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City Council Packet - 11/20/2007
Y: r S t I' w TIGI,, RiD, erry c U 4 ' W , , MHo ~ . MEETM.G,,- November 20,07 ~.r Jim J I E a 4. ft Revised 11/19/07 to add Executive Session at beginning of meeting and list o items under item - on Agenda Items TIGARD CITY COUNCIL WORKSHOP MEETING November 20, 2007 6:30 p.m. TIGARD CITY HALL 13125 SW HALL BLVD l A h,s 1 TIGARD, OR 97223 PUBLIC NOTICE: 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. 2410 (voice) or 503-684-2772 (IDD - 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, ext. 2410 (voice) or 503-684-2772 (IDD - Telecommunications Devices for the Deaf). SEE ATTACHED AGENDA COUNCIL AGENDA - NOVEMBER 20, 2007 (Revised Nov. 19, 2007) page 1 AGENDA TIGARD CITY COUNCIL WORKSHOP MEETING NOVEMBER 20, 2007 6:301'M 1. WORKSHOP MEETING 1.1 Call to Order - City Council 1.2 Roll Call 1.3 Pledge of Allegiance 1.4 Council Communications & Liaison Reports 1.5 Call to Council and Staff for Non-Agenda Items Executive Session: The Tigard City Council will meet under ORS 192.660 (2) (e) - Real Property transaction negotiations. 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(4), 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. 2. JOINT MEETING WITH PARK AND RECREATION ADVISORY BOARD ■ Staff Report: Public Works Department 3. DISCUSS COMPREHENSIVE PLAN UPDATE - PUBLIC FACILITIES & SERVICES CPA 2007-00004 ■ Staff Report: Community Development Department Recess City Council Meeting (Motion by Council) Convene City Center Development Agency (CCDA) Meeting • Call to Order: Chair Dirksen • Roll Call: Chair and Board Members of CCDA 4. DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND THE DOWNTOWN PLAZA ■ Staff Report: Community Development Department Adjourn City Center Development Agency (CCDA) Meeting (Motion by CCDA) COUNCIL AGENDA - NOVEMBER 20, 2007 (Revised Nov. 19, 2007) page 2 Reconvene City Council Meeting 5. TIGARD 99W IMPROVEMENT AND MANAGEMENT PLAN REPORT - STAFF AND CITIZEN ADVISORY COMMITTEE RECOMMENDATIONS ■ Staff Report: Community Development Department 6. COUNCIL LIAISON REPORTS 7. NON AGENDA ITEMS ■ Administrative Items: Council Goal Setting Meeting Date ■ Council Team Building Date 8. 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 statute. 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(4), 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. 9. ADJOURNMENT 1: \ADM\Cathy\CCA\2007\071120p.doc COUNCIL AGENDA - NOVEMBER 20, 2007 (Revised Nov. 19, 2007) page 3 0 F ARD CITY COUNCILORKSHOP MEETINGmber 20, 2007 6:30 p.m. IGARD CITY HALL 125 SW HALL BLVD - TIGARD, OR 97223 PUBLIC NOTICE: 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. 2410 (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, ext. 2410 (voice) or 503-684-2772 (TDD - Telecommunications Devices for the Deaf). SEE ATTACHED AGENDA COUNCIL AGENDA - NOVEMBER 20, 2007 page 1 AGENDA TIGARD CITY COUNCIL WORKSHOP MEETING NOVEMBER 20, 2007 6:301'M 1. WORKSHOP MEETING 1.1 Call to Order - City Council 1.2 Roll Call 1.3 Pledge of Allegiance 1.4 Council Communications & Liaison Reports 1.5 Call to Council and Staff for Non-Agenda Items 6:35 PM 2. JOINT MEETING WITH PARK AND RECREATION ADVISORY BOARD ■ Staff Report: Public Works Department 7:05 PM 3. DISCUSS COMPREHENSIVE PLAN UPDATE - PUBLIC FACILITIES & SERVICES CPA 2007-00004 ■ Staff Report: Community Development Department Recess City Council Meeting (Motion by Council) Convene City Center DevelopmentAgency (CCDA) Meeting • Call to Order: Chair Dirksen • Roll Call: Chair and Board Members of CCDA 7:35 PM 4. DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND THE DOWNTOWN PLAZA • Staff Report: Community Development Department Adjourn City Center Development Agency (CCDA) Meeting (Motion by CCDA) Reconvene City Council Meeting COUNCIL AGENDA - NOVEMBER 20, 2007 page 2 5:25 I'M 5. TIGARD 99W IMPROVEMENT AND MANAGEMENT PLAN REPORT - STAFF AND CITIZEN ADVISORY COMMITTEE RECOMMENDATIONS ■ Staff Report: Community Development Department 9:25 I'M 6. COUNCIL LIAISON REPORTS 7. NON AGENDA ITEMS 8. 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 statute. 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(4), 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. 9:30 I'M 9. ADJOURNMENT I:\ADM\Cathy\CCA\2007\071120).doc COUNCIL AGENDA - NOVEMBER 20, 2007 page 3 let Revised 11/19/07 to add Executive Session at beginning of meeting and list o items under Item .7-- on Agenda Items TIGARD CITY COUNCIL WORKSHOP MEETING 4 .~4 ~f'Y November 20, 2007 6:30 p.m. -1 TIGARD CITY HALL 13125 SW HALL BLVD L TIGARD, OR 97223 PUBLIC NOTICE: 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. 2410 (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, ext. 2410 (voice) or 503-684-2772 (TDD - Telecommunications Devices for the Deaf). SEE ATTACHED AGENDA COUNCIL AGENDA - NOVEMBER 20, 2007 page 1 AGENDA TIGARD CITY COUNCIL WORKSHOP MEETING NOVEMBER 20, 2007 6:30 PM 1. WORKSHOP MEETING 1.1 Call to Order - City Council 1.2 Roll Call 1.3 Pledge of Allegiance 1.4 Council Communications & Liaison Reports 1.5 Call to Council and Staff for Non-Agenda Items Executive Session: The Tigard City Council will meet under ORS 192.660 (2) (e) - Real Property transaction negotiations. 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(4), 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. 6:35 PM 2. JOINT MEETING WITH PARK AND RECREATION ADVISORY BOARD ■ Staff Report: Public Works Department 7:05 I'M 3. DISCUSS COMPREHENSIVE PLAN UPDATE - PUBLIC FACILITIES & SERVICES CPA 2007-00004 ■ Staff Report: Community Development Department Recess City Council Meeting (Motion by Council) Convene City Center Development Agency (CCDA) Meeting • Call to Order: Chair Dirksen • Roll Call: Chair and Board Members of CCDA 7:35 PM 4. DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND THE DOWNTOWN PLAZA ■ Staff Report: Community Development Department Adjourn City Center Development Agency (CCDA) Meeting (Motion by CCDA) COUNCIL AGENDA - NOVEMBER 20, 2007 page 2 Reconvene City Council Meeting 8:25 PM 5. TIGARD 99W IMPROVEMENT AND MANAGEMENT PLAN REPORT - STAFF AND CITIZEN ADVISORY COMMITTEE RECOMMENDATIONS ■ Staff Report: Community Development Department 9:25 PM 6. COUNCIL LIAISON REPORTS 7. NON AGENDA ITEMS ■ Administrative Items: Council Goal Setting Meeting Date ■ Council Team Building Date 8. 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 statute. 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(4), 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. 9:40 PM 9. ADJOURNMENT 1: \A DM\Cathy\CCA\ 2007\071120).doc COUNCIL AGENDA - NOVEMBER 20, 2007 page 3 Agenda Item No. 3 -1. enda of e 4 / ? riaa For Ag TIGARD CITY COUNCIL WORKSHOP MEETING November 20, 2007 1. WORKSHOP MEETING 1.1 Call to Order - City Council: Mayor Dirksen called the meeting to order at 6:34 p.m. 1.2 Roll Call Name Present Absent Councilor Buchner ✓ Councilor Sherwood ✓ Councilor Wilson ✓ Councilor Woodruff ✓ Mayor Dirksen ✓ 1.3 Pledge of Allegiance 1.4 Council Communications & Liaison Reports: Councilor Sherwood said she would comment briefly about the National League of Cities Conference at the end of the meeting. 1.5 Call to Council and Staff for Non-Agenda Items: City Manager Prosser said there were none. 2. JOINT MEETING WITH PARK AND RECREATION ADVISORY BOARD 6:40:31 PM Public Works Director Koellermeier gave the staff report and said the joint meeting with Council was timely since the PRAB has been working hard on many issues and wanted to discuss three general topics with Council - • Developing a funding package for land acquisition • Moving ahead with a pilot City-run recreation program • Deciding whether or not to include a recreation component when updating the Parks Master Plan Tigard City Council Meeting Minutes November 20, 2007 1 PRAB Vice Chair Brian Davies introduced other board members in attendance: Jason Ashley, Jason Rogers, Kim Leinberger and Trisha Swanson. He reported on several items the PRAB worked on in the past year including: • Identifying potential park and open spaces to purchase • Outlining a pilot recreation program and approaching the Budget Committee last year (unsuccessfully) to request funding associated with a one-year pilot recreation program • Giving input on various park policies • Representing PRAB on the Downtown improvement project planning and Comprehensive Plan amendments PRAB Vice Chair Davies said they recommend Tigard pursue a bond measure for park land and open space acquisition to offset the growing SDC surplus. He said the PRAB identified 129 acres of surplus land for possible purchase and would like to see secure funding to offset SDC's. He said PRAB cannot specify a dollar figure yet but recommends a bond measure on the November 2008 or November 2010 ballot. He said the PRAB has also continued work on a pilot recreation program proposal. He said that on the heels of the successful opening of the Skate Park it is time to push for building more parks and open spaces as well as adding a City of Tigard run recreation program. He said the PRAB is seeking direction from Council. PRAB Member Lemberger said a recreation program could do a lot for the Tigard community. She mentioned skate park competitions, the Balloon festival and coordination of activities at the newly revitalized downtown plaza. PRAB Member Rogers said, "We know what other park programs look like but what should ours look like? What does the Council want?" He said the PRAB will be updating the Parks System Plan in their next few meetings but before that they need Council input on whether to add a recreation program component. Councilor Buehner commended PRAB for their great ideas, but expressed concern that the City has much to deal with in the near future including identifying a long-term water source, developing the downtown, the temporary gas tax, and a potential bond for transportation issues. She said the difficulty is determining priorities and last year the Budget Committee citizen members said a recreation program was not a high priority. Councilor Sherwood said she agrees with Councilor Buehner, but if a recreation program is identified as a high priority on surveys, it should rise on the priority list. She said she was not against going out for a bond measure but wants it to be specific because citizens need to know exactly what they will get. She asked the PRAB to come back to Council with these specifics: • What would a recreation program cost? • Who/what is covered? • How would it tie in with existing programs such as youth soccer? Tip it l City Council Meeting{ Minutes November 20, 2007 Councilor Woodruff noted that he is Council liaison to the PRAB and reiterated his support. He acknowledged their disappointment when the pilot program was not approved last year. He noted that the upcoming scientific survey contains specific questions about a recreation program and open space. He expressed support for a modest pilot project funded by the General Fund but said it is important to have five to ten benchmarks that can be used to demonstrate whether or not the program was successful. He said a pilot project may be the only way to see if this is what citizens want. City Manager Prosser said staff will report on the community survey at the Council meeting of December 18, 2007. Councilor Wilson noted he was not on the Council during budget meetings last year but agreed with concerns expressed by Council. He told the PRAB they need to convince Council that citizens want to spend their tax dollars on this. He said he was skeptical because for many years Tigard residents have been involved in numerous activities that he felt were adequately run by non-profit and volunteer-led organizations. He asked for assurance that the proposed program would be significant enough to have a greater impact than what currently exists. Councilor Sherwood asked the PRAB if they had approached local soccer or basketball organizations. PRAB Vice Chair Davies said they had not approached the local sports program organizations. He said the proposed recreation program would fill gaps such as after- school activities, no-school day activities, small programs and one or two community events. He noted that there are already agreements with the soccer program at Cook Park and these would not be affected. DRAB Member Swanson mentioned that the Tigard Recreation Association dance program had recently folded. She said the after-school program at Mary Woodward Elementary is so popular that children are being turned away. Mayor Dirksen was he was supportive of the PRAB's recommendation to fund a pilot program last year during Budget Committee discussions but he was outvoted. He said that while he believes there is general support, a better job needs to be done of selling the program. He suggested the PRAB consider making the proposal more appealing and be willing to look at alternatives to what had been presented. He mentioned that at a joint meeting with the Tigard-Tualatin School District and the cities of Tigard, Tualatin and King City a need was identified for a single point contact for activity coordination to ensure shared facilities are used most effectively. He suggested that the PRAB consider coordinating with Tualatin and the School District which could allow for cost distribution while meeting service needs for everyone involved. Councilor Sherwood said limiting a pilot program to one year might not do it justice and suggested a two-or three-year test program. Mayor Dirksen and Councilor Woodruff agreed. Tigard City Council Meeting Minutes November 20, 2007 3 Public Works Director Koellermeier gave staff comments including: • A recommendation for the inclusion of a recreation program component in the Parks Master Plan. • A preference for focusing on a bond measure for 2010 to allow enough time for a marketing plan and campaign • Concerns that the City's recreation program may have more success than what there is funding for and preparation of a "Plan B" taking the program to its next step is recommended. • Staff is talking to neighboring communities and providers to investigate ways Tigard residents could join their recreation programs without paying out of district fees, perhaps by having Tigard pick up that component. They expect to have information on this by budgeting time. PRAB Vice Chair Davies thanked Council for their ideas comments. He said he appreciated Public Works Director Koellermeier's comments and agreed that 2008 may be too soon to place a land bond measure on the ballot. Councilor Wilson said he is more supportive of a bond measure for property than a recreation program bond. He said the housing market has slowed down somewhat and it might be timely to look at what is available. He suggested seriously looking at purchasing land soon or it might be gone forever. Public Works Director Koellermeier gave some statistics saying, " In 1999 we had 313 acres of park and open space properties for 36,000 people. In 2007, we have 383 acres so you can see that we have been acquiring property, but the population has grown to 46,000. We are just barely keeping up with growth." He said staff is preparing a thorough report on land acquisition that will be presented to Council after the first of the year. Councilor Buehner suggested using land adjacent to City-owned reservoirs for small neighborhood parks. Mayor Dirksen said that if the pilot plan is successful then the next step may be going out for a bond which would then be based on success, having had a program in place that citizens obviously liked. PRAB Vice Chair Davies said the PRAB recommends procuring land first and then setting up a two-year pilot recreation plan. Council Woodruff mentioned a new designation that they learned about at the National League of Cities Conference - Playful Cities. He suggested that PRAB Google this group. Mayor asked how Council felt about putting a recreation program component in the Parks Master Plan. Councilor Sherwood said she thought it was a good idea and the Mayor concurred. Tij~nrd City Council Mccting Minutes November 20, 2007 4 Councilor Woodruff suggested that the PRAB develop a skate park advisory group made up of kids to work on issues, competitions, policing from their perspective. Mayor Dirksen asked the PRAB if they would be interested in taking this on and Vice Chair Davies said they would be. Councilor Buchner suggested looking at the hours the skate park is open to make sure it is open when the younger kids can use it. 3. DISCUSS COMPREHENSIVE PLAN UPDATE - PUBLIC FACILITIES & SERVICES - CPA 2007-00004 7: 2 0: 5 5 PM Associate Planner Wyss gave a staff report briefing Council on the Comprehensive Plan Amendment pertaining to Statewide Land Use Planning Goal 11: Public Facilities and Services. He said staff worked with a Policy Interest Team and the Planning Cointnission to develop proposed goals, policies and recommended action measures. He said the public hearing for this section is scheduled for December 4, 2007. He said the most substantive change suggested by the Planning Commission was adding a policy to Section Five - Franchise Utilities - that directs to City to manage the siting of wireless communication towers to minimize visual impact. He said no public testimony was given at the Planning Commission public hearing on November 5, 2007 and no further changes were suggested by the Planning Commission. Council discussed the Comprehensive Plan Amendment and made the following comments and suggestions. Section 1: Stormwater Management Councilor Woodruff suggested and Councilor Wilson agreed, that the introduction should define what exactly public services and facilities are. Page 11-3: City Manager Prosser said it is incorrect to say that money placed in the Storm Sewer Fund is managed by C1eanWater Services. He said the City manages it and there are other corrections to be made including the Surface Water Management fee percentage. Associate Planner Wyss said he would work with City Manager Prosser to fix these errors. Page 11-4, Policy 4: Mayor Dirksen asked if specific mention of annexation is necessary. Associate Planner Wyss said he would bring different wording back for Council review. Page 11-4, Policy 6: Councilor Wilson said this policy implies a more active role than the City will have. Associate Planner Wyss said the discussion from the Policy Interest Team was how to keep the smaller streams in a natural state by not piping them. Mayor Dirksen said there may be instances when stream alteration would be necessary and the way the language is written none would be allowed. He suggested the language, "Streams should be maintained in their natural state so as to preserve their storm water conveyance and treatment functions," which would allow modifications if necessary, and in some cases would even improve the stream. Tigard City Council Mecting Minutes November 20, 2007 5 Section 2: Water Supply & Distribution Action Measure i (page 11-8): Council Woodruff said the language was not strong enough in this Action Measure. He said the City should be long past investigating; - it should be developing - a partnership with other jurisdictions to secure a long term water supply before this document is completed. Page 11-6: Councilor Buchner said the Intergovernmental Water Board is known as the IWB. Action Measure iv: Councilor Buchner said pressure flows are an ongoing issue in the City, particularly at higher elevations. She suggested re-writing this to say, "Where appropriate, increase pressure flows..." Mayor Dirksen said it might take a capital iunprovement program to improve flows. Policy 8: Councilor Wilson said this Policy needs clarification because it could be interpreted to read that parking lot expansions and other development which would not require water would have to comply with this policy. Section 3: Wastewater Management Page 11-9: Councilor Woodruff noted that the printing in the black box in his version of this document has missing words. Policy 5. Councilor Wilson asked for clarification on the City's current policy to prohibit repair or replacement of septic tank systems within the City, unless it is not feasible to connect to the wastewater system. Associate Planner Wyss said it was his understanding that people within 300' of a sewer line when their septic tank requires repair, must hook up. Engineer Duenas said it depends on the extent of the repair and a replacement would not be allowed. He said the City is just enforcing what Washington County requires. In response to a question from Councilor Sherwood asking how the City would know if a septic system was being repaired, Engineer Duenas said a plumbing permit is required and the homeowner would be coming to Tigard's Permit Center. Section 4: Community Facilities Page 11-16, 9. The City shall require the Senior Center to be accessible.... Mayor Dirksen asked, "Require who, require ourselves?" Associate Planner Wyss said Community Development staff had changed the word "ensure" to "require" as requested by Council in previous comprehensive plan amendment discussions. Councilor Buchner said this was one instance where "ensure" was properly used. Tigard City Council Mecting Minutcs November 20, 2007 6 Page 11-15: Councilor Buchner asked why there was a reference to Beaverton. Mayor Dirksen said this was just a fact pertinent to the discussion on schools. Associate Planner Wyss said it would be changed to read, Beaverton School District. Page 11-14: Councilor Woodruff noted that in a Key Finding, Police response time had increased over the last 5 years to 4 minutes, 30 seconds. He asked how it had changed. Councilor Sherwood said the goal used to be 4 minutes or under. Associate Planner Wyss said the response time five years ago was 3 minutes and 52 seconds. Council recommended saying it had increased by a certain number of seconds. Section 5: Franchise Utilities Councilor Buchner remarked that there is a current lawsuit regarding franchise fee validity and asked if this should be addressed in this section. City Manager Prosser said the case has been going on for six years and there is talk of the legislature moving to limit or otherwise structure franchise authority at the local level. He said because of this he is suggesting re-titling this section and will work with staff on wording. 11-19, Policy 6: City Manager Prosser asked staff to continue to work on this section. He said the entire field is changing and it is no longer clear who the service providers are. He said for example, Verizon is now providing video and Comcast is providing phone service so the references are not accurate. Mayor Dirksen said this brought up a concern for him about general language in the comprehensive plan and urged staff to make an effort to make it a more timeless document. He used the example of a Key Finding on page 11-14, that notes TVFR is planning a new station. He said this reference will be out of date after the fire station is built. Councilor Wilson agreed and suggested that staff look at entire document with regard to shelf life. Councilor Wilson asked where solid waste hauler agreements are addressed. Associate Planner Wyss said that was addressed in the Environmental Quality Section. Councilor Wilson asked if we have anything that says what happens if service providers don't give good customer service. Mayor Dirksen agreed that something should be written in this section. Associate Planner Wyss noted that the material given to Council includes two Goals, 3: Agricultural Lands and 4: Forest Lands Sections, which were added so the Comprehensive Plan format follows the Statewide Land Use Goals Format. He said Tigard is not required to address these Goals but staff felt skipping some of the numbers would make the document confusing. Councilor Buchner said this should be mentioned in the introduction. Associate Planner Wyss said Council's changes would be incorporated and brought back for the public hearing of December 4, 2007. Tig-trd City COllnell Meeting Minutes November 20, 2007 7 At 7:58 Councilor Sherwood moved that Council adjourn and reconvene as the City Center Development Agency. Councilor Buehner seconded and the motion was approved by all Council present. Councilor Buehner yes Councilor Sherwood yes Councilor Wilson yes Councilor Woodruff yes Mayor Dirksen yes Chair Dirksen called the City Center Development Agency (CCDA) meeting to order and called a five-minute recess. Chair Dirksen reconvened the CCDA at 8:05 p.m. 4. DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND THE DOWNTOWN PLAZA 8:06:53 PM Principal Planner Nachbar described the process used to develop the Fanno Creek Park and Downtown Plaza plans which began in April and is expected to go through January. He said the master plan would provide direction for construction and is the catalyst project identified in the Downtown Plan. He said staff was seeking Council comments and direction to move forward. He said it is projected that the final version would come to Council for adoption on January 22, 2008. Principal Planner Nachbar introduced Walker Macy Consultant Mike Zilis, Steering Committee Chair Switzer, Kendra Smith from Clean Water Services, and Page Stevens and Paul Meyer, owners of Stevens Marine. He said steady progress has been made towards a plaza and park for downtown and a Resolution was passed by the CCDA on August 28, 2007 confirming the site choice of the plaza as the current Stevens Marine site. He said staff has been working with two committees, the Steering Committee and the City Center Advisory Commission, and both committees have been encouraged to make independent recommendations. He said the consultant firm Walker Macy developed three design schemes and we're evolving towards one scheme, which has been refined since CCDA reviewed it last. Principal Planner Nachbar said while everyone seems comfortable with the plan, most people are concerned with the details. He said a master plan is intended to provide a layout and general concepts, such as the plaza, fountain and urban creek idea. He said details would develop during a secondary design process which will take place when the City designs and builds a shelter for the plaza. "Tigard City Council Mecting Minutcs November 20, 2007 9 Chair Dirksen said that a third group is working on design guidelines for the entire Downtown which also affect what this project looks like. Principal Planner Nachbar said that in addition to developing these standards, specific design guidelines are being developed first in case we have a project in hand for the properties next to the plaza. Walker Macy Consultant Zilas gave a synopsis of the latest project design. He presented slides showing the park area, creek and riparian zone. He described the lower park as a nature park with trails and overlooks. He stated that the regional trail will follow the creek and noted that the public spoke at length about making the area safer and nicer. He said other schemes presented to the public and committees showed two ideas of how the trails should work in the park. He said the continuity between the two schemes was the importance of the Ash Street Crossing as well as bringing the trail up through the lower portions of the properties to the plaza site. He said Clean Water Services is proposing to re-meander the creek and build additional wetlands. He said there are a variety of proposals is to connect the trail from behind A-Boy across'the creek. He said the committee was in favor of bringing the trail behind the brew pub property and crossing over the creek towards Main Street on a cantileavered deck. In response to a question from Chair Dirksen, Principal Planner Nachbar said the City currently has a Memorandum of Understanding with the owner of the brewpub for a public access easement at the brewpub property. Consultant Zilas said he heard very clearly from the committees a preference for including sustainability to make this the "green heart" of Tigard. He said there were strong preferences expressed for a traditional downtown with more natural elements for the park. Consultant Zilas presented the proposed Upland Park & Plaza plan with its sections: Light columns, Plaza, Fountain, Cafe Seating, Festival Street, Stormwater planters and the Urban Creek He said the mixed-use building in the plaza could take on a variety of characteristics and he presented three design options. He recommended that "honest' materials be used (real stone and wood) and that it should be well constructed. The options shown were: > Picnic Shelter/Restroom - Contemporary Style with Green Roof > Picnic Shelter/Restroom with Solar Panel (another way to bring in sustainability) > Picnic Shelter/Restroom - Traditional, Lodge style with Gable Roof Board Member Wilson asked about a water quality facility that he heard would serve 40 acres and asked if that was what the urban creek discharges into. Principal Planner Nachbar said there was currently another facility planned for Main and Commercial Streets which would take water from the northern half of downtown as well as 99W. He said he is exploring with City Engineer Duenas ways to drain more water into Fanno to create a more fully functioning creek. Tiprd City Council Mrcting Minutes November 20, 2007 9 Board Member Wilson expressed concerns about low summer creek flow which can make the water murky and unappealing. He said the creek is more interesting when it has more volume. He said he was also concerned about the steepness of the banks and with a large deck taking over half of the creek area, the design would not have the intended effect. He suggested terracing down to the water. Kendra Smith of CleanWater Services responded and said they had looked at that section of Fanno Creek to see if terracing would work. She said the concern is that it is so steep and because there is about 12 cubic feet per second pushing through there. She said there is a backwater created by 99W during flooding events that shapes the creek into an hourglass shape and the narrowest part is at Main Street by the A-Boy property. She said it is difficult to get anything to grow along the banks but CWS will be testing some plants this winter to see what can tolerate the velocities that flow through in winter. In response to a question from Board Member Wilson about widening the creek she said there wasn't enough space between the two buildings for the creek and a trail if it was widened. She also expressed concern about slope stability. She suggested that any irnprovements recharging the groundwater such as pervious surfaces and stormwater planters will help with flow. Chair Dirksen said overall he likes the look and the direction of the park and plaza layout. He asked what the justification was for moving the path from one side of the creek to the other and whether this would affect property owners. Walker Macy Consultant Zilis said it is not only being done for restoration on the upper bank but that it is also better from a public use standpoint. Board Member Wilson said he disagreed with some of the comments about adding more shrubs and would prefer that people be able to see into the park rather than have it walled off from view with plantings. Board Member Buehner said she attended a recent Fanno Creek Park and Plaza Open House and found it to be a very positive experience. She noted that there were questions from citizens about stream meandering so she wished Clean Water Services had been there to respond. She said she could see that many comments from citizens have been incorporated into the concept. 8 : 56 : 04 PM Page Stevens, one of the owners of Stevens Marine was invited to speak. He said his business has been in the downtown Tigard location for 27 years but had outgrown the property and so he was receptive when Principal Planner Nachbar came to him with the idea of using the property as the main plaza area for the new park in a revitalized downtown. He said their business has outgrown their current facility and a change to a site with enough space and on a busy street would be an advantage. He said they currently work out of four locations and it would benefit them to work out of a consolidated location. He said they wish to stay in Tigard and continue to do business with their established customer base. Ti nrd City Council Mceting Minutes November 20, 2007 10 Chair Dirksen said the CCDA would be pleased to work with them in any way they can. He said they would attempt to find another location in Tigard that will meet their needs. He suggested putting guides at the new plaza letting the public know the location of Stevens Marine's new site. Board Member Woodruff said it was encouraging to hear directly from Mr. Stevens that he is supportive of this concept. Carl Switzer, representing the Steering Committee and City Center Advisory Commission, said there is consensus that Tigard is moving in the right direction and that most concepts presented are solid. He said he liked how the consultants integrated many of their suggestions about how the trail would meander through the park. He noted that a loop system in the park will create a feeling of safety. He said the feeling about the general design of the plaza is positive but they would like to revisit the building design. He said there could a really dramatic element at the plaza that expresses the heart of Tigard, and the CCAC would like the building as proposed as a placeholders but not as a final design. In response to a question from Board Member Woodruff about whether or not staff has provided good opportunities for input, Mr. Switzer said there were. Chair Dirksen said he had a few comments regarding the size of the plaza water fountain and asked if the plaza is usable other than for a water feature? He asked if there would be the flexibility to turn it off and use more of the plaza for other functions? Consultant Zilas said the fountain is designed to be programmed in a variety of ways including turning it completely off. Board Member Wilson said the Plaza needs to be multi-use and if a water feature is to be part of it, it should be able to be turned off He recommended that this be written into the deisgn document. Board Member Woodruff remarked that some citizens prefer a more European style fountain and don't care for an interactive fountain. Board Member Buchner expressed her desire that the fountain be a subordinate feature of the plaza and not dominate it. Chair Dirksen said it should be a plaza with a fountain, not a fountain with a plaza Chair Dirksen said he thought the shelter designs are too modern. He said the building needs to reflect more of a traditional design element. He said it is important to improve and protect the degraded creek and riparian area but it is important to remember that this is fast and foremost a park for people. He said the more accessible this area is for people the more they will care about it. Principal Planner Nachbar said the final version of the Master Plan will be coming back to Council on January 22, 2008 for approval. CCDA Board Member Wilson moved and Board Member Woodruff seconded the motion to adjourn the City Center Development Agency and reconvene the City Tigard City Council Meeting Minutes November 20, 2007 71 Council. The motion was approved by all CCDA Members present. Board Member Buehner yes Board Member Sherwood yes Board Member Wilson yes Board Member Woodruff yes Chair Dirksen yes 5. TIGARD 99W IMPROVEMENT AND MANAGEMENT PLAN REPORT - STAFF AND CITIZEN ADVISORY COMMITTEE (CCAC) RECOMMENDA- TIONS 9 : 17 : 0 2 PM Assistant Community Development Director Bunch said the Highway 99W traffic congestion is well known and many plans have been done over the years. He said this plan is different because it provides specific policy recommendations. Mr. Bunch acknowledged City, Oregon Department of Transportation (ODOT) for funding this study with a grant, Tri-Met, Washington County and Metro were all at the table. Staff proposes that the CAC's recommendations come to the Planning Commission Engineer Duenas summarized Highway 99W issues and future needs in a PowerPoint presentation, which is available in the City Recorder's office. He said there is no one answer to the various traffic difficulties on 99W. He said the Committee created combinations of three main alternatives: • Partial Widening, • Access Management • Full Widening. Councilor Wilson said he was on the Transportation System Plan Committee in 2002 and asked what is different about this plan. Engineer Duenas said this plan contains medians and improved intersections, while maintaining a five-lane system throughout. Mayor Dirksen asked if traffic signals could be more aggressively coordinated. Engineer Duenas replied that while synchronization of the signal system is an objective, it can have the unintended effect of bogging down traffic. He said it is designed for a particular speed and when that speed is not achieved, it doesn't work. Mayor Dirksen asked if Council has reviewed this document and feels that they have enough information to make a decision. City Manager Prosser asked when staff would be bringing this back for formal adoption. Assistant Community Development Director Bunch said it would be back for Council review within three to four months. Councilor Wilson said he liked the direction of the recommendations but a flaw of the Study is that it considers only the pavement and not the land use aspects. He said many Tigard City Council Mccting Minutcs November 20, 2007 12 of the commercial uses along 99W such as strip malls, are obsolete. He said if the priority is access control to make it easier for cars along 99W, then backage roads need consideration. He said backage roads were rejected in this report as not feasible and he disagrees. He said they would be challenging because 99W is on a diagonal but he'd like to see them affirmed as part of the plan. He said seven lanes are in the ODOT plan and if Tigard is going to give up the funds available for that widening, that money should be spent on backage roads and other considerations. Mayor Dirksen said ODOT will support projects off of the highway if it can be proven that they would enhance the functioning of the street. Councilor Buehner said she supported backage roads and suggested putting stronger language about them in the report and to make it a directive as part of the land use analysis. Mayor Dirksen asked if it was possible, rather than rejecting this report because it doesn't include this consideration, for Council to call for the addition of an appendix, that would identify this as a preferred method of achieving the goals of access management. Assistant Community Development Director Bunch said this is a site design issue more associated with a specific project or redevelopment. He suggested keeping the 99W Report as it is and taking on the backage roads as part of Tigard's own project specific improvements. He said requiring shared parking and connected parking of new development could be accomplished on a site by site basis. He said the City's Transportation System Plan is being updated and specific language can provide direction to do this whenever possible. He said the City would need to look at its own Development Code standards in order to ensure appropriate stacking distance and side- street connectivity and then request design exceptions from ODOT if needed. In response to a question from Mayor Dirksen, Assistant Community Development Director Bunch reiterated that the backage roads/shared parking lots solution is a local response to the plan, not part of the plan and is based upon the City's own land use authorities and policies. Councilor Buehner said she disagreed and wanted to see this become part of the plan so it doesn't get lost. She said if it wasn't included she would not vote for the plan. Councilor Wilson said he agreed that these issues should be addressed. He mentioned that when looking on the Transportation and Grown Management website it specifically talks about coupling land use with transportation. He said their backage road option needs to become part of this ODOT funded plan. Assistant Community Director Bunch said, "My concern is one of practicality in that we do have this plan right now. We don't want to approach adoption of this plan based upon a specific element that can be accomplished through a local initiative." He said the City can accomplish these other things through another ODOT funded TGM plan Tigard's Transportation System Plan. Tiggrd City Council Meeting Minutes November 20, 2007 13 Mayor Dirksen recommended that Councilors Buehner and Wilson work with Assistant Community Development Director Bunch to see if they can come up with a compromise. The proposed Highway 99W Citizen Advisory Committee Recommendations were presented by Mr. Bunch. A copy of these recommendations is available in the City Recorder's Office. He invited two CAC members to offer their perceptions. Jesse Black said he represented the Tigard Chamber of Commerce. He thanked Mr. Bunch and Mr. Duenas for shepherding theirs on this Committee. He said the City needs to come to an agreement about what the problem on 99W is. He said ODOT just wants to get more cars through Tigard but he said he feels the problem is that there is too much congestion preventing citizens from getting to one side of town to the other, to get from their homes to businesses, etc. He said over 50% of the traffic doesn't originate or terminate in Tigard. He felt the only way to solve the problem was to re-route traffic from Highway 99W to I-5 and the best bypass route is whatever can be built the soonest. He urged the City Council to help hurry this along. Tim McGilvery said he was the bicycle advocate on the CAC and looked to tie many things together such as the downtown development and commuter rail. He said nothing can be done here about sprawl in Sherwood but there are ways that Tigard can irnprove transportation alternatives for their own citizens. He urged Council to ask citizens to move around in single-occupant vehicles. He said Fanno Creek is a jewel and the Fanno Creek Trail is fantastic. He recommended opening the Trail under the 99W Bridge as a way to give bicycles and pedestrians a connection to the trail system without traveling on 99W. Mayor Dirksen said Tigard meets regularly with Tri-Met about improving mass transit between Tigard and downtown Portland, as well as between nearby cities. He said Council is looking at bike lanes that don't exactly match the main street grids. Mr. McGilvery said he supported getting rid of the bike lanes on 99W. He said there may be resistance because it can be the flattest and fastest route but viable alternatives are available to 99W, which is noisy, smelly and dangerous for cyclists. He suggested developing a spoke and hub system to move citizens around. Councilor Wilson said he supported all 10 recommendations and suggested adding an eleventh - removing the bike lanes from 99W and putting them on parallel streets. He also suggested a twelfth - putting utility lines underground and adding a street tree program. He said the City was told years ago that the power lines were of too high a voltage to put underground but there wasn't the underground directional boring capacity then that is available now. He suggested the low voltage telephone and medium voltage lines could be removed from the poles since we're doing work there anyway and put underground. He said high voltage electrical lines could remain near the top of the pole, and street trees could be planted underneath them. Tigard City Council Meeting Minutes November 20, 2007 14 Assistant Community Development Manager Bunch said working with the Tree Board might be feasible when planning the undergrounding of utilities to enhance the 99W aesthetics. 6. COUNCIL LIAISON REPORTS 7. NON AGENDA ITEMS - City Manager Prosser asked Council to bring their calendars to the next meeting so team building and goal setting meetings can be scheduled. 8. ADJOURNMENT At 10:27 p.m. Councilor Woodruff moved for adjournment. Councilor Buchner seconded the motion and all voted in favor. Yes No Councilor Woodruff ✓ Mayor Dirksen ✓ Councilor Buchner ✓ Councilor Sherwood ✓ Councilor Wilson ✓ Carol A. Krager, Deputy City Recorder Attest: zzgz- Mayot, City of Tigar Date: /op o - Tigard City Council Meeting Minutes November 20, 2007 15 City Center Development Agency City of Tigard, Oregon Affidavit of Notification In the Matter of the Notification of Consideration of City Center Development Agency November 20, 2007, Agenda Item 4: Agenda Item No. 4 - DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND DOWNTOWN PLAZA STATE OF OREGON ) County of Washington) ss. City of Tigard ) I, C A R. Q /4- d L7Z - , being first duly sworn (or affirmed), by oath (or affirmation), depose and say: That I notified the following people/organizations by fax : Newsroom, The Oregonian (Fax No. 503-968-6061) and the following people/organizations by e-mail: Barbara Sherman, Newsroom, Tigard Times (bsherman@commnewspapers.com) Editor, The Regal Courier (Editor@theregalcourier.com) A copy of said Notice being hereto attached and by reference made a part hereof, on the day of N4VOAAIr -1 120 02 Signature o Gerson who Performe otification Subscribed and sworn (r- aWffi-nedl before me this / day of fQnV vrn b(.r , 20 0.7 . OFFICIAL SEAL JILL M BYARS Signature of otary Public for Oregon *NOTARY PUBLIC-OREGON COMMISSION NO. 381793 MY COMMISSION EXPIRES JUNE 14, 2008 TIG1RD CITY CENTER DEVELOPMENT AGENc Y MEETING NOVEMBER 20, 2007 TIGARD CITY HALL TIGARD 13125 SW HALL BLVD. TIGARD OR 97223 NOTICE The City Center Development Agency (CCDA) will have before it on the November 20, 2007, City Council and City Center Development Agency Meeting Agenda the following item for consideration: Agenda Item 4. DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND DOWNTOWN PLAZA Please forward to: ❑ Barbara Sherman, Newsroom, The Times (Fax No. 503-546-0724) ❑ Newsroom, The Oregonian (Fax No. 503-968-6061) ❑ Editor, The Regal Courier (Fax No. 503-968-7397) The CCDA was reactivated by Resolution 05-32 on May 10, 2005, and will meet occasionally to address issues related to urban renewal. The CCDA, functioning as the city's urban renewal agency, will work on an urban renewal plan designed to facilitate the development and redevelopment of downtown Tigard and possibly other areas within the city. For further information, please contact Deputy City Recorder Carol Krager by calling 503-639-4171, ext. 2419. Deputy City Recorder Date: Ag -7 Post: Tigard City Hall Tigard Permit Center Tigard Public Library 11/08/2007 16:08 FAX 503 639 1471 CITY OF TIGARD 2001 ~xm TX REPORT sa* TRANSMISSION OK TX/RX NO 4653 CONNECTION TEL 503 968 6061 SUBADDRESS CONNECTION ID OREGONIAN ST. TIME 11/08 16:07 USAGE T 00'43 PGS. SENT 1 RESULT OK t ,1 f ~ ■ f v~ NOTICE The City Center Development Agency (CCDA) will have before it on the November 20, 2007, City Council and City Center Development Agency Meeting Agenda the following item for consideration: Agenda Item 4. DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND DOWNTOWN PLAZA Please forward to: ❑ Barbara Sherman, Newsroom, The Times (Fax No. 503-546-0724) ❑ Newsroom, The Oregonian (Fax No. 503-968-6061) ❑ Editor, The Regal Courier (Fax No. 503-968-7397) The CCDA was reactivated by Resolution 05-32 on May 10, 2005, and will meet occasionally to address issues related to urban renewal. The CCDA, functioning as the city's urban renewal agency, will work on an urban Carol Krager From: Carol Krager Sent: Thursday, November 08, 2007 3:59 PM To: 'bsherman@commnewspapers. com'; 'Editor@theregalcourier.com' Subject: Notice of Tigard's City Center Development Agency Meeting Attachments: 071120 Notice of Agenda Item for CCDA Consideration. pdf Attached is a Notice of the CCDA meeting on November 20, 2007. TIGARD CITY CENTER DEVELOPMENT AGENCY . MEETING, NOVEMBER 20; 2007 TIGARD CITY HALL 1 13125 SW HALL BLVD. TIGARD OR 97223 NOTICE The City Center Development Agency (CCDA) will have before it on the November 20, 2007, City Council and City Center Development Agency Meeting Agenda the following item for consideration: Agenda Item 4. DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND DOWNTOWN PLAZA Please forward to: ❑ Barbara Sherman, Newsroom, The Times (Fax No. 503-546-0724) ❑ Newsroom, The Oregonian (Fax No. 503-968-6061) ❑ Editor, The Regal Courier (Fax No. 503-968-7397) The CCDA was reactivated by Resolution 05-32 on May 10, 2005, and will meet occasionally to address issues related to urban renewal. The CCDA, functioning as the city's urban renewal agency, will work on an urban renewal plan designed to facilitate the development and redevelopment of downtown Tigard and possibly other areas within the city. For further information, please contact Deputy City Recorder Carol Ktager by calling 503-639-4171, ext. 2419. Deputy City Recorder Date: Post: Tigard City Hall Tigard Permit Center Tigard Public Library A ' City Center Development Agency City of Tigard, Oregon Affidavit of Posting In the Matter of the Notification of Consideration of City Center Development Agency on November 20, 2007, Agenda Item No. 4 Agenda Item No. 4 - DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND DOWNTOWN PLAZA STATE OF OREGON ) County of Washington) ss. City Tigard I, 1 ) " ' . t- & -Izl , being first duly sworn (or affirmed), by oath (or affirmation), depose and say: That I posted in ➢ Tigard City Hall, 13125 SW Hall Boulevard, Tigard, Oregon ➢ Tigard Public Library, 13500 SW Hall Boulevard, Tigard, Oregon ➢ Tigard Permit Center, 13125 SW Hall Boulevard, Tigard, Oregon A copy of said Notification of Consideration of City Center Development Agency on November 20, 2007, Agenda Item No. 4 A copy of said Notice being hereto attached and by reference made a part hereof, on the day of 1-0 411p, , 200-. "44 Signature of Person who Performed Notification Subscribed and sworn before me this - t day of ,00 )200-7 . OFFICIAL SEAL. JILL M BYARS S ature of Notary P lic for Oregon NOTARY PUBLIC-OREGON COMMISSION NO. 381793 MY COMMISSION EXPIRES JUNE 14, 2008 TIGARD CITY CENTER DEVELOPMENT AGENCY MEETING NOVEMBER 20, 2007 TIGARD CITY HAIL 1 13125 SW HALL BLVD. TIGARD OR 97223 NOTICE The City Center Development Agency (CCDA) will have before it on the November 20, 2007, City Council and City Center Development Agency Meeting Agenda the following item for consideration: Agenda Item 4. DIRECTION FOR PREFERRED CONCEPT DESIGN PLAN FOR FANNO CREEK PARK AND DOWNTOWN PLAZA Please forward to: ❑ Barbara Sherman, Newsroom, The Times (Fax No. 503-546-0724) ❑ Newsroom, The Oregonian (Fax No. 503-968-6061) ❑ Editor, The Regal Courier (Fax No. 503-968-7397) The CCDA was reactivated by Resolution 05-32 on May 10, 2005, and will meet occasionally to address issues related to urban renewal. The CCDA, functioning as the city's urban renewal agency, will work on an urban renewal plan designed to facilitate the development and redevelopment of downtown Tigard and possibly other areas within the city. For further information, please contact Deputy City Recorder Carol Krager by calling 503-639-4171, ext. 2419. Deputy City Recorder Date: Post: Tigard City Hall Tigard Permit Center Tigard Public Library n City of Tigard, Oregon Affidavit of Posting ' In the Matter of the Proposed Notification of an Executive Session added to the November 20, 2007 City Council Workshop Meeting STATE OF OREGON ) County of Washington ) ss. City of Tigard ) I, , being first duly sworn (or affirmed), by oath (or affirmation), depose and say: That I posted in ➢ Tigard City Hall, 13125 SW Hall Boulevard, Tigard, Oregon ➢ Tigard Public Library, 13500 SW Hall Boulevard, Tigard, Oregon ➢ Tigard Permit Center, 13125 SW Hall Boulevard, Tigard, Oregon a copy of Notice of an Executive Session added to the agenda of the November 20, 2007 City Council Workshop Meeting. A co of said Notice being hereto attached and by reference made a part hereof, on the day of 20~. Signature of Person who Performed P Ling Subscribed and sworn before me this day of ~ 11WAA OFFICIAL SEAL Signa ure of Notar ublic for Oregon JILL M BYARS NOTARY PUBLIC-OREGON COMMISSION NO. 381793 MY COMMISSION EXPIRES JUNE 14, 2008 i1adm1cath&ounci11meeting notices\2007W71120 exec session aff.doc TIGARD CITY COUNCIL NOVEMBER 20, 2007 TIGARD CITY HALL. RED ROCK CREEK CONE ROOM 13125 SW HALL BLVD. JIGARD TIGARD OR 97223 Notice The Tigard City Council will Meet in an Executive Session at 6:30 p.m. on November 20, 2007 Prior to the Council Workshop Meeting The Tigard City Council will meet under ORS 192.660 (2) (e) - Real Property transaction negotiations. 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(4), 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. Please forward to: ❑ Barbara Sherman, Newsroom, The Times (Fax No. 503-546-0724) ❑ Newsroom, The Oregonian (Fax No. 503-968-6061) ❑ Editor, The Regal Courier (Fax No. 503-968-7397) For further information, please contact Deputy City Recorder Carol Krager by calling 503-639-4171, ext. 2419. Deputy City Reccorder. J Date: Z42 7 Post: Tigard City Hall Tigard Permit Center Tigard Public Library MEMORANDUM TIGARD TO: Mayor and City Councilors Craig Prosser, City Manager FROM: Gus Duenaslm t City Engineer RE: Portand & Western Rail Yard DATE: November 20, 2007 The Portland and Western (P&W) new Tigard Switching Yard was funded through a grant from Oregon's ConnectOregon program. The grant amount was $2,951,170 with a local matching amount of $738,000 from P&W. The rail yard is apparently completed with the dedication to celebrate the opening scheduled for December 11, 2007. Attached is an invitation for the dedication event from P&W providing that information. I have tried to find out more details from P&W and TriMet staff regarding the new switching yard. I have not received any return calls at this point, except from Steve Witter of TriMet, who had very limited knowledge of the project.. However, indications are that the new rail yard is located between Hall Boulevard and Bonita Road. The new rails begin just east of the Hall Boulevard crossing and most likely extend almost all the way to Bonita Road. The rails are not visible from Bonita Road because of the sharp curve on the approach. However, from previous discussions with Paul Zalec of P&W on rail yards in general, they have to be approximately a mile long to accommodate the long trains that run on them. The distance from Hall to Bonita is slightly over a mile. P&W had been using the existing tracks as a switching yard for many years. The switching area extended from Bonita Road to Main Street. Their strong objections to any crossing between Bonita and Main Street was based on their need to switch cars in this area, including the Tigard downtown. That they have moved the switching area east of Hall is good news for a potential at-grade crossing at Ash Avenue in the Tigard downtown. However, it most likely will eliminate any possibility of Wall Street connecting to Hunziker as long as the rail yard functions in the area between Hall and Bonita. This memorandum is to provide you with what information I do know regarding the new switching yard. I expect to receive more detailed information regarding the new yard next week. I will provide additional information to you after I hear from P&W and TriMet. Attachment c: Tom Coffee, Community Development Department Director a Geneses d wenikeg Can wW November 14, 2007 Re: Join us fora vente$Icahng'&W s new4,Ti a 'S~Wltchng Yard We at Portland & Western Railroad believe that freight rail is a critical component of Oregon's overall transportation infrastructure. We are committed to improving and upgrading our rail lines because improved infrastructure creates economic opportunities for Oregon, local communities and local businesses. In our pursuit of rail line improvements, we have worked with various stakeholders, including local government, the State, and Oregon's federal congressional delegation, to identify possible solutions. Through this process we were successful in securing $2,951,170 from Oregon's ConnectOregon initiative for construction of a new rail switching yard. This funding, when added to Portland & Western Railroad's financial contribution of $738,000, will create capacity in this vital freight rail corridor by constructing a multiple track switching yard and will help minimize potential schedule impacts on Washington County Commuter Rail. P&W handles 27,000 carloads annually through this area, which equates to 94,500 highway truck movements. I would like to invite you to join us for a banner breaking event to celebrate the opening of the Tigard Switching Yard. We will be hosting the event on December 11 at 11:00 am. We will be driving a locomotive through a celebratory banner to officially open the yard. There will be an opportunity for a number of people to say a few words. Also, immediately after the ceremony, we will offer a short train trip to give attendees a first hand look at the freight rail system and the Washington County Commuter Rail track. I hope you can join us in our celebration of this significant project. We will follow up with specific details regarding the location of the ceremony site and directions, but we want to give you adequate notice to reserve the date on your calendar. Thank you for your time and support. We hope to see you on December 11 to celebrate the latest step forward for Oregon's transportation infrastructure. Si erely, Bruce Carswell President Portland & Western Railroad, Inc. 650 Hawthorne Ave. SE, Ste 220 Salem, OR 97301 503-365-7717 FAX 503-365-7787 Agenda Item # a Meeting Date November 20, 2007 COUNCIL AGENDA ITEM SUMMARY City Of Tigard, Oregon Issue/Agenda Title Joint Meeting with the Park and Recreation Advisory Board (DRAB) Prepared By. Dennis Koellermeier Dept Head ApprovaL- City Mgr Approval: ISSUE BEFORE THE COUNCIL The Council is being asked to participate in a discussion and provide direction to the PRAB. STAFF RECOMMENDATION Staff recommends the Council participate in a discussion and provide direction to the PRAB. KEY FACTS AND INFORMATION SUMMARY The PRAB wishes to discuss and is seeking Council direction on the following three topics: 1. Conducting a land acquisition/park development bond measure in November 2008 or 2010 to create a stable, non-system development charge revenue stream ■ In 1999 the City adopted the City of Tigard Park System Master Plan. This plan recommended acquiring and developing an additional 229 acres of park land. ■ . In 2004 the City updated its Parks System Development Charges (SDCs). Included in the update was a proposal for the City to acquire and develop approximately 90 acres of park and greenway by 2008 at a cost of $26.8 million. Of the $26.8 million, approximately $ 10 million would be funded bySDCs and the remaining $16.8 million would be funded by non- SDC sources. ■ In 2004 the City conducted a Park and Recreation Needs Assessment Survey. Of those polled, 69 percent favored preserving natural resources. Additionally, 49 percent not only supported a $5 million bond measure, but also supported a tax increase to raise funds for land purchases. The $5 million number had no particular basis, but was viewed as a reasonable amount for a local park and open space acquisition bond measure. ■ The current Parks SDC Fund balance is nearly $3.5 million. ■ Since FY '06-'07 the City has budgeted approximately $1 million of non-SDC General Fund monies for parks and greenway acquisitions. ■ An update of the 1999 Park System Master Plan is planned for this fiscal year. This update will undoubtedly further refine the City's need to fund and acquire more parks and greenway spaces. 2. Implementing a two-year, recreation program to begin in the fall or winter of 2008 with an annual budget of approximately $230,000. The estimated General Fund contribution would be $80,000 and program fees and charges would fund the remaining $150,000. 3. The inclusion of a recreation program component in the upcoming Park System Master Plan update. OTHER ALTERNATIVES CONSIDERED None CITY COUNCIL GOALS None ATTACHMENT LIST None FISCAL NOTES Bond Measure Although there would be some nominal informational and administrative costs associated with the bond measure, the City would not have to pay for election costs during general elections, e.g. November 2008 or 2010. In order to gauge current public support of the bond measure, it maybe necessary to conduct an additional poll or survey on the issue. If needed, polling costs are roughly estimated to be between $10,000 and $12,000. Bond issuance costs typically amount to 1.5 percent of the bond total and could be financed in the sale. If pursued, the City might anticipate a bond measure in the $5 and $10 million range. Recreation Program If the Council decides to implement a two-year pilot recreation program the cost would be approximately $230,000 per year. The estimated General Fund contribution would be $80,000, and program fees and charges would fund the remaining $150,000. Agenda Item # Meeting Date November 20, 2007 COUNCIL AGENDA ITEM SUMMARY City Of Tigard, Oregon Issue/Agenda Title Workshop for Comprehensive Plan Amendment (CPA) 2007-00004 Public Facilities and Services Prepared By: Darren Wyss Dept Head Approval: City Mgr Approval: ISSUE BEFORE THE COUNCIL Review and discuss with staff, proposed Comprehensive Plan goals, policies, and recommended action measures recommended by the Planning Commission at their November 5, 2007 public hearing (CPA2007-00004). STAFF RECOMMENDATION Council is requested to become familiar with the Commission's recommendation to adopt Comprehensive Plan goals, policies, and recommended action measures pertaining to public facilities and services and identify any additional material or information to assist in making its decision at a public hearing scheduled for December 2007. KEY FACTS AND INFORMATION SUMMARY The proposed Public Facilities and Services chapter included in the amendment is a result of Council's direction to complete a full update of the Tigard Comprehensive Plan. The updated chapter is based on the extensive inventory and facts included in the Tigard 2007 resource document that detailed current community conditions and trends. Additionally, staff considered relevant findings from past citizen surveys and the Tigard visioning project. This ensured that the expressed values and attitudes of the hundreds of citizens who participated in these efforts were incorporated into the update of the Comprehensive Plan. Council's direction to update the Comprehensive Plan also stressed the importance of garnering citizen input. Staff has done this through Policy Interest Teams that met several times. Through consideration of the above technical information and previously expressed values and attitudes, the Policy Interest Teams and staff formulated draft goals, policies, and recommended action measures to pass on to the Planning Commission. Subsequently, the Planning Commission held a public workshop on October 1, 2007 and a public hearing on November 5, 2007. The Commission recommended the Council adopt the updated chapter (Attachment 1) included in CPA2007-00004. At the public workshop, the Commission requested a few minor changes be made before bringing it back for the public hearing (Attachment 2). No further changes were requested at the public hearing. Like all updated Plan chapters that will come before Council, it is important that the Public Facilities and Services chapter be technically sound. Therefore, during the development of the chapter, Department Review Teams were involved to determine its technical accuracy and conformance with applicable laws and rules. Also, the updated chapter was sent to state, federal, and regional agencies for review. 1:\L.RPLN\COMPPLAN\Volumcll\CPA\2007-00004\CC_Workshop\11-20-07AIS CC Workshop CPA 2007-00004.doc 1 The intent of the updated chapter is to provide Tigard a much better foundation on which to prepare ordinances, associated plans, development standards, programs, and intergovernmental agreements. This is necessary to provide the tools needed to address the appropriate coordination, location, and delivery of adequate, efficient, and effective public facilities and services. The availability of these facilities and services are essential to a high quality of life and the health, safety, and welfare of the community. For these reasons, the City and its partner agencies and districts must efficiently plan for the impacts of future growth and development on the facilities and services provided. By adopting the new Comprehensive Plan chapter, the City signals that it is committed to these principles, whether they are required by federal, state, and regional regulations, or simply the aspirations and wishes of the community. The proposed chapter provides a necessary update to the current language in the Comprehensive Plan, which is out of date and limited in scope. The Oregon Land Conservation and Development Commission (LCDC) requires jurisdictions to periodically update their plans to reflect current conditions, regulations, and information relating to the Oregon Statewide Planning Goals. This amendment will act as a major stride in ensuring compliance with the Statewide Planning Goals through goals and policies that act as the basis to manage, maintain, and expand the public facilities and services of the community. The meeting minutes from the Planning Commission public hearing can be found in Attachment 3. OTHER ALTERNATIVES CONSIDERED N/A CITY COUNCIL GOALS Goal 1: Comprehensive Plan A. Updating the blueprint for the City B. Public Input ATTACHMENT LIST Attachment 1: Proposed Language for CPA2007-00004 Attachment 2: Memo to Council dated November 6, 2007 Attachment 3: Planning Commission Meeting Minutes - November 5, 2007 FISCAL NOTES Not Applicable 1:\].RPI.,N\COMPPI..AN\Volumcll\CPA\2007-00004\CC_Workshop\11-20-07AIS CC Workshop CPA 2007-00004.doc 2 Attachment 1 v x a Ila. Public Facilities an Services 'The community's vision is for a future where essential public facilities and services are readily available to serve the needs of the community. " Public Facilities and Services addresses their appropriate coordination, location, and delivery in a rnanner that best supports the existing and proposed land uses. The provision of these facilities and services is essential to a high quality of life and the health, safety, and welfare of the community. Their availability is also vital to promoting and sustaining a strong local and regional economy. For these reasons, the City and its partner agencies and districts must efficiently plan for the impacts of future growth and development on the facilities and services provided. Statewide Planning Goal 11 requires Oregon jurisdictions to adopt Comprehensive Plans that provide goals and policies as the basis to manage, maintain, and expand the public facilities and services of the community. Public acilities and Services "To plan and develop a timely, orderly, and efficient arrangement of public facilities and services to serve as a framework for urban and rural development." The conununity's vision is for a future where essential public facilities and services are readily available to serve the needs of the community. They under- stand the importance of not only planning for and funding the facilities, but ensuring their continued maintenance. They also recognize the impact that new development places upon all services and want them to pay their fair share. The public library, senior center, public safety; and public schools are especially considered vital components of a high quality, livable community. Furthermore, it is recognized that expected population growth in the region will place increased pressure on existing public facilities and services. The City of Tigard has adopted the City of Tigard Public.Fatilety Plan (1991) as required by Oregon Administrative Rule 660-11. The City will make appropriate updates to the Pub&Facilily Plain on a regular basis as part of the Periodic Review process as required by Oregon Administrative Rule 660-25. Section 1: Stormwater Management The City stormwater infrastructure is a mix of natural and piped systems. As with most urban areas, the reliance on piped stormwater has been important to transport the water from impervious surfaces to the natural systems and move it out of the community. To ensure the system operates effectively, the natural components must remain in good condition to meet the primary objectives of protecting water quality and flood control. To accomplish these objectives, the City collaborates with Clean Water Services (CWS) in the planning and manage- Comprehensive Plan I City of Tigard 11-1 - PUBLIC FACILITIES AND SERVICES ment of the system. The plans currently used for City efforts are the CWS DormwaterManugement Plan (2006), which addresses water quality protection, and Fanno Creek Watershed Marnagenrew Plan (1997), which addresses flood control in the City. The 2006 StorrnwUlerAlanagement .Plan (SNX7MP) is a requirement of the combined National Pollutant Discharge Elimination System (NPDES) and Municipal Separate Storm Sewer System (MS4) permits held by CWS. The SNVNIP is revised on a five-year cycle and was last updated in spring 2006. To implement the plan, the City has an inter-governmental agreement (IGA) with CWS as a "self-service provider." This designation means the City has operation and main- tenance authority over storm drain systems, water quality systems, and roadside ditches under City jurisdiction. The IGA outlines the CWS work program stan- dards that must be followed by the City. The 1997 .Fanno Creek Eatershed Management Plan (Fanno Plan) prepared by CWS for all jurisdictions within the basin, is the principal plan for drainage in the City. The Fanno Plan covers 85% of Tigard (the remaining 15% of the juris- diction drains directly to the Tualatin River) and has been adopted by the City. Included in the plan is an inventory of drainage structures, an evaluation of their adequacy of capacity, and recommended City infrastructure improvements to reduce flooding. Funding for these projects is available through the Storm Sewer Fund that results from the collection of system development charges. In addition, the City is responsible for adopting policies and regulations that implement statewide land use goals to protect water quality and wildlife habitat. These policies and regulations must ensure that the impacts of new develop- ment on the stormwater infrastructure are minimized. One of the greatest impacts on stormwater infrastructure is the amount of impervious surface in a watershed. Impervious surfaces increase run-off into the stormwater system and increase the peak flow of storm events. Reducing the impervious surface coverage will encourage natural filtration and help to reduce the stormwater infrastructure needs, as well as reduce problems associated with scouring and erosion of stream channels from storm events. Although CWS does not have land use authority, they have been involved in reducing the impacts of stormwater by developing the CWS Design and Construction Dandards (2007) that have been adopted by and are implemented by the City. A city engineer performs the task of evaluating the stormwater infrastructure design during the development review process to make sure the standards are met. 11-2 City of Tigard Comprehensive Plan In addition to the CWS Deign and Construction Standards (2007), the City has adopted voluntary habitat friendly development provisions that may be utilized during new development. The provisions seek to protect wildlife habitat that has been identified witlun the community and includes low impact development practices that are meant to reduce stormwater flow. Funding for the stormwater system is gener- ated from two sources. The first is from System Development Charges (SDCs) that are One of the assessed on new developments that cannot provide their own water quantity and quality • facilities. The money is placed in the. Storm on stormwater Sewer Fund, which is managed by CWS and used for capital projects included in plans infrastructure formulated by C`ti'S. The second, the Surface Water. Management Fee, is a monthly charge is the amount that is collected on utility bills. The City keeps o , 75% of this fee for operations and mainte- nance of the stormwater infrastructure. surface in a KEY FINDINGS watershed. ■ The expansion and maintenance of stormwater infrastructure is an important factor affecting growth and development. ■ Objectives of the stormwater system are the protection of water quality and flood control and are addressed through the C`Y'S StormnaterManagerrrerrtPIaur (2006) and the .Fanno Creek Eatersbed Alanagement Plan (1997). ■ The City maintains 113.4 miles of stormwater pipe, 3975 catch basins, and 588 outfalls. ■ The City maintains 79 water quality facilities; which include ponds, swales, filter systems, detention pipes and tanks. ■ Impervious surfaces, undersized bridges and culverts, and inadequate infra- structure contribute to localized flooding. ■ The citizens of Tigard are concerned about population increases and the impact upon the community. ■ Ttie citizens of Tigard are concerned about the impact of growth on the community's natural resources. ■ The citizens of Tigard are concerned about the future of public services, which includes safety, schools and infrastructure. Comprehensive Plan ( City of Tigard 11-3 _ PUBLIC FACILITIES AND SERVICES GOAL 11.1 Develop and maintain a stormwater system that protects development, water resources, and wildlife habitat. POLICIES 1. The City shall require that all new development:: A. construct the appropriate stormwater facilities or ensure construction by paying their fair share of the cost; B. comply with adopted plans and standards for stormwater management; and C. meet or exceed regional, state, and federal standards for water quality and flood protection. 2. The City shall continue to collaborate with Clean Water Services in the planning, operation, and maintenance of a comprehensive stormwater management system. 3. The City shall require the stormwater management system to comply with all applicable federal, state, and regional regulations and programs. 4. The City shall require annexation prior to any property receiving City stormwater services. 5. The City shall require maintenance access to all stormwater infra- structure and easements. 6. The City shall maintain streams and wetlands in their natural state to protect their stormwater conveyance and treatment functions. 7. The CM, shall encourage loaw impact development practices and other measures that reduce the amount of and/or treat stormwater runoff at the source. 8. The City shall develop sustainable funding mechanisms: A. for storm-water system maintenance; B. to improve deficiencies within the existing system; and C. to uiiplement stormwater system improvements identified in the Capital Improvement Plan. 11-4 City of Tigard Comprehensive Plan A*Mk 'qqW RECOMMENDED ACTION MEASURES i. Adopt natural resource and habitat friendly development standards that utilize incentives for developers to incorpo- rate green concepts into their design. ii. Review and modify the. Community Development Code, as needed, to include effective regulations to implement the stormwater management goals and policies. iii. ]dentin, and map problematic storm-water drainage areas in the community. iv. Research alternative funding strategies for use in improving identified problem stormwater drainage areas in the community. V. Develop partnerships to produce and distribute informa- tional materials that outline the benefits of low impact development practices and green street concepts. vi. Develop and iunple- I ment a Capital ""Althoti the Replacement Program • for the stormwater City owns a few svstem. wells, nearly Section 2: Water Supply and Distribution of the water supply is The City of Tigard provides water to the Tigard Mater Service Area. This area • i I includes most of the City's residents and also the City of Durham, Bing City, and wholesale the Bull. Mountain area of unincorporated providers Washington County; which is represented by the "Tigard Water District. The northeast as the Portland corner of the City is supplied water by the Tualatin Valley Water District Water Bit reau. which operates independently from the City of Tigard. The TVVD is governed by a five-member Board of Commissioners and operates under the TVWD W'a/erAlaslerPlanlManagenrew Plan (2007). Tigard has no role in the operation or management of T , WD, but has collaborated with Comprehensive Plan Cir,7 of Tigard 11-5 _ PUBLIC FACILITIES AND SERVICES theta on long-term supply studies and is also capable of sharing water in emer- gency situations. The City of Tigard took over the provision of water to the Tigard Water Service Area from the Tigard Water District in 1994. During the transfer of supply responsibilities, an IGA created oversight for the water system through the Inter- governmental Water Board (IMN13), which consists of a member from'Tigard, Durham, King City, Tigard Water District, and one at-large member. The IGWB advises Tigard City Council on issues relating to rate setting and water supply. The City owns and operates the water distribution system under license from the Oregon Department of Human Services and the Oregon Water Resources Department. The Ulaler Di 1ribnlion Plydraulic sl l(ly (2000) is the current master plan for the City water supply system. The study provides direction for system improvements, including storage and distribution. Although the City owns a few wells, nearly 90% of the water supply is purchased from wholesale water providers such as the Portland Water Bureau (PXX713). The City signed a 10-year agreement in summer 2006 to continue purchasing water from PVT. In addition, the City purchases water from the City of Lake Oswego, which draws its eater from the Clackamas River Basin. This lack of a City- owned supply has been identified as an important issue for the future and three long-term supply feasibility studies are in progress. The studies are in collabora- tion with neighboring jurisdictions and will evaluate various options for partner- ships in securing a long-term supply. During periods of high water demand, the City can supplement its supply with water from City-owned aquifer storage and recovery (ASR) wells and native groundwater wells. Additional supply is available for purchase from the joint Water Commission UWC). Water from the JWC is delivered via the City of Beaverton system; making it Tigard's only fluoridated supply. The City also has system inter-ties with Tualatin and the Lake Grove Water District that allows sharing water under emergency conditions. In 2005, the Oregon Departments of Human Services and Environmental Quality conducted a source water assessment on Tigard's groundwater. Within the Tigard water service area, 50 sites were identified as potential sources of drinking water contamination if managed improperly. The City of Tigard Water System is set up as an enterprise fund. The budget needs no money from the City general fund and operates based solely on 11-6 City of Tigard Comprehensive Plan A#Mk revenue the \\later System creates. System Development Charges for new construction and connections, and rates for water consumption are the two main sources of revenue for the budget. KEY FINDINGS ■ The expansion and maintenance of water supply and distribution infrastruc- ture is an important factor affecting growth and development. ■ As of November 2006, T TWD has approximately 1,920 service connections within the City of Tigard. There are 24 covered reservoirs in the TV\VD system that can store 53 million gallons of water. ■ The City of Tigard Water Service provides potable water to approximately 55,990 people through approximately 17,300 residential, commercial, and industrial service connections. ■ The City of Tigard's water system contains 13 reservoirs with a total combined storage capacity of approximately 24.5 million gallons. ■ The City of Tigard's water distribution system contains eight purnp stations to distribute potable water to residents around the Tigard \Vater Service Area. ■ The distribution system is composed of various pipe types in sizes up to 36 inches in dia peter. The total length of piping in the service area is approxi- mately 209 miles. ■ Three feasibility studies are in progress and will help to provide direction for the City's long-term supply options. • The City has experienced a decrease in total and per capita consumption from 2001 to 2005 due to repairs made in water line leaks, rising costs, and the Water Conservation Program. ■ The IYlater Demand Forecast Report (2006) projects future armual water demand could range from 2,732 to 3,229 million gallons in the Tigard Water Service Area. ■ The citizens of Tigard are concerned about population increases and the impact upon the community. ■ The citizens of Tigard are concerned about the future of public services, which includes safety, schools and infrastructure. GOAL 11.2 Secure a reliable, high quality water supply to meet the existing and future needs of the community. Comprehensive Plan Croy of Tigard 11-7 _ PUBLIC FACILITIES AND SERVICES POLICIES 1. The City shall prioritize securing an interest in a high quality, long- term water supply, which is financially feasible and reliable, to serve the Tigard Water Service Area. 2. The City shall develop and maintain a water system master plan to coordinate the improvement and expansion of Tigard Water Service Area infrastructure to serve current and projected demand. 3. The City shall require maintenance access to all public water infra- structure and easements. 4. The City shall coordinate with Tualatin Valley Water District to require adequate supply and pressure to meet consumption and fire protection needs for the portion of Tigard served by the District. 5. The City shall ensure Tigard water Service operations remain finan- cially self-supporting. 6. The City shall require all new connections within the Tigard Water Service Area to pay a system development charge. 7. The City shall comply with all state and federal laws and regulations relating to potable water. 8. The City shall require that all new development: A. connect to a public water system; B. pay a system development charge and other costs associated with extending service; C. ensure adequate pressure and volume to meet consumption and fire protection needs; and D. extend adequately sized water lines with sufficient pressure to the boundaries of the property for anticipated future extension. 9. The City shall encourage water conservation through informational programs and maintenance of the system. 10. The City shall prohibit activities that have the potential for contanu- nation of the municipal water supply. RECOMMENDED ACTION MEASURES i. Continue to investigate options to partner with neigh- boring jurisdictions in securing a long term water supply. ii. Construct water distribution facilities in areas with minitnal visual impact upon the commutvty. iii. Identify and map developed properties that are not 11-8 City of Tigard Comprehensive Plan AO%L I"NW connected to the municipal water supply. iv: Continue funding a maintenance program that ensures adequate pressure and flow, protects water quality; and mininvzes water loss. V. Regularly review and update the Community Development Code as it applies to potable water.. Vi. Continue producing and distributing informational mate- rials related to water supply and conservation. vii. Update water system development charges as needed. viii. Research and implement a system development charge structure that doesn't penalize residential structures for installing a fire sprinkler system. ix. Develop and implement a Capital Replacement Program for the water distribution system. X. Survey the community to gauge their attitude regarding a fluoridated water supply. Section 3: Wastewater Management Wastewater services within. Tigard are managed through an agreement "'Land use applicants between the City and CWS. The agree- ment assigns the City enforcement of i required design and construction standards, miles and regulations, and rates and obtain charges governing the use of, and Facility Permit wben connection to, the wastewater system. In return, CWS acts as the regional connecting to City wastewater authority that provides, owns, and maintains sewer lines with wastewater owned a diameter of 24 inches or greater (the s City owns less than 24-inch lines), as well as pump stations and treatment facilities. CWS is also responsible for the planning of wastewater collection in the Tualatin River basin. CWS owns and operates the Durham Wastewater Treatment Facility. The facility is operating under the basin-wide NPDES permit and Is in connpli- ance with Clean LX/ater Act regulations. The City has an IGA «dth Clean Water Comprehensive Plan Cite of 'Tigard 11-9 - PUBLIC FACILITIES AND SERVICES Services to perform management and maintenance tasks on City-owned waste- water infrastructure to ensure continued compliance with the regulations. The CWS Collection .System klasler Plan L: date (2000) is the current plan for waste- water collection in the Tualatin basin, including the City of Tigard. The primary focus of the plan was to analyze future capacity of the system and found that all existing lines within the City of Tigard have adequate capacity to accommodate anticipated growth. The City has also developed the Sanitary Sewer Facility Plan Map to help priori- tize projects and schedule improvements to the system through the Capital Improvement Plan (CIP). The facility map is continuously revised and shows the locations of all current and proposed lines within the City. The map allows the City to plan for new construction and also identify developed neighborhoods not currently being served by the wastewater system. The Neighborhood Sewer Extension Program was established in 1996 by the City to extend public infrastructure to unconnected neighborhoods. This program encourages property owners to retire septic systems and connect to the City sewer system. The program does require property owners, upon connec- tion, to reimburse the City for a fair share of the total cost. To encourage participation, the City also established the Neighborhood Sewer Reimbursement District Incentive Program that provides options for limiting the financial burden on the property owner. In addition to the operation and maintenance of the existing wastewater system, the City is responsible for implementing the CWS DesiSn and Construction Slandar& (2007). Land use applicants are required to obtain a Public Facility Permit when connecting to City owned wastewater infrastructure and must comply with the standards as part of the development review process. This function is outlined in the IGA between CWS and Tigard and is carried out by a city engineer. Funding for the wastewater system is generated from three sources. First, devel- opers finance the construction of new sewer lines needed to service their new developments. Secondly, during the building permit process a connection fee is collected by the City. Most of the fee is transferred to CWS, but a portion of the fee is retained by the City for system improvements. Finally, the monthly sewer service fee is collected on the utility bill and a portion is retained by the City for operations and maintenance of the wastewater system. 11-10 City of Tigard Comprehensive Plan KEY FINDINGS ■ The expansion and maintenance of wastewater infrastructure is an impor- tant factor affecting growth and development. ■ The City coordinates the expansion, operation, and maintenance of waste- water infrastructure through an IGA with CWS as a "self-service provider." ■ As of October 2006, there were approximately 12,671 connections to the City's wastewater system. ■ The City owns and maintains 160 miles of wastewater mainline (6 to 21 inches). • Currently, 29 neighborhoods (589 properties) have been provided the opportunity to connect through the Neighborhood Sewer Extension Program. Another 17 neighborhoods have been identified as potential participants in the program. ■ The citizens of Tigard are concerned about population increases and the impact upon the community. ■ The citizens of Tigard are concerned about the impact of growth on the community's natural resources. ■ The citizens of Tigard are concerned about the future of public services, which includes safety, schools and infrastructure. GOAL 11.3 Develop and maintain a wastewater collection system that meets the existing and future needs of the community. POLICIES 1. The City shall require that all new development: A. connect to the public wastewater system and pay a connection fee; B. construct the appropriate wastewater infrastructure; and C. comply with adopted plans and standards for wastewater management. 2. The City shall continue to collaborate with Clean Water Services in the planning, operation, and maintenance of a comprehensive wastewater management system for current and projected Tigard residents. 3. The City shall require the wastewater management system to comply with all applicable federal, state, and regional regulations and programs. Comprehensive Plan City of Tigard 11-11 - PUBLIC FACILITIES AND SERVICES 4. The City shall require maintenance access to all wastewater infrastructure and easements. 5. The City shall prohibit the repair or replacement of septic tank systems within the City, to the extent it has jurisdiction, unless it is not feasible to connect to the wastewater system. 6. The City shall require annexation prior to any property receiving City waste- water services. 7. The City shall require wastewater fees to be adequate to fund the operations and maintenance of the system. RECOMMENDED ACTION MEASURES i. Collaborate with Washington County Department of Health and Human Services on developing an efficient protocol for notification of failed septic systems. ii. Regularly review and update fees and charges to ensure they are sufficient to meet the needed operational costs. iii. Identify and map properties not connected to the public wastewater system. iv. Continue the sewer extension program in order to encourage all properties to connect to the public wastewater system. v. Continue a proactive maintenance program to prolong the life of the infrastructure. vi. Develop and implement a Capital Replacement Program for the wastewater collection system. Section 4: Community Facilities The City of Tigard provides many cominuiuty services, while special districts supply a portion of the facilities and services that make the community what it is today. All of these facilities and services must maintain a level of service that is adequate for the current population and, at the same time, must plan for and accommodate future growth and development within Tigard. This is why collab- oration during the development process is essential to ensuring the services will be available and funding options will continue to exist with an acceptable level of service. City-owned facilities include the Tigard Public Library, the Senior Center, and a number of administrative and equipment storage facilities. The library is a new facility that was funded by a community bond measure and opened to the public in 2004. The library offers a wide range of services and programs and acts as a 11-12 City of Tigard Comprehensive Plan AO%kk 01.14 NNW community center for Tigard residents. The library has experienced a significant increase in use since the new facility was opened. The Senior Center is a hub of activities for the aging population in the commu- nity Social events, classes, and meal services are a few of the offerings. Other City-owned facilities are dispersed around the community and house various City personnel and equipment. These facilities are vitally important to support the provision of public services to the community. Two public school districts serve the City of Tigard's school-age children: Tigard-Tualatin and Beaverton. Only Tigard-Tualatin owns property and operates schools within the Tigard city limits. Both districts have seen steady growth over the years and are an important component of reviewing develop- ment applications to ensure school capacity is not exceeded. Additionally, this working relationship is important to finding appropriate sites for new school facilities that will limit the impacts to the neighborhood and traffic flow. Public safety is a critical component of a livable community. There must be adequate and effective services, as well as the necessary infrastructure, to respond to emergencies in a tunely "Although not all I and efficient manner. This not only applies to the current population and City departments / built environment within the City, but directly also to new growth and development. land use planning, The Tigard Police Department provides police services, while their provision of Tualatin Valley Fire & Rescue services is affected ( WI) provides fire protection and emergency services for the growth / community. Both have an inter- governmental agreement with the development. Washington County Consolidated Communications Agency (\VCCCA) for 911 service and public safet, communications. 'TVFR is a fire district that covers 210 square miles, has a five-member board of directors and is funded through a permanent tax rate on properties within the district. Comprehensive Plan City of Tigard 11-13 - PUBLIC FACILITIES AND SERVICES One way for Tigard Police and TVFR to gauge their level of service is by tracking their incident response time. Both pride themselves on quick response time to calls for service, but as development occurs, added traffic volumes and the associated congestion can cause a delay in response time. This is illustrated in the fact that TVFR has found a section of the City that could be better served. For that reason, TVFR has purchased property and is planning a new station that will decrease the response times to those neighborhoods. Since growth and development will impact both fire and police services, Tigard Police and VFR have the opportunity for review and comment during the land use application process. They evaluate proposed projects to ensure an adequate level of service exists for the development and no impediments will occur to hamper the ability to perform their functions. For T\TFR, street design and placement is very important for access and egress of its equipment. A well connected street network is also essential to improving response times, for both fire and police services. During the land use application process, TVFR reviews hydrant locations, adequacy of firefighting water supplies, and viability of appa- ratus access to ensure meeting fire code requirements. In addition to providing a built environment that is accessible for safety equip- ment, the City has adopted the Oregon statewide minimum fire code and performs inspections on new construction. The fire code outlines the required equipment for various development types and sizes. Homeowners can volun- tarily take steps to reduce risk of fire by installing egwpment and providing a defensible space around structures that are located in an area at risk of wildfire. KEY FINDINGS ■ Growth and development will place increasing demands on the Police Department, which currently has an average response time that has increased over the last 5 years to 4 minutes, 30 seconds per call. ■ Areas of high population density and commercial areas, particularly Washington Square Mall, place high demands on the Tigard Police Department. ■ TVFR provides fire protection services for the City through an IGA. ■ Three TVFR stations serve City residents, with one station located within City boundaries and a new station planned to be built at Walnut Street and 124th Avenue. ■ The dependability of fire protection is based in part on the distribution and capacity of the City water supply. 11-14 City of Tigard I Comprehensive Plan NEW ■ The City owns all fire hydrants within its boundaries. ■ The community has an ISO fire insurance rating of 2, one of 15 in Oregon. ■ Street widths must be adequate for fire equipment access and egress, which may conflict with development that is promoting a pedestrian-friendly envi- ronment through narrower streets. ■ Appropriate fire, detection and suppression equipment installed at the time of development is cost-effective and invaluable in reducing the community's risk to fire. ■ Two public school districts serve the City of Tigard's school-age children: Tigard-Tualatin and Beaverton. The school district boundary dates back. to 1910, prior to Tigard's incorporation. ■ In both 1993 and 2006 city surveys, Tigard residents named schools, educa- tion or school funding as top issues for the community (ranking 6th and 4th, respectively). ■ TTSD owns 23 properties (189 acres) in Tigard. The Beaverton School District does not own any property within Tigard. ■ "17TSD estimates slow steady growth: 4.6% rate by 2010, with no additional schools planned for City limits. • Beaverton is experiencing rapid growth and is looking for land for a future school in the southwestern quadrant, which includes schools attended by "Tigard residents. ■ The new library has experienced increased usage (80% increase in visits from 1996 to 2006) since its completion, and as growth and development occur in the community, additional pressure will be put on the services offered. ■ The library is valued as a community center for public meetings and other events. ■ Although not Al City departments are directly involved in land use planning, their provision of services is affected by growth and development. These impacts on government services must be considered during the land use application process, as well as additional facilities that would be needed to house them. • City sustainability programs will be evaluated for inclusion in the Capital Improvement Plan and may have an impact on future building renovations as it relates to the Ti ,gard Coimminio, Deivlopment Code. ■ The citizens of Tigard are concerned about population increases and the impact upon the community. ■ The citizens of Tigard are concerned about the future of public services, which includes safety, schools and'infrastructure. Comprehensive Plan City of Tigard 11-15 _ PUBLIC FACILITIES AND SERVICES GOAL 11.4 Maintain adequate public facilities and services to .meet the health, safety; education, and leisure needs of all Tigard residents. POLICIES 1. The City shall support the provision of accessible public facilities and services through ensuring adequate administrative and general governance services. 2. The City shall continue to develop and maintain a Capital Improvement Plan to help provide for the orderly provision of public facilities and services. 3. The City shall coordinate the expansion and equitable, long-term funding of public facilities and services with the overall growth of the community. 4. The City shall require that all new development: A. can be provided fire and police protection; B. provide Tigard Police, Tualatin Valley Fire and Rescue, and the school districts the opportunity to comment on the proposal; C. have sufficient fire hydrants and fire flow; D. have a street layout and design that is accessible by emergency vehicles; and E. have buildings that meet fire and building code requirements. 5. The City shall work in conjunction with partner agencies and districts in the planning and locating of their new facilities. 6. The City shall require library services that are accessible to the community and are sufficient to meet user demands. 7. The City shall coordinate with the school districts to address capacity needs associated with population growth. 8. The City shall locate appropriate municipal administration offices and services in downtown Tigard. 9. The City shall require the Senior Center to be accessible and avail- able to serve the needs of the aging population in the community. 10. The City shall: A. plan for and provide sufficient resources to respond to emergencies; B. coordinate and collaborate with the appropriate jurisdictions, agencies, and districts for emergency response; C. participate in emergency preparedness exercises on a periodic basis; and 11-16 City of Tigard I Comprehensive Plan AOV%k D. maintain an Emergency Operations Plan that is updated on a regular basis. RECOMMENDED ACTION MEASURES i. Continue using the 5-year planning period as the founda- tion of the Capital Improvement Plan and continue imple- menting the Council approved projects each fiscal year. ii. Work with public safety agencies and districts to protect their ability for continued service provision. iii. Review the Community Development Code to identify locational barriers to constructing new schools and fire stations. iv Research and identify funding sources to maintain and expand City services. V Use current and future technologies to educate, alert, warn, and direct citizens to action in the event of major emergencies and disasters. Ari. VZork with Tualatin Valley Fire and "Uncoordinated ~'J Rescue to inform the community about the risks of utility installations urban interface in the public right- wildfire. vii. Plan and locate of-way may result emergency evacua- in multiple tion routes outside of flood prone increased cuts and areas. viii. Implement and public update the 20-year Facility Plan for the continued stewardship of public buildings. Comprehensive Plan Citp of Tigard 11-17 - PUBLIC FACILITIES AND SERVICES Section 5: Franchise Utilities Telecommunications, electricity, and natural gas service are provided to residents and business owners within the City of Tigard by private utilities. These private utilities enter into franchise agreements with the City as outlined in the Tigard Municipal Code and pay an annual right-of-way usage fee to the City. The services provided by these private companies and the associated infrastruc- ture are essential to the community. As growth and development occurs within the comrnuiuty, the City must require that these services are available and coor- dinate their extension during the development process. This coordination, and cooperation between the various entities, helps to avoid conflict with current and planned infrastructure in the right-of-way. Additionally, uncoordinated utility installations in the public right-of-way may result in multiple street cuts and increased public costs to maintain curbs, gutters, streets, and sidewalks. The placement of utilities in the public right-of-way is regulated by the Tigard Comrrannit i Development Code. During the development review process, a city engineer approves plans showing the location of utilities. New development is typically required to place utilities underground unless they are already in exis- tence above ground, or where the action would not be feasible. In certain cases, where undergrounding is not feasible and the utility crosses or is adjacent to a public right-of-way, an in-lieu of fee may be assessed and placed into a fund that is used to move existing utilities underground elsewhere in the City. The City has also recognized the demand for wireless communication services and adopted regulations for the facilities necessary to provide them. The infra- structure needed to support the services has a visual impact upon the commu- nity and collocation efforts are encouraged by the City to minimize that impact. Collocation is the practice of placing the communication equipment of two or more companies on one structure (wireless tower). KEY FINDINGS ■ Telecommunications, electricity, and natural gas service are provided to residents and business owners within the City of Tigard by private utili- ties. These private utilities enter into franchise agreements with the City as outlined in Chapter 15.06 of the Tigard Community Development Code and pay an annual right-of-way usage fee to the City. ■ As growth and development occurs within the community, the City must 11-18 Cityof Tigard Comprehensive Plan JO%lk Now ensure that private utility services are available and coordinate their exten- sion during the development process. Portland General Electric provides electricity service to Tigard residents. ■ Northwest Natural Gas provides natural gas service to Tigard residents. ■ Verizon and Qwest both provide telecommunication service to the community. ■ Comcast provides cable service and high speed internet to Tigard residents. ■ Applicants for wireless telecommunication facilities are required to demon- strate that all other providers within the City were contacted to evaluate possible collocation efforts in order to try and minimize the visual impact upon the City. GOAL 11.5 Private utilities provide the needed energy and communication services for the community. POLICIES 1. The City shall require that all new development: A. secure the required energy and communication utilities; B. place new utilities underground, when feasible, or pay an in-lieu- of fee when crossing or adjacent to a public right-of-way; and C. provide necessary easements for energy and communication services. 2. The City shall require the placement of existing services under- ground, when feasible, or pay an in-lieu-of fee during redevelopment or street construction. 3. The City shall coordinate with private utilities during installation to minimize public costs to maintain curbs, gutters, streets, and sidewalks. 4. The City shall require the collocation of wireless communication services on existing towers whenever possible. 5. The City shall manage the siting of wireless communication towers to minimize visual impacts on the community. 6. The City shall monitor emerging technologies to effectively manage franchise agreements into the future. Comprehensive Plan City of Tigard 11-19 - PUBLIC FACILITIES AND SERVICES RECOMMENDED ACTION MEASURES i. Identify and map areas that are conducive to using in-lieu- of fees for placing utility lines under ground during City projects. ii. Continue implementing no-pavement-cut policies on iden- tified streets. iii. Review and improve the protocol for collocating wireless communication services. iv. Research the feasibility of and survey the community support for a City-owned wireless internet cloud. 11-20 City of Tigard Comprehensive Plan 7 DI IRI IC CACII ITICQ AND SERVICES dev61Apm@Rt- a pub!*G fadlities aRd sepv*Ge6 as well - - . - - - - - - ;GeFRing water, sewage disposal, PGI*Ge aRd fiFe a u developed by eF foF the City 7.1 f`_ENERAI FFRd*Rg6 COMMURity geal6 emphasize the desire to Fna*RtaiR the high quality of -R.nd st;;Pf;PRF; w*th*R the City, tG Meet GOMMURity Reeds. The Gity of Tigard and related senowne distrints have the duty, wqth*R theiF means, to PFevide- CPA2007-00004 Attachment 1 City of Tigard 16 GOAL 11 plaanlR peFie~ Formation of pFivate utility di6tF*Gt6 (wateF, 69WeF) Gould Greate land ManageMent prQbleM R9N6IE-S 7.1 .1 THEM CITY SHALL; a. PREPARE IA~v- IM PI € ENT A reDlTel IMPROVEMENTS PROGR SERVICE DISTRICTS; b. WORK WITH THE SPRVIG; DISTRICT€ TO PROVIDE A COORDINATED SYSTEM FOR PROVIDING SERVIGES; G. PROVIDE URBAN S€~t\P,/Ir ACCORDANCE WITH THE ~~-4 IN AG~.,-,~,-,~ COMPREHENSIVE PLAN TO THE EXTENT OF THE CITY'S FINANCIAL RESGURGE USE THE CAPITAL IMPROVEMENTS PROGRAM AS a MEANS FOR PROVIDING FOR ORDERLY CDO\nrrH AND THE EFFICIENT USE OF 6 AND; e DEVELOP A COPADREHEAICIVE PLAN WITH rONSIIIERATION REIN , CI.MEAL TO THE I E\/EI AAlll CAPACITY OF THE EXISTING SERVICE=Si AAlll ADOPT- rl61 eT.»A6GRI-T€RI!! ASS THE ReCIe FOR MAKING DECISIONS ABOUT-THE PROPER 1 OCATION FOR DI IRI IC FACII ITIEC 1-1- 712 THE CITY SHALL REOI IIRE AS A PRE_rONDIT-10-N TO DMIELOPMENT APPROVAL THAT-; a. DEVELOPMENT C~OI,~nIrI~~WJTTH THE AVAILABILITY OF ADEQUATE DI IRI IC IN TER; RU€6IC€W€R SHALL BE REQUIRED FOR AIE1A/ nE\/EI ODMEAIT \NITHIN THE CITY I IAII ECC THE PROPERTY INVOLVED IC O\/EP Qnn FEET FROM LrNFE enln WASHI PTO OI INTY HCeITH CPA2007-00004 Attachment 1 City of Tigard 17 GOAL 11 DEPARTMENT APPROVAI FOR a PRIVATE DISPOSAL SYSTEM IS OBTAINED; AND STORM DRAINAGE b THE CACTI ITIEe ARE: 1. GAPPA;;6€-OF ADEQUATELY SERVING ALL INTERVENING_ PROPERTIES AND THEM PROPOSED DEVELOPMENT; AND DESIGNED TO GITV STANDARDS ' 6 Al 1 NEW DEVEI OPMENT LIT-11 ITIEC TO PE PI AGED I IAIDERGRO ND- (Rev. QFd. 86-08) IMPLEMENTATION STRATEGIES pFegFaF4;i and a. The Maging Of faGilitieS Will be ba6ed on the availability of finanGial FesGUFG86j 1) Health and safety fasters; 23-Ge6t-benefit fasters; and 3) SOGial and eGGROMur. needs. 2. As a paFt of the Gommunity Development Code, standwds will be inGluded *R-. b. The Community Development Code whiGh FeqUiFes 61-1-bdiVi6ion plans *R aFea6 3. WhArA F;RwAr 4s et available to site, the develepeF 6hall be required to extend the 6eNiGes to is n the 60te at the develepw'rs, G06t. The City rhall adopt aR ardinanGe pFeviding feF paFtial rest as- * ntewening paFGels are developed by the intervening landowneFs. 4. The T-4gaFd Community Development Code shall establi6h an eFdenanre whiGh indiGatesz That the erdanaRGe shall allew f49F the phasing Of SUGh SeWiGes if a development pFoposal CPA2007-00004 Attachment 1 City of Tigard 18 GOAL 11 e~ This dvelo d and in a the CTS, DT Al Attachment 1 GOAL 11 CPA2007-00004 19 City of Tigard a. TmHE -Inn`r~-r~~ YEAR EcIOODPvA~ ELEVATION IN AS ESTABLISHED BY THE 1981 arva7r~ crc~cn FLOOD INISWRANIGE STUDY C-0-NIM-1-IG-TED BY THE U.S. ARMY CORPS OF ENGINEERS RE DRnTE!`TEn• AND EROSION CONTROL TECHNIQUES RE INGLUDED AS A PART OF THE SIT€ °vc-r ~BE DEVELOPMENT PLAN. 72:2 THP CITY SHALL; INGLUnE IN ITC CAPITAI IMPROVEMENTS PROGRAM, PLANS FOR p. rrvvcvv~m c ~~ru ~ w v SOLVING DRAINAGE DRO-B ENAS IN THE EXISTING DEVEI nDED AREAS; h. REGOGNIIZE AND ARRI MAR ITS RESPONSIR11 ITY FOR nDEReTINn PLANNING AND REGIII ATINIQ WASTRAIATRR SYSTEMS AS DESIGNATED IN THE MSII \A/ASTE\AOXFOR TREATMENT MANAGEMENT "208" PLAN; AND 6 ADDI Y AI 1 ADDI ICAB E FEDERAL AND STATE I AIMS AND REGI11ATIONS; WITH WSPECT TO WASTEWATER. IMPLEMENTATION STRATEGIES eFOG OR. 7.3 WATER SERVICE Findings Reliable and adequate wateF supply, steFage, and deliVeFy 6ystems aFe pFeSeRtly available OF the somMURity. 0 City of Lake QSW899, G4928RS of T-ogaFd Gan be aSSUFed of a IeRg teFFn supply of high quality wgtw 1y CPA2007-00004 Attachment 1 City of Tigard 20 GOAL 11 7 .3.1 THEM CITY OF TIGARD SHALL COORDINATE WITH THE TIGARD WATER DISTRICT AND TTH NAIETIZZ6€IR. I.A.I°,T. E.R. -DISTRICT PROVIDE A HIGH STANDARD OF \A/ATER SERVICE TO MEET FUTURE DEMANDS AT AI I TIPAEC NOTEL IMPLEMENTATION STRATEGIES I . The Gity of T-*gaFd shall take an aGtiY8 F019 OR paFtwGipating with the T4gaFd and Met;EgeF Wate 2. When negotiating IGRg teRn WateF SUPPIY G0RtFaGt6, the City 6hall Geardinate with the wate di&iO6 OR seeking Fates and- that aFe equ4able to all WateF INOWA thA- Qty. epwatiem, it shall be aGGGFRPI06hed on an GFdeF'y FnaRReF With fUll aRd detailed Gensultation with PFOVidiRg adequate water to the appFeval and "SSUaRGe of any development A°. 7.4 SEWER SERVICE Findings There aFe Fe6idents withiR T*gaFd UFbaR PlaRRiRg AFea that have oF have had failiRg 6eptiG- CPA2007-00004 Attachment 1 City of Tigard 21 GOAL 11 gFeateF than by County Fer.GFds. As the aFea develops, the pFeblem *6 beuRd to and the WashiRgtGR GOURty H9alth Depa*neRt) Fnay RGt have the legal d*SGFet*GR to avoid this The existing system by WhiGh 6ept*G tanks are me-Rite-reedd appears to have se-rieur-, d_R_f9Gt6 tha AFea (aRd to the west on BUII MOURtaiR) may permit sept*G 6ysterAs that Fnay fail. PC), ICIPS 7.4 .1 THE CITY Cuel 1 ; nEV~I no o. A. Cnnnm-rzPCGHF= IrfS VE SEWER FLAN THAT IDENTIFIES THE v~-v cccrr-r'~vrcrr cvr~vc PRESENT AND CI IT' ICE CAPACITY NEEDS FOR A R€WAG€ RYRT€M IN THE PLANNING AREA, AND PROBA13LE ROUTES OF FUTURE TRUNKLINES; h REQUIRE THAT- YTENICIGNIS OF GOLL€GTOR SEWER LINES v. ra'ti.-v[vir~~--- FUTURE c E o c r ciw cues I RE G-ONSIeTENT INITH A.'-'- CITY ORDIN NC-Ee AND GRF=F=nnENITS QE RNEEN THE CITY OF a ARD, WASHINGTON GOLJNTY AND TH€ ci-rrcc-rvr-i G ennoT a C-1 -FEAR AND GONCICG AGCECn4EN'T INITH IWSA, IMPLEMENTING THE GITY'POLICIES FR EXTENDING THE AVAILABILITYOF €€W€F. 74.2 THF_= CITY R-H.A1-1--REQUIRE THAT-AR€A2- B€TEMEN€O culnlnTn~I COUNTY k FMA.1- ''-I-6}EPA°,T"„€p'T- OR THE STATE DEPARTMENT ()F rMNIV RO-NIENTAL acvr-' i QUAIITY TO- uevG FAILING SEPTIC SYSTEMS SHAI I RE crrv-rrcvrRrrcrrn-` n c v c CONNECTED TO 144 PUBLIC Q€W€R SYSTEM. CPA2007-00004 Attachment 1 City of Tigard 22 GOAL 11 7 4 2 IN' THE DEVELOPMENT OF NEW SEWER SYSTEMS, 1 PRIORITY SI"IAI I T~V~TTf-TG~-:OF NEW pGG1~ p 1 pl ~l~lpIICI l 1 pl l) IGG. 8 FIRST RE GIVEN TO AREAS HAVING HEALTH HAZARD PROBLEMS WHICH IAIII I RE DETERMINED RV DEQ; AND h. VL~VT SECOND, RE rniEN TO AREA IZLTlp S WHERE THE GQ€T-B€N€FIT€ ARE TH€ QV~~TV'LTrTp--/"I'1'~ GREATEST IN TERPAS OF l I AlMRER OF POTENTIAL CONNECTIONS, 7.4.4 THE GITV SHALL REQUIRE THAT -fl1-L-NEIN DEVELOPMENT G0NN€GT€Do TO .A.N.I.A.PPROVED SANITARY SEWERAGE SYSTEM. IMRI EMEAITATION STRATEGIES 1. The T-egaFd Gemmunity DEivelopment Code will F9qUiF9 that development permit app"Gation the time the appliGation is being made. The Gity Fnay have appFeved or giveR pFevieu Gemn;otment6 shall be Feviewed pFieF to additional hookups to that Sys 2. The City will work with the MetFepolitan SeNiGe DiStFiGt (MSD) and GtheF affeGted agenGies tG- 4. Where the SySteFR GapaGity is limited, the Gity Will FeSePVe it6 remainiRg sanitwy seweF system & Where the system is not limited, the Gity, thFOUgh 46 own lines and OR GOOPeFatiOR with U.S.A., City's CPA2007-00004 Attachment 1 City of Tigard 23 GOAL 11 A. The Gity Will GGerdinate GIGS91Y with Washington Gounty to pFevent the installation Of Sept*G taRk PFegr-ams. FedUGe the levels Of infiltFafien, 7.6 POLICE PROTECTION t=+Rd*Rgs POLIGIES 7.54 ~ 1 1 COORDINATE FU I Ir~TrEC-TIgNSERVICE AND FACILITIES WITH THEM QVER-A.I-L GROAqH OF THE C-0-1h.0.41 INITY 7 AS A DART OF THE ONGOING DEVELOPMENT REVIEW, rrvTHE CITY SHALL; Yv-r~cv~~rip. REQUIRE VISIBLE It ENT-ICICAT' O w„-~-~. o... ON L!'` AN T„ ASSIST €M€R G€N \/CL.llf`I CC IAI I !'1!'`ATIAI(`_ T4.IC ADCA (1C T4.IC DRfIRI C~A• b. UTILIZE DEFENSIBLE SPACE CONCEPTS; AND CPA2007-00004 Attachment 1 City of Tigard 24 GOAL 11 G REQUIRE THE TIGARD PO IGE DEPARTMENT TO REVIEW DEVEI OPMEN IMP EMENITATION' STRATEGIES 0 RGld~n; b. Tht; Site Design Review, RaRned Development and Genditional DevelopmeRt SeGtiens appkalieaG. if the aFea Gannet be sepied, the Gity Will GGGFd*nate with the appliGable pelffiGe department to speGify any GOFFeGtiVe Fneaswes that would have to be takeR by the City, pGliGe depaFtMent OF 7.6 PRE PROTECTION CPA2007-00004 Attachment 1 City of Tigard 25 GOAL 11 R°niFn Hig.. ww• Ma*n Street, \Ahlni it Street, i T'edem°n• ti~bt 7.6.1 THE CITY SHALL REQUIRE AS A PRE CONDITION TO DEVEIcr rrrcrci rr OPMENT THAT, -rw~cvvrwrrrr• TO vco c ncr. THE DEVEI OPME ,I Tg€ €€RV€B BY A WATER SYSTEM HAVING ADEQUATE WATER PRESSURE FOR SIRE RROTEGTION PURPOSES; h. THE DEVEI RMEIT SHAII NOT R€DI ICE THE WATER PRESSURE IN THE AR~ A 6€V€6 ADEQUATE FOR FIRE RROTFaCTION DI IRR(1CEC• r^nAt'n -v -v~vrvrrr~r cv-rrv~rrr yr cr vvcv~ AND 6 THEM ARRI'C-ARI E CIRC DISTRICT REVIEW ALL APPLICATIONS. IMPLEMENTATION STRATEGIES CPA2007-00004 Attachment 1 City of Tigard 26 GOAL 11 PFOP06ed aFea GaR be adequately sepyed with ~Fe PFGteGt4GR. if the aFea Gannet be Sewed, the Gity Will GGGFdoRate with the appliGable fiFe diStFiGt tG SpeGify aRy GQFFeGtiV9 measwes that would 7.7 DAIVATC I ITII ITICQ FiRdings developed by publiG and private utilifies. PAY 7.7.1 COMMUNITY LAND USE PLANNING SHALL BE COORDINATED WITH PRIVATE IJT-ILIT-Y AG€NtG1FESS TO ENSURE THE A /A. 1„rrtl-eer6rT t OF RE~i`/F-=S- WHRNI NEEDED. IMPLEMENTATION STRATEGIES 1. The G4ty shall woFk with all private utilities, PUbliG Lltiliti96 aRd etheF pUbl*G ag8RGieS whiGh WGFk 2. The COMMURity Development Code shall pFevide feF the Feview of sUGh faGiliti% (e.g., CPA2007-00004 Attachment 1 City of Tigard 27 GOAL 11 7.8 SC140OLS wRdiRg6 StudeRtS wR the ReFthwe6t r.GFReF of Tigwd attend the BeaveftR S0001 DistNGt #48. These 1. Families living on TigaFd with Ghw!dFeR attending Beaveden SGhOO16 must pay Fe6pomibility of the City of TogaFd government. POUCX 7.84 T4lC !`ITV SHALL VVO-.R K C1 llCCl V WITH THEm Crl"Innl -D 12- IC-TC TO CAIQI IGC THE MAXIMUM G-Q-.h4MUNIP( USE OF [THE] SG-HQ-Q-1- MR T-IGARD CG\v Cc~-a-c ICFS CPA2007-00004 Attachment 1 City of Tigard 28 GOAL 11 IAADI CAACAITATIGN STRATEGIES I The City shall FAGROtOF 6&00i Gapadty by 96tS f49F development proposals and e.g., the GtheF6 aGt*Vit*e6 OR 6heFt aRd long range planning; all issueS of Mutual ffiRteFeSt, "LeGatienal n 3. The Gity 6hall develop with the GempFehen6iVe Plan-. :7.9 HEALTH SERVICES F+RdFRgS health SeMG9 needs aFe 6eFved by these faG*I*t*e6 thMugheut the PeFtlaRd Metmpeiiotap ;-4r4-A;-4. 7.9 .1 1 THFE /'`ITV C4.IA1 I •rm~-vr~--rvrw--~ cc. CPA2007-00004 Attachment 1 City of Tigard 29 GOAL 11 a. ENCOURAGE C-0-0-P€ °T€i Imo€TI^:;=€N LOCAL, STATE, FEDERAL AND PRIVATE AGENCIES IN PIANINING AND PRMADING FOR HEAITH AND RELATED SOCIAL SERVICES; AND h PROVIDE THE ORRORTI INITV FOR THE NECESSARY HEALTH SERVICES TO RESIDED WITHIN THE (`ITV THROUGH THE PROVISION OF THE IMPLEMENTATION STRATEGIES i As paFt of the GemmuRity Development Code; a. Hospitals will be pwmitted as GeRditieRal uses in all resideRtial aRd GOFnFneFG*al b. GFeup rare faGiliti% Will be permitted eutFight On Fnedium, medium high and high densiplf and 7 1!1 1 Orel GOVERNMENT FAC11 (TIES !1 I Orel ~ NAIAII STRAT'ON €ACII I_TI€S SHOULD REMAIN 71~.1 i cc~vrci GOVERNMENT ~ CENTRAL I7FIl IN' TI"IF CEAITRAI -BUSINESS DISTRICT 1114R1 FhAFAITATIOAI STRATEGY CPA2007-00004 Attachment 1 City of Tigard 30 GOAL 11 the City. 7 11 1 IRRARV CCRVIGEC R9NGy 7 11 1 THR CITY SHALL, EGO 'QUICnl I Y RUBLE PROVIDE r=OR I IRDARV C CRVI(`CQ WHIGH 11ACCT THEM I -IS- IICMAND 0C ITQ RCCI IICAITQ 111ARI C1IJICAITATION STRATEGY 7.12 SOLID WASTE DiSPOSAL AND RECYGLING S CPA2007-00004 Attachment 1 City of Tigard 31 GOAL 11 PFOViSiOnS WhiGh will help aGhieVe the F8g*GRal objeGtwV86 of Fed6lGiRg thA qrnn-nt of waste that cnl.-:FM 9 7.12.1 THE CITY T1-~ RECOGNIZE THE nACTRO-PC)l IT-AN SERVICE DISTRICT'S (nnen) R,E~`RONIQIRIcI ITX AND AI ITHORITV T-8 RR€PARC AND MARI CAACAIT a cnl In i--vrrvrvrr ~-r-c rat-rn~v-rt~~ r~zi r ~i r~-rr-vv c o \A►ACTC A ANAGEMENT PLAN, AND WILL RARTICIRATC IN' THESE RRoGED 1RES AS APPROPRIATE 7 17 7 THE GIP( SHALL PROVIDE THE QPPQRTI INIM4 TO CCTARI IS H RCR11A NF=NT T~~ ~TT-TVrfTT CVTI~T CpTrfVL-TVfTTf~LT\TRIZTrGT'Tr FULL 61NE REGYG61NG GE=NITF= i-TAIRnITGHTHE PROVISIONS OF THE GOMMUNPIN nE~/€6b1°R"r€PIT CF-=. TklM6 GAT-ION SHOULD SPEWAR T14€ CENTER OF THE P`P1MnAl IAIITV enln SHOULD RC OPEN EVERY DAV IMPLEMENTATION STRATEGIES 2. The Qty wall woFk with MSD aRd the State DEQ *R adequately ideRtifyiRg futwe needs fGF selidd CPA2007-00004 Attachment 1 City of Tigard 32 GOAL 11 Attachment 2 MEMORANDUM TIGARD TO: Mayor Craig Dirksen and Members of City Council FROM: Darren Wyss, Associate Planner RE: Council Workshop - CPA2007-00004 DATE: November 6, 2007 At the November 20th City Council meeting, staff will present the proposed goals, policies, and recommended action measures (see the end of this memo for definitions and obligations) for the Public Facilities and Services (Statewide Planning Goal 11) chapter for the updated Comprehensive Plan. The proposed language was approved and recommended by the Planning Commission at a November 5th public hearing. Staff will discuss the proposed language; answer questions, and provide any requested information that will help assist Council in making its decision at the December public hearing. Throughout the process of working with citizens, city departments, and the Planning Commission, staff has stressed that proposed Comprehensive Plan language must be capable of being implemented and in the interests of the whole community. Staff has worked closely with citizen stakeholders to explain the implications of certain policy recommendations. Most of the time, the process has achieved a consensus outcome. In staff's role as facilitators, we presented the best professional advice possible to all involved. Sometimes this professional advice was contrary to the wishes of the citizens, but staff has not unilaterally changed or removed citizen recommendations. Rather, whether or not to amend citizen recommendations is the role of the Planning Commission to recommend and the City Council to decide upon. The Planning Commission, at a worksession, requested a few minor changes be made before Attachment 2 CPA2007-00004 Memo to Council 1 Nov 6, 2007 bringing the amendment back for public hearing. These requested changes are found below. No further changes were made to the Public Facilities and Services chapter at the public hearing and the language was approved as presented. Section 1: Stormwater Managment The Planning Commission inquired about the intent of Recommended Action Measures i and ii and requested that the mandatory language be removed. The Commission also felt that combining the two statements would make it more useful. i. Adopt mandatez-y natural resource and habitat friendly development standards that utilize incentives for developers to incorporate green concepts into their design. ii. Pr-evide ineentives for- develaper-s to ineer-parate green eaneepts into their- design. Section 2: Water Supply and Distribution The Planning Commission felt that Policy 1 needed to show a sense of immediacy without including a timeline. The agreed upon solution was to change the Policy to read: 1. The City shall prioritize securing-an interest in a high quality, long-term water supply, which is financially feasible and reliable, to serve the Tigard Water Service Area. The Planning Commission inquired about a fluoridated water supply and requested that a Recommended Action Measure be added to assess the community's attitude on a fluoridated supply. x. Survey the community to gauge their attitude regarding a fluoridated water sub171y. Section 3: Wastewater Management No changes were requested by the Planning Commission. Section 4: Community Facilities No changes were requested by the Planning Commission. Section 5: Franchise Utilities The Planning Commission discussed the feasibility of a City funded wireless internet system, the need to limit visual impacts of wireless communication towers, and the need to stay Attachment 2 CPA2007-00004 Memo to Council 2 Nov 6, 2007 informed of emerging technologies to ensure the City is positioned to effectively manage franchise utilities into the future. The Commission asked for the following Policies to be added: 5. The City shall manage the siting of wireless communication towers to minimize visual impacts on the community. 6. The City shall monitor emerging technologies to effectively manage franchise agreements into the future. -o And the following Recommended Action Measure: iv. Research the feasibility of and survey the community support for a City-owned wireless internet cloud. By adopting the language in the amendment, the City will take a step towards achieving the community's vision for a future where essential public facilities and services are readily available to serve the needs of the community; recognizing the importance of not only planning for and funding the facilities, but ensuring their continued maintenance; requiring new development to pay their fair share for the facilities and services; the public library, senior center, public safety, and public schools are especially considered vital components of a high quality, livable community; and expected population growth in the region will place increased pressure on existing public facilities and services. Definitions and Obligations of Goals, Policies, and Recommended Action Measures Attachment 2 CPA2007-00004 Memo to Council 3 Nov 6, 2007 Tigard Comprehensive Plan Comprehensive plan goals, policies, and recommended action measures have different definitions and impart different obligations to decision makers. They also relate differently to one another. The following describes goals, policies, and recommended action measures in greater detail. Goals, policies and recommended action measures identify the intent of the City to accomplish certain results. The goals and policies relate to one another and are obligations the City wishes to assume. Recommended action measures support the obligations to achieve a desired end, but do not signify an obligation themselves. Goal Definition - A general statement indicating a desired end or the direction the City will follow to achieve that end. Obligation - The City cannot take action which violates a goal statement unless: 1. Action is being taken which clearly supports another goal. 2. There are findings indicating the goal being supported takes precedence (in the particular case) over another. Policy Definition - A statement identifying Tigard's position and a definitive course of action. Policies are more specific than goals. They often identify the City's position in regard to implementing goals. However, they are not the only actions the City can take to accomplish goals. Obligation - The City must follow relevant policy statements when amending the Comprehensive Plan, or developing other plans or ordinances which affect land use. To amend the Comprehensive Plan, the City must show consistency with the Statewide Land Use Goals. Such an amendment must take place following prescribed procedures prior to taking an action that would otherwise violate a Plan policy. Recommended Action Measures Definition - A statement which outlines a specific City project or standard which, if executed, would implement goals and policies. Recommended action measures also refer to specific projects, standards, or courses of action the City desires other jurisdictions to take in regard to specific issues. These statements also define the relationship the City desires to have with other jurisdictions and Attachment 2 CPA2007-00004 Memo to Council 4 Nov 6, 2007 agencies in implementing Comprehensive Plan goals and policies. Obligation - Completion of projects, adoption of standards, or the creation of certain relationships or agreements with other jurisdictions and agencies, will depend on a number of factors such as citizen priorities, finances, staff availability, etc. The City should periodically review and prioritize recommended action measures based on current circumstances, community needs, and the City's goal and policy obligations. These statements are suggestions to future City decision-makers as ways to implement the goals and policies. The listing of recommended action measures in the plan does not obligate the City to accomplish them. Neither do recommended action measures impose obligations on applicants who request amendments or changes to the Comprehensive Plan. The list of recommended action measures is not exclusive. It may be added to, or amended, as conditions warrant. Attachment 2 CPA2007-00004 Memo to Council 5 Nov 6, 2007 Attachment 3 CITY OF TIGARD PLANNING COMMISSION Meeting Minutes November 5, 2007 1. CALL TO ORDER President Inman called the meeting to order at 7:00 p.m. The meeting was held in the Tigard Civic Center, Town Hall, at 13125 SW Hall Blvd. 2. ROLL CALL Commissioners Present: President Inman; Commissioners Anderson, Caffall, Doherty, Fishel, Hasman, and Walsh Commissioners Absent: Commissioners Muldoon and Vermilyea Staff Present: Darren Wyss, Associate Planner; Jerree Lewis, Planning Commission Secretary; Doreen Laughlin, Administrative Specialist II 3. COMMUNICATIONS The next meeting will be held November 19f. There is a public hearing and a workshop on the Citizen Involvement section of the Comp Plan scheduled for that night. Commissioner Caffall reported that the Committee for Citizen Involvement would be meeting with the Planning Commission in the near future. Commissioner Walsh advised that the Tree Board received a lot of feedback on their packet and they will be meeting Wednesday night. They're pushing to complete their project and come back to the Planning Commission. 4. APPROVE MEETING MINUTES Motion by Commissioner Doherty, seconded by Commissioner Caffall, to approve the October 15, 2007 meeting minutes as submitted. The motion was approved as follows: AYES: Anderson, Caffall, Doherty, Fishel, Hasman, Inman, Walsh NAYS: None ABSTENTIONS: None EXCUSED: Muldoon, Vermilyea 5. PUBLIC HEARING PLANNING COMMISSION MEETING MINUTES - November 5, 2007 - Page I 5.1 COMPREHENSIVE PLAN AMENDMENT (CPA) 2007-00004 - TIGARD COMPREHENSIVE PLAN UPDATE OF STATEWIDE PLANNING GOAL 11: PUBLIC FACILITIES AND SERVICES REQUEST: Amendments to the current Comprehensive Plan Topics 7: Public Facilities and Services by updating the goals, policies and recommended action measures to reflect current community conditions and values. The complete text of the proposed Amendment can be viewed on the City's website at http://www.tigard-or.gov/code- amendments. LOCATION: Citywide. ZONE: All City Zoning Districts. APPLICABLE REVIEW CRITERIA: Community Development Code Chapters 18.380, 18.390; Comprehensive Plan Policies 1, 2, 3, 4, 7, & 10; Metro Functional Plan Tide 3 and 13; and Statewide Planning Goals 1, 2, 5, 6, 11 and 14. STAFF REPORT Darren Wyss presented the staff report on behalf of the City. He advised that the Commission would be recommending the goals, policies, and recommended action measures pertaining to Statewide Land Use Planning Goal 11: Public Facilities and Services to City Council. The language included in the amendment complies with the applicable state land use goals, the City's Municipal Code and Comprehensive Plan policies, as well as federal, state, and regional plans and regulations. The Commission held a workshop on October 1, 2007 to review draft language. A very thorough analysis resulted in the request for a few changes to be made before bringing the CPA back for the public hearing. These changes included: Section 1: Stormwater Management Combine recommended Action Measures i. and ii. and remove the word "mandatory." Section 2: Water Supply and Distribution Add "prioritize" to Policy 1. Add a recommended Action Measure to ask the community's attitude about fluoridated water. Section 3: Wastewater Management No changes requested. Section 4: Community Facilities No changes requested. Section 5: Franchise Utilities Add two policies to address siting of wireless towers to minimize visual impact and to monitor emerging technologies to be prepared to plan for and manage franchise utilities in the future. Also, add a recommended Action Measure to research the feasibility and survey the community about a City-owned wireless internet cloud. PLANNING COMMISSION MEETING MINUTES -November 5, 2007 - Page 2 Staff recommends a few minor word changes based on another CPA that has gone before the City Council. Council feedback indicated their preference for the word "require" over "ensure," "inform" over "educate," and to not single out green concepts, but keep the wording as other measures. These changes are found in the staff report. Staff recommends that the Planning Commission forward a recommendation of approval of the proposed language to Council for their review and approval. PUBLIC TESTIMONY None PUBLIC HEARING CLOSED Motion by Commissioner Doherty, seconded by Commissioner Hasman, to forward a recommendation of approval to City Council of application CPA 2007-00004 and adoption of the findings contained in the staff report, based on the testimony received which was heard earlier. The motion was approved as follows: AYES: Anderson, Caffall, Doherty, Fishel, Hasman, Inman, Walsh NAYS: None ABSTENTIONS: None EXCUSED: Muldoon, Vermilyea. 6. OTHER BUSINESS Doreen Laughlin was introduced to the Commission. She will be assuming the duties of the Planning Commission Secretary. 7. ADJOURNMENT The meeting adjourned at 7:15 p.m. Jerree Lewis, Planning Commission Secretary ATTEST: President Jodie Inman PLANNING COMMISSION MEETING MINUTES- November 5, 2007 - Page 3 AGRICULTURAL LANDS 0 regon Statewide Planning Goal 3: Agricultural Lands, requires local govertunents to "preserve and maintain agricultural lands." Goal. 3 states that only land that lies outside Urban Gro-,x-th Boundaries can be classified as agricultural. This directs counties to identify., preserve, and maintain lands for farm use, consistent with existing and future needs for agricultural products, forest and open space and with the state's agricultural land use policy expressed in the Oregon Revised Statues. The City of Tigard, which is located entirely within an Urban Growth Boundary, therefore contains no agricultural land according to the definition of Statewide Planning Goal 3. However, the City of Tigard supports the efficient use of urban land within its city limits to help preserve designated farm lands in rural areas. By encouraging compact growth within the city, Tigard can help to slow urban expansion into rural areas. Chapter 14, Urbanization, discusses appropriate and tiunely urban expansion. 3-1 City of Tigard ( Comprehensive Plan FOREST LANDS 0 rego.n Statewide Planning Goal 4: Forest Lands, .requires local governments to "to conserve forest lands by maintaining the forest land base and to protect the state's forest economy by making possible economically efficient forest practices that assure the continuous growing and harvesting of forest tree species as the leading use on forest land consistent with sound management of soil, air, water, and fish and wildlife resources and to provide for recreational opportunities and agriculture." Land is considered forest land only if it -,vas acknowledged as such when Goal 4 was adopted. The City of Tigard has not identified any forest lands within its city limits, therefore contains no commercial forestry land. For this reason, the City of Tigard has not adopted any goals or policies related to con-uner- cial forestry. However, the City of Tigard recognizes the unportance of the management and preservation of urban trees and has adopted goals and policies pertaining to trees (see Chapter 2: Land Use and Chapter 5: Natural Resources). 4-1 City of Tigard Comprehensive Plan FOREST LANDS 0 regon Statewide Planning Goal 4: Forest Lands, requires local governments to "to conserve forest lands by maintaining the forest land base and to protect the state's forest economy by making possible economically efficient forest practices that assure the continuous growing and harvesting of forest tree species as the leading use on forest land consistent with sound management of soil, air, water, and fish and wildlife resources and to provide for recreational opportunities and agriculture." Land is considered forest land only if it was acknowledged. as such when Goal 4 was adopted. The City of Tigard has not identified any forest lands within its city limits, therefore contains no commercial forestry land. For this reason, the City of Tigard has not adopted any goals or policies related to conuner- cial forestry. However, the City of Tigard recognizes the importance of the management and preservation of urban trees and has adopted goals and policies pertaining to trees (see Chapter Land Use and Chapter n: Natural Resources). 4-1 Citv of Tigard Comprehensive Plan AGRICULTURAL LANDS 0 regon Statewide Planning Goal 3: Agricultural Lands, requires local governments to "preserve and maintain agricultural lands." Goal. 3 states that only land that lies outside Urban Gro-,y-th Boundaries can be classified as agricultural. This directs counties to identify., preserve, and maintain lands for farm use, consistent with existing and future needs for agricultural products, forest and open space and with the state's agricultural land use policy expressed in the Oregon Revised Statues. The City of Tigard, which is located entirely within an Urban Growth Boundary, therefore contains no agricultural land according to the definition of Statewide Planning Goal 3. However, the City of Tigard supports the efficient use of urban land within its city limits to help preserve designated farm lands in rural areas. By encouraging compact growth within the city, Tigard can help to slow urban expansion into rural areas. Chapter 14, Urbanization, discusses appropriate and timely urban expansion. 3-1 City of Tigard ~ Comprehensive Plan L Agenda Item # Meeting Date November 20, 2007 CITY CENTER DEVELOPMENT AGENCY AGENDA ITEM SUMMARY City Of Tigard, Oregon Issue/Agenda Title Direction for Preferred Concept Designs for Fanno Creek Park & the Downtown Plaza Prepared By. Phil Nachbar Dept Head Approval: ~C- GtyMgr Approval- ISSUE BEFORE THE CITY CENTER DEVELOPMENT AGENCY Review Concept Designs for Fanno Creek Park and the Downtown Plaza, and provide direction for preferred options for inclusion in the Master Plan to be adopted at a later date. STAFF RECOMMENDATION Review concept designs for Fanno Creek Park and the Downtown Plaza. Review proposed modifications to Plaza Scheme 1 (Rectangular Lawn) and Fanno Creek Park, and concur or suggest modifications for incorporation into the Master Plan to be adopted at a later date. KEY FACTS AND INFORMATION SUMMARY At the November 6' City Center Development Agency (CCDA) meeting, consultants Walker Macy presented the design options for the Downtown Plaza and Fanno Creek Park A sure mart' of the design concerns and suggestions of the Fanno Steering Committee were presented along with a preliminary, refined option for the plaza. At the meeting, it was requested that Council not make any decision as to a preferred option until the Fanno Steering Committee and the CCAC have provided their recommendations for consideration. It is anticipated that by this Council meeting, both groups will have made their recommendations, which will be communicated to the Council at the meeting. On August 28`i', 2007, the City Center Development Agency passed a resolution approving the Stevens Marine site as the location for the public plaza and endorsed the concept plan for the area surrounding the Plaza site. Since August 28`h, consultants Walker Macy have developed three (3) concept designs for the Upland Park & Plaza and one basic design for Fanno Creek Park with choices with regard to trail / boardwalk locations. To date, these designs have been reviewed and discussed with the Fanno Creek Steering Committee at three (3) meetings, and with the CCAC at two (2). Concept Designs for Upland Park & the Downtown Plaza: There are three (3) concept designs developed for the Upland Park & Downtown Plaza. The concept designs all address a "program" of intended uses for the Upland Park & Plaza, and an indication of the range of size, small to large (see Attachment 2 - Park& Plaza Program Matrix). All three concept designs have similar design elements, including the Upland Park (a landscaped park adjacent to the Plaza), an overlook viewing the natural area, a "festival street," a hard-scape plaza, an open lawn area ("great lawn"), a storm water creek ("urban creek") which channels urban runoff through the site, "cafe seating" as part of anticipated, new development adjacent to the plaza, an interactive fountain, a play area, and a kiosk / restroom /shelter. Cafe seating is outdoor seating that would be provided as part of a restaurant or cafe bordering the plaza. All three concept designs IALRPLN\Phil\Council Meetings - 2007\11-20-07 AIS 0C DA Selection of Preferred Concepts Designs for Fanno Creek Park & the Downtown Plaza.doc 1 would allow for the "festival street" to be closed off for events with the ability for people to move easily between the Plaza and festival street. The design concepts differ in their layout and design emphasis. The Plaza and lawn areas for the three schemes differ in size, but not significantly. All three schemes can function similarly with regard to programmed uses. More detailed descriptions of the alternative schemes for the Upland Park and Plaza, and Fanno Creek Park are described in Attachment 2 (Scheme Descriptions). Citizen Involvement: There have been three (3) open houses, and multiple public meetings held at the Tigard Library Community Room. For the October 20 Saturday Open House, approximately 500 Tigard residents and Downtown interested persons were invited with 45 persons attending. Public comments from the November 17`' Open House will be summarized at the C®A meeting. OTHER ALTERNATIVES CONSIDERED None. CITY COUNQL GOALS Goal 2: "Continue to support implementation of the Downtown plan. - Promote community fabric in the Downtown by developing a Public Square." Location of the Downtown Plaza furthers this Council goal and continues the effort to implement the Downtown Plan. ATTACHMENT LIST Attachment 1 - Park Site Plan Attachment 2 - Park & Plaza Program Matrix Attachment 3 - Scheme Descriptions Attachment 4 - Plaza Scheme 1 Revised (Rectangular 'Great Lawn) Attachment 5 - Plaza Scheme 2 (Round Lawn Area with natural amphitheater) Attachment 6 - Plaza Scheme 3 ("Fan shaped" great lawn) Attachment 7 - Aerial Perspective from Burnham St. to Plaza Attachment 8 - Main St. Gateway at Fanno Creek (section) Attachment 9 - Shelter Opt 1- Gable Roof Attachment 10 - Shelter Opt 2 - Green Roof Attachment 11 - Shelter Opt 3 - Solar Panel Roof FISCAL NOTES There are no major cost differences among the Fanno Creek Park and Plaza Concept Designs. After a decision with regard to concept design is made, a preliminary cost estimate will be performed by consultants Walker Macy. I:\LRPLN\Phil\Council Meetings - 2007\11-20-07 AIS GMA Selection of Preferred Concepts Designs for Fanno Creek Park & the Downtown Plaza.doc 2 ° ❑ ~7`~ \ O- Attachment 2 Sizes Fanno Creek Plaza and Park Program Matrix Small Large Program Elements 1,500 sf 8,000 sf Entertainment (Seated) 50'x30' 100'x80' 90-100 people 500 - 600 people 900 sf 1,800 sf Picnic Shelter 30'x30' 60'x30' 20-30 people 50-60 people Restroom 256 sf 512 sf 16'x16' 30'x16' 400 sf 2,000 sf Interactive Fountan 20'x20' 100'x20' IE - Corvallis IE - Tanner Springs Play Area 2,500 sf 5,000 sf 50'x50' 100'x50' 20,000 sf 81,000 sf Lawn Area 200'x 100' 360'x225' 1/4 Soccer Field Soccer Field 200 sf 1,000 sf Seating Area 20'x10' 50'x20' 5-8 people 30-40 people 4,500 sf 18,000 sf Event Space / Crafts Fair / Farmers Market 15 Booths 60 Booths -300 sf per booth -300 sf per booth Attachment 3 Scheme Descriptions Plaza Scheme 1 (Rectangular "great lawn") has a strong geometric form with a large lawn area (approximately 35,000 SF). From an aesthetic point of view, the design strength of Plaza Scheme 1 is that it provides a dramatic form with its rectangular lawn, and "L-shaped" plaza that begins at Burnham Street and borders the edge of the lawn area ending at the Overlook. Plaza Scheme 1 design, in comparison with Plaza Schemes 2 and 3, is likely to generate stronger visual interest due to its strong design. Plaza Schemes 2 (Round Lawn Area with natural amphitheater) and 3 ("Fan shaped" great lawn) are more park-like, with curvilinear lines more typical of a traditional park. Plaza Scheme 1 (Rectangular Great Lawn) provides the largest of the lawn areas. With the "L- shaped" plaza bordering its edge, it provides a flexibility of use that includes setting up entertainment venues on the lawn with seating on the hardscape edges, or both entertainment and seating both on the lawn. Plaza Scheme 1 (Rectangular Great Lawn) also allows for flexible plaza space that can be programmed both along Burnham Street and along its extension to the Overlook. Plaza Scheme 2 (Round Lawn Area with natural amphitheater) is unique in that it includes a 'natural amphitheater', a mounded area with stepped seating overlooking the lawn area. This would be used for viewing events held on the great lawn in the summer. The natural amphitheater would be a permanent feature and therefore would not be as flexible as the other two concept designs. Plaza Scheme 3 ("Fan shaped" great lawn) is the most traditional in its design. Its design is less demonstrative than Plaza Scheme 1 (Rectangular Great Lawn). Fanno Creek Park Design Schemes 1 and 2: Consultants have provided two (2) park design schemes which are similar, and address the remainder of Fanno Creek Park (23 acres) from Hall Blvd. to Main St. Overall, the goals for the design of Fanno Creek Park were to design a park with preservation of wildlife and habitat as a first priority, balanced with use by the public. The design schemes differ only in the location and presence of trails and / or boardwalks. Both schemes include the creek restoration work to be performed by Clean Water Services (CWS). There were several criteria used for the relocation of trails including aligning trails with high spots, out of the vegetated corridor, using existing trail alignments where possible, siting trails away from the industrial edge, and maintaining their connection to southern access points. Attachment 4 Nx * k I , 1. ` y' /t • ~ ` • ' "t Attachment 5 O Gateways, \ l 'Cafe Sei / InteractiTle✓ Fountain' , Kiosk w/' ' Restroo Terraced O Stormwater Seating , ` , . Creek. Open Lawn { Housing Festival j Street 'Overlook Play O Multi `modal \ Area Trail - _ Naturalized ~ ` , \ ' \ \ , Vegetation "A V ",ry A, A. Plaza Scheme 2 Qfa9aOhv' Macy Fanno CPeeh Park & Public Use Area Sera Architects I RPFF PAE luma The City of Tigard I September. 2001 Karen Whitman Projects Rider Hum Attachment 6 % Cafe Seating \ Light Columns Interait' a Fou tairi w/Shallo Kiosk w/Restrooms v l & Open Air She Play S~ / Stormwater Area- \ f O Creek % / Open Lawn \ 1 \ Housing `7 7 Overlook Festival Street \ Multi-modals v. Trail Naturalized Vegetations f t". off- (,1 Plaza Scheme 3 waa ke e- Macy lFanno Creek Park & Public Use Area SrraArchimflsIKPFT IPAELuma The City of Tigard I September. 2007 Karen WhamanProjects Rider Hunt r 5A 3 N t f~ Attachment 8 p p Light Boardwalk Main Street PiBmb~ng Beet, Column Regional Trail Bridge wc. Pub' Y ~~.7 ,y; y r°"'. 1• cV 4 `fit t 'a i i I I i i I r.10) r ~ ~yra r Sa,-'.i~ t RV, a~~~k t• i,~ 'rj~..t ~ 1r +~lt~ •~'f\~h~Y ~ ~ ~~{~'~I}1y,•h~17}.fi~7.~,1f .,.711^ ~ r I{~ ,t 41, 43 I ~r'.; A t1rc~ . 1 I 1 li I 1 41 KII, ti (Y ~ I r I i i ~l r I D v n 3 (D I 0 Attachment 11 if i Agenda Item # Meeting Date November 20, 2007 COUNCIL AGENDA ITEM SUMMARY City Of Tigard, Oregon Issue/Agenda Title Tigard 99W Improvement and Management Plan Report - Staff and Citizen Advisory Committee Recommendations Prepared By: Ron Bunch/Gus Duenas Dept Head Approval: % City Mgr Approval: ISSUE BEFORE THE COUNCIL Council will be presented with the recommendations of the Tigard 99W Improvement and Management Plan Report and is requested to discuss the report with staff and the 99W Ad-hoc Citizen Advisory Committee (CAC). Council is also requested to consider adoption of the Plan through amendment to the City's Transportation System Plan to incorporate the Plan's recommendations and conforming amendments to the Comprehensive Plan's text. STAFF RECOMMENDATION Staff recommends that Council direct staff to prepare a resolution for Council consideration to initiate amendments to the Tigard TSP incorporating the Report's recommendations and making conforming amendments to the Comprehensive Plan's text, including consideration of the CAC's recommendations as Transportation policies or action measures. KEY FACTS AND INFORMATION SUMMARY Process Summary and Project Location The Tigard 99W Improvement and Management Plan Report was funded primarily by an Oregon Department of Transportation (ODOT) Transportation and Growth Management (TGM) grant. The Plan area encompasses approximately four miles of State Highway 99W Corridor between the I-5 interchange to the north and the Durham Road / 99W intersection on the south end. The City of Tigard contributed some funding and substantial staff time. The project was an intergovernmental effort that involved a number of agencies and jurisdictions including ODOT, TriMet, Metro, King City, Tualatin Valley Fire and Rescue, and Washington County. In addition, the City formed an 11- member Citizen Advisory Committee (CAC) that participated in the "technical" development of the Plan, and made several policy and program recommendations. These are appended as Attachment "A." Please note the CAC, in addition to recommending Council consider adoption of its recommendations, has also recommended adoption of the Plan's preferred alternative. The City, the CAC, and participating agencies worked on the Plan for about one year from October 2006 to September 2007. The reason for developing the Plan is for the City, ODOT, affected agencies, and citizen advisors to propose transportation solutions to alleviate traffic congestion by improving the highway's performance. An added benefit of engaging the CAC was a thorough discussion of several policy and program issues. An adopted 99W Improvement and Management Plan is needed to ensure that desired improvements are incorporated as development occurs along the corridor, and to apply for transportation project funding from the state, metro and federal governments. This is a conceptual transportation plan. Its implementation will require more detailed transportation planning, design, 1:\LRPLN\Council Materials\ 2007\ 11-20-07 AIS Tigard 99W Improvement & Mgmt Plan Rpt.doc 1 engineering, and public discussion. Coordination and agreement on specific projects and programs will require involvement by the Oregon Department of Transportation and other agencies, such as Tri-Met and Washington County. Originally, the 99W Improvement and Management Plan was conceived as a combined land use and transportation plan. However, in view of time and budget constraints, ODOT recommended that these planning efforts focus on transportation only. A future land use plan for the Tigard 99W Corridor is needed, and is recommended to occur after adoption of the City's updated Comprehensive Plan. Alternatives Development and Recommendation The transportation planning process developed and evaluated the following three alternatives: Alternative A - Partial Widening Emphasis: This alternative would widen Hwy 99W to seven lanes from Interstate 5 to SW Greenberg Road per the current Regional Transportation Plan (RTP) recommendations. This alternative also includes limited access management, intersection, transit, bike, and pedestrian improvements. Development of this alternative was a "have to" exercise because it reflects the current RTP. Alternative B - Access Management: This alternative incorporates a mix of improvements that emphasize strategies to reduce congestion and safety problems associated with vehicular turning movements, including those associated with the large number of driveways along Highway 99W. This strategy includes substantial construction of raised medians, intersection geometry improvements in several locations, improved transit stop relocations, transit queue bypass lanes at five intersections and bike and pedestrian improvements. Alternative C - Full Widening: This alternative would widen the highway to seven lanes for the entire length of study area. This project would include some access management, bike, pedestrian, and transit stop improvements. Alternative C is the most auto-oriented of the three proposals. It also has the highest cost and property impacts. These alternatives are described in greater detail on pages 1 through 11 in the Tigard 99W Improvement and Management Plan Final Report. The evaluation criteria included pedestrian, bike, transit, auto travel, safety, property impacts, and cost. The preferred alternative recommended for adoption is Alternative B, which best addresses the evaluation criteria among the three proposed. OTHER ALTERNATIVES CONSIDERED Council may choose: ■ To not consider amending the TSP or make conforming Comprehensive Plan Amendments at this time; or ■ To consider adopting another alternative. CITY COUNCIL GOALS Council Goal 3: "Aggressively pursue funding to correct traffic congestion within the City." a. "Seek funding for Highway 99W improvements." 1:\1_11 PLN\Council Materials\2007\11-20-07 AIS Tigard 99W Improvement & Mgmt Plan Rpt.doc 2 ATTACHMENT LIST Attachment 1: Proposed Hwy 99W Citizen Advisory Committee Recommendations. FISCAL NOTES There are no costs involved at this time. I:\LRPLN\Council Materials\2007\11-20-07 AIS Tigard 99W Improvement & Mgmt Plan Rpt.doc 3 Attachment 1 Proposed 99W Citizen Advisory Committee Recommendations 1. Prior to implementation of projects associated with the Highway 99W Corridor Plan, especially those requiring additional right-of-way or affecting property access, there shall be established protocols whereby affected property owners or businesses are made aware of pending improvements. Those that might be affected shall be informed and asked to be involved in the project development process as early as possible. 2. The City of Tigard shall state a position that alignment of the proposed I-5 / Hwy 99W Connector be established as one which reduces through traffic and freight movement on Highway 99W to the greatest extent possible; and that the City shall support this position and otherwise participate in the project as an active member of the I-5 / 99W Connector Steering Committee. 3. As part of the transportation management, planning and design process, the livability benefits of future Highway 99W improvements shall be publicly discussed and evaluated. 4. The City shall adopt Alternative B as part of its Transportation System Plan and prioritize its recommendations. Subsequently, the City shall, in conjunction with other agencies, jurisdictions, and stakeholders, develop action plans to implement the alternative's specific project recommendations. Action plans to implement Alternative B shall include design and engineering strategies, funding measures, and stakeholder and citizen engagement. Reasonable time frames shall be associated with the action plans. 5. Other transportation and land development projects within the vicinity of Highway 99W shall be evaluated to determine potential negative or positive impacts on the facility. Negative impacts shall be avoided or mitigated. Furthermore, it is important that solutions to Highway 99W problems be evaluated to assess impacts on other streets, and that negative impacts in these circumstances are avoided or mitigated and positive impacts promoted. 6. A land use planning effort shall be a priority for future City / state efforts to recreate the Highway 99W corridor. In particular, coordinated land use and transportation planning is essential to promote transit as a viable transportation option. 7. The City should be imaginative and "think outside the box" with the purpose of creating a safe, attractive, transit oriented, and vibrant urban corridor along Highway 99W. When there are obvious benefits to specific physical improvements, the City should request design exceptions from ODOT. 8. In the near term, the City and ODOT shall develop an Access Management Plan for Highway 99W. Each property identified as needing access management treatment shall be treated as unique. A one-size fits all approach should not be used. The economic vitality of businesses is important. I:\L.RPLN\Council Materials\2007\11-20-07 Attachment 1 Proposed 99W Citizen Advisory Committee Recommendations.doc 1 Attachment 1 9. Implementing improved transit service should be an ongoing priority with the long- term objective of light rail service along the Highway 99W corridor. If light rail is not possible within the reasonable future, then improved bus service/rubber tired vehicles shall serve as an alternative until it is. 10. Highway 99W Action Plans shall seek to enhance the economic vitality of the corridor through transportation, aesthetic land use, and other improvements. In addition, staff resources shall be committed to coordinate business development and retention activities, and aid in communication among the business community and city government. 1:\LRPLN\Council Materials\2007\11-20-07 Attachment 1 Proposed 99W Citizen Ad%risory Committee Recommendations.doc 2 Hwy 99W Citizen Advisory Committee Membership ~s>r~~...~t Daniel Barnes King City 15186 SW 116th Avenue #2 King City, OR 97224 Res: 503-639-0315 dannybarnes@comcast.net Jesse Black Tigard Chamber of Commerce 6570 SW Alfred St Tigard, OR 97223 Res: 503-977-0409 Bus: 971-645-1139 jblack@black.org Steve Boughton Public Transportation Advocate 15210 SW Bull Mtn Rd Tigard, OR 97224 Res: 503-590-2506 Cell: 503-367-8217 essibee(@comcast.net Rex Caffall Planning Commission 13205 SW Village Glen Dr Tigard, OR 97223 Res: 503-684-8858 Bus: 503-860-3416 rcaffaU@carousa.com Sue Carver Resident @ large 10155 SW Hoodview Dr Tigard, OR 97223 Res: 503-639-8507 suebiU@pacifier.com Tom Fergusson CP04B 14850 SW 141st Ave Tigard, OR 97224 Res: 503590-4946 Bus: 503-314-0011 ltfergusson@verizon.net Tim McGilvrey Biking Advocate 11608 SW Springxvood Dr Tigard, OR 97223 Res: 503-590-1675 Bus: 503-784-5752 tmcg2@iuno.com 1/12/07 99W Citizen Advisory Committee 1 3"_' a. ? t : ~tir£ ~ YF m. .,.4 it 3~ NI MM Mc~ F yt~~ ~f~[p'~ k,~[Rey{J~esentm f,x~~ E~ (/lt M~~ ~~G~ William Moss Resident @ large 14048 SW Liden Dr Tigard, OR 97223 Res: 503-590-7978 wiUiamossl948@comcast.net Paul Owen Trans. Financing Strategies TF 10335 SW Highland Dr Tigard, OR 97224 Res: 503-620-5846 Roger Ponhoff Businesses along 99W corridor 11710 SW Ann St Tigard OR 97223 Res: 503-524-2499 Bus: 503-989-3846 rog_pottho ffnverizon. net Cherree Weeks Resident along 99W corridor 12595 SW Brookside Ave Tigard, OR 97223 Res: 503-620-2279 Bus: 503-443-2000 x20 cherreencorp.nutech.com Staff Liaison City Engineer- Gus Duenas Council Liaison Councilor Buehner Resolution No. 06-65 The Higtnvay "W Corridor Improvement and Management plan citizen Advisory Committee is hereby established to guide the preparation of the plan. Purpose: Its membership shall consist of those individuals listed on the attached Exhibit "A" The mission of the Citizen Advisory Committee is to: (1) Revicw and comment on draft plan materials prepared by the project consultant; and (2) Guide the preparation of the plan to ensure that the proposed plan meets community needs: and (3) Promote public understanding of the proposed plan. The Citizen Advisory Committee shall: (1) participate in at least five meetings conducted by the project consultant; and (2) participate in up to time open house meetings at the completion of project milestones to provide the public with an opportunity to review the progress of the project and offer comments; and (3) Consider comments received by the public; and (4) Present findings and rooommcndations to City Council upon completion of the plan. The tam of service for the mcmbcts of the committee shall expire after completion of the plan and presentation to City Council and the committee itself shall be terminated at that aoint 1/12/07 99W Citizen Advisory Committee 2 r Highway 99W Corridor Study CAC Recommendations - CAC Worksheet CAC Discussion of Issues MOT and Staff Response Proposed CAC Recommendations 1. Prioritize Community Quality and Livability ODOT: The highway needs to Traffic management and efficient accommodate and balance a range transportation services are important. Who are we solving problems on the of uses on the highway. It is an However, Tigard's livability shall take highway for?" ODOT facility and, as such, needs high priority as solutions to highway to address a variety of travel needs, transportation issues are planned for, and "Are we solving problems for people including the needs of local implemented. These factors shall include who use the highway for through-travel, community. It is not a free-flowing safety of all transportation modes; safe or for the citizens of Tigard?" traffic facility. It needs to provide a and comfortable transit access; variety of travel options, including community design and appearance; access to local land uses. The vibrant and economically sustainable livability of Tigard is very living and business environments, and important, but it needs to be environmental quality improvements. balanced with the state's mobility objectives. Future Highway 99W projects shall be evaluated against livability criteria in a public setting. 2. Commitment to Act A commitment to act is needed to MOT and the City should look at City of Tigard: This is one of the address Highway 99W issues. The City in some immediate fixes and take actions things the project will do. Projects conjunction with other agencies, that will address problems quickly and, if will be identified that can be done jurisdictions, and stakeholders must necessary, come back and do the relatively inexpensively and quickly. develop an action plan(s) to implement ultimate solutions when money is However, it is important to set the report's recommendations. The available. Areas should be identified that priorities. Priority setting is action plan should be obligatory and can be fixed quickly to improve the something this planning study should include funding measures and function of the roadway. While this intends to do. It is recommended to time frames. Priorities and performance work is undertaken, planning and start with the projects that can measures need to be established. There funding arrangements should be accomplish the most with resources are already methods in place to undertaken for the more expensive and on hand. While work on these accomplish this including the City's complex solutions projects is underway, funding can Transportation System Plan Public sought for the more extensive fixes. Facility Plan, and Community Investment Plan. Planning to fix Highway 99W has gone on for a number of years, and there has been some improvements. However, a specific short, mid, and long-range action plan is necessary at this time. 3. Consider Other Parts of the Transportation Network There are some off route transportation What would be the impacts on Highway This project is not part of the Hwy projects that, if implemented, will have 99W of the 121st to Fowler Middle 99W Corridor Study; however, staff impacts on the function and character of School project? will determine its status and report Highway 99W. It is important solutions back. to Highway 99W not be considered in isolation of these other projects 1 z CAC Discussion of Issues MOT and Staff Response Proposed CAC Recommendations 4. Implement a Balanced Solution .Alternative "B", "no new additional The process of developing the The CAC recommends that the City lanes" represents the most balanced alternatives considered all the best accept Alternative "B" along with its solutions. At the outset, all balance of all modes. The additional recommendations. In addition transportation modes must be Alternative that has the "balance to a balanced solution, other reasons for accommodated. There is recognition score" is "Alternative B." this recommendation are, lower cost; do that improvements will be needed to Aesthetics are very important to not create greater barrier between parts accommodate increases in auto traffic. improving Highway 99W. Safety of the community; do not make costly However, these are short and mid range measures are also important, decisions that prevent future options solutions. In the long run, the additional especially for pedestrians and (rapid transit); do not improve the transportation demand capacity will have bicyclists. Examples in the preferred highway to the extent that it will attract to be addressed by transit, which will alternative includes driveway even more through traffic; do not create require significant changes in the land consolidation; crosswalk and even more of an aesthetic detriment. use character along Highway 99W. intersection improvements; Also, environmental consequences removing the existing sidewalk and increase when there are more traffic lanes Aesthetics of the corridor are a part of bike lane "gaps", etc. and higher volumes of traffic. the solution as is the ability of the public to safely use and access transit. 5. Land Use Planning is needed to support a multi-modal transportation environment. The Corridor Plan did not have an There was neither the time, nor A land use planning effort is a priority of adequate land use-plamung component. budget to incorporate a major land the above-mentioned Highway 99W A key part of Highway 99W's future use planning effort as part of this Action Plan. It is important to start livability is to create a transit oriented project. thinking soon about the future land use environment. This requires a much character of the area. more dense and efficient arrangement of commercial, employment and residential land uses 6. Think Outside the Box A number of specific suggestions were made that conflict with MOT Standards such as the following: • Can temporary devices such as Highway 99W is a state highway City should be imaginative and "think concrete "Jersey barriers" or vertical and subject to very specific design outside the box" to create an attractive, plastic rods be used to separate the and engineering criteria. Exceptions transit oriented and vibrant urban pedestrian and bicyclists from traffic to these criteria require state corridor. The City should be prepared to until more lasting solutions can be approval. For example, it is unlikely ask ODOT to be modifying its standards funded? that the state would support when there are obvious benefits to do so. • Can travel lane or sidewalk widths reductions in land width or be reduced to get a dedicated temporary barriers. bus/freight lane? 2 CAC Discussion of Issues ODOT and Staff Response Proposed CAC Recommendations 6. Think Outside the Box (CAC Discussion Continued) Other CAC Ideas ■ Transit, auto, pedestrian, and bicycle There is a need for a linkage connections all need to be improved between Tri-Met bus service from Highway 99W to the and commuter rail. More Downtown. direct/efficient connections • The four-foot landscape strip is too between these two kinds of narrow to make much of a transit uses would increase the difference. transit potential of the corridor ■ Utilities along Highway 99W need to be under grounded. All of the Bull Mountain area • Frontage drives and connected is under-served by transit. parking lots are needed to keep local Better locations for transit traffic off the highway. stops are possible along the • Special attention is needed to make length of highway. sure that people of all abilities - especially near King City - can safely ' Future improvement planning cross the highway and access transit. and implementation of the ■ It should be possible in certain areas Hwy 99W Corridor Plan needs to make a U-Turn where medians to be coordinated with the are proposed. Downtown Plan. • The City should investigate the use of landscape easements on private Hwy 99W needs to be property to improve the appearance reclaimed from being a of Hwy 99W. commercial strip that • It is very dangerous to ride a bike on resembles parts of 82nd Hwy 99W through Tigard; can safer, Avenue in Portland off-route bike lanes be provided? 7. Access Management Requires Sensitivity to the Needs of Business Some businesses have limited/ difficult A one-size-fits-all approach is not Each property that ODOT and the City driveway access that cannot be fixed. appropriate - each property needs to identify as needing for access They would go out of business if their be considered as having management treatment should be treated access were Hmited. A size-fits-all distinct/unique circumstances. as unique. A one-size-fits-all approach approach should not be used. Each should not be used. The economic property is different. vitality of businesses is important. 8. Transit Service is an Ongoing Priority Improving Transit Service should be an ongoing priority, with the long-term In the short- and long-term, improved TriMet is responsible for transit, objective of light rail service along the transit service, including comfort and needs to have the corridor. If light rail is not possible reliability and convenience, are essential. density/intensity of land use to within the reasonable future, then rapid make transit economically feasible. bus service shall serve as an alternative 9. Address the Highway 99W until it is. Overpass / Viaduct Issue The viaduct has structural issues Fixes to the viaduct must be addressed and probably will require major and incorporated into the Hwy 99W maintenance in the next few ears Action Plan. 3 a CAC Discussion of Issues ODOT and Staff Response Proposed CAC Recommendations 9. Address the Highway 99W Overpass / Viaduct Issue (CAC Discussion Continued) The overpass/viaduct is a bottleneck, and an obviously old and out-of-date structure- Eventually, it needs to be replaced. The replacement needs to be attractive and structurally adequate to carry heavy bus traffic and/or light rail. Also, the overpass must accommodate better bike and pedestrian facilities and provide for better multi-modal access to downtown 10. Improvement of Hwy 99W is There are substantial economic The action plan for the Highway 99X/ both a transportation and economic development / businesses interests Corridor shall seek to enhance the development issue all along Highway 99W. A economic vitality of the corridor. significant amount of economic activity depends on the ability of the highway to accommodate traffic and provide for intra-regional freight movement_ Summary of Retated CAC Issues / Discussion Points: • The comfort level of the transit stops is generally very poor. • Transit service would likely improve significantly if covered bus waiting areas and benches were provided- • Transit stop amenities, safe pedestrian access, covered, well lighted stops, and overall safety is important to improving transit service. ■ It is necessary for people to want to take transit, and this requires assurance of safety and dependability. • Currently, it is a bleak environment along the highway. • The highway is unattractive and does not foster the kinds of land uses that naturally would support transit- • There is a need for a linkage between Tri-Met bus service and commuter rail. More direct/ efficient connections between these two kinds of transit uses would increase the transit potential of the corridor. • All of the Bull Mountain area is under-served by transit. Better locations for transit stops are possible along the length of highway. ■ It is important to increase aesthetic qualities to make Highway 99W and the area around it so the general area is more useable / comfortable for pedestrians. Hwy 99W itself may not become a pedestrian-oriented street because of its scale, but it's possible that 100 feet or so away from the roadway, where there is adequate buffering, areas may exist that can be redeveloped to a nice pedestrian environment. • The north portion of Hwy 99W has a very urban and dense feel to it and probably is better for employment/commercial development and maybe high density housing. This area has good locational characteristics for these types of land uses, but access and congestion issues must be addressed. The character of the residential / lower density character of the south portion of the highway needs to be respected. 4 Summary of Related CAC Issues / Discussion Points (Continued): ■ Hwy 99W could become part of a larger web of alternative travel alternatives. For example, perhaps long-term visions could include streetcar connections to major bus routes, as well as connections to commuter rail. Alternative modes of travel, especially bike and pedestrian travel still should be considered along the highway as a valid objective. Bike travel and pedestrian usage should not be discounted on the highway just because alternative modes would be hard to accommodate now. ■ Improvement of Hwy 99W needs to be closely coordinated with Downtown redevelopment. ■ It is important to pay attention to future updates of the Regional Transportation Plan and include funding proposals for highway improvements. • Development and growth along Hwy 99W should be evaluated whether or not it benefits Tigard. • Many people accept congestion but want the quality of their trip and the opportunities for shopping, entertainment, and services to be better. The "trip" should be interesting. Hwy 99W now is not a very pleasant place to be - either in the automobile, on bike, as a pedestrian, or on transit. • The region needs to look at reducing traffic on Hwy 99W through the balancing of traffic on other routes. It was noted that Hwy 99W has one of the highest volumes of traffic in the region. • The "low hanging fruit" idea should be implemented right away. These are improvements that do not cost much - such as improving driveway access, eliminating turning movements, and doing temporary things like providing Jersey barriers to buffer the pedestrian from traffic until major improvements can be made down the road. ■ Recognize the economic and business impacts that any improvements to Hwy 99W would have. Implementation of the study's recommendations should not put any businesses out of business. It is important that improvements made to Hwy 99W take into account the quality of life issues for Tigard residents. • It is important to get more interest from Triplet to implement transit improvements. • Hwy 99W improvements need to help local businesses and residents such as helping the customer get from point A to point B. Shared access, shared driveway connections with parking lots, and the like, are very valid ideas and could take the very short trip traffic off the highway. ■ It is important to accommodate the 53% of people who use the highway that do not have a destination in Tigard. They have every right to utilize the highway. They use it as a way to get back and forth to work, and to get home. ■ Measures are needed to improve access to businesses, such as driveway management and pedestrian and bike access. These need to be improved for safety purposes. Buses already exist on the highway and it would be a long time before light rail can happen. Transit could be improved by increasing the safety, comfort, and aesthetics of bus stops. • The future of Hwy 99W may be linked to what happens in the Tigard Triangle, such as a proposed large-scale retail store in the Tigard Triangle that could overload the highway. "Big box" retailers are blocked from locating in some areas because of traffic issues. The local roadways could not accommodate the number of customers that are attracted to these businesses. However, if Highway 99W's capacity is improved, it could be immediately used up by certain kinds of new businesses. This is a policy/land use issue the City needs to address. S Summary of Related CAC Issues / Discussion Points (Continued): • A "Boulevard" concept should be implemented on the highway. Boulevards are wide facilities that have trees, islands and good aesthetics. Aesthetics, including quality landscaping, could bring a safer and calmer feeling to the highway. The vision for implementing short- mid- and Ion Vange terms on Hwy 99W should be to bring the facility back from the brink of becoming the worst of "82" Ave". ■ Driveway consolidation should be done concurrently with efforts to get traffic from one business to another, such as connected parking lots. It is very important to keep the very short trip off Hwy 99W to eliminate unnecessary turning movements- ■ Driveway closures need to be evaluated on a case-by-case basis and this topic needs to be handled very sensitively. ■ The Downtown Tigard Plan must be honored by the Hwy 99W Study. In addition, the relationship between land use, aesthetics, transit, and the connection of transit facilities to one another via all modes of travel, is very important. • The City needs to be engaged in addressing the "through-traffic" issue with other jurisdictions and agencies. It was acknowledged that through-traffic needs to be accommodated, but an effort is needed to provide these trips on less congested alternative routes. ■ From a practical standpoint, intersection improvements for auto, bike, and pedestrian may be the best way to improve operations and capacity. • Hwy 99W needs to be given more priority in the region and state. Hwy 26 has received a lot of attention by ODOT in the last several years. It is time that Hwy 99W receives similar attention and funding. It is important to increase the visibility and importance of the highway and its importance to both Tigard and the region. This needs to be brought to the attention of political leadership in the region as well as in Salem. (i I' Highway 99W Corridor Improvement and Management Plan Final Report Recommendations November 20, 2007 Council Action Requested ♦ Staff recommendation - Amend Transportation System Plan to incorporate preferred alternative ♦ Presentation will summarize the process leading to the preferred alternative ♦ Plan was prepared from a transportation perspective ♦ Land use studies will be necessary to truly achieve the desired reshaping of the corridor 1 I% Highway 99W Issues ♦ Huge traffic volumes - 45,000+ vehicles per day with 53% through traffic ♦ Bottlenecks at key intersections degrade travel times ♦ Driveway proliferation with turning movement conflicts ♦ Gaps in the sidewalk and bicycle facilities ♦ Transit moves at the slow pace of traffic ♦ Deficient transit stops throughout corridor" Highway 99W Issues ♦ Safety problems throughout the corridor ♦ Trend is towards deterioration of the highway's ability to accommodate traffic ♦ Appearance and character adversely affect Tigard's image ♦ Issues impact livability and business opportunities 2 Future Needs ♦ Bicycle - Elimination of gaps in the bicycle network - Local/regional connectivity - Reduction of vehicle/bicycle conflicts ♦ Transit - Poorly serviced areas - Access/conflict issues - Better connectivity to side streets - Accommodate more trips with transit - Transit the long term option to reduce vehicle trips Future Needs ♦ Pedestrian - Elimination of gaps in the sidewalk network - Local/regional connectivity - Reduction of vehicle/pedestrian conflicts - More frequent crossing opportunities - Adequately designed facilities - Better access to transit - Access to local properties - Creation of a safe, walkable, bikable environment - Enhancement of bike and pedestrian travel as viable transportation option.;---,-- 3 Future Needs ♦ Motor Vehicle - Manage impact of traffic growth -Address increased side street activity - Improve capacity at intersections - Eliminate recurring bottlenecks - Reduce the high number of access points to increase capacity and improve traffic flow - Strive for better balanced use of transportation modes Redevelopment Potential ♦ Short-term: Low (0 to 5 years) - Existing improvements are generally in good condition - Few candidates for redevelopment in the near future ♦ Long-term: (5 to 20 years) - Investment at intersections and disinvestment along strips could reshape the corridor - Increased congestion require land use solutions and transit-oriented development - Higher residential land values - Strategic public investment may be neede~ 4 Developing a Preferred Solution ♦ There is no "silver bullet" solution for the problem ♦ Each potential enhancement has pros and cons ♦ Solutions that may enhance one mode may create issues for other modes ♦ Potential solutions will involve tradeoffs ♦ Objective is to create the combination of actions needed to arrive at the preferred- alternative Alternatives Developed ♦ Alternatives - Alternative A - Partial widening - Alternative B - Access Management - Alternative C - Full Widening ♦ Common themes - Pedestrian improvements throughout the corridor - Bicycle improvements throughout the corridor - Motor vehicle capacity, safety, and mobility improvements - Transit performance improvements - Different levels of access management 5 Alternative A - Partial Widening • Widen from five-lane cross section to seven-lane cross section from I-5 to Greenburg Road • Localized capacity improvements south of Greenburg Road • Pedestrian improvements along entire corridor • Bicycle improvements along entire corridor • Transit improvements through stop relocation and queue bypass • Access Management within interchange area T Lem Crea. Section - With Rai.W Median and Sidewalk Buffer T Um Crow Section - Wlm Carder Turn Lane and Sidewalk Buffer 1 1 1 :rte 1 1 1 . I I I 1 1 1 1 .....a.....r.,..n.,.....i3_......._A.............u...... .....1"'^^............:x..._....ar..........!r........x..._c..s..., .....n..,.r.,..u..,.....i3........... :r........... rz__,....._lr..... .....r3..... ......lx....,......_r.....r._, ._____.._-.._.._.._._._.._..._..__._..s,cno,o.-~s._._._.._......_.._....._._._.........._.__. _ .........__..........._....ocnaa-.rm............._.... rlaa ru'Rw rL..r r3rRr Typical S Lane C... Section - With Center Turn Lam and Sidewalk Burnt '1,• I I t i r ..IL.__._AL..._......................... ^ili....._....A2........2 . ,.......8:..., C l L-enI"'Aie' . rW'Rw Alternative B - Access Management • Aggressive access management along corridor through implementation of raised median and multiple driveway closure/consolidation • Localized capacity improvements at deficient intersections along corridor • Pedestrian improvements along entire corridor • Bicycle improvements along entire corridor • Transit improvements through stop relocation and queue bypass • Transit queue bypass more prevalent in this option Typical 5 Lane Close Section • With Center Turn Lena and Sidewalk Buffer Typical S Lane Creas Sactlon • With Raised Median and Sidewalk Buller J.. ~ l l 1 1 4 1 1 v= a a.~ :....1....,.a....e:.........Ak...._.......1,'........._L'^..'.!°'.!..........13..._.......AZ..._.._i...d'_._L.... ....d..._.AI_..e:........13........_1:-......:....,tan ilea....«.....13....-...e'__?..._.... S .........................................................colasw.-.IG'...................._....................... Cu>mcic. )e' (a+r rOCRM a Wa IWPW 6 Alternative C - Full Widening ♦ Widen from five-lane cross section to seven-lane cross section for entire corridor ♦ Pedestrian improvements along entire corridor ♦ Bicycle improvements along entire corridor ♦ Transit improvements through stop relocation ♦ Aggressive access management within interchange areas only ♦ Additional access management outside interchange areas f 7 Lam C-1 SacBOn - WIS! Raiud Madlan and 51d-11 B-1 i Lam Croaa S-11- --11 Carmr Lem end 8-111 a,-' AI ,ra ¢.....1'.,.,¢......, ii........._:{.................._...!:°!!! .::..........I{..... ......1{__....._12......_x..,. r.....¢.... .....a.... {.;..e........!2.....:.....li............li.........:.................._.1....... Ii.....e.....!:.....».. o....{.:...¢... ........................LdNx w... W................ .............._..........._....Mmnao...LLV........... 1ls 10- 1-109W Criteria for Alternatives Evaluation and Comparison ♦ Pedestrian ♦ Bicycle ♦Transit ♦ Traffic Operations ♦ Safety ♦ Property and Building Impacts ♦ Cost 7 Comparison of Alternatives Evaluation Criteria Alternative A Alternative B Alternative C Pedestrian O o O Bicycle O D E) Transit 2 O 17 Motor Vehicle El O U Safety O ■ to Property impacts and O El Cost Overall Rating D 0 0 Evatuat?n Sde C ~ C O ■ Pax Med- G d ♦ Alternative B tends to achieve the goals of the project best---,~ ♦ No silver bullet and items could still be mix and snatched The Recommended Plan ♦ Alternative B - Access Management - Maintains a 5-lane cross-section -Access management strategy to improve safety and reduce travel delay -Intersection improvements -Transit enhancements for travel time and pedestrian access - Pedestrian and bike enhancements 8 Access Management ♦ Features - Raised medians - Driveway closures, consolidation or relocation ♦ Results - Reduction in vehicle collisions - Reduction in vehicle conflicts with bikes and pedestrians - Reduction in travel delays through the corridor - Retention of the 5-lane cross-section throughout most of the corridor Staff. Recommendations ♦ Council adoption of the Plan ♦ Direction to staff - Initiate the process to incorporate the Plan recommendations in the Tigard Transportation System Plan -Initiate conforming amendments to the Comprehensive Plan text -Consider CAC's recommendations as transportation policies or action measures 9 Conceptual Planning and Technical Information for Tigard 99W Improvement and Management Plan • Final Report • • r Prepared for: City of Tigard • 13125 SW Hall Boulevard • tl' Tigard, OR 97223 Oregon Transportation and • _ Growth Management Program 555 13th Street, NE Salem OR 97301 • / a ,f' • Prepared by: ' DKS Associates =11400 SW Fifth Avenue Y ' Suite 500 v 4` Portland, OR 97201 • y _ Otak, Inc. • 17355 SW Boones Ferry Road - Lake Oswego, OR 97035 • ~,..•r i~;~i q~ t. July 2007 • • • • • • Acknowledgements • • • Project ManagementTeam • Gus Duenas, City Engineer, City of Tigard Ross Kevlin, Transportation Growth Management Program, Grant Manager • • Technical Advisory Committee Citizen Advisory Committee • Ross Kevlin, Oregon Dept. of Transportation Rex Caffall, Tigard Planning Commission • Gus Duenas, City Engineer, City of Tigard Paul Owen • Greg Berry, City of Tigard Tom Fergusson Ron Bunch, City of Tigard Daniel Barnes • Kim McMillian, City of Tigard Jesse Black • Sgt. Karl Kaufmann, Tigard Police Dept. Roger Potthoff • Jane Turner/David Wells, King City Cherree Weeks • Clark Berry, Washington County Tim McGilvrey • Mark Turpel, Metro Steve Boughton • Heather Boll, TriMet Sue Carver • Jerry Renfro, Tualatin Valley Fire & Rescue William Moss • • Consultant Team • DKS Associates • Randy McCourt, Principal Alan Snook, Transportation Planner • Otak • Tom Litster, Urban Planner • Crista Gardner, Land Use Planner James Todd, Civil Engineering Leslie McClain, Project Assistant • • ECONortbwest • Terry Moore, Principal • Radcliffe Dacanay, Real Estate Mrkt. Analysis • Rob Wyman, Real Estate Mrkt. Analysis • • The Tigard 99 W Improvenrents Plan is funded by a grant. from the Transportation and Growth Management Program • (lGIY1), a joint program of the Oregon Department of Transportation and the Oregon Department of Land Conservation • and Development. This TGM grant is financed, in part, by the federal Transportation Equity Act for the 21st Century • (TEA-21), localgovernment and the State of Oregon funds. The contents of this document do not necessarily reflect views or • policies of the State of Oregon. • Oregon Transportation and Growth Management Program DKS AssoCiateS • :a.+.svnu iaur.u su+unnns • • • • • Table of Contents • Section I-Introduction I • • Section 2-Public and Agency Involvement 3 • Section 3-Developing a Recommended Plan 4 • Section 4-The Recommended Plan 10 • Section 5-Implementation Projects 36 • Appendices • Appendix A-Concept Alternatives and Evaluation 38 • Appendix B-Response to ODOTTechnical Review Comments 71 • Appendix C-Tigard Transportation System Plan Updates 75 • • Figures • Figure I-Typical Cross Sections 12 • Figure 2-Access Management 13 • Figure 3-Access Management 14 • Figure 4-Access Management 15 • Figure 5-Access Management 16 • Figure 6-Access Management 17 - Figure 7-Intersections & Pedestrian Crossings 20 • Figure 8-SW Durham Rd. 21 • Figure 9-SW Beef Bend Rd. 22 • Figure 10-SW Canturbury Ln. 23 • Figure I I-SW Gaarde St./ SW McDonald St. 24 - Figure 12-SW Walnut St. / SW Walnut PI. 25 • Figure 13-SW Greenburg Rd./ SW Main St_ 26 • Figure 14-SW Hall Blvd. 27 • Figure 15-SW Dartmouth St. / SW 78th Ave. 28 • Figure 16-SW 72nd Ave. 29 • Figure 17-SW 68th Ave / SW 69th Ave. 30 • Figure 18-Relocated Bus Stops 31 Figure 19-Pedestrian Improvements 34 Figure 20-Bike Lane Improvements 35 • Tables Table I-Categories of Enhancement Concepts 6 • Table 2-Criteria for Evaluating and Comparing Alternatives 9 • Table 3-Comparison of Evaluation Criteria by Alternative 9 • Table 4-PM Peak Hour Travel Time Comparison I I • Table 5- Potential Project Ranking 37 • • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN ii FINAL. REPORT • Introduction The Tigard 99W Improvements and Management This report provides a summary of those steps and • Plan area includes approximately four miles of descriptions and illustrations of the recommended the State Highway 99W corridor between the 1-5 transportation solutions. The intent of the plan is to interchange at the north end and the Durham improve safety for all modes of travel and mitigate Road/99W intersection at the south end. The the negative effects of rising trip demand in order to • highway carries between 45,000 to 50,000 vehicles meet future needs of the corridor. Negative effects - per day. Of those vehicle trips, 53% are regional of trip demand can affect both transportation and trips not originating or ending within the study land use. corridor. The corridor has a variety of land uses with the majority focused on retail /commercial The plan can be implemented through a series services. Locally serving retail likely draws most of specific projects or new transportation ~ customers from within a'/4 mile radius, while planning strategies. A prioritized list of potential • improvement projects has been provided along big-box retail or large scale commercial uses likely draw customer traffic from five or more miles away. with planning level costs. This is a conceptual plan; . implementation projects and related transportation Within a '/4 to '/z mile corridor on either side of the strategies will require further discussion and/ ~ highway there are significant residential uses. or approvals not yet obtained and will require ~ Future forecasts indicate highway performance additional engineering studies. Additional - will continue to deteriorate as trip demand in the community outreach to potentially affected corridor grows. The Regional Transportation Plan property owners and to the public at large will (RTP) calls for a mix of interventions to address also be required. The plan has not been reviewed rising trip demand rather than just provide new nor approved by the City Traffic Engineer or the - transportation capacity. These interventions may State Traffic Engineer. Changes to Highway 99W - vary from plans for mixed-use development to land must meet the standards of the ODOT Highway use and transportation strategies aimed at mitigating Design Manual or received a Design Exception growth and rising trip demand. The primary focus from the State Traffic Engineer. Additional survey, of the Tigard 99W Improvements and Management engineering design, and analysis will be required - Plan is transportation strategies. to determine the feasibility and approval of the - Through a planning and public involvement process proposed improvements. the project developed a concept-level recommended • plan for transportation improvements and - recommended additional interventions to meet future needs in the corridor. Development of the recommended plan included detailed analysis - of needs, opportunities, market analysis of - redevelopment potential in the corridor, and - comparative evaluation of concept plan alternatives. The recommended plan was developed through a planning process of four key steps supported by a public and agency involvement effort. The planning steps were: - • Establish inventory of existing conditions • Analyze needs, opportunities and constraints • Develop alternative improvement concepts - • Compare and evaluate alternative concepts - Oregon Transportation and Growth Management Program DKS AssoCiateS - IBANSPONIATION SO1U110Ni • T K V ~ ~q O A n 9 BE-AR_TL z ~ ~srq~.s O n a o ~ n rt N ~ Public and Agency Involvement To ensure support for the recommended plan from objected to the idea of widening the corridor to community and agency stakeholders, the project seven lanes as called for in Metro's 2004 Regional included public involvement and interagency Transportation Plan (RTP). Over half were open coordination. The City of Tigard identified and to the idea of some kind of access management appointed members for both a Technical Advisory strategy. - Committee (TAC) and a Citizens Advisory - Committee (CAC). Members of the TAC represent ODOT, Metro, TriMet, Washington County, Tualatin Valley Fire and Rescue, and the City of Tigard. Their project role was to meet with the • consultant team during each of the four key steps - to provide technical review and identify additional analysis or refinement of improvement concepts that might be needed. • The CAC comprises a spectrum of citizens including business owners, neighborhood representatives, representatives from the Chamber - of Commerce, and other citizen groups with • an interest in the Tigard 99W Improvements Plan project. The Highway 99W Improvements and Management Plan was not intended to be a • visioning process. However, the CAC provided - valuable review and input for draft memoranda - at the conclusion of each step in the planning process. They also provided community perspectives regarding the needs, opportunities, and constraints for improving Highway 99W as a part of the City of • Tigard. - In addition to the five TAC and CAC meetings, - three Public Open Houses were held to engage - public input at three milestones in the project: • During the needs, opportunities, and • constraints step; • the alternative development step; and Intersection at SW GaardelS[Kl McDonald • the alternatives evaluation step. • Stakeholder interviews were conducted to offer - members from the business community an - opportunity to express concerns or possible - solutions to the transportation problems in the corridor. Out of twenty stakeholders invited, ' fourteen participated. The vast majority of participants interviewed believed that congestion - and safety was a problem that could ultimately affect - their businesses. However, most of the interviewees 3 Orcgon Transportation and Growth Management Program DKS AssoCiateS - tStNSPpSWWI SOL Ul10l/S • • • • Developing a Recommended Plan • • The recommended Tigard 99W Improvement and some gaps located in the north portion of the Management Plan was completed through the four corridor near Interstate 5. integrated and successive steps previously noted. • Each step involved thorough analysis that resulted The transit system serves approximately 6,000 in key findings that set the stage for the next step. daily riders that board and depart buses within the Feedback from advisory committees and the public study area. Transit stops are on average 980 feet • was used to refine findings of each step before apart and are typically located at or near signalized • crossings. However, there are some stop locations proceeding. • at unsignalized intersections requiring pedestrians to • Step 1: Identify Existing Conditions cross Hwy 99W to access the stops. • A thorough inventory of existing transportation An inventory of driveways along Hwy 99W was conditions for the Highway 99W corridor was also conducted. The corridor has approximately 100 • conducted. In addition, a review of prior studies existing driveways (most with full turn access) within • was performed to help broaden the knowledge the study area. Many of these driveways occur in • of the study area and roadway network and the middle and northern portions of the corridor in • intersections. Inventory included existing traffic close proximity to existing signalized intersections operations (including lane geometry, historic and and existing interchanges with Hwy 217 and • existing traffic volumes, and traffic travel times) Interstate 5. • as well as an evaluation of bicycle and pedestrian • facilities, transit service, and intersection operations. Step 2: Identify Needs, Opportunities and • This inventory included intersecting local streets Constraints • and the on/off ramps for I-5 and OR 217. The This step was important in the development and findings from the inventory suggested the need for eventual evaluation of alternative concepts. Corridor multimodal transportation improvements along the deficiencies were analyzed for all modes of travel in • Corridor. order to identify specific future transportation needs • The analysis of the existing conditions indicates for the corridor. Future needs analysis considered • a number of intersections along the corridor that the likelihood of a future 1-5 to Highway 99W • fail to meet existing performance standards or are connection. The I-5/99W Connector Study is a near capacity for motor vehicle operations. Six parallel project currently underway that is detailing • of the twenty study area intersections have this out the recommended roadway alignment to • characteristic. These intersections act as bottlenecks connect Interstate 5 to Hwy 99W south of the study • (congestion points) along the corridor that can area. As part of the future forecasting for this study, • degrade travel times and produce significant delays. a generalized alignment for this project was in place Peak travel times along the corridor were also in the Metro Regional Travel Demand Model. • collected and the results indicated that on average, A "toolkit" of potential improvements was it takes motor vehicles 11 to 12 minutes to traverse developed, listing the pros, cons, and applicability • the corridor study area in comparison to off-peak of various enhancements. Opportunities and • free flow travel times that are approximately 6 to 7 constraints for implementing enhancements were • minutes. also identified. This information was used to guide • In addition to the motor vehicle conditions, development of improvement alternatives in the inventories for alternative modes of travel were next step of the plan process. Preliminary criteria • conducted. The results revealed a number of gaps in for evaluating and comparing conceptual alternatives the existing sidewalk system as well as substandard were also developed in Step 2. • sidewalk widths. This creates a discontinuous Key needs identified included: • pedestrian network along the corridor. The bicycle Bicycle facilities - filling in gaps in the bicycle network is mostly complete; however, there are • • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 4 • FINAL, REPORT • Developing a Recommended Plan Continued - network, local/regional connectivity and suggest that Corridor redevelopment should reducing bike/vehicle conflicts. be structured and concentrated to create a - commercial identity for the Corridor and • • Pedestrian facilities - filling in gaps in the should be supported by a focused public policy. sidewalk network, upgrading existing sidewalks - to a consistent design standard, and improved The current zoning and comprehensive plan . pedestrian crossing of Highway 99W. designations within the study corridor do not encourage or require mixed use (residential and • Transit service and facilities -improving transit commercial) developments, although mixed use ~ travel times, access to transit, driveway and transit stop conflicts and identifying poorly developments are allowed in several of the zones - within the corridor. Instead, the current zoning and • served transit areas. site development standards facilitate the continued • Motor vehicles - inadequate capacity at development of relatively low density residential and intersections, congestion delays for through strip commercial. travel, access locations and growing traffic volumes on side streets. As initially conceived, the Tigard 99W Improvement and Management Plan could have continued Step 2 also included a Real Estate Market Overview to examine potential land use changes. That - Objectives of the overview were to evaluate examination may have resulted in recommendations - potential for redevelopment in the corridor and for new zoning and/or site design guidelines, along identify opportunities for land use and site design with evaluation'of the transportation impacts. regulations that may contribute to achieving project However, given the City of Tigard's on-going objectives. examination of current zoning as part of their - Highway and auto-oriented commercial Comprehensive Plan update, with expectation of - development is the dominant fronting land use. staff to recommend changes, it was decided not to This automobile centered development pattern pursue a parallel study as part of this project. contributes to traffic congestion along this segment of the Highway 99W corridor. From an economic 991P/ lookiirg Northeast from Hny 217 Interchange perspective, extensive redevelopment along the tti 1 corridor is not probable in the short-run. In the long-run, there are opportunities for redevelopment - but they will be capitalized on more extensively and more quickly if supported by targeted public r5.. - investments. Following are key findings about real estate market i r- • conditions and trends: • Expected growth in Washington County and m i the City of Tigard suggests the possibility and - need for intensifying land use in the Corridor. • • Increased densities in the Corridor support - - - regional public policy. . • Improvement-to-land value ratios suggest the - possibility for long-run redevelopment. • • Modest local retail strength and strong - competition from nearby regional centers - S Oregon Transportation and Growth Management Program DKS ASSOCiateS • inANSFOn IATfON SOLUTIONS • • • • • Developing a Recommended Plan • Continued • Table 1: Categories of Enbancement Concepts Low Hanging Fruit Medium Hanging Fruit High Hanging Fruit • • Access Management through • Filling in gaps of sidewalks and • Widen Hwy 99W to a seven • driveway closure. bicycle network. lane facility from Interstate 5 to • • Minor intersection capacity • Implementation of Intelligent Greenburg Road. • improvements. Transportation Solutions along • Implement high capacity transit • Redesigned curb radii at Hwy 99W system that services Hwy 99W. - intersections. • Small scale land use • Local connecting (or backage) Location specific transit redevelopment. roadways. . improvements. • Large scale redevelopment • • Site design review to provide • better direction for pedestrian • access, bicycle amenities and • transit access. - Step 2 also identified a general strategy to Step 3: Alternatives Development help prioritize implementation of potential This step developed concepts that support the • enhancements. The strategies were metaphorically purpose and goals of the project and address characterized as "fruits hanging from a tree." transportation deficiencies identified in the • Descriptions of the three types of enhancements corridor. One goal of this project is to identify - follow: improvements to the corridor that enhance and • "Low Hanging Fruit"- enhancements and encourage alternative modes of travel; therefore, strategies that are relatively easy to implement each alternative concept provides multimodal considering factors such as low cost, minimal enhancements that include continuous sidewalks • impact to right-of-way, minimal impact to and bike lanes. • modes of travel or land uses, and maximum As part of the sensitivity analysis for future • perceived benefit to alternatives modes of travel conditions, various locations along Hwy 99W (non-single occupancy vehicle). were looked at to see if some parallel roadway • - "Medium Hanging Fruit"- enhancements connections could be made to help provide and strategies requiring additional effort to alternative travel paths to Hwy 99W for motor implement considering factors such as a right- vehicles. Due to the diagonal orientation of Hwy of-way needs, project cost and funding, and 99W within a grid system of roadways, the potential • time frame to implement. to provide or connect a parallel roadway is difficult. "High Hanging Fruit"- enhancements Some locations had a definite potential benefit for • and strategies that take a significant effort shifting traffic volumes from Hwy 99`x/, such as the - to implement due to funding requirements, SW Walnut Street extension to the east connecting significant impacts to adjacent properties/ to SW Hunziker Road. Other locations would be • right-of-way, and/or the potential for multi- more difficult to implement due to the residential • jurisdictional coordination that would require a land uses adjacent to the commercial land uses that • long period of time. Additionally, these projects front Hwy 99W. A parallel roadway would need • typically require significant public involvement, to align through residential neighborhoods for a as well as an often complex environmental significant distance in order to provide enough of a • review process to comply with the National connection to attract vehicles away from Hwy 99W. . Environmental Policy Act (NEPA). Due to its infeasibility, the creation of frontage/ - backage roads was not included in the alternatives. - TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 6 - FINAL, REPORT • Developing a Recommended Plan Continued Variations between concepts included retaining across the street). Driveways were also identified the current five-lane cross section for the highway for further examination for closure, consolidation, - versus a seven-lane cross section (highway or relocation where feasible along the corridor to . widening), the locations of additional travel lanes reduce turn conflicts and congestion. This would from widening, the type and location of transit apply particularly for properties with multiple improvements, and the extent of potential access driveways, access to side streets, or within 200 management strategies in the corridor. The basic feet of intersections. In this concept, the transit . tools of access management were the same in each environment is enhanced by both relocating bus • concept-raised medians and driveway closure/ stops and by the addition of transit queue bypasses consolidation. Variations between concepts are at five intersections: summarized below. 68th Avenue Alternative A: Partial Widening • Dartmouth Avenue Consistent with 99W corridor improvements described in the Metro 2004 Regional Hall Boulevard • Transportation Plan (RTP), this alternative would Walnut Street widen Highway 99W to seven lanes from Interstate 5 to SW Greenburg Road. Because this was the Gaarde/McDonald Street recommended solution for 99W in the adopted This alternative was evaluated as a "no-widening" RTP, it was necessary to include it as an alternative option with the goal of minimizing right-of- in this project in order to verify at the corridor-plan way impacts. However, it does include some level whether it should still be the recommended intersection widening to provide either new turn . solution or if another alternative would better meet lanes and/or transit queue bypass lanes (Figure 2-6). the project objectives. This alternative includes Intersections that would be widened are: limited access management strategies focused within the interchange access spacing area in the vicinity of 99W and 68th Avenue -Transit queue bypass. Highway 217 and Interstate 5. Localized intersection 99W and Dartmouth - Transit queue bypass, • capacity improvements are also included in this plan southbound through lane. - to allow for adequate intersection operations. • 99W and Hall Boulevard -Transit queue - An enhanced transit environment is achieved by bypass, westbound turn lane. relocating up to ten existing bus stops and adding transit queue bypass lanes at two intersections (SW Walnut Street and SW Gaarde/McDonald Bicyclists at bus stop along 991F - Street). South of Greenburg Road, local capacity - improvements are included where intersections will have future deficiencies. Alternative B: Access Management Strategy This alternative explored the effects of reducing • the excessive number of driveways identified in Step 2. It proposes corridor-wide strategies to 11,151111"S U1 gi ing 11 reduce turn conflicts and congestion resulting i from turn movements and egress and ingress - associated with those driveways. Strategies include - raised medians along 40% of the corridor's length a R,L r to preclude left turns (drivers would instead maker. atL~ :c~ A pp u ~ .e:-. ?,.nth ~~-••-==•c3"n•ljw~~. U-turns at intersections to access destinations Egg 7 Oregon Transportation and Growth Management Program DKS ASSOCiatpq - i nAN5?On IAtIOH SOLDfI ON& • • • • • Developing a Recommended Plan • Continued • 99W and Greenburg Road - Eastbound/ design (including a landscaped buffer) than what • westbound left turn lanes. currently exists along the highway. More significant • 99W and Walnut Street - Transit queue bypass, impacts to adjacent properties would result from • westbound left turn lane. areas of the highway widened to seven lanes or from additional lanes added to specific intersections • 99W and Gaarde/McDonald - Transit queue to improve the performance of vehicles and/or • bypass, northbound/ southbound left turn transit. lanes' eastbound/westbound through lanes and The final technical memorandum documenting eastbound/westbound left turn lanes • the development of alternative concepts has been - 99W and Canterbury - Westbound left turn included in Appendix A. lane. • 99W and Beef Bend Road - Southbound right Step 4:Alternatives Evaluation • turn. In Step 4 each of the three concepts was evaluated • 99W and Durham Road - Northbound left and compared by applying criteria developed • turn. in Steps 2 and 3. The evaluation criteria were . - both qualitative (non-numerical) and quantitative • Alternative C: Full Widening (calculated). The criteria used to develop alternative • This alternative would widen Highway 99W to concepts are summarized in Table 2 (page 9) seven lanes for the entire length of the study and the comparative evaluation of concepts is corridor. This alternative allowed a comparison of summarized in Table 3 (page 9). As a part of this • the costs and benefits of widening only a portion evaluation, building impact and right-of-way costs - of the corridor (Alternative A per the RTP) versus were assigned to each concept. If the proposed • widening the entire corridor (Alternative C). No improvements extended beyond the existing right- transit queue bypass lanes or turn lanes were of-way, additional costs were assigned for the included as these would create excessively wide purchasing of additional right-of-way and in some • pedestrian crossings that would be problematic both instances the taking of affected buildings. • for pedestrians and for signal timing. 99W laokittg.Southwest towards Hrty 217, etanrplegap in • This concept also includes limited access sidewalk nehuork management strategies that will reduce the j - potential for collisions as well as enhance the • through capacity for vehicles. As with Concept A, access management would be limited to a I/4 mile ± • distance from the 1-5 and OR 217 interchanges. \ • - Access management is not as aggressive as in . Concept B, which proposes raised medians and potential driveway closures/consolidations throughout the corridor. • Step 3 also completed two other significant tasks. First, it finalized evaluation criteria to guide • development of alternatives and to comparatively - evaluate alternatives. Second, the impact of each r . alternative on adjacent properties and buildings - was mapped and compared. Some widening of the highway footprint is needed in each alternative • since each alternative features a wider sidewalk • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 8 - FINAL REPORT • Developing a Recommended Plan Continued Table 2: Criteria for Evaluating and Co iparing Alternatives • Category Criteria Measure(s) Pedestrian • Connectivity • Adequate connections • Crossing distance • Distance in feet - Bicycle • Connectivity • Adequate connections • Transit • Facilities • Enhanced Pedestrian Crossings for Stops • Bypassing queues • Enhanced Pedestrian Environment at Stops • Intersection queue lengths Motor Vehicle • Intersection operations • Level-of-service • Queuing/storage for • Volume-to-capacity vehicles • • Queuing in feet Safety • Driveways and conflict • Frequency and number of occurrences - points Property Impacts • Right-of-way impacted • Square feet • Building impacted - Costs Dollars Construction and Right-of-Way • Acquisition When evaluation criteria were applied, Alternative The summary of evaluations is indicated below. B: Access Management was determined to Detailed evaluations and summary findings have best meet the criteria and project objectives while been included in Appendix A as Alternatives • carrying the fewest negative impacts. Evaluation and Comparison. - Table 3: Cmiparison of Evalualion Criteria by Alternative . Evaluation Criteria Concept A Concept B Concept C ~ Pedestrian p p El • Bicycle p U El • Transit U ID Motor Vehide El El p Safety O ■ D • Property impacts and Cost IE O - Overall Rating 0 0 (il EVAkton scars • ❑ o a o ■ Pool Mediton Goo 9 Oregon Transportation and Growth Management Program DKS QSSOCiateS - IPAHLPUL I~ftGN LOLUIIONL • • • • • Developing a Recommended Plan • Continued • This is a conceptual plan that requires more detailed for this concept would be: a analysis and refinement, which usually happens in • Raised medians the process of preliminary engineering prior to • a construction project. Elements proposed that Driveway closures, consolidation or relocation. affect ODOT facilities will require review and • approval by the State Traffic/Roadway Engineer. Raised medians are recommended along most of - the corridor north of SW Gaarde/SW McDonald This conceptual plan appears feasible to construct. However, issues that become apparent in a more Street, placing medians along approximately 40% of • the corridor's length. Drivers would be allowed to • detailed refinement process may lead to plan modifications, which may include changing or make U-turns at intersections to access destinations - across the street. Medians already in place and eliminating some design elements. • functioning to limit turning movements would not Specific design issues regarding the recommended be replaced as part of the is concept. However, they • plan were raised by an ODOT reviewer during this are assumed to remain in place and be functional • planning process. The project consultant's responses part of the access management concept. For cars w are included in Appendix B. to be allowed to make a U-turn at a signalized - The recommended plan retains primary features intersection, ODOT requires a minimum distance of 52 feet between the outside edge of the left of Alternative B, the "no widening" alternative. • The plan maintains a five-lane cross section with turn lane and the curb edge of the opposing lane. enhanced continuous sidewalks, planter strips, At some intersections where improvements are • and bike lanes (Figure 1). There are exceptions to proposed on 991N, attaining this minimum distance the five-lane cross section at two locations. One may require additional width in a raised median. • exception is the intersections where additional This issue should be addressed during preliminary • turn lanes or transit bypass lanes are proposed, engineering for intersection improvements. in which case the cross section is wider than five Raised medians can be a concern for emergency lanes. The other exception is the overpass of the vehicle turning movements in response to an • existing railroad lines near downtown Tigard. incident. Final design and implementation should • There is no center turn lane on the overpass and be coordinated with Tualatin Valley Fire and Rescue the cross section is limited to four travel lanes. Key regarding acceptable U-Turn or travel times to improvement features are: mid-intersection properties fronting the highway. It • is possible the median design could allow for rolled • Access management strategy to improve safety curbs and designated turning areas across medians and reduce travel delay. • for emergency vehicle use. However, emergency • Intersection improvements to reduce vehicle access needs should not be construed to • congestion delay. eliminate raised medians as an effective tool in Transit enhancements for travel time and reducing travel delays and increasing safety for • pedestrian access. typical vehicle traffic in the corridor. Pedestrian and bike enhancements. Potential closure/consolidation of access driveways throughout the corridor is preliminary and only at the planning level (Figures 3 through 6). These are An Access Management Concept candidate properties, used only to model potential • In comparison to other concepts, greater emphasis changes in traffic congestion. They do not represent a is placed on an access management concept. Access an access management plan. For planning purposes, • management would be applied throughout the determination of candidate properties for driveway • corridor rather than limited to interchange areas for closure/consolidation was based on one or more of I-5 and OR 217. The primary implementation tools the following criteria: • • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 10 • FINAL REPORT • • • • Developing a Recommended Plan • Continued • Properties with multiple access points; The preparation of an access management plan • properties abutting side streets that can provide includes extensive outreach and coordination with • alternative access; and affected property owners. Access management plans • are often done as part of preliminary engineering • • driveways within two-hundred (200) feet of prior to construction projects so that driveway congested intersections or intersections that closures and relocations can be built as part of the • have higher collision rates. construction project. This process could be applied along the 99W corridor in Tigard or the city could • Implementing access management will have positive effects on both corridor safety and congestion. As pursue development of an access management plan • separate from any construction project. However, a safety improvement, it reduces vehicle collisions and reduces vehicle/bike and vehicle/pedestrian no construction project on 99W should proceed • conflicts. As a congestion improvement, it can without an access management plan prepared in reduce delays in the corridor while retaining a five- conformance with these guidelines to maximize • lane cross section (the "no widening" alternative). benefits to safety and mobility: • When combined with proposed intersection Multiple driveways on 99W serving a single w improvements, congestion delays can be even property should be reduced to no more than further reduced. Applying the Metro Regional Travel one driveway on 99W. Demand Model to specific corridor intersections' - Properties that abut side streets should have • traffic analyses indicated an increase in travel speeds access by way of side streets and not 99W, and along the corridor due to reduced conflict points their driveway connections to 99W should be resulting from access management. This increase in closed. • speeds corresponds to a potential decrease in PM peak hour travel time of approximately 8% in the To the greatest extent possible, adjoining • northbound direction and 10% in the southbound properties should share a single, consolidated • direction. The travel time in the southbound driveway. In these cases, internal crossover • direction is longer due to heavier volume flow easements can be used to provide access to during the PM peak period. Access management can individual properties that now rely on direct • be expected to have similar benefits to travel times access to 99W. in the northbound direction during the AM peak • Determination of driveway closures and • period when vehicle volumes are heavier in that relocations should consider operational needs direction. of affected businesses. Operational needs may Before access management can be implemented, an include, for example, the need for tanker truck • access management plan for the corridor must be access and circulation at a gas station, but does developed. An access management plan, as defined not include the perceived need for direct vehicle • by ODOT, lists specific locations for driveways and access to and from 99W. driveway closures, consolidations and relocations. • • • Table 4: PM Peak Hour Travel Time Comparison Fith and 117ithout Access Management • • Direction Existing PM Peak Alternative B:WithoutAccess Alternative B:With Access 1 Management Management Northbound 11 min 0 sec 12 min 50 sec 11 min 50 sec • Southbound 12 min 30 sec 15 min 30 sec 14 min 0 sec • • SOURCE: DKS Associates - Oregon Transportation and Growth Management Program DKS Associates - 14 A US PORI At 1014 SOI UIIONS • • Figure 1 Typical Cross Sections i ~ X n 1 rti ` y a I r - ~ `~J 3 I j C~ TA b v ii1 ~ry ~Z 1 i y`Y ' NOT i LEGEND .Any Mridscaping to de panted in the right-of-way is subiect to ODOT approval to ansure that piarifings do not obscure ,ighi distance and Leer Tun F- ve Lan { os . Secilon pose a ,aF0 f haZar.i 1 ai7dnCapirig s Sit- eCt to a Main*.Ei1ane Agree(Y;et;tbetween v£7C}T and tic City of, TIge1 Center M d8'1 t:11P Lane C,'oss mt. your Lane i foss Sect:cn Ka?. 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Nine intersections have been identified for improvements. Figures Transit stop relocations along the corridor are also 7 through 17 are conceptual illustrations of recommended (Figure 18). Relocation to a "far side" • recommended changes to these intersections: stop placement at signalized intersections allows • transit vehicles to clear an intersection and stop • 99W and 68th Avenue -Transit queue bypass. on the opposing side to load/unload. Passengers • 99W and Dartmouth - Transit queue bypass, crossing intersections after disembarking from a • southbound through lane. bus are more visible to motorists. Queue bypass lanes with far-side stops also provide improved right • 99W and Hall Boulevard -Transit queue turn opportunities for vehicles. Detailed design bypass, westbound turn lane. and amenity upgrades for stops were not included • 99W and Greenburg Road - Eastbound/ in the recommended plan. However, a high level westbound left turn lanes. of amenities and design should be maintained • • 99W and Walnut Street -Transit queue throughout the corridor. ~ • a bypass, westbound left turn lane. w 99W and Gaarde/McDonald - Transit queue • bypass, northbound/southbound left turn • lanes, eastbound/westbound through lanes and • eastbound/westbound left turn lanes • 99W and Canterbury - Westbound left turn w lane. • 99W and Beef Bend Road - Southbound right • turn. • 99W and Durham Road - Northbound left • turn. Bus Transit Improvements • The recommended plan improvements include bus transit queue bypass lanes at five intersections w (Figure 18): SW 68th Avenue • SW Dartmouth Street • • SW Hall Boulevard • SW Walnut Street w • SW Gaarde/McDonald Street(s). w • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 18 . FINAL. REPORT • • • • w • • • • • • • • • • • • • • • (This page left intentionally blank) • • • • • • w • • • • • 19 Oregon Transportation and Growth Management Program QKS ASSOCfatES 1"ANb IORI"1011 E01 UilONb . - - - - - Figure - Intersections and Pedestrian Crossings Ol ISO 150' OMNI ` - i E z b, S x" t ~q rt a...« n~ ~ s'" i ~ kyv' Kati. I i i +I/R EM V'G,F mn~ DKS i t 3 E f E I , sw 'AN ,t ~ ~~F 1 ~ g vu k, ~ h1K~a. I $1VR7JS L rytg ~ ^s~ ( I t ~ ~ t Y` i, f i StS f Y ¢Y Is { t i l 4 F c i - - - - - LEGEND oite'~'; vw^.., pdud- i;5". s^ca;foc impmvemar:S -New PedeS` pant OSS:lw i a _ 20 Figure - Durham Rd I~j q y' f i, c, e' R " & A AIMS WN !pJ 1 6 f. y v + S rr« w, k F°^ Y } 4' Le 1 1 4,4 l ` ~1 a r a 1.. NOTE a'.a'?'art:er^u_tni.c { "q v D ~ ' ~-,s 5t'na d"v-,,wp+ } s L i [,+~'+~~^yf p+,}, r _h3Ui.rstCk €.:s~ - ~.,„nrE,S ~:i`k 2iik ~'a^1c•,y^.~r:;~ ~ is E.E• `d2'i .s:`: ~ u s;t7il i r..'v8liE 'yr85S' et;E IOWA" i._.... :il - - - 2 1 401 Figure - SW Beef area f f 1 '.'h t ~.x+ Fu.. 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ION "k~ ^~r i~YMl4 fyl, s s' s ,4 ' n~dXrA td ✓ 1~ ~~1 4~ q, n q, 3,~Y v - - - LEGEND AS Assommems r , . „N Stuln.~w. ~ ];ruY r...i ....":r°a n ~ "~j) .s..._ f :~i ~a >_f'>c'-. ~ ~•~r _ ti Figure 17 - 68th Ave / 69th Ave x.Pil I t I ii' r M. n". t t k r. b 1~ Tkt.. k b \ v.: rD R ~ i'ft y F j 6 'g' r YA S• • p- ' , f L, i4 FF .o ^v..-mvwTM~-rnmrJeT'Y v ' A ~i 46 ,y F +mt~vw hf" ym ^ e y bPw'S b~ 'q'ty ✓,~'i l,:: ^tr ria,x ~,ifM `+=x' }`^'rn.~""' •*~t w' i~ i4 , t x Ri z ~.c - „'~•c. c , ~{I'4 vJ~Y I~L~ 1~ o~N4i tl} ~ y '&i+a M. a" ~ ~ V iY :'»^y,: * ,r.~` s fpP~ s• r 3 ik~ ~"P.,'. `.n " Si , I`r'. tiSFn~Ii J1~4 `n~ ~"r "'+Xt+''~kP4''.. ~ M W rr? .4 a ' rv r t t! " '$e * n/ ~ c} aw 117V~ a t k ~n't P r+ ~ itw Ww- '~z ~ ,3 ~ J ~ ' % ":kf'4n.Ary i`,~,t0.alen'• a ~ ' ~ '~"'uY r FF S v M1 # Yi ',p.. x' < r u• "u'R°bxyrr~., , /ht~~ ~ (v iNt'! S SI Sn% t }F ~IYJr. ~ q~ l a b'i a f P "p re_ - - - - - y - - - _ 11 Figure - Relocated Bus Stop -j i ~ i lei E f i C ~ NO i { i ~c:, kS rvk~ WaLW.Y~u i t4F Y.- rx a Y~~. £~`y j' go i:OW011a. cR i G; r~ t 5 3 d I C ~ r Pys ~Y3L a €i'h'. n 1 : uEEF'"~'`}~ SOU gun` t f mt lei ~R 1 f I 1 I t 3 Ile 3 a 1, of - Area ~ni , - T!a>15 w Bus Stec .,,attires 31 Developing a Recommended Plan Continued The Future of High Capacity Transit in the Gaps in the existing networks were identified in 99W Corridor Step 2: Existing Conditions Analysis. The issue of High Capacity Transit (HCT) in the Upgrading current sidewalks as necessary to • 99W Corridor was raised by the TAC and CAC meet the proposed design standard of eight- as well as the general public. Metro's Regional foot walkway and four-foot landscape strip. • Transportation Plan (RTP) identifies 99W as a high Pedestrian crossing improvements. capacity transit corridor. However, the RTP does not indicate the specific mode of high-capacity Filling in the gaps in the existing sidewalks system transit, and it indicates such transit improvements will provide pedestrian connectivity along the • on 99W as lower-priority, to be achieved in the corridor. The recommended sidewalk design longer term, rather than being a higher-priority, (for filling in the gaps and for upgrading existing short-term project. Because there is no specificity sidewalks) is an eight-foot walkway and four-foot or certainty with regard to HCT, it was not reflected landscape strip. Sidewalks segments that meet or - in the evaluation criteria or listed as a transportation exceed these standards would not be reconstructed. improvement as part of this project. The recommended plan also provides pedestrian . Three types of transit modes or facilities are advantages by avoiding seven lane highway - generally considered to provide high-capacity widening. Widening intersections increases the transit, or HCT. They are Bus Rapid Transit (BRT), time required for pedestrians to cross, which in Dedicated Busway, or Light Rail Transit (LRT). turn requires longer red lights at traffic signals. Each mode usually requires a dedicated lane, free Longer red times can affect the roadway's efficiency - of any other through vehicle traffic, to function for through travel. The plan also provides raised - effectively. Different design standards apply to each medians along a significant portion of the corridor. mode; which in turn can affect lane and overall This allows for potential pedestrian refuges for right-of-way widths. Widening the highway to seven crossing at unsignalized intersections. lanes does not guarantee that an HCT facility could Two specific locations are recommended for new - fit in the right-of-way. pedestrian activated signalized crossings. These w Retaining a five-lane cross section with an access two locations are at SW 71 st Avenue and SW - management focus does not preclude future HCT. Watkins Avenue intersection. The 71st Avenue - When plans for HCT become more specific with location improves pedestrian access to an existing a selected mode and vehicle type, assessments of transit stop. SW Watkins Avenue improves right-of-way needs and other impacts can be made pedestrian access where current intersection at that time along with preliminary alignments and spacing significantly exceeds accepted standards for - proposed station locations. Until that occurs, the convenient pedestrian crossing. Implementation of • City of Tigard might consider strategies such as these (as well as design components) would need to building setbacks for new development to preserve be determined at a later time when an engineering physical space for right-of-way expansion to include study is completed to determine if the locations HCT in the future. If anything, access management meet warrants for pedestrian crossings as well as • strategies may become even more aggressive if HCT what type of crossing treatment is most appropriate - is implemented. for the safest design possible. Final design of the new pedestrian crossings will be subject to ODOT Pedestrian Improvements approval. Meeting signal warrants and spacing requirements may limit or preclude where additional Enhancing the pedestrian environment involves signalized intersections could be implemented. three key improvements (Figure 19): Access management strategies for closing or • Fill in the gaps in the existing sidewalk system. consolidating driveways will also reduce potential - TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 32 FINAL REPORT Developing a Recommended Plan Continued - bike/vehicle conflicts thereby improving safety Installation of secure bicycle lockers that could for both users. Pedestrians accessing transit stops be implemented through redevelopment of will also benefit from reduced conflicts between properties along (or near) Hwy 99W. - stop locations and driveways located near those stops. This will be a significant improvement in the pedestrian environment for transit. The continuous landscape planter strip as part of Example tvayfanding signage the sidewalk enhancements provides an opportunity - to add tree canopy or understory planting to the • edges of the corridor. This enhancement has visual appeal and would add walking comfort for pedestrians. Any landscaping to be planted in the right-of-way is subject to ODOT approval to ensure that plantings do not obscure sight distance and / . pose a safety hazard. Also, landscaping is subject to a maintenance agreement to ensure that 0130T is • not responsible for maintenance. a , • Bicycle Improvements Recommended bicycle improvements include filling in the missing gaps in the highway bike lanes - (identified in Step: 2 Existing Conditions) and - upgrading the railroad overpass with bike facilities r' (Figure 20). Much of the corridor already includes bike lanes consistent with ODOT's design standard. However, segments in the north portion of the - corridor lack bicycle lanes. The overpasses of the w existing railroad near downtown Tigard and the Hwy 217 overpass also lack sufficient bike facilities. The width of the existing structure will not allow Pbotogra/Gcourtayof BikrPort/and.o q - six foot bikes and maintain the required travel - lane widths for vehicles. The most feasible remedy Example bike lane and raised ,nedian . for this constrained condition would be to attach and cantilever additional structure to the existing overpass to provide a directional bikeway on each side. Bike safety on the corridor will also be enhanced through access management strategies in the ~~r • recommended plan. Access management reduces • the potential for bike/vehicle turning conflicts. In addition to continuous bicycle lanes and reduction` in conflict points, other enhancements could include: . • Wayfinding signage to connect regional and local bicycle routes.' • 33 Oregon Transportation and Growth Management Program DKS AssOCiateS • TRA bS?ON 1A it ON SOL Uf1ONS Figure 20 - Bike s Improvements - - - _ - { ;l i i 46 _ I ~r I N 5Z G "P +r cy vim- 4 T~~ ~L' s R.~l I ! i ~ A ss" v n> i i nR @ 1 d` 6 xtt r.;_hi'u'k4 fln G~ s j j - - - - ! nom,..~ Us..4i~ND i DKS -A S Gans t'~,F, L~TcS ki5f"tye Lrrt..o :v. ;sire's°??.3tu tL "IllM Figure - Pedestrian Improvements a' 750, say` I t~ i i en z x. i t ,~~m MrAl.'7 7N.7L r .n ji n z R 3 ~ I 4 I + i - - - - - - - - - - - i D iEGEND + t4tsq+7'. v3r5 ^ LPS t:sd zT -v+.sY.~.w na. e ^'af~.'"L`~d ~V t : P99Mde to S" dare t -1't3g' a~c 3 Cew,iik b.2f7` ait'1 • • • • Developing a Recommended Plan • Continued • Intersection Improvements Bypass lanes will significantly improve bus travel time along the corridor, as well as reducing vehicle • Intersection improvements are focused on changes delays behind loading/ unloading buses. Queue to the design of the intersection configuration bypass lanes must be designed with adequate length • (primarily adding turn lanes to ensure the for buses to bypass the 95th percentile vehicle • intersection meets 20-year performance standards) queues at the intersection. • and transit bypass queue lanes. Nine intersections have been identified for improvements. Figures Transit stop relocations along the corridor are also S 7 through 17 are conceptual illustrations of recommended (Figure 18). Relocation to a "far side" • recommended changes to these intersections: stop placement at signalized intersections allows • transit vehicles to clear an intersection and stop • 99W and 68th Avenue -Transit queue bypass. on the opposing side to load/unload. Passengers • 99W and Dartmouth - Transit queue bypass, crossing intersections after disembarking from a • southbound through lane. bus are more visible to motorists. Queue bypass lanes with far-side stops also provide improved right i 99W and Hall Boulevard -Transit queue turn opportunities for vehicles. Detailed design bypass, westbound turn lane. and amenity upgrades for stops were not included • 99W and Greenburg Road - Eastbound/ in the recommended plan. However, a high level westbound left turn lanes. of amenities and design should be maintained throughout the corridor. • 99W and Walnut Street -Transit queue • . a bypass, westbound left turn lane. • 99W and Gaarde/McDonald - Transit queue • bypass, northbound/southbound left turn • lanes, eastbound/westbound through lanes and • eastbound/westbound left turn lanes • 99W and Canterbury - Westbound left turn • lane. • 99W and Beef Bend Road - Southbound right • turn. 99W and Durham Road - Northbound left • turn. • Bus Transit Improvements • The recommended plan improvements include • bus transit queue bypass lanes at five intersections • (Figure 18): SW 68th Avenue • SW Dartmouth Street • • SW Hall Boulevard • SW Walnut Street • SW Gaarde/McDonald Street(s). • • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 18 FINAL. REPORT • • • • w • • • • • • • • • • i • • • (This page left intentionally blank) i • • • • • • w • • • • • • • • • • 19 Oregon Transportation and Growth Management Program DKS ASSOCiateS IRA k5TgP 1~114H SglUiIONS . Developing a Recommended Plan Continued The Future of High CapaeityTransit in the Gaps in the existing networks were identified in 99W Corridor Step 2: Existing Conditions Analysis. The issue of High Capacity Transit (HCT) in the Upgrading current sidewalks as necessary to 99W Corridor was raised by the TAC and CAC meet the proposed design standard of eight- as well as the general public. Metro's Regional foot walkway and four-foot landscape strip. Transportation Plan (RTP) identifies 99W as a high • • Pedestrian crossing improvements. capacity transit corridor. However, the RTP does not indicate the specific mode of high-capacity Filling in the gaps in the existing sidewalks system transit, and it indicates such transit improvements will provide pedestrian connectivity along the • on 99W as lower-priority, to be achieved in the corridor. The recommended sidewalk design longer term, rather than being a higher-priority, (for filling in the gaps and for upgrading existing short-term project. Because there is no specificity sidewalks) is an eight-foot walkway and four-foot or certainty with regard to HCT, it was not reflected landscape strip. Sidewalks segments that meet or . in the evaluation criteria or listed as a transportation exceed these standards would not be reconstructed. improvement as part of this project. ~ The recommended plan also provides pedestrian • Three types of transit modes or facilities are advantages by avoiding seven lane highway . generally considered to provide high-capacity widening. Widening intersections increases the transit, or HCT. They are Bus Rapid Transit (BRT), time required for pedestrians to cross, which in Dedicated Busway, or Light Rail Transit (LRT). turn requires longer red lights at traffic signals. , Each mode usually requires a dedicated lane, free Longer red times can affect the roadway's efficiency - of any other through vehicle traffic, to function for through travel. The plan also provides raised - effectively. Different design standards apply to each medians along a significant portion of the corridor. mode; which in turn can affect lane and overall This allows for potential pedestrian refuges for right-of-way widths. Widening the highway to seven crossing at unsignalized intersections. lanes does not guarantee that an HCT facility could Two specific locations are recommended for new - fit in the right-of-way. pedestrian activated signalized crossings. These Retaining a five-lane cross section with an access two locations are at SW 71 st Avenue and SW - management focus does not preclude future HCT. Watkins Avenue intersection. The 71st Avenue - When plans for HCT become more specific with location improves pedestrian access to an existing a selected mode and vehicle type, assessments of transit stop. SW Watkins Avenue improves right-of-way needs and other impacts can be made pedestrian access where current intersection at that time along with preliminary alignments and spacing significantly exceeds accepted standards for • proposed station locations. Until that occurs, the convenient pedestrian crossing. Implementation of • City of Tigard might consider strategies such as these (as well as design components) would need to building setbacks for new development to preserve be determined at a later time when an engineering physical space for right-of-way expansion to include study is completed to determine if the locations HCT in the future. If anything, access management meet warrants for pedestrian crossings as well as • strategies may become even more aggressive if HCT what type of crossing treatment is most appropriate • is implemented. for the safest design possible. Final design of the new pedestrian crossings will be subject to ODOT Pedestrian Improvements approval. Meeting signal warrants and spacing requirements may limit or preclude where additional Enhancing the pedestrian environment involves signalized intersections could be implemented. three key improvements (Figure 19): Access management strategies for closing or • Fill in the gaps in the existing sidewalk system. consolidating driveways will also reduce potential • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 32 FINAL REPORT • Developing a Recommended Plan Continued - bike/vehicle conflicts thereby improving safety Installation of secure bicycle lockers that could for both users. Pedestrians accessing transit stops be implemented through redevelopment of will also benefit from reduced conflicts between properties along (or near) Hwy 99W. w stop locations and driveways located near those stops. This will be a significant improvement in the pedestrian environment for transit. The continuous landscape planter strip as part of Example tvayfanding signage the sidewalk enhancements provides an opportunity = to add tree canopy or understory planting to the. }Y' • edges of the corridor. This enhancement has visual appeal and would add walking comfort for pedestrians. Any landscaping to be planted in the right-of-way is subject to ODOT approval to ensure r that plantings do not obscure sight distance and / . pose a safety hazard. Also, landscaping is subject to a a maintenance agreement to ensure that ODOT is w • not responsible for maintenance. Bicycle Improvements Recommended bicycle improvements include filling in the missing gaps in the highway bike lanes - (identified in Step: 2 Existing Conditions) and upgrading the railroad overpass with bike facilities (Figure 20). Much of the corridor already includes bike lanes consistent with ODOT's design standard. However, segments in the north portion of thee,. • corridor lack bicycle lanes. The overpasses of the existing railroad near downtown Tigard and the Hwy 217 overpass also lack sufficient bike facilities. The width of the existing structure will not allow PGotograpG courtey of BikrPort/aud.ag - six foot bikes and maintain the required travel - lane widths for vehicles. The most feasible remedy Example bike lame and raised median - for this constrained condition would be to attach and cantilever additional structure to the existing overpass to provide a directional bikeway on each side. Y Bike safety on the corridor will also be enhanced -M . x f through access management strategies in the _ • recommended plan. Access management reduces - • the potential for bike/vehicle turning conflicts. In addition to continuous bicycle lanes and reduction r r in conflict points, other enhancements could a include: r • Wayfinding signage to connect regional and local bicycle routes. - 33 Orcgon Transportation and Growth Management Program DKS ASSOCiateS - ,RANS?OAIA110f1 TOI Uf10N3 • • • • Implementation Projects • • Rebuilding the entire 99W Corridor in a a specific process when implementing Access single project would be extremely expensive Management Plans (OAR 734, Division 51). The • and disruptive. Therefore, it is preferable that process involves an inventory of existing facilities, improvements be built as smaller projects phased development of access control measures, and public • over time. Smaller, phased projects can compete involvement at both the individual property owner - better for scarce transportation funding because level as well as the general public. The entire process they are less expensive; however, they still provide is aimed at providing a plan that is beneficial for the • noticeable benefits to all highway users because corridor as well as the property owners along the they can be targeted to address the most crucial corridor. . problems sooner, and less crucial problems later. • Table 5 (page 37) summarizes the individual • improvements along the corridor. Project ranking . reflects potential benefits to various modes of travel. A specific improvement may benefit one • or more travel modes. In addition, the ranking of the intersection improvement projects takes into • account the overall intersection performance in • the future. The worse the performance the higher priority for improvement. All intersections on this • list fail to meet the operational standard at the - end of the 20-year planning horizon and should • be monitored based on their performance. If a particular intersection's operational performance • degrades faster than predicted in this project's • traffic analysis, it could be reprioritized to reflect the • greater urgency for a solution to be built sooner. • It should be noted that the City of Tigard may - have additional priorities, such as improvements • to cross-town connectivity involving side streets. These considerations may influence the timing of implementation independent of the ranking in • Table 5. As can be seen in Table 5, some projects occur • generally along the corridor rather than in specific • locations such as intersection improvements. Examples include access management, transit stop relocation, and construction of bicycle lanes • and sidewalks. These types of projects can be • implemented along the corridor in phases or as an - integrated element in a larger improvement project. • Access management is a significant element of the • recommended alternative. To fully implement access . management along the corridor a complete access management plan would need to be completed. The • Oregon Department of Transportation follows • • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 36 FINAL REPORT • • Implementation Projects Continued Table 5. Potential Project Ranking Based on Individual Location Needs and Benefit Description/Improvement Rank Location Approximate efits Cost Estimate 1 99W/Gaarde/ Transit queue bypass, northbound and ✓ ✓ ✓ ✓ ✓ $1.5 Million . McDonald southbound left turns, eastbound and westbound through lanes, eastbound and westbound left turns • 7 99W/Dartmouth Transit queue bypass, southbound through ✓ ✓ ✓ ✓ $600,000 lane for 500 feet 8 99W/Walnut Street Transit queue bypass, westbound left turn ✓ ✓ ✓ ✓ $600,000 2 99W/I-5 Add northbound through lane for ✓ ✓ ✓ $300,000 southbound capacity/access to 1-5 5 99W/Durham Rd Northbound left turn ✓ ✓ ✓ $250,000 6 99W/Beef Bend Rd Southbound right turn ✓ ✓ ✓ $300,000 10 99W/72nd Avenue Southbound right turn pocket ✓ ✓ ✓ $300,000 4 99W/Hall Blvd Transit queue bypass, westbound left turn ✓ $750,000 3 99W/Greenburg Eastbound/westbound left turns V/ $500,000 9 99W/Canterbury Westbound left turn $250,000 11 99W/68th Ave Transit queue bypass ✓ ✓ ✓ $400,000 12 99W/Watkins Install signalized pedestrian activated v/ $400,000 • Avenue crossing 13 99W Corridor Perform an access management study ✓ ✓ ✓ $200,000 Access Management that specifically plans out the medians and driveway improvements for the corridor 14 99W Center Median Install raised center median with low level v1 $180 per low maintenance landscaping for access linear foot • management • 15 Transit stop Upgrade and relocate existing transit stop ✓ ✓ ✓ $10,000 per relocation/ to be consistent with transit queue bypass site i improvement implementation. Install shelters and other appropriate transit amenities at transit - stops. 16 99W Corridor Infill Install sidewalks'where they currently do v/ $65 per linear sidewalks not exist. Upgrade sidewalks to include 4 foot foot landscape strip and 8 foot pedestrian zone. 17 99W Corridor Infill Install 6 foot bike lanes where they ✓ $50 per linear bike lanes currently do not exist. foot SOURCE: DKSAssociates • 37 Oregon Transportation and Growth Management Program DKS ASSOCiat'LS . ip 4M5?9N 14 t1UH S01 L't10pF • • • • • Appendix A • • • • • • • • • Appendix A-Conceptual Alternatives and Evaluation • • • • • • • • • • • • • • • • • • • • • • • • • . TiGARD 99W IMPROVEMENT & MANAGEMENT PLAN FINAL REPORT • • ((This page left intentionally blank)) S i i 39 Oregon Transportation and Growth Management Program DKS Associates ' ifi Pk5P~p t~{{OiL SULU{lOMS • • • • Appendix A • d d '4 t J cy+rravt 51 ~ rya , -l'~Yi' f,~tyF"~, +y't_~~f~r(`~i`' T`iJ~ 1~, ,'y"~i. ~ - ~ t~c.!`l~}• '1~'Jn~. -w'ci+»ai.,^.S.rL} ,7F~_ ~ N 7 n C a. _ FPTS-777- I DEVELOPMENT • • INTRODUCTION • The purpose of this memorandum is to outline the process for the development of concepts for the Tigard 99W Improvement Plan, as well as describe the concepts • developed that will be evaluated and compared in a later task. • Previous efforts for the Tigard 99W Improvement Plan project have documented . existing data related to pedestrian, bicycle, transit and roadway operations and conditions. This inventory of data was utilized to help document a set of • needs/opportunities/constraints that were then used to help develop concepts that • address the deficiencies in the corridor. • The next phase of this project focuses on developing concepts that support the purpose • and goals of the project. A primary goal of this project is to develop concepts that • enhance and encourage alternative modes of travel, while reducing the reliance of auto • travel. • For the purpose of the development of concepts, "themes" have been developed that • focus treatments on a primary component to implement along the entire corridor. The • corridor has four focus areas that allow for a more refined and detailed evaluation. • • EXECUTIVE SUMMARY Three different concepts have been developed for this phase of the project and have • individual themes focused on enhancing the connectivity and operations of the corridor • in different ways. Inherent to all concepts is providing a balanced multimodal • environment especially related to pedestrian, bicycle and transit improvements. Therefore each concept will contain bicycle lanes, as well as sidewalks with landscape • buffers all built to the ODOT standard. The following matrix summarizes these concepts. • • • • Tigard 99W Improvement Plan Page 1 • Task 4.1: Concepts Development April 30, 2007 40 • • • • • • DKS Associates Appendix A TRANSPORTATION SOLUTIONS • Table 1: Concepts Descriptions - Concept General Description Concept A This concept focuses on widening Hwy 99W to seven (7) cross-section from Interstate 5 to SW Greenburg Road. Access management is also a part of this concept, and is focused within the interchange access spacing area (1,320 - feet) from Hwy 217 and Interstate 5. South of SW Greenburg Road local capacity improvements area • implemented where intersections have future deficiencies. Concept B This concept focuses on implementing aggressive access management, not only within the access spacing areas of . Hwy 217 and Interstate 5, but also targeting properties along Hwy 99W that have multiple access points, and • those properties in close proximity (200 feet) of intersections with high collision rates and/or congested • conditions. Another integral part to this concept is the potential implementation of local parallel connecting roadways to help reduce the reliance on Hwy 99W for _ travel within the study area. Concept C This concept is primarily focused on widening Hwy 99W - the full length of the study corridor (from Interstate 5 to SW Durham Road). Access management would also be • implemented along the corridor to help reduce the potential conflicts between motor vehicles and all modes of travel, as well as enhance the through capacity of the • corridor. This concept is not as aggressive on access management as Concept B. SOURCE: DKS Associates • It is not expected that any one concept is going to be the single solution for Hwy 99W, . but by representing the concepts that have multiple elements (across multiple focus areas) it allows for a "mix and match" of elements that are the most appropriate to each • specific area as well as the entire corridor. • EVALUATION CRITERIA As part of this task, evaluation criteria were used to help develop the concepts. These evaluation criteria were developed to help balance enhancements to all modes of travel • along the corridor. The following table summarizes criteria themes for used to help develop the concepts. • • • • Tigard 99W Improvement Plan Page 2 Task 4.1: Concepts Development April 30, 2007 41 • • • DKS Associates Appendix A TRANSPORTATION SOLUTIONS . Table 2: Evaluation Criteria for Developing Concepts • Theme Criteria used for Concept Development General mobility Provide for adequate traffic operations. Provide for adequate storage of vehicles (queuing). w Alternative modes Provide for safe and convenient connections for pedestrian, bicycle and transit modes. Freight movement Provide for connections and design considerations for freight to/from the corridor as well as along the corridor. Safety Reduce or minimize the number of conflict points between modes of travel. Design standards Meet access spacing standards at interchanges. • Meet access spacing standards between signals. • Meet roadway design standards for all modes of travel. Property impacts Minimize impacts to properties and buildings. Cost Minimize cost to implement project while providing a balanced multimodal corridor treatment. • SOURCE: DKS Associates These criteria were used to help develop concepts for the corridor, and will be used again in later task(s) of this project for the evaluation of the concepts. - ALTERNATIVE MODES . As part of the development of concepts, alternative modes such as bicycles, pedestrians and transit all will be addressed equally for addressing deficiencies. That is to say that no matter what concept, the improvements to the bicycle, pedestrian and transit environments would be the same. The following summarizes the potential • improvements being considered as part of the concepts development for the alternative • modes. Bicycle Enhancements Each concept includes the enhancement of the bicycle environment by providing for a - six (6) foot bike lane along the entire corridor. Much of the corridor includes bike lanes today that meet this criterion. There are however some areas in the north portion of the corridor that would require the addition of bicycle lanes, and overpasses of the existing railroad near downtown Tigard and the Hwy 217 overpass where the existing bicycle facilities do not meet this criteria. In addition to these bicycle lanes, other amenities such as signage and additional secure bicycle lockers could be implemented. Signage would allow for wayfinding for bicycle users to connect to other regional (and local) bicycle routes to/from Hwy 99W. 41 Bicycle lockers could be implemented through redevelopment of properties along (or • near) Hwy 99W and are only considered as part of concepts in that capacity. Tigard 99W Improvement Plan Page 3 Task 4.1: Concepts Development April 30, 2007 42 • • • • DKS Associates Appendix A • TRANSPORTATION SOLUTIONS • Pedestrian Enhancements Each concept includes the enhancement of the pedestrian environment by providing for a four (4) foot landscape buffer and an eight (8) foot sidewalk along the entire corridor. • This assumes that even locations that have existing sidewalks would be upgraded to provide for this twelve (12) foot section. There are some areas that would only contain • the eight (8) foot sidewalk. These areas are where the provision of a landscape buffer - would be a cost burden to provide with little enhancement. The two areas where these occur are on the existing rail overpass, and the existing overpass of Hwy 217. to Additional Pedestrian Crossings • In addition to the provision of continuous sidewalks with a landscape buffer along the corridor, the provision of additional pedestrian crossings across Hwy 99W were also • considered to allow for better connectivity. The Metro Regional Transportation Plan indicates that full street connections should be implemented no more than 530 feet apart. This is to help provide connectivity and accessibility within urban areas for all • modes of travel. All signals along Hwy 99W (with the exception of one) are spaced further apart than 530 feet. Figure 1 summarizes the existing pedestrian crossing • locations on Hwy 99W. Figure 1: Existing Crossings of Hwy 99W and Potential New Crossing Locations • 1,400 1,250 1,300 800 1,000 1,630 720 430 1,000 1,000 2,680 670 700 630 1,020 1,040 650 1,270 1,330 Umfled - Access Availability • a x in in > z rn in in N N E -g c 2 21 • g a~=i P n N Z a A co - • C co m c rn m a m . ODOT Interchange Access Area . X - No New Access • * - PotentialNewAccess Based on the existing access spacing for crossings there are five locations that may be r areas to potentially implement new pedestrian crossings. • The speeds vary along Hwy 99W between 35 to 45 miles per hour, and the average daily traffic ranges from approximately 40,000 to 50,000 vehicles. Given that Hwy 99W - is at a minimum 4 lanes wide, sometimes with a median, the most appropriate crossing treatment for pedestrians would be a marked signalized crossing for safety reasons. However, meeting signal warrants and spacing requirements limit (or preclude) where additional signalized intersections could be implemented. There are other means to get pedestrians across Hwy 99W beyond signalized • crossings. These include such measures as marked unsignalized crossings, pedestrian • Tigard 99W Improvement Plan Page 4 Task 4.1: Concepts Development April 30, 2007 43 • • • DKS Associates Appendix A TRANSPORTATION SOLUTIONS median refuges, or a combination of the two. However, as previously mentioned, due to the speed, volume and nature of Hwy 99W any unsignalized crossing of Hwy 99W - would need to have an engineering study and be well justified. The engineering study addresses multiple factors including safety, public involvement, pedestrian volumes/demand, collision history (3-5 most recent years), pedestrian desire lines for walking, sight distance, lighting and spacing to name a few. Other Pedestrian Enhancements In addition to upgraded sidewalks with landscape strips and the potential for new crossings, additional enhancements to the existing crossings could be implemented as well. These could consist of pedestrian countdown timers, pedestrian wayfinding • signage, and enhanced striping for crossings (to name a few). Examples of these treatments are shown below. N ^ • CENTURY THEATRES ENTR r. OLD NAVY WINCO G.1, JOE'S BEST BUY ~ u 9 Yl- Pedestrian countdown Pedestrian wayfinding Enhanced crossing markings timer signage • Transit Enhancements Each concept will also contain enhancements to the transit system that can be implemented as part of the existing transit network and does not related to • implementing a new high capacity transit (HCT) system. The location of these types of treatments could vary between concepts, but are focused on providing a better transit environment and interaction with other modes of travel along the corridor. In addition, these enhancements should provide more reliable transit travel times and help to reduce delay to transit travel. The following summarizes the transit enhancements being considered for each concept. • Stop Relocation All transit stops will be evaluated as to the potential to relocate to a "far side" stop • placement at signalized intersections. A "far side" transit stop refers to a transit stop that is on the far side of the travel path through the intersection. The purpose of this is to allow transit vehicles to get through an intersection and stop on the opposing side to reduce potential delay at a signal for buses, as well as potential delay for motor vehicles . that may be traveling behind a bus. • Tigard 99W Improvement Plan Page 5 Task 4.1: Concepts Development April 30, 2007 44 • • • • DKS Associates Appendix A • TRANSPORTATION SOLUTIONS • Queue Bypass • Another enhancement to the transit environment consists of creating a transit queue bypass lane. This is a separate through lane at signalized intersections for transit that • right turn vehicles can also utilize. Typically transit stops are then located on the • opposite (far side) of the intersection. This separate through lane for transit can receive • a green light to get through the intersection slightly before the general purpose through • lanes so that if there are no patrons utilizing the stop on the far side of the intersection the bus is able to get a head start and jump the queue of vehicle that are waiting at the • intersection and merge back into the general purpose lanes on the opposing side of the • intersection unimpeded. Figure 2 shows the general configuration for a typical queue • bypass lane. Figure 2: Intersection Configuration with and without Transit Queue Bypass • • WITH Transit Queue Bypass WITHOUT Transit Queue Bypass • J t II t II • 4;. • y ...;4 ......................'~i. • O 0~7 ~O ~O O III ~ • Even with a far side transit stop, a bus without a queue bypass can block through r vehicles because the bus is stopping in the vehicle travel lane. With the transit queue • bypass the bus is allowed an area to pull out of the through travel path. However, a bus • must then merge back into the general purpose travel lanes. The queue bypass must also allow for right turning motor vehicles to utilize it. This • removes the conflict of right turning vehicles turning in front of the queue bypass if it • were a transit only lane. An additional benefit of moving the right turning vehicles into • the queue bypass lane is that they are now out of the through travel lanes allowing a less congested (reduced delay) environment for through vehicles. • • Queue bypass lanes can also be implemented, and typically have the biggest impact to • reduce delay, at signalized intersection that do not have transit stops. Stop placement • for transit service along Hwy 99W does not allow for this condition because stops have been placed at all signalized intersections. However the benefit of jumping the queue before the intersection still is beneficial to reducing delay and improving transit service • reliability. The queue bypass lane must be designed with adequate length to be able to • access it given the 95th percentile through vehicle queues at the intersection, otherwise • buses and right turning vehicles can not access the lane. • Tigard 99W Improvement Plan Page 6 • Task 4.1: Concepts Development April 30, 2007 45 • • • DKS Associates Appendix A TRANSPORTATION SOLUTIONS Transit Amenities • Improving access to transit service and the reliability of that service is not the only enhancement to the transit environment. In addition to the previously listed enhancements, transit amenities can also be implemented. Typically these focus on improving the actual transit stops themselves, or the access to information related to transit. Criteria for installation of a shelter is determined by TriMet to be approximate 30 • daily on/off patrons per stop. All concepts include enhancing the transit environment by providing shelters (where applicable) and adequate waiting space for patrons of transit. Connectivity Enhancements • Each concept could also contain enhancements to roadway connectivity that could be • implemented as part of any concept. "Roadway connectivity" means filling in gaps in the street system to give drivers alternative routes to 99W. Topography and man-made barriers (such as railroads and freeways) limit the potential for additional connectivity. The purpose of these types of connections is to alleviate congestion on Hwy 99W. One • example of this is the identified project in the Tigard Transportation System Plan of connecting SW Walnut Street to SW Hunziker Street. CONCEPTS DESCRIPTION During the Needs, Opportunities and Constraints analysis, focus areas along the . corridor were identified based on similar characteristics. These focus areas help to break up the corridor and focus treatments along the corridor in specific areas. The four (4) focus areas identified were: - 1-5 to Hwy 217 • Hwy 217 to Walnut Street r • Walnut Street to Gaarde/McDonald Streets • Gaarde/McDonald Streets to Durham Road As previously identified, treatments are not specific or confined to one particular focus a area, and may span between focus areas or along the entire corridor. The treatments are aimed at providing enhancements to all modes of travel and provide a balanced • transportation system. • . The following describes the concepts developed for this task with supporting graphics that give a general overview of treatments/elements for each concept by the individual focus areas. • Concept A: Partial Widening/Local Capacity Improvements . The primary focus of this concept is to create a seven (7) lane cross-section of Hwy 99W (three through travel lanes in each direction with a center turn lane) from Interstate 5 to SW Greenburg Road. This is consistent with the improvement on Hwy 99W outlined in the Metro Regional Transportation Plan (RTP). In addition to the widening in the north portion of the corridor, localized intersection capacity improvements were - implemented to allow for adequate intersection operations. Tigard 99W Improvement Plan Page 7 Task 4.1: Concepts Development April 30, 2007 46 • • • • DKS Associates Appendix A • TRANSPORTATION SOLUTIONS • • Access management was also considered as part of this concept, but it was focused • within the interchange access spacing area defined by the Oregon Department of Transportation which prohibits full intersection access (private or public street) within • 1,320 feet from a signalized intersection of an on/off ramp. The access management technique employed in this area was to install a median in this area, which ,would modify • all existing driveways (or public roadways) from full access to right-in/right-out access. Pedestrian and bicycle enhancements were implemented along the corridor by providing bicycle lanes at a minimum of five (5) feet on both sides of the corridor, and a four (4) foot landscape buffer that is curb tight to the roadway with an eight (8) foot • sidewalk adjacent to the landscape buffer. Transit enhancements focused on relocating existing transit stops to minimize conflict for the pedestrian/bicycle environment as well • as enhance connectivity to the transit network. In addition to these transit • enhancements, queue.bypass lanes were implemented at the more congested intersections to allow buses to travel in a dedicated lane (for transit) and bypass existing • queues on Hwy 99W. Figure 3 summarizes the elements of Concept A and breaks the corridor into the four focus areas. • Concept B: Access Management The primary focus of this concept is to maximize access management along the corridor. This was developed by using the similar access management found in • Concept A (a median within 1,320 feet of the highway interchanges with Hwy 217 and I- 5). Additionally, the access driveways along the corridor were evaluated to determine which properties had multiple access points and where multiple access points to one • property existed the driveways were highlighted for potential consolidation and/or closure to allow only one access point. • Another access management technique employed was to identify driveways within two- hundred (200) feet of intersections that had been shown to have higher collision rates • than other intersections on the corridor and/or near congested intersections. Driveways that met these criteria were then evaluated to determine if consolidation or closure could • be accomplished to help minimize potential conflicts near congested intersections. If closure (or consolidation) was considered for a driveway in these areas, particular • concern was taken to make sure that concept safe access was still available. • This concept represents a highly aggressive access management option along the corridor. A full access management plan would need to be conducted to determine the • full impacts of implementing a median, closing a driveway, and/or consolidating • driveways to allow for shared access for properties. That type of exercise requires a much more in-depth analysis than is allowed for in this project, and would require a • detailed public involvement plan to coordinate with all affected property owners. Those • elements would be necessary if this type of an concept was pursued. • Local capacity improvements at intersections would be implemented to allow for acceptable traffic operations at study area intersections. In addition to that, local • Tigard 99W Improvement Plan Page 8 Task 4.1: Concepts Development April 30, 2007 47 • • pp a. k 3 j y ~ d i lei fly INS F 1 knoW. pa. ION i i 1 lei t_, .rw-n.......r~ n-+ ms......n a m.. m. ,.......uw ,.w. ~ ~ - 41 $ - - - 3 j - { INS . - j I - 401 r 1 1 LIFO: ..-.,,.,.,.w.-.,...,.~....,r_..- m-.,,..,.._,„,..<.,....>,..,.......r,..s,. ...................m.m,...»,..w,,..,..,._,.~. III, t fib j 15 ~ T t ty • • • DKS Associates Appendix A • • TRANSPORTATION SOLUTIONS • connectivity that would parallel Hwy 99W would be implemented (where feasible) to help lessen the reliance of Hwy 99W for local trips using the corridor. • • Similar to Concept A, pedestrian and bicycle enhancements would be implemented • along the entire corridor, while transit enhancements would focus on stop relocation and • queue bypass lanes. Figure 4 summarizes the elements of Concept A and breaks the corridor into the four focus areas. • • Concept C: Full Widening This concept is a uses elements from Concept A and B, and also continues the • widening of Hwy 99W south of SW Greenburg Road the remainder of the study corridor to SW Durham Road. In addition to this widening, access management would be • implemented consisting of medians and driveway closures and/or consolidations, but • would not be as aggressive as found in Concept B. • Similar to the prior concepts, pedestrian and bicycle enhancements would be implemented along the entire corridor, while transit enhancements would focus on stop • relocation and queue bypass lanes. Figure 5 summarizes the elements of Concept A • and breaks the corridor into the four focus areas. SUMMARY Three concepts have been developed to apply throughout the four focus areas. The • three concepts all include enhancements to the pedestrian, bicycle and transit • environments by providing: • • Bicycle lanes along the entire corridor; • • Landscape buffer and sidewalks along the entire corridor; • • Transit enhancements either via stop relocation and/or queue bypasses; • • Additional pedestrian crossings across Hwy 99W; and • Transit stop relocations. • One concept focuses on partial widening to seven (7) lanes from Interstate 5 to • Greenburg Road, with localized capacity improvements at intersections forecasted to be • deficient. Another concept focuses on aggressive access management and localized • intersection capacity improvements. The last concept focuses on widening to seven (7) • lanes for the whole corridor. • While there is no one "magic bullet" to address all deficiencies along the corridor, the • diversity of the concepts developed help to explore many of the potential mix of options • to better the transportation environment along the corridor. A selection of various techniques from all concepts may be the recommended treatment for the corridor. • • • • • • Tigard 99W Improvement Plan Page 10 • Task 4.1: Concepts Development April 30, 2007 49 • • i s{ - 14. t di $f 40 49 t h„9 ~ 1 1 2~ S, 410 4 INS 41 =3: ION a lei ION 401 r lei } r o- - - 4*1 , 101 e] 7 401 lei % _ - - - - - 4 t ION lei lei { 101 - - - - - - _ £ jj - ION - - lei j Y 1 + a o -'i was, xw~ lei 0 a ~ . ill ry i rj~ E t d - t. w 3 401 • • • • Appendix A • • j.y~u~~~~"tL 1 Y %LY'f 3s' r"eL3 t*, s ~c'~ • ,.~J-~"G-.s~~c, li . ..--.F.~... `-1.'3 `~I ~al ~ : ,.,`~I l~Y a c. - " • ° ALTERNATIVES= • 'EVALUATION & COMPARISON • • • INTRODUCTION • The purpose of this memorandum is to evaluate and compare the previously outlined • set of alternatives. This evaluation and comparison helps to determine an appropriate • preferred alternative to take forward for final recommendation. * Previous efforts for the Tigard 99W Improvement Plan project have documented existing conditions, needs/opportunities/constraints of the corridor, and developed alternatives to address deficiencies of the corridor. These alternatives were then evaluated using a set of criteria that contain both qualitative (non-numerical) and • quantitative (calculated) measures of effectiveness. • The recommended alternative will be the option that best supports the purpose and • goals of the project which has a primary goal of enhancing and encouraging alternative modes of travel, while reducing the reliance of auto travel. • • EXECUTIVE SUMMARY • Three different alternatives were evaluated and compared for this phase of the project. Each was evaluated and compared by applying criteria developed previously to help • develop the alternatives. While it is not expected that any one alternative will solve all • the deficiencies in the future along Hwy 99W, the goal is to identify a solution that, on balance, best supports project objectives, including multi-modal travel needs, while * minimizing negative impacts. The following is a brief summary of the findings within this memorandum for each of the criteria evaluated: • • Pedestrian - All alternatives contain the same pedestrian improvement widened sidewalks, separated from the roadway with a landscape strip. - Widening of Hwy 99W creates longer pedestrian crossings, requiring longer red lights at traffic signals to accommodate walkers, which can reduce the • operational efficiency of signals for vehicle traffic, especially through traffic on • 99W. Alternative B has a slight advantage over other alternatives by providing raised medians along a significant portion of the corridor, which allows for • Tigard 99W Improvement Plan Page 1 52 - Task 5.1: Alternatives Evaluation May 24, 2007 • • • • • DKS Associates Appendix A TRANSPORTATION SOLUTIONS • potential pedestrian refuges for crossing at unsignalized intersections. This • could make 99W less of a barrier for pedestrians. Bicycle - All alternatives contain the same bicycle improvement of bike lanes • along the entire corridor. But alternatives that add travel lanes to 99W could • negatively impact the bicycling environment by making the highway more intimidating to cyclists crossing the road or making left turns. Similar to the pedestrian environment, a wider cross-section of Hwy 99W could be detrimental to bicycle travel along Hwy 99W for bicyclists that need to traverse from the bike • lane across the corridor to make a left turn at intersections. • Transit - All alternatives include relocating transit stops to help minimize impacts • with existing driveways for pedestrians and bicycles. Areas where the corridor are widened to a 7 lane cross-section do not allow for transit queue bypasses • due to the additional width (right-of-way) necessary to implement them. • Therefore areas where queue bypass lanes are not implemented would require • transit to operate in the general purpose traffic lanes. This could create delay for • transit service. Alternatives A and B both contain transit queue bypasses, however Alternative B has the opportunity to implement more than Alternative A. • Alternative C has no transit queue bypass lanes. Alternative A would save • approximately 1 '/2 minutes of delay to bus travel times, while Alternative B would • save approximately 2 '/2 - 3 minutes of delay to bus travel times. In terms of • right-of-way impact, Alternative C would have the equivalent right-of-way impact of adding a dedicated transit lane along the entire Hwy 99W corridor. • Motor Vehicle - Alternatives that add travel lanes provide additional vehicle capacity, which can improve intersection operations and reduce congestion. However, the additional capacity is almost fully consumed by traffic demand • between Interstate 5 and Hwy 217, and then pumps additional vehicles south of • Hwy 217. The widening for Alternative A, as recommended in the Regional • Transportation Plan, stops at SW Greenburg Road, so additional vehicles added to the corridor south of that degrade intersection operations even further because the additional capacity is not available, and more localized improvements are • necessary that include additional travel lanes in each direction in the SW • Gaarde/McDonald area. Alternative C widens the corridor the entire length, but • past the downtown area volumes taper off to a level where the additional capacity is more than what is typically needed for the 20 year planning horizon. The addition of the SW Walnut Street extension is beneficial under any • alternative because it helps to decrease the volumes on Hwy 99W between SW Walnut Street and the Hwy 217 northbound ramp by providing an alternative • access to the south for the Tigard Triangle area and downtown Tigard. • Safety - Additional access management through the use of medians and/or • driveway closure/consolidation is beneficial to safety because conflict points are eliminated, reducing the potential for vehicle crashes. Alternative B has the • highest reduction in potential conflict points by 70% along the entire corridor. • Tigard 99W Improvement Plan Page 2 53 Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • • • • DKS Associates Appendix A • TRANSPORTATION SOLUTIONS Alternatives A and C focus access management within the interchange areas • (1,320 feet) and have the potential to reduce collision points by up to 75% in the • interchange areas. The raised medians used extensively in Alternative B reduce opportunities for left turns directly into driveways, but this alternative allows for U- turns at intersections, so that destinations across the road are still accessible. • Property Impacts and Costs - Based on the right-of-way necessary to • implement each alternative there is a different level of impacts to properties associated with property only and widening that impacts buildings as well. Alternative B has the least amount of property and buildings impacts at • approximately 953,000 square feet. Alternative A has the next highest impact to • property and buildings at approximately 1.16 million, while Alternative C has the • highest impact at approximately 1.58 million square feet. Consequently, Alternative C has the highest cost associated with implementation due to that larger right-of-way from widening, and the cost associated with the physical • infrastructure of widening itself, while Alternative A has the second least cost and • Alternative B has the least cost for implementation. Table 1 summarizes the right-of-way and costs associated with each alternative. r • Table 1: Comparison of Alternatives Right-of-way RO /Buildin Impacts and Costs • ROW Impact Building Impact Construction Cost Total Cost • (s q. ft. (s q. ft. millions millions Alternative A 921,000 241,500 $27.27M $91.13M Alternative B 742,000 211,300 $23.18M $77.13M • Alternative C 1,269,700 315,300 $32.14M $117.53M • SOURCE: DKS Associates & Otak, Inc. EVALUATION CRITERIA As part of this task, evaluation criteria were used to help compare and evaluate the • alternatives. These evaluation criteria were developed for all modes of travel in the • 99W corridor. Some of these evaluation criteria are qualitative in nature, meaning • there is no clear numerical way to measure their effectiveness, but they can be assessed based on their expected or perceived effect. Other criteria were quantitative in nature, meaning they could be measured using a numeric value to gauge the • effectiveness of an alternative for comparison. The following table summarizes the • criteria used, whether the criteria were qualitative or quantitative, and the typical • measure of effectiveness for comparison. Tigard 99W Improvement Plan Page 3 54 • Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • DKS Associates Appendix A TRANSPORTATION SOLUTIONS r Table 1: Criteria for Evaluating and Comparing Alternatives Category Criteria Measure(s) Qualitative Quantitative • Pedestrian Connectivity • Adequate connections X • Crossing distance Distance in feet X Bicycle Connectivity Adequate connections X Transit Facilities Enhanced environment X • Bypassing queues Queue lengths X Motor Vehicle Intersection Level-of-service X operations Volume-to-capacity X • Queuing/storage for Queuing in feet X vehicles • Safety Driveways and Frequency and number X conflict points of occurrences 40 Property impacts Land impacted Square feet X • Building impacted Cost Dollars Estimated construction X cost • Average square-foot cost of impacted land and buildings • SOURCE:, DKS Associates While the quantitative measures of effectiveness will have a calculated (numeric) value, r the qualitative measures will be assessed on a scale of 1 to 5 where a lower score represents less of an opportunity to meet the goal of the project and a higher number • represents a high likelihood to meet the goal of the project. The following sections of this memorandum summarize the evaluation and comparison of each alternative using the previous identified categories and measures of effectiveness. Each alternative is evaluated individually within each category, and then • a comparison of all alternatives is made at the end of each category. 40 PEDESTRIAN ENVIRONMENT The following summarizes the evaluation by alternative, and comparison of alternatives • for the pedestrian environment. Alternative A: Partial Widening 40 This alternative includes the enhancement of the pedestrian environment by providing 0 for a 4 foot landscape strip, and an 8 foot sidewalk along the entire corridor. This fills in • the gaps along the corridor where sidewalks do not exist today, as well as enhancing the existing locations along the corridor where many of the sidewalks that exist today 0 are sub-standard. The landscape strip buffers pedestrians from traffic, creating a safer, more inviting environment for walking. The widening from a 5 lane cross-section to a 7 lane cross section from Interstate 5 to Greenburg Road (approximately one-third of the study corridor) creates a wider cross- section for pedestrians to cross Hwy 99W. Under this alternative the new cross-section Tigard 99W Improvement Plan Page 4 55 Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 0 • DKS Associates Appendix A TRANSPORTATION SOLUTIONS is approximately 24 feet wider than currently exists. This additional width requires additional time for pedestrians to cross the roadway, which can affect signal timing by keeping vehicles stopped longer on 99W. This reduces the road's vehicle capacity. One additional signalized pedestrian activated crossing has been added in this alternative at approximately SW Watkins Avenue. This location was selected due to a long segment of roadway with no existing opportunities for safe pedestrian crossings. This crossing has been added to help improve the spacing of potential pedestrian crossings of Hwy 99W to better enhance connectivity within the study area. In addition, there are currently bus stops at this intersection that are served by an unsignalized pedestrian crossing. The new signalized pedestrian crossing will allow for a safer opportunity to cross Hwy 99W to access transit. Alternative B: Access Management This alternative is similar to Alternative A in that it contains a four (4) foot landscape strip and an eight foot sidewalk along the corridor, however the corridor is not widening at all and retains a five lane cross-section. This allows for shorter side street crossing • times, which in turn has less impact to motor vehicle and transit traveling along the main corridor (Hwy 99W). r The alternative also contains raised medians along most of the corridor north of SW . Gaarde/SW McDonald Street. The raised medians allow for a pedestrian refuge at unsignalized locations to aid in additional crossings of Hwy 99W. Similar to Alternative A, an additional signalized/marked pedestrian crossing is located at the SW Watkins Street intersection. In addition to that crossing, one more - signalized/marked crossing is proposed at SW 71St Avenue. The new signalized pedestrian crossing is located at an existing unsignalized transit intersection, so the new crossing will aid in safe crossing of Hwy 99W for transit access. r • Alternative C: Full Widening • Similar to the previous alternatives, this alternative includes the enhancement of the pedestrian environment by providing for a four (4) foot landscape strip, and an eight (8) foot sidewalk along the entire corridor. The entire study corridor is proposed to be widened from a five lane cross-section to a seven lane cross-section. This creates • longer crossing distances for pedestrians as well as requires longer crossing times for pedestrians. This additional crossing time can affect the main throughput for motor vehicle capacity and operations by taking time away from the main corridor. Similar to Alternative A, one additional signalized pedestrian activated crossing has . been added in this alternative at approximately SW Watkins Avenue to aid with crossing Hwy 99W and service an unsignalized crossing with existing transit stops. Tigard 99W Improvement Plan Page 5 56 Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • DKS Associates Appendix A TRANSPORTATION SOLUTIONS Evaluation There is no quantitative (numeric) way to evaluate the pedestrian environment, however a qualitative (value based) assessment can be made. Each alternative has been evaluated for the pedestrian environment using various criteria. Table 2: Comparison of Alternatives for Pedestrian Environment a Criteria ti Alternative A" AlteIrnative`13 'Alterriative'C`' Connectivity/Facilities 9 ■ D • Additional Crossings 0 _ 0 Crossing Distance El D ❑ Overall Rating 1 19 Evaluation Scale ❑ El 9 0 ■ Poor Medium Good r Based on the qualitative assessment in Table 2, both Alternatives A and C have approximately the same affect on the corridor for the pedestrian environment. However, Alternative B has a slight advantage over the other two alternatives due to the fact that the crossing distances are less which can affect operations on the main corridor for motor vehicle and transit services. BICYCLE ENVIRONMENT There is not differentiation for the bicycle environment between alternatives. All alternatives include bicycle lanes (designed to standard) along the entire study corridor S length. If anything, alternatives that provide for widening Hwy 99W may make crossings of Hwy 99W more intimidating to bicyclists, and add an additional lane to traverse when traveling along Hwy 99W if a cyclist wants to take a left turn. Evaluation Similar to the pedestrian environment, evaluation for the bicycle environment is based • on a qualitiative (non-numeric value based) assessment. Each alternative has been evaluated qualitatively and is summarized in Table 3. Table 3: Comparison of Alternatives for Bicycle Environment [Criteria = a. Alternative-A Alternative B ` Alternative C, Connectivity/Facilities ■ ■ ■ _ Left Turn Traversing El 0 ❑ * Crossing Distance 0 IE ❑ Overall Rating 1 D El Evaluation Scale ❑ 0 R 0 ■ Poor Medium -Good Tigard 99W Improvement Plan Page 6 57 Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • DKS Associates Appendix A 40 TRANSPORTATION SOLUTIONS Based on the qualitative assessment in Table 3, the bicycle environment in Alternative A has both positive and negative attributes that end up balancing out from a qualitative assessment. Alternative B shows a slight improvement due to filling in any gaps in the • existing network. Alternative C shows a lower than average environment due to the wider distance to cross Hwy 99W and traverse if left turns are to be made by bicyclists. • TRANSIT ENVIRONMENT • The following summarizes the evaluation by alternative, and comparison of alternatives for the transit environment. 4D #11 Alternative A: Partial Widening • This alternative includes the enhancement of the transit environment by providing transit • queue bypass lanes at two intersections (SW Gaarde/McDonald Street and SW Walnut Street), as well as relocating up to ten existing bus stops that currently are located where they require pedestrians and bicyclists to cross over existing driveways. The transit queue bypasses could save up to 1 '/z minutes of delay to bus travel times. • Including transit queue bypasses within the section of the corridor to be widened would i not be advisable because it would create a nine lane cross-section at intersections. Alternative B: Access Management 0 Similar to Alternative A, this alternative includes transit queue bypass lanes and transit . stop relocations along the corridor. However, due to the fact that this alternative does not include widening to seven lanes, additional transit queue bypass locations were considered. The alternative includes transit queue bypasses at five locations; SW 68th Avenue, SW Dartmouth Street, SW Hall Boulevard, SW Walnut Street and SW • Gaarde/McDonald Street(s). Implementing these queue bypasses could save 40 approximately 2 '/2 to 3 minutes of travel time delay for buses. 0 The provision of a median in this alternative allows for a pedestrian refuge that can be 49 used for crossing Hwy 99W for access to transit stops at unsignlized intersections. The i same transit stops were considered for relocation as in Alternative A. Alternative C: Full Widening Due to the full widening of the corridor to seven lanes, no transit queue bypass lanes were considered. However, the same transit stops were considered for relocation as in a previous alternatives. It should be noted that the wider roadway also makes a longer crossing distance at unsignalized pedestrian crossings. Evaluation • The transit environment is based on a qualitiative (non-numeric value based) • assessment. Each alternative has been evaluated qualitatively and is summarized in Table 4. Tigard 99W Improvement Plan page 7 58 Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • • • • DKS Associates Appendix A • TRANSPORTATION SOLUTIONS Table 4: Comparison of Alternatives for Transit Environment • !-:Criteria Alternative A Altelrnative`B ' Alternative C • Transit Speed 0 ■ • Access to Transit Stops 0 a D Transit Stop Relocation 1E 0 O Overall Rating El a El Evaluation Scale ~ ❑ a a v ■ Poor Medium Good • Based on the qualitative assessment in Table 4, the transit environment in Alternative A • and C have both positive and negative attributes that end up balancing out from a • qualitative assessment. Alternative B shows a slight improvement due to allowing for pedestrian refuges to access transit at unsignalized intersections and ,the additional • transit queue bypasses (beyond those implemented in Alternative A). • MOTOR VEHICLE ENVIRONMENT The following summarizes the evaluation by alternative, and comparison of alternatives for the motor vehicle environment. As part of the evaluation and comparison of the alternatives, the 2025 No-build operations were also considered to serve as a baseline • for operations to compare to. The 2025 No-build conditions represent the scenario where motor vehicle growth within the corridor occurs naturally through regional and local growth, but no improvements are built to accommodate it. • No-build Conditions • As part of the comparison, the future 2025 motor vehicle forecasts were developed and evaluated to determine which intersections would require mitigation to achieve • adequate operations even if no alternative were implemented. This helps to determine a set of base improvements that would most likely be necessary. Approximately 11 of the 20 study area intersections exceed acceptable operations by 2025 during the PM - peak hour. • By 2025, demand along the corridor and side streets would require some type of optimized timing to allow for progression at a different level than is currently in place. • As part of the potential mitigation strategy under a no-build scenario all intersections • should be coordinated and optimized. In addition to signal optimization, the volume levels by 2025 (during the PM peak hour) would most likely be fairly consistent over the hour and would not have "peaks" that may exist today. In other words, the volumes expected in the future are consistently heavy along Hwy 99W and would create • conditions where little variation in the "peak" volume would occur. This would in turn affect the "peak hour factor" (a factor that is applied to intersections to represent a surge in volume at a specific period over the peak hour) by increasing it to levels that could exceed 1.0 v/c. • • Tigard 99W Improvement Plan Page 8 59 Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • • DKS Associates Appendix A TRANSPORTATION SOLUTIONS Even with the previously identified conditions, some intersections still do not achieve adequate intersection operations and would require additional mitigation to operate at acceptable jurisdictional levels. Mitigation was pursued where feasible to achieve a • level-of-service of D or better, and a volume-to-capacity ratio of 0.95 or better. This mitigation was considered "right-sizing" the intersections to allow for proper operations. This was done for all alternatives where intersection operations did not meet jurisdictional standards. However, even "right-sizing" the intersections there were two intersections (Interstate 5 off-ramp and SW Gaarde/SW McDonald Street) that would require significant mitigation to achieve these standards. Therefore If mitigation could be identified to achieve LOS E and V/C ratio of 1.0 or less additional mitigation beyond those levels were not pursued. • While this does not meet the ODOT standard of V/C ratio of 0.95, a design exception could be pursued to allow this level of operation. Figure 1 summarizes the 2025 PM peak hour intersection operations as well as potential mitigation. Alternative A: Partial Widening • As previously mentioned, this alternative widens Hwy 99W from a five lane facility to a seven lane facility from Interstate 5 to SW Greenburg Road. The remaining portion of the study corridor remains at five lanes. The widening attracts additional volumes to the w corridor within the widened area and further to the south. Generally speaking the • additional lane of capacity attracts between 800 to 1,000 vehicles in each direction between Interstate 5 to Hwy 217, then the volumes taper off in each direction further to the south achieving approximately 400 to 500 vehicles in each direction near SW Gaarde/McDonald Street(s), and approximately 100 to 200 in each direction down near SW Durham Road. There is still some additional mitigation south of SW Greenburg Road that is necessary to achieve acceptable operations in the SW Gaarde/McDonald and SW Walnut Street areas by adding an additional through lane in each direction. This "right-sizing" to . achieve acceptable operations creates a "mini-widening" south of the partial widening. Based on these inputs, Figure 2 shows the 2025 PM peak hour intersection operations and potential mitigation to achieve adequate intersection operations. Alternative B: Access Management • There is no additional capacity via widening in this alternative so the same base geometry applies. The access management creates restricted access by limiting left turning opportunities at many unsignalized intersections and driveways. To better 49 accommodate circulation along Hwy 99W in this alternative u-turns were allowed at signalized intersections where medians were placed on the approach to a signalized • intersection. Volumes were then adjusted from the future forecast to take into account these additional turning movements. Tigard 99W Improvement Plan Page 9 60 Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 0 a 99W11-5 NS ON-RAMP 99WI69TH AVEJ68TH AVE 99W/72ND AVE 99W/74TH AVE-Park & Ride © DKSaAssociates Tigard 99W CoroPPen~X"~y~y s TRANSPOTATION SOLUTIONS J6 ' ® > `mot j ~ NO SCALE O ~ 41~ ~te qtr' 99w 217 T la S © 99W/DARTMOUTH ST O 99WISR 217 NB ON-OFF RAMPS O 99WISR 217 SB ON-OFF RAMPS Q 99WIHALL BLVD m 2 M ~ N PARK ST 0 99WIGREENSURG RDIMAIN ST M WIJOHNSO S / 99WMALNUT ST ® 99W/GARRETT ST ~q2 9lp~ r r L y 1111 D Intersection Delay LOS V/C Delay LOS VIC r f f~ r ~ Q Interstate 51Hwy 99W > 80.0 F 1.12 78.0 E 0.98 M y 0 SW 69th Avenue/Hwy 99W 35.8 D 1.00 22.5 C 0.89 c ~ ~ ~ „~,,,Tpt~ ~'rG © SW 72nd Avenue/Hwy 99W 52.4 D 1.07 29.3 C 0.89 ~q nSLLL D`"-/ lq,PgGq` Q SW 74th Avenue/Hwy 99W 5.8 A 0.83 8.8 A 0.83 N Q SW Dartmouth SVHwy 99W 70.1 E 1.06 42.5 D 0.83 ap 0 Hwy 217 NB/Hwy 99W 22.7 C 0.88 24.9 C 0.77 ® 99WIPARK ST 99W1SHOPPING CTR DRIVEWAY ® 19A9 O/ONARD ST T/ 89W1112TH AVICANTERSURY LN / 0 Hwy 217 SB/Hwy 99W 19.2 B 0.89 19.5 B 0.89 Q SW Hall BIvd/Hwy 99W 180.0 F 1.13 46.3 D 0.91 Q SW Greenburg Road/Hwy 99W 74.1 E 1.11 36.3 D 0.95 p f Q) SW Johnson SVHwy 99W 24.2 C 0.86 34.8 C 0.86 t+/~ ~ ji ` DURHAM RD m SW Walnut StreeVHwy 99W 41.1 D 1.00 29.6 C 0.90 DRIVEWAY SW Garrett StreeVHwy 99W 4.9 A 0.77 3.3 A 0.77 ~JI fr ~~r 1 710 ® SW Park SlreeVHwy 99W 14.5 B 0.90 18.2 B 0.90 ~f1 b r~ m Tigard Market Place/Hwy 99W 25.8 C 0.90 28.8 C 0.90 7 ® SW GaardelMCDonald StfHwy 99W -80.0 F 1.34 63.1 E 0.98 SW Canterbury Lane/Hwy 99W 30.1 C 0.98 13.7 B 0.91 99WBULL MOUNTAIN RD 99WIBEEF BEND RD 99WIROYALTY PKWY 99WIDURHAM RD m SW Bull Mountain RoadlHwy 99W 30.4 C 0.93 23.4 C 0.89 m SW Beef Bend Road" 99W 60.8 E 1.06 15.9 B 0.86 (E) SW Royalty ParkwayMvry 99W 58.5 E 0.93 37.2 D 0.85 SW Durham Road/Hwy 99W > 80.0 F 1.13 43.7 D 0.92 _ f LEGE D Doe Figure ~ • s Not Meet Jurisdictional ~ ~~j ~ study btersedion 8 Number Ope rational Standard 2025 NO-BUILD Signalized Intersection INTERSECTION GEOMETRY 4 Edsung Lane Codguration - MDNtiedMew Lane Configuration AND OPERATIONS 0 99WM NB ON-RAMP © 99WI69THAVEI68THAVE © 99WI72NDAVE 0 99W/74TH AVE-Park &Ride DKS Associates Tigard 99W Corridor SdtuXy TRANSPORTATION SOLUTIONS ppen IX 9C~ IT r NO SCALE X11 X11 99W 217 . ' a 5 F T o z° © 99WIDARTMOUTH ST O 99W/SR 217 NS ON-OFF RAMPS O 99WISR 217 SB ON-OFF RAMPS O 99WIHALL BLVD A 'C m Q/ ~z °n6 S ST PARK ST O 991VIGREENBURG RDIMAIN ST MAP/JEWOOD DR TI 99WN VALNUT ST (1~j 99WIGARRETT ST \R/`~\ N 99W 7Y I Ri y RD M T Intersection Delay ' LOS VIC , Delay LOS VIC le fir Y x Q Interstate 51Hwy 99W 78.0 E 0.98 56.0 E 0.97,, a a t SW 69thAvenue/Hwy 99W 22.5 C 0.89 27.2 C 0.87 LTG © SW 72nd AvenueMwy 99W 29.3 C 0.89 36.4 D 0.93 r ffitr ffq 8 D ti GPI Q SW 74th Avenue/Hwy 99W 8.8 A 0.83 7.4 A 0.10 N Q SW Dartmouth St/Hwy 99W 42.5 D 0.83 46.5 D 0.85 p Q Hwy 217 NB/Hwy 99W 24.9 C 0.77 24.6 C 0.86 ® 99W/PARK ST 99WISHOPPING CTR DRIVEWAY ®MCDIONALD ST TI (D99WI112TH AVICANTERBURY LN j Q Hwy 217 SB/Hwy 99W 19.5 B 0.89 21.6 C 0.95 Q SW Hall Blvd/Hwy 99W 46.3 D 0.91 49.3 D 0.95 Q SW Greenburg Road/Hwy 99W 36.3 D 0.95 47.1 D 0.86 A SW Johnson St/Hwy 99W 34.8 C 0.86 49.6 D 0.99 . ~q SW Walnut Street/Hwy 99W 29.6 C 0.90 22.1 C 0.80 Z4 _ ORNEWAY ® SW Garrett StreeUHwy 99W 3.3 A 0.77 22.0 C 0.84 )rr~ ® SW Park Street/Hwy 99W 18.2 B 0.90 24.0 C 0.95 Tigard Market Place/Hwy 99W 2808 C 0.90 36.0 D 0.94 ® SW Gaarde/McDonald S1/Hwy 99W 63.1 E 0.98. 44.7 D 0.89 (D SW Canterbury Lane/Hwy 99W 13.7 B 0.91 20.6 C 0.94 99WMULL MOUNTAIN RD Q) 99W/BEEF BEND RD Q) 99W/ROYALTY PKWY 99WIDURHAM RD m SW Bull Mountain Road/Hwy 99W 23.4 C 0.89 25.6 C 0.93 m SW Beef Bend Road/Hwy 99W 15.9 B 0.86 19.7 B 0.92 m SW Royalty Parkway/Hwy 99W 37.2 D 0.85 56.7 E 0.92 SW Durham Road/Hwy 99W 43.7 D 0.92 44.8 D 0.94 't[ ffI LEGEND Doe Not Meet gure •Study lntersedionBNumber opea9onalStandard Jurisdictional Figure Q) Signalized intersection 2025 ALTERNATIVE A 4 EldsfirgLane Configmation INTERSECTION GEOMETKY a• Modified/New Lane CWiigurabon AND OPERATIONS • • s DKS Associates Appendix A 49 TRANSPORTATION SOLUTIONS • Alternative C: Full Widening • The full widening of Hwy 99W from a five lane facility to a seven lane facility attracts additional volumes in the north portion of the corridor similar to Alternative A, however the south portion of the corridor (south of SW Greenburg Road) has slightly higher volumes due to the additional capacity to the south. Generally speaking the additional lane of capacity attracts between 800 to 1,000 vehicles in each direction between S Interstate 5 to Hwy 217, then the volumes taper off in each direction further to the south achieving approximately 500 to 600 vehicles in each direction near SW Gaarde/McDonald Street(s), and approximately 200 to 300 in each direction down near SW Durham Road. SW Walnut Street Extension to SW Hunziker Road As a sensitivity test, the regional travel demand model tested the effectiveness at relieving traffic from Hwy 99W by implementing the SW Walnut Street extension from Hwy 99W to SW Hunziker Road. This project is not in the financially constrained • Regional Transportation Plan (RTP), however it is in the City of Tigard Transportation System Plan. The addition of the SW Walnut Street extension is beneficial under any alternative because it helps to decrease the volumes on Hwy 99W between SW Walnut Street and the Hwy 217 northbound ramp by approximately 300-400 vehicles in each direction. The extension provides an alternative access to the south for the Tigard • Triangle area and downtown Tigard. This is one of the more congested areas of Hwy 99W, so any project that would help relieve this area would be beneficial. However, due s to the fact that the project is not in the 2004 RTP it was not included in this analysis. s • Evaluation The motor vehicle environment is based on a quantitative (numeric) assessment. The traffic operations and queuing are the two criteria used to evaluate and compare the alternatives. However, it should be noted that a qualitative assessment was also evaluated base on the level of effort for widening Hwy 99W because that could be s considered "mitigation" due to the additional capacity added to the corridor. Detailed operations can be found in Figures 2 - 4. Each alternative has been evaluated and is summarized in Table 5. s Table 5: Comparison of Alternatives for Motor Vehicle Environment • Crrteria Alternative,A Alternative B: `'Ait6rnative.:C`: Traffic Operations ❑ 1E O Overall Rating ❑ 1E Evaluation Scale s ❑ o 0 0 ■ Poor Medium Good • • s Tigard 99W Improvement Plan . Page 12 63 s Task 5.1: 'Alternatives Evaluation & Comparison May 24, 2007 0 99W11.5NBON-RAMP © 99W169THAVE/68THAVE © 99W172NDAVE Q 99W/74THAVE-ParkBRide DKS Associates Tigard 99W Cor0dpoer~ txu~y Td C TRANSPORTATION SOLUTIONS Ale NO SCALE h tie ~1 ! '11 P 2sw LIT-Atli A '11 yts^ 217 7 . ' a 5 © 99WIDARTMOUTH ST O 99WISR 217 NB ON-OFF RAMPS O 99WISR 217 SB ON-OFF RAMPS O 99W/HALL BLVD m QQ ~I ~~,r ytis ~vtf 1~ r FOR Y ~r ~ M ST N PARK ST O 99W/GREENBURGRDIMAIN ST 99W/JOHNSON ST/ Q 99W/WALNUT ST 99WIGARRETT ST 99W ~Ly1 r apxe° D MCDO_ N _yAIO T Intersection Delay LOS VIC Delay LOS VIC yf~ ~ff as `vs Q Interstate S/Hwy 99W 78.0 E 0.96 56.8 E 0.88 b y W © SW 69IhAvenue/Hwy 99W 22.5 C 0.89 20.2 C 0.87 C4, Q SW 72nd Avenue/Hwy 99W 29.3 C 0.89 28.4 C 0.88 0j ~ti Gq` Q SW 74th Avenel" 99W B.8 A 0.83 10.9 B 0.89 Q SW Dartmouth SUHwy 99W 42.5 D 0.63 44.3 D 0.86 ~ Q Hwy 217 NB/Hwy 99W 24.9 C 0.77 27.6 C 0.86 ® 99WIPARK ST G)99WISHOPPING CTR DRIVEWAY ®M W/GAAALD ST TI 99WI112TH AVICANTERBURY LN / Q Hwy 217 SBfHwy 99W 19.5 B 0.89 22.5 C 0.96 Q SW Hag Blvd#twy 99W 46.3 D 0.91 44.6 D 0.90 Q SW Greenburg Road/Hwy 99W 36.3 D 0.95 35.9 D 1.00 Q) SW Johnson SUHwy 99W 34.8 C 0.86 28.4 C 0.86 s . DURHAM RD m SW Walnut StreeVHwy 99W 29.6 C 0.90 46.4 D 0.97 (D SW Garrett Slreet/Hwy 99W 3.3 A 0.77 7.0 A 0.76 DRIVEWAY Ill ,L~ ® SW Park S1reel/Hwy 99W 18.2 B 0.90 14.9 B 0.90 ~f1 7 Tigard Market Place/Hwy 99W 28.8 C 0.90 22.4 C 0.87 s ~ ®SW GaardelMcDonald SUHvry 99W 63.1 E 0.98 67.3 E 0.98 SW Canterbury Lane/Hwy 99W 13.7 B 0.91 18.1 B 0.92 99WBULL MOUNTAIN RD 99WBEEF BEND RD 99WIROYALTY PKWY 99WIDURHAM RD m SW Bull Mountain Road/Hwy 99W 23.4 C 0.89 24.5 C 0.91 m SW Beef Bend Road/Hwy 99W 15.9 B 0.86 16.4 B 0.87 4D SW Royalty Parkway/Hwy 99W 37.2 D 0.85 42.3 D 0.87 t✓ Q )j Durham Road/Hwy 99W 43.7 D 0.92 46.9 D 0.93 w/ Kit p~I if b LEGEND Figure r r . Study Intersection 8 FMneer Dues Not Meet Jurisdictional o~eanooalsrandad 2025 ALTERNATIVE B Signaled Intersection 4 EdsdngLane Corfiguragon INTERSECTION GEOMETRY a - ModfiedlNewLaneC.MTIgumbon AND OPERATIONS 0 99WI1-5 NB ON-RAMP © 99W169TH AVE168TH AVE © 99WI72ND AVE O 99W174TH AVE•Park & Ride DKS Associates Tigard 99W Cor0dor ~tuxy T - R ! TRA14SPORTATION SOLUTIONS ppen lX 44 No 4 r 11 P 1 I P P SCALE 99w y 217 T < 5 7 Iz s © 99WIDARTMOUTH ST O 99WISR 217 NB ON-OFF RAMPS O 99WISR 217 SB ON-OFF RAMPS O 99W/HALL BLVD R m 2 n6 ~f Y ~ yN PARK ST c P O 99WIGREENBURG RD/MAIN ST 9999WIJOHNS PLEWOOD S TI 99WIWALNUT ST ® 99WIGARRETT ST w~ 99W9Y r ttt, ti RD M Intersection Delay LOS VIC Delay LOS VIC r a f ~f Y ~ Q Interstate 5/Hwy 99W 78.0 E 0.98 48.2 D 0.92 a K © SW 69thAvenue/Hwy 99W 22.5 C 0.89 23.6 C 0.89 r~ Q SW 72nd Avenue/Hwy 99W 29.3 C 0.89 31.6 C 0.95 B D / !,y G9y Q SW 74th Avenue/Hwy 99W 8.8 A 0.83 7.8 A 0.83 Q SW Dartmouth St/Hwy 99W 42.5 D 0.83 44.2 D 0.92 pD Q Hwy 217 NB/Hwy 99W 2419 C 0.77 22.7 C 0.91 ® 99WIPARK ST 99WISHOPPING CTR DRIVEWAY ® MCDONALDST TI 99WI112TH AVICANTERBURY LN Q Hwy 217 SB/Hwy 99W 19.5 B 0.89 31.9 C 0.95 Q SW Hall Blvd/Hwy 99W 46.3 D 0.91 32.7 C 0.91 Q SW Greenburg Road/Hwy 99W 36.3 D 0.95 36.6 D 0.91 c} / SW Johnson St/Hwy 99W 34.8 C 0.86 21.4 C 0.82 t `~1 j~ / 1 t n RHAM RD m SW Walnut Streelf" 99W 29.6 C 0.90 21.6 C 0.65 DRIVEWAY Im SW Garrett StreeVHwy 99W 3.3 A 0.77 3.1 A 0.68 SW Park Streell" 99W 18.2 B 0.90 8.4 A 0.80 Tigard Market Place/Hwy 99W 28.8 C 0.90 16.7 B 0.77 ® SW Gaarde/McDonald SVHwy 99W 63.1 E 0.98 47.0 D 0.92 SW Canterbury Lane/Hwy 99W 13.7 B 0.91 13.5 B 0.80 99WBULL MOUNTAIN RD 99WBEEF BEND RD 99WIROYALTY PKWY Q) 99WIDURHAM RD (D SW Bull Mountain Road/Hwy 99W 23.4 C 0.89 18.8 B 0.81 m SW Bee( Bend RoadfHwy 99W 15.9 B 0.86 17.6 B 0.86 m SW Royalty Parkway/Hwy 99W 37.2 D 035 32.8 C 0.80 t SW Durham Road" 99W 43.7 D 0.92 51.1 D 0.96 LEGEND Figure ' Does .S ~II'• ~1~ -SlWylntersediandNumeer Dpera6aonal S ~ ~ tandard Signalized lntersecti. 2025 ALTERNATIVE C r EnsengLane Configuration INTERSECTION GEOMETRY • Modified/New Lane Configuration AND OPERATIONS • • • DKS Associates Appendix A • TRANSPORTATION SOLUTIONS • Based on the assessment in Table 5, the motor vehicle environment has similar • operations on an aggregate level due to the fact that the alternatives that widen Hwy • 99W allow for additional capacity to help mitigate intersections, while the alternative that does not widen the roadway mitigates the problem areas. • • • SAFETY • Safety is an important component to evaluate because it encompasses all modes of • travel. Two elements area specifically quantified through the evaluation and comparison of alternatives: number of conflict points at driveways, and number of • driveways. • • Currently within the study area Hwy 99W has approximately ninety-eight driveways which the majority have full access (right and left turn access). A two-way driveway • intersecting with a two-way roadway has approximately nine "conflict points" - locations • where the travel paths of vehicles intersect, which therefore are potential locations for • crashes. Closing the driveway would eliminate all motor vehicle conflict points as well • as pedestrian and bicycle conflicts. Modifying the driveway to a .right-in/right-out access reduces the potential conflict points from nine to two. Figure 5 illustrates these conflict • points and the potential for their reduction. • • Figure 5: Conflict Points for Full Driveway Access vs. Right-in/right-out Access • G„11 A,., - n,;---, Right-in ig t-out Access • CONFLICT DIAGRAM CONFLICT DIAGRAM • Three leg Three leg intersection of intersection of • a two-way a two-way street and an street and a unrestricted right inlright side street or out side street • driveway or driveway • • CONFLICTPOINTS CONFLICTPOINTS 0 ue BI^B 3 0 INmgmg a I X mvamtq - 3 X aerynB n t • •^B 9 • Cas57nB B TWA • The potential reduction of conflict points helps to evaluate the safety of a corridor at a • qualitative level to compare alternatives via access management. The following • summarizes the evaluation by alternative, and comparison of alternatives with respect • to these two elements. • • Tigard 99W Improvement Plan Page 15 66 • Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • • • • • • DKS Associates Appendix A • TRANSPORTATION SOLUTIONS • Alternative A: Partial Widening • As a means to address safety within this alternative, access management has been • considered within the interchange access management area for Interstate 5 and Hwy 217 (1,320 feet within the interchange area) and to close any driveways on parcels that • front Hwy 99W that more than one access point. This is being done to help reduce • conflict points for motor vehicles with other motor vehicles as well as pedestrians and • bicycles. The closure of some driveways also helps to improve through capacity on the • corridor by only allowing access at specific locations rather than at multiple locations that are too closely spaced (e.g. parcels with multiple access points). • • Currently the study corridor has approximately 98 existing driveways. Using closures as • a criterion, approximately 20 driveways could be closed. This would result in a • decrease of approximately 20% in the total number of driveways in the corridor. This would reduce potential motor vehicle-to-motor vehicle conflicts by approximately 180. • Approximately seven of these driveway closures would occur within the interchange • access spacing areas. This correlates to 63 conflict points eliminated in the access • spacing areas. • In addition to driveway closure, raised medians are proposed within the access spacing • areas (for Interstate 5 and Hwy 217). This would change full access driveways to right- in/right-out driveways reducing the number of potential collision points from 72 to 16 in • the Interstate 5 area, and from 81 to 18 in the Hwy 217 area. In total that is approximately a 75% decrease in potential collision points within the interchange areas. • • Alternative B: Access Management • This alternative has the most aggressive access management in place by using all of the same techniques implored in Alternative A, but also implementing additional raised • medians along other areas of the corridor, as well as closing some additional driveways • to create a shared access between adjacent properties where feasible. Areas targeted • areas for this treatment were those within 200 feet of signalized intersections, in an • effort to optimize safety and efficiency at intersections. Alternatively, a driveway could be closed on Hwy 99W wherever a property has feasible alternative access via a side • street, as long as the side street driveway was in a safe location and would not create • another safety problem. • It should be noted that any strategy that would involve closing driveways and/or relocating driveways would require a detailed access management plan that species the • locations, impacts and actions for providing property access. That detailed access • management plan was not part of this scope of work and would need to be taken on as • a separate project beyond the work conducted in this effort. Using the additional aggressive access management could add up to fifty-one (51) • additional driveways to the list of potential driveways converted from full access to right- in/right-out. This would reduce potential conflict points from approximately 459 to 102. • This represents a 75% decrease in potential collision points between vehicles, and a 70% decrease in potential collision points at driveways along the entire study corridor. • Tigard 99W Improvement Plan Page 16 67 • Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • • • • • • OKs Associates Appendix A TRANSPORTATION SOLUTIONS • Alternative C: Full Widening • This alternative is less aggressive than Alternative B, but includes some additional • access management beyond Alternative A through targeting intersections within the 200 foot influence area of signalized intersections. Driveways in this area were closed • and/or consolidated where feasible to remove potential collision points near signalized intersections. Using these criteria Alternative C would close and/or relocate up to 29 driveways resulting in the removal of up to 261 potential collision locations. In addition to that, • implementing medians in the interchange access management areas could result in • converting up to 17 driveways from full access with 153 collision points to right-in/right- out with 34 collision points. This alternative would have an overall reduction of collision points along the corridor of approximately 57%. • • Evaluation • Safety is based on a quantitative (numeric) assessment. Each alternative has been • evaluated and compared and is summarized in Table 6. • Table 6:' Comparison of Alternatives for Safety Criteria. y Alternative'A Alternative B 'Alternative'C • Reduction of motor vehicle ■ o - collision points Reduction of pedestrian/bicycle ■ • collision points • Overall Rating ■ • Evaluation Scale ❑ El I] 0 ■ Poor Medium Good • Clearly Alternative B has the highest level of potential to affect the reduction of collision • points along the study corridor. However, Alternatives A and C also help reduce the • potential for collision points within the interchange areas which area highly congested • areas on the corridor today. • • PROPERTY IMPACTS AND COST • An extensive evaluation of impact to property and buildings associated with each alternative was conducted. The purpose of this assessment was to determine if the widening associated with either a roadway widening, or pedestrian improvement • extended beyond the available right-of-way, and it would be necessary to purchase right-of-way to implement the alternative. In addition to assessing the property • impacted, the potential impact to existing buildings was also evaluated. The widening of a project may not only impact right-of-way, but it may also affect a building and require . that the building be taken as well. Tigard 99W Improvement Plan Page 17 68 • Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • • • • • • DKS Associates Appendix A • TRANSPORTATION SOLUTIONS • Using this criteria, analysis indicates that Alternative B has the least amount of property • and buildings impacts at approximately 953,000 square feet. Alternative A has the next • highest impact to property and buildings at approximately 1.16 million, while Alternative C has the highest impact at approximately 1.58 million square feet. Consequently, • Alternative C has the highest cost associated with implementation due to that larger right-of-way from widening, and the cost associated with the physical infrastructure of • widening itself, while Alternative A has the second least cost and Alternative B has the least cost for implementation. • • In addition, costs associated with construction only were developed for each alternative to help determine a total cost associated with each alternative. Table 7 summarizes the • right-of-way and costs associated with each alternative. • Table 7: Comparison of Alternatives Right-of-way/Property Impacts and Costs • ROW Impact Building Impact Construction Cost Total Cost • (sq. ft.) (sq. ft.) (millions) (millions) 49 Alternative A 921,000 241,500 $27.27M $91.13M Alternative B 742,000 211,300 $23.18M $77.13M • Alternative C 1,269,700 315,300 $32.14M $117.53M • SOURCE: DKS Associates & Otak, Inc. • Evaluation • Using the values calculated and the potential impact to properties and/or buildings, • Table 8 summarizes the evaluation and comparison of each alternative. • • Table 6: Comparison of Alternatives for Safe - Criteria Alternative"A _:Altenatiy Alternative C,,:. • 6:13, -Impact to properties El ❑ • Im acp t to buildings 0 ID Cost (not including ROW) 0 Overall Rating D D 0 • Evaluation Scale ❑ El 0 U ■ Poor Medium Good • SUMMARY • Using the prior criteria the overall ratings have been summarizes and compiled to be able to compare all aspects of each alternative against the other alternatives in an - aggregated level. The following table summarizes all criteria elements used for • evaluation and the ranking for each alternative. • • Tigard 99W Improvement Plan Page 18 69 Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • • • • • • DKS Associates Appendix A TRANSPORTATION SOLUTIONS • Table 7: Comparison of Evaluation Criteria by Alternative Evaluation Criteria Alternative A Alternative B Alternative C • Pedestrian D O Bicycle • Transit U El • Motor Vehicle ❑ 0 0 • Safety a ■ ID Property impacts and Cost O D ❑ Overall Rating El • Evaluation Scale • ❑ El R G ■ • Poor Medium Good Based on the comparison in Table 7, it would appear that Alternative B would has the • better overall affect on balancing modes of travel and allowing for connectivity. In fact in almost all criteria evaluation Alternative B scored the best. While Alternatives A and C • do have improvements associated with all modes of travel to help enhance the operations of the corridor, the widening inherent in both of the alternatives creates • adverse affects to the pedestrian environment, as well as difficulty to implement significant transit enhancements. In addition, the widening of Hwy 99W seems to favor the motor vehicle environment by adding through capacity along the corridor rather than • more localized improvements at intersections. • Under Alternative A, the additional lane of capacity in each direction is fully utilized in the future operations, and adds additional volumes in the southern portion of the corridor that is not widened and has some operational difficulties even today • (specifically at the P&W railroad overpass and at SW Gaarde/McDonald Street). • The widening for Alternative C adds a significant amount of capacity to the corridor, however the addition of volumes in the southern portion of the corridor does not need • an additional through lane in each direction. The addition of the SW Walnut Street extension to SW Hunziker Road decreases the volume on Hwy 99W between SW Walnut Street and the Hwy 217 northbound ramp. • The extension provides an alternative path to allow additional access to the Tigard • Triangle area. This improves the operations of intersections within that area on Hwy 99W without having to add additional capacity in a constrained environment. • While there is no one single measure to address all of the problems along Hwy 99W, • this evaluation and comparison is aimed at providing both a qualitative and quantitative a analysis for separate criteria components to determine how the individual components that make up the alternatives operate so that a preferred alternative could be • constructed based on how the smaller pieces of the puzzle fit together. It may be determined that a mixture of different elements from each alternative may be the • preferred alternative to take forward for recommendation. Tigard 99W Improvement Plan Page 19 70 • Task 5.1: Alternatives Evaluation & Comparison May 24, 2007 • • Appendix B • • • • • • • Appendix B-Response to ODOT Technical Review Comments • • • • • • • • • • • • • • • • • • • • • • • • • • • • TIGARD 99W IMPROVEMENT S[ MANAGEMENT PLAN 71 • FINAL REPORT • • Appendix B Conceptual Design Comments from ODOT 99W/71st Technical Review Comment: Can 71st be as a RIRO? Does the NB • An ODOT reviewer provided comments and left turn lane (median) need to be there? Potentially, questions regarding elements of the recommended the SB traffic could get into this turn lane and try plan for Highway 99W improvements. Comments to get to businesses on the east side of the highway, and the responses from the consultant team are unless the proposed continuous sidewalk will take • summarized below care of that. It is important to remember that this is a conceptual Response: It does not appear that making SW 71 st • plan. Implementation through specific projects a right-in/right-out (BIRO) would have adverse will require more detailed analysis and refinement, affects with the proposed mitigation in Alternative which usually happens in the process of preliminary B. However, details like this should be finalized engineering prior to a construction project. during the Access Management Plan that should be Elements proposed that affect ODOT facilities will part of implementing access management on the require review and approval by the State Traffic/ corridor. Roadway Engineer. Greenburg Road • Intersection Improvements Comment: Is there currently a trap lane, SB 99W to • WB Greenburg? Recommended intersection improvements included changes to the design of the intersection Response: Yes, current conceptual plans show a - configuration and transit bypass queue lanes trap lane in the southbound direction on 99W at SW Greenburg Road. Additional southbound capacity 99W/I-5/64th Intersection (through lane) is needed at SW Hall Boulevard Comment: Currently the NB right lane is a trap upstream, which leads to a southbound trap lane. lane to I-5 ramps. Can we create a 2-2-1 split from If this is undesirable it would be recommended in • this existing 2 and eliminate the trap lane? further design efforts to modify the southbound i Response: A 2-2-1 split can be created, and was (trap) right turn pocket at SW Greenburg to a done in Alternative 1 and 2. This concept could be through lane that merges south of Hwy 99W. incorporated into Alternative B and is not fatally Johnson Street • Hawed. This detail could be designed in further preliminary engineering efforts. Comment: The right turn taper rate seems short? , Is it because of the bridge end? 99W/69th Intersection Response: Currently SW Johnson Street has a • Comment: WB 69th to NB 99W right turn radius southbound right turn pocket for approximately 100 can be tightened up so it won't appear a free right. feet. The current conceptual proposed alternative The current layout may cause some confusion retains this turn pocket. because of the NB thru/right lane from the - southerly approach and the appearance of a free Johnson Street - Park Street right turn from the easterly approach. Tightening Comment: Can un-signalized intersections be • up the radius may also help the pedestrian crossing BIRO? What happens it a raised median proposed distance. in this section? Response: This design level detail can be Response: It seems that unsignalized intersections incorporated when the project is forwarded on could be converted to right-in/right-out (RIRO). to the preliminary engineering level of detail for However, details like this should be finalized during - design. the Access - 72 Oregon Transportation and Growth Management Program DKS &SoeiateS . I A AN$PONUtION SOLO t IONS • Appendix B • Walnut Street curves. This is a detail that should be finalized in • Comment: SB 99W to WB Walnut taper does not preliminary engineering. appear to be very clear. Where's the bike lane at this Comment: Was a shy distance next to raised intersection? medians included in these conceptual plan Response: To help accommodate queuing as well illustrations? as the transit queue bypass lane at SW Walnut Street, Response: Every effort was made to incorporate the right turn pocket/transit queue bypass lane standard design details at this conceptual planning • was extended all the way back to SW Mackenzie stage. A two foot shy distance was incorporated • Street. The transition occurs at the intersection of into this conceptual phase. SW Mackenzie Street. This layout could change to accommodate the transition after the SW Mackenzie Comment: Is access management part of this Street intersection in further preliminary design effort? If not, is there a proposed access to • efforts. the funeral home near the Hwy 217/Hwy 99W interchange ramp terminal? The current access Queuing Bypass Lanes location should be addressed in some way. Comment: Generally, between the thru movement, Response: Access management is part of the left turn movement and right turn movement, proposed alternative, and full details of all access • whichever one longer in the queue will dictate where points that would be affected would be finalized • the turn taper begins. Unless it becomes excessive during the Access Management Plan that should be or impractical in length for these turn lanes. (Please part of implementing access management on the call Canh for clarification). corridor. Response: Queuing was taking into account for Comment: Is there an Access Management Plan as this preliminary conceptual layout. Similar to the separate part of this project? comment, the longest queue was accommodated • where it was practical. Response: This project did not develop an access management plan. Each alternative that was Medians and Access Management evaluated had an access management concept. The Comment: An access management concept recommended plan describes an access management applied throughout the corridor is part of the concept. Implementation of the access management • recommended plan. The primary implementation would require an access management plan pursuant with OAR 734, Division 5. • tools for this concept would be: • Raised medians • Driveway closures, consolidation or relocation. Raised medians are recommended along most of the corridor north of SW Gaarde/SW McDonald i Street, placing medians along approximately 40% of • the corridor's length. • Comment: Some median deceleration distance/ • curb reversing curves appear to be short. Please check the decel distance). . Response: Every effort was made at the conceptual • planning stage to incorporate ODOT standards for acceleration, deceleration, turn pockets and reverse • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 73 FINAL. REPORT • • r • r ((This page left intentionally blank)) • • • • ~q Oregon Transportation and Growth Management Program DKS ASSOCiateS a 1Ri MSPOR13110N SDIVIIDMS a a Appendix C • • • • Appendix C-Tigard Transportation System Plan Updates • • • • • • • • • • • • • • • • • • • • • • • • • T(GARD 99W IMPROVEMENT & MANAGEMENT PLAN 75 • FINAL REPORT • r Appendix C r Tigard Transportation System Plan Updates Limits". Update cost from $500,000 to $800,000. - To implement the recommended plan for Highway Page 1-17: Bicycle Master Plan • 99W and the surrounding area, amendments should Update the description of bicycle lanes south of • be made to the City of Tigard Transportation Gaarde/McDonald to Durham Road to note that System Plan (TSP) to include modal improvements. these facilities are existing, not planned. i Many of the amendments /updates are related to Page 1-18: Bicycle Action Plan Improvement List • the general finding that Hwy 99W would remain as and Cost a five lane cross-section within the study area and • would not be widened to a seven-lane cross-section Update ORE 99W bike lane improvement cost from (as per the current TSP and Regional Transportation $1,300,000 to $275,000 Plan). The City of Tigard should update their TSP Page 1-25: Future Streets Where ROW is Planned to reflect the recommended Hwy 99W plan. The for More Than Two Lanes Regional Transportation Plan (RTP) is also being Update figure to change Hwy 99W from 7 lane (red updated, therefore there is a potential to coordinate line) between Interstate 5 to Greenburg Road to 4/5 the City's TSP updates with the RTP updates.. lane (dark blue). • A key element to the Tigard 99W Improvement and Page 1-30: Street Improvement Plan (Figure) • Management Plan is the implementation of access . . management along Hwy 99W. While the current Update figure to remove 7 lane improvement along TSP does reference access management on Hwy Hwy 99W from Interstate 5 to SW Greenburg Road. • 99W, the TSP does not call out access management Page 1-31: Intersection Improvement Locations - in the area between Interstate 5 and SW Greenburg Update Figure 8-20 to include intersection , Road due to the potential to widen to seven lanes improvements at: • in each direction. The update to the TSP should take into account providing for access management ORE 99W/SW Durham Road - along Hwy 99W from Interstate 5 to SW Durham ORE 99W/SW Canterbury Lane Road through an access management plan. Local . intersection improvements along Hwy 99W should Chapter 2: Goals and Policy implement access management by utilizing the No updates necessary. The Refinement Plan is guiding access management principles outlined focused on future conditions. Any changes to previously. existing conditions should be done via a full update The following text includes each potential to the TSP. • modification/amendment to the current City Chapter 3: Existing Conditions of Tigard TSP for each chapter. Many of the No updates necessary. The Refinement Plan is recommended modifications consist of specific focused on future conditions. Any changes to • text changes noted in underline/overstrike; other existing conditions should be done via a full update recommendations provide general guidance so the to the TSP. City can make the necessary changes to text and • illustrations in the TSP. All of these suggested Chapter 4: Future Demand and Land Use • modifications support the findings in the Tigard No updates necessary. • 99W Implementation and Management Plan. Chapter 1: Summary Chapter 5: Pedestrians Page 5-9: Table 5-2 Potential Pedestrian Projects Page 1-15: Pedestrian Action Plan List - Update Update ORE 99W project from "McDonald Street 40 ORE 99W sidewalk project from "McDonald to to South City Limits" to "Interstate 5 to South City - South City Limits" to "Interstate 5 to South City limits". 76 Oregon Transportation and Growth Management Program DKS AssOCiafeS • IRAWSPORIAIION SOLUTIONS • • • Appendix C • • Page 5-11: Table 5-2 Potential Pedestrian Projects Chapter 8: Motor Vehicles • Add pedestrian activated signalized crossing at SW Page 8-21: Figure 8-11 Future Streets Where 71 st Avenue to project list with "Medium" ranking. ROW is Planned for More Than Two Lanes Page 5-11: Table 5-2 Potential Pedestrian Projects Updated figure to change Hwy 99W from 7 lane • Add pedestrian activated signalized crossing at (red line) between Interstate 5 to Greenburg Road • SW Watkins Avenue to project list with "Medium" to 5 lane (yellow line). • ranking. Page 8-34 and 8-35: Last Paragraph • Chapter 6• Bicycles Update text to "...The TQ-1 recoinrnends: 1) mirlerring • Page 6-8: Figure 6-1 Bicycle Plan Alternative ' • Update figure to include existing bike lanes just ~ef~nri~ extensive intersection improvements • north of SW Greenburg Road. - turning lanes; 424a ,gpressive access managerrrertt, • Page 6-9: Figure 6-2 Bicycle Master Plan including the development of an access management plant • (Framework Option) for the corridor; 54 irrrprovements to ORE 217 and I-S • noted above; 64 off-system improvements such as freeway Update planned bicycle lanes south of Gaarde/ improvements and arterials such as Walnut extension; and McDonald to Durham Road to note that they are , -7~ consideration of a western/ I andiill County co vwruter • existing. rail corridor. " • Chapter 7: Transit Page 8-37: Last Paragraph, first bullet • . • Page 7-1: Paragraph 4, Line 3 Update text to "ORE 99W even-l tin access • Update text to park and ride at ORE 991Y1/-2rrd- management" • bus 74th Avenue)." Page 8-38: Table, third item • Page 7-9: Table 7-2 Potential Transit Projects Update text to ` Update table with following potential transit . This option would limit the - project(s). (Updated Table Below) potential of the Tigard Triangle to serve the pr jetted land • use its the frrtrrre without localized intersection improvements. • These irnbrovements could include additional approach lanes northbound and southbound on ORE 99W for short periods. • • Table 7-2: Potential Transit Projects • Rank Project 1 Description • 7 Enhance transit Implement transit queue bypass lanes along ORE 99W at the following locations: • reliability along . SW Gaarde/SW McDonald Street regional facilities • • SW Walnut Street • • SW Hall Boulevard (northbound) • • SW Dartmouth Avenue (northbound) • • SW 68th Avenue Work with TriMet to relocate transit stops along ORE 99W (where appropriate) to allow for far side stop operations at signalized intersections to reduce potential • delay to transit operations. • . TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 77 FINAL, REPORT • • • • • Appendix C hine.) between H- and 21 Page 8-42: Table 8-6 Project Number 21 • Add asterisk to project description that identifies • that based on the recommendations of the Tigard • 99W Improvements Plan, both the TSP and RTP should be amended to retain four/five-lanes rather • than the current designation to widen ORE 99W to • 7 lanes. • Page 8-45: Table 8-7 Third Project Listed • Add asterisk to project description that identifies • that based on the recommendations of the Tigard • 99W Improvements Plan, both the TSP and RTP • should be amended to retain four/five-lanes rather than the current designation to widen ORE 99W to • 7 lanes. • Page 8-47: Figure 8-19 20 Year Street • Improvement Plan • Update figure to remove seven lane widening • project from Hwy 99W. • Page 8-48: Figure 8-20 Intersection Improvement Locations • Update figure to include projects at the following • intersections: • #37 - ORE 99W/SW Durham Road • • • #38 - ORE 99W/SW Canterbury Lane • Page 8-49 through 8-51: Table 8-8 City of Tigard • Future Intersection Improvements • Update table to include specific projects and add • projects at the following intersections: • • • • w w • • • • • 78 Orcgon Transportation and Growth Management Program DKS AMoCiateS • Ills H5?OIIIATWH SOl Ut10/I$ • • Appendix C • Table 8-8 City of Tigard Future Intersection Improvements No. Intersection Description 8 Main/Greenburg/ORE 99W . • Add eastbound left turn 12 cket . • Add westbound left turn op eket . 11 Hall/ORE 99W • westbound left turn lane • Add transit queue bypass lanes in northbound direction 99W 99W . 14 Dartmouth /ORE 99W • . • • Add southbound throug ane - Ad transit queue bypass lanes in northbound direction • 15 72nd/ORE 99W • Southbound right turn lane • Northbound right turn overlap • Change to protected left turn phasing north/south i I 16 68th/ORE 99W • • Add transit queue bypass lanes in northbound and southbound directions 25 ORE 99W/McDonald/ • WestbOUnd right turn lane Gaarde • Retain eastbound right turn lane • 2nd Northbound left turn lane • 2nd SouthbOUnd left turn lane • • Eastbound through lane • • Wes bound through lane • • Add transit queue bypass lanes in northbound and southbound directions - 30 Walnut/ORE 99W • • Change to protected left turn phasing on Walnut • • Add westbound left turn lane • Add transit qu ue bypass lanes in northbound and southbound directions • 31 ORE 99W/Canterbury_Lane • Add westbound left turn lane • 8 ORE 99W/Durham Road • Add northbound left turn lane • TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 79 • FINAL. REPORT Appendix C (Updated Table on page 28) • Chapter 9: Other Modes - No updates necessary. Chapter 10: Transportation Demand Management No updates necessary. Chapter 11: Funding/ Implementation Page 11-7: Table 11-4 Pedestrian Action Plan Project List Update ORE 99W project from "McDonald Street to South City Limits" to "Interstate 5 to South City • Limits". Update cost from $500,000 to $800,000. Page 11-7: Table 11-4 Pedestrian Action Plan - Project List - Add pedestrian activated signalized crossing at SW - 71st Avenue to project list with "Medium" ranking and cost of $200,000. Page 11-7: Table 11-4 Pedestrian Action Plan Project List Add pedestrian activated signalized crossing at SW Watkins Avenue to project list with "Medium" - ranking and cost of $200,000. - Page 11-8: Table 11-5 Bicycle Action Plan • Improvement List and Cost - Update ORE 99W bike lane improvement cost from $1,300,000 to $275,000. i Page 11-9: Table 11-6 Future Street Improvements Add asterisk to project description that identifies • that based on the recommendations of the Tigard - 99W Improvements Plan, both the TSP and RTP should be amended to retain four/five-lanes rather than the current designation to widen ORE 99W to - 7 lanes. • Page 11-11: Table 11-7 City of Tigard Future • Intersection Improvements - Update table to include specific projects and add - projects at the following intersections: - (Table on page 30) - 80 Oregon Transportation and Growth Management Program DKS ASSOCiateS - I R A MS?on Alto Is Sot Ut IONS • Appendix C - Table 11-7 City of Tigard Future Intersection b provementc No. Intersection Description Cost 8 Main/ $700,006 Grcenburg/ORE 5500.000 99W • Add eastbound left turn pocket • Add westbound left turn pocket • 11 Hall/ORE 99W $3,700,000 75~ 0 ,000 • I .-L L-11 • Westbound left turn lane - Add transit queue bypass lanes in northbound direction • +2 6RE B $900;600 - +3 E)RE 237 SB $400,000 99W 14 Dartmouth/ $266;600 ORE 99W . Add southbound through lane $600,000 - • Add transit queue bypass lanes in northbound direction 15 72nd/ORE 99W • Southbound right turn lane $566,006 - • Northbound right turn overlap $300,000 - . Change to protected left turn phasing north/south - 16 68th/ORE 99W $55$,600 . 40~ 0,000 - • Add transit queue bypass lanes in northbound and southbound directions • 25 ORE 99W/ • Westbound right turn lane $700,006 McDonald/ . Retain eastbound right turn lane $1.500,000 • Gaardc • 2nd Northbound left turn lane • 2nd Southbound left turn lane • Eastbound through lane • • Westbound through lane . • Add transit queue bypass lanes in northbound and southbound directions - 30 Walnut/ORE $250,600 99W • Change to protected left turn phasing on Walnut S600,000 • Add westbound left turn lane • Add transit queue bypass lanes in northbound and southbound directions 3-Z ORE 99W/ • Add westbound left turn lane 5250.000 - Canterbury Lane - 38 ORE 99W/ • Add northbound left turn lane S250,000 Durham Road - TIGARD 99W IMPROVEMENT & MANAGEMENT PLAN 81 FINAL. REPORT -