City Council Packet - 05/18/2010 Revised 5/14/2010 to add
Item No. 5 — Review Sanitary Sewer
Reimbursement Incentive Program
Deferrals and Executive Session called under
ORS 192.660 (2) (h) — Pending Litigation
' City of Tigard
TIGARD Tigard Workshop Meeting - Agenda
TIGARD CITY COUNCIL
MEETING DATE /TIME: May 18, 2010 — 6:30 p.m. — Workshop Meeting
MEETING LOCATION: City of Tigard — Town Hall, 13125 SW Hall Blvd., Tigard, OR 97223
fitt
PUBLIC NOTICE:
Times noted are estimated.
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).
CABLE VIEWERS: The City Council Workshop meeting is taped and will be broadcast at the following times on
Channel 30:
Thursday noon Monday 6:00 a.m.
Friday 3:00 a.m. Tuesday 2:00 p.m.
Sunday 11:00 a.m.
SEE ATTACHED AGENDA
TIGARD CITY COUNCIL AGENDA — MAY 18, 2010
City of Tigard I 13125 SW Hall Blvd., Tigard, OR 97223 I 503 - 639 -4171 I www.tigard- or.gov I Page 1 of3
II II City of Tigard
Tigard Workshop Meeting - Agenda
TIGARD
TIGARD CITY COUNCIL
MEETING DATE /TIME: May 18, 2010 — 6:30 p.m. — Workshop Meeting
MEETING LOCATION: City of Tigard — Town Hall, 13125 SW Hall Blvd., Tigard, OR 97223
• 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.
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
2. TIGARD MUNICIPAL COURT ANNUAL REPORT & MEETING WITH MUNICIPAL JUDGE
• Staff Report: Administrative Services Department
3. JOINT MEETING WITH THE LIBRARY BOARD
• Staff Report: Library Department
4. UPDATE COUNCIL ON PROGRESS OF THE HIGHWAY 217 INTERCHANGE MANAGEMENT
STUDY PROGRESS
• Staff Report: Community Development Department
_ TIGARD CITY COUNCIL AGENDA — MAY 18, 2010
City of Tigard 13125 SW Hall Blvd., Tigard, OR 97223 503 - 639 -4171 I www.tigard-or.gov Page 2 of
5. REVIEW SANITARY SEWER REIMBURSEMENT INCENTIVE PROGRAM REGARDING
DEFERRALS
• Staff Report: Public Works Department
6. NON - AGENDA ITEMS
7. EXECUTIVE SESSION: The Tigard City Council will go into Executive Session to discuss potential
litigation ORS 192.660(2)(h). 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 infotivation 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.
8. ADJOURNMENT
I: \ADM \CATHY \CCA\20 \100518 P- REV workshop.doc
TIGARD CITY COUNCIL AGENDA - MAY 18, 2010
City of Tigard I 13125 SW Hall Blvd., Tigard, OR 97223 I 503 - 639 -4171 I www.tigard- or.gov I Page 3 of3
Agenda Item # cL
Meeting Date May 18, 2010
COUNCIL AGENDA ITEM SUMMARY
City Of Tigard, Oregon
Issue /Agenda Tide Tigard Municipal Court Annual Report
AJ
Prepared By: Judge O'Brien Dept Head Approval: � C Mgr Approval:
ISSUE BEFORE THE COUNCIL
Judge Michael O'Brien and Nadine Robinson, Administrative Services Manager, will provide an update on the status of
the Municipal Court for 2009 and information on recent activities.
STAFF RECOMMENDATION
No action required
KEY FACTS AND INFORMATION SUMMARY
The court's total caseload increased by 47% in CY 2009 compared to the previous year. In particular, there were
substantial increases in the number of traffic citations for Speeding (61 %), No Safety Belt (93%) and Failure to Obey
A Traffic Control Device (65 %) such as traffic signals and stop signs. The juvenile, civil- infraction and adult
misdemeanor caseloads remained small.
Base Fines, minimum fines and maximum fines for traffic violations are heavily regulated by state law. For a typical
moving violation, drivers with good records can expect reductions of up to 25%. For example, a Class B violation
such as failing to obey a traffic signal can be reduced from the Base Fine of $295 to $222. The court allows monthly
payment agreements on request, subject to a small service fee. Fines may be waived (or "discharged ") in certain
cases where compliance or financial hardship can be demonstrated. Convictions are entered on driving records even
where fines are not imposed.
Traffic diversion programs are offered to very limited numbers of qualified offenders, primarily juveniles, seat -belt
offenders and adults over the age of 60 with good driving records. The court dismisses citations on receipt of proof
that the offender completed a traffic - education class and paid a fee to the court equal to the minimum fine.
The court continued to pursue opportunities, in and out of the courtroom, to educate members of the public
concerning traffic safety and the requirements of Oregon law. The judge's monthly Cityscape column is placed on
the court's website and distributed through handouts at Town Hall.
During CY 2009, the court imposed fines, penalties, costs and assessments totaling $1,265,871, an increase of 31%
over the previous year. From collected funds, the court distributed $316,465 in various statutory costs and
assessments to the County and State.
OTHER ALTERNATIVES CONSIDERED
N/A
CITY COUNCIL GOALS
N/A
ATTACHMENT LIST
Court Report Memorandum
PowerPoint Presentation.
FISCAL NOTES
Funds are budgeted for the current programs.
•
:: MEMORANDUM
T I GARD
TO: Honorable Mayor and City Council
FROM: Michael J. O'Brien, Presiding Judge
Nadine Robinson, Court Manager
RE: Annual Report from Tigard Municipal Court
DATE: May 4, 2010
Once again we welcome the opportunity to meet with Council and the City
Manager for our 11th annual review of Municipal Court operations. The highlights of the
2009 calendar year and a brief summary of current activities are presented below. As
always, we would be happy to answer any questions you might have.
1. Caseload for 2009: As reflected in Table 1, the court's caseload increased
by 47% last year compared to 2008:
Table 1 - Total Annual Court Caseloads 2005 -09
2009 9,165
2008 6,229
2007 6,920
2006 6,372
2005 6,037
The total number of law violations filed in 2009 exceeds by far any previous
year's total, averaging 764 per month. The increase is attributable to a number of
factors, including personnel levels in the Police Department and related traffic
enforcement priorities. Due to the planned implementation of electronic traffic citations
( "e- cites "), as discussed below, we expect that current high caseloads are likely to
increase further during FY 2010 -11.
As in previous years, the vast majority of our caseload consists of traffic and
parking violations:
Table 2 - Caseload Fluctuations: 2008 & 2009
CATEGORY 2008 2009
Traffic and parking 6,060 9,107
Adult city code misd /viol 11 9
Youth Court 56 35
Code Enforcement 102 13
1
2. Traffic caseload: Three types of violations account for much of the increase
in traffic citations during 2009:
Table 3 - Changes In Citations For Selected Violations 2008 -09
Violation 2008 2009 % Change
Speeding 1,486 2,399 +61
Traffic control devices* 768 1,256 +65
No safety belt 351 676 +93
[ *primarily traffic signals and stop signs]
As in the previous years, the increased level of Seat Belt violations is attributable
to the City's continuing participation in the multijurisdictional Three Flags program
undertaken by Oregon, Washington and British Columbia.
Significant numbers of citations were also issued for the following traffic
violations:
Table 4 - Number of Selected Violations 2009
Violation 2009
No Insurance (or Proof) 779
No License /Suspended 724
Registration violations 720
Illegal U -Turns 378
Following too closely 320
Illegal Window Tinting 196
3. Sanctions for traffic violations: Fines for traffic violations are regulated by
state statute. Most reductions for good driving histories are limited to 25% of the "Base
Fine," the amount entered on the front of each ticket by the citing officer. For example,
a Class B violation with a Base Fine of $295 can be reduced to a minimum fine of $222.
Effective October 1 legislators imposed an "offense surcharge" of $45 on all
traffic violations, resulting in increases in that amount across Tigard's entire Base Fine
schedule. Tigard's current Base Fine schedule continues to average about 4% higher
than the minimums applied by state circuit courts.
Insurance, license and registration violations typically result in reduced fines if
offenders are able to prove compliance in court. By law, insurance violations can be
dismissed if offenders are able to demonstrate that their vehicle was insured when the
citation was issued. If officers have "reasonable grounds" to believe that a driver is not
in possession of a valid license or insured at the time of a traffic stop, they can, and
often do, order a vehicle impoundment under state statute.
Many common equipment violations, including Illegal Window Tinting, may be
2
subject to reduced or discharged fines if compliance can be demonstrated.
The Tigard Police Department has adopted a policy of issuing citations if the
evidence shows that a collision is the result of a traffic violation. Fines for violations that
result in collisions are enhanced under state law. For example, the Base Fine for
Following Too Closely will be increased from $295 to $345 if a collision is related to that
violation.
4. Traffic Safety Education Programs: Due to increased demands on staff,
the criteria for traffic - safety ( "diversion ") classes have been tightened to require all
applicants to appear in court to establish their eligibility. Diversion is offered on a very
limited basis to juvenile first offenders, safety -belt violators and qualified adults over the
age of 60. Defendants must enter a guilty plea and pay a fee to the court equal to the
minimum fine for the offense. Within 90 days, they must also attend a traffic safety
program such as Trauma Nurses Talk Tough. The citation will be dismissed upon
completion of these requirements.
5. Tigard Youth Court: Since its inception in 2002, and in cooperation with
Tigard Peer Court and the Washington County Juvenile Department, Youth Court has
adjudicated approximately 650 misdemeanor and status offenses. Young offenders are
required to fulfill conditions of probation that typically include community service, a
counseling program, letters of apology, and, as appropriate, restitution to victims.
6. Public Information and Education: The judge's monthly "Rules of the
Road" column has appeared in Cityscape and on the City's website since September,
2007. Recent topics include: "Driving While Distracted," "Targeted Enforcement in
Tigard," "Dangerous Driving's Top 10 List" and "Texting and Phoning Behind the
Wheel." Arraignments and trials also provide an opportunity for the court to educate
drivers, and influence behavior, regarding traffic safety and the requirements of Oregon
law.
7. Continuing Education and Training: The judge and a court clerk attended
the Oregon Department of Transportation's Judicial Education Program in March. As in
the past, ODOT assumed most of the costs for this annual conference. The court
manager attended the National Association for Court Management midyear conference
in Portland and the Spring Conference of the Oregon Association for Court
Administration in Hood River, where she was joined by another of our court clerks.
8. Revenues: As noted previously, legislators imposed an "offense surcharge"
of $45 on all Oregon violations effective October 1, 2009. Tigard's Base Fine schedule
was adjusted accordingly. Revenues from offense surcharges in municipal courts are
specifically allocated to the City Treasurer by ORS 137.290(5)(c). The surcharge is
scheduled to expire on July 1, 2011.
During CY 2009, the court imposed fines, penalties, costs and assessments
totaling $1,265,871, an increase of 31% over CY 2008.
3
Of the total sum collected (Table 5), $316,465 was disbursed to other agencies
under a statutory formula for unitary assessments, medical liability accounts, county
assessments and court security fees. The recipients include the Oregon Department of
Revenue, Oregon Judicial Department and Washington County.
Table 5 - Collected fines, penalties and assessments
2008 2009
Fine $580,897 $694,405
Civil Penalties 5,607 2,414
Mandated assessments 247,406 $316,465
Collections Total $833,910 $1,013,284
9. Current activities: From January through April of this year, a total of 2,480
violations was filed, an average of 620 per month.
Increased automation of various court functions should greatly enhance staff's
ability to respond to sustained increases in our caseload. To that end, the court recently
implemented a system of online credit -card payments for traffic fines.
As noted above, some Tigard officers will soon have the capability of issuing
electronic citations ( "e- cites ") at the scene of a traffic stop. This process will greatly
expedite data entry and the processing of citations by police and court staff. It should
also reduce the incidence of data -entry errors and illegible entries that sometimes occur
in handwritten citations.
Thank you again for giving us the opportunity to present our 11 Annual Report
to the Council.
4
Tigard Municipal Court
)1 1 0
TIGARD
2010 Annual Report to Council
Michael J. O'Brien, Presiding judge
Nadine Robinson, Manager
ill Tigard Municipal Court
ill
Municipal Court Programs
1. Traffic
2. Youth Court
3. Civil Infractions
ilb 4. Public information
Youth Court Evaluation 1
Tigard Municipal Court
2009 Caseload: highlights
9,165 violations filed
Total caseload increased by 47% compared to 2008
Highest total by far in court's history
Fines increased effective 10/1 with S45 "offense
surcharge"
ib Number of non - traffic offenses remained very small
Total caseload 2005 -09
10000 9i
9000
8000
692o
7000 6037 6 37 2 6229
6000 I
c.
5000
II I
4000 H
OJ
° i 3000
CU 2000 -
n3
6 V 10oo
2005 2006 zoo? Zoo$' 2009
Year
Youth Court Evaluation 2
Tigard Municipal Court
Traffic Program: 9 violations
Increases I n Selected Violations 2008 -2009
Violation 2008 2009 % Change
Speeding 1,486 2,399 +61
Traffic Control Devices 768 1,256 +65
No Safety Belt 351 676 +93
Sanctions: traffic violations
Base fines and minimum fines regulated by state law.
Maximum reduction (most cases): 25 %.
Tigard's base fine schedule about 4% higher than
state circuit courts.
Vehicles impounded if no valid license or insurance
Legislators added S45 offense surcharge: fines
increased statewide
Youth Court Evaluation 3
Tigard Municipal Court
Mitigation
Reduced fines: Good driving record, defendant's
explanation, officer recommendation
Proof of compliance: insurance, driver's license,
valid registration, repair of equipment defects
Discharge of fines: conviction placed driving record
but fine and assessments are waived.
Financial hardship: Unemployment, disability or
indigence
Community service: available only via Youth Court
Traffic Safety Education Programs
Tighter standards for diversion eligibility:
Juvenile first offenders
.ldults over 6() with clean records for 5+ years
Safety belt violations: clean record required for 5+ years
Diversion program requirements:
Court fee equal to minimum fine for offense
Traffic school (e.g., Trauma Nurses Talk Tough)
Must appear personally to establish eligibility-.
Youth Court Evaluation 4
Tigard Municipal Court
Noncomplying defendants
Failure to appear, pay a fine or obey a court order may
result in:
Default judgment.
Suspension of right to drive in Oregon.
Referral to a collection agency and a 25%
collection fee added.
Repeat civil infractions: enhanced penalties and
charges.
Tigard Youth Court
Misdemeanors and status offenses such as theft,
curfew violations, minor in possession of tobacco.
Crimes reduced to violations: no criminal record
About 650 adjudications since the program began in
2002.
Probation: Community service, counseling program,
letters of apology, restitution to victims.
Youth Court Evaluation 5
Tigard Municipal Court
2009 Court Revenues
$1,265,871 in fines, fees, costs and assessments
imposed.
A increase of 31% compared to 2008.
$45 offense surcharge allocated to City Treasurer
(expires 7/1/11)
$316,465 disbursed to Oregon Department of
Revenue, Oregon Judicial Department and
Washington County for statutory costs, fees and
assessments.
Allocation of $295 base fine
$5 $2 ❑Fine
$18
❑ Offense
Surcharge
• unitary
$ 188 I Assessment
❑ County Jail
Assessment
.4 ❑Court Security
Assessment
❑Medical Liability
Fee
Youth Court Evaluation 6
Tigard Municipal Court
Current activities
VITHERNIO E -cite implementation.
tak WFt MAN Online payments by credit card
c ® u implemented.
INN yak
3-FLAGS
Cellphone and texting law effective
1/1/10
2,480 violations filed January 1—May 1
1160 Amman
Tigard Municipal Court
g p
TIGARD
13125 S.W. (tall Blvd.
Tigard, Oregon 97225
1/ PW..tigard or:gor/ ball /departments /u/nnieipnl cow
Youth Court Evaluation 7
Agenda Item #
Meeting Date May 18, 2010
COUNCIL AGENDA ITEM SUMMARY
City Of Tigard, Oregon
Issue /Agenda Title Joint Meeting with the Library Board
Prepared By: Margaret Barnes Dept Head Approval:
40 City Mgr Approval: Cg
ISSUE BEFORE THE COUNCIL
This is the regularly scheduled, annual joint meeting between City Council and the Library Board
STAFF RECOMMENDATION
N/A
KEY FACTS AND INFORMATION SUMMARY
• Annual meeting with the Library Board to provide information to the City Council.
• The Library Board is prepared to update the Council about the following areas of library service:
✓ Update on the various technologies available for the public
• Wii Demonstration
✓ Update on various non - traditional programs the library provides to the community
✓ Update on overall library operations
OTHER ALTERNATIVES CONSIDERED
None.
CITY COUNCIL GOALS
N/A
ATTACHMENT LIST
•
None.
FISCAL NOTES
None.
I: \Citywide \Council Packets \Packet '10 \100518 \Library Board AIS.doc
5 5 /` ;o // :4ci �%
How l stack up: 2010 '
p 4�
In America, we go to libraries to find jobs, create new careers and help grow our small businesses. We borrow
books, journals, music and movies. We learn to use the latest technology. We get the tools and information
needed to reenter the workforce. We get our questions answered, engage in civic activities, meet with friends
and co- workers and improve our skills at one of the 16,600 U.S. public libraries. Every day, our public libraries
deliver millions of dollars in resources and support
/ that meet the critical needs of our communities.
... Here are a few of the ways
Every day that our public libraries stack up.
\ 300 ,000
Americans get job - seeking help at
Source: OCLC, 2010, primary
research; ALA, 2010, "A Perfect their public library.
Storm Brewing."
Hot spots Taking care of business
U.S. public Most public libraries provide free 2.8 million
libraries 12 wireless Internet access for their
with users. Nearly 12,000 now offer free times every month
• free \` Wi -Fi. That's more than Starbucks,
Wi Fi Barnes & Noble or business
�i Borders. c O f EN employees
// resources at
■
p
' 000 public libraries
. 1', Starbucks
•.,,,,......,. ' `` to support
Borders and - their small
Barnes & Noble 1' ' ilmii■ businesses.
Source: OCLC, 2010, primary research.
Sources: ALA, 2009, "Libraries Connect Communities 3: Public Library Funding & Technology
Access Study, 2008- 2009 "; Starbucks corporate communications; www.borders.com;
www.barnesandnobleinc.com.
Getting technical
It's in our wallets U.S. public
4,000
Library cards are about as prevalent as credit cards. libraries
Two- thirds of Americans have a library card. For many young offering 5,400
people, the first card in their wallet is a library card. free
technology Businesses
"CI Bait ' classes offering computer
Cents training
214 4 ti» �
„ Ab o aY9 More libraries- 5,400 —offer technology training classes
than there are computer training businesses in the U.S.
nR4 A 9BS Every day, 14,700 people attend free library computer
V7 classes —a retail value of $2.2 million. That's $629 million
worth of computer classes annually (based on 286
business days per year).
Sources: ALA, 2009, "Libraries Connect Communities 3: Public Library Funding &Technology
Sources: ALA, "The State of America's Libraries, 2009 "; U.S. Census Bureau, population Access Study, 2008 - 2009 "; ReferenceUSA Business and Residential Directory; OCLC, 2010,
estimates for those aged 20 and over; Statistical Abstract of the United States, 2010. primary research; www.geeksquad.com.
How libraries stack up: 2010
Libraries are at the heart of our communities —a resource for people of any age
to find what we need to help improve our quality of life.
Movie night Let's meet
U.S. public More public libraries offer free meeting rooms than there are
conference centers, convention facilities and auditoriums
libraries combined. Every day, 225,000 people use library meeting
2.1 million rooms at a retail value of $11 million. That's $3.2 billion
DVDs borrowed annually (based on 286 business days per year).
RedBox
vending Conference and U.S. public
1.1 million libraries with
DVDs rente other meeting free meeting
centers t rooms
10 A
Every day, Americans borrow 2.1 million DVDs from
libraries, and we spend over $22 million for DVD rentals at /SPAN
r
outlets like Netflix and RedBox vending machines. 1
Sources: OCLC, 2010, primary research; www.netflix.com /HowltWorks; Stross,
Randall, "When the Price Is Right, the Future Can Wait," New York Times, July 12,
2009; McBride, Sarah, "Cinema Surpassed DVD Sales in 2009," Wall Street Journal Sources: OCLC, 2010, primary
online, January 4, 2010. research; ReferenceUSA Business
and Residential Directory.
Career assistance when we need it most
No ticket required
'API 11, +. U.S. sporting
U . S . pu k;.J. iiiuvlt: event
U.S. public _ f.�� library visits attendance attendance
libraries :_ U.S.
offering Department 1.4 billion 1.3 billion 218 million
career of Labor
assistance One -stop cp.'tiA
13,000 Centers 1.
�
3,000
11.611 4.■
Americans turn to libraries when searching for new jobs.
Both public libraries and One -stop Career Centers provide Every year, Americans visit the library more often than
career counseling resources, resume assistance and help we go to the movies and six times more often than we
in filling out online applications. attend live sporting events (includes professional and
NCAA football, baseball, basketball and hockey).
Sources: ALA, 2010, "A Perfect Storm Brewing "; U.S. Department of Labor, www.servicelocator.org /.
Sources: IMLS, 2007, Public Libraries in the United States: Fiscal Year 2007; Statistical
Abstracts of the United States, 2010; www. mpaa .org /researchStatistics.asp.
On the move
FedEx shipments worldwide: 8 million U.S. public libraries circulate as many materials
every day as FedEx ships packages worldwide.
U i U.S. public library circulation: 7.9 million We enjoy $82 million of value every day from the
0 materials we check out at libraries.
O li" N O O. O- O So http: / IMLS, 2007, desi n c co /com y _in fsesat ion /fedex_corpo rationts
• N • athttp: /t. fededesigc .co / /com
OCLC is a nonprofit library cooperative. For more information see: www.ocic.org /reports /stackup /.
OCLC Numbers from OCLC's primary research are estimates. OCLC conducted primary research in January 2010 by inviting librarians via a post on various
e -mail lists to answer a questionnaire gauging the use of their public libraries for job - seeking, small business support, meeting room usage and
other activities. 719 librarians from 23 states participated.
214109JSF 1003,OC.0
< _( Agenda Item #
Meeting Date May 18, 2010
COUNCIL AGENDA ITEM SUMMARY
City Of Tigard, Oregon
Issue /Agenda Title Highway 217 Interchange Management Study Progress Update
Prepared By: A. P. enas Dept Head Approval: r v City Mgr Approval: CA
ISSUE BEFORE THE COUNCIL
Informational briefing to City Council on the progress of the Highway 217 Interchange Management Study and on the
direction provided by elected officials at the meeting on April 27, 2010.
STAFF RECOMMENDATION
That Council discuss and comment on the findings of the study, on the potential projects that may be implemented,
and on the anticipated next steps that may lead to design and construction of one or more of these projects.
KEY FACTS AND INFORMATION SUMMARY
• The Highway 217 long -term plan is to widen the freeway to 6 lanes with interchange improvements at a cost
approaching $1.0 billion dollars. Funding the entire project is not feasible. The Highway 217 Interchange
Management Study, funded through congressional earmarks supplemented by other federal funding, is intended
to seek projects within the long -term plan that can realistically be funded for design and construction in the next
few years.
• The Oregon Department of Transportation (ODOT) is conducting the study via cooperative agreement with
Washington County. The study is guided by a project Transportation Advisory Committee (TAC) consisting
of staff from Washington County, the cities of Tigard and Beaverton, Metro and ODOT. Phases 1 and 2
have been completed.
• Phase 1 examined over 50 potential projects and narrowed the list down to those that can be realistically
funded in the near term, can demonstrate benefits to Highway 217 without adversely affecting adjacent
streets, and fit into the long -term plan for the highway. These projects had to meet the guiding criteria of
low cost, reliability and safety. Phase 2 more closely examined potential projects identified in Phase 1, again
using the criteria established in Phase 1 to reduce the list to those "Best of Class" projects for further
examination.
• At a briefing of elected officials on April 27, 2010, the consultant team presented the results of Phase 2 for
discussion and direction. The recommendations of the consultant team and TAC are:
• Systems Management Strategies
• Targeted Shoulder Widening
• Travel Time Information Signs
• Variable Speed Limits
• Ramp Management Projects with Associated Street Improvements
• Denney Interchange Closure
• Wilshire Interchange Closure
• Wilshire + Walker Interchange Closures
• Wilshire + Walker + Denney Interchange Closures
The consensus among the elected officials is that the Systems Management Strategies are more readily achievable,
but that the ramp closures needed further study and extensive public involvement before serious consideration can
be given towards implementation. The direction from that group is to move ahead with further studies on the
potential projects and to begin the stakeholder interviews as part of the public involvement process of the study.
The purpose of this meeting is to discuss the recommended strategies in greater detail with Council and to receive
Council input for consideration in future phases of the project.
OTHER ALTERNATIVES CONSIDERED
None
CITY COUNCIL GOALS
Council Goal: Continue pursuing opportunities to reduce traffic congestion (Long -Term Council Goal)
ATTACHMENT LIST
Executive Summary for the OR 217 Interchange Management Study
FISCAL NOTES
N/A
e \eng \gus \=not agenda summar es \ \2010 \5 -18 -10 hghway 217 iaterchang management study progress update as.=..doc
217
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OR 2I 7 INTERCHANGE
MANAGEMENT STUDY
-
Executive Summary for _ . - }
OR 217 Interchange .111) Ca
Management Stud w
Prepared for
Oregon Department of 'Transportation 1
Washington County � �„
__ as
City of B - averton
City of Tigard . ..
Metro
Prepared by 4 5
DKS Associates .__.__� .
TRANSPORTATION SOLUTIONS
April 2010 •
INKS Associates
TRANSPORTATION SOLUTIONS
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BACKGROUND AND OBJEC T t "w :'
This effort is an innovative approach to transportation corridor
planning that utilizes least cost planning strategies to OR 217 connects I -5 and US -26, and is approximately seven
investigate a range of potential improvements. The following miles in length. It is the primary access for two regional centers
sections in this chapter provide an overview of the study and a town center (Washington Square Regional Center,
objectives, process, key findings, and an implementation guide. Beaverton Regional Center, and Tigard Town Center) and
carries up to 120,000 vehicles per day, yet the facility is one of
The study was conducted in two phases as it sought to find low the least reliable freeways in the Portland Region.'
cost strategies that improve reliability, mobility, and safety on
OR 217, primarily between US 26 and Greenburg Road (see
Figure 1 for study area). 1 As documented by Portland State University using 2008 PORTAL data
collected for all Portland area freeways (1 -5, 1 -84, US 26, 1 -405, 1 -205, and
OR 217). During the p.m. peak the southbound direction is the second least
Znlx reliable facility, and in the a.m, the southbound and northbound directions
are the second and third least reliable, respectively.
OR n % INIEF?(HAN A
MAN: c(,F'.1ENi SIIJI"
f + „ _
A', - -r 26 ✓
Along OR 217 there are numerous safety and mobility •' Nk,r, R ` < � 217
problems, including recurring bottlenecks, high crash rates, and
unreliable travel times. Factors that lead to these problems y j 9V $
include morning and evening peak period demand that exceeds z,
capacity, lack of shoulders, and short weaving areas that create b
erratic changes to traffic speeds due to interchange spacing. 8 T V 11 - I.�,�,
Several interchanges are less than 1/4-mile apart, which does —10 FA " - R° SHr;' jo
p snot 1 -, S ' o
allow adequate space for the weaving that occurs between 'I ¢ ��
entering and exiting vehicles. There are approximately 200 W
Sac
crashes a year along OR 217, which equates to a crash ' AL 1
ALA) \
occurring four out of every five weekdays. -
m „ r
A previous study addressed these mobility and safety problems DEN,N SD
with costly capital projects such as widening to six lanes, �,�. 7
-Ro
braiding ramps, and adding collector- distributor roadways. L cARUeNNOrr
RD `
These high -cost improvements total nearly $1 billion for the yA� D^
corridor, and are generally over $100 million at key •
e Q <i•= 274!
interchanges. Given existing and forecasted funding levels, W+ If i..0
these projects are not likely to be funded in the foreseeable e��a" RD �1
future. The objective of this study was to identify and evaluate u
the types of lower cost, fundable projects that could feasibly be
•
constructed for OR 217 today to increase reliability, mobility, ;, , ' .
and safety. /
s ND�� F PRY R. This
This approach is consistent with ODOT's goal to improve z�r z . �
transportation operations by first addressing management -- - -'& ` eew
techniques prior to building additional capacity to a highway. \ ma y- \, ' ,..' of
e? I/
U
` v
STUDY AREA I i
DKS Associates ^Q ,
roiCALE
2 Highway 217 Corridor Study, Metro, 2005. Figure 1: Study Area
Page 2 of 23
OR 217 Interchange Management Study
Executive Summary — April 2010
PROCESS • System Management Projects
• Ramp Management Projects with Associated Street
This evaluation of OR 217 takes a new approach to find Improvements
projects that benefit the highway and can be implemented now. ® Surface Street Improvement Projects
The OR 217 Interchange Management Study was divided into
• Highway Interchange Modernization Projects
two phases: Phase I being the concept exploration component,
For each of the projects developed at the workshop, an initial
and Phase II being the refined feasibility study. analysis was completed which involved a planning -level cost
Phase I estimate and an investigation of the potential benefits each
project could create. The analysis was then reviewed with the
Phase I began with a full day workshop attended by
Washington Technical Advisory
representatives from public agencies ( ODOT, Committee (TAC),
County, City of Tigard, City of Beaverton, and Metro), as well �" &1
w ith the results ; �
as several technical experts in freeway design, freeway ,
1
presented to elected
operations, and water resources. A background information #7.7...;i
officials representing
packet was developed prior to the workshop, incorporating data the area served by ` ._ -
and analysis describing the study area from readily available '
OR 217. Working ,
sources and past studies. The packet (which can be viewed in with the elected
Appendix A) included information such as: _ iiii
officials helped
determine whether _„. '' '
• General roadway characteristics ..
any of the strategies F
• Traffic volumes offered enough
• Traffic operations -
potential benefit to
• Speed -flow charts justify moving
• Crash data forward for Photograph of p.m. peak traffic conditions near
• Interchange characteristics additional Greenburg Road on OR 217.
refinement, while
still meeting the low cost objectives.
Using the background information, the workshop served as a
brainstorming session to create a list of possible projects that Based on the initial analysis, elected officials determined that
may address reliability and safety issues along OR 217. select strategies from the systems management projects and the
Approximately forty projects were developed as a result of the ramp management projects with associated street
workshop, which were assigned into one of four categories: improvements best fulfilled the study criteria (low cost with
OR 217 Interchange Management Study Page 3 of 23
Executive Summary — April 2010
reliability and safety benefits). A select group of projects were Select ramp management projects did show potential to
termed "Best in Class" and forwarded for further technical improve safety, reliability, and mobility within low cost
analysis. definitions.
The general findings for each project type are summarized S_ r #ae e Street [xnro1. —t' ent ProiecY
below. The surface street improvement projects focus
on increased capacity on surface streets to
System Management Projects improve conditions on OR 217. While each of
Systems management projects work to , these ro ects reduced delay on the surface
optimize existing infrastructure. Projects
p y
„:. streets, the benefit to OR 217 was typically
such as targeted shoulder widening, . - localized and minimal. The cost estimates for
traveler information, and variable speed — ° ( these projects ranged from about $20 million to
systems, were explored. These options
over $100 million.
were typically some of the lowest cost .�
projects, with potential to improve safety Many of these projects can achieve significant
and reliability on OR 217. benefits to surface streets, and meet the
objectives of mobility and safety as part of local
- Transportation System Plans (TSPs). However,
Ramp Management Projects with since the objective of this study is to address
Associated Street improvements Photograph of the northbound on - problems on OR 217, and not surface streets,
These projects target improving ramp at Allen Boulevard. these projects failed to meet the study goal of
operations on OR 217 by reducing providing significant benefits on OR 217 at an
conflict areas through the closure of ramps or interchanges affordable cost.
with complementary off-highway street improvements. A
variety of ramp closure combinations were investigated for Highway interchange !'uldernlzatic3ll Project_
these projects. As more ramps are closed, benefits to OR The highway interchange modernization projects did not
217 increase, but so do the negative impacts of increased meet the low cost criteria of this study.
diverted traffic onto nearby surface streets and reduced
access. The key to these projects was to identify options that Phase
balanced the benefit to OR 217 with the impact to adjacent Phase II focused on a refined assessment of the Best in Class
surface streets. strategies. Those strategies consisted of three projects from the
systems management category and four from the ramp
Page 4 of 23 OR 217 Interchange Management Study
Executive Summary — April 2010
management projects with associated street improvements Next Steps
category (as shown in Table 1). To successfully implement any of these projects, local buy -in is
critical. Therefore, the elected officials' support will help
Table 1: OR 217 Interchange Management Study determine whether to forward any of these projects to the next
"Best in Class" Projects steps. For most of the systems management projects the next
Systems Management Projects Ramp Management Projects with steps consist of detailing the operation concepts and beginning
Associated Street Improvements design. For the ramp management projects with associated
street improvements, a public discussion and further analysis
® Targeted Shoulder 0 Wilshire full interchange closure will be required before moving to the design phase.
Widening ® Denney full interchange closure
® Traveler Information : ® Wilshire + Walker full
• Variable Speed System interchange closures
• Wilshire + Walker + Denney full All of the projects that progressed to Phase II in this study
interchange closures (meeting the project criteria of lower cost while improving
reliability and safety) are consistent with ODOT's goal of first
implementing operational projects to maximize the efficiency
of a facility, before building additional capacity. These
The refined analysis included a higher degree of cost estimate strategies offer high benefits on comparatively low cost
certainty, as well as surface street traffic analysis for each of projects that optimize the performance of existing
the ramp closure options. The goal of the traffic analysis was to infrastructure. These strategies each offer reliability and safety
ensure appropriate surface street improvements were benefits to OR 217, and in general, individual projects could be
considered with each ramp closure strategy. In some cases implemented for less than $10 million. The degree of benefit
these associated street improvements are placeholders for more varies based on the strategy.
refined projects to be developed later. The refinements to street
improvements will emerge if a ramp management project The building blocks for preliminary project benefit assessment
advances. For the systems management strategies, additional were obtained from ODOT. Table 2 shows the assumed costs
system needs and requirements were further explored to serve for incidents and delay time commonly used that were applied
as a preliminary concept of operations. to the estimates of delay and crash reductions associated with
each project. The delay costs were increased slightly from the
A public involvement component was also outlined as part of original ODOT "Value of Travel- Time" document to reflect
Phase II. The public involvement effort will focus on informing gas price and general inflation increases. Savings achievable
and educating the public about the nature of traffic problems on from reducing crashes and delay are a direct benefit the public.
OR 217, current funding context, and near term project These savings do not go to ODOT.
opportunities.
OR 217 Interchange Management Study Page 5 of 23
Executive Summary — April 2010
Table 2: Cost of Crashes and Delay shoulder is less than a lane wide (sometimes as narrow as three
Crash Type or Vehicle Delay Cost of Single Crash Cost of Delay per
Property Damage Only
Minor Injury
to four feet wide). When an incident occurs in one of these
Hour sections, the through capacity on the freeway is significantly
$15,000 -- reduced. In a two lane section, a one lane blockage actually
$47,900
$840,000
results in a 65 percent reduction to capacity, not 50 percent.
Severe Injury or Fatality This may seem counterintuitive, but the additional lost capacity
is due to vehicles slowing down in the adjacent lane as they
Passenger vehicle delay $20 approach and pass the incident (gawking effect). Figure 2
--
--
Commercial vehicle delay $31 shows that having an adequate shoulder can restore lost
Source: The Value of Travel -Time: Estimates of the Hourly Value of Time capacity during an incident by 35 to 45 percent.
for Vehicles in Oregon 2007. ODOT Long Range Planning Unit, June 2008.
Targeted Shoulder Widening ,
Narrow shoulders hinder the performance of a freeway. They ? 11 '*
slow emergency responders from getting to incident scenes, _
provide no space for stopped vehicles to avoid blocking traffic, ' "
Restores Lost
and allow no space for errant vehicles to avoid secondary rear i
capacity t y
l . Approximately:
end collisions. With a Tualatin Valley Fire and Rescue station - - ..,- ,
Capacity
in the Washington Square Regional Center, less than V4 mile Reduction 650 R eduction 7 ���0 45%
from OR 217, the value of the close proximity of the station to
OR 217 is lost when responders access the freeway and are 1
forced into incident caused congestion with no alternate path r a
(such as a shoulder). Every minute lost responding to an i r a —'
incident is costly, jeopardizing the health of those people r t y VS.
involved in the accident as well as exacerbating congestion. A
i ,.) 4 Restores Lost
Portland State University study determined that if all Portland ' Approximately:
area delay causing incidents increased by one minute, the extra Capacity n
Reduction Capacity ®�®
cost to the public would be approximately $1.4 million due to Reduction
additional delay. In several locations along OR 217 the outside Figure 2: Illustration of lost capacity due to an incident
a Bertini, Robert L. Michael Rose. Ahmed M EI- Geneidy. Using Archived Oregon Department of Transportation, Transportation Northwest, US DOT,
Data to Measure Operational Benefits of ITS Investments: Region 1 and FHWA. June 2004.
Incident Response Program. Portland State University. Sponsored by 4 Transportation Research Board. Highway Capacity Manual, 2000.
Page 6 of 23
OR 217 Interchange Management Study
Executive Summary — April 2010
An innovative aspect of the targeted shoulder widening lane, emergency vehicles and passenger vehicles could safely
strategy involves using a porous surface for the added shoulder travel on it during incidents. An annual maintenance
area (see Figure 3). Porous asphalt has been used for vacuuming would be required to prevent the porous layers
neighborhood streets and porous aggregate has been used on from becoming blocked with small sediment.
coastal highway shoulders. However, porous surfaces have not
yet been applied to an urban freeway shoulder in Oregon. A Financial benefits are associated with both reduced delay costs
permeable surface reduces the water quality impacts by not and reduced crash costs. Six locations are being proposed for
adding additional water run -off to the system. While the targeted shoulder widening (see Figure 16). In each travel
shoulder would not be designed to operate as a regular travel direction, there is approximate one incident every other week
within the six areas being considered
for the targeted shoulder widening.
Peak period OR 217 travel times are
'., already unreliable and incidents only
N ti exacerbate this condition. Providing
b. _ _. shourelialders bility in
of ththese e freeway. areas w ase im d prove on a
f"
I , •
�� � ' ,,, -
M ) conservative estimate of restoring 30
-.:.; - percent of lost capacity and reducing
r five percent of crashes in the targeted
'v • shoulder widening areas during an
incident, each segment of shoulder
'" y " ` widening (on average) could save
POROUS SURFACE motorists up to $1 million in reduced
POROUS delay and accident damages over a
. _ HA�;F: five -year period. Providing shoulder
y ,: � WATER i aSORFrION widening at all six locations could
achieve savings to the public of
nearly $6 million over the course of
five years.
Figure 3: Targeted shoulder widening with a porous surface
OR 217 Interchange Management Study Page 7 of 23
Executive Summary — April 2010
Additional benefit may be achieved once there is a continuous Traveler Information
shoulder in place along OR 217. If the shoulder is continuous The traveler information strategy would provide travel time
along OR 217, emergency vehicles would have a further reach information for OR 217 at key decision points (on arterials and
of alternative access, improving incident response times and the freeway), allowing drivers make the choice to either use
travel time reliability. OR 217 or an alternate route. Informing drivers of congested
conditions before they decide to enter the freeway can improve
the reliability of travel on OR 217, and can decrease primary
and secondary incidents by reducing congestion. Figure 4
shows examples of travel time information signs.
The greatest benefits of traveler information signs would be
accrued during peak congestion periods. Previous studies show
freeway daily traffic can decrease by 20 percent, and freeway
Y ►
delay time could improve by 50 percent during heavily
Qir congested periods. Other studies show that up to 85 percent of
' = .: , ' travelers will change routes when en route delay information is
available. Benefits as sizeable as these are unlikely for OR
--� ' 217 given the limitations of the surrounding network.
,/ , However, even if delay is reduced by 20 percent during the
p.m. peak period due to some drivers choosing alternate routes,
modes, or trip times, five year savings of $8.1 million in cost of
Photograph of an area on OR 217 with little or no delay could be achieved.
shoulder (left side of the photo with the arrow).
5 Active Traffic Management: The Next Step in Congestion Management.
FHWA in cooperation with AASHTO and NCHRP. July 2007.
e Automated Work Zone Information System (AWIS) on Urban Freeway
Rehabilitation: California Implementation. Lee, Eul -Bum, and Changmo
Kim. TRB Publication, January 2006.
Travel Time Messaging on Dynamic Message Signs — Houston, TX. Texas
DOT and US DOT. May 2005.
Page 8 of 23 OR 217 Interchange Management Study
Executive Summary — April 2010
Variable le Spepa System
' A variable speed system proactively manages vehicle speeds
. !! so
- i un±4 � ro
Now t TO based on real time traffic information. The primary benefit of a
i - of ► . 16 4 variable speed system is to reduce rear end collisions, which
'` ' ii a r r I -r account for 70 percent of all collisions on OR 217 (which is
,, I y - -7 m t. about two to three rear end collisions per week). In regions
d: ; where variable speed systems have been implemented, rear end
Y . ' , ; A , " • collisions have decreased by 30 percent, overall crash rates
. _ • - - decreased by 20 percent, and secondary crashes went down by
40 percent. Reducing rear -end collisions improves reliability,
1 safety, and mobility. For OR 217 that means two less crashes
B e I @Y V @ TRAVEL TIME and associated travel delays per week.
Variable speed limits can also directly improve performance
"" ' = ` • J and reliability. The use of variable speed control can achieve
VIA 5 TO 90
L. i MIN
improved throughput on a freeway during recurring congestion
by lowering the speed limit. The optimal freeway capacity
MIN during congested operations is not achieved at 65, 60, or even
55 miles per hour. It is achieved at 40 to 45 miles per hour (as
L... _ _ . _.. J noted in Figure 5). While this may seem counter intuitive, the
Figure 4: Examples of signs showing travel time optimal volume of traffic served by a congested freeway is
information. The top sign is an example of how typically achieved at speeds lower than free flow. The key to
information could be displayed on arterials, such as improving throughput is to avoid unstable conditions that can
Canyon Road (pictured). occur at higher speeds as flow rates approach 2,000 vehicles
per hour per lane. Breakdown conditions can be reduced by
slowing traffic prior to the point of congestion to harmonize
8 ODOT crash data for 2004 -2008. Analyzed by DKS Associates.
9 Innovative Traffic Control Technology and Practice in Europe. Tignor,
Samuel, et al. Office of International Programs, US DOT. August 1999.
Website: http: / /www,benetitcosst;, =.c ot..;ruiits /'3 - cc-t.ns.
OR 217 Interchange Management Study Page 9 of 23
Executive Summary y- April 2010
speeds in the congested environment. Recent studies on this swerves. The safety curve shows that flow decreases with
topic have concluded that higher levels of throughput can be speed if vehicles maintain safe spacing (to avoid rear end
obtained using variable speed control. collisions). The performance curve shows that flow increases
with speed up to about 40 to 50 miles per hour and then falls
Speed /Volume Relationship off with higher speeds in congested environments. At that
OR 217 at Denney Road point, breakdown can occur and flow can become erratic (stop -
80 — -
and -go driving conditions). The crossing point of the two
70 - - — - curves is around 40 mph, which maximizes flow rates without
60 - — __ - - -____ — — _ _ _ compromising safety. These speeds and flow rates can be
obtained using variable speed limits.
_ 50 _
A variable speed system is an innovative technique that is
40 -
- relatively new to the United States, but widely used in
1,1 30 European countries with success. Recently, a variable speed
system was implemented on three freeways in the Seattle area
20 (I -5, I -90, and SR -520). Figure 7 shows two concepts for
implementation
1 D (post mounted and gantry mounted variable
V
speed signs). A post mounted system would cost roughly $10
0
0 500 1000 1500 2000 2500 Performance /Safety Relationship
Vehicles Per Hour per lane
2500
Figure 5: Flow Rate on OR 217 by Denney Road o 2000
Figure 6 shows the relationship between optimal flow rates (the ? 1500 ,-- °,-..,
"performance" curve) and safe flow rates (the "safety" curve). v 1000 7
r.
The performance curve assumes that vehicles are traveling at 500 Optimal flow rate °Performance
the given speed limit. However, the distance between vehicles o and speed -" --- Safety
necessary to maintain a given flow rate maybe too short to o
stop in time if the vehicle in front suddenly stops, slows, or 25 30 35 40 45 50 55 60
Speed (mph)
1° Assessment of Variable Speed Limit Implementation Issues, Figure 6: Balancing safety and optimal now rates
Northwestern University Transportation Center. 2005.
Page 10 of 23
OR 217 interchange Management Study
Executive Summary - April 2010
to $15 million and offers greater flexibility in phasing options; Ramp Management Projects with Associated Street
depending on available funding, one direction of the variable Improvements
speed system could be implemented before the other direction, These strategies offer significant potential to improve freeway
further lowering the initial cost. operational performance in the near term. One of the main
problems on OR 217 is the short spacing between interchanges.
Conservative estimates of a 20 percent reduction in rear -end Interchanges are spaced approximately six - tenths of a mile
crashes and a 5 percent apart, which creates even shorter weaving segments that range
• reduction in delay on OR 217 from about a
was used to estimate benefits tenth of a mile to "w 1
(about one less crash on OR ' ,i; t
.,. r r - . one -half of a �.;{ . - - ! -:
� : � 217 every two weeks). Over a Y :
mile in length. +- _.
. _ `" ``'` b _J '� 7 five -year period, savings of
� �' "t; = . °,
The close : :;.:` } - :; $" ,. ;
, . crashes and delay to the public spacing is due to w f . .=
W 5 would be approximately $6.6 the historical - . ` - •
million. 11 development of ,,:
�. a «, `, OR 217 and its' .'► ; '�
access during - ...
�Iw..r `
times when . NiWab
traffic volumes .r-- -- ""
. were a fraction
50 5e 5}) 50 5 M.:, _ • of what they are Photograph of southbound p.m. peak
17;=7 today Standard congestion near Canyon Road.
'Al - V If urban freeway
- . _ construction, if it were built today, would place interchanges
„,.. , f - _:� : three miles apart with overcrossings (no ramps) between every
` �” - interchange.
This short spacing creates bottlenecks and high crash locations
Figure 7: Post mounted system (above) and gantry as drivers change lanes from entrance ramps to the mainline,
mounted system (below) weaving with drivers moving from the mainline to exit lanes
11 Cost savings were estimated based on ODOT costs shown in Table 2 as 12 Oregon Highway Plan Including Amendments November 1999 through
well as delay costs due to incidents. January 2006. Oregon Department of Transportation. Appendix C.
OR 217 Interchange Management Study Page 11 of 23
Executive Summary — April 2010
(Figure 8 illustrates a weaving area). In these locations vehicles increased when interchange spacing decreased. The level of
come virtually to a halt. Each of the ramp management increase depended on the traffic volume and before and after
strategies considered eliminates at least one weaving location. interchange spacing.
M.
Mainline
/r .
Entrance,/ Weav F xit •w
Figure S: Schematic of a weaving area _
Closing ramps offers both performance and safety benefits, _ - '
which improve flow rates for the highway. Comparing OR 217 = ""', '' ,
to the southern portion of I -205 (from I -5 to West Linn), which has more space between interchanges, 1 -205 can accommodate '
10 to 15 percent more traffic than OR 217. Figure 9 shows a - -
`
' .. * *
map that compares the interchange spacing on these two
facilities. Figure 10 shows the flow rate comparison between
OR 217 in an area with 0.15 miles between interchanges, and I-
205 in an area with 2 miles between interchanges. Photograph of a short weaving segment on OR 217
ODOT's number one concern for freeway traffic is safety.
Adequate spacing between interchanges has proven to increase
safety benefits. The Federal Highway Administration (FHWA)
conducted studies regarding the relationship between
interchange spacing and safety. FHWA investigated several
locations where new interchanges were inserted between
existing interchanges, thereby decreasing the spacing by about
half the original distance. In all cases, fatal and injury crashes
is FHWA- HRT -07 -031 Safety Assessment of Interchange Spacing on Urban
Freeways. Joe Bared and Wei Zhang.
Page 12 of 23
OR 217 interchange Management Study
Executive Summary - Aprii 2010
Figure 11 shows the potential impacts of short
interchange spacing. Based on an FHWA study, ,- •�... -�` ... , ►� .~., - _Y `s ' : I
after a new interchange was inserted on a cj .. �.,. ' e' , is h -y , -
facility (and interchange spacing reduced by �� ` ,
half the original distance), fatal and injury ' ;, ; ■ crashes increased by about 1.5 times the _ :>>
original amount. Working in reverse, this .. 12 Interchanges ;� _�.
means that removing an interchange can E = 7.5 Miles
-
decrease fatal and injury crashes by about 30 ' k, r
percent. When safety data for OR 217 is , _ "
compared to I -205, a crash rate reduction of 25 Y
percent could be achieved by providing better
interchange spacing on OR 217 (this : q zo5i
comparison was based on closing three ' ' I ) '-.
interchanges north of Hall Boulevard).
N, .; " i t , J: 'J,;
Removing interchanges is an innovative + r.,# . , . . ,
approach to improving the highway's safety , ' { ;s ' ` , 1 . • r
and performance. If interchanges are removed, . , 4 "" _ l'C
it will be extremely important for drivers to _ '''-'11 '� . . , . � - . , n e
' , 7.5 Miles it .
sense that the highway's safety and r s
performance improved. In addition to .. = cow ' i ` "' ' 1 ` 4:t
improvements to the highway, complementary ,-- � _ _ k ' a Pi► � w . ►. ` ' „
street improvements accompany each of the r - } - '"� , y 4 + �k
ramp closure options as appropriate to create a + 9, . C M V , ° , x ' *
p p ` t..
balanced transportation system. � ` i ‘` . Ili .
it To arrive at a reasonable set of alternatives, all ' } w 1 !r " : . / , P i le`' ,-- .
interchanges were investigated on OR 217 in 1 4. '1;11 r . r w i . ..,' ° x
combinations of all -day closures for single Note: 1 -205 was recently expanded to three lanes in each direction between 1 -5 and Stafford Road.
ramps, multiple ramps, single interchanges, and However, the comparison data used in this study was based on data collected while 1 -205 was two lanes
multiple interchange closures. Detailed in each direction.
findings for all ramp management scenarios are Figure 9: Map comparing interchange spacing on OR 217 to 1 -205
OR 217 Interchange Management Study Page 13 of 23
Executive Summary — April 2010
included in Appendices B and C. 70 1
OR 217
Four ramp management projects with associated street L ` �` MI= MOM °""` meow
improvements appear to have an appropriate balance of I
improving OR 217, while not creating too much of an impact ei 50
on the surface streets. These scenarios each offer varying
degrees of benefits, depending on how many interchanges 40
are closed. In general, each interchange closure option * 0* 10-15% l
eliminates weaving sections, which improves safety. Traffic `0 30 ,a� I Improved
volumes are also reduced on segments of OR 217 (by up to ,�+" ! with Better
Traffic Flow
�' 20 0) �i
13 percent) reducing corridor delay (as well as traffic : Interchange
reductions on key cross streets). 10 _ 00 Spacing
In cases where one full interchange is closed, five -year
benefits to the public measured by reduced delay and 500 1000 1500 2000 2250
accident damages avoided range from $1.9 to $4.9 million. Flow (Vehicles Per Hour Per Lane)
In cases where two or three interchanges are closed, five -
year benefits range from $4.7 to $7.6 million. Figure 10: Comparison of flow rates between two similar Portland
freeways, with different interchange spacing
Associated street improvements for each scenario are listed
in Table 4. These concept level cost estimates were AL
identified initially based upon agency standards. More r ,
detailed and refined costs will be developed during a future
project development phase. Short getter
SPacfng
Spacing : ,
The local street improvements that have been identified in ° ° °° °° g r oirroved
the ramp management projects are listed in local TSPs as ` 9 Crash Rate
unfunded needs. Most of these improvements have also (DKS)
been identified in the Regional Transportation Plan (RTP) Ai 4 /m roved
as needs for the local transportation system. "-'"`° 1' A; Fatal & Injury
30% Crashes
(FHWA)
Figure 11: Safety improvements from better (shorter) interchange
spacing
Page 14 of 23
OR 217 Interchange Management Study
Executive Summary — April 2010
In addition, the ramp management scenarios have the potential Associated street improvements would mitigate impacts to
to eliminate the need for expensive capital projects identified in surface streets (see Table 4). Expected five -year benefits to
previous studies. For example, if the Denney and or Walker the public of $4.9 million could be achieved due to crash
interchanges are closed, future braided ramps identified in the and delay reduction (that includes a reduction of 50 to 60
previous corridor plan would no longer be necessary. crashes per five year period, and a reduction of 115,000 to
125,000 hours of delay during the peak hours over a five
The following paragraphs summarize the four scenarios year period).
determined to best meet the criteria of this study.
,. �; Closing Wilshire Full [titerchan
Close Denney Full Interchange Closing this interchange (shown in Figure 13) eliminates
Closing the Denney two weaving locations and lessens the complexity of a
ALEN BLVD interchange (shown in Figure
\ 12) eliminates four weaving major bottleneck and
high crash location 1
217 locations through key system on OR 217 1 , �-
A bottlenecks and moderate to southbound between ' s y,� / �...‹ '
III high crash locations between US 26 and Walker ',, Sr
DENNEY RD
Allen Boulevard and Hall Road. Traffic ,
,,, Boulevard. One of the worst volumes decrease by 217
weaving sections is eliminated about one to four
/ with this alternative: percent on OR 217 in 4/444z;,.. Ro
, -,4 z , southbound OR 217 between the southbound L4
e`�� Allen Boulevard and Denney direction through a Tr
1 Road (only 200 feet long). major bottleneck
LEGEND
�� T volume reductions on area. Ramp dosed
• -•••• - RamPClcsed I i
k:OSCidE: OR 217 would range from NO SCA E
Figure 12: Denney about two to seven percent. There is a small shift
Interchange Closure in traffic to surface Figure 13: Wilshire Interchange Closure
During the p.m. peak hour, streets with this
some traffic would shift to individual surface streets, mostly scenario. During the peak hour, streets such as Vista Drive
south of Beaverton Hillsdale Highway, with an even and Scenic Drive (in neighborhoods east of OR 217) may
distribution on the east and west side of OR 217 (Scholls see an additional one to two vehicles per minute. There are
Ferry Road, Allen Boulevard, and Hall Boulevard). reductions of traffic on other neighborhood streets near the
ramps.
OR 217 Interchange Management Study Page 15 of 23
Executive Summary — April 2010
Further evaluation of the potential neighborhood impacts eliminates four ..1.
resulting from traffic diversion east of OR 217 would be weaving qR��.
conducted if this alternative advances to project °°
p J locations. In
development- This evaluation would identify needed the southbound
*. refinements to direction, three %:_
� :; the 217
. ;- of th weav q <t ,, R
transportation locations are at R o h` ",/�
network in �° `
locations and :
Ice bottleneck --
i ,,,- those areas.
;i Expected five high crash
• year benefits to areas. Traffic �—
the public of volumes t
$ 1.9 million LEGEND ', ,z: " decrease by
�. ;�' �� Ramp Closed
c ould be
•
a. i , � ' �% >: �,g about three to r E
' - 4. - : ;;i , fl. achieved achieved due to 11 percent on
.� -' , : � � crash reduction OR 217, with Figure 14: Wilshire and Walker Full
and delay Interchange Closures
Y up to a seven
reduction (that percent reduction of delay on OR 217.
Photograph of a neighborhood street near the includes a
Wilshire interchange- reduction of 20 During the p.m. peak hour, some traffic would shift to
to 30 crashes individual surfaces streets, mostly east of OR 217 along
per five year period, and a reduction of 40,000 to 50,000 110 Avenue, Walker Road, and Western Avenue. A series
hours of delay during the peak hours over a five year of street improvements were identified to consider along
period). with the closures to address this traffic shift (see Table 4). A
frontage road concept was one example of the
Closing Wilshire ÷ Walker Full Interchanges improvements identified to reduce these impacts. Further
For this alternative the decision was made to close not just evaluation of the potential neighborhood impacts resulting
the Walker interchange by itself, but the Walker and from traffic diversion would be conducted if this concept
Wilshire interchanges together. That was done to reduce advances to project development, to identify needed
neighborhood cut through impacts associated with diverted refinements to the transportation network in those areas.
Walker interchange trips using the neighborhood routes
approaching the Wilshire interchange. Closing both the Associated surface street projects would mitigate impacts to
Wilshire and Walker full interchanges (shown in Figure 14) surface streets. Expected five year benefits to the public of
$4.7 million could be achieved due to crash and delay
Page 16 of 23
OR 217 Interchange Management Study
Executive Summary — April 2010
reduction (that includes a reduction of 40 -50 crashes per Associated street �.
, .t-)-
five year period, and a reduction of 120,000 to 130,000 improvement projects fl)
hours of delay during the peak hours over a five year would help mitigate .
period). impacts to surface streets. r ' A rr F R
Expected five year benefits `'
Closing Wilshire + Walker + Denney Full to the public of $7.6'' 1 / "
Interchanges million could be achieved _.---_
Combining all three interchange closure concepts was also due to crash and delay /l
considered. Closing three interchanges, shown in Figure 15 reduction (that includes a c.NYON RD lit
( Wilshire eliminates eight weaving reduction of 100 to 110 FARmiNGro, :.Il 8HHWY
Walker, and Denney), g
locations through key bottleneck and high crash areas. crashes per five year V
Traffic volumes decrease by about four to 13 percent on OR period, and a reduction of 2l 7
217 and delay improves by up to six percent. This scenario 140,000 to 150,000 hours
has the heaviest shift in traffic to local surrounding streets of delay during the peak A LLEN BLVD
out of the four ramp management scenarios that were hours over a five year , I
advanced for detailed study. A list of street improvements period).
,_
was identified as possible enhancements to address this DENNEY RC _
shift. The resulting interchange spacing is vastly improved
compared to existing conditions. This concept provides
about one mile between interchange ramps from US 26 to 1
i
Canyon Road and Allen Boulevard to Hall NR `` s o
Boulevard/Scholls Ferry Road. 4
During the p.m. peak, traffic would shift to individual
surface streets. A series of street improvements were
identified to consider along with the closures to address this ,"
traffic shift (see Table 4). If the concept advances to project s c.. Raw
development, further evaluation of the potential s° " °` �
neighborhood impacts resulting from traffic diversion would LEGEND
be conducted to identify needed refinements to the Ramp Closed f1
transportation network in those areas (including the concept
of a frontage road northbound between Canyon Road and Figure 15: Wilshire, Walker
Walker Road). and Denney Intercha 1 ge
Closures
OR 217 Interchange Management Study Page 17 of 23
Executive Summary — April 2010
Summery of Options Table 3 lists the menu of systems management options. The
This study creates a menu of projects that benefit OR 217. All locations of these projects are shown in Figure 16. For a
projects are compatible with each other. Depending on the complete discussion of each project (purpose, concept design,
available funding and public's readiness for innovative proposed locations, cost estimates, and benefits), see Chapter 4.
components, projects can advance in a one to three year
timeframe. These projects can meet the objectives of safety, The targeted shoulder widening projects focus on locations
performance, and reliability at a fundable cost. If selected for with high crash rates, locations that provide direct access for
further study, public involvement, and design would be emergency vehicles, and locations that avoid structural and
undertaken. wetland issues. Projects #5 and #6 have a higher degree of risk
due to wetland and floodplain issues. Each location could be
Table 3: System management project options implemented individually, or several of them could be grouped
Project Systems Management together.
Cost Estimate*
No.
(millions) The traveler information projects are based on origin-
TARGETED SHOULDER WIDENING destination data, focusing on trip combinations and sites
1 Southbound from Scholls Ferry Rd to Greenburg Rd $2.1 with the greatest number of trips. ODOT has several
2 Northbound from Scholls Ferry Rd to Denney Rd $5.0 traveler information sign projects in design for the I -5
3 Northbound from Greenburg Rd to Scholls Ferry Rd $2 and 99W area. The proposed projects would create a
complete system for the 0R217 corridor. Similar to the
4 Southbound from Denney Rd to Hall Blvd
$2.4
targeted shoulder widening, these sign locations could
5 Southbound from Allen Blvd to Denney Rd
$2.6 be implemented individually, or grouped together
6 Southbound from Beaverton Hillsdale Hwy to Allen
$8.2
depending on available funding.
All six locations
$22.8
- TRAVELER INFORMATION
1 US 26 westbound —1 sign
$1.0
2 1 -5 southbound —1 sign
$1.0
3 Washington Square Regional Center -5 signs
$2.5
4 Beaverton Regional Center -3 signs
$1.5
All 10 signs $6.0
VARIABLE SPEED SYSTEM
n/a Post Mounted — Both sides of the roadway $10 to $15
Source: DKS Associates and HHPR
*Cost estimate in 2010 dollars
Page 18 of 23
OR 217 Interchange Management Study
Executive Summary — April 2010
217) 1
Table 4 lists the ramp management projects with associated , `, :`la
P g P J _, ..
street improvements. These projects are all compatible with
the systems management projects shown in Figure 16. It
should be noted that the cost of a ramp closure is a small
part of the overall cost of each ramp management strategy.
The rest of the cost is allocated to potential street CI:
improvements. In nearly every case, the street improvements
identified are already included as local needs in TSPs and a''
the RTP that do not have funding allocated yet. }
0 .
Photograph of the 0
existing ramp metering
system at all on -ramps 'a
for OR 217. 0 0
O P
I NM ON
FED
0 49
LEGEND
- Exrslsng or In Design Variable
i Message Signs
$;. - Proposed Traveler Information `Signs
(Approximate Location)
.- ''' Ej " I M..9ler lnformatron Prote,:t
ye ,, ,
- Signs -- - Proposed 1SL Si Po5t Mounted '
Photograph of (Approximate Location)
- Propesee Shoulder Widening El
the Denney T Segments
0 - Shoulder Widening
Road Project
ass. •
over F �y " Y y s + . DKS .1.. , .: a, s ALL PROPOSED p . ' r , SYSTEM MANAGEMENT
PROJECTS _ - — I
Figure 16: Map of proposed systems management projects
OR 217 Interchange Management Study Page 19 of 23
Executive Summary — April 2010
Table 4: Ramp Management Projects with Associated Street Improvements
Project Location of Associated Improvement
Part of a Cost Estimate*
TSP or RTP? (millions)
Close Denney Hall /OR 217 off-ramp — Add southbound right turn lane
(full interchange) Sc Yes $2.8
holls /Denney— optimize signal timing Yes
$0.1
Scholls /Nimbus — add 2nd southbound left turn lane
Yes $2,3
Add southbound auxiliary lane from Allen to Hall
No $5.7
Denney Interchange closure
No $0.4
Close Wilshire (full interchange) I Wilshire Interchange closure
l No ) $0.4
Close Wilshire + Walker Hall /OR 217 off-ramp —Add southbound right turn lane
(full interchanges) Yes $2.8
Hall /Allen —Add 2nd northbound left turn lane
Yes $4,9
Northbound Frontage Road: Canyon to Walker No
$5.9
Canyon at OR 217 —add a second dedicated northbound left turn lane
No $1.5
Wilshire and Walker Interchange closures
No $0.8
Close Wilshire + Walker + Denney Hall /OR 217 off ramp —Add southbound right turn lane
(full interchanges) Yes $2.8
Scholls /Denney — optimize signal timing
Yes $0.1
Scholls /Nimbus — add 2nd southbound left turn lane
Yes $2,3
Add southbound auxiliary lane from Allen to Hall
No $5.7
Hall /Allen —Add 2nd northbound left turn lane
Yes $4,9
BH /OR 217 NB ramp — add 2nd northbound left
Yes $2.5
Farmington /Hall — optimize signal timing (Adaptive signal timing in- process) Yes
$0.1
Scholls /OR 217 NB on-ramp — Add a 2nd northbound left turn lane (two Yes
exclusive northbound left turn lanes) ** $3.9
Northbound Frontage Road: Canyon to Walker
No $5.9
Canyon at OR 217 — add a second dedicated northbound left turn lane
No $1.5
Wilshire, Walker, and Denney Interchange closures
Source: DKS Associates and HHPR No $1.2
*Cost estimate in 2010 dollars
* *Noted in the top 5 percent of SPIS (Safety Priority Index System) locations by ODOT.
Page 20 of 23
Executive Summa ry — April 2010 OR 217 interchange Management Study
IMPLEMENTATION GuIQ .
' .: b r Photograph of
ro ears
J p
These projects can be implemented m two to three k - -
P years, ,�. �,, °�' talk p.m. peak traffic,
assuming funding is acquired and agency partners collaborate - --I �,, ".
together. In general, the systems management projects could be ,, -R "' looking
implemented in 15 to 24 months, with the ramp management northbound
r .
projects implemented over a longer timeframe of at least 18 to - — --.. from the Walker
36 months. Figures 17 and 18 show sample implementation ` ' Road overpass.
timelines for each of the systems management projects. The
ramp management projects with associated street ,, ` f..rn
improvements would have similar components, but a longer -, � ; ~� �,
timeframe to incorporate a public discussion during project
development. Until the public involvement component is
investigated, it is difficult to establish an accurate timeframe. Photograph looking 1 iir
under the Cabot Road ':
Acquire Funding overpass for the
In order to begin project implementation, additional proj northbound traffic 4
funding must be obtained. Approximately $413,000 in MTIP shoulder. This is i �` , ' ''
funding is available, as well as an estimated $200,000 to
$300,000 in unused funds remaining from the $735 000 where the
earmark received for OR 217. Washington County has northbou fronta .
requested an additional $4 million in FFY2011 Appropriations road between Canyon
funding for OR 217 through Representative Wu, but receipt of and Walker would be
-.�' . ;
these funds is uncertain. The $600,000 to $700,000 in projected constructed. ' ` P fi '`" .,,
available funds, would be sufficient to start, or perhaps - k
complete design work on one of the proposed projects, but is
not sufficient to actually construct any improvement.
Additional funding would need to be pursued through some
combination of federal, state, regional, and/or local funding
sources.
OR 217 Interchange Management Study Page 21 of 23
Executive Summary — April 2010
MONTHS
TASK 5 10
15 20 written materials and online information, stakeholder
1. Acquire Funding/ DKS Associates interviews, open houses or meetings, and educational
Concurrence"
2. Public Outreach Education
6 Months programs promoting correct use and compliance.
3 Months
3. Concept of Operations The public involvement program would vary for each
4. Environmental Permitting 4 ___ of the project types, as shown in Table 5. The next
5. Design/Review/Bid Months _ —;,7-- step in this study process would identify barriers or
6. Construction 4_Menth
concerns that community members may have
—,... "`_ I regarding the projects. This would be advanced
Figure 17: Implementation guide for targeted shoulder widening through stakeholder interviews or meetings with
existing business and community groups. The project
MONTHS management team can use that information to
develop outreach methods to refine the selected
TASK s 10 15 20
project and build a public involvement strategy
1. Acquire Funding/
Concurrence DKS Associates
around the possible options. In later project phases,
2. Public Involvement/ _On Goin _ public outreach would be used to educate system
Outreach & Education --- --
_� users about the objectives of each project and how
3. Concept of Operations
(includes vender 5 Months each system operates.
specifications & material p ry - - -
approval)
4. Environmental Permitting 4 Month
It is important to note that a full public conversation
Tr around ramp closures would be necessary before a
5. Design /Review /Bid 6 "' ° ^us - - - ramp closure scenario option advances. This
6. Test Equipment 3 4ns , particular scenario set would require significant
7. Construction 6 Months ' involvement of the community and key stakeholders
a - J in decision making around implementation to be
successful. Figure 18: Implementation guide for variable speed systems and traveler could likely be implemented with a more limited ects
information signs public involvement and outreach effort.
Public InvolVement/Outreach
To successfully implement these projects, community members The purpose a Concept
o concept of operations is to address system
and other stakeholders will need to be involved during the expectations before moving to the design phase. In addition to
development and implementation of each project. Components outlining the system expectations, the concept of operations
of public outreach may include: public information through may also include vender specifications and material approval.
Page 22 of 23
OR 217 Interchange Management Study
Executive Summary — April 2010
Table 5: Likely Level of Public Involvement for weir
Implementation of Near -Term Strategies In some projects, product testing may be required when field
Project Public Involvement Activities devices are being used. The testing can either be completed by
Target Shoulder 0 Public information about costs and the manufacturer or the agency, but new devices would require
Widening operations testing before being installed.
Traveler Information ® Public information about costs and
Signs operations Construction
Variable Speed System ® Public information about costs and The construction phase includes mobilization and constructing
operations the actual project. During this phase, additional engineering
® Educate public before system opens may be required. For the costs provided in each option and
Ramp Management ® Extensive public involvement in prioritizing element, it was assumed they would be constructed
With Associated Street ramp closures and local street individually; therefore, some cost efficiency would be gained
Improvements improvements by packaging and pooling multiple options together.
® Focus on key freight users of on- ramps, Furtheiuiore, the sooner some of these elements could be put
large employers, chambers, and into bid, the higher the likelihood that costs (bids) could be
neighborhood groups lower due to current economic conditions. Given these
Note: Any project would be supported by a public involvement plan that is conditions, improved mobility and construction jobs are
consistent with federal and state policy. positive factors in economic development.
~
A concept of operations would be required for each project
before beginning the design phase. The concept of operation is , .
a document that outlines the system expectations from each of -
the stakeholders. Stakeholders include users, agencies, owners, ,�
operators, maintainers, managers, and developers. uestions \ "' "" r ` Photograph
�,a. .. .. ° ".
regarding system capabilities and system concepts, as well as , I'"` .�. '5. ""
,., . , --, ,. - of current
operational scenarios will be addressed in this document. construction
.......a. \, � in the
� `�,.
Design 't, 1 e... Walker Road -
Each project would require a design phase. This phase includes �'' •, area of OR
designing plans, reviewing plans, and releasing the project for _ Y , ° 217
bid.
OR 217 Interchange Management Study Page 23 of 23
Executive Summary — April 2010
Agenda Item No. ��—
Meeting of 5 -1 - ..D.41/0
Cathy Wheatley
From: Kathy Mollusky on behalf of Dennis Koellermeier
Sent: Friday, May 14, 2010 8:53 AM
To: Cathy Wheatley
Subject: FW: Sewer Reimbursement fee questions
From: Dennis Koellermeier
Sent: Thursday, May 13, 2010 3:31 PM
To: Joanne Bengtson
Subject: Sewer Reimbursement fee questions
Joanne, will you please forward to the Council. Thanks
Mayor and Councilors,
As we prepare for your discussion of the sewer reimbursement fee deferral issue next Tuesday we want to be sure we
captured the questions accurately . We recorded them as follows, if we missed something please let me know and we
will do the research before Tuesday. Thank you.
1. Have we required any property owners to pay the portion of the reimbursement fee in excess of $15,000 since
the deferral program was created in October 2003? If so, how many properties were involved and how much
money was paid?
2. How has the incentive program been used for the Ann Street Reimbursement District? What properties have
taken advantage of the incentive program and how much have they been charged?
3. If we offer the deferral to all properties that qualify, how much money would be deferred? How will the sewer
fund be effected if these deferrals were not reimbursed?
DISCLAIMER: E -mails sent or received by City of Tigard employees are subject to public record laws. If requested, e -mail
may be disclosed to another party unless exempt from disclosure under Oregon Public Records Law. E -mails are retained
by the City of Tigard in compliance with the Oregon Administrative Rules "City General Records Retention Schedule"
1
'1
• 1,1 -
T I GARD
City of Tigard, Oregon
Affidavit of Notification
In the Matter of the Notification of the
Change in the Agenda of the May 18, 2010 Meeting
STATE OF OREGON)
County of Washington) ss.
City of Tigard )
I, vV : 5 A- - , being first duly sworn (or affirmed), by oath (or
affirmation), depose and say:
That I notified the following organization by fax :
N-- Newsroom, Tigard Times
and the following people /organizations by e -mail:
-0' Brad Schmidt, The Oregonian ( bradschmidt@news.oregonian.com)
C1`` Listings, The Oregonian (Listings @news.oregonian.com)
Er Editor, The Regal Courier (Editor @theregalcourier.com)
0 Geoff Pursinger, Tigard Times(gpursinger commnewspapers.com)
A copy of said Notice being hereto attached and by reference made a part hereof, on the ` � -,1,
day of 71 , 2010.
/ e , l t'
Signature of Person who Performed Notific
Subscribed and sworn (or affirmed) before me this 1 7 { day of-' 0L-i ' - , 2010.
/1 f ?L' L_e 1,3 e .,
Signature of Notary Public for OregokJ
e , OFFICIAL SEAL
"'; ' CATHERINE D WHEATLEY
\WNOTARY
COMMISSION NO. 419237
MY COMMISSION EXPIRES AUG. 04, 2011
TIG.ARD CITY COUNCIL
,7 MAY 18, 20110
6:30 pin
TIGAxD CITY HALI, T I GARD
13125 SW F I�AIJ . BLVD.
TIG <1RD OR 97223
NOTICE
The City Council Agenda for the May 18, 2010
Workshop Meeting has changed.
The following item has been added:
5. Review Sanitary Sewer Reimbursement Incentive
Program Regarding Deferrals
Please forward to:
❑ Brad Schmidt, The Oregonian ( bradschmidt@news.oregonian.com)
❑ Listings, The Oregonian (Listings @news.oregonian.com)
❑ Editor, The Regal Courier (Editorntheregalcourier.com)
❑ Geoff Pursinger, Tigard Times (gpursinger @commnewspapers.com)
❑ Newsroom, The Times (Fax No. 503 - 546 -0724)
For further information, please contact Deputy City Recorder Carol Krager by calling 503- 639 -4171, ext. 2419.
Deputy City Recorder "���L�
Date: 7 /G
Post: Tigard City Hall l/
Tigard Permit Center
Tigard Public Library
Carol Krager
From: Carol Krager
Sent: Thursday, May 13, 2010 4:49 PM
To: 'Brad Schmidt'; ' gpursinger @commnewspapers.com'; 'Listings @news.oregonian.com';
'Editor @theregalcourier.com'
Cc: Webteam; Cathy Wheatley
Subject: Agenda for Tigard City Council Workshop Meeting has Changed
Attachments: Carol Krager.vcf; May 18, 2010 Agenda Change.pdf
An item has been added to the agenda for the May 18, 2010 Tigard City Council Meeting: 5. Review Sanitary Sewer
Reimbursement Incentive Program Regarding Deferrals
City of Tigard
Carol Krager
Deputy City Recorder
I Id,,+4.1:11
13125 SW Hall Blvd.
Tigard, OR 97223
(503) 718 -2419
carolk @tigard-or.gov
1
** Transmit Confirmation Report **
P.1 May 13 2010 04:41pm
D. S. S
Name /Fax No. Mode Start Time Page Result Note
5035460724 Normal 13,04:40pm 0'42" 1 * 0 K
411e.
+ t� QQ ]Z�L� !:� •
6a as •
' � . .,„ G ARD
NOTICE
The City Council Agenda for the May 18, 2010
Workshop Meeting has changed.
The following item has been added:
5. Review Sanitary Sewer Reimbursement Incentive
Program Regarding Deferrals
Please forward to:
❑ Brad Schmidt, The Oregonian (bradschmidt( ts)
❑ Listings, The Oregonian {Listin nian com)
❑ Editor, The Regal Courier (Editor @thexegalcourier.com)
❑ Geoff Pursinger, Tigard Titnes(, pursinger(' icomnsnewspapers_c n)
❑ Newsroom, The Times (Fax No. 503 - 546 -0724)
For further information, please contact Deputy City Recorder Carol by calling 503 - 639 -4171, ext. 2419.
( %CR6 - ( F�L
Deputy City Recorder
Date: 77/ /3 /. `7 /G)
Post. Tigard City Hall
Tigard Permit Center
Tigard Public Library
i l li UI
- -
TIGARD
City Council
City of Tigard, Oregon
Affidavit of Posting
In the Matter of the Notification of the Change in the May 18, 2010 Agenda
STATE OF OREGON)
County of Washington) ss.
City of Tigard
I, ' D o lio ( � �t vi , being first duly sworn (or affirmed), by oath (or
affirmation), depose and say:
That I posted in
A Tigard City Hall, 13125 SW Hall Boulevard, Tigard, Oregon
A Tigard Public Library, 13500 SW Hall Boulevard, Tigard, Oregon
A Tigard Permit Center, 13125 SW Hall Boulevard, Tigard, Oregon
A copy of said Notification of the Agenda Change for the May 18, 2010 meeting.
A copy of said Notice being hereto attached and by reference made a part hereof, on the / (- 7 day
of fil 4_7 , 2010.
( Dc.........."._ 74-..../-t....f4
Signature of Person who Performed Notification
J ./.
Subscribed and sworn (or affirmed) before me th / day of , 2010.
Signature of Notary Public for O on
:M OFFICIAL SEAL
-. CATHERINE D WHEATLEY
NW /NOTARY ; ;; NOTARY Pt18UC -OREGON
COMMISSION NO 419237
MY COMM ON EXPIRES Au & 04, gm
TIGARD CITY COUNCIL
001
MAY 18,2010
6:30 pm
TIGARD CITE' HALL T � � � T
D
13125 SW HALL BLVD. TIGARD
1
TIGARD OR 97223
NOTICE
The City Council Agenda for the May 18, 2010
Workshop Meeting has changed.
The following item has been added:
5. Review Sanitary Sewer Reimbursement Incentive
Program Regarding Deferrals
Please forward to:
❑ Brad Schmidt, The Oregonian ( bradschmidt @,news.oregonian.com)
❑ Listings, The Oregonian (Listings ct,news.oregonian.com)
❑ Editor, The Regal Courier (Editor @theregalcourier.com)
❑ Geoff Pursinger, Tigard Times (gpursinger@commnewspapers.com)
❑ Newsroom, The Times (Fax No. 503 - 546 -0724)
For further information, please contact Deputy City Recorder Carol Krager by calling 503- 639 -4171, ext. 2419.
Deputy City Recorder
Date: -� ' ° . / 3 m`2)
Post: Tigard City Hall
Tigard Permit Center
Tigard Public Library