, & 90039399, and a portion of that property conveyed by Document No. 92022661, and being more particularly described as follows: Commencing at a 3-1/4" brass disk found for the corner common to Section 4, 5, 8 and 9, Township 2 South, Range 1 West, W.M.; Thence, along the line common to said Sections 4 and 5, North 00054'00" East, 199.81 feet to the Point of Beginning; Thence, leaving said section line, along the north line of that property conveyed by Document No. 93062234, North 89050'03" West, 208.00 feet to the northeast corner of that property conveyed by Document No. 95050603; Thence, along the north line of last said property, South 70024'32" West, 110.59 feet; Thence, continuing along said north line, North 88015'03" West, 89.75 feet to the northwest corner thereof; Thence, along the west line thereof, South 00056'42" West 145.55 feet to the north right-of-way line of SW Sunrise Lane (20-foot wide) as dedicated in Deed Book 148, Page 546; Thence, along said north right-of-way line, North 89050'00" West, 50.00 feet to the most westerly line of said property conveyed by Document No. 98003628; Thence, along said most westerly line and the most southerly west line of that property conveyed by Document No. 96083948, North 0056'42" East, 530 feet, more or less, to the center of a ravine; Thence, Northwesterly down the center of said ravine, 750 feet, more or less, to the most westerly south line of said property conveyed by Document No. 95037734; Thence, along said most westerly south line, North 89030'16" West, 704.90 feet, more or less, to the east right-of-way line of SW Menlor Lane (40-foot wide) as dedicated in Deed Book 147, Page 81; Thence, along said east right-of-way line, North 03149'59" East, 100.17 feet to the most westerly north line of said property conveyed by Document No. 90039399; Thence, along said most westerly north line, South 89°30'16" East, 1,057.84 feet, more or less, to the southeast corner of that property conveyed by Document No. 92022661; Thence, along the east line thereof, worth 00059'42" East, 188.64 feet; Thence, leaving last said east line, North 89000'18" West, 122.98 feet; Thence North 00059'42" East, 144.19 feet to the most westerly south line of said property conveyed by Document No. 93041431; Thence, along said most westerly south line, North 87°15'50" West, 838.61 feet to the southwest corner thereof; Thence, along the west line of the last said property, North 10021'58" East, 412.41 feet to the south right-of-way line of SW Menlor Lane (40-foot wide) as dedicated in Deed Book 147, Page 81; Thence, along said south right-of-way line, North 89034'49" East, 66.45 feet to the northerly line of Street Vacation No. 391, (Document No. 990111175); Thence, along said northerly line, on the arc of a 195.83-foot radius curve left, through an angle of 12035'45", (the chord of which bears North 64017'52" East, 42.96 feet), an arc length of 43.05 feet to the west line of "Hillshire Creek Estates No. 4", (Document No. 2000048405); Thence, along said west line, South 10021'58" West, 335.85 feet to the southwest corner thereof, Thence, along the south line of the last said property, South 87015'50" East, 844.32 feet to the southeast corner thereof; Thence, along the east line of the last said property, North 0055'40" East, 712.21 feet to the northeast corner thereof, also being the southwest corner of "Hillshire Creek Estates", (Document No. 96045841); Thence, along the south line of said "Hillshire Creek Estates", South 89042'05" East, 424.57 feet to the southeast corner thereof, also being on the line common to said Sections 4 and 5; Thence, along last said line South 0054'00" West, 2,212.00 feet to the Point of Beginning. ALSO INCLUDING the following described property: Commencing at the corner to section 4,5,8, and 9, Township 2 South, Range 1 West W.M.; Thence along the line common to said Sections 4 and 5 N 000 54' 00" E 199.81 feet to the True Point of Beginning; Thence N 000 54'00" E, along said section line, 2,212 feet; Thence S 890 06' 00" E, 100.00 feet to the east right-of-way of Bonneville Power Administration right-of-way; Thence S 000 54' 00" W, Parallel with and 100 feet from said section line and along said right- of-way, 2,212 feet; Thence N 890 06' 00" W, 100.00 feet to the True Point of beginning Containing 5.08 Acres additional to annexed. OEOGRAIMIC IYFORMATIOM STSTC■ VIgINITY MAP W` II• rrrrr rrrrrr m Jty ZCA2001-00001 = R r r r r r r r Ar t w PACIFIC CREST ANNEXATION (OPTION FER tEGEN~: City limits W J - _ 'Al ~q$TFXT N r< FUT o• Gc' RO- R7 IGA F ; m aTjr oEw~a_. .ry✓wua._r. RO r.Wd A- laap N v ~O)' 0 app 800 FRet 1'• 632 feet b a w City of Tigard Infamatan on Ws map is for genmal location ony and It IRE DR beveri6edwM the Oevelopme M Services Division. mould 13125 SW Has 61vd Tigard, OR 97223 (503) 6394171 y IHt t ww.ci Ward.or.us c Plot date: Dec 20, 2001; C:lmagic\MAGIC03.APR Community Development TTITTA T TTrTrTrY'a1TTT CITY OF TIGARD, OREGON Attachment 3 (Option #3) ORDINANCE NO. 2002- AN ORDINANCE ADOPTING FINDINGS AND CONCLUSIONS TO APPROVE AN ANNEXATION (ZCA) 2001-00001/PACIFIC CREST ANNEXATION AND WITHDRAWING PROPERTY FROM THE TIGARD WATER DISTRICT, WASHINGTON COUNTY ENHANCED SHERIFF'S PATROL DISTRICT, WASHINGTON COUNTY URBAN ROADS MAINTENANCE DISTRICT, WASHINGTON COUNTY STREET LIGHTING DISTRICT #l., CLEAN WATER SERVICES, AND THE WASHINGTON COUNTY VECTOR CONTROL DISTRICT. WHEREAS, the City of Tigard is authorized by ORS 222.120(4)(B) and 222.170 to initiate an annexation upon receiving consent in writing from a majority of the electors registered in the territory proposed to be annexed and written consent from owners of more than half the land in the territory proposed to be annexed;and WHEREAS, the City if Tigard is authorized by ORS 222.120(5) and 222.520 to withdraw properties which currently lie within the boundary of the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District upon completion of the annexation; and WHEREAS, the Tigard City Council held a public hearing on January 8, 2002 to consider the annexation of 8 parcels of land consisting of 38.5 acres and withdrawal of said property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District; and WHEREAS, pursuant to ORS 222.520(2) the City is liable to the Water District for certain debt obligations, however, in this instance the Water District has no debt for the City to assume, therefore, no option regarding the assumption of debt needs to be made; and WHERE AS, pursuant to Metro 3.09, ORS 222.120 and 222.524, notice was given and the City held a public hearing on the issue of the annexation into the City and withdrawal of the annexed property from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District on January 8, 2002; and WHEREAS, pursuant to ORS 222.524, the City must declare the withdrawal of annexed properties from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District by Ordinance; and WHEREAS, the Tigard Development Code states that upon annexation, the zone is automatically changed to the City zoning most closely conforming to the County zoning; and WHEREAS, the current and proposed zoning district is R-7, therefore, no zone change is necessary; and ORDINANCE NO. 2002- ZCA2001-00001 Pacific Crest Annexation Page] of 2 WHEREAS, the annexation has been processed in accordance with the requirements of Metro 3.09 and has been reviewed for compliance with the Tigard Community Development Code and the Comprehensive Plan and the annexation substantially addresses the standards in Metro 3.09 regulating annexations; and WHEREAS, the City Council has carefully considered the testimony at the public hearing and determined that withdrawal of the annexed properties from the applicable service districts is in the best interest of the City of Tigard. NOW, THEREFORE, THE CITY OF TIOARD ORDAINS AS FOLLOWS: SECTION 1: The Tigard City Council hereby annexes the parcel described in the attached Exhibit "A" and shown in Exhibit "B" and withdraws said parcel from the Tigard Water District, the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District. SECTION 2: This ordinance shall be effective 30 days after its passage by the Council, signature by the Mayor and posting by the City Recorder. SECTION 3: The City Recorder is hereby directed to file certified copies of the Ordinance with Metro for administrative processing. SECTION 4: Pursuant to ORS 222.120(5), the effective date of the withdrawal of the property from the Washington County Enhanced Sheriffs Patrol District, Washington County Urban Roads Maintenance District, Washington County Street Lighting District #1, Clean Water Services, and the Washington County Vector Control District shall be the effective date of this annexation. SECTION 5: Pursuant to ORS 222.465, the effective date of the withdrawal of this property from the Tigard Water District shall be July 1, 2002. SECTION 6: In accordance with ORS 222.180, the annexation shall be effective upon filing with the Secretary of State. PASSED: By vote of all Council members present after being read by number and title only, this day of . 2002. Catherine Wheatley, City Recorder APPROVED: By Tigard City Council this day of , 2002. James E. Griffith, Mayor Approved as to form: City Attorney Date ORDINANCE NO. 2002- ZCA200 1 -00001 Pacific Crest Annexation Page 2 of 2 EXHIEIT A DOR 34-P125-2001 Option 3 City of Tigard Mathew SCheidegger Preliminary Review 503-639-4171 x 317 A t-aci: of land located within the southeast one-quarter of Section 5, Township 2 South, Range 1 West, W.M., Washington County, Oregon, being all of those properties conveyed by Documents No. 98003628, 96083948, 95037734, 93041431, 91063265, & 90039399, and a portion of that property conveyed by Document No. 92022661, and being more particularly described as follows: Commencing at a 3-1/4" brass disk found for the corner common to Section 4, 5, 8 and 9, Township 2 South, Range 1 West, W.M.; Thence, along the line common to said Sections 4 and 5, North 00054'00" East, 199.81 feet to the Point of Beginning; Thence, leaving said section line, along the north line of that property conveyed by Document No. 93062234, North 89050'03" West, 208.00 feet to the northeast corner of that property conveyed by Document No. 95050603; Thence, along the north line of last said property, South 70024'32" West, 110.59 feet; Thence, continuing along said north line, North 88015'03" West, 89.75 feet to the northwest corner thereof; Thence, along the west line thereof, South 00°56'42" West 145.55 feet to the north right-of-way line of SW Sunrise Lane (20-foot wide) as dedicated in Deed Book 148, Page 546; Thence, along said north right-of-way line, North 89050'00" West, 50.00 feet to the most westerly line of said property conveyed by Document No. 98003628; Thence, along said most westerly line and the most southerly west line of that property conveyed by Document No. 96083948, North 0056'42" East, 530 feet, more or less, to the center of a ravine; Thence, Northwesterly down the center of said ravine, 750 feet, more or less, to the most westerly south line of said property conveyed by Document No. 95037734; Thence, along said most westerly south line, North 89030'16" West, 704.90 feet, more or less, to the east right-of-way line of SW Menlor Lane (40-foot wide) as dedicated in Deed Book 147, Page 81; Thence, along said east right-of-way line, North 03049'59" East, 100.17 feet to the most westerly north line of said property conveyed by Document No. 90039399; Thence, along said most westerly north line, South 89030'16" East, 1,057.84 feet, more or less, to the southeast corner of that property conveyed by Document No. 92022661; Thence, along the east line thereof, North 00059'42" East, 188.64 feet; Thence, leaving last said east line, North 89000'18" West, 122.98 feet; Thence North 00°59'42" East, 144.19 feet `o the most westerly south line of said property conveyed by Document No. 93041431; Thence, along said most westerly south line, North 87015'50" West, 838.61 feet to the southwest corner thereof; Thence, along the west line of the last said property, North 10°21'58" East, 412.41 feet to the south right-of-way line of SW Menlor Lane (40-foot wide) as dedicated in Deed Book 147, Page 81; Thence, along said south right-of-way line, North 89034'49" East, 66.45 feet to the northerly line of Street Vacation No. 391, (Document No. 990111175); Thence, along said northerly line, on the arc of a 195.83-foot radius curve left, through an angle of 12°35'45", (the chord of which bears North 64017'52" East, 42.96 feet), an arc length of 43.05 feet to the west line of "Hillshire Creek Estates No. 4", (Document No. 2000048405); Thence, along said west line, South 10021'58" West, 335.85 feet to the southwest corner thereof, Thence, along the south line of the last said property, South 87015'50" East, 844.32 feet to the southeast corner thereof; Thence, along the east line of the last said property, North 0055'40" East, 712.21 feet to the northeast corner thereof, also being the southwest corner of "Hillshire Creek Estates", (Document No. 96045841); Thence, along the south line of said "Hillshire Creek Estates", South 89°42'05" East, 424.57 feet to the southeast corner thereof, also being on the line common to said Sections 4 and 5; Thence, along last said line South 0054'00" West, 2,212.00 feet to the Point of Beginning. EXCEPTING THEREFROM that property conveyed by Document No. 98026779, being more particularly described as follows: Beginning at the northeast corner of said property conveyed by Document No. 9806779, which point bears North 00054100" East, 479.83 feet and North 89050'18" West, 50.00 feet from a 3-1/4" brass disk found for the corner common to Sections 4, 5, 8 and 9, Township 2 South, Range 1 West, W.M.; Thence, along the north line of last said property, North 89050'18" West, 376.34 feet to the Northwest corner thereof; Thence, along the west line thereof, South 00056'42" West, 263.55 feet to the southwest corner thereof; Thence, along the south line thereof South 88015'03" East, 106.19 feet to an angle point therein; Thence, continuing along the south line thereof, North 70045'57" East, 287.93 feet to the southeast corner thereof; Thence, along the east line thereof, North 00°54'00" East, 170.86 feet to the True Point of Beginning. Total area of annexation is 28.617 acres, more or less. All document references are from Washington County Deed Records. Bearings are based on the east line of Section 5, T. 2 S., R. 1 W., W.M., per Washington County Survey Number 27,241. Containing 9.90 Acres additional to annexed. ALSO INCLUDING the following described property: Commencing at the corner to section 4,5,8, and 9, Township 2 South, Range 1 West W.M.; Thence along the line common to said Sections 4 and 5 N 00° 54' 00" E 199.81 feet to the True Point of Beginning; Thence N 000 54'00" E, along said section line, 2,438.37 feet to the'/< Corner between Section 4 & 5; Thence N 00° 56'00" E, along said section line, 1794.56 feet to the southerly right-of-way of SW Barrows Road; Thence N 320 45' 10" E, along said southerly right-of-way line, 189.67 feet; Thence S 000 56' 00" W, parallel with and 100 feet from said section line, 1955.69 feet Thence S 000 54'00" W, Parallel with and 100 feet from said section line, 2,2438.34 feet; Thence N 890 06' 00" W, 100.00 feet to the True Point of beginning. Containing 9.90 Acres additional to annexed. I r yy{i EY _ GEOGR~Rx~G {Pi~RMRT~O L 1 ~Cp~041-00001 _ _ m r QpC1~IC CREST kgHEM110% - toplJOH #31 W F LE_ Gam= x City limits 0 4 t~, {QRs"FR A Ik - y - e : / DiNir'N'__-PD ~vv Av F Tipfrd NeEMN N a`P !00 WO Feet v5 0 a s.~ 6321eet City of Tigard Intwrt~a6on On Dus T>•P ii for Dewpryyon. shW'ld be y~fiad W2551N aH dB1vd SHIRE TlR T* OR 47223 (503) S39AM tlvl&w -ci t*a d dr us G1C03.APR 3°a P►ot date: Dec 20, 2001; C:a9icW~+ Attachment 5 Agenda Item: Hearing Date: January 8, 2002 7:30 PM STAFF REPORT TO THE CITY COUNCIL CITY OFTIGARD FOR THE CITY OF TIGARD, OREGON CQm*Uknxy Development Shapiw A Better C SECTION I. APPLICATION SUMMARY FILE NAME: PACIFIC CREST ANNEXATION CASE NO.: Zone Change Annexation (ZCA) ZCA2001-00001 APPLICANT: Farmer's Land Trust OWNER: Numerous Owners. 26715 SW Baker Road List is available upon request Sherwood, OR 97140 PROPOSAL: The applicant is proposing to annex (7) parcels consisting of approximately 28.6 acres of land into the City of Tigard as part of the Pacific Crest Subdivision. Additional parcels are considered in four options. CURRENT ZONING DESIGNATION: R-7. EQUIVALENT CITY ZONING DESIGNATION: R-7, Medium Density Residential. The R-7 zoning district is designed to accommodate attached single-family homes, detached single-family homes with or without accessory residential units, at a minimum lot size of 5,000 square feet, and duplexes, at a minimum lot size of 10,000 square feet. Mobile home parks and subdivisions are also permitted outright. Some civic and institutional uses are also permitted conditionally. LOCATION: WCTM 2S109DD, tax lot 100, 201, 1900, 2000, 2100; WCTM 2S105DA, tax lot 400 and 500; and WCTM 2S109BC, Tax Lot 7000. The pro1'ect is located on the north side of SW Bull Mountain Road and south Of SW Alpine View. APPLICABLE REVIEW CRITERIA: Community Development Code Chapters 18.320 and 18.390; Comprehensive Plan Policies 2 and 10; Metro Code Chapter 3.09; and ORS Chapter 222. STAFF REPORT TO THE CITY COUNCIL PAGE 1 OF5 ZCA2001-00001 -PACIFIC CREST ANNEXATION 1/812002 PUBLIC HEARING SEC T iON II. STAFF RECOMMENDATION Staff recommends that the Council find that the proposed annexation will not adversely affect the health, safety and welfare of the City. Therefore, staff recommends APPROVAL. of the Annexation by adoption of the attached Ordinance (OPTION 4). SECTION III. BACKGROUND INFORMATION Site information and proposal description: The proposed Pacific Crest annexation consists of seven parcels equaling 28.6 acres. The parcels are within the City of Tigard's urban services area, and have recently attained preliminary approval for a 65-lot subdivision. As a condition of approval, the Pacific Crest Subdivision is required to annex into the City of Tigard, per current annexation policy. However, further review showed that the annexation request did not border the Tigard city limits. The problem was resolved by including the Bonneville Power Administration easement that abuts the Tigard city limits, creating a uniform boundary. In addition, the Pacific Crest annexation would create a 2.0 acre island within the subdivision. Staff has attempted to contact the owner of this property to be included with the proposed armexation with no success. Therefore, staff is presenting Council with 4 ordinance options. The property is already zoned with the County R-7 zoning designation and the proper zoning is concurrent with the annexation according to Section 18.320.020.C of the Community Development Ccde. The County zone will automatically convert to the City R-7 zone upon annexation approval by Council. Staff has notified all affected agencies and CIT members of the proposed annexation. There was no objection to the annexation by those who returned comments. Staff has reviewed the proposal for compliance with Metro Chapter 3.09, the Comprehensive Plan Policies, the Tigard Development Code, and the Oregon Revised Statutes. As indicated in the staff report to City Council, the proposed annexation meets the applicable standards Option #1 Approve the annexation of (8) parcels of approximately 33.68 acres into the City of Tigard and create a 2.0 acre island described as WCTM 2S 109DD, Tax Lot 2200. This includes the section of the Bonneville Power Administration easement along the Pacific Crest Subdivision parcels. Option #2 Approve the annexation of (9) parcels of approximately 35.68 acres into the City of Tigard through the adoption of a separate ordinance by means of a double-majority. This includes the 2.0 acre island. Option #3 Approve the annexation of (8) parcels of approximately 38.5 acres into the City of Tigard through the adoption of a separate ordinance. This includes the section of the Bonneville Power Administration easement along the Pacific Crest Subdivision parcels all the way to SW Barrows Road. This would STAFF REPORT TO THE CITY COUNCIL PAGE 2 OP5 ZCA2001-00001 -PACIFIC CREST ANNEXATION 1/8/2002 PUBLIC HEARING create a 2.0 acre island described as WCTM 2S 1091313, Tax Lot 2200 and additional islands to the east of the BPA easement along SW Fern Street but would provide one uniform boundary along the westerly boundary. Option #4 Approve the annexation of (9) parcels of approximately 40.5 acres into the City of Tigard through the adoption of a separate ordinance. This includes the 2.0 acre island as well as the Bonneville Power Administration easement along the Pacific Crest Subdivision parcels all the way to SW Barrows Road. This also would create islands to the east of the BPA boundary along SW Fern Street and the uniform westerly boundanj. This would provide the most complete option. Vicinity Information: The property is adjacent to the City of Tigard boundary, west of the terminus of SW Mistletoe, south of Hillshire Estates Subdivision, and east of Hillshire Creek Estates #4 Subdivision. The property on all sides is zoned R-7. There is a 20-foot-wide high pressure petroleum pipe line easement adjacent to the BPA right-of-way. SECTION Iii. APPLICABLE REVIEW CRITERIA AND FINDINGS The relevant criteria in this case are Tigard Comprehensive Plan Policies 2.1.1, 10.1.1, 10.1.2, and; Tigard Community Development Code Chapter 18.320. Staff has determined that the proposal is consistent with the relevant policies of the Comprehensive Plan based on the following findings: Policy 2.1.1: This Policy requires an ongoing citizen involvement program. The West CIT and surrounding property owners have been notified of the public hearing and notice of the hearing has been published in a newspaper of general circulation. The site has been posted since November 14, 2001, and the hearing was announced at the December Citizen Involvement meeting. There have been a number of opportunities for citizens to be involved in the decision making process. Policy 10.1.1: This Policy requires adequate service capacity delivery to annexed parcels. The City of Tigard Police, Engineering and Water Departments, Metro Area Communications, NW Natural Gas, Tualatin Valley Fire and Rescue, Tualatin Hills Park and Recreation District, and Clean Water Services have all reviewed the annexation request and have offered no objections. This policy has been complied with. Policy 10.1.2: This Policy pertains to boundary criteria for annexations and is satisfied. The property is adjacent to the Tigard city limits on the east boundary. Staff has determined that the proposal is consistent with the relevant portions of the Community Development Code based on the following findings: STAFF REPORT TO THE CITY COUNCIL PAGE 3 OF5 ZCA2001-00001 -PACIFIC CREST ANNEXATION 1/8/2002 PUBLIC HEARING Section 19.320.020: This Section addresses approval standards for annexation proposals and is satisfied because: The applicable Comprehensive Plan Policies and Community Development Code provisions have been reviewed and satisfied as previously indicated in this report. The property is currently zoned R-7. Because this property is in the Urban Services Area, the equivalent zoning has already been attached to the property, therefore, the property does not need to be rezoned upon annexation. Metro 3.09 requires the additional standards to be addressed in annexation decisions, in addition to the local and state review standards. These are addressed and satisfied as discussed below: Consistency with the directly applicable provisions in an urban service provider agreement or annexation plan adopted pursuant to ORS 195.065; The processing has been done consistent with applicable Urban Service Provider agreements. Consistency with directly applicable provisions of urban planning or other agreement, other than agreements adopted pursuant to ORS 195.065, between the affected entity and a necessary party; The process required by the Development Code and Comprehensive Plan is consistent with the Urban Planning Agreement for annexations. Consistency with specific directly applicable standards or criteria for boundary changes contained in comprehensive land use plans and public facility plans; This has been discussed previously in this report and, as discussed, this criterion is satisfied. Consistency with specific directly applicable standards or criteria for boundary changes contained in the Regional Framework Plan or any functional plans; Because the Development Code has been amended to comply with applicable Metro functional plan requirements, by complying with the Development Code and Comprehensive Plan, the annexation is consistent with the applicable functional plan and the Regional Framework plan. Whether the proposed changes will promote or not interfere with the timely, orderly and economic provisions of public facilities and services; The proposed annexation will not interfere with the provision of public facilities or services because it is adjacent to existing City limits and services. Many services have been extended to that area as a result of earlier development. STAFF REPORT TO THE CITY COUNCIL PAGE 4 OF5 ZCA2001-00001 -PACIFIC CREST ANNEXATION 1/8/2002 PUBLIC HEARING If the proposed boundary change is for annexation of territory to Metro, a determination by Metro Council that the territory should be included in the Urban Growth Boundary shall be the primary criterion for approval; The subject property is already within the Metro boundaries. Consistency with other applicable criteria for the boundary change in question under state and local law. Consistency with other applicable criteria has been discussed previously in this report. SECTION V. OTHER STAFF COMMENTS The City of Tigard Engineering, Building, Police Department, Tualatin Valley Fire and Rescue, Public Works, and Water Department have all reviewed this proposal and have offered no objections to annexation. SECTION VI. AGENCY COMMENTS Clean Water Services, Metro Area Communications, NW Natural Gas, Tigard School District, Beaverton School District, and Washington County have had the opportunity to review the proposal and have offered no objections. BASED ON THE FINDINGS INDICATED ABOVE, PLANNING STAFF RECOMMENDS APPROVAL OF ZONE CHANGE ANNEXATION (ZCA) 2001.00001 - PACIFIC CREST ANNEXATION. December 21. 2001 PRE AR qp-Bff C el e r DATE Assistant Plan er - December 21. 2001 APPROVED BY: Richard Bew orff DATE Planning M nag r STAFF REPORT TO THE CITY COUNCIL PAGE 5 OF5 ZCA2001-00001 -PACIFIC CREST ANNEXATION 1/8/2002 PUBLIC HEARING CRESS PACIFIC TION ANN~XA pubVic Hearing 3a"UaN $2~02 I TS SITE ~A Locations. north side of SW Bull Mountain ~ Road and south of SVV Alpine V!eIN 8.6 + /-Acres 2 ~ S71te S71ze2 are presented to Characte r~~tt4--options the potent' county at creationof a City council due island and the inclusion ot boBPA dary thus creating a uniform easement, • milli cat yp} 'lyi. ,r Est ~ .y iL` ,y 2 I .rf _r ~ti. ti t,y,~' 7•••l~.iYa (1~" do w rh ~.r r. w~: ,J ~4 •jfy'Y' ,'t' . 4 .1;. n~. ILI r3 Fi~ E pi.~ ...'~•'Mr i ~ .p•. gip..,. 4:'t`~G.~•:~'•~ F i~lSl••~~:t y 'gyp . icz VIC HITY MAP igloo 1 -00001 OPTION Approve thQ Paaflc (EST aNt~'XaT10N (OPTION #1) annexation of : parcels of IGENO c1q WAS approximately 33.68 acres and ate a 2..0 acre cre island. This includes the~ ro section of the Bonneville Power l "Who Administration (BpA) easement CityelTigard { along the Pacific Crest Subdivision. pbtdale:Jan 8,2002 C:C{~Copy pevelopm OPTION #2e Approve the annexation of 9 parcels of approximately 35.68 acres. This includes the 2.0 acre island. ,.......,o....,.. VICINITY MAP - IZCA2001-00001 PACIFIC CREST ANNEXATION _ J :(OPTION # 2) F - LEGEND: - - - City limits I I+ r ! _ f _C:~ i - - N _ I o as m r... n aar city errgam I _ ,],]35W H.. d.a l- Y 150716]W ITt Plot date: Jan 8, 2002; C:Vna,JicWWGIC03APR Community Development 1OPTION #30 `r Approve the rocaNewv MAP annexation of 8 parcels of ilca2ool-ooool PKIFIC approximately 38.5 z ;(OPTION`#3 ANNEXATION acres. This includes the section of the LEGEND: - - - fity limits BPA easement along , the Pacific Crest Subdivision and all the way to SW Barrows Road. TI rr.n.w - This would create a N 2.0 acre island and additional islands to the east of the BPA t easement along SW j Cgofr~d Fern Street. ~ I ....4.~..~MO..~..s.r,.a... I uuss.ari r.to. ca i pomm I i rro~stiarr Uwffmlldy Oevekpm" Plat date: Jm 8, 20U2 r.: i 6100 ..................l.ll• ®PTI®N #4: - Approve the V"'"1~` MAP annexation of Z(A200I.00001 4 parcels of approximately 40.5 PA(IFI( (REST ANNEXATION I . acres. This (OPTION # 4) includes the 2.0 ~ fill L --j acre island and then l LEGEND: (yv"` J ' -Gtr limit rE, B.P.A. easement along the Pacific Crest Suh all the ; way to SW Barrows I i lit u' i ~ t ~ ~ :f~ '`t-~-~ _ I Road. :c - his would create D J, islands to the east ' of the BPA easement along SW ! Fern Street. \ M1@r THIS WOULD - S t • PROVIDE THE c;~,orrgTa MOST COMPLETE ..~sM.b~b~Y.byws4+~ nlxs pvw~•e OPTION LTF I I ( naq.6m ♦ pywro¢d» Plot dad: Jan 8.2002: C:Y'~APR ~ CprRnunky pevelopmenl AGENDA ITEM No. 9 Date: January 3, 2002 PUBLIC HEARING (QUASI-JUDICIAL) TESTIMONY SIGN-UP TS Please sign on the following page(s) if you wish to testify before City Council on: CONSIDER ZONE CHANCE ANNEXATION (ZCA) 2001000002 DAFFODIL MILL ANNEXATION Due to Time Constraints City Council May Impose A Time Limit on Testimony I:WDM\GREER\CCSIGNUP\PM TESTIMONY OJ.DOC AGENDA ITEM No. 9 PLEASE PRINT Proponent - (Speaking In Favor Opponent - S eakin A ainst Neutral Name, Address & Phone No. Name, Address & Phone N Name, Address & Phone No. L. e5-1 C 5; N w If% ;54X -6aA K 1 ` e. G.4gLDD0 2 03 .5I0-p,34~P Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone vo. Name, Address & Phone No. Name, Address & Phone No. AGENDA ITEM # FOR AGENDA OF January 8, 2002 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY ISSUE/AGENDA TITLE Annexation (ZCA) 2001-00002 - Daffodil Hill Annexation PREPARED BY: Brad Kilby DEPT HEAD OK CITY MGR OK ISSUE BEFORE THE COUNCIL Should the Tigard City Council annex a parcel of land consisting of approximately 3.16 acres of land? STAFF RECOMMENDATION Adopt the attached Ordinance annexing the property. INFORMATION SUMMARY The proposed annexation consists of 3.16 acres that currently exist in unincorporated Washington County. The parcel is within the City of Tigard's urban service area, and has recently attained preliminary approval for an 18-lot subdivision. The property is located at 13735 SW Bull Mountain Road, and is described as WCTM 2S109BA, tax lot 1400. The property is currently occupied by a house and barn that is proposed to be demolished for constriction of the subdivision. Staff has asked the property owner directly to the east of this property to participate in the annexation in order to create a more uniform boundary. He expressed no interest. Staff has notified all affected agencies and CIT members of the proposed annexation. There was no objection to the annexation by those who returned comments. Staff has reviewed the proposal for compliance with Metro Chapter 3.09, the Comprehensive Plan Policies, the Tigard Development Code, and the Oregon Revised Statutes. As indicated in the staff report to City Council, the proposed annexation meets the applicable standards. Pursuant to Chapter 18.320.020C of the Tigard Development Code, the Comprehensive Plan designation and the City's zoning is automatically applied to property upon approval of the annexation by Council. OTHER ALTERNATIVES CONSIDERED Denial of the request. VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY "Growth and Growth Management", Goal #2 - Urban services are provided to all citizens within Tigard's urban growth boundary and recipients of services pay their share. ATTACHMENT LIST Attachments include two exhibits; Attachment 1 is the annexation Ordinance, and Attachment 2 is the staff report to City Council. FISCAL NOTES N/A The applicant is responsible for paying the Metro processing fee and has already paid the fees necessary to administer the application by planning staff. Attachment 2 Agenda Item: Hearing Date: January 8 2002 7:30 PM STAFF REPORT TO THE CITY COUNCIL CITY OFnOARD FOR THE CITY OF TIGARD, OREGON Community Development Shaping A Better Community SECTION I. APPLICATION SUMMARY FILE NAME: DAFFODIL HILL ANNEXATION CASE NO.: Zone Change Annexation (ZCA) ZCA2001-00002 APPLICANT: George Marshall OWNER: Same PO Box 91249 Portland, OR 97291 PROPOSAL: To annex 1 parcel consisting of approximately 3.16 acres of land into the City of Tigard. CURRENT ZONING DESIGNATION: R-7. EQUIVALENT CITY ZONING DESIGNATION: R-7, Medium Density Residential. The R-7 zoning district is designed to accommodate attached single-family homes, detached single-family homes with or without accessory residential units, at a minimum lot size of 5,000 square feet, and duplexes, at a minimum lot size of 10,000 square feet. Mobile home parks and subdivisions are also permitted outright. Some civic and institutional uses are also permitted conditionally. LOCATION: 13735 SW Bull Mountain Road; WCTM 2S109BA, Tax Lot 1400. The project is located on the north side of SW Bull Mountain Road and south of SW Alpine View. APPLICABLE REVIEW CRITERIA: Community Development Code Chapters 18.320 and 18.390; Comprehensive Plan Policies 2 and 10; Metro Code Chapter 3.09; and ORS Chapter 222. SECTION 111. STAFF RECOMMENDATION Staff recommends that the Council find that the proposed annexation will not adversely affect the health, safety and welfare of the City. Therefore, staff recommends APPROVAL of the annexation by adoption of the attached Ordinance. STAFF REPORT TO THE CITY COUNCIL PAGE 1 OF4 ZCA2001-00002 - DAFFODIL HILL ANNEXATION 1/8/2002 PUBLIC HEARING SECTION 111. BACKGROUND INFORMATION Site information and proposal description: The property is currently developed with a single-family residence. The applicant has obtained preliminary approval for an 18-lot subdivision named Daffodil Hill on the subject site. The site is located north of SW Bull Mountain Road and south of SW Alpine View. The site is surrounded by subdivisions that were developed for single-family housing and are situated on lots that are larger than those proposed in Daffodil Hill. There is an existing single-family home and a large barn located on the property. Both structures will be removed to accommodate the layout of the new proposed subdivision. The proposal is to annex approximately 3.16 acres of land into the City of Tigard with an assessed value of $474,000. Vicinity Information: The area to be annexed consists of 3.16 acres. The existing city boundary runs along the north and west property lines. The subject property and the property to the east are outside the Tigard city limits. SECTION IV/. APPLICABLE REVIEW CRITERIA AND FINDINGS The relevant criteria in this case are Tigard Comprehensive Plan Policies 2.1.1, 10.1.1, 10.1.2, and; Tigard Community Development Code Chapter 18.320. Staff has determined that the proposal is consistent with the relevant policies of the Comprehensive Plan based on the following findings: Policy 2.1.1: This Policy requires an ongoing citizen involvement program. The West CIT and surrounding property owners have been notified of the public hearing and notice of the hearing has been published in a newspaper of general circulation. The site has been posted since November 14, 2001, and the hearing was announced at the December Citizen Involvement meeting. There have been a number of opportunities for citizens to be involved in the decision making process. Policy 10.1.1: This Policy requires adequate service capacity delivery to annexed parcels. The City of Tigard Police, Engineering and Water Departments, Metro Area Communications, NW Natural Gas, Tualatin Valley Fire and Rescue, Tualatin Hills Park and Recreation District, and Clean Water Services have all reviewed the annexation request and have offered no objections. This policy has been complied with. Policy 10.12 This Policy pertains to boundary criteria for annexations and is satisfied. The property is adjacent to the Tigard city limits on the north and west boundaries, and is eliminating one lot that is currently a pocket of unincorporated Washington County surrounded by the City Limits. STAFF REPORT TO THE CITY COUNCIL PAGE 2 OF4 ZCA2001-00002 - DAFFODIL HILL ANNEXATION 1/8/2002 PUBLIC HEARING Staff has determined that the proposal is consistent with the relevant portions of the Community Development Code based on the foiiowing findings: Section 18.320.020: This Section addresses approval standards for annexation proposals and is satisfied because: The applicable Comprehensive Plan Policies and Community Development Code provisions have been reviewed and satisfied as previously indicated in this report. The property is currently zor?ed R-7. Because this property is in the Urban Services Area, the equivalent zoning has already been attached to the property, therefore, the property does not need to be rezoned upon annexation. Metro 3.09 requires the additional standards to be addressed in annexation decisions, in addition to the local and state review standards. These are addressed and satisfied as discussed below: Consistency with the directly applicable provisions in an urban service provider agreement or annexation plan adopted pursuant to ORS 195.065; The processing has been done consistent with applicable Urban Service Provider agreements. Consiste ,cy with directly applicable provisions of urban planning or other agreement, other than agreements adopted pursuant to ORS 195.065, between the affected entity and a necessary party; The process required by the Development Code and Comprehensive Plan is consistent with the Urban Planning Agreement for annexations. Consistency with specific directly applicable standards or criteria for boundary changes contained in comprehensive land use plans and public facility plans; This has been discussed previously in this report and, as discussed, this criterion is satisfied. Consistency with specific directly applicable standards or criteria for boundary changes contained in the Regional Framework Plan or any functional plans; Because the Development Code has been amended to comply with applicable Metro functional plan requirements, by complying with the Development Code and Comprehensive Plan, the annexation is consistent with the applicable functional plan and the Regional Framework plan. Whether the proposed changes will promote or not interfere with the timely, orderly and economic provisions of public facilities and services; The proposed annexation will not interfere with the provision of public facilities or services because it is adjacent to existing City limits and services. Many services have been extended to that area as a result of earlier development. STAFF REPORT TO THE CITY COUNCIL PAGE 3 OF4 ZCA2001-00002 - DAFFODIL HILL ANNEXATION 1/8/2002 PUBLIC HEARING If the proposed boundary change is for annexation of territory to Metro, a determination by Metro Council that the territory should be included in the Urban Growth Boundary shall be the primary criterion for approval; The subject property is already within the Metro boundaries. Consistency with other applicable criteria for the boundary change In question under state and local law. Consistency with other applicable criteria has been discussed previously in this report. SECTION V. OTHER STAFF COMMENTS The City of Tigard Engineering, Building, Police Department, Tualatin Valley Fire and Rescue, Public Works, and Water Department have all reviewed this proposal and have offered no objections to annexation. SECTION VI. AGENCY COMMENTS Clean Water Services, Metro Area Communications, NW Natural Gas, Tigard School District, Beaverton School District, and Washington County have had the opportunity to review the proposal and have offered no objections. BASED ON THE FINDINGS INDICATED ABOVE, PLANNING STAFF RECOMMENDS APPROVAL OF ZONE CHANGE ANNEXATION (ZCA) 2001-00002 - DAFFODIL HILL ANNEXATION. /46~6 December 20. 2001 PREPARED BY: Brad Kilby DATE Associate Planner A le L4, December 20, 2001 APPROVED Rich d wersdorff DATE Plan nin anager LSCTAFOFOREPORT TO THE CITY COUNCIL PAGE 4 OF4 ZA21-00002 - DAFFODIL HILL ANNEXATION 1/8/2002 PUBLIC HEARING oo~ LI- pp1L HI D A F NEB-~op~ p~N public Hearing ~anuaN a2002 i$e CharactUe%ristics ;>Location: between SW Bull Mountain Road and SW Alpine View Site Size: 3.16 Acres Characteristics: Site is considered the top of dull Mountain, topography varies across the site, surrounding area developed with single-family homes. ?roped subi,,ect N p,LPINE ~I m W Q M r r~r 'i1 ~ •,4 r I r ' , Ott ~ Jy ' I :X"ji:~''.} ''er a n its' + €T,: ~ ,t•'""? r ~.r~- ~l L+ c' 'f ~ k1-,i.~!~[ ,'~~rr++. ~W~l 'ter +>1''~r n' NT~r~'~;, L • "^lMJ7 r' A"; I r'. f.•' i•~' rj~•-^h~f,si • • f Aifjs`k.,+. . ' .a.... t' ••►►~b~ !'•s; S• "w±k_c,+•+ 4~ rr'JJJ'**"""""' o.. ~ ti '!j! ` , • a ! + y+ ~t i' ~W^ S,' . . = °J`P~3y y . c y i ' 4' ',+dr~'~'p ''+`dr. ~t1 •~•~R"•~52~.d'•~ G'''f .-Cr ' •41': 76. 0- M~ 5 1 b 'y , w m d (ta f~'~+'''r.]•r•.r ~.4 ~ l - dY t y~ ~r < ~~>.,y~ ~ , Iry - ~ f . . ~ _ ` ~L r ' : i 'eY.~, 'qty u~. ~.ti fir{, ,'r ; p,,'~} , . ~3 J 's ,E}A is 1 y (4Yj .JJf q•~It Jt~ N + ~ - ~4 A y y ~ .:f '~flr~,a- ;f,Aal+iY•~`,1~~' L "~Is`~~''# or. 1 a~tV: , ~bf+'Ii 1f f •'4. i:f J~ r~, .w`!li~d s.~ 4 AI approval of ann`exl~g applicant is se ~ g3T of Tigard 3.16 acres illto 18-lot BoulldaTieso ~ app xoval for an Sete has Preli4llla uth of subdivlslon•Bull IV~~untain Road9 so located °n ,View Terrace. AGENDA ITEM No. 10 Date: January 8, 2002 PUBLIC HEARING (LEGISLATIVE) TESTIMONY SIGN-UP SHEETS Please sign on the following page(s) if you wish to testify before City Council on: CONSIDER AN ORDINANCE ADOPTING THE TRANSPORTATION SYSTEM PLAN AND AMENDING THE COMPREHENSIVE PLAN Due to Time Constraints City Council May Impose A Time Limit on Testimony I:WDM\GREER\CCSIGNUP\PH TESTIMONY LEG.OOO AGENDA OTEM No. 10 PLEASE PRINT Pro onent - S eakin In Favor Opponent- S eakin A ainst Neutral Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. A t r,e- isfz s moon Name, Address & Phone Nc. Name, Address & Phone No. Name, Address & Phone No. Lys sr d /__3 Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. A L Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & one No. Name, Address & Phone No. Name, Address & Phone No. Name, Address & Phone No. CITY OF TIGARD Community Development Shaping A Better Communi y MEMORANDUM CITY OF TIGARD TO: Tigard City Council FROM: Julia Hajduk, Associate Planner DATE: January 8, 2002 SUBJECT: DLCD memo. Attached is a letter from DLCD regarding the Tigard Transportation System Plan. In the letter, DLCD states that the street widths shown in Figure 8-8 are not consistent with current Transportation Planning Rule (TPR) standards. Since the letter was drafted, staff has had several conversations with DLCD staff and determined that no changes are needed to the TSP. The issue of narrower street widths can be addressed through the development code amendments which will be prepared and processed in the Spring, 2002. DLCD staff will have an opportunity to participate in the upcoming code revisions that will incorporate TSP provisions into the City's land development code. 1:hpWju1ia/'TSP/cc DLCD response memo.doc 1/8/02 r F ,a l qon Department of Land Conservation & Development L 800 NE Oregon St. # I8 r&Q John A. Kitzha'xr, M.D., Governor Portland, OR 97232 (503) 731-4065 FAX (503) 731-4068 January 7, 2002 RECD JAN 0 8 2002 Ms. Julia Powell Hajduk Associate Planner City of Tigard 13125 SW Hall Boulevard Tigard, Oregon 97223 Re: City of Tigard Transportation System Plan Local File No: CPA 2000-00003; DLCD File No: 004-01 Julia: Thank you for the opportunity to review and comment on the City of Tigard's proposed comprehensive plan amendments to adopt a new Transportation System Plan (TSP). As you know, DLCD staff has provided you with some comments both of an advisory nature and regarding Transportation Planning Rule (TPR) compliance via email. Our innitial comments were provided in anticipation of the city's first scheduled hearing on this topic, February 5, 2001. On November 21, 2000 DLCD received a revised draft of the TSP and comprehensive plan amendments. Since this date, we have continued to work with you to guide the city's TSP towards compliance with the TPR. To this end, we appreciate receiving addition material that tracks the city's response to comments made during this planning process, as well as updates on recent revisions to the TSP and proposed plan amendments. We are pleased with Tigard staff's response to our informal comments and are confident that resulting amendments will strengthen the city's TSP. It is our understanding that Tigard's development code will be amended in the spring of 2002 to fully implement the TSP. As we have discussed previously with you, Tigard's TSP must comply with Section -0045 of the TPR before it can be acknowledged as fully complying with the TPR. It is our assessment that the matrix of outstanding TPR issues that you provided us on January 7, 2002 clearly indicates how the proposed plan meets the requirements of the TPR and what work remains incomplete. We look forward to working with Tigard as we continue to coordinate with city staff in anticipation of this future implementation phase. The one outstanding issue that we feel has not been adequately addressed pertains to Section -0045(7) which directs local governments to establish local street standards that minimize pavement width and total right of way width consistent with the needs of the facility. It is unclear from the draft TSP what assessment the city undertook to arrive at current local street standards. City of Tigard DLCD File No.: 004-01 1/7/02 Page 2 The Land Conservation and Development Commission recently has taken significant interest in how local governments plan local streets, particularly residential local streets. The Commission y appropriate neighborhood street and the Department led a collaborative effort to identif guidelines that meet the intent and purpose of the TPR. (These guidelines can be found in the publication Neighborhood Street Design Guidelines and an associated power point presentation, both of which can be accessed via DLCD's website, www.lcd.state.or.us, under Transportation and Growth Management publications.) The result of this work established for new residential streets a width standard of 28 feet, allowing parking on both sides and providing a planting strip and sidewalk within a 50 foot right of way, as a "safe harbor" for compliance with the TPR. A 32-foot street is appropriate for neighborhoods with higher densities, for neighborhood or sub- collector streets, and for emergency evacuation routes (see enclosed "Summary of Three Potential Scenarios," from Neighborhood Street Design Guidelines). Tigard's guidelines for local streets (Figure 8-8 of the draft TSP) are generally inconsistent with Section -0045(7) of the TPR. DLCD staff recommends that the city adopt "default" guidelines calling for residential streets of 20 feet in width with no parking, 23-24 feet with parking on one side only, and 28 feet with parking allowed on both sidesft Obviously, the city would want a mechanism to require larger streets where needed to support adjacent land uses, but these "default" standards should cover the majority of new residential development in Tigard. Please enter this letter into the record of proceedings. We would also appreciate a copy of any further changes to the proposed amendment and a copy of the final decision. I hope that these comments prove useful to the City of Tigard, its staff, and officials. If you have any questions please contact me at 503.731.4065, extension 25. Sincerely, Darci E. A. Rudzinski, AICP Portland Area Regional Representative cc: Sonya Kazen, ODOT Region 1 Lidwien Rahman, ODOT Region 1 Kim White, Metro Distribution: Cortright, French, Hinman, Oulman Summary of Three Potential Scenarios 28 Ft Street Parking on both sides a 7.p PLrkk:g Tavel Lane Pbrking p' { S-6' :Rnrtktg ~~in9) PlaMtn9~5.B;: 5ldsnalk Strip - 20• Stt 6W 1k Pavo mat i 62-66' Kight-of-aay' 24 Ft Street Parking on one side i 7-0' klrt9 WIVE. ~ 7$• ~ i 5klmvaik 5f+iP ~ Tit' ~Y Strip SlderalR Plnemont 4732' ' i e. Right-oFway 2® Ft Street No on-street parking allowed SWewalk OtriP 6Lrlp SWeaalk >e 42-40' : RlghfoFaay' 20 AGENDA ITEM # I FOR AGENDA OF January & 2002 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY ISSUE/AGENDA TITLE Transportation System Plan PREPARED BY: Julia Ha'duk - DEPT HEAD OK CITY MGR OK W " e ISSUE BEFORE THE COUNCIL Should the Council adopt the Transportation System Plan and Comprehensive Plan changes proposed? STAFF RECOMMENDATION Adopt the Transportation System Plan and Comprehensive Plan changes by adopting the attached Ordinance. INFORMATION SUMMARY The City of Tigard began updating the Transportation System Plan (TSP) several years ago. With the help of a 12 member Task Force made up of the Planning Commission and 3 citizens, agencies, staff and the consulting firm DKS, a draft TSP was produced. The draft TSP takes into account existing traffic conditions in Tigard, community needs and goals and the anticipated future demands on the transportation system. The draft TSP was presented to the Citizen Involvement Team on November 3, 2000 and at a public meeting with the Planning Commission and TSP Task Force members on December 4, 2000. The Planning Commission held a public hearing on February 5, 2001 to consider the draft TSP and proposed Comprehensive Plan changes. At the close of the hearing, the Planning Commission voted to recommend approval of the TSP and proposed Comprehensive Plan changes with modifications addressed in the TSP comment log. A work session was held with the City Council on March 20, 2001 to answer questions and address continents. A second work session was held November 20, 2001 to update the Council on the TSP and to inform the Council about changes that were made to the draft TSP to respond to Council's previous comments. Staff also briefed Council on potential impacts associated with the adoption of the TSP. Originally staff had planned on keeping a comment log to track changes which would be adopted with the draft TSP. On advice from the City Attorney's office, however, the consultant team went ahead and made all of the changes noted in the comment log so that Council can adopt the TSP as shown without having to refer to changes in the comment log. Staff has still provided the comment log for Council's reference and has created a new section for comments received after the updates were made (prior to November 20, 2001). The first section of the comment log and draft TSP have been updated to reflect the issues raised prior to the City Council work session on November 20, 2001. Attached is the proposed Ordinance, staff report, final draft TSP, proposed Comprehensive Plan changes and the comment log. OTHER ALTERNATIVES CONSIDERED Provide additional comments or changes to the TSP and/or Comprehensive Plan VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY Transportation and Traffic, Goal #2 - Improve traffic flow. ATTACHMENT LIST Attachment: 1 - Draft Ordinance adoptinc, the TSP and Comprehensive Plan. Exhibit: 1 - Staff Report Exhibit: 2 - Final Draft Transportation System Plan Exhibit: 3 - Proposed Comprehensive Plan changes Exhibit: 4 - Comment log with all comments and responses to date. 2 - Planning Commission minutes recommending adoption FISCAL NOTES N/A Hrplan/Julia/TSP/TSP adoption ais.doc Attachment 2 7i CITY OF TIGARD PLANNING COMMISSION Regular Meeting Minutes February 5, 2001 1. CALL TO ORDER President Wilson called the meeting to order at 7:30 p.m. The meeting was held in the Tigard Civic Center, Town Hall, at 13125 SW Hall Blvd. 2. ROLL CALL Commissioners Present: President Wilson; Commissioners Anderson, Mores, Munro, Olsen, Padgett, Scolar, Sutton, and Topp Staff Present: Dick Bewersdorff, Planning Manager; Nadine Smith, Planning Manager; Julia Hajduk, Associate Planner; Brian Rager, Development Review Engineer; Ed Wegner, Director of Public Works; John Roy, Property Manager; Matt Stine, Urban Forester; Steve Martin, Acting Parks Supervisor; Jerree Gaynor, Planning Commission Secretary 3. APPROVE MEETING MINUTES Commissioner Padgett moved and Commissioner Mores seconded the motion to approve the November 6, 2000, meeting minutes as submitted. A voice vote was taken and the motion passed by a vote of 3-0. Commissioners Munro, Olsen, Scolar, and Sutton abstained. Commissioners Anderson and Topp arrived after the vote was taken. 4. ELECTION OF OFFICERS Commissioner Padgett nominated Nick Wilson for President of the Planning Commission. Commissioner Scolar seconded the nomination. A voice vote was taken and the nomination passed unanimously. Commissioner Olsen nominated Mark Padgett for Vice-President of the Planning Commission. Commissioner Anderson seconded the nomination. A voice vote was taken and the nomination passed unanimously. 5. PLANNING COMMISSION COMMUNICATIONS PARKS PLANNING UPDATE Ed Wegner and John Roy provided an update on parks planning. They gave a PowerPoint presentation (Exhibit A) to highlight the various park and trail projects in the City. Matt Stine provided information on tree planting in the City and noted the City's interest in becoming a "Tree City USA." He also reported that the City will be forming a tree board and would like a Commissioner to serve on the board. Commissioner Olsen asked how the City goes about acquiring new property for parks considering the significant amount of current development, and if there are any plans for additional parks in the Bull Mountain area. Mr. Wegner advised that negotiations with landowners for green spaces have been ongoing for the past several years. In the Bull Mountain area, whenever the City makes an offer to a landowner, developers come in and make substantially larger offers. In most cases the property owner PLANNING COMMISSION MEETING MINUTES - February 5, 2001 - Page I accepts the developer's higher offer. They are working with the school district to acquire land close to the proposed school site. There has been acquisition of some property at the top of Bull Mountain for open space and natural parks. Mr. Wegner also explained that United Sewerage Agency purchased the) somas Dairy Farm and, in cooperation with the City's Cook Park Master Plan, USA has done some plantings and will be doing more, as well as development of wetlands. Commissioner Anderson asked about plans for trails and for a permanent dog park. Mr. Wegner briefly described the planned phases for parks and trails. Mr. Roy discussed the various issues and difficulties involved in locating a permanent dog park. Ash Creek Park is designated as a temporary dog park until the City identifies some other use for that property. A committee is working on finding other locations for temporary and permanent sites for a dog park. Commissioner Scolar inquired about the status of pedestrian improvements to the railroad bridge over the Tualatin River. Mr. Wegner advised that right now it is a very active bridge. The Cities of Tigard and Tualatin have done a joint study and plan which includes construction of a pedestrian bridge. It is a planned project, but the cost of constructing the improvement is very high and there is currently no funding for it. President Wilson asked about the status of the Summer Lake water quality issue. The Commissioners were advised that a task force set up by the City Council is working on it and a consultant has been hired. They have not been able to reach a consensus on several scenarios presented over the last year. Solutions discussed include building a channel to the south, piping water underneath the lake, leaving the dam in place versus removal, drainage, and adding islands to lower the water level. It is generally agreed that an open channel would work the best, but there is a minority opinion for retaining the lake as it is. The matter will go to the City Council in March. There is agreement that there is not enough scientific data. They are studying what effects the Endangered Species Act will have on any proposal, as well as other issues to be resolved through working with the consultant. Commissioner Olsen expressed concern regarding conservation of trees in the area. Mr. Stine said there are plans for planting a lot of native species. Urban plantings will be done in areas where native species do not survive well or are not appropriate to the surroundings, such as for street streets and parking areas. Native plantings will mainly be in park and greenway areas. A development plan to conserve trees and the protection of existing trees during construction is a priority. Dick Bewersdorff pointed out that unfortunately a lot of trees will probably be relocated or removed for the right-of-way. Mr. Stine stated that he will be very involved with the planning and construction in order to save as many trees as possible. NOTE: AGENDA ITEM #6.2 At Dick Bewersdorffs request, Agenda Item #6.2 was taken out of order. He noted that the applicant requests a continuance and has agreed to extend the 120-day rule. He would like the item to be heard at the March 5t' Planning Commission meeting. PLANNING COMMISSION MEETING MINUTES - Fcbruary 5, 2001 - Page 2 Commissioner Padgett moved to postpone item 6.2 to March 5t', at the request of the applicant, noting that the applicant has also agreed to extend the 120-day rule. Commissioner Olsen seconded the motion. A voice vote was taken and the motion passed by a vote of 8-0. Commissioner Topp abstained. PLANNING COMMISSION TRAINING NEEDS A joint meeting will be held with the City Council to address items of concern to the Planning Commission. Discussion was held on suggested agenda items: 1) transportation issues and funding, including forming a new task force; 2) the Parks and Recreation District; 3) issues and concerns about a dependable water ::.)urce; 4) the Council's concept of the Commission's role in the Comprehensive Plan change process, including whether or not factors such as economic development/criteria should be considered by the Commission or if decisions should be strictly land-use based; 5) plans for commuter rail; 6) whether the City is pursuing funds promised by ODOT as part of the Hwy. 99W corridor study; and, 6) issues regarding the Commission's role in the future, the Commission's decision-making ability, and information regarding staffs application of the revised code. 6. PUBLIC HEARINGS 6.1 COMPREHENSIVE PLAN AMENDMENT (CPA) 2000-00003 TIGARD TRANSPORTATION SYSTEM PLAN The City of Tigard is requesting to amend the City's Public Facilities Plan, Comprehensive Plan and Comprehensive Plan Map to incorporate a master transportation plan for the next twenty years. LOCATION: Citywide ZONE: N/A APPLICABLE REVIEW CRITERIA: Community Development Code 18.390.020; 18.390.060; Comprehensive Plan Volume 1, Public Facilities & Services and Transportation, Comprehensive Plan Volume II, Chapter 8; Statewide Planning Goals 1,11 and 12. STAFF REPORT Julia Hajduk gave an overview of the staff report on behalf of the City. Staff recommends forwarding a recommendation to the City Council for approval of the Transportation System Plan (TSP), with changes as noted in the comment log and the proposed Comprehensive Plan changes. The comment log contains a summary of comments received and staffs responses. In some instances the comments result in a response from staff maintaining that the TSP will be amended. It is therefore a critical part of the recommendation, as it must be adopted with the TSP in order to ensure that changes contained in the comment log are incorporated into the final TSP. Because of this, the Commission needs to be advised of some changes in the comment log. Discussion and staff explanation addressing Commissioner's questions regarding #34, #37, and #42 were resolved as set forth below. #31 - The TSP will show Atlanta Street on the Tigard Triangle #33 - The required minimum turn lane width is 12', with exceptions for a smaller turn lane #34 - Parking lanes should be 8' #37 - 1' gap will be removed PLANNING COMMISSION MEETING MINUTES - February 5, 2001 - Page 3 MA #42 - Brian Rager stated that Tualatin Valley Fire & Rescue has said they will allow 15' between the median and the curb for a short distance. A mountable curb is allowable on one side, preferably for the median only. All other changes contained in the comment log are clerical in nature. Comments contained in a letter from the City of Lake Oswego were addressed and no changes are proposed. Ms. Hajduk advised that she received an e-mail message from the Department of Land Conservation asking that a schedule of future ac`ions be adopted showing full compliance with the Transportation Planning Rule and recommending adoption of an interim policy making it clear that provisions of the TSP will comply directly with the TPR. Staff is not prepared to commit to a schedule or adopt interim provisions at this time, as there has not been an opportunity to review the issues. Staff will be looking into it further prior to the Council meeting and will have a prepared response to present to the City Council. Staff asks for a recommendation of the TSP, comment log and Comprehensive Plan Changes in spite of this unresolved issue because it does not prevent compliance with the requirements of the DLCD. Nadine Smith stated it is her understanding that the requirements of the Transportation Planning Rule are incorporated into the code rewrite and they believe it is in compliance. Randy McCourt, of DKS Consulting, said he believes the intent of the DLCD is to ensure compliance with a TPR land use development code level of service section. Much of that section has already been addressed. Ms. Hajduk said she spoke with the DLCD and her understanding is they just want an adopted schedule, showing when full compliance with the TPR will be met, but staff is not prepared to do that at this time. A discussion was held regarding comment #36 and the pros and cons of setback sidewalks versus curb-tight sidewalks. The intent of the task force was not to preclude curb-tight sidewalks, but that setback sidewalks were preferable. Exceptions can be provided for where appropriate. PUBLIC TESTIMONY None j PUBLIC HEARING CLOSED Commissioner Padgett moved to recommend approval to the City Council for adoption of Comprehensive Plan Amendment (CPA) 2000-00003 and the Tigard Transportation System Plan, with changes as noted in the Comment Log and including additional changes discussed above, and the proposed Comprehensive Plan changes, based on the finding that all relevant criteria are satisfied. Commissioner Anderson seconded the motion. A voice vote was taken the motion passed unanimously. PLANNING COMMISSION MEETING MINUTES - February 5, 2001 - Page 4 A 6.2 SUBDIVISION (SUB) 2000-00007/PLANNED DEVELOPMENT REVIEW (PDR) 2000- 00005/SENSITIVE LANDS REVIEW (SLR) 2000-00012 DRAFT PLACE TOWNHOMES PROPOSAL: Proposed new construction on a 1.1 acre lot of 21 attached single- family dwelling units each on separate lots, with an average lot size of 1,480 square feet, within a Subdivision with Planned Development. The application also includes a Type II Sensitive Lands Review due to steep slopes. LOCATION: 12765 SW Kraft • Place; WCTM 2S105AD, Tax Lot 6600. The project site is generally located south of SW Barrows Road and east of SW Menlor Lane. COMPREHENSIVE PLAN DESIGNATION: Medium-High Density Residential. ZONE: Multiple-Family Residential, 25 Units Per Acre; R-25. The R-25 zoning district is designed to accommodate existing housing of all types and new attached single-family and multi- family housing units at a minimum lot size of 1,480 square feet. APPLICABLE REVIEW CRITERIA: Community Development Code Chapters 18.350, 18.390, 18.430, 18.510, 18.705, 18.715, 18.720, 18.725, 18.730, 18.745, 18.765, 18.775, 18.780, 18.790, 18.795 and 18.810. REQUEST FOR CONTINUANCE See note above. 7. OTHER BUSINESS Another suggestion for discussion with City Council at the February 20th joint meeting was an update on the current thinking on the annexation policy. 8. ADJOURNMENT The meeting adjourned at 9:07 p.m. rree ynor, P nnmg ommission Secretary ATTEST/ President Nick Wi n PLANNING COMMISSION MEETING MINUTES - February 5, 2001 - Page 5 ent Log esporlses on Draft T,-)r- Draft T$P omments and R Tigard ofpUj)lic & Ag ceived before the umr"ary re men$s received s menu 92/03/01 n , including c~mand at the CRY repre con' $ I®g sents ceet.~ g nary 512 ® he bra T the commen ®rksess~cn m l=ebr en made to $ s1 his ® cil'~ earing on This sect 0 2001 city C~~SSBen public h Changes have be Noyember 2 cam m } 2001 - the Plann°ng on march 20 section- rovtlofthedraft for itr►h $ during session $s in this -51 ncil WQ►rk C~mmen • • 99w Pages ives throng fthons for ~,(~u ®nse to the eTSPoutlines$everal al ternatig 30 ves Tecomrr► a e8-35. operation on Ohe Issues, alternatives a ndare listed on i re~.+p ed _ what are the federal s doom c describe recorrnuendations ect involving 99 P a ORE w seem TSP Sev en is a complex sub} wide levieslT IF • to improving • ORE 99w • funding state funds, county deficiency 1113!00 options ortation points out the CIT Tonal allocations, P clearly p re demand. Steps ties 1 work - will i, be Transp sources, reg The draft TS hest riori plan funding and local sources. sources to sustain fu h. hig entally to fund and work How will the p ent fundi ng sou ental? of the curr be taken increm of the draftTSP) in Chap Tonal and local sources of funds. 1113104 increu' will have to ter 11 eet the 2 first {as outlined will be necessary to m CIT cooperatively r g state, Ile levels the draft TSP. ice levels defined in art of the draft TSP a Increased funat seN Road. Asp Road would forecast needs on Durham Durham vement. are allowedhas been developed 2 percent Road? Are Trucks h truck neap deliveries but not through tr~rC1, mo urham twoug along showed about l- p cks m consistently ercent in the Nm Peak trucks are on I) allow tlu 1994 and 1991 and about 5 P 1113104 Ithe many Counts in k period an fans to 3 they allowed? tucks in the PM PC o City p "Sp and there are n bring this issue UP CIT eriod included in the may, however, his is not Citizens ect su estions. ect. fundin to of intersection e sharp curVeS Complete this packs for C11) correct th when the Ci 20 shows the location Is there a prO3ect to Road? and Fi ure 8- 1113100 on Bull mouatan, Table 8-8 rovements are 12103101 4 CIT es of intersection im What 1v31oa tlo9•do page 1 I:~LRP~Mlulia~TSP~-'iSP Gommenc 5 CiT TSP Comment Log Tigard pr aft Ow of Ti9 being done and when? improvements. This will be the starting list that will be prioritized as funding sources are developed. Most of these projects will be funded through regional, county and local funding sources over the next 20 ears. 6 CIT 11/3/00 Are local streets planned west of 150'", south Yes, however; because most of this area remains undeveloped, of Bull Mountain Road? specific street locations were not identified on the plan. The key strategy in this area identified in the draft TSP is for access management to preserve the operational integrity of key arterial (Beef Bend) and collectors (150'") in the area. Any new development in this area will be required to provide streets with connectivity that meets the standards of the Tigard Development Code and addresses the policies of the Comprehensive Plan. 7 Roel Lundquist, City 11/7/00 Three Planned CIP projects (page 842) widen The future travel forecasts show the demand and need for five Administrator the roads to 5 lanes with the exception of the lanes between Durham Road and the I-5 Carman Drive City of Durham Durham Road section between UBFR and interchange (which is why a major realignment is proposed to Via letter 72"d. If people traveling east on Durham Rd. service demand in that area). There are three routes for traffic, to wanted to go south to I-5 or the potential new spread out on going south from Durham - Durham itself, 72"d and development on the quarry site, I would think Upper Booties Ferry Road. The arterial route is to the regional extending the 5 lanes on Durham would be freeway interchange (as determined in the capacity analysis and beneficial. Also, having this section travel forecasts). Other arterials (72"d and Upper Boones Ferry designated as a Collector (Figure 8-3) does Road) service the interchange to the south. Durham east of Upper not follow the definition listed in page 8-2; Boones Ferry Road only serves to collect traffic in the adjacent feels it goes beyond a citywide circulation business park, which is why it is designated a collector. function and is a Minor Arterial. 8 Roel Lundquist, City 11/7/00 Area from Carmen Drive to Bridgeport needs The draft TSP outlines the need improvements in the next twenty Administrator to be viewed as a special area since years for this area in Tigard. City of Durham development of the quarry site is anticipated. Via letter Widening 72nd to 5 lanes would provide some mitigation of this existing bottleneck. 9 Roel Lundquist, City 11/7/00 TSP is not consistent in how it shows 72"d. Figure 8-11 will be edited to make it consistent with Figure 8-19 Administrator Figure 8-11 has it listed for 2/3 lands between and Tables 8-7 and 8-8 (five lanes). City of Durham Bonita and Bridgeport. Figure 8-19 shows Via letter roadway widening to 5 lanes for most of 72nd but stops just south of the Carmen Intersection. 10 Roel Lundquist, City 11/7/00 Questions assumptions that 72"d would be 72nd serves a wide range of traffic ranging from fronting industrial Administrator serving "mostly local traffic". land access to district circulation to key citywide/subarea north- City of Durham south capacity. In the future, 72"d serves all three of these Via letter functions. 11 Rod Lundquist, City 11/7/00 There are 2 conflicting options for the See no. 9 above. Administrator Durham Road/UBFR intersection. Can not Tigard Draft TSP Comment Log Page 2 12/03/01 City of Tigard I:\LRPLMJuIia\TSP\TSP Comment Log.doc City of Durham comment without more detail. Via letter 12 Roel Lundquist, City 11/7/00 Quarry site should be factored into the 72"d, The regional travel forecasts include housing and employment for Administrator UBFR and Durham Road option analysis the future (2020). The regional land use data does not specifically City of Durham identify site developments, but incorporates increases in Via letter households and employment. The future forecast has several hundred employees and households in that area, increasing from the base existing conditions. 13 Roel Lundquist, City 11/7/00 Signage at the 72nd/UBFR intersection to The realignment of Durham Road in the draft TSP will address the Administrator indicate 72"d would be the most direct route to route to I-5 issue. In the short term, coordination with Tigard and City of Durham the I-5/Bridgeport interchange may help the ODOT staff to modify signing in this area is possible through Via letter performance of the 72"d/Durham Road maintenance activities. intersection 14 Roel Lundquist, City 11/7/00 While option to realign the UBFR/Durham The impact to the business park in the area east of Upper Boones Administrator intersection so that Durham would be a Ferry Road would be significant and with little capacity benefits. City of Durham continuous route to Carmen (figure 8-46) is That is why the Durham/Carman realignment is recommended in Via letter interesting, it seems more feasible to proceed this location. with the 5 lane improvements that are also listed as an option. 15 Roel Lundquist, City 11/7/00 Would like more information on the extension The 2020 projections for this crossing are between 15,000 and Administrator of Hall to Tualatin. If feasible, it would 20,000 vehicles per day. It does provide significant circulation City of Durham provide another north/south route that would and capacity enhancement between Tigard and Tualatin, reducing Via letter alleviate some of the traffic pressures on the need to wide Upper Boones Ferry Road. UBFR. ' 16 Alexander Craghead 11/27/00 TSP seems to focus too much on widening Freeway system improvements are a key element of the overall via letter roads to solve the capacity issue. Feels that strategy to balance the future needs, capacity and service Improvements to the freeway system would standards for Tigard. Pages 8-33 through 8-35 of the draft TSP go a long way to solving Tigard's traffic specifically mention the need for the freeway improvements. problems However, freeway improvements by themselves will not alleviate the need for other motor vehicle improvements in Tigard. The draft TSP outlines the balance between all the modes of transportation improvements that would be necessary to meet Ti ard's future needs. 17 Alexander Craghead 11/27/00 Heavy emphasis on capacity erodes Improvements to Hall Boulevard at these locations are part of the via letter effectiveness in safety and flow improvements identified in the draft TSP. The reason capacity improvements. Questions the safety of the improvements outweigh the other modes is the cost to implement Hall/Commercial and O'Mara/Hall these improvements. This is balanced by the motor vehicle intersections due to heavy foot traffic and the system's function that services over 90 percent of the trip making fact that darkness factor during evening rush in Tigard. Improvements to each mode of transportation are hour. TSP does not address this. Concern outlined and summarized in Chapters 1 and 11 of the draft TSP. that capacity improvements far outweigh Tigard Draft TSP Comment Log Page 3 12/03/01 City of Tigard I:\LRPLN\Julia\TSP\TSP Comment Log.doc IIHNNOW uality of life. in lower 4rovements by and transit imptovemenIs in the ravelde l ay also a result i needs and improvements needs for connectivity Congestion and t inially meets TSP The draft TSP balances the a improvement lead to greater caminuni the Citye roads to g the citizens of t setting a service standard th the desire to minim 11127100 Wider at peak times with siveness betty acts • initiatives and actions 18 Alexander Craghead divi mobility via letter costs and im resented in the Funding will be addressed t pu e al~~ i al efforts to meet p costly adoption of the ects listed are very following a extent and nature Of Concern that the prol TSP outline th 11127100 and the alternative of list reduce ublic future to needs. sees Alexander Crag rejected as "not in p 19 head have been the additional via letter „ Does not in th funding the capacity and interest to aid in a in the otor vehicle "schemes" oudined all the nr et b simFty widening Does not feel that these ar eut noted. HO`ve mature cannot be m y ft TSP dra pro3ects. Comm noted in the best interest of the Ci circulation needs ofe improvements in unproveinen~ osal: widening Projects system* entally, resulting ore complex 11121100 Prop albs and the freeway. with m head bike p will be implemented first due to costs) Alexander Crag o Reduce most five and intersect1°n All the 20 to three lanes, wi pons would be made in being made at inters later 'Numerous TSP (Table 8-8) via letter Excep projects being underta Tigard. sidewalks. na Avenue related a outlined in e needs result in the case of the 72 ouch Avenue improvements ar act to address futur will Vements being widenings anin ng~h the primary and to impTOVements collts of this y rovement strategy and other imFTO widening, route from Port1 Removing elements of g pion} or cost effective. surface through impact to other that may n not be as operationally Tualatin. projects to 2 lanes' necessary Reduce most 3 lane ewalks on at least plus bike paw ects for one side e 7 lane widening prof Eliminate th 99`N and Scholl's i vements to I-S and to Beep planned imp 217 and III of the I-51217 Fund phases II an interchange pro3ect for a greater a Utilize freed up fuiiding scope of intersection realignments, and s. alizations to improve redesigns, an I and flow Ong, safety projects over Prioritize connectivity capacity Projects. ate controversial p103ee~ and o Etinini will be difficult to TO ects that 12103101 V ilia\TSP\TSP Comment Lo4•d0° Page 4 :\LRPLN\~ Draft 7SP Comment Log and irig , of Tigard ity implement, such as the Walnut extension to Ash and the Wall Street extension to Hall • Higher prioritization of Commuter Rail • More serious consideration to a full scale intro-city transit system to better serve oats and policies of the TSP and capacity. internal trans ortation needs. The objectives outlined in the g modes connectivity develo a balanced approach to , you make a street easier to get to and drive 21 Public meeting on, won't more people want to drive on it. Addressing these together as a system suits in grater use of all the additional 12/4/00 if mode and more options. In many opposite reduce the impact connectivity outlinad3a onrseveralrout aimed result - balancing to an one street. s TSPs. There are many This improvement is in both City' 1214/00 Did the City work with Beaverton regarding environmental issues to work out and it may take several years to 22 Public meeting extending Murray Blvd? address the s 'cific environmental and fundin details. 12/4/00 Are you certain Western By-pass won't work? It would allow Tira dreThe approach being taken ismore toward 23 building more freeways e thought that about 217 and look at it now. traffic Public meeting management of existing system instead of en the existing understanding of growth in the next 20 Years- 9 iv growth boundary could change Significant changes to the urban uess where this understanding, but it is speculative at this time to g ~ next 20 to those chap es ma occur n h in thisarea. 5 it serv es as a collector Bonita Road is the key li age This designation is Assistant 12/4100 Given the general level of congestion, route between Tigard and Lake sw cause ego. Bonita does not serve a 24 Tom Coffee, function and types of land uses between Hall consistent with the Metro RTP. Be regional function in terms of what is connects, it does not meet the City Manager Blvd and Bangy Road, both Tigard and Lake city of Lake Oswego Oswego may want to consider future criteria of an arterial designation. Via letter designation of this corridor as a Minor Arterial. The difference stems from the uses, function and connectivity regional Carman and Durham in Tigard. The connectivity stant 12/4/00 Carmen drive has a different or) thananion in e and 72"d Avenue defines the function of Carmen Lake Oswego Collector) highway syst m 25 Tom Coffee, Assi (Major City Manager Tigard (Arterial Truck Route) Durham in Tigard. This designation is consistent with Metro City of Lake Oswego RTP desi nations. Via letter Roosevelt is in the City of Lake Oswego and does not meet the interchang Concern that the proposed intersection access spacing s Parkway tandardwould fall into h e area is 26 Tom Coffee, Assistant 12!4100 improvements at Carmen and 1-5 will impact ODOOT prescribed feet). In Tigard, Sequoia access points, these City manager the intersection of Roosevelt and Carmen same condition. As pre-existing ent occur, city of Lake Oswego ODOT's new ORS for access will remain. Over time, should major redevelopm, Via letter Drive due to spacing. ODOT ma desire to coordinate with the cities to im rove the 12/03101 Tigard Draft TSP Comment Log page 5 1.\t_Rpl_NUufia\TSP\TSp comment tog.doc City of Tigard access spacing in this area should condition provide the .2pportunity. 27 Brian Rager, City of 11/29/00 Figure 8-3: The new street configuration has been reflected in the updated Tigard Development revise the configuration of 132"d at Walnut. mapping of Figure 8-3 for this street. The amended figure 8-3 is Review Engineer This should not be a neighborhood route. SW attached 132d was realigned and renamed to be a part of SW Greenfield drive, and now intersects with SW Gaarde. SW Greenfield should be the neighborhood route. 28 Brian Rager, City of 11/29/00 The proposed connection between SW Gaarde Existing stub streets and right-of-way exist for this connection. It Tigard Development and the southerly portion of SW Greenfield is not likely that this connection will be given priority over several Review Engineer looks unrealistic due to the large drainage other significant improvements needed in Tigard. This condition ravine. will be presented specifically to the Planning Commission for their recommendation. 29 Briars Rager, City of 11/29/00 Given the topography, SW 133`d north of Existing right-of-way exists for this roadway. Depending upon Tigard Development Beef Bend is really not realistic. This should site development of adjacent lands, a roadway could be built in Review Engineer be looked at again this locations (as part of development access needs) but it is likely to be built with road standards sensitive to its hillside setting. 30 Brian Rager, City of 11/29/00 The Woodhue, 14151 avenue and the Peachtree Figure 8-3 has been revised to reflect the finished street locations. Tigard Development avenue connections are now finished The amended figure 8-3 is attached Review Engineer 31 Brian Rager, City of 11/29/00 Why are they not showing the SW Atlanta The Tigard Triangle plan is not being amended. All TSP maps Tigard Development connection over to Dartmouth? If this is will be amended to reflect Atlanta as shown on the Triangle Plan. Review Engineer going away, the Tigard Triangle Plan will This connection was shown in the TSP local connector maps, but need to be revised as well. will in be included in the functional classification maps (consistent with the Triangle study). 32 Brian Rager, City of 11/29/00 Royalty Parkway, east of 99W shculd be part The amended Figure 8-3 (attached) reflects the finished street Tigard Development of a neighborhood route. locations, with Royalty Parkway as a neighborhood route. Review Engineer 33 Brian Rager, City of 11/29/00 Page 8-13, Table 8-2: The table will be changed to show that the minimum turn lane Tigard Development Turn lanes should be a minimum of 12 feet width is 12 feet with a foot note that will state: "In constrained Review Engineer wide on collectors and arterials. conditions on collectors, neighborhood and local routes, a minimum width of 10 feet may be considered (except on bus routes)" 34 Brian Rager, City of 11/29/00 I think 6 feet is too narrow for parking lanes. Parking lanes should be planned for 8 feet. The 6 foot designation Tigard Development The City has been going with 8 feet for some was listed only for the 32 foot street where the removal of two 8 Review Engineer time now. foot parking lane areas leaves less than 20 feet for traveled way. Current City standards call for 32 feet of right of way with 8 foot travel lanes, therefore staff agrees that it would be misleading to state the parking lane width is 6 feet when in all reality, 8 feet would still be required. A footnote is suggested under Table 8-2 Tigard Draft TSP Comment Log Page 6 12/03/01 City of Tigard I:\LRPLN\Julia\TSP\TSP Comment Log.doc maul I "For 32 foot wide streets= the City on page 8`13 which states there will not be 20 feet of to P gntzes that in some instances, icwilt be avement' u n o b s t r u c t e d o r e nter rum lanes. Ch "Medians' to tent is for medians andl entby changing TSPlane" ed in the table. an d The clarified ~ed in the final docum dians should be defm F gace 8-5 Medians or center rum specifically wan ted to have byetheck Me lanes? t ittee sp they the of 11129,00 simply left turn T'he TSP task force comtn The direction of to im 1 this therefore this is a decision . t rn st be where 3 pt in cases ment others seem sidewalks, a strip exce 5 Brian Ra evelop city Tigard D ed to show the ssion and City Couu abed a design ineer 1]129,00 Figure 8-8 Planning Co feature req b ti ht Task force ental or topographic was discussed in Review En The diagrams should be changed er, City Of n to have a cur ' gthe n rott> chide a lan sG its issue eeting• The 3b Brian Rag merit Ty ?,CAL sect( lauted behind physical , ht conditions. ission m Tigard Develop trees p e the deviation to curb rig ineer sidewalk, with ~s is because e 2.5-Qt Planning art Of the task force indicatat if Review Eng sidewalk. The reason for th_ atd local streets more detail at th who were p were concerned ority of Tig I think mtssion et them. overwhelming mal configuration.Ianter Planning Cornwas for aesthetics ande would not g built to this to a p that the concern ssion are already in shifting wire setback sidewalks Planning C°mmr the trees behind" they did not require in more detail, the requirement to we ate too late to beg strip configuration. Also, ore flexible on ort of changing setback us to be m After discussing were in supthe option to go With configuration allow or instance, we have indicated that they nt. The width. curb tight with people having ed . the final TSP docume e ROW the street tree s to be placed within a chang'n th allowed th outside of the PO sidewalks. This w l s attached. ent' amended figure 8' etiorJutility "landscape easem wide street, with provide and to S you c°uld e a32 de and only have a 42 was to have a contra on both The intent of the 1 foot road gap work needed to en ineecing sidewalks etha s d nt the event be done space in on conversations With th g wide ROW a st ewalk easeme vide eno g ties. Based The ]-foot wide g P what we do flexibility for utilt the between would no P romd, ]foot wide it1 would add an 29,00 eeied and e ROW line is outsidleoer confusing staff, a 1 foot wide easement of and th ction was With this in m Ra et, City now and ow in with the 37 Bn aan xd Development would thr Tig Besides, if we do away es moot. But the even that cons the cross section schemeS• ineer element. this becom a lanter additional level oved from n e Review Sng scenario, o with P a will be temo LO curb e strips. Th curb I lanter strip ecides tog ht-of-waY for a 32 fO foot ]ands p street COaitional P 1-foot a and 4 even if the City d A 50 foot rig daft TSP was for an ad there is no need for the , stri at they want to in el clude a five foot sidewalk one foot lazget Sven if the City decided th o a 3 % to 4 3.5 feet Iconstniction easement area and a lanter strip seenari ' edby addition foot al four utilityfeet shown m e would leaveonly 11129100 g shift to a P , City of is adequate as confine one e smP,the 4 foot strip er ate 38 BnanRag merit wide phanter strip We should try t° landscap inch curb • dscape strips Tigard Develop , Urban Forester. 50 foot ROW out the b the City s larger than a subtractin Fi are $'9 Review Engu1eer avoid taking any Table 8-2 will be edited o indicate that andscape snips ited for table says that neighborhood sheets as noted in g „ tantable requ 11,29100 The "criteria to conflict with uired his seems City of are required. in they ate not req 39 Britian Rage1= merit 8.2, where we ate say g Therefore, why Tigard Develop for neighborhood streo 'locals, but not on Review Engineer t them would we wan ? M vats is to sta 1203101 nei hbothood streets Page 7 comment Lo9•d0C t.\LRPLt~~lulia\TSP\TSP atd Draft TS? CammEnt Log Tig PTO = T rMatx. City of Tigard Ems Nor onse to comment #36 above. onbothlocals and away from them see resp streets. Ianter strips in a nei hbo1 00 lam about p out of their people comp step grass, 11129100 hhOrhoodbecause thenY~es in soggy g Rager, City of neig eir Wit het order car and sink u es m e sens e one criteria table Of Figure the dimension 40 Bri aLd Development erials, where crite rig sneer The stn F m ollectors and ad traffic IS ent # 34 above. treet parking Review Fug streets, hke and pedestrian See response t ended to state that the on- shed. het speeds are hig king g-8 is atta the On-street Pal g will be~he amended figure h er table, hi . void is 8 feet. e criteria constant value x 11129100 Under th set at a adds to Staff s BrianRageC,City of shou►dbe it only , with went ranges at all costs. " ha99 Not many 41 and Develop grief when we have to een the 'Tig ir►eer 6 f Cab to their cars when fey e if 15 feet bet~vey still are Review Eng developers. cat is &R to deterfrun people hug thevet passingbY a packed car- ctT fact acceptable. Assumh?o and City park, and a close to the asked Staff wiland the cu=b is u1 the plamting Commt lane issue in to hu median table curb, e pas king Policy not oin the notes W e do NOT allow asking for TnO"n the decision (lute th current City egarding can • ° there. il must make er to be consistent vvt&R to tb able of 11129100 Regarding does NoLe #1 m of wish to g Counc wheth or to follow o een to City table cu=bs and do T' Median, a) ent #34) °f table curbs had n were 42 BTU evelopment m°'m talking about a Center X ept for very co t require Mo require them. Leport and attachment and Tigard D sneer If there diem on locals, we did, 19 endations and a the staff the ublic hearing t have recomm &R at the Urn ation at th P wtll inform ountable curb note Review Eng we don Lances 15 and b feet ) has been even if acceptable contact will provide the raze ciTCU`t's, however, we eeable, m here. due, if TVFR is agr feet is p.. W e need some clarity attec. Oil this o ed• ere are not 2 to `TAR' be rem deleted since th illbe provided. entence of note #2 wthe cross sections wTOngbeuse options given f°T sidewalks Che last s in on for curb width is additional. inNote #2 is Me l a s t s e n t e n c e o n l y o n e s s note should to reflect the 11129100 tth drawings show modified 43 Brian Raget, City of sidewalk and planter strip- Zhis note willbe t with iigardDevelopmerit accordin 1 ' consisten En sneer be altered wrong t°T at least in ave a curb Review g Note #3 is because when we h deleted. 5 full feet for the willbe 111:'.9100 we do) ' we require note BnanRa`ger, Ciment wtihghat t sidewalk DITION to the curb- ent #37, th's Based on the discussion in comet 44 Tigard Develop sidewalk IN cruelly have 5.5 feet Of Review Engineer the curb. 'CiierefoTe„YOU. udin tebecause cura "concrete9 Note #6 is not ac1 even if 12103!01 Figure 8- T icall have a 1 a 11129100 we re 8 45 Briar►Raget, C'Ty of Ti acdDevelo meT►t page $ CommentL09.doc I:U.RPLM.lulia~T8P1SSP i't TSP Comment Log Tigard )raft City ol-f'%gard i Review Engineer we have a sidewalk separated from the curb. This is not needed. 46 Brian Rager, City of 11/29/00 Figure 8-10: Arterial Collector This will be changed in the final TSP document. Tigard Development I suggest the title be changed to say "Collector Review Engineer and Arterial Sample Street.......", for clarity. Someone may ask what an "arterial collector" is. 47 Brian Rager, City of 11/29/00 Page 8-20: In second paragraph the reference The final TSP will refer to the City of Tigard "Public Tigard Development should be City of Tigard "Public Improvement Design Standards" instead of the "Standard Review Engineer Improvement Design Standards". Specifications for Public Works construction" that is referred to in the draft. 48 Brian Rager, City of 11/29/00 Figure 8-16: The map il'. be revised to reflect existing streets constructed and Tigard Development Add connection for Walnut Lane (north of to shoxv a connection in the area of Walnut Lane, north of Fem. Review Engineer Fern) 49 Brian Rager, City of 11/29/00 Revise map to reflect what is now built in The map will be revised to reflect existing streets that have been Tigard Development Quail Hollow East and West. constructed. Review Engineer The Peachtree connection down at Beef Bend Road is now completed. 50 Brian Rager, City of 11/29/00 Page 8-55, 56: Access Management Staff will have to come back at a later to date to propose revisions Tigard Development I am glad to see this section in here. I support to the development code to reflect the standards being developed Review Engineer the City adopting access management in the TSP and Comprehensive Plan. At that time, additional standards. What we have now is very weak. attention can be given to the specific standards and whether o However, we may want to look at the County exceptions are appropriate to be written into the code or if and ODOT standards to make sure we are not variances are the action needed. The ODOT Highway Plan setting our Staff up for multiple variance spacing standards will apply to ORE 99W (530 - 740 feet), Hall requests. I say this because I OFTEN see Boulevard (400 - 475 feet) and streets/driveways within 1,320 feet projects not meeting WACO or ODOT of IDRE 217 or I-5 interchanges. For Washington County roads spacing standards, only to see the applicants access spacing standards would be 1,000 feet for major arterials, drag through a variance process. Often the 600 feet for minor arterials and 150 feet for major collectors. The developers are eventually granted the access, spacing standards outlined in the TSP would apply for City streets but it takes a lot of time. There should be 1,000 feet maximum/600 feet minimum for arterials and 400 feet very clear criteria for being granted a variance maximum/200 feet minimum for collectors. The maximum and to the spacing standard, to assist Staff in minimum standards balance safety needs and connectivity needs. reviewing the requests. Additionally, two other standards are recommended. First, a restriction of direct access of new single family units on arterials and collectors (this would incur ........ception process that addresses safety and neighborhood traf.:c management needs). Second, an access report with new land development that requires Tigard Draft TSP Comment Log Page 9 12/03/01 City of Tigard I:\LRPLt4\Ju1ia\TSP\TSP Comment Log.doc n of their driveways and stre eets are safe DOWN imo~ ts to verify designeeds, g ht distance the City and applican si and dceleration meeting adequate stacking W ash' ngt°n County, his TSP as a m ODOT• es from standards as set by future traffic volum be ay AASIi-rO (utilizing ent #50. Sites with li lower level (le mocal) future base for evaluation ' lace access on e to c Seerespons onun acing of a requ ublic safety • This issue should be teria for sp ired to share . acts t n Standards with roig W e should also add a cri streets to reduce i Public IinP veent for Desaccess 11129100 management as the intersection of collectors or rated in ended by this m TSP .080•c allows City of driveway from TMC 15.04 rnCOTpo 51 Brian Rager~ mnt arterials. Right now, 30 feet the revisions recomin I have well v, the Development Code. velop a driveway to be as close as stre t om Tigard De e Review Engineer ROW lines of any while, and intersecting about this one for a had heartburn ortun. to correct this. 1 now may be an oPpthe have a standard that t least 150 feet bat know in Tualatin, Y a driveway shall be a rte says from The intersection of collectors or from at potential r ect has less than 150In a case wherthey would were look not p Cal' rac' feet of frontage, veway as far shared access, or if that developer Put his dri would the d i eline locations will be revised the int ,,section as the frontage make ) The ammended from document. allow (5 feet from the property Tlie figures that refer to hefin PTSP ched. alto Major Pipeline to reflect this pipeline in the figure 3-18 showing this pipeline is Figure 9-1(also . Figure 3-19)' of 11129100 er, City Routes the line that Tuns 52 Brian Rag They need to add t., BPA ROW )ust east Tigard Development • northlsouth along see markup of Review Engineer of SW 150` Avenue with this TSP. It eady figure). and Hall. 99W near Gi S and reduced going to Level E At several location similar to ORE°ndd to delay esrion ct of reflects congest estion would a less Gong e impa greater tong ard)• Allowing What w°uldbe th Allowing , property, environmental) ice and cost? navel times (5 to 10 minuted (ig cost double or triple. wersdorff, in serv ose substantial imp in the draft TSP by city of T benefits of the 53 Dick Be and Current wtsl imp Lit. ly the costs een the ig that could m P acts. Planning rrlanagei The proposed TSP seek service s a balance costs and im rion with the final TSP. level of tran 0 and will be edited with says rainy day This is a typ Existing conditions map simularion (nuspnt?) 12~03f0i 54 Dick Bewersdorff, City of Tigard - eut Marra et Plannin page 10 l:\LRPLN~utiia\TSPITSPCommen/Lo9• oc Tigard Craft TSP Comment Log city of -f igard _ 55 Dick Bewersdorff, Assume maps with legends like where does A differential pattern will be utilized in the revision City of Tigard Current traffic on Oregon 99W go will be colored final. Planning Manager of the drag otherwise they are useless. TSP to 56 Dick Bewersdorff, City of Tigard Tigard Transportation System Plan shows an This linkae was s own draft Current off street path from Nimbus to Oak to Hall. Is Hills Parks and Recreat onnDisirit (THPRD) i base updated their area. Tualatin Planning Manager this in Washington Square Plan? And is it on trail map and those off-street routes will be reflected in the the improvement list? Also shown on Figure e final the cuent THP master dits to Figure 5-1. The specific off-street trail referenced is not in 57 Dick Bewersdorff, 5-1. Proposed functional classification system has The summmary map Chapter 1 of the draft TSP will be edited to City of Tigard Current local streets on it inconsistently. Where is be consistent with the updated Figure 8-3 in Chapter 8 of the TSP. Planning Manager Atlanta Street connection and the O'Mara- 58 Dick Bewersdorff, Hunziker connection? It would be extremely helpful to label and Figure 8-10 will be amended to indicate 2 lane, 3 lane, 5 lane and City of Tigard Current identify types of streets on Planning Manager the 7 lane street cross sections. The lane width for specific collectors arterial/collector cross section. and arterials is determined by Figure 8-11 of the TSP. 59 Dick Bewersdorff, Figure 8-11 adds cross aver at Hunziker to All maps will show these connections (Chapter I City of Tigard Current Hampton and Walnut connection to 8-3 and Figure 8-11). Planning Manager graphics, Figure Hunziker. 60 Dick Bewersdorff, On 8-19 in front, the location of the O'Mara- This is correct. The Chapter 1 summa City Tigard Current Hunziker is different from that in 8-19 in to be consistent with the Chapter 8 text portion. Planning Manager back t3' portion will be amended . 61 Dick Bewersdorff, City of Tigard Current 8-19 does not show Nimbus connection to 11 Figure 8-191ists Greenburg. It is on 8-3. This brings improvements anticipated to b e completed within Planning Manager up the 20 years. This fgure should be question, which map do planners use to Nimbus/Greenburg connections amended because it to is anti show the cipated within determine where to build new streets? the 20 year timeframe as part of the Washington Sq0uare Plan. In addition, the Figure title will be amended to read " 2 yeaz street 62 Dick Bewersdorff, im rovement tan" City of Tigard Current Comments heard. Write a letter to Laurie This section is a summary of the plan and process. The final TSP Plann Nicholson -should be changed. in Mana er document will be revised to delete the last 2 pages of Chapter 1. 63 Dick $ewersdorff, Policy 2, Goal Says will develop sidewalk The sidewalk standards will have to be devel t~he Planning Manager oped and City of Tigard Current standards to define various widths. incorporated into both the Engineering standards and Development Code or Engineering Standards? Development Code. This will be completed in the future. 64 Dick Bewersdorff; Policy 2, Gi:i:i Says fixed route transit will No. This policy establishes a frame for la nsit City of Tigard Current use arterial and collectors, will we have to Plannin Mana er cooperatively between the City and Tri-met The objective is for ticket buses if the travel on a local street? transit services to utilize arterials and collectors whenever Tigard Draft TSP Comment Log City of Tigard Page 11 1XRPLMJuIia1TSP\TSP Comment Log.doc 12/03/01 Possible. To clarify this further, the second line of Goal 2, policy hall be amended to read "Fixed route +r?nsit will primarily use 65 Dick Bewersdorff, rterial and collector streets in Tioziv' Policy 3: Bicycle lanes must be constructhis is City of Tigard Current on all arterials and collectors. Who pays - the same as any other requirement on ar vials and Planning Manager rough proportionality? Isn't this an issue of and the City will have tolook at makirng pudi ff'ercnces if the es is over-sizing for community use? one. It is important to note that facilities are not uveiai~ed, they is are sized appropriately to address the future nindal needs. Chapter 66 Dick Bewersdorff, t 1 discusses funding options. Policy 4: Says sidewalks shall be constructed The Development Code already requires sidewalks City of Tigard Current on all streets with construction or re- to be construction projects. Will we be in violation s de alk impaovementsc an not be justified,tthe im roveme street or planning Manager of plan for single-family's built by partition? would not be required. In addition, the Development Code will have to be amended to fully implement the Comprehensive Plan changes and TSP. At that time, exceptions for flexibility may be 67 Dick Bewersdorff, Policy 5, Goal 2: Guidelines for access These will have to be de oped by Engin erin partitionsg incorporated City of Tigard Current control. Whist are they and who will do? Planning Manager into the Engineering standards and specifications and the Development Code. Access management limits the number of access points (driveways) to preserve the functional integrity and safety of a roadway. Allowing frequent access points can impact 68 Dick Bewersdorff, Policy 6: Required to identify and mitigate Development applications arerequired to do trafficOud 99an . studies City of Tigard Current high collision location if generate I O% Planning Manager mitigate their impact. In this case, improvements would beand increase in traffic. Put in code, but what proportional because the development would be creating a 10% or about rough proportionality and then is it more increase to traffic safety problems. 69 Dick Bewersdorff, denial if not rou hl ro ortional? City of Tigard Current Policy 8: Reword. Plannin Maria er 70 Dick Bewersdorff, Policy 1, Goal 4: What is meant by "special Special Transportation Areas (STA) are allowed b City of Tigard Current districts" and how would the work? ODOT Planning Manager Y Highway Plan to aPP1Y uni ue service standards to in the q downtown/district areas. While the TSP does not define any STA's in Tigard, these areas could be developed in the future 71 Dick Bewersdorff, should it be deemed in the interest of the C- City of Tigard Current Page 3-14, Table is not labeled. This is a continuation of table 3-1 from the previous page. Plannin Maria er 72 Dick $ewersdorff, Existing land use map is poor. City of Tigard Current An updated map will be included in the final TSP. Plannin Maria er Tigard Draft TSP Comment Log City of Tigard Page 12 is\LRPLNUuiia\TSPITSP Comment Log.doc 12/03/01 E~~ NMI NMI 73 Dick Bewersdorff, City of Tigard Current Major pipeline map does not Morgan include This map has been amended to show the Kinder Planning Manager Petroleum line. petroleum pipeline from Scholls Ferry Road south near 135" south through Tigard generally along the BPA easement line. The 74 Dick Bewersdorff, Strategy 3: If there are existing sidewalks in This strate f e 3-18 is attached. City of Tigard Cunert close proximity, either developer or City will following language: page 5-4) shall be amended by adding the Planning Manager be required to extend to meet. Funding - Distance Standard - 300 feet? To effectively implement this strategy, determined to be within 300 feet of the proposed dev le opmelnt. In addition, if extension is not found to be roughly proportional to the developme nt, the City shall add this to future years CIP 75 Dick Bewersdorff, Strategy 8: list. City of Tigard Current maintenanceCode enforcement -sidewalk S dewalk considerationmaintenance is an existin re Planning Manager . g quirement in the Municipal Code, therefore, this does not result in any increase requirements of standards. Code Enforcement would be the appropriate contact 76 Dick Bewersdorff, Complimenting land development actions in Ile th'intent nof this std strategy sidewalk dis-re air. City of Tigard Current Panning Manager (Page 5-12). Therefore, fronting change increases demand on the facility. In cases where the the improvements involving sidewalks are demand is the same or decreased, no improvements can be required on every change of land use or justified. This will be addressed with the Development Code roadway project. Do we want that in Code or changes to implement the TSP and Comprehensive Plan changes 77 Dick Bewersdorff, in relationshi to construction? Fundin . in the future. City of Tigard Current All commercial projects generating over 1,000 It is anticipated that at some point in the future, the Development trip Planning Manager ends should provide a pedestrian Code will be amended to reflect the changes required by the TSP, connection plan, Will be new code re uirement. 78 Dick Bewersdorff, City of Tigard Current Figure 6-2: Bicycle Master Plan, 741 trail - This will be determined at the time of project development. Planning Manager which side of creek? , Several factors will need to be considered including environmental impacts, wetland areas and access to adjacent 79 Dick Bewersdorff, lards, Page 7-4: (Strategy 2) Need for bus shelter. There is already language in the Development Code for Tri-met City of Tigard Current Code requirement or use existin ~ Planning Manager g • facility upgrades to be considered when a new project abuts a transit facility, therefore, no additional Development Code 80 Dick Bewersdorff, chan es will be necessa Page 8-1: Type spacing. City of Tigard Current This is a formatting issue which will be corrected with the final Plannin Mana er TSP document. 81 Dick Bewersdorff, Page 8-3: Maximum intersection level of Goal 4, policy 1 on page 8-3 address Planning Manager es minimum (not maximum) City of Tigard Current service standard. What, who and where intersection LOS. Engineering will have to establish the _ should it be placed? Code or Engineering When traffic studies are required, they will evaluate the LOS to sec book? ke intersections and rovide recommendations to meet LOS Tigard Draft TSP Comment Log City r Tigard Rage 13 IALRPLMJulia1TSRTSP Comment Log,doc 12/03/01 i l i criteria, if necessa ,n~ Fi ure $-3 has been updated to reflect these streets that have been connection of 68 g Mountain to Gaazde? 8finished since the draft TSP was published. The amended figure Figure 8-3: Shows a 82 Dick Bewersdorff, Connection at Bull City of Tigard Current Explain? Why not Ames Orchar ErickOon -3 is attar planning Manager Peachtree to Beef Bend - done. rocess of being updated. Is in the pro . Hei hts -connection done of Washington County's TSP Page 8-10: Says County is in process These changes have been take into consideration in their TS 83 Dick Bewersdorff, reviewing. What did they say? rocess. rior Plans because they city of Tigard Current These streets were not classified in the P Plannin Mana er Table 8-1: Not classified. Local? were not constructed yet. 84 Dick Bewersdorff, D needs. city of Valley Fire DistriceNF Will need of Tigard Current This s ace is to meet Tu Plannin Mana er Figure 8-8 (1): Space between curb and The engineering standards developed following 85 Dick Bewersdorff, median 19 feet? can be to address any guidelines. City of Tigard Current (2): Actual width planning Manager modified. What guideline? ment Code language will be developed which e The Develop situations will be ur, ian lan Fi e 8-10: Where appropriate med g what will guide?. addresses medians and where flexibility 86 Dick Bewersdorff, may not be provided - provided. City of Tigard Current Engineering standards - label collectors and Planning Manager arterials. Crass section: To be in Public Works specs ? Yes. 87 Dick Bewersdorff, ht-of-way dedica Ions/setbacks will City of Tigard Current For projects in these areas, rig , . These will future impacts of roadway project, Plannin Maria er be needed to avoid Figure 8-11: Do, e now reana fr tuIrn lanes gg Dick 13ewersdorffCurrent for 7 lanes on Pacific H -5/Hall, 4- need to be addressed at the time of development review. City of Tigard for 500 feet? Greenburg, Planning Manager 51Dartmouth, 4-S1 72°d, 4-5iDurham, 4-5 edestrian setbacks ossible . Figure 8.12; Need definitive statemaenna annectiontonly. Itttin Summerfield is show" as Ftg and meaning g9 Dick Bewersdorff, regarding intent City of Tigard Current applicabilityof local street access crosses. Planning Manager Golf course in Summerfield. regional. rojects are CIP, numbered projects are dorff Table 8-6: Which are Metro and CIP? Lettered p ecific ro the costs called out. Other ogeneral or 90 Dick of City o of Tigard Current have access management projects will occur with roadway projects Plane a 1ersd er Specific access management for arterials. Some sp P 3ects 91 Die;, 3ewersdorff, Funding needs to be established. with development as it occurs. City of Tigard Current plannin Mana er 12/03101 _ page 14 I:ILRPLNt lulialTSP1TSP Comment Log.doc Tigard Draft TSP Comment Lag City of Tigard .rrillbe adopted hich ve 25 w is to on Figure 8- The intent el routes are identifjed Triaps. „ . e ,12 foot tra Truck rou Comprehensive Pck nd1Y , and pa,remt ed to be' This does not ck routes? as part of the esign 35 foot curb return st that the streets How do we implement tru l nes r longe access odatesa' larger der tteetsc u odate higher that accol ca travel on ne d to accornin ough prdvnance, wersdOrff, die a► that trucks can nof desig 92 Dick B e and Current ck routesThe City cou h,~ k tOUtes' which City Of Tig desig of Mick traffic. as "no thr Plantwig Manager ov es onl • retie ive plan amoulms specific streets local deliveries desigHate ck traffic to would the COMP lima tru adopted as p ill be Nil of the maps w s? Adopt the following inap Master Plan etsdorff, { 1. pedestrian sneer Dick Hew C,Jnent Figure y"gasDuarkelookedTOp°sed off- propose 93 city Of Tigard • PlamungM~'ager + Feasibility of paths side of creek on 74~ ? • Pedestrian ActionPlan Figure 5-2 ,Bicycle Master plan Figure 6 7 Duane looked at. ~jas + ork Option + Fraraew ouplan cle ACtr S stem Figure 6-3 _ Hie ctil classification o tes un Osed-SeighborhO a Street Figure8-3' F ona Figure 8-4$ 12 _ 8_11 C ectivitYMape rovementplan Figur'g-19.. treetlmP Improvement Litersection g 20• Figure Locations Traffic Sigual?daster Plan 1 Truck goutes e g_2 all-Blvd. ir Thr of H F ure 8 Sup Po s to alternative ect the two ualat ded to the south to co ~e 1.31.01 Tin being eaten also supP walks along hedule of furore ason Tuck ator cominimihes. a They lanes and side a sc coordin coection offey also support thto the s time to offer a itself is not set. Once 94 J gram fat ccorridor t'O . cle connection ep at thi d ro ected pro of a bicy on of 108'• es staff is Has thc adopWi will evatlhnat the current ari iuusaation the locate lan P°lici a atu staff of tie Ci in ive the p activity red, tie TSP is ado ~~0310~ she proposed compr strafe i1 reference 2-5-01 and i aplemen eu s but no timefr~e is an TPRre uirem 95 Steve use and tanner ment LO3.doc ortatlon page 15 1..M.:p N~►ulia~TSP~TSP Con TSP comment Log Tigard Draft Clty of -f -Igatd to the Development and repare a schedule for up e workload c ,C changes will adopt die Code to refl when T'gard , s action to adopt Provided JOT -me city of futyre aired measured a schedule for DLCI~ ,eq l& - to full TSP sh t will move ethe city comn1ends drat t makes e achOT~ a e wills policy sentence comp ed lan to the dre city also adopt an aire TPR should have text added eted to achieve until it ado pro lions of th d regionally, t%% 13 of die clear drat s changes' use decisions au policy ed in outlin regulation Under Goal 25aategies developlevels apply Table directly to dectsn°n 5 of the ft " ,.reducri°n ant vehicle use le occup dTa lirnttedland Goa12 20A0 non- Men ds nclude the non smg ° recomm ets 02-20-01 planbeVfTan e veYuclemodaktat The Rte: elKoglund, single occup the 2 nategies Micha dinTable 13 °ofspecifics ardTSP reflect level 95 Director and commine 0 description lernent to the land Use Chapter 1 a pod come to a in the T►g ud to Metro rovides ,00 ouldbe lined outlined and F with demain chaptex olicy meaadd P'ov' ,but sh at is consistent rovetneuts between E TransP°Ctanon al imPe p cent YlannDlvistion statement d' The actu t the boundan' s and the re ml; olicy M lip ice a atkey ir►terseio reflectdti specific P e Tonal . of ic'O service " D of sere ratios of 1.0 editedto ice (and which . S1°uch more capacity l should be . Level of serv with tl'e die level level q policy to state b Capacity way 02-20"01 COncdeaTrnab sougestl tw stands 2'Gon1 endan0ns less),K'g dated d for r um rd is recomm of 1.0 or uent up reg capacity sal6 and 1"1(°T subseq of roadway a stan tile 71ie R`? dema"d to rovODO land, ~e g.TP. e local TSP a ters to balance P T, Me w Michael11° aggressive th g or Manual Ch P ended funding' OD co dered 97 Directoz of service ent as long as ~ salt in T'e'l ~s reconua ice and should be nces) land Use and not a requuem will no of sere dards as Metro ortanon deinonstates that achy ~provemenebte aevels referaeC ty with level rformance s 444 Concept Areas Ira: unaccep • cap io g have ,he effect n County PC d for 2 Div' an planninson motor Yeh'cleCC op shifting mtsdictions, washing facthttes estion into ueighbOrinn to the on state °T Table 1.2 of the R~) of tong acitY'mPTOv that are not defined m result in cap al styseela and in at crease 5GV Prlncipa end din hTP affects local t ravel t easurabobi targets' travel to a rn Tao consistency w' and 1-5 to g lanes the.TSP to e%v tcts with propo sal .2 and Wilsonville c° . ce it is not benyeen 21'i ecified above sin n sP endsi the Zp00 the 2°d cute othe RTp _ recomTn inuded ,to acowldege 1-5 cl t d 1~~p3101 he assumPt'oes ision in R orridor stir Tp has deferred a more detailed c corridor ~ Comment4o9 P89e 16 ~RPL4~1t3ulia~?SP~TSP dot 1. prait TSP Comment Log Tigard arcs ClW T%9 can be completed. 1 supports the combination of Metro snongt Vements and other mway 99W capacity imp aft TSP for High Deno called for in the Road. However, and TSP and the 217 to Tualatin mole specific e draft Tig from consideration of a 99W level of een tli response to the suggests ecial Highwe 2000 with of the sP Rte' There are four differencee bed below adoption Each is addr Road service criteria cane mom vehicle 2000 RTP oved from Sch°lls Ferry Suggests revising difference: erial status is rem This has no functional 02-2O-Ol more co between m the e )principal Art e RTP • been changed o land, classifications to be m 99W in Tigard in th and TSP has Michael H g 2000 RTP by differentiating andoRE a draft Tig 98 arterials. impact on these route an Director Ii Se and and minor Tigard TSP Deno Land to be consist with th Ti and The Transportation as a collector in s for Beef Bend Road Planning Division 2) RTP has Beef Bend sta limit since it the xecomn1ended artethe l west of the city will retain th designation to a ca acity and is consist with RTP traffic in the SIX manager' am ent to protect the rage proposed gTOwth in the specifically for he cd for access on Bull mountain ifically tarp functional integntY of this route, g area and to that have occurred the impacts avoid rowth in the past 15 years. Road with g Tp as a collector of regional in the R designates Gaarde as an 3) Gaarde Street is shown and TSP for arterial the draft Tig , the draft TSP Tonal routes) significance and th 99W d upon the definitions in arterial. Base ect between cities and reg W alnutJMurray connection to ORE routes (as routes that corn to retain The the segment from the nation. It is recommended this functional desig ardTSP. meets nation in the i Tg While the arterial desig fanning in and minor arterial designations. maJ useful for the regional level p 4 The RTP has or SOugh nations are use draft Tigard TSP functional these desig art of a th tall on pages RTP, they are not P ty - In summary, the functional classificarion in classifications. his is described in d o level of connectivity the 8.20 in the TSP. street function Y its which are and TSP defines u ban desi nor other features 'fig , not its size, volume 1y03101 \jutia\TSP\TSP comment Lo9•doc Page 17 is\tRQ~N p Comment Log Tigard Draft TS City of Tigard ecnvity W rout cone erials 'ts unction. wishing ~ of a roadway but n~a be served• Dusting„ at the local an art another nor ac erial titan .nation as arterial elem e nobility access neith more that deStg major and minor asbetWeenbeing lisp ything but not an not accomP For these reasons>area 4laps' level does eady establish. IDT and concept does not au left fg1heltV are foot at reads: designah0~ note ih Washington the TSP ended t°e Tigard Triangl ulanons and All maps Wilon facilities In ecific design rtho$e in the TSP for ransp°tat have sp sli htly are specific fanning areas differ g from there , Square P at may areas, desi n re latious In these overlay tion the current classificationsth urpOSCS' eats for trans ° istent with consisten oY -A d°cum rions cons sidewalks) ADDITlO1`IAl~ ENTSI laumu T al will show Cross 34, pavemewi, 99 STAFF CONtM The fetal ndards (50 CHANGES ed after the dimerisionThe ex act which states: " ultant and staff rea. th2t there IS figure 8-3 access control, The cons ssioa meeting ercial and added to h sical, arcel Comma comet footnote has beet, es to address p Y ain as well as p wre g- Ylanning on for local A footn dashed e amended fig 100 environmentav Opn1ent.' Th ed after and l ADDITIONAL EN TS1 not a cross stye realiZ position of residential sheets. and staff that the nment de Vneetin STAFI` COl` t team right-of-way in alig The C0115 e Plati nmCOT iehow'n' may prevent consolidarion> CHANt'ES g 3 is attached ADDITIONA SI W et all nt, as s parcela buttin gnm th t all 101 STp,FF COMriENT efficis ent tre developm stt aff of co the mmented that Hal. CHANGES all. Engine w a~ Street as it mterse address the able eXible to a twre as hauolf barrel consolidct`in°g in ds which sboda a fu goulevaz eeds P ded as attached dated specific n ODOT access spa , 35p feet amen i11C ? In intl. A 4°Sinon 7-2 has been which ~ich adjacent area, table. Figure Boniiaj0 y fan and non et,s ear P rand the e 3, attach Op .NoseYd Physical co"sWOUldbe acee e tSP, ectio ONiara ession and veri the rr fQia o fromTU eniWillbe added (fig Finally, the p deleted. south of Council works fan an 0 in Will be At the City new fig it co Ta$n findings bullet, was presented the and provide shows the futu e transit 3-20-01 Council westion raise d concern text, lan ask q the comprehensive p 102 City C to ouncil comments. Thed ouricl d comprehensive pose Jhat the IS? o not adeatily address e the proposed Plan Changes. is needs n tl; frogs state that there an rid. ne e conunwnity, transit compreheve 4 it service m tin e Several "significant o perceived to be as that also while that is 'bets cited specific ar on 103101 Council meet ea fat are not s°n le, e to Z !2 alSe u01 ti and Page 181:ti.RPLtd~,Wl•~atTSPt'f5P CommeptLO9•doc Comment Log Tigard Draft'fSP Ci1Y of Tigard 135" North Dakota, and Bonita The Council also asked to see a map representing the unserved areas that are not within'/. mile of a transit facili . FManager,Tri-met 16-01 The comments provided by Tri-met were for. Staff is in the process of developing an action in which will call the TSP as well as in preparation of a meeting for specific partnerships with Tri-met in order to get increased on May 24, 2001 to discuss transit serviceservice within Tigard. The development of this action plan will issues in Tigard. Staff has attempted to pull require staff and Council to prioritized as discussed in Tri-met's out the TSP comments from the general comments. Due to the comments being submitted so late in the comments provided regarding service. process, however, and issues still needing to be resolved, it is not recommended by staff to make additional changes to the TSP at Tri-met indicated that while the TSP is a 20 this time. If it is determined after the creation of the action plan year document, they are most interested in and working with Tri-met that specific improvements and improvements that can be implemented in the priorities need to be identified, amendments and addendums can next 5 years, therefore the TSP should identify be made at a later date. projects where Tri-met can be a partner to help implement. Tri-met would like to see the TSP create opportunities for signal pre-emption/queue jump lanes on major arterials to help streamline corridors. Tri-met has indicated that they hope to see the City view transit improvements in the same way that we view road improvements by identifying potential transit improvements, funding resources and priorities. Pedestrian element of the TSP should prioritize connections that connect pedestrian linkages to transit stops, and place highest priority on those connections that connect to major transit stops, light rail and/or commuter rail stations, transit centers and park-and-ride lots. The City may identify priority bus stops above and beyond the RTP and identify how these stops will be implemented. The commuter rail should be reflected in the TSP with pedestrian access needs, bus connection needs and whether the City believes the rail line should be pursued as an all day service in Tigard Draft TSP Comment Log Pa g 19 City of Tigard g 12/03/01 I:\LRPLIJUuIia\TSP\TSP Comment Log.doc eon term. November Z®1 200'~ city this corridor over th and after the ants received at a res des all c®m~ the TSPf~g" ~ecteOi~ includes d the locations sho 2000, inggtiilg• on Itnt Se~tl On ° ° lame conditions This Or~y~$$i®~ Ne consub eXP vab' ' be relate to existin Ol Route service ®~nCig ~lAshroadgoingtogo and how ust2000,'fn`rnetChoicesfor ber20 a}nu RTP A°g cil Plan 1988> SePtem ' Where is the wok u ? ton Coun 11l20I01 does it ho resit mapPing W asking ed text is tra from TTi-net and how g of the Prto. City the Council made update at the prop, ursm GOmnlents Tanning founde Proposed 104 Ken Schecldabet What is the t Council merr► 11120101 this section and at sit compared to th and Prior TSP ? P , Crty ,or meeting h 2000 gtaff reviewed needs to OS Ken 5checlaa member be revised. thts section so 1 atAa'T' from 199.6f on ~e Comprehensive incomplete and changes include fix ive plan modified to this map choices, Council • Comprehensreflects the intent, will be 11120101 Revrew Section 8 accurate} Sion, e tw° (representing of th City Plan 1n order to alleviate coninstead flul'sen, on alignn1ent one arrow shown. sing include only on mall end. 106 Craig ember the Council m confu not 2 connection a s say Beef B ap g_14 seems yes, all of them P 11!20!01 M u~Ash Dirlcsen, city of Wale end for what is now say 'Beef 'B 107 Cralg • ember Ro mad s ers Councrl m stR Road i Ditlcsen, City 11120101 o 108 Cca g ember Councrl n1 12103!01 Comment Lo9•do Page 20t:\LRPLN\Lu1ia\fSP\~SP c Mew comment Log Tigard Draft TSP PTO 7~rraTn City of -Tigard tion System Plan Tigard Transports Afaster Plan for the new' 20 years City OF TIGAR~ ORSGO" What is a TSP7. • Blueprint for Transportation Investment • Enables City to make prudent and effective choices regarding land use • Coordination tool with regional and nearby agencies • Fulfills State mandate (Goal 12) & RTC • Addresses Existing and Future seeds Why do a plan now? • To get ready for the future -Nom • G roh - Forecasts call for 6,000 more Dwelling units and 15,000 more employees in the next 20 years • Metro RTP completed in 2000 • State Requirements (new highway plan) • Ike Funding Opportunities et IF% '111W er► 5~ f ar to stofts roved TSP ForCe App sk . TSPTa d _ Spring 2000 RecOnImenoe 1,~►11111 Comjnis~OOn TSP Approval _ Winter 2000 ot@5 CI'T & public open _ Noy 2000 or shOpS % IN . ci COUTICII march 2001, November 2001 t 1 Nov 2000, rt► xssoclates t4c G it-Ion are Cond's Ift ExilustintJ 5 217 Key bottlenecks today m - pRE qq\jV/McDonald ORE Mall-Greenbur9 - ball/McDonald ,N IOU, Scholls Ferry/Nimbus Scholls Ferry/Hall - 1_5/C a a rman Interchange a fem.. l- ~I Transportation Goals * Livability s Balanced Transportation System • Safety * Performance • Accessibility • Goods Movement • Coordination Capacity and Circulation Key Issues • ORE 217 and I-5 are over capacity • Tigard sees more ORE 99W through traffic in future • ORE 99W fails in future • Half of the traffic signalized intersections fail in 20 years assuming no improvements are made "Maw Key Solution Concepts for Ta gard Enhanceniient . ConnectiMY/Circulat7jon - Washington Square - Tigard Triangle - Western Tigard - East/West !°OVef'~1e8'd'~ • Traffic operational In-1p street Improvement plan - Intersection capacity upgrades Other Modes in TSP • Rani • Air • Water o Pipeline • Freight Preliminary Cost Summary modes 20% year Costs Motor Vehicle: ODOT $900 M Motor Vehicle: City $250 M Maintenance $45 hl Commuter Rail $75 M Bicycle $25 M Pedestrian $13 M estimates so large? why are these ,pf 'Otor VC/R 0 commuter i1 ® Significant n Significant ri t-Of- ctia~ns road a Conn topographY nin s a and bike and ode establish the ~Yc~~ al needs to m at. ® a"®r r ion arses and si r . r Of ® Lack -901g Tl and programs for eideWalksTD14, signals Traffic potential TranspoIrtaflon Fundming . Over 20 years current programs would only find $250,000rooo tonal . Substantial shortfaldue to r@ nature of improvements Key sources of future M fgi 0 ds -Bond Measures (local, - Increase existing fees commensurate with needs (SDC) - Focus on high priority needs - Exactions - Roadway pricing -now ■ II I ,i I -impacts jai0'r d i issues at p,dd7%t:%O $ :,~tenseo~► odentn aln ad fer" ht of-way) • Scho"S th of all X122 fp0t ~anes~~,evaf V4f@ 11'9 tion ay) $0 5lanes (98 foot 9ntof-w uPu~~tioa1 Classiftca • (t4eighborhood eRout e) . Tra~►~,t `ervice ClYY of Ile l 1 ( OREGON ®Xs msociatas I Ire- Transportation K 1 ~ Systems Plan NOT T° SLUE ~egInd 3 ganftedRdItof gLanes Added Pelson CaPxm Conida• 7 was ' ~ ~ f glynes as f 5 Lon u5 Lanes 213 Lines r` 6~ ® 6P" ° meni Study Afe6 Corridor AUn9 i + a for setbacks tight lanes for 5 fines in Future • ROW 'O' nsns should : AU AfterialtAAerialtet " and CoOectorfCorianoT ir4ersedio lanes w4h plan for needed ROW toriurn 1• Spp feel of the inletsech°n. melds °"eSb .23 and 415* a ha used for aedgitaaway Iwo ortaurianes ~pstraintsiim tJos turn anvd n oanirolted to eliminate whale and acc°ss ts. i lane need. 0 ~ xo Yn~ C~ fg9ure g.~ 1 j r Future Stre1 Vqhere Planned for 1 m Mor®an'o Lanes a ~ ` f tr 11 } W O now DKS Associates `I f env®F-nr ~ ;1 {t~y4 Transportation NOT F'Ian To SCALE Systems yt c ► 4 1 Legend S t~ 'lt Ott It tyy { r't ® ee,a cNara a y ity `y 1 t 1 + ~Si yl Functional c;:asslflcatlon yt t~ ~ !nl.rN kaanY ~ 7y tt t /p~// lnD.nO /+ta~ l-~! t ~ tsf t { -A 1 MWa![oMemr T S.. ~ ! T { / ~ Naiaa►+N'•N Pawn PnD+++S NjI ,.xtl 1 t Tt R r r eaanNNabraaa.N s." 1 1 y ; t [%k MDbNICaM1ar.Te.+C.a~.+t Si Ma ( t T S ~ { _ '.i l l it ~a ardTriangta •-Tnnspottafionfaci~ities in th ning t y•~~'y { y s plannn9 aroashavo 1 y . ' and Washington Square ,i1 11, t specd+c design regulations and d. the pions ltl 1 { that may slightly 091 (tam those in the T2SP?Sr ! t consistency P nposes. Inge ay documerds y thole are specificplannin9 lations. a; a' \ for transpo Cation design raga ment dasho Note: The exact align n h of way physical, access control, light- . nment address and env ionnmeental const+a nts in alg develop r aD ; t figure 8-3 4 { , Proposed Functional D I t classification SYstern t rt ~ f ~y~y j3}'ay1 KS Associates j ~r~nS an Legend [OS tLE Ok ~ ` PnPNad Lamm'~u RAa1 yMN P+aPNaa Ca+W°+'Ta F Wa+~ [tanst Na1a+OPPadu~M ® T+aNRLanM+uOayan ~ Pak aad RfOaUdyan PjvkLkOF+aalF+•nba Maa ~ p p~ ..Annad FulWa[NNW"'anka Ra Rwu PeaatLlF+N+a T1anFY$a+aba J 8 > ~ 1 . pTP Wk+T+INRStoP PropLSed RvITansM1Routa OBSignaCwns ,es 3 bna p Pa9 0 fn~da~Baa ROWBnF ~6 Flatti<7T r 2 M P P ° Ro c Figure 7.4 'transit 13 Future Service ~ a aC > ~ of „ now pomp summary Master Plan for next 20 years • provides tonal Consistent vvit Plan tRe lrranSPOrtat7lon TAP and Coniprehensiv 'a~ ble amendments meet a0 app standards ring With . Staff to return code in S m~ndm~nts peVe9opMen All manta received addressed in comment log Additional Procedural Issues • Department of Land Conservation and Development comments • More work to do to fully implement s Findings of compliance demonstrated in the staff report Recommendation • Adopt the Tproposed Comprehensive Plan changes and Staff Report by adopting the Ordinance • Includes Street Functional Classifications,, Pedestrian Master Plan,, Transit Plan and Bicycle Master Play Next Steps. • TSP and Comprehensive Plan change become effective 30 days after adoption • Development Code amendments to fully implement the TSP and address TPR - Spring 2002 MINE I AGENDA ITEM # FOR AGENDA OF January 8, 2002 CITY OF TIGARD, OREGON COUNCIL AGENDA ITEM SUMMARY ISSUE/AGENDA TITLE Consider Approval of an Ordinance Amending Chapter 13.04 of the, Tigard Municipal Code IVINJI PREPARED BY: G. N. Berry/M Wareing- DEPT HEAD OK A. P. DLA&,aeCITY MGR OK ISSUE BEFORE THE COUNCIL Consider the proposed ordinance amending Chapter 13.04; Local Improvements, General Procedures, of the Tigard Municipal Code. STAFF RECOMMENDATION Approve the proposed ordinance. INFORMATION SUMMARY Tigard Municipal Code Chapter 13.04, Local Improvements, governs the formation of Local Improvement Districts and the assessment process. The proposed amendments to the chapter are intended to clarify the language and accurately explain the City's actual processes and procedures. Districts may be initiated by the Council or by a majority of the benefiting owners. Once a district is initiated, section 13.04.020 currently requires preparation of a preliminary evaluation report on the feasibility of the proposed district. Current practice is to accomplish this through other reports and Council discussions. Consequently, the proposed revisions eliminate the required preliminary evaluation report unless Council directs otherwise. The next step is the preparation of the Preliminary Engineer's Report and a recommendation to the Council. The report includes an estimated cost, a proposed method of spreading the assessment and the portion of the project cost that will be allocated to the district. Section 13.04.030 currently provides that the Council may require that a fee be paid before preparation of the preliminary engineer's report. The revision would require that the fee be paid if the district was initiated by petition of property owners. This section has also been revised to clarify that a method of assessment and cost allocations included in the report are only tentative and may be altered. Revisions to section 13.04.060 require a written explanation for any changes to the proposed cost allocation or method of assessment. Currently, Council has the ability to choose between a preassessment or final assessment procedure. Upon recommendation of the City Attorney, Section 13.040.060 is also being amended to remove references to preassessments procedures. The preassessment procedure spreads the assessments using estimated costs. It is ' Y the City's practice to use the final assessment procedures, which spreads the assessments using actual final costs. Revisions to section 13.04.070 are being proposed as well. The minimum assessment amount eligible for installment payments be increased from $25.00 to $500.00. Also, language has been added to specify how interim and final interest rates will be determined. During the review of the Code, it was discovered that an approved ordinance was referenced, but not added to the Code. The ordinance's language has been amended and added to the Code. The proposed amendments clarify the reassessment procedure and segregation of liens. Upon recommendation of the City Attorney, all references to deficit assessments and rebates and credits assessments have been removed, as these are part of the preassessment procedure. Throughout the chapter, the duties currently assigned to the Community Development Director have been reassigned to the City Engineer to reflect the current administrative structure of the City. OTHER ALTERNATIVES CONSIDERED None VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY Not applicable ATTACHMENT LIST Chapter 13.04 with amendments FISCAL NOTES Not applicable iIzIY.i„WmVMsbru 10 tma 19.04s.doe