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City Council Packet - 07/12/2010 14 "" City of Tigard Tigard Special Meeting - Agenda TIGARD SPECIAL TIGARD/LAKE OSWEGO CITY COUNCIL MEETING MEETING DATE AND TIME: July 12, 2010 - 6:30 p.m. MEETING LOCATION: City of Tigard - Town Hall - 13125 SW Hall Blvd., Tigard, OR 97223 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). This Special Meeting of the Tigard and Lake Oswego City Councils will be cablecast live on Tualatin Valley Community TV at 6:30 p.m. on Channel 23. Replays are scheduled as follows: • Channel 28 - Thursday, July 15 at 9:30 p.m. • Channel 28 - Wednesday, July 21 at 11:00 p.m. • Channel 28 - Thursday, July 22 at 9:30 p.m. SEE ATTACHED AGENDA IN IN City of Tigard Tigard Special Meeting - Agenda TIGARD SPECIAL TIGARD/LAKE OSWEGO CITY COUNCIL MEETING MEETING DATE AND TIME: July 12, 2010 - 6:30 p.m. MEETING LOCATION: City of Tigard - Town Hall - 13125 SW Hall Blvd., Tigard, OR 97223 SPECIAL MEETING Call to Order- Mayor Dirksen 6:30 p.m. (estimated) Roll Call Pledge of Allegiance Council Communications & Liaison Reports Call to Council and Staff for Non - Agenda Items 1. WATER PROJECT BRIEFING - LAKE OSWEGO /TIGARD PARTNERSHIP 6:30 p.m. (estimated, time might change) 2. PACIFIC HIGHWAY VISION PRESENTATION 7:35 p.m. (estimated - time might change) 3. LAKE OSWEGO TROLLEY ALTERNATIVE ANALYSIS DEIS BRIEFING 8:05 p.m. (estimated - time might change) 4. PRESENTATION OF FIRST -TIER SUBURBS DEMOGRAPHICS 8:35 p.m. (estimated - time might change) 5. COUNCIL LIAISON REPORTS 6. NON AGENDA ITEMS 7. ADJOURNMENT 9:00 p.m. (estimated) AIS -22 Item #: 1. Special Meeting Date: 07/12/2010 Length (in minutes): 60 Minutes Agenda Title: Water Project Briefing Prepared By: Kathy Mollusky, Public Works Item Type: Update, Discussion, Direct Staff Meeting Type: Council Business Mtg - Joint Meeting -Board or Other Juris. Study Sess. 4 - Information ISSUE This is a presentation regarding the water partnership. STAFF RECOMMENDATION / ACTION REQUEST Participate in the discussion following the briefing. KEY FACTS AND INFORMATION SUMMARY The Lake Oswego /Tigard Partnership has been active on several fronts. 1) The Project Definition phase of the project is proceeding on track and will be prepared to publish a project Capital Improvement Plan this fall. Approval of this plan by both City Councils is required by the Intergovernmental Agreement. Staff will brief the Councils on key elements of this work 2) Project permitting is underway and a status report will be included in this briefing. 3) We are awaiting the ruling by Administrative Law Judge Barber relating to our Water Rights extention hearing. If that ruling becomes available by the meeting date we will include it in the briefing. 4) Staff will lead a discussion relating to a potential problem with state level permitting and discuss the option of pursuing a legislative solution. OTHER ALTERNATIVES N/A COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS Water Master Plan, 2008 IGA DATES OF PREVIOUS COUNCIL CONSIDERATION N/A Attachments PowerPoint Slides • Lake Osweg and Water Partnership sharing water connecting communities Joint City Councils Study Session July 12, 2010 ,,,,, , *, i _ , ,,,,,,$,, . - - 5 _- _ �°� . r r. _ Presentation Ov Introductions Partnership cost savings General program status report Operating budget Permitting Project definition Water treatment alternatives Public information update Schedule update (through 2010) Joint Councils Q & A grav 10K AO _ fy4 . _ '�. °.,__ ,•. ' +IMF 4 as ar r Partnership Cost Savin • Lowest cost option for Lake Oswego and Tigard • Smallest cumulative rate increases over long -term • Tigard also benefits by system ownership Lake Oswego Supply Options (2006 dollars / 25 years) "Go it Alone" Partner with Tigard = Savings $118 million $83 million $35 million Tigard Supply Options (2008 dollars / 50 years) Portland Willamette Tualatin Partner Alone Basin with L.O. — Savings $294 million $269 million $250 million $208 million $42 -86 million . 0E40 . " 7dP I NN st.,," ' ..,.�i AA, r Program Status-Operatin. Bud'et -- ,r -: - Tigard Water Supply Partnership Summary Budgeted Estimated Proposed Approved 2009 -10 2009 -10 2010 -11 2010 -11 Resources: Beginning Fund Balances $2,920,000 $2,920,000 $677,000 $677,000 Intergovernmental $2,821,000 $2,821,000 $5,042,000 $5,042,000 Sales & Services $10,000 $10,000 $10,000 $10,000 Investment Income $86,000 $10,000 $18,000 $18,000 Transfers - - $4,072,000 $4,072,000 Total Resources $5,837,000 $5,761,000 $9,819,000 $9,819,000 Requirements: Personal Services $300,000 $250,000 $459,000 $459,000 Materials & Services $175,000 $153,000 $105,000 $104,000 Transfers to Other Funds $80,000 $78,000 $91,000 $91,000 Capital Outlay $5,082,000 $4,603,000 $8,120,000 $8,120,000 Contingency $200,000 $677,000 $1,045,000 $1,045,000 0040., Total Requirements $5,837,000 $5,761,000 $9,820,000 $9,819,000 - 1 ' Mi tWVIN sue+ , -.� arra Program Status - Budget Cost Estimate U •date • Available to Sponsors in September 2010 • First significant update since 2007 Joint Water Supply study Class 3 estimate defined as Project Budget Estimate 4 Design is typically 10 to 40 percent complete a Accuracy typically ranges from -20 to + 30 percent • Will form the basis for subsequent Class 2 estimate at 30 to 70 percent complete design with -15 to +20 percent accuracy • Class 2 estimate expected by end of 2011 + �, cos ... f..O r - � � - J� .. - ,ms s . -� - I F 41. r 7 .,_,_ or-- - ' M 3 Y : _j r1 5. 1 k ''.- AC - It-- 34:--- : lirrg 00 ,,,,,,,- _ _At. r_ daiRk•-4, c_11 i. :44.1.0 - . ,44e1 Project Definition refines scope /cost of six projects from initial 2007 concepts MULTNOMAH CO. Clackamas River Intake i CLACKAMAS CO. -. Untreated " Raw" Water Pipeline - Water Treatment Plant � , Treated Water Pipeline WACUCa i ,: 1 a p xrMY ear PAM W Waluga Reservoir STATION "4 Bonita Pump Station • — 7r. LAKE OSWEGO Pme P • WATER _, GLADSTONE '- t i - _ - _ - TREATMENT • i ' • �''� Pura } *N*+ - •-- Mm {Y P F � .. • •rr`% s W E • CAMERAS WEST LlNN 5 s..a.. 99E --/ allIN Lake Oswego • Tigard 4 Water partnership sharing water • connecting communities Program Status -ferm Collaborative environmental process (CEP) Cultural resources III 1 Pnojecs DeTirthinn • II Itep®rs for Permitting Land use Jung. r« 01 :n.=.mp • Water rights v 1 ,� , E '� ..,7' °rye' = - a iwol r New River Intake Pump Station in Gladstone next to existin • j s :, A - - .',. --jr0i - ol• \ , ,... „„litor . . li Ari.:. e OS =.. I, Fes , A * a T i. 5 : , v' , f Proposed R ver Intake P n, P p Sta on a, " ° * t t it E t River ,' r +�,,r,.� f."-' Pump Station .., ' , y " +� y k � "� e'' ' r 1 i Potential RawWaer Pipeline Alignments ° yl• . I E costing R avJiNaer P i pel ine C dy of Lake Osinew Property Lake Oswego • Tigard Figure 7 0 100 coo Brown avr� OS'� ^r water Partnership River Intake Pump Station we Fee Caldwell 0 • a al y Vy -PA RTOS.4" Raw ■ o Water Pipeline alignment ...,....,. ,,, , , . . , ,of- Az,,,,,, P tions 3' rt F, t'+ q ' p �.� & p M- ,�PP.• S '.r Y • . • ,.,,: x • �� S t �t y =* u .'F ,?1,;.,*.,..!.., • ' a ,....,..,,,...„,,,..„,.,.:.,..„..,.....„.„,„...„, t „ .,,,,,,,,,,„,,.. „.-.,..,,..- .e, e.ok.. * .,t s .--, .:.: , : ,. .t..=!,.:- , --,._ . sm' � �� ' ,n a`' � � u � ' i µ „ b = . � ' i 1 z. : I nta< N st :.......,.., iY� r. %F . . myy .. yj� ^ : f 1 ' ` s •ti rT e Y y,,. t • t .'k- • 'r � 'i'" ++ ," ,�`°' -- $ _"+. P t IR VY t Pp AI'g ,rrents • �t �' ''� ' 'E 3 ^ 4 fir y 'ST - [ 1 i sting Raw WaterPpeline •. t y , 'ro � 6 d p -+s� rk '' C ity of Lake Osweg Property q '"k � i,ry.'6 � '� '� .sx�� ,p - "° i' p- �� Parks � � .a � �� b iZ" E7fi�" t � _ S+� � , r � a i+k" .,. d'''' m= ^;' L _ �.�.�� ,.,.. AND LakeOswego•Tigard Figure 2 Brown AN y� r Water Pa„..,,,.,„— rtners w o �o s • o' o � . ° „, � ,., Raw Water Pi line Alternatives Caldwell 0 a • 9 y� CO �� PA R4' Existing Water Treatment Plant in West Linn .r.,.: -v. '''' '-. ' .„'-'.....,...' ,_ ,,,, r- , ,.... , - -- __ — — -i„ ENT'*5PP AY- .. mil- �__.. ,,,!'� jet , A kc '' '% a f ' '` _i ...a y : Ian o ,4a ...r ,_ t his, y* - 4 ,R - ,,`�� ,te mil[. 1 .. -L � , , :. ' L ■ _. : , I - L . . /;,,,,A . , y° � , - # P a t ent al F nc h l'ne Alignments f k ed Water Pipe x -' • Existing Finished Water P ne Potential Raw Water Ppelne Alignments :' u ry p .9 * � ■- F - _ }� MAPL ETON �R 1 �- a a`aliC Sr- r-' r i � - Existing Raw Water Pipeline 1, ■ f C +r tea` � a j Ry of Lake Oswego Property • N y �+ 4 ' TaxlvG LakeOswego•Tigard Figure3 .L. o mo zoo Brown. wd p +. Water Partnershi P o �iQ ; , .,,, ,,r,N. n , ni . r ,, ;D. ,, 01,14k, L a k e Oswego Water Treatment Plant Caldwell o • 9 y a � 44'p A RT0 Finished Water P ipeline a _ _ from West Linn to Ti • ar. .',9 - - „:- . • z .. . • .„:„.:. , . k A .,. .,. Itiiir ` `k '�' d +S' fr TR . 91t h e AI g t ( F ydR � � �; Eve g en Ro d .:� Ex Sting Boni Raad c . G'l � i? 1 - ,f . 4.AY H AD llntler L3[ewoptl Ba + t f 50- Pump Pump on Ex lin Wal E e Y '� +' v Res 'a ?-- f 4. / it ' e� f �ST � 5� 'r 'Y.,,S CI ac ham as„ Cdl.� J u � q �� i t ��.��, � � .rrx ar'�k`' �qY�� ®$�� a° n,. ., ; � `�, 4 ; g � _. t a 4 1 a '.(i `y r r�� .' # s P S S. a p Ord w � t .. - Qt �. : f " � ` d t5 :: -i, y ''.4*--'''' 3 {• A '= gyp ovi 4 7 $ - # 11 ,, � 7e` W -, g g " : ,. ,. - -+.', . ,.4,4Z16,' AaF R YA V y .4 r. 4 .. . .. � � �a� � z<� f':••:;44,''''' x ,� u x � sF ,. . _ r a�.�; � � � •.•'"'-' � . w ' � P tenhal F n shed Wat P p 1 ne Alignm eats � �' 3 r.` k e : r:!--F_':, 1 tp i Ater nalnr ' " . Ex sting F'n shed WaterP pel ne .4 ,. °� �'�' F:tenhal Raw WaterP pelne Al gnmen5 ° .�' S - � 1 r tir,n F 4 '6t'•' Existing Raw Watr Pipeline -- !'.!•.LnG4Y c i _y . �" Lake te DsPwego r r •Tigard i Figure 4 pse ' r War atneshp 9 P ,,_.[L,._. o ism snmet Fi Caldwell l 4l I „ �, „, , , . Finished Water Pi eline Alternatives Cald Q � ; A RT Finished Water Pipeline alignment from West Linn to George Rogers Eanuree,a .. a �_. �nemm wmnmvn - HOD 1_1nda Lekawod Bay C11.2 - F fi • -.� !fi ,. Lake VdFP M + �EdS F n sM1ed WderP p:l ne ern - CRyofLrKeOSVe9oProFerlY e o McOG fl0nvxwlemerVe Lake Oswego Tigard Figured Brown,. o• P EGO �JU O Wale Partnership Finished Water Pipeline Alignment ent � George Rogers Park w 4 E W1P to G Caldwell O • 9y '4'PA R4'�ti4� Finished Water Pipeline alignment from George Rogers Park to Iron Mount. • _, .. Alte rrtahve Alignment -. 4."4 - .. i II .-„ Evergreen Road • l A - t 1 �' a Ater n alive Ali g nm a nt, [ ', Railroad . a . y I • y , µ < I ' § 'yn y HD lJ nder Lakewood Bay - y M - . - i7n W x a r .7•i7 4L .pOit Ioj 4, r Parallel axistlrn g Alignment ¢ . + • " # _ ; r • . - . . ,_ K e P - .. - • ,-, ilv :- - . W. r - • .GeargeRoger • . r . A . +ts • � r JL .. r .f - III ` ! i : • • II Potential Fnshed Water Pipeline Alignments a �Exstng [r n e - ' y p # = - i Lake Oswego - Tiga Fi n oo Si Brown AND S'k °r Water Partnership nished Water Pipeline Alignment E Feet :...: •..,.: ,...:.. ,..., .... � �l p w Mountain Rogers Park to Iron ountain Boulevard Caldwell • 0 9 y -SPA R4'�ti4 0 Finished Water Pipeline alignment along Iron Mountain Boulevard __ __ ._ ,. ', .„, _,...,„.....,,„ . .1 . .„ , ,..., _ A v, .....,,,,it illItir: , ,,,,:' ^ '' '" w l n ' l r bit 1 � [ 'J"0«. ��' - - Parallel Existing Alignment 1Y v W. ! s ' T . .; r 2 y a ti . i.I r rc w , AI t x.� it K. " " - .- . r i p k ..,...3 :' --A. . Iiii : ....# - ^VIP - - ' . , ,.117' . , Lake Grove Avenue Alignment ., • • I PotentialFn IS hed Water Prpeln a Alio nm ents .`" i.' 4 Y �6:isting Finished Water Pipeline ,, ' .. _ 41 ' • ' ' .. Lake Oswego • Tigard Figure 7 ' 0o sm Brown AND Water Partnership Finished Water Pipeline Alignment a Feet ■ � s o 0r' �i Caldwell q Iron Mountain Boulevard to Hunt Club w 3 lz 0 a y 9y � ,, PAR4'.ti4 � CO Finished Water Pipeline to Ti.ard _. _ _ ..... _....... ...my , • ,, , ,q,„,,,,, _ —, . -.+ G rmar, afignn.,ent • � 3r .- UMW J " i Parallel Exkti ng Alignment 711l. r - .. W�. a . 14 { ^ , , .t . ..- Y r P posed , Waluga Reservoir �1'.`' 4 ." ill �1 _ 3 t - " Existing Exat n Bon'i[a � Waluga Reser,. atl P - - .j mit r1 T 4 Y z rt ; ¢ . r. ` T r s Ma s w , . w r y� y • � # 1 ,'° ' - � a 4 ' '. , A' . F 43 . ' i � "i .... dig r f' � a "e. a .. , " 1 - 4 +. ° R. r .- „ , i ! E _ take Grove Au enue Alignment : t wY s . . I � 'r7 x . t , ' . 'ill ° i i .l " P otential Pipeline Alignments . . ' °iT ` l y . f . r Yt.' - I M.. Fnshed WalerF IRne Ali nk # � pl �p "" ; - ' _Jilt 14 11111 Existing Finished WaterPpelne 1 p � • ? _ + S LakeOsweyo - Tigard Figure8 Brown ano Water Partnership Finished Water Pipeline Alignment o 0o m et o '�iQ `' " " " " Hunt Club to Bonita Road Pump Station w e Caldwell 0 a y 9y �� PAR4 '�ti4 New Waluga Reservoir , ._ , ,,__ .17-- v , , ti \ \ _.. . r x \ s , -..,,,/,', :''t--t ,, ,,,* - - ''.... 4„.. ,! ht -4,.... ,' ., - i . -',, - ' '. '-- WI' \ 3 yy F R * . 0 9* � • _ rt,.. P - r M1 4 Mr�'�e 1 y T AF t Yp' " I • 6 �' i 1k i.t : l a '� mi l_:. >.. G t "At* • ': e y 3 . , s x ��. 1 PotentialFinishedWater PpekoeAlignments EXSting Waluga Reservoir , RK LL _ # r r. t _ Ex'sting Finished Water Pipeline + - �r . I ^a t r - 1 City of Lake Oswego Property - c - * M, LakeOswego• Figure Brown 0 WaterPar#nershup g o ioo 'P Caldwell 41tiL i .,,,..,m..m Waluga Reservoir E Caldwell o yr.r k+ 0 a 0 y 9y�9PAR4'S3ti4'� Bonita Pump Station ,.-_..•. . . mom = N l C .: . . 1 41ir. IN , _ = - o-1 Y r •� , R F r �, . i r - i + r` I PP ii, y 1 , . . I ', ' ,yy,,@� I l l i� 1 � - - € i t ' r - W County Supply f't 1 �� .. a � ,.,, � ,. l a : a , it !l� , a .,, ,,..... � Existing Ronda Road � "r - Pump Station — _ - Ali ry • _ I d Rr rl.l a 1 1� � 1, ° u. r _ __„,F:716041^.111,am ! 5 414 .- x_ * '11,7' I Lk : _ - . ' ' a • .. r, _ y .,, '— r — . , r .. .rs " - -- ■ ■ l PotentalF inished Water Pipeline Alignment � r 1 - ,y YT y 4. /i 1 - Existing F Water Pipeline Lil 3 ill . Y,s 11 _' s.`. ° f rr Lake Oswego • Tigard Figure 10 } , B��VIf�1. Water Partnership Bonita Road Pump Station Vicinity wd �E . 93p 'Pe et Caldwell nnr .:.,,. P tY 0 • a y 9y '9PAR4'Oti4� Water Treatment Alternatives 1. Why is treatment necessary? 2. Selecting a treatment alternative to address key water quality parameters 3. Treatment alternatives overview 4. What are the recommendations? ... ii . fL „, s „ , tir, ,...0.... " z ...... , ... __ , ..,,' _ .o - SEM" ''. lor F Et; r 'l ,°ry = - : �. . r Why is treatment necessary? Water must be treated to: Protect public health Regulatory driven parameters Provide aesthetically pleasing product Seasonal taste and odor _ • a r° � . ate tA• d M i 6 ;:""lb Awl.' C-11 Key Water Quality Parameters Particulates (turbidity) Taste and odor (T &O) Microorganisms Organics (molecules containing carbon & hydrogen) Regulated disinfection by- products (DBPs) .,. , „,,.. A .,.., , ...... .. , . r... ;, . r ,.. -12 Aziw- Wide Range of Alternatives Available- Higher Performance = Higher Cos $ FUTURE REGULATIONS 1 1 Fl ' . . I■1 Conventional Ozone BAF Treatment Filtration Technology Meets Enhances Public Regulations Health Protection Water Quality Performance Improved Enhanced Treatment Treatment Level of Added Cost for Ozone Particulates Microorganisms Service Microorganisms Organics $10 M Capital Organics - T&O $0.3 Miyear O&M — T&O — DBP $13-23 M NPV min - Other Confirms 2007 L.O. Customers: $3-6/month Recommendation Tigard Customers: $3 \ <, :9 FA RTOS9' Multiple Benefits of Adding Ozone • Provides an additional disinfection barrier • Consistently improves taste and odor Delivers higher quality water than current regulations • Reduces Chlorine use • Is capable of destroying /reducing emerging contaminants • Proven technology in U.S. and abroad Increases flexibility to handle source water quality changes Costs less than 20 ¢ per day per customer fGO �� _ ,_�� xe n6,r` :L� :�' '� y lit:iwk -iv r BCE Workshop No. 3 - Recommendatio (June 10, 2010) Assessed costs, risks, and benefits of alternatives it. Expert Panel — consensus recommendation 4, Citizen Sounding Board — concurrence Conventional Treatment with Ozone Timing of Ozone a decision for Sponsors ,16:::',"' , ..... ,,a., . „.- _ , ,„. , .,.... ,-- - ......... . ...__ "?(O. . i .. -....,,,,, _. s . . r - Aar .411"1"" '� ° _-3! r r P I n f orma ti on U p d a t e _ A Year in Review: 2009 • Treatment decision communications ' „ =.:„: Pr I pawl lnfurr1 tl iw Aeoul su Seerue Information and r°n °°°o� wSIA Sear. w are l : \KL WATER QUALITY REPORT \l"F. i } M. Consultation and feedback Citizen Sounding Board Partnership Open House 6/24 Water A Savvy . ,. �. , wyt r-7F7071„i„1 T TI me to Prepare for the Future a es, OM 2119 Next six months , r=. Engaging facility neighbors - -� v( 1111 _ - WestLinn t.-Tidings R o b i n wo o d neighbors - . Rohinwood water plant set to double by 2016 ,,.. Lengthy construroon yertoi may [anima neighbars, commuters W a l u g a reservoir neighbors The Cito of Oswego pious n double tk.eamount nf thinking wntea�aat II awns In west Linn's RObhtwnod neighborhood, expanding its mpaeltyfront t6 to gallons a day to ga million gallons. with prnentinl to grow. Exen though it is in West Linn, the plant erpansiat Lone element in $aco million water sup m prie h p beta %en Lake Oswego and Tigard Ti rides ore nvr16ng to eula gn Lake Onnoega's Inform /educate policy makers and infrastructure � i d ngf iaals m warorn�n carat salong Tf, tfi f bast. told the West Lam Ctty Council during update Monday eveninp . permits e With citizens about anticipated rates water re more upgrades tree doyenpr he c u ntil d begin null anta, tei aN than water B upgrades � non probably won't rbeire a d m,onnirklikely won't fi. M �tl4F6fl.r . FRO E w IP er Pu bli c Inf U V farget Audiences /Strategies Tools - Council briefings Policymakers - it. Council meetings - Oversight Committee mtgs. - Tours - Water Savvy Highly Interested Gd. Neigh Plans - Citizen Sounding Board Direct mail - Facility neighbors Email - Host communities Public Meetings - Opponents Media strategy / Website / Interested - NH Associations Faceboak / Twitter / Briefings - Clackamas River Groups Speakers/ Videos/ TVCTV - Media Displays Exhibits / Survey Regulators Genterh Chitrearh Some Ratepayers City newsletters / Bill inserts / Consumer Confidence Reports "`Drinking Water Literacy Campaign c$ Not Yet Interested: r Schedule Update LAKE OSWEGO - TIGARD WATER PARTNERSHIP MILESTONES THROUGH CALENDAR YEAR END June July August September October November December Description of activity Joint Council's Study Session 12 -JuI -2010 CEP Kickoff Meeting 13 -JuI -2010 Water Rights Decision TBD Updated Project Cost Estimate 17- Sep -2010 Oversight Committee Meeting 8- Sep -2010 Study Session #2 - Lake Oswego City Council 14- Sep -2010 Study Session #2 - Tigard City Council 21- Sep -2010 Draft SFCIP Available for Review 22- Oct -2010 Lake Oswego Water COSA Update /Adoption 21- Dec -2010 Tigard Water COSA Adoption 9- Nov -2010 Final Draft SFCIP Complete 19- Nov -2010 Lake Oswego Adopt SFCIP 7- Dec -2010 Tigard Adopt SFCIP 21- Dec -2010 .gam As vmGO. T , . ..k s. ` 6 •� -yam .: Or _. . T om_ f .. $.... _ E - y 5 - .�iiir Jo C ounc il' s Q & A We Want to Hear from You! .„„ -- w '� ,°ry = - j p r LAKE OSWEGO - TIGARD WATER PARTNERSHIP MILESTONES THROUGH CALENDAR YEAR END June July August September October l November December • Description of activity Program Budget CIP Joint Council's Study Session 12 -J u1 -2010 CEP Kickoff Meeting 13 -Jul -2010 Cost Allocation Water Rights Decision TBD • Updated Project Cost Estimate 17- Sep -2010 - Program Budget I 8- Sep -2010 - CIP Oversight Committee Meeting -Cost Allocation Study Session #2 - Lake Oswego City Council 14 -Sep -2010 -Rate Review Study Session #a - Tigard City Council 21- Sep -2010 Draft SFCIP Available for Review 22 -Oct -2010 Lake Oswego Water COSA Update /Adoption 21-Dec-2010 Tigard Water COSA Adoption 9 -Nov -2010 Final Draft 5FCIP Complete 19-Nov-2010 Lake Oswego Adopt SFCIP 7 Tigard Adopt SFCIP 21 DeCr2010 A�G rkk i Al(c) SuPPLEMEN TAL PACKET FOR ./ (DAT OF MEETING) AIS -14 Item #: 2. Special Meeting Date: 07/12/2010 Length (in minutes): 30 Minutes Agenda Title: Pacific Highway Vision Presentation Prepared By: Sean Farrelly, Community Development Item Type: Joint Meeting -Board or Other Juris. Meeting Type: Council Business Meeting - Main Information ISSUE Presentation of Pacific Highway Vision document to the joint meeting STAFF RECOMMENDATION / ACTION REQUEST N/A KEY FACTS AND INFORMATION SUMMARY In January 2009, the City of Tigard engaged the University of Oregon Portland Urban Architecture Laboratory (PUARL) to produce a document visualizing how the Tigard Pacific Highway corridor could be transformed by High Capacity Transit (HCT). The project was worked on by students, professors, research assistants and city staff over a period of four semesters. The Pacific Highway Corridor Urban Design Vision is intended as a tool to be used in future planning work for the 4.5 mile length corridor. The project is not a "plan" but rather an illustrative tool to use in making future land use planning and transportation decisions. It is intended to be an informed starting point for guiding the future of the Pacific Highway corridor. The accompanying executive summary consists of two chapters: I) Findings and Recommendations and II) Future Form of the Corridor. I. Findings and Recommendations The study's findings and recommendations about the corridor are organized into the following categories: 1. national and regional trends 2. transportation 3. land use 4. economics and market 5. urban design and 6. environment Findings: In general, the Pacific Highway corridor is traffic congested and unable to function well as either a high capacity transportation corridor or commercial marketplace. Competition from more convenient and accessible commercial formats (such as Washington Square and Bridgeport Village), changing demographics and markets, and the need for alternative transportation will be the major factors in shaping the corridor's future urban form. Recommendations: The recommendations of the study include the following: Transportation • The need for a high- capacity, uncongested mobility corridor cannot be reconciled with the highway's commercial businesses' desire for unrestricted access. This requires developing short, medium, and long -range transportation and land use solutions, including high - capacity transit to ensure the corridor's future transportation and economic viability. Land Use • A much wider range and higher density of mutually supportive land uses are needed, including medium and high density housing, employment, commercial, professional services, institutional, and civic uses. Economics and Market • Further study is necessary regarding regional market trends including, but not limited to, retail, entertainment and residential preferences, as well as employment and economic trends at the state and national levels. Urban Design and Environment • Businesses and property owners, the City of Tigard, and ODOT should cooperate on a sustained effort to increase the appearance and overall aesthetics of the corridor on both public and private properties. II. Future Form of the Corridor The study divided the corridor into three sections: 1) Tigard Triangle (I -5 to Hwy 217), 2) Viaduct /Central (Hwy 217 to Watkins Avenue), and 3) South Tigard (Watkins Avenue to Durham Road/King City). In these three areas, a total of 12 potential station areas are identified. Future urban form was envisioned in the short term (5 -10 years), medium term (10 -20 years), and long term (20 -50 years). Within each of these areas, the study makes specific urban design proposals based on the above categories. These are illustrated in the executive summary. Images from the project, as well as the physical model will be used at public engagement forums, such as for the Tigard High Capacity Transit Land Use Plan. OTHER ALTERNATIVES N/A COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS Goal 1: Implement Comprehensive Plan a. Complete the Transportation System Plan (TSP) and begin area plans (Tigard Triangle, 99W Corridor, etc.) c. Continue to promote and plan for 99W light rail DATES OF PREVIOUS COUNCIL CONSIDERATION N/A Fiscal Impact Fiscal Information: N/A Attachments Pacific Hwy Vision PowerPoint Slides (11) 0 0 • e‘1 NA ili 1-1 - 0 • 1-4 Cr) al )... • 1-1 x ■11■ ).-1 >" 0 ig NA ... cd Mili , CD 5 • r _ . _ PA • -, ci) Mac/ A Ilitipli- , 1-(1, la) U2 liar 11 0) Q a) l'Pr ,,,,, v . — 116. immialinnimung • (11) ›, ...,., ig 0 C,..) 4 i 1 „.i. cd ,_Q DI 4 A I . . 0- )..-1 .74014 . \-\ • rI ") .... 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[,,,, „' ... ..,........, ,i......., _ , ,J , ,., k 1 I 1 .,. u 1 ' 1 [ 11 . 0 : .. ... • i ,,- ..Y.; p. 5 , ., . ....,.. ..t. a, • Introduction, Credits & Table of Contents Preface The Pacific Highway 99W Corridor its adjacent neighborhoods, districts and Research Student Participants: PUARL Study was started as a cooperative commercial areas. The overall goal was effort between the City of Tigard and the to create a pleasant and comfortable Roseeva Alcerro-Saa Portland Urban Architecture Research Portland Urban Architecture Research urban environment along the corridor. Rachel Bailey Laboratory Laboratory (PUARL) of the University Mark Becker University of Oregon Portland of Oregon - Portland, when Tigard's A main concern was how to understand Fai Chong 70 NW Couch St. Community Development Department the corridor in its totality. There is Jon Deleonardo Portland, OR 97204 required a land use /urban design vision no unified urban character along the Sara Herrman Tel. 503 412 3731 for the portion of Pacific Highway that corridor, only very distinct pieces Kate Kandell http: / /puarl.uoregon.edu falls within the boundary of the City of and segments. However, it was Casey Kent Tigard. acknowledged that Pacific Highway must Josh Kolberg Funding provided by: be considered a potential future asset, as Drew Krauss The City of Tigard The Tigard Pacific Hwy 99W Urban something that needs to contribute to the Danielle Madsen University of Oregon Portland Corridor is a challenging subject for life of Tigard, and not diminish or destroy Kathryn Martenson urban planning research. Urban corridors its livability. Sina Meier City of Tigard as a whole have not been studied Ted Mitchner Rebecca Fitzsimmons, Planning Project extensively. Only recently have corridors It is also important to understand Kevin Montgomery Assistant been recognized as an important that this study is an exploration of Sam Postel Doreen Laughlin, Senior Administrative phenomenon in which to focus research possible options and alternatives for Craig Race Specialist on how to redevelop as a valuable urban the development of the Tigard Pacific Jason Riffle element. Consequently, the bibliography Highway Corridor. This study is not a Nathan Streib Acknowledgements: on urban corridor precedence is rather precise planning proposal, but a study Melissa Toman Tigard City Council limited. of possible futures and development Nicolaus D. Wright Mayor Craig E. Dirksen potential. It is a study that looks at Nick Wilson, Council President The Portland Metro Growth Concept options, constraints, and opportunities, Sydney Sherwood of 1995 recognizes urban corridors and is therefore an appropriate topic for GRF's and Research Assistants: Gretchen Buehner (together with urban centers) as key a university and research lab to explore, Rebecca Fitzsimmons Marland Henderson planning elements to be studied and rather than develop definite solutions. Samantha Polinik developed. With more than 400 miles This research study therefore lays the Justin Cloyd Metro: within the Metropolitan area, corridors foundation for more detailed and precise Crista Gardner, Senior Planner have become a major factor in the planning studies and proposals such as development of the Metro Region as a detailed studies for high capacity transit City of Tigard Advisors: whole. in Tigard. Ron Bunch, Community Development Director This study concentrates on the main Sean Farrelly, Redevelopment Project urban corridor that is geographically -Professor Dr. Hajo Neis, N Manager defined by Pacific Hwy and adjacent land PUARL Director areas approximately 1 /2 mile on each side International Advisors: of the roadway. Pacific Hwy runs through Thomas Sieverts, Germany the middle of the City of Tigard and has Boris Sieverts, Germany developed as a barrier between the two Principal Investigator: halves. Professor Dr. Hajo Neis, PUARL Director The PUARL was charged by the City of 0 Tigard to look at the Pacific Hwy corridor Instructors: ili n III ot only to improve transportation, but Professor Jim Pettinari to look at options and possibilities that Professor Dr. Hajo Neis would improve the corridor as a whole, I :V l I Y T I P� D in parts, and integrate the highway with :)E OR1 c.r Table of Contents . Table of Contents . �.r-- - . ...__ s, i. , .,,...,_ , �' Executive Summary: Project Findings &Recommendations r , , "'" ` , Section I Findings & Recommendations pg. 2 . "e''')„11'.--.--, . _ • " ' 1. Project Overview pg. 3 " -s " - 2. Introduction pg. 4 c : 3. Findings: National and Regional Trends pg. 6 ■ � _ „ 4. Findings: Local Conditions and Circumstances pg 8 r� - 1. Transportation . 8 - .- p pg _. pg ti �� - � 2. Land Use 8 . ° - -- -- ,aw ,4 3. Economics and Market pg. 8 4. Urban Design and Environment pg. 9 . `. x ' w + +�_ Recommendations pg. 11 1. Transportation pg. 11 Tigard /Pacific Hwy Viaduct in 1950's 2. Land Use pg. 12 • �"" " "� T '� �' " �- 3. Economics and Market pg. 14 r - �, ,"�` - _ . - __._ 4. Urban Design and Environment pg. 14 Section II Future Form of the Corridor pg. 16 • - :N 1. Corridor Segments pg. 17 .._ -- 2. Tigard Triangle pg. 18 - Nr - �--. 1. Introduction pg. 19 -_ ° * 41 .k - 2. Land Use pg.19 3. Enhance and Incorporate the Green pg. 20 : ,, 4. Transportation pg. 21 µ � . - " - ,,, - 5. Urban Design and Environment pg. 23 # • � 3. Central /Viaduct pg. 25 �. . ` 1. Introduction pg. 25 ''"` ' 2. Enhance and Incorporate the Green pg. 25 N. ' ' 3. Transportation pg. 26 •. 4. Land Use pg. 28 '' '' ' 5. Urban Design and Environment pg. 29 Tigard /Pacific Hwy Viaduct in 2009 4. South Tigard pg. 31 1. Introduction pg. 31 - - 2. Transportation pg. 31 - - 3. Economics and Market pg. 32 . = ` .1'y' 4. Land Use pg. 33 ,_ '"'v - ° 5. Urban Form pg. 34 ' - A a Appendix . -, A: Tigard Comprehensive Plan, Policies and Action Measures pg. 37 B: Building Typologies pg. 39 r • • - . .` C: Urban Patterns pg. 41 �. `,,_ Tigard Downtown Center and Viaduct in 2060 - . = 1 : . 40 00 06. 1.:• F W .,+IX - f " y1 ti" M!f_ s .,v e. , � x t�M� '�/H�TI W ' IS O �� " + a rt ' t �T' - +� a y+, *T �j � �1 "Milk 1' — i ® 4 -: r _ I q F iL .Tg ago/. a rainrivreimpanak,k k -44 _ :a .. i t t eXILI c ar_ L' � ` s r 4 ...mr . ...- . ate. - �, $ ;4 _I , _ .. ate. _ - . .. ,< ► ► `- • ._ , ; ,� r "- ""' II 1. A ' . � � I. {, ..... --) , s.- .,., ,,,,., -,,, . . • „ ....„. _ ____________„.„, _ ._ 4 _ _ ..„,„ 7 , : :.7..,.... , _ . _.... _ : , ••• ... . L . "T - • -11 • . - . - . ,. .,,,.,M'EH igra 0 - _ _ „ _ , . 3'2 ''' , -- 2 , oi. ' t v 7 x'" A 1 Canterbury Square Area Walnut Street Area 1 ,- a =. _• Y _- - a ti __ .• " .• y ��a:'I $ �, �:q,' �' � ,ti p -�'�a s _ — -� iMP°! 'b 3 "" - _ _�_ _ — " ( 7 s—, L °'� _ y f o p:� _ _ , � s. - �._ - 'F r~ Yr r - R _ w z ■ 0. k a ►".rte .- "u" . �' 4 •cam ` - . . South - to 111116101. . Sherwood . Pacific Highway Corridor: Simulation of possible development over 30 -50 years. } 4 - — - E xecutive Project Findings & { Recommendations _ . ,__...... oi Aro ____.t.. ,......_______ ,. ,,,,.,,,,, S ummar y 110 ,, t ,„........„. _______., ,__, , _. ... ,..,,..... , ........ 3 r� !�. - Findings & _ e - Recommendations :_ = Project Overview _'°, ' r � - L. Introduction National Findings Local Findings 69th Avenue Area Recommendations 1 t �" vu 4f tom. - _Y ' _ + -f,32. , r ^ '�'Ry `�' r -y , ' = :mow• -�. - _ � _ - 3 y.�"�' °, . c. ; . g ,. 1 1 . . f b ..•'�,`. •f" ,��„ !f 1 �. "+ ,„e-t-'''' ' •1 - — - ' 1 - r.�. .� �� r ,!�� t er' '.. " -� � � � a .. '. . - ... , � _ - .. ' q! � `� -- ' +IP°'�s -"�'- � f A - �4� " ' �-` - - _ �- -� ) ° . t- d'. . °, tee. a ( ° ^ - _, , . [r - . �i ''∎. ti • z �- - - �° . er g - - - -.. - i i -, 'AL `� � . - -f Fes` �rfi L ' 4 3 F ' °a' ` !'.. A S - "i__ �1r �•,d �^'..r a �a s• ;_ ;sue x�f ar , ___ f 4, . y: Y a'. mod' " ... "._ r -, _ (�� _ _. e,.. r,t� f '�` = J r +. . *0 , ,,,,, Avvir.„, - aistc ..„._., „..,=.--„, „...._, p____ - .... .. s - ,_ ,, _ , _ _ _ r a - -7 a . ti z ____,...., : , 2, .„ . wir., , .„ --„,- ....„_-‘,..1 _ _,....„.,....._.,..,„ . -)..,, _ rte, _. North -41, = _. __ to Portland I Findings & Recommendations Project Process & Summary 1. Project Overview The state Hwy OR 99W corridor and infrastructure investment. The and disconnected portions of stream 111P Iiirlil connects Portland, Tigard, and statewide interest is to maintain traffic corridors. $ -- ' . 6 f Sherwood. It is designated a High flow (capacity) within the Interstate 5 . �,_ - . Capacity Transit corridor in Metro's / Pacific Hwy Corridor necessary for The boundary of the study area includes Regional Transportation Plan (RTP). efficient intrastate travel. The local and the highway, adjacent commercially a : R� , _ It runs from the northern boundary of regional interest is for the corridor and zoned land, and the Tigard Triangle. The r - Portland through Tigard to the southern adjacent lands to redevelop and infill Tigard Triangle was first conceived in +, "'� ., '+,. edge of the Portland Metropolitan Area as a more dense, livable, urban form. If the late 1980's as an office employment Dawt�t • Urban Growth Boundary. The portion future redevelopment had to rely only and commercial area with the opportunity gY ' "" ; �. SL- '• .;?+ �j . - - „. ' a} fr, ° .�. Y Portland of the Hwy 99W corridor considered on the automobile for access, it would for a substantial amount of medium and 'a '.— , ^ . for this project includes 4.5 miles be counter to the interests of the state in high density housing. Most development „ '` . running southwest from the Highway's maintaining the capacity of the highway. since then has been large format retail intersection with Interstate 5, crossing and low density office development. The _''- over Hwy 217, to its intersection with Current land uses along Tigard's maximum FAR, set by the City's zoning '_ -- _„ ' Durham Road. This portion of the portion of Hwy 99W are primarily low code for the Triangle is 0.4/1. corridor is called Pacific Highway. density commercial development and '. W Hills associated parking lots. The commercial The future of Tigard's Downtown Pacific Hwy, Interstate 5, and Hwy 217 strip on both sides of the roadway is Urban Renewal District was envisioned = y i. are designated by Metro, in the RTP, as backed by single - family and multi- under a previous research project, r " - T i $ „ l' Regional Mobility Corridors. All three of family residential areas. The highway the "Tigard Downtown Urban Design .:; °° - 4 these road f are designated by borders and provides access to Tigard's Vision." However, a small portion of the . a . , , the Oregon Department of Transportation Downtown, and runs through a large and Downtown, within the "Viaduct" element - ` _ - - (ODOT) as Freight Routes in the underdeveloped mixed use employment of the study, is included in this work. Beaverton Oregon Highway Plan (OHP). Pacific area known as the "Tigard Triangle." Overall, the Pacific Hwy Future Vision -; Highway is significant to ODOT and has Land use along the corridor generally study area is approximately 2000 acres, been designated a "mobility corridor" has very low densities. Building floor encompassing one - quarter to one -half . F connecting communities from Portland area ratios (FAR) range between 0.1/1 mile on each side of the highway. in . to Eugene, Oregon. Any future land and 0.2/1. A defining characteristic of Brbur Blvd, b r, use and transportation planning for the land use along the highway is that The Tigard Comprehensive Plan is ...!!,',,f LL Pacific Highway must recognize and the built environment is dominated by specific regarding the future of the Pacific -, : " be consistent with statewide interests. impermeable surfaces — asphalt and Hwy Corridor, specifically integrating a Herein lies a basic paradox that must concrete. However, remnants of the transportation, land use planning, and be resolved by future policy decisions natural environment remain in the form promoting a vibrant and economically - 4 of fragmented green spaces, wetlands, prosperous corridor. " 17 ''''..,„,,,,, 1 ae Oswego t - iI1rc 1,),,,..y.._1 lir 4' 1 i/ \ _ . ..." ° llitt' a MR 4r Tsg a � ' ,. MEI / Lpt ,--( z 4` r .° f y —�. Context: State Context: Northwest Oregon Context: Regional Context: Pacific Highway 99W Tigard and Portland En Project Process & Summary 2. Introduction rANAR6ji uE `? A major objective of the City of Tigard competition from new forms of retailing. Tigard has yet experienced. A HCT 1t r r , a AL�� F< is to work with its citizens to create an A congested and inefficient transportation investment of hundreds of millions of `'C �' ' ' economically strong and highly livable system also affects Tigard's local dollars will have potential land use and 15811 M�1L "�AIE . WAY ,� 4 f - ET 'EC 'EC j rc7.,i , VL3L3 •w community — "A place to call home." economy. From the larger perspective, development consequences that require °Hh .: Among the key actions necessary to Tigard's economic well being is heavily knowledge and understanding as the ,��, # ` achieve this objective is for the City to dependent on the ability of a substantial basis for sound decision - making. RALFiQHH,TE:4 0 iLi47ME 1 4L rays represent its citizens at the regional, part of its workforce to travel to jobs PLr.S ,r oo� :r r state, and metropolitan venues to outside the City, and for workers to Therefore, Tigard has commissioned .., -... 1 ) .' l �., address community concerns caused by commute to work in the City's industrial the Pacific Hwy Future Vision as a 4 " a''r" r H 4 w :1: "' `� `¢ \ HAPPt'vALLEY circumstances beyond Tigard's control. and commercial sectors. As with many prelude to the extensive evaluation and �' hhiEkk'A11kr1 -®, c LArCAMAS- Traffic congestion on highways and suburban communities, Tigard's economy planning efforts that will occur in coming ,. -,,,, \ '''" � i Wan hoL111HAV , Y,�� r r arterial streets, economic issues, and is dependent on the transportation years. It is neither a land use plan nor ..11 ,,,,,e ", 1 ' ' ' vs 4 I r #. growth management are representative system's ability to move people and development guide. Rather, it has been .h. CA, l SfiLl LFttvn59 Metro NiN T Corridor Rtlinm ent i of these. products in out and through Tigard. prepared as a tool to better understand L E. G E k u the corridor's characteristics, and to � '' i LJ 1 w.ghrapacityeranat From the growth management These circumstances have required visualize its urban development potential. %IA.l A.THA 1 _w•+ .- •. bigwi perspective, Tigard is now a landlocked Tigard, along with its regional partners, Tigard's understanding, and an informed S HER D _'�"� =.L_ . *. i'E:ra LITL adva�cerne:r=' City, bordered by other cities and to seek new approaches to address the discussion, of these issues are important ., °- 20" , n' ' " ' unincorporated urban development. con estion, land use, and economic for the success of future planning efforts. ir`,r `I1•ar. , T + Cenarak City Main 51,... unincorporated g p g ` 7 .QLorLrr Center „d, , County urbanized land to the south development issues within the Interstate T6rc15'Calle'i and west prevent the annexation of 5, Barbur / Pacific Hwy Corridor The Pacific Highway Future Vision does ,,t,, avld undeveloped lands to accommodate (Southwest Metro Corridor). Following not assume an alignment for future High future population and job growth. The a two year study and evaluation policy, Capacity Transit along Pacific Hwy. The Metro map illustrating Southwest Metro Corridor HCT study area. City no longer can grow or expand at its decisions were made at the regional designation of the Southwest Metro edges. level in December 2009 that identifies Corridor for HCT means that a% mile the Southwest Metro Corridor as the next wide area, and perhaps more, on each Tigard is one of the most traffic affected priority for investment in High Capacity side of the highway will be evaluated for `gym medium -sized cities in the state. Three Transit. (HCT)* This allows Tigard, in an alignment of an actual route. With this .` of Oregon's most traveled highways, concert with others, to envision realistic in mind, the Pacific Hwy Future Vision _ _ _ _ Pacific Hwy 99W, Interstate 5 and Hwy transportation and land use alternatives is intended to support future decision- 217, traverse the City. The tens of along Pacific Highway. making. thousands of vehicles that travel these facilities each day significantly impact the The result of Pacific Hwy being This project is intended to be a point of — t community. Pacific Highway is symbolic designated as the next HCT corridor will departure; a tool to use in developing the of this issue. Resolving the highway's assuming funding becomes available concepts, policies and actions necessary L i3 PY 11-411-1-..- j ? fp traffic congestion and safety issues has from the federal government, start a for a prosperous and sustainable future a ii ' iv -- ;. �_,' * '. been a decades -long goal for Tigard. multi -year required planning process as for Tigard and other communities in the ,. - However, traffic management measures the basis for future construction of HCT region that have grown up along Pacific e~ ' _� 4 - * sg" 7 6 t t = and capacity improvements, implemented facilities. Highway. - over the past many years, have not kept up with traffic growth. It will be a lengthy and complex *High Capacity Transit as defined by Metro: "High effort to plan for and make decisions capacity transit includes any form of public transit that Economically, some of the hundreds that will result in construction of has an exclusive right of way, a non - exclusive right of of businesses along Pacific Highway HCT infrastructure in this corridor. way °ra possible combination of born. High capacity transit vehicles make fewer stops, travel at higher are under stress due to impacts of Involvement in an effort of this duration, speeds, have more frequent service, and carry more Typical existing conditions along Pacific Highway, congestion, visual clutter, strip traffic congestion, aging buildings, and complexity, and scale is beyond what people than local service transit such as typical bus development, and unsafe pedestrian facilities lines." 0 I Findings & Recommendations Findings Introduction Continued The physical character of Tigard's Pacific parking lots, there exists a layering of I . IR • Elc'p IL Highway Corridor has many of the same buildings and businesses that present t characteristics as strip commercial a human environment more complex - BAS development present in many American than what is readily apparent. Pacific �z 0 cities. The corridor, as most others, Highway is also a place where man 3 1 = ' RD ,, � ' 03 is an environment dominated by the smaller businesses can exist and not pay k automobile. On the other hand, Pacific the significantly higher rents demanded i - P r o Highway occupies a unique landscape by more modern retail formats. Many of E �-° �I�a -.. BEAVERTON HA of varied topography ranging from flat these businesses are unique and include .� � , , floodplains to steep hillsides. Throughout offerings such as leisure and sporting - — , "} , a f" the corridor, there are remnants of a good specialties; ethnic food stores and , 1 s ' s '! ` 1 . Beave . . - il natural landscape consisting of small restaurants; single proprietor professional - - 1 vegetated stream corridors, wetlands, services, etc. Y H 1 ° : 1 floodplains, and tree groves. , — ti Y tO When Pacific Hwy is experienced on ` T, E Pacific Hwy and its natural and built foot, the remnants of nature are even i � ` – _ s. '- • environment are also unique from more obvious, to the extent that it oop - ' - .* . 7 a governance and socioeconomic seems possible to recover some of a- -. ' 1 * , ' , , , 4. perspective. Metro, a regional the natural character of place and "re ; fit _ 11 � S*f government, is responsible for region- green" the strip. It seems even more ) ,. ,,, \ wide growth management, transportation possible to redevelop the large amount of F ' planning and funding; plus other services, underutilized space to create high quality, " \ such as solid waste management, human scaled environments that are p +s g " d regional parks, and green spaces. highly aesthetic and economically vital ,( r :' .� > This is important because Metro and places. � ; A w L Oregon's growth management goals 10 Bull " ri have constrained low density commercial The following findings and Mtn � - . sprawl to within the Portland Metropolitan recommendations address both broad, L E E N D Urban Growth Boundary. (Fig. 1) In national trend issues relevant to the f" ,` K id 1 ' " a i ! this situation, it is easier to redevelop strip commercial land use pattern and °'. the commercial strip when its extent the unique characteristics of the Pacific = - -_ {`'.r _ City Me�mPo-�n F g . "" has been limited by an urban growth Highway Corridor. Durham ,. "" • • boundary. ,� People are the most essential part of _ ,-, ` Rive r[C? any urban environment and their needs Jki -.p ti IL —. '""� must be given the highest priority in • t r �� the planning of an alternative future - '"`°°`° - : i—�. --- for Pacific Hwy. Redevelopment of the ` -� corridor must meet human economic, _ -, ' 1 7,461 — Pavan Imp 1., kJ ava, social, and aesthetic needs. — '° —'""" iorthWig nmen t � Development along Pacific Hwy presents a physical form that is similar to auto Figure 1. The edge of the Portland Metro Urban Growth Boundary in a partial view of the Metro 2040 Plan. dominated commercial strips across the country. However, beyond the front El Findings 3. Findings: National and Regional Trends and Conditions 1.) New trends in nationwide 3.) Congestion is becoming the ., -_- retailing have destabilized hallmark of Pacific Highway. 1 , many commercial retail strips The Highway's four and half miles 6 . as shopping and entertainment through Tigard provides access to . ti ; destinations. Within the suburban hundreds of commercial businesses ' . ` - - environment, the build out of interstates requiring frequent curb -cuts and left I , i�� n i° , ,fit and other grade- separated highways turns across traffic. When Interstate 5 is . _, "; N _ has created more accessible sites at congested, Pacific Highway frequently mm - -- highly visible interchange locations. New serves as an alternate route. The result 4 formats, such as life -style centers and is decreased speeds, pedestrian - vehicle main street shopping environments, conflicts, and accidents. (Fig. 5) Figures 2. Washington Square Mall 3. Bridgeport Village 4. Typical strip development on Pacific Highway either built from the ground up, or substantially made -over, have combined 4.) Current conditions within the shopping with entertainment and Pacific Highway Corridor have other uses to create attractive, high taken a half- century to develop c ., amenity environments. The recently and will take a significant period 3 r+'e, ;$. + r'- constructed Bridgeport Village (Fig. 3) at of time to correct. Individual a. . Tigard's southeastern boundary, at the businesses and property owners can do : : -_ __.. interchanges of 1 -5 and Boones Ferry little to change these conditions. They g p - Road, and the refurbished Washington are fundamentally integrated into the land y. . f} s Square (Fig. 2) shopping center at the use and transportation structure. A more ! i a .; - `' — interchanges of Hwy 217, Hall, and economically viable urban environment 2IP „jl , _, Y� > _ Greenberg are prime examples relevant will require changing this structure over : o . ,� ° . ,4 w to Tigard. Downtown Portland's "Pearl the long term in association with the • y7 - - - 6m, gm w ` ' t � '``�" --- - District" is a nearby urban example. development of high capacity transit. . �� (Fig. 7-9) - -�, ~ . , � 2.) The economic decline of - r the auto - oriented commercial 5.) Portland Metro population LiL strip nationwide is also related and employment will increase a mmo 1 _ to its failure as a high capacity significantly within the next - transportation corridor. For 20 to 50 years, thus requiring _ example, the Oregon Department of a significant amount of new Figure 5. Current congested traffic conditions along Pacific Highway Figure 6. :::ting vacant strip development at Hall and Pacific High Transportation (ODOT) emphasizes the residential and non - residential way importance of its facilities, such as Pacific building space. Metro population and Highway, as serving the mobility needs of employment forecasts indicate that, by freight and long distance travel. However, 2030, there is a 90 percent chance that • from the strip commercial business the Region will have between 2.9 and 3.2 , '' �__ perspective, the primary purpose of million people and 1.25 and 1.7 million i +'° �' i Pacific Highway is to deliver customers jobs. By 2060, there is a 90 percent M and employees to the door These two probability li that the population will be . , �.� - - objectives are at cross purposes to between 3.61 and 4.38 million, and jobs Ni a.vt �s " one- another. The result is that Pacific will range from 1.65 to 2.42 million. For `"'r► . � , _, ,- Fl M *,. - a , Highway does neither very well This comparison, the 2000 Census estimated OM —lb - - condition foreshadows the potential that the Portland Metropolitan Region "::."4-.11° decline of both the transportation and had 1.93 million people. Figures 7. Historic corridor conditions 8. Current corridor conditions 9. Future conditions similar to Interstate Avenue business viability of the highway. (Fig. 6) El I Findings & Recommendations Findings 6.) It is forecasted that trends and increase its residential nationwide, and within the and non - residential building stock Portland Metro region, changing generally in -line with national trends. _ 1 demographics and the need These predictions are important for -- ;1 for transportation alternatives the Pacific Highway Corridor because • . ' , tl ' to the automobile will affect of the potential of future high capacity T It i - :�. - preferences for new types transit to promote more intense urban • • , _ B El of housin - em to ment and d evelo ment. The 2000 acre stud a rea g " a z ` ®� ` s 4 ", � ' .. . ` r I • p .. p a - _ #�, :.r ^ .� g� p Y p Y +- leisure environments. is well- ositioned in the market lace to This will create opportunities for accommodate a significant portion of ,' .. , - - �— f , redevelopment of places such as Pacific future regional growth. ii a , ; ,�'� -. Highway, the Tigard Triangle, and Tigard ' `. ." .4 1 II i; ' ; 1i-A .7 — Downtown as denser more urban places, r A� �' ;a ' especially if high capacity transit service - _ is available. Key to the transition of these = -" - - - ' va% i, °, places will be the availability of urban 4 - � amenities. (Fig. 10 and 11) ,_ _ 411111Milli -gm- 7.) Significant for urban Figure 10. Before: The existing conditions in the Triangle show Figure 11. After: Pacific Highway in the Triangle area fifty years areas, including the Portland the auto dominated corridor, with a lack of pedestrian amenities. from now, with light -rail and mixed -use commercial and residential Metropolitan Region, is that buildings line the highway. Protected bike lanes create a safe and the preference /market for new inviting way to use alternative transportation. housing is forecasted to be different than the predominant Figures 12 - 16. Envisioned Corridor Housing: suburban single - family homes constructed during the previous` 40 years. The reasons are that % • f g the American population is aging and _ r� ` 4. 1 �■ f i„ — . households are becoming more diverse, v ;: " iii f-is ill 1 with smaller household sizes and fewer r 1 4 1 1 j 4 1 illi , per household. to Y 1 cohil ortunities for newho housing markets �, . within the Pacific Highway Corridor. , - (Fig. 12-16) � ' , .. = _ � 13. Medium density residential. 15. High density mixed - use residential. 8.) Nationwide, population " �' and job growth, combined . a i r " t 11. ' .. with functional obsolescence I,/ g , of millions of square feet of e -' i L i � , II housing and non - residential r 4 i space, will create a demand . + . " ^ . � II _ ' a r ` . for significant amounts of new ..2 4 :4."a F s 6 a a — i 1 or refurbished residential, - - .' - . - 9- •- - - employment, and commercial space. The Portland Metropolitan - , 1 region is expected to follow national - 12. Transit - oriented mixed use residential. 14. Medium density single family attached. 16. High density residential. Findings 4. Findings: Local Conditions and Circumstances - 1. TRANSPORTATION c.) The auto oriented strip Almost all land uses fall within the broad commercial development "general commercial" category of the -�- - _ - - -- a.) Pacific Highway is dominated pattern is not conducive to other standard zoning code lexicon consisting tee__ -,_ �,_ �� a_. E by the automobile. transportation modes: almost exclusively of retail, eating and - F , 1 The configuration of land uses along Along Pacific Highway, and other auto drinking establishments, entertainment, -� - ' Pacific Highway is the result of dominated corridors, automobile access auto repair, motels (transient lodging), ii 7? \r, development responding to design to businesses, and ease of parking, is of and personal services. Within the - _ _ x requirements imposed by the automobile. primary importance. The result is that the commercial strip there is traditionally very �� - - - _- - Businesses have been arranged focus on accommodating automobiles little permanent housing, public parks, - - - - - -- -_ _ to account for speed of cars, and has almost eliminated the pedestrian, open space, civic, institutional, or public - �- convenience of access and parking, bicyclist, and transit user from the education land uses. Figure 17. Pacific Highway's multiple lanes of traffic and limited pedestrian crossings create rather than the aggregation of land uses. environment. "edge" conditions. The typical commercial strip, like Pacific - Highway, was not developed to function 3. ECONOMICS AND MARKET - Y - ' =; as a destination, but to rely on capturing 2. LAND USE N ,, a small percentage of large volumes a.) In its current form, some ° f `°# of traffic. Conversely, the traditional a.) The auto dominated strip of today's strip commercial r _ I ; downtown relied on aggregating land corridor on Pacific Highway development on Pacific Highway 1 7 r „ ? „p A uses so that customers could make one represents a highly fragmented may not be economically viable . - _ � stop serve many purposes. land use pattern: in the long run: G II 1' - - - , Strip commercial businesses are often Many business properties along Pacific k - - = b.) Pacific Highway is in danger developed to stand alone. This does Highway and other auto oriented o of becoming an edge between not create synergy with surrounding corridors are showing their age. Many Figure 18. Interstate Avenue in its current form with light rail, is a well developed seam. the west and east parts of businesses and other land uses. An buildings have obviously transitioned Tigard. (Fig. 17 -18) example is that these businesses are through several different uses over the When commercial corridors are of a most often oriented away, and even years. Also, numerous vacancies are certain size, typically six to seven travel walled or fenced off, from surrounding apparent. Competition from other types lanes, and allow speeds in excess of 40 residential land uses. These conditions of retail formats, the business cycle miles per hour, they become barriers, or require each business to have its (recessions), and problems of traffic edges, between parts of a community. own access and parking, producing a congestion all contribute to the sense This type of road creates districts that highly fragmented, low density, land- that some parts of the Pacific Highway have much less interaction between one use pattern. Getting around in this Corridor are not thriving as business another than would otherwise occur. environment requires vehicle travel. locations. The exception is the occasional strip In many ways, the large scale and mall that offers compatible goods and Some real estate economists have noted . r F , geographic extent of Pacific Hwy also services, i.e. hardware and consumer nationwide trends, such as changing forms a formidable barrier. However, goods, groceries, cleaners, coffee shops, incomes, demographics, and consumer ,:4 , - there still exists the opportunity to ensure restaurants, etc. (Fig. 19) Still, the expectations are likely out of step with ti 30 ' i `"� ' °” that the corridor becomes a "seam" duration of stay in these locations are much of the commercial strip's offerings. c. ■ -, �- that knits the east and west parts of the typically much more limited than a full As above, these and other conditions -� _ community together. This is especially service, high amenity life -style center, may affect the long term economic s possible as the prospect of high capacity shopping mall, or an intact downtown. viability p p 9 P Y pp� 9 Y of the traditional auto - oriented transit (HCT) unfolds, and the viability commercial strip. of other transportation modes such as There is a characteristic absence of land Figure 19. Tigard Marketplace shopping center has many stores that offer compatible goods commuter rail, bus, walking, and biking use diversity within the Pacific Highway The recession of 2007 -2010 has also and services. improves. and other commercial corridors like it. changed consumer spending habits. El I Findings & Recommendations Findings Further study in the depth and duration b.) Strip commercial has an average Floor Area Ratio (FAR) of changes in consumer spending may development on Pacific Highway between only 0.1 and 0.2. In other T �* _ - be necessary. These changes are likely are often disconnected from words, within the approximately 2000 '� �� to figure into business and development adjacent neighborhoods. (Fig. 20) acres, represented by about a half } 4 " a� �' strategies for years to come. A defining characteristic of the auto- mile on both sides of the Highway, only =. '" T '" _ 17.4 6 dominated commercial strip is that stand- between 10 and 20 percent is occupied • -- b.) There are many scales of alone businesses have intentionally by buildings. economic activity occurring on turned away from surrounding land p g g 9 ) r ... , . � _. - � , t . �� "� ., _ the stri ran in from the small uses includin other commercial d. A characteristic of the ;_ `� Adirelip single proprietor, to state and developments. Disconnected parking Pacific Highway Corridor is the _ - �, Figure 20. Physical barriers between the Figure 21. Large parking lot for a big box national corporations. lots, dead end driveways, walls, and dominance of concrete and Pacific Highway commercial land uses and format retail business in the Tigard Triangle. The local, regional, and national fences have been constructed to asphalt (hardscape), and the adjacent residential neighborhoods are economies are all represented. The prevent access to adjoining commercial overall lack of amenities and common within the corridor. business models of each are different properties and residential neighborhoods. aesthetics. (Fig. 21) enough to warrant special individual There is a certain exclusivity associated The impression of the Pacific Highway consideration in future planning and with this land use form. Those who corridor is that it is dominated by I ,,,.' .....,, redevelopment efforts. do not arrive via automobiles are hardscape. This, and other urban design inconvenienced and even excluded. characteristics, creates an environment The purposeful isolation of individual that lacks human scale amenities such = 4. URBAN DESIGN AND businesses often results is an inefficient as convenient and safe pedestrian .• ;' ENVIRONMENT and disconnected street system which ways, transit stops, public spaces requires travel by car on the main to comfortably sit and rest pleasant ; . 116 ' p 11711 a.) The land use and highway, even for very short distances. views overall attractive and pleasant ATE � 1 ■.1J • transportation development This condition causes congestion, further landscape treatments, etc. In most, but .'' S� ; '�j, i p Y impedes 9 attern of Pacific Hw has not i m edes access, and de rodes the not all, business locations there are few ! ' , "•* created a distinct sense of place capacity of Pacific Highway. amenities that would attract a shopper 4 +4 ' • '.~:/!;4N,° ■ ' � •I 1 or identity different from other or client to extend their stay beyond the '. j: ° v`'4 E �� 1 * y commercial strips. c.) " Greyfield" is an apt initial purpose of their trip. ,� ' , �■ Because of the predominant business descriptor of strip commercial , ° ' ` model of strip commercial development, development: The majority of the impermeable surfaces IF . there exists no landscape or architectural The urban form most characteristic of (streets, parking lots, and roof tops) , j continuity to define the strip as a the urban strip is best described by the within the Pacific Highway Corridor , significant "place" for the passerby. A term "greyfield." This term was coined were built prior to current water quality ' . small sense of place may exist for the by the Congress for New Urbanism. standards. The Corridor probably ,,!I community resident in terms of a favorite "Greyfields" are suburban lands that contributes significantly to water quality /� restaurant, dry cleaner, or grocery store, are not contaminated "brownfields ", problems in the Fanno Creek and but for the most part, the Pacific Highway or undeveloped "greenfields ", on the Tualatin River drainage basins. strip cannot be distinguished from other metropolitan fringe. strip commercial environments by the tens of thousands of drivers who travel it Greyfields are defined as underutilized/ each day. underdeveloped spaces of strip commercial development and low 4 performing shopping malls surrounded ' i ; •, by large expanses of parking. In many , • -- places, the Pacific Highway corridor 90-11. represents such a place. The corridor • Figure 22. Diagram of "auto- serving surfaces" (roads, parking lots, and driveways) along the corridor. El Findings } �� . .. . �. 'd'�'.: � .. � :�o •' - " a ' — -- i {� ' ` f � �5 ^ - - -g - r - ir !,. - Aim ismig . - ,.. .... glill ( . . , 34 . ,,..., Li iR 0 : is Figure 25. Single story strip commercial ° +■' Or i malls are prevalent along Pacific Highway; a q � unique feature of the Corridor is that, in many , "J � ! `' _ laces, the rear of commercial land uses are + .b. 7 ' 4 - - '' P-7 `° IN bordered by mature vegetation on residential t si , . '., ` a ' E p , I, , properties. , , � - A ' in 8 l►# . _ °_ . Figure 23. Remnants of natural area in the Triangle. .`"2 . J ° ,, ; . ,: C,' -.. ___Jr + ,, ' L , Iblo p, ' , ' ' ' 4 ,01:` ;', . , - A # # gi '° :' �� E6 — . — — 4a I d fl .44.><A, , d �s - k°w � d� '9` L , . .. - ' il Tr 4 1... -1; k .. - ,.. Figure 26. Remnants of green are present all along the Pacific Highway corridor. yy _77. cc- e.) Despite sharing many of the some places the highway abuts steep prescribed characteristics of slopes, and in other areas it is relatively v V0, the auto - dominated commercial flat. r ' < Ill 1 1 1 v . strip, Pacific Highway has some itir r. r unique landscape character, and As with the Tigard Downtown, there natural remnants: exists the opportunity to extend the t 7 The Pacific Highway Corridor occupies a "green" of the drainage basin remnants $ 'a unique northwest landscape comprised into a future built environment through ' '... _ ' 4 ; I A „/ of significant viewpoints, green remnants deliberate landscape plantings and public *— of natural drainage ways, and a varied and private open spaces. (Figs. 23 -26) Figure 24. 2010 tree plantings along Canterbury Lane. topography all along the highway. In d 10 I Findings & Recommendations Overall Corridor Vision 5. Recommendations 1. TRANSPORTATION __ 4l, _ ___ : cl — - . Overall Vision - • a. Recognize that ODOT's need fora ' , > � A N r i..:. ,.. ,� ■ -. 41 high capacity, uncongested, mobility ' 1 • • • • •• i '1 .i ,_, ' "The Vision for the Pacific - __- Highway Corridor is a corridor cannot be reconciled with the • - _ a •E ;. - NE ilie#s_ prosperous and high amenity highway's commercial businesses' - _ o - - ' • ► ■ desire for unrestricted access to - > " 9 - r r - I* urban environment made up Pacific Highway. This requ V I " •.. ° ` J jos g long of a wide range of mutually developing short, medium, and Ion „ � ` •3 r IA te . a supportive residential, range transportation and land use + ' - • , 1 i '*' 4' commercial, employment and solutions, including high capacity • r civic land uses. Served by an transit, to ensure the Corridor's future I 1 i 1 i r �M� Figure 27. High Capacity Transit: Bus Rapid • w, ,- - -- efficient and safe multi -modal transportation and economic vitality. Transit in Eugene MP '• " : ' ' F ' `' • MN IM transportation system that (Figs. 27 -28) . . . , i 0 • provides easy and safe access - r - �� b. Adopt land use regulations and ` ` ' ," • � `• m am to all parts of the Portland N ; �, a , design standards that re multi- =� _ Metropolitan Region. _ _ , z 7 modal transportatin connectivity " The Pacific Hi hwa Corridor �� P -` �� iii is envisioned as a destination 4, WWII MEM at development occurs. Concurrently, - f ' where people choose to live, develop a long term program to P - I 111/::::„....„,:R.,_ ` - work, and visit because of its ' connect neighborhoods to existing a- - flA transportation advantages and development through appropriate - Figure 29. Site plan of an envisioned development at Canterbury Square with increased central location in the Portland connections. (Fig. 29) pedestrian and auto connections to existing single- family residential neighborhoods. Metropolitan region, and its high 9 "'" "' `.. level of livability and employment c. Develop and implement local Figure 28. High Capacity Transit: Light Rail opportunities. The Corridor street connectivity plans between Transit - - -__ the various districts along Pacific will be a place where residents _ � -- a IP nd workers can easily access Highway to reduce congestion required goods, services, and and promote the economic and transportation synergy of land uses. � leisure opportunities without (Fig. . 30 0-31) 31) reliance on an automobile." - Ultimately, when it is fully d. Implement the recommendations of 1. developed, the Pacific Highway the Tigard 99W Improvement and Corridor will serve as a national Management Plan as a short, and model of the transformation of mid -term solution to improve the an auto dominated commercial appearance, safety, capacity, and i j corridor into a healthy, vibrant, usability for transit and other modes. a ° �� G and economically sustainable %0 411 urban environment that acs accommodates thousands of - jobs and households." Figure 31. Envisioned block and street layout, with new streets creating a smaller block structure, approx. 400' x 400'. In this Figure 30. Current block and street layout around Fred Meyer scenario Fred Meyer has redeveloped with a smaller footprint and highlights how streets are disconnected creating large blocks. structured parking. MI Recommendations I _ 6 ''- ill p 2. LAND USE 1 4 1 ., ,,, , 1 r 4 a. A positive future for the Corridor - :0/ F de ends on providing the opportunity r 1 w ,� %- r. p p g pp Y i 4w i „ YR ,,, fora much wider range of land uses - 4 i than currently allowed. Therefore, , YY _� _a Y ;' i Tigard should amend its Tigard u - _ I� " �. '4 w ; "- ,o � ' i 4., -t 4 , r, ,, Plan and Zonin • , 10 - 20 years Comprehensive g wkR r . , k , Maps to allow a variety of land uses F y 1 including medium and high density y 1 f + • - .. r x T ° + , p housing, employment, commercial, r, ' ' professional services, institutional - ,�, ;, , : . 1 o and civic uses. ' "' v e , ; .. ii iakv., 144 + b. Associated with the planning for high 1 0 � . ., 4 r -e , I,1 _ % i t capacity transit, Tigard should adopt -, , _ — _ � , " land use and urban design standards ape ri _ 20 - 30 years that allow future development to a create a variety of high amenity, p - - 1 r . L °, pedestrian oriented developments, k 1 especially associated with the design - and designation of high capacity '- transit station communities. 441 #; ,. ° "% l '` '`. ' (Fig .33 ) I ` i . M Figure 32. A mixed -use, high density community along Pacific Highway with employment, commercial, residential, and professional uses. s w C. Future transportation and land use w �. planning should be focused on t r 30 - 50 years creating a unique sense of place, I Figure 34. Phased development over 50 for the Pacific Highway �� or identity, g Y years at t he intersection of 1 and Pacific -� f Corridor. This would include distinct . w , , .. Highway. The gateway is demarcated by entry points, neighborhood and I , I " . A , , �''' , .y tall office towers that create a sense of ° '` entrance into the City of Tigard and the employment districts, activity nodes r ,...-71.:(0„11.,. .- ; I .F r ' r ,:: s. � :. ' "' ip � T riangle area- C Y g key F � L -J . , - . 9 r, =. at defined at ke locations, de fined station � 1 - , I , °„ :2. - v _ _ , t community districts, interconnected x ;� � ' j " ° ` green networks, etc. Also, even . � i A 1I � � , .w c though there area few churches, ! - y !;. '-,j N �� ..aG, private child care and a school '- - = _ along the corridor, there are no civic . , -- � buildings or larger institutions. Future land use plans and redevelopment efforts should ensure that a wide \ -_-- , -- range of civic and institutional uses can locate in the corridor. Figure 33. An envisioned medium density station community at Durham Road and Pacific Highway would be an identifiable 'gateway' at the (Fig. 32 - 34) south end of Tigard along Pacific Highway. III I Findings & Recommendations Recommendations d. The future land use pattern of , Pacific Highway must respond to a variety of transportation modes �' ,fF" beyond the automobile. The 1'4 '' — - automobile will remain an important part of the transportation system, `,, ,, but other modes such as rail, .- rt 1 ' "' bus transit, walking, and biking ' a must also be considered. This _ ,; 1 . 7 � j will require a land use pattern of x ^ t f in r a AIH110- mixed -use development types that _ _ - �` W93 are functionally and economically interdependent. (Figs. 35 -36) w . e. Prohibit future land intensive low "" ; s g iro_ - ' , r % employment density uses, such -� _� - - r i — as storage facilities and used car ._ •- - -';'"` - . _�, s., lots, within the Pacific Highway `., ms' Corridor. These uses do not have the - employment, housing, or customer _ intensity necessary to support high Figures 35. Multi - modal conditions on Interstate Avenue vs. 36. auto - dominated conditions at Canterbury Square area. capacity transit or a mixed -use _ economy. .. ill 1 f. The City's future land use regulations �t should require increased floor area 6 " ratios throughout the Pacific Highway _ Figure 38. Existing conditions at 1 - 5 /Pacific corridor. However, the resence of� p Highway interchange with 0.1/1 FAR high capacity transit is necessary 1 to foster market conditions to make significantly higher FARs feasible. _ k., Is 1 regulations, should initially establish �, it) _ �. _�.. Therefore, the City's land use . F � ' g y i I �- _ _ _ ...., - FARs that are consistent with market ,-,. — ° "'� "� conditions and require site plans to f -R demonstrate how much higher FARs ' _ s 4 � 1 "r All r can be accommodated in the long run. Figs. 38 -39 w_ t.. w 4 oki it r , t . „.. , ..1 1 , 'A 4 1 1 . , i L =A' °.* w + R° + Figure 39. Fifty years in the future the 1 -5/ � ' ` +� R 1 Pacific Highway interchange with a FAR of `1 '' ' 4 0,„,,,,„, `� 4/1 has allowed for large scale office towers, 1 � r= W which create a gateway into the City of Figure. 37. An envisioned employment campus in the Triangle with a floor area ratio of 4/1, which allows for significant open space. Tigard m Recommendations Figures 40 -42. Connection, expansion, and repair of green remnants over a fifty year time frame in the Walnut St. area 3. ECONOMICS AND MARKET have significant effect, beginning with strategic tree planting and other - • ► a. Further study is necessary regarding landscape improvements within street 4 the depth and duration of changes right -of -ways, freeway interchanges, ° ,�. 4.,--.....“,.... r in consumer spending, residential and public easements. (Figs. 43 -44) '1 - preferences, employment and , r ~ ' , . ~ --,,,,-r---- - i �--., economic trends at the regional b. Develop and implement strategies • : " '`' =' ' . T and local level. This is important to improve the design quality of me. ' . ,-__ nom' r . ,._� ` -" �„i'w' �,a•� ,t because the economic impacts of new and existing development such a! _ N ,f4.- �1.- the recession are likely to figure into as assistance with clean -up, tree a .. _,, ter..:• ` '` w-►�" - ,.' business and development strategies planting and landscaping; '_ ' '' 1 rT p g p g store front ,, ' for years to come. improvements; building and nuisance 40. Green restoration & growth at 10 years, -;,� --- ° - = �y�� Z..: code enforcement, and land use �, - _ r r . , , 4. URBAN DESIGN AND design standards. ENVIRONMENT '7%..i. e c. Develop and implement strategies 1= 42. Green restoration & growth at 50 years a. Corridor businesses and property to extend the "green" character of �` _- — 1 owners, the City of Tigard, and ODOT stream corridors, drainage basins, r�4 - -r- I f . ° ° should cooperate on a sustained and upland vegetation remnants • effort to increase the appearance throughout the Pacific Hwy strip as �, ``; -, ' and overall aesthetics of the Pacific redevelopment occurs. Particularly - 1: Highway Corridor on both public and effective would be enhancing the r 41. Green restoration & growth at 30 years private properties. This effort can urban forest canopy in the corridor. Methods could include natural resource easements, surface water 1. .. ; ' 1 quality facilities, development : e , . �� sy . , M standards, development of parks and ,. P ' �. other civic spaces, etc. Figs. 40 -42) ., tV,, _ N om . ,,- ° d. Ensure that redevelopment of the ‘5 . ry , Pacific Highway corridor improves „acv i �, _ the interaction of the east and west r parts of Tigard and provides better . r. ° 4 a s connection to all parts of the so a i esa e f I pa f th City. l . e. Develop specific station area plans - scaled and designed as appropriate for the Triangle, Central/ Viaduct and South Tigard segments of the Pacific .,. , x � Highway Corridor. f. In cooperation with ODOT and Washington County Clean Water Services (CWS), develop and 4 "axe implement a strategy to improve Figure 43. Existing conditions on Pacific Highway near Beef Bend Road. Figure 44. Treatme to enhance pedestrian connections. water quality along Pacific Highway. 103 Schematic of potential develop of Pacific Highway. 1 -5 to Hwy 217. �+-, erg' 1 . - i � . � ` r - _ + -G " � � F 4 '3 ter N � IlW -i :4/. , ' — -1 4 . – 11 ' • A � e -.4 w 11111 N al — i ...7Z9. m. .40 NII ‘Ii Immo ''''''• In 1 1"11111411N .t. . III se ola la «o r I I 'R'i. Amy %11111r __ ■ 11 % 4 tau S 4111111. 610111ftlirminialemmirop 1 -_ j I II 1 0-2 0 Years 20 -30 Years 30 -50+ Years -. 1 i - ^ .. , �.� . ** _ 4 ., by . ; . t- � i " r 4 , 0 ____ .,„.., : EtirTy or a .,..;_ ../ ' - '"' ''' ;la:: 1173111 Or - 4 .... . "_. . ,„.. a . Y . a i� ! 1- - w 4'• W� M y 4' # TAI{ A t y. 4 f M F • a �' } E it*.-401, ,_ off 0, , - � a �► �F 4 4 ate _ r 'i 1.11 / , i y �" o la i't /111 lab ' T oup . ' S. is ir um. lo Ii ,-,,:s i 1 %a I . ill e ri milisigi, pi - . _ d e,' ES 40 4040 ir. �` 9 / ;+ Current Floor Area Ratio of 0.1- 0.25/1 Transformation with a Floor Area Ratio of 3 -4/1 ,ate. -. - - - _: - ---- - -.....-.0. Ad ie r ' .1-- ,� 4 voMilir E xecutive Project Findings & A. Recommendations s .._ „• ,................,..,,,....., 4" MEMO '''. SON -____--, S ummar y . __ „, _, ,.. ...,%s. ..d:. ,,,,. __,z _. ;lo A, f � F - 50 year build out of Walnut Street station area with medium density � � 'f ,� �'"� -� _ housing and open space. 0 _ y I sar - - - - . . allinimmi L. , iiii 1111L- f Future Form of the 91W o- '4 Mlit „ .� Corridor iffil r . . 4 . . . . . _ _ ___ _ _ __ Pacific Highway Corridor 1 r - _.4 ” - I t . r Triangle Section 0 i l l Central /Viaduct Section or / South Tigard Section 1 , , PP --..-...-r-.--"• _..../ ..1 ./," A p IWO 411P - - =c 50 year build out of 1 -5 Pacific Highway interchange as a major station center with high intensity development, including signature towers. II Future Form of the Corridor Pacific Highway Corridor 1. Tigard Corridor Sections / ' TRIANGLE / rN' 40 V. The Pacific Highway Corridor can be mix of residential, employment and _ , is " I divided into three sub - areas, each commercial land uses at intensities ;�;:. with its own distinct urban design and capable of supporting the establishment C � „ f p 1 transportation context. The very large of major high capacity transit stations. E N Y► °. �� size of the study area and its complexity / w ` ' required identifying sections that have The Central /Viaduct Area of Hwy 217 s ' f �� v 'f /-5 1 -5 • defining design character and themes as Pacific Highway 99W between Hall Blvd „* 1 ". a / a described below: Hwy 217 /Pacific Hwy overpass to 9 ® �,. E , the Watkins Ave. intersection: .' The Tigard Triangle section The Central section consists of low to / .eg r '' L► n 11 from the Pacific Highway 99W moderate inte retail, office, light : - ` `w b, interchange with 1 -5 to the industrial, government, and residential CENTRAL/ / ° interchange with OR Hwy 217: uses. Like all of Pacific Highway, ° . `` ,, , r / This part of the study area is the most traffic congestion is a significant issue VIADUCT . # 4 - ‘'3‘ !..4,* •' L L.. t traffic congested portion of the corridor particularly during the morning and late i # i because it provides direct access to afternoon commutes. - - , . '',‘ ri i , = .1 61- two major freeways via two separate / - w ' . t , � r t ", ! IL interchanges separated by approximately This portion of Pacific Highway provides � 4 - . t ° "." ,.. -* \ , ` - . 4 � r , one mile. Between the two interchanges access to the Tigard Downtown via Hall , ` R '. ` * " � ' more intense commercial development Boulevard and Main Street. The highway ,. , fib ; * • I has occurred than elsewhere along the is separ from the Downtown by an Gaarde St. iw'�; ` ` � '`; , � � " corridor. This part of the study area overpass built in the 1940's. From an --��„ -4 c --- � '* ` G includes much of the "Tigard Triangle" urban design perspective construction . , "'`* . , P r i mixed use employment area bordered of the overpass stymied development t — . _`` l by Pacific Highway, Interstate 5 and of the Tigard Downtown in two key e •' • Downtown i , State Hwy 217. Tigard had high hopes ways. First, it created a barrier between \ for this 470 acre district twenty years the downtown and adjacent northern ago when it was first designated for residential neighborhoods and from the W atkins Ave. office, commercial and medium density rest of the City. Secondly, it assured - residential land uses. At the time, it that the future (pre- shopping mall) ' i , IV. 1`i dry , , seemed to be ideally located with access commercial development would be ' ,}''a from an interstate freeway and two major focused along Pacific Hwy. As noted state highways.h However, primarily previously, commercial development because of limitations imposed by traffic along Pacific Highway is now affected f / McDonald St. congestion, competition from the Portland by competition from newer forms of _ Central City and nearby established retailing. The downtown's isolation was - / office parks, like Kruse Way, the Tigard further compounded by the construction r, � , Triangle has not lived up to expectations. of OR Hwy 217 which isolated it from the i e' / SOU' i 11.3 Tigard Triangle and other parts of Tigard. 4,4t li 4, TIGA I-' It is expected that development of high Because of natural and human -made capacity transit will help resolve the barriers, redevelopment of the downtown 4 , . OA transportation limits to Tigard Triangle must be supported by multi -modal : a p g g pp Y rs, / redevelopment. However in order to transportation connections to the rest of _-, g ,,." compete in the very competitive regional the community and to the region. „'gym Durham Rd. office market, future urban form of the 1 I /' Tigard Triangle must include a synergistic -• Figure 45. Study area and the three sections of Tigard. Ell Pacific Highway Corridor 0 Future economic viability of this portion Opportunity Sites . l of the corridor, including the Downtown, Correspondingly, the above three districts Triangle '4'.:r_?` ..v. will require creating a transit supportive were divided into the following twelve 4� �,�v► urban area of synergistic land uses. smaller nodes to visualize future transit Redevelopment of the Tigard Downtown oriented development concepts. These 7. Downtown /Viaduct into a high amenity, vibrant urban "pulse points" of activity were identified . ., village will likely spur the change. based on the potential of intersections The Downtown is a designated urban or large areas of undervalued land. 8. Walnut Street renewal district and has been zoned to Even though it is unlikely that all 12 ,� uses 1. Interstate 5 accommodate a wide range of mixed will become station communities, it is including commercial, employment valuable from a visioning perspective to 9 em p Y 9p ers p 9. Watkins Avenues and high and medium residential explore their potential. - development. 2. SW 69th Avenue The South Tigard Portion Site 1: Pacific Hwy & 1 -5 10. McDonald / Gaarde between the Pacific Hwy/ Site 2: Pacific Hwy & 69th Ave. Street 3. SW 72nd Avenue Watkins Ave. Intersection Site 3: Pacific Hwy & 72nd Ave. 11. Canterbury to Pacific Hwy /Durham Road Site 4: Pacific Hwy & Dartmouth Square Intersection (South City Limits): Site 5: Pacific Hwy & Hwy 217 This portion of the corridor is less Site 6: Pacific Hwy & Hall Blvd. 12. Durham 4. SW Dartmouth Street developed than the previous two A Site 7: Downtown /Viaduct Road/ Central/ significant portion of the General Site 8: Pacific Hwy & Walnut Viaduct Commercial Zoning adjacent to the Site 9: Pacific Hwy & Watkins King City Highway in this area is quite narrow; only Ave. 5. Highway 217 one or two lots deep in some places. It Site 10: Pacific Hwy & McDonald/ - has a lower density, more residential Gaarde character than other parts of the corridor Site 11: Pacific Hwy & but is interspersed with major shopping Canterbury Square - 6. Hall Boulevard centers stand alone commercial Site 12: Pacific Hwy & Durham buildings, and smaller strip malls. A substantial amount of undeveloped E f vegetated land remains along the Highway here, adding to the residential character of South Tigard. Redevelopment in this part of the South Tigard Corridor will likely consist of medium and higher density residential communities with supporting commercial and professional services. However, there are some opportunities for more N intense urban redevelopment on larger underdeveloped parcels. * ** Figure 46. Twelve opportunity sites for High Capacity Transit station communities D Future Form of the Corridor Tigard Triangle 2. Redevelopment of Tigard Triangle . r, 1 � (---, - n 7 RIANG LE 1110* s - w Street ' 4_� s„ ...,N : - ,,,..,- ...,..- � `� _ -690-Ave / w Street ' , .aa 69th Ave r Pine St. Pine St. , �' - w Parkin II e g ce r_....... / ■ r . , 1 Y5 �� i y ' - - - New Stree - =` o- = ' r 71st Ave Construction - t E . -f ''' Aye . \. 1 I Existin from previous phase Pacific Highway.,.. -- Pacific Highway Existing Figure 48. Existing conditions at 69th Avenue showing street layout Figure 49. Phase one (5 -10 years) future campus scale employment 1.) Introduction: Figure 47 and current buildings with a very low floor area ratio. use at 69th Avenue station area showing new local streets providing The existing employment area is redeveloped over time encompassing 5 connections in association with new transit oriented development. bounded by Pacific Highway, Interstate to 10 years; 10 to 25 years; and 25 to 50 5 and State Highway 217. This area years. No specific uses are assumed. known as the Tigard Triangle represents The buildings are shown in concept a significant economic opportunity both only and are intended to illustrate the for Tigard and the region as a whole. development of a wide range of mutually However, redevelopment of the area's supportive land uses such as office park, 470 acres is severely constrained by the condominium tower; medical campus,: °. lack of transportation capacity. Even etc. i - - I though the Triangle has significant~ 1 transportation advantages, being at the 4' `, r t intersection of three of the most heavily 2.) Land Use traveled road segments in the state, A mixed -use, highly synergistic, land - it also has significant challenges. As use pattern is envisioned for the Tigard previously emphasized, the future of the Triangle. This is a marked contrast to f E area depends on solving these problems. many of the current single purpose, , - m _ stand -alone land uses. Therefore, the The redevelopment of the Tigard Triangle future visualization of the Triangle shows into an economically vibrant and livable a mix of mid -rise buildings; most of which ! , urban center will not take place all at are capable of being adapted, over time, f` I Y � once. It will occur in stages as public to a wide range of uses. Also important I In + . . I- investment in High Capacity Transit to take into account for the future of the (HCT) is matched by private investment. Tigard Triangle is the need for accessible open space and connections to the O r 2' T 11' — 1 - 1 r f 11` 1 —r 2' - 15 , ' — 1 The following scenario presents images natural environment. Public spaces, of portions of the Tigard Triangle such as parks, plazas, or market streets, Figure 52. Potential Pacific Hwy street section accommodating high capacity transit, four lanes of vehicle traffic, bike lanes, sidewalks and planted center median. 111 Tigard Triangle r r . -f �, - which allow people to gather and interact, research, software development, and '. r% J ` V . are essential for the social health of the the manufacture of high value added -,, . . , - '' �r community. products. 69tr-Ave . c , �� ' y . 6 . ve . - -- , .' Any discussion of future land use in the 3.) Enhance and Incorporate the f ilk 7 ° --, Tigard Triangle must include parking. Green: �' . Ail, •/ Even with High Capacity Transit and The Tigard Triangle presents an rye � f . � , � _'x other viable alternative transportation opportunity to build an open space/ 7„, " '' ' .Z. f � ` , ` . modes, automobiles will remain a primary natural resource system around Red srior \ +► 7 - - � -- _ .. -. , transportation mode. The intensity of Rock Creek, and its associated wetlands, _ . f' � the land uses envisioned will require the and streamside vegetation. (Fig. 53) i *lip 7 14 ____ . accommodation of parking, though it is There also remains significant upland `' ",\5 ` . - „. ` .,, -...._,_,,,,,,,,./., 4 _ _,.,.„...„. likely there will be less reliance on single vegetation in the areas of the Triangle ,, occupant vehicle travel. that have not been developed. One of the defining characteristics of high In the short term (5 to 10 years), quality and high density mixed -use areas 7 ' - �.' nYJ '"- - New Construction z —� EX; while High Capacity Transit is being is the presence of open -space and �� I previous phase Paeif c Highway Pacific Highway Existing � ti planned, engineered, and constructed, natural areas. Future redevelopment of Figure 50. Phase two (10 - 25 years) of campus employment area at Figure 51. Phase three (25 - 50 years) of fully built out campus employ development will mainly continue to rely the Triangle should capitalize on these 69th Avenue. ment area at 69th Avenue with mixed - use residential buildings. on surface parking lots. However, as assets to ensure its desirability as a place high- capacity transit service becomes to live, shop, and do business. imminent, the market feasibility of structured parking will become more A major opportunity for future -- favorable. In the midterm (10 to 25 redevelopment of the area is to mitigate l awri"Qw..7 1 1 7 "1111 0 P"....3.- --- o I — 1 , years), larger and more significant the water quality impacts of the large parking structures will be developed, expanse of parking lots, roads and f especially in areas within proximity streets that were constructed prior to ol t-- to high- capacity transit stations. It is current water quality standards. This ste 3 r. expected that within the 25 to 50 year will include construction of green street ea , w 11111 "' �1r-t , ,' time frame, the Tigard Triangle will be infrastructure, natural water quality 1 ' mostly built out, with parking primarily treatment areas, expansion of the tree 0_ s ,, , `' 1 on- street, or in structures. It may be that canopy in parking lots, and enhancement 7.,t presence of free off - street parking in very of natural waterways and wetlands. 4 R C will be the exc pion, . large surface lots w'II b h e f =.� r w t, , -r instead of the rule. ; z _- µ , - � * 1 L+ t� i Trends indicate employers will seek { i t . _ e p , areas served by a variety of reliable _4 It' . Y A + �� 1+ p ti,t ,1 I J 1 ,LiJd i �.' 1 . transportation services that employees ' . �, f t �_ W _ - . s can use to travel to work. The ability to move people to jobs in a dependable ,,, ► , L _ F w ; b timely imely manner will b ecome as, if 1100.4t ,�« not more, important to moving goods. ,q� Therefore, it is reasonable to envision I ' a' 1 I •- Tigard as the location for high intensity 1 i campus type employment uses, such as Figure 53. Campus employment area borders and incorporates the Red Rock Creek green space. 20 F uture Form of the Corridor Tigard Triangle 4.) Transportation economically sustainable residential and safely access the area is by automobile. The livability and economic future of the commercial environments. Therefore, it is envisioned that a future Tigard Triangle depends on implementing transportation system will allow greater short, medium and long -range The street connections between the connectivity to surrounding lands, transportation and land -use solutions to Tigard Triangle, Interstate 5, and Pacific such as Downtown Tigard and other congestion and capacity problem. These Highway must be carefully designed to employment areas. include a range of major roadway, transit, ensure efficient and safe transportation i walking, and bicycling improvements. connections for all modes. The quality 1 Interchange• Even with High Capacity Transit, future of intersections is very important • ,, — , ,a development of the Triangle will be because these are ideal locations for 72nd Ave % ,�•r ►l - �i , ; w, ti `� hindered without a well designed and more intense development. An effort to {, ,! - _ 'II � . connected local multi -modal street implement effective access management -- - - + a ' 4i I t C f , r� , l i Dartmouth St. system. Currently the area's street solutions should be associated with r IF a I, t 11 I + . t ' system is undersized, disconnected, and the development of Triangle street L •1 °' +' , . . _._ v - + d r7L v �, �+ c _ not conducive to bicycle and pedestrian connectivity. Safe and effective access is .,mss , I. ' . 12 r 4 _ - travel. not only important for Pacific Highway's _ p ' If -.��a �+ . , �.� i I II � I fl, � i � .. � � - •� f Nil. traffic capacity, but to ensure the { 4 �, I �� t ', C ' s ! M However, this report's urban design economic viability of businesses as well. , =`� _ recommendation is that the local street system not be over designed with Even though bordering freeways and r z y excess lane capacity. Efficient access is arterial streets may seem advantageous important but building streets that would to the Tigard Triangle's economic viability, 4 —__-4 attract cut - through traffic from major they also present a downside. These ./' arterials and freeways would be contrary major transportation routes isolate the ,- to the objective of creating livable and Triangle from the rest of Tigard and surrounding communities. Now the only Figure 54. The Triangle study area includes mode by which one can comfortably and three potential HCT station areas / Figure 55. Potential Triangle build out with HCT in the 25 -50 year time frame. 411,_,„._ _ rili! se as -.mai, 4.7 , 1 .. f C Figure 56. Potential street section at Pacific Highway in the Triangle sub - district Figure 57. Proposed pedestrian Street - with scaled Figure 58. Proposed Rock Creek Park Boulevard with development scaled down buildings down to open space Ell Tigard Triangle 1 N i A \ 1 • ` — —i V yo 6 6 d / � Fi -12 ® N Ti 7 111116141112 e _ gad Triangle 1 110 \I 0 \ \IF \ ' R coned ■ . 0 :,, Ilsk ... > ;3 - Improvements Q . 1 ; Tgad Urban _ Banning Area 1\11 Idk ik 0 \ 0 O ,_ e• Existing Facilities PFAFFLE ST w . 1 - 66o I ) I • - Mryor Roads Lo 1 §\ 0 0111‘11 ‘ ‘ 0 • 4 Q i rd Roads Multi - z ® Uw Path \ \ ii \ el \ 66g ;3i I FutureFaclities . ■ ■ • - 19 " 5 ATLANTA`ST HAINES ST "" IntaacoonProject kalt • 66 m Roadway Project ■ # t 66 r9J .. PCrCorridor \ ii , , • • polir • • • Ne ghLrorhood Path lia \ Road Improvements ��jJ� X 3 2® D ARTMOUTH ST - ROadlm ovarent `C , p (�nd utl PetloS iai • \�� . ® tl b k f t es) \ 40 • II \ • 4 Q I. A' A ® ® I Me m dks and 0 — Si dewalk . /� El • • ® - Bi ke Late >` I � `�62 • T V % • , = Bi ke Boulevad �� A j e 086b G ', •. • • co Nev Faalnes �J,� - � � ,. � ' 0^ , - ( ... New ROad •�� 2i � ( aitl ti k f ides) de c�'l� eGA A / 2 ' F S BEVELAN ST Mult u.Pah Q e 1 v " Y � V ^ T Other M ap Elements y 0 ® 7C Transt Center • � e�a �a � ) " G 0 • O 0 • Tra stCenBounday ( A 0 eta e§) - t. j & Parks Qa TSM A - 9 �� 10 � � Gke FANNO CR PARK j , CV o m ® \ �� 0 1 B1 ®WAv_LST ,�, ® \ ep rerR as of February 282010. R: wll Urt°alter Figure 59. Scale of future development should transition from high intensity multi - story build �°� - 4 te \ 5 °m ' arts OCC e mP. ings along Pacific Hwy to 3 -4 story pedestrian scale residential development. — Figure 60. Triangle planned street improvements from the Tigard Transportation System Plan (draft 2010) L • '; • • i �.y - _ Figure 61. Office towers possibly up to 25 stories at the 1 -5 interchange mark the entrance into the Tigard Triangle. Building heights will step down to residential areas. In Future Form of the Corridor Tigard Triangle 5.) Urban Design and lir Environment: _ . ; 4u . ' ., - Creating livable, economically vibrant, lfr ,/_,e , i „ i ILi; .,., and desirable places is essential for the future success of the Triangle. This project envisions a transformation fz tl of the current disconnected style of F development, into a desirable, human -- 4. scale community with the requisite'- " y economic, social, cultural, social, and ;ice environmental qualities. Accomplishing r _ # .� 1 V this would transform the Pacific Hwy `*r — .. . � _ R a ; IF 7 Iii Corridor into a great place to shop, work, - " _ - do business, be entertained and even :- - "call home." - , •� � I 4. .-: ,.,.t,N Figure 62 Envisioned community center building along Pacific Highway. t ''f y i . " a * ' ' `° F f y i ..,.. 0U7' 4 -, ` - f _ - gi p - _° , - - F p ' :-... _ - >, - - �� = j - ~ s ° Y — a w . �� Figure 63, High amenity three story pedestrian scaled environment. H w { , ma „ .. - im ^ ,Jr _ f _ -- �f - —u — m. - - :gyp -. +•_ �s ° ♦- f rt .w. 9. y I' v� , . _r :. , 1q . i P r ' F _S 1! ' , u � Y . -. - :°- a, aR _ ..'°�6k - 1. l'� _ r I M�paam �+ s. � s C - � ' *tea. _ . � .�_ --„ µ -.f° - «- . „= a . -° xr✓° - . _ 'ate► I► : . Al_ -"- -- .'fm ,. .;, v °_. - ,. �: e� ,..'� . : ° ,. � - �.' `�� 1• 't € - , y e n om .. : ,, ., �,�. . cam . . _: :-.. �``� , ^:"try � ' a a � ' ■+ x C' -w. � ,� ., ., r a , ° .� . r ^ � .., -_�. .. -- -- -tea +. � ..FI -° n om' r �. F. } _. - r `� T ,+1 . _ . e'' , � ,i. n �Ny � : _^ -- _ e , -a ''"1�. q a + ate % ' F - r ° � • xl°T _ 5 `l .i' F s.� i � y,'i�r'1. a,.. N ., --:;r;',,--'--,, _. — ::^S' �� 't d am ' ;! '4'�4. • w �i t x h �i M 't o g ` i r X - ry t ,•24-47 °'+ ° ' . .161 1 11 0r J'. { - - Y t a , ' 4 _m - ^ }44'°I,� ° e - ' .k Xr ,. ` � � ` � .: ,Y' -.. _., {. - _ ^ _ — *' "; 4 I .r - ,,. — —. :::. P _ , Z i..._ e � °' >:. _ � '�-• _ _ __ ._ .., tl� ` " '' . _ ; . . _ - •h � Is+r °'s ` ,� , � t .; a� : aa,:a : m r.-taif .> R . 1 { ... ~,_. t = ';. ,. + r f y '.: ... _ �' 1 . � : .' ', , r`i - _ ° I�'t. �' e:i 0 � ' _ � .. .. .,, °'. `' � :; -'- T 7 ' r Y. [" '�+ 's" ? �t: e� "` J ,.;'. 6 _, ' ., _ d>S.:ke,. ak10 _,� sy ti , _. r - ,. s � . 4 `'° # .. . , I,: - . r Fi 65. Pacific Highway in 50 years with Tigard Triangle interface with Pacific Hwy fully Pacific Hiahwav` -' -- developed Figure 64. �,. El Tigard Triangle Fifty year transformation of nodes in Triangle Pacific Hwy Existing Conditions Pacific Hwy Simulated 50+ Year Urbanization . z 414/1., ,4--.. - s _ „ { ., ___________„.....____„— ,,, ..,,,e,„ r _ _....s....;;;,, ., ' 3 ; „ . a , u r 7 11 1 41104 , , � m ° . r . e - alt kirS, N --"' \ \ ' Nijr5 0 : 14\ -- / ''' ''''7 . ° Dartmouth Road and Pacific Hwy. 10 -.25 FAR Future 3-4 FAR , ,,_-- , ....--0 - , -:-. 'y • _ ""� Wi r a . y 72nd Ave and Pacific Hwy 10 -.25 FAR Future 2 -3 FAR ,,' ° �"` _ 1 ;, • . _ . _ - ill- _ e .......-„------‘,...... _..... ---,...ir- 4 ,,„d _ , . k .. ..,_ T ...,„ . ......,.. . - ,__.....,,, ..,. . _ - 7.0 . • ...: I ' v IL . 4 .1.A. __...,p-a--- ,... ,e- iimpoisionew 4 .•-• %WO 4, .., --r mi l s 0 ` i . A 69th Ave and Pacific Hwy. 10 -.25 FAR Future 3 -4 FAR 4 . ,_ -.mss ... -.ca Nir ..., ii Irk v .., r . . w mss- _ p ,. Figure 66. Aerial of existing conditions in the Tigard Triangle 1-5 Interchange and Pacific Hwy. 10 -.25 FAR Future 6 -8 FAR El II Future Form of the Corridor Central Tigard /Viaduct 3. Redevelopment of Central /Viaduct Area commercial development. Therefore, 2.) Enhance and Incorporate the future redevelopment of the Downtown Green VIADUCT / CENTRAL and the Pacific Highway must consider A tenet of Tigard's Downtown Improvment ways to reconnect Downtown Tigard to Plan is to "extend the green" of Fanno the rest of the community. Creek throughout the Downtown area through street tree plantings, green street " � As with the Tigard Triangle, the features, and public spaces. Like Red `" development of High Capacity Transit, Rock Creek in the Tigard Triangle, Fanno " *" t combined with other improvements Creek, with its wetlands and floodplain, - f "" to the transportation system, will be is an important open space /natural natural \, `' r essential to achieve this objective. The resource amenity. Tigard is fortunate in NNwBric�yr — ,,. e "` , ,. m i { ' ' ��3 . ' Central /Viaduct area will have bona fide that most of the Fanno Creek floodplain 3�ard� k Aidt, transportation advantages: a hub for in the Downtown area is publicly owned, """ ° � S" ', til, bus, potentially High and plans have been prepared to restore r .: - '' era • Capacity Transit, augmented by major it into a publicly accessible natural area' 4 , xf* commuter ra us, an en � - state highways. park. (Fig 68.) �` ,, k- N . 1.) Introduction The following are images of the The concept of extending the green , ` The Central Tigard /Viaduct portion of the Central /Viaduct area redeveloped over must go beyond Downtown's urban �" f � '" study focused on the area between the time encompassing 5 to 10 years; 10 to renewal boundaries to other areas within `' """� "`:' w / . _,,• - Highway 217 /Pacific Hwy interchange, 25 years and 25 to 50 years. No specific the Central /Viaduct study area. Not only ` ' - � ". S. ,. N. south to Watkins Avenue. The area land uses are assumed. Rather, the would there be obvious environmental g _- ,. ,,• includes the 193 acre Tigard Downtown concept Y buildin s are shown in conce t onl and and recreational benefits, but a stron �a.,�tk °' Er dia n LeFe aw.e g rae aQd N Urban Renewal District. An important are intended to illustrate the development landscape and visual connection would ' , ., - : ;' , •.� .. ,, rinci le hasized b urban desi n em of a wide range of synergistic land uses. link Downtown to adjacent land uses. *, \•-•• 'r;,, '., L a .•cf P ar t a 9 p p P Y s ,, /i1. this portion of the study, is that the future r ' T Vti of Downtown Tigard is directly associated As with the rest of the Pacific Hwy „p „� ,, „'„ .'., :'. `'' with the ability to fulfill the transportation Corridor, redevelopment of the area , ':E=ar.... Y. . . and mobility functions of Pacific Hwy (OR . -� .. .” " °irss "I v,,� Wetl.i nd Micig?tinn firm. 1 _ ri . _ 99W), while providing for the quality and _ __ i ' economic health of abutting land uses. AEI c ` �� r` ' g 'Nuance P9rrde = " x ; ® ai d gr *ripen essence, the goals of Town Centers x AeI g and Transportation Corridors must , nf become aligned. g it FLw3 - - + � E+s This center /corridor mutual support is key ke �. , i' ” -a °' �"`* � ' } to reverse the fate suffered by Downtown . ` a . `" Ti and when the Pacific Hi hwa Viaduct �' = '� ' " g 9 Y 444 _ �, a Urar was constructed in 1940. The grade Bridge- - , -4 '° : ' ° 1 E ritra^ _ separated viaduct, and the widening �" � L; ,, I i `� �� Nev, a�,�,i ,k' °• � ) ' y; i q N. "' `' of Pacific Hwy, isolated the downtown + 'e� s y , f - from surrounding neighborhoods. Iff)` , c ' °' �� tiii • �'� " *, This separation was compounded byP . ' " - construction of Oregon Highway 217 - to freeway standards. The result was decades of intense auto oriented, strip Figure 67. New plaza in downtown in the 5 -10 year time frame. (Fanno Creek Park & Plaza Figure 68. Restoration plans for the Fanno Creek drainage basin along the southwest edge of Master Plan) downtown. (Fanno Creek Park & Plaza Master Plan) Central Tigard/Viaduct presents an opportunity to mitigate the the Southwest Portland metropolitan to downtown and the rest of Tigard. water quality impacts of the existing region. Currently, Downtown Tigard has However, the viaduct is more than 60 expanse of parking lots and roads a station for TriMet's Westside Express years old. It is reasonable to assume _ _ through construction of green street Service (WES) commuter rail, connecting that the structure will require replacement 0 0 RAI,EdoIN cub wis -; infrastructure (Fig. 69), natural water it to Wilsonville, Tualatin, and Beaverton in the next 25 to 50 years. This would 0 °""' "p quality treatment areas, enhancement (where a transfer can be made to MAX present an opportunity to build a new 1pe ' - - wea m of natural waterways and wetlands, light rail.) TriMet also has a bus transit structure (Fig. 71) that would allow ° "ial ' ■ tree planting, and other landscape center facility within the Downtown. multiple direct, east to west connections lam II ' ' g ._ ■' enhancements. When the Southwest Corridor High to adjacent neighborhoods, allowing " .; j'„ ' Capacity Transit project is completed, potential redevelopment to extend IR MI li , 3.) Transportation Downtown Tigard will be well situated to westward along the newly extended .., The Central /Viaduct study area, like the be a sub - regional hub for bus, commuter streets. 111 t t : ,I ''' rest of the Pacific Hwy Corridor, has rail, and possibly light rail service. t ,," significant transportation challenges Fanno Creek is an important open and opportunities. It is reasonable Due to its high volume of traffic, its width, space and natural resource amenity, but inked use rssi' r,1j I i4 1 7' 16 7' I.4 Na p nas itionii to envision that Downtown Tigard will and the grade separated viaduct, Pacific it is also a significant barrier between become a focus for transit services for Hwy poses a barrier to easy access Downtown and the rest of Tigard. Kr Row Tigard's Transportation System Plans Figure 69. Conceptual design of a "Green Street" in downtown, helping mitigate storm water (TSP) have long identified a street flow, and creating a rich pedestrian environment. connection from Walnut Street to Ash Avenue via a bridge spanning Fanno . iiiite. „ .. ir____ . _. Creek. This proposal has been very 1 controversial and strongly opposed by ` - ` residential neighborhoods that could .. -- * experience additional traffic. However, � � /Q;`- ¢ ...-- 1 1 ',, additional connections to the surrounding - ,4 � community are crucial for the Central/ - 1 ,..-16,4 Viaduct area to prosper. , -,.., /----,. ---..,: -- , wiF P A.,. ' e 46 _ - r It is important to have a long term y �, �e_ ; " ` perspective when considering concepts .. g ' " 10,_.,,, .� - like a Walnut Street to Ash Avenue street it connection. Even though it has been identified within the Tigard TSP for at I t =- f least 20 years, no funding has been committed to advance it beyond the " concept stage. A project of this scope `" i p 9 p 1 p would require regional level funding and �' it will likely be decades before land use "' I ,r � values and development intensities would �'v ¢ be at the level to justify the investment. fair ...- - f , ,,Ey s, Like elsewhere in the Corridor, the Central /Viaduct section has an underdeveloped local street network, Figure 70. Drainage basin restoration with green connections to Fanno Creek to frame future Figure 71. Future replacement of the Pacific Hwy viaduct would create redevelopment with insufficient pedestrian and bicycle urban development with green borders. opportunities to extend westward along newly extended streets D Future Form of the Corridor Central Tigard/Viaduct facilities. As the area redevelops, a the mid 1950's onward, stunted the vibrant and safe pedestrian- oriented development of the Tigard Downtown. environment is essential for economic A traditional local street grid, necessary success. Eventually, not only will for continuous street to commercial i pedestrians and bicyclists enjoy safe and development, did not develop. From a ____._._. ,-r.... , _....•_____, pleasant access to Downtown, they will transportation perspective, Downtown � � ` - r, 1 I have similar access to the rest of the City Tigard must develop a multi -modal as well. circulation system to be successful. i l In this instance, the walking and P16 \ Fi gure5 -15 1 biking travel modes present a more ,,4,, r ♦ li sM owned t' ...: 400.‘ 9 Downtown immediate opportunity for downtown • �� Ob. Improvements '` , 1 111 connectivity than might be possible with 9 - x,. • . S ° 0 "' i the automobile. A primary reason is that - M6 R �� SG T u LoalR y WOODARD PARK � the Fanno Creek Trail is identified by 4'4 r R I / �Q - I. ti the Tigard and Regional Transportation ` 6 .. � ®� , ,- -- acT�rttlo` e. � '-" .. System Plans as a regional facility, 1E12 86 x ' ' 14110 -.. ' extending far beyond Tigard city limits. 4 E .. �', TC = "*, , • Mb s The Portland and Western Railroad is < 4/&i, / IV 66a FR7 27 _ N economic centers of rural communities. 1 ,\. ‘... , r \ However, suburbanization, based ��1> . 1 le r ` ,�. � \ \ \ M F ,p # on easy auto access to urban jobs, -" 4.V � 1 TS FANNO CR PARK 10 ' 'P y, t undercut the economic importance of Q ® e N rail transportation and contributed to p,` I I B „ �� - - the decline of many small community Figure 72. Planned Downtown improvements from the Tigard Transportation System Plan - r. downtowns. For Tigard, the result was (Draft 2010) rapid commercial development of Pacific Highway. The Portland and Western /. - rail line poses both an opportunity and F\ --$„ ,4 an obstacle. The railroad provides for 's ue commuter rail service as well as freight - - - - transit, but also divides the Central/ LEGEND Viaduct area, further limiting connectivity. g °• p �: .� . .■ pi-A d r Future redevelopment of the area will 7 - ' 1 . ` '; - @`"°°""`' , - require greater vehicular and pedestrian t'"; - -: ;' i • M . - .- , 4. �, ; ` — Errlr, •r<« .b .harrcar, s r _ — ... connections, both on a reconstructed e` _ _ ~ "" i I I -, i w Pacific Highway, and in the Downtown. � _ � '. T ! 4 I. "� relVotkPrrffil � .gam _ _ "'k -, ... .+�+ _ Ee -cEra wF cla n w r!�. a ,G r _ Y- _ The ascendency of strip commercial - - — -- development on Pacific Highway, from ..;+/+ " Figure 74. Proposed Downtown street connectivity and circulation plan. Improved physical Figure 73. Envisioned Walnut street HCT station. connections will help the downtown area develop economically. In Central Ti gard /Viaduct 4.) Land Use The Downtown Tigard area will likely This section of the Pacific Highway not emerge as a major retail destination Corridor developed earlier than other within the 50 year time horizon of this areas of the corridor. A cluster of study. Other retail areas, such as commercial services sprung up around Washington Square and Bridgeport the railroad station off Main Street in the Village have superior locations and l/ . ' . early 1900's. Consequently, the area is accessibility. Future redevelopment will N N j '4, more parcelized than elsewhere in the likely be lead by residential development .,. f� Hall Blvd. corridor. These smaller parcels can attracted to the transportation ;... PH _ � � present a challenge to develop large advantages of High Capacity Transit. P. �# 1, 0 4' 4 - , •4 , ' : Y scale projects, as lot consolidation is Employment uses in search of close by i x u :- ri often difficult. In this kind of situation, or highly mobile workers and commercial ,,�"�� , generational change, and /or government development focused on providing v _� : ' / a , \ , incentives through urban renewal, non - durable goods, entertainment and ` � , s 1F, ,. V ,`•,, - is necessary. With the exception of services will follow. Within Downtown `" ,�+ ' ' the major intersections such as Hall Tigard it is reasonable to envision that • � � 7 Boulevard and Pacific Hwy, it is probable future small and midsized business E ` : - "' s ue ' �'1 - that future development in this part of the employment, professional services, � . {- s • ! I corridor will be smaller in scale than in restaurants, pubs, and entertainment and i. : i iiiihit a , r k IL the Tigard Triangle area. cultural venues could make the area a " .*° r I 1 Fi gure 76 Th potential HCT nodes in the }, -� destination for the wider communit . , s% ''� • i f Central /Viaduct Section. y' ,li , _ The area will remain the civic center of 1 7` i� Tigard, where city government offices l' k .. , C 'a Oil ,..1.,` f s m *`� .- 1 , " j, �' are located. As the current government x " I A' - " . 0, ... ` ,j \ f It - .. a, ',.. \ fi '� I d• F 1 , ' ku d a �, F , , . 4 Y , facilities age and space needs grow, , "1 f ��+ f government services will be housed in w e " .� �; - , ' new space efficient, multi story buildings. e •? + Land intensive public works facilities will f i q r / ; ' :\ ; 1 be relocated elsewhere in the community ` . , ti . • , . ,, services needed to serve a much larger IV w , k - 1 population. J s r � i... am Another important opportunity for !,, i r fi r ? ,.. '.• - •"'n.„ ' .,..-/ 4 , -.1 1 1 ii . °-..... - - ilfrak. - ', �i7 � - 1 "1�9�1 t +fix, °` �'�w � � E ]h_ b1 r, , it,, `_- - —, ',: '` y a the Central /Viaduct section is the k � „o; `', development potential of the broad swath ' ,,,,, #` _ ', y , . ,�-- of employment lands to the east. Many , -- + 1 �. X , of the se prope rties are occupied by c- -_ - ' '° a , i ` p low density employment uses such as `' -- _ — . war ehousing, building supply, and auto- '�FrtmiAL. FUTURE 4R8.4NF,S'RM2458 --r 1 1 - oriented uses that may redevelop into C1R ' rr,JO a vra UMW' P. N:W 1. DEMO 9 r �.. _ y p 'L`"`- 7- more land intensive knowledge based 1 enterprises once reliable High Capacity Figure 77. In the 20 -50 year time frame, the Hall Boulevard /Pacific Hwy intersection can Transit is provided. Figure 75. 50 year vision for downtown development. be developed into a dense, mixed -use commercial area that capitalizes on its highly visible location. III II Future Form of the Corridor Central Tigard/Viaduct 5.) Urban Design and A more complete street system that gradually become more feasible as land _ ------- i7- 71 Environment provides high levels of connectivity to values rise. These will be well designed ' -°� '= As in other arts of the Pacific Hi hwa all arts of the Central /Viaduct area is buildin s that will incor orate multi le - - t t - Y P g Y p g p p v Downtown 0,- - w Corridor, the existing auto - dominant needed. Where possible, the existing uses (retail, offices, etc.) in addition to _ -. , '"' r_ " x• - transportation system has been a major local commercial streets should be parking. An important factor that will _ , , �� ;• __ -. - determinant of the current urban form of connected to develop a semblance of affect the design and scale of future i l 4 the area Over time a concerted effort an urban street system. In addition, parking areas is that automobiles that run • j~ + - : ` ° ,, ' ° 'y ro x to mitigate these impacts and move efforts should be undertaken to develop on alternative fuel sources will likely grow ,5 , a� ,, towards multi -modal mobility is essential. pedestrian and bike connections both on in popularity, and may be considerably _ .. *_,..01-..4- , 7� 7. - } 1' - - 4 - ' ^ �; , e , -c This effort will begin as the Portland and off the street system. The Downtown smaller than today's vehicles. E 4. - _ Metro region invests in development of Tigard Circulation Plan, currently l '' } � . , y f "' , Southwest Metro Corridor High Capacity underway, will address these needs. Figure 78. Fifty �, .. , r � Transit . As HCT is constructed HCT years from now k�� A ' ` AIL ( ) the Walnut Street ` � � - � within the Corridor, Tigard, the state, and Architecture in the Downtown will be of area could be r . ' . . ' ma region should also work to address smaller scale than the more commercial, g L- the re b u i lt out as a _ , - - ii � - w the connectivity issues of its current employment- oriented Tigard Triangle. high density ' i -* ' - + `' ` street system. Most new buildings will be between three mixed use transit • i? Pact is Hi hwa and four stories, with two to three story oriented node.' Three potential development nodes have buildings along the Downtown's historic been identified in this area. They are: Main Street. There will be notable .. a . ` �i °-' ' /• -Y R •�. , y m ii • The Pacific Hwy /Main and Pacific exceptions — much taller buildings, up to ,�r , ,, , r, ; Ai - / � `� Y t M i , Hwy/Hall Blvd intersections. The 8 -10 stories, located in close proximity - l` '�- r ' - .r / = - ' older shopping centers at the Pacific to the HCT station areas. Development _ �� •� „ ,�� "'' Hwy intersections at Hall and Main of a high density station area community e , r s:k 'l a i! i r would be attractive locations for is reasonable to assume due to the 44 .,. ° i ; �_ _ , _ - major transit stops because of the convergence of bus, commuter rail, and �� - ` '� ° s -� T direct connection to the envisioned future light rail in Downtown. "` ' ° •” 1 ,P• Downtown urban village. r r I ` -' • The Viaduct itself. The ultimate need The future Central /Viaduct area wil r J � �' s . rL �ry�rr %p WI . ;,� , , _` P ;' for the replacement of the viaduct be a green and lush urban district, _ $"' yr _ ^ , °k` � a � - � could create the opportunity for redeveloped to take full advantage of the % ' ill + ., ��'-' y i P., s . 1°' .- ° � ,, another HCT station. Reconstruction proximity of the Fanno Creek floodplain �r i i t ,�. ° , 4 ,NA D of the viaduct would remove a barrier and riparian zones. A deliberate �t z• -- �- that has been in place for more than effort will be made to incorporate tree '"+ 4 '�; qj i p ' a 9p9 � � �YJW i. I 1 p � �. �"� ., .A: W 4 ly e 1 . s� `m' r tl } �" ' S' ' 'fi 1-2- k ! �* ,Y, +` three-quarters of a century and also planting, storm water treatment and � , + provide the potential to create a other landscaped features throughout � ,� � :, �'�� ° '� ; f I highly functional and aesthetically the area to develop a unique "brand," ` i �'� w ; a-'1, yti ` ,. pleasing architectural landmark. and distinguish it from other suburban kt _`"� : , , • Walnut St. intersection. Another downtowns. '� - r 77' N ov station node will provide the w. 4 * needed transit connection to nearby Automobile access and parking will _- i' ' ,- r �� - "' i, � residential neighborhoods and mixed continue to be very important. As with . _ � t M - t� , Y , s 4 = , ,e. use commercial development that will other areas of the Pacific Highway - = ='�' develop adjacent to Pacific Highway Corridor, parking in the short- and .,. , � r 111 � P i Hi. wa \` � 5 � 0 Q} «:' south of the viaduct. mid -term will be provided in surface , 4 , ° • ° lots. However, parking structures will -- "___ � %r, ' Figure 79. Envisioned well designed transportation environment around Walnut Street. 13 Central Tigard /Viaduct Fifty year transformation of nodes in Central /Viaduct _ .. _ - - a Pacific Hwy Existing Conditions Pacific Hwy Simulated 50+ Year Urbanization _ _ L .--- - _ _, - - a u ' , �.- ,��reS+{ r. •- - $ JI - _ _ - `. % cam' '�' tea. _ 0 ° f . e r l r� - 7. C i i it._ ' .■i iiiii4 p � 4 '. - , - South of Viaduct - Pacific Hwy and Walnut St. .10 -.25 FAR 2 -3 FAR - _ i' 10' .. --f ,. , ; ., • 3v • - . • _ = - �I .. a,r: +- - _ .: gym :- �, ..........• ..,_ .... ____ ,,..... n. a _ ,,,,,, ®".S it , - c a . , ..,..., . _ t ., -.. -� lop -- ..,--- . - - _ -,, ,t r iP „or _,,,---- 41% _ n F d - >r. Downtown Tigard Development east of viaduct .10 -.25 FAR 3 -4 FAR 4., 44., , - - 0 1010:. u �p v d� - j . � . u_ - � v Nik • NI( ' ..... 4E '—' — • Figure 80. Aerial of existing conditions in the Central /Viaduct area. Hall Blvd /Pacific Highway .10 -,25 FAR 3 -4 FAR 30 II Future Form of the Corridor Central Tigard/Viaduct 4. Redevelopment of South Tigard access to high capacity transit for the future options are to have over capacity, projected future residents of several congested roads, or to invest millions of thousand housing units that will ultimately dollars to create much larger multi -lane be built in Metro designated urban facilities that have significant livability reserves and concept plan areas. impacts on adjacent neighborhoods and (Fig. 83) are counterproductive to reducing daily vehicle miles traveled and green house 2.) Transportation gas emissions. - I As with the previous two study areas, Walnut Street Pacific Highway and a local street pattern South Tigard seems to be even more developed to accommodate inward auto dependent than other parts of � or oriented housing sub divisions. Which Pacific Highway because of the 10 4P - —,' has dictated the urban form of this area. factors: J ti * Watkins Ave Nade s � • Poor connectivity in the street system 1) Steep topography prevented 4. 41,4' often necessitates a short distance development of a connected local S i \ trip to be made on Pacific Highway. street system and appropriately spaced �� ; ' 4 These short trips degrade the through- intersections on Pacific Highway; � �, di. 3 1.) Introduction capacity of the Highway, contributing to 2) Subdivisions and medium density _ll The South Tigard portion of the Pacific congestion. Within the study area there housing developed in the 1980's a * Highway Corridor, from Watkins Avenue is also inadequate street connections through 2000, for the most part, were, to Durham Road, is a different urban east to west; from Interstate 5 to Pacific not designed to provide connectivity to I ~' landscape than the other two study Highway. At present, two collector/ surrounding street systems; + ■ 1 areas. Residential areas are in much arterial streets provide these connections, 3) Walking and biking are not viable 1 e i ti ,(- closer proximity to the highway. The McDonald 1 Gaarde and Durham Road. transportation modes due to the lack p topography p ro �" .. � 1 -1 J area also has steeper that It is projected that in the near future, of appropriate riate facilities and street Canterbury Node � j pp P ' '� * �.,� has mostly constrained commercial traffic growth will overwhelm the capacity connectivity; and * 40.1.11. development to a narrow band along of both streets. This presents a dilemma 4) South Tigard is currently underserved 0 - N `. L' the highway. The to this to Tigard. Without viable alternatives, the by bus transit. - 9 Y exception p g Y _ '- topographical constraint is two major 1 supermarket anchored shopping centers �� /� � �' at the far southern end of the study area 4� ter( that utilize considerable land. These . [11 supermarkets were once located in the � : � ��j ""'° ' ��„ Central /Viaduct section, but moved here . . -I 1— to much larger sites. " e I iff i '- .1"` ,-""''''";), 1 / ...5 The South portion of Tigard is also d e M constrained by the community of King ) t, '• y y q;, Wrkiir City at its southern border. King City + , - cam" ..°. . # / # ! was incorporated in 1966 as a retirement w . ,�.,�� `,` a° d -. E „ ° s. ' community and is primarily residential .� with residents having a median age of - 76. The unique characteristics of this ' + "D m R o J , /King City Node community need to be considered when , • - I n + s planning for future station areas. Future % .. South Tigard Station areas will provide Figure 81. Protected sidewalks and a planted median transform Pacific Highway into an urban Figure 82. Three potential nodes in the South Tigard area. The circles indicate a 1/4 mile boulevard just near the McDonald /Gaard Street intersection. radius, about a 5 minute walk to a transit station. En South Tigard 1 Improvements to all transportation modes 3.) Economics and Market numbers of new customers; and will be required to foster redevelopment Three potential station areas, Watkins 4) The Portland Metropolitan Urban I, in the South Tigard area. It is expected Avenue, the Canterbury Square area, Growth Boundary prevents future Washington that future high capacity transit will and Durham Road /King City have urban commercial development along Square be accompanied by higher density been identified in the South Tigard Pacific Highway until one reaches 6B residential development, leveraging the area. (Fig. 80) Each has its own Sherwood approximately 5 miles away. Murray need for more commercial de unique characteristics. For example, Sherwood is a separate market area . Scholls that provides good and s ervices. the intensity and average age of and is adequately supplied with grocery . Tig Associated with a growing population development decreases moving south anchored shopping centers. • there will be demand for improved transit along the highway. The area has Tigard's GO service as well as enhanced walking and two largest supermarkets. These two Another factor will contribute to South e l _._:_---- i biking facilities. Improvements to Pacific centers are the primary non - durable (food Tigard's economic vitality over the long- •• Highway itself will also be important, and personal service oriented) markets term. In the next 15 to 30 years there will especially traffic management measures; in the south Tigard area. It is likely that likely be substantial urban development 6C intersection capacity improvements; safe they will remain so for the foreseeable on lands that were recently brought into urban pedestrian and bicycle infrastructure; and future because: the Portland Metropolitan Urban Growth King aesthetics such as tree planting, surface 1) Population and market area Boundary and designated for urban .....,.....• my „QU^tla1P5 City water management facilities, and other economics are stable with significant reserves. (Fig. 83) The City of Tigard °�.re ° ° ° °.re °° OreaO4eOteR 6D urban forms of landscaping. growth potential over the next few expects these lands to be urbanized , „ area „ a. „p decades; within its City limits. Once the market Ae,e,en. „area � „e= ❑ Development of compact urban nodes 2) Corporate investment in the two provides the impetus for new residential Figure 83. Designated Urban Reserves, Rural Reserves, and Undesignated land in the vicinity along Pacific Highway will provide shopping centers has been substantial development, 4,000 - 6,000 new homes of Tigard (2/18/2010). opportunities to improve street and and the shopping centers have many are forecasted to be built on these lands. pedestrian connectivity throughout years of retail life left; There will be substantial costs for the the area Greater use of alternative 3) There is adequate room for expansion full range of infrastructure, including transportation modes, made possible by provided market conditions allow roads that will be needed to support this I improved street connectivity, may reduce structured parking and future high- development. However, it is expected ` �` the need to build ever larger streets to capacity transit brings with it substantial that nearby high- capacity transit, accommodate automobile traffic. supported by bus and commuter rail links : will assist in meeting this need. 4d ,f % � - # 4 ' - ' • r . i t , � t Future transit will lead to the eventual _ h �'"ry ” . . redevelopment of small shopping * centers in the South Tigard area to more -P., * ' i ntense and economically viable uses. ' ---7''''. , A k T I i Y � ' tg _,E ' For example, population growth in the . >, ^ z._s' �:” southwest Portland metropolitan region • 1 . . "# M -- - ' _ 4. - m will require easily accessible professional itn i .-. 4,c, ' � ' ' � services, such as healthcare. —. -- ;„ ♦m. Furthermore, a growing population will -�- �” ,f g _ + require additional public schools. In - _ y . = ) . ° .A ,., NM MN the next several years, as travel costs M M i 0. increase, more emphasis will be placed .-`"'c`___ on providing schools, health care, social 1 Figure 85. Well marked bicycle lanes and Figure 86. A new development can connect services etc., in closer proximity to the Figure 84. Envisioned medium density residential development wide sidewalks create a safe and inviting to surrounding neighborhoods with vehicular population to be served. It may be that environment for these forms of transportation. access. Future Form of the Corridor South Tigard some existing shopping and big -box retail areas. Six- to eight- story buildings will _ will transition to these types of uses. be allowed. It is also expected that some public and institutional uses, such as 7 - Detached homes with accessory 4.) Land Use medical centers, care facilities, municipal - dwelling units can significantly - -F� help to achieve a target density, , 7 Future urban land uses in the South buildings, and schools, will locate in this � 7= `,: balancing higher densities along Tigard portion of the corridor will be area and other parts of the corridor. 1 � , Hwy 99W Without significantly concentrated within the three identified 0 ; 9 ' altering the large stock of nodes. Development within these areas As existing medium density multifamily a_,.. = - ., detached single family structures of the corridor will be mostly medium development in the corridor ages, it - - ? .. ' on ha the target density density residential (20 -30 units per can be redeveloped into higher density ' , _ achieved would be supportive of acre), with nodes of higher intensity developments of up to 30 units an acre. r i+ ,1 ' r I HCT. mixed -use located around station areas. In the station areas, even higher density $ ' . , , ° `' . f � - f i The mixed -use areas will provide for residential (up to 50 units an acre, with "' C .. fit k * "'° shopping, entertainment, and personal structured parking) will ultimately be ,, iiirl1 � � vie, , , . ' 1 - _ J - services needs. Also South Tigard will feasible. °� '� .. '' _ - - - continue to be the center of non - durable ' # , °' e ' 1 ,; f - Retail And Medium Density goods shopping for the large expanse of Future land -use must also include public ° S " �` Mixed - Use residential development in the area. parks and open spaces. Currently the = i` .PF , s - 4 " i l2 South Tigard area has retained more of a ez ' 1%. - ° Employment land uses, such as sense of natural features than other parts 5 i , professional services, technology, of the corridor. This character needs to MAIN -' _ �. Backage Road CORRIDOR finance, etc., will be promoted within be enhanced. Future livability will depend +- the corridor, especially within the station on providing residents and workers BEYOND ; fir Retail, Ofiice, and High Density Mixed -Use ft_ • 4 �f,' „�4_ I Figure 88. Envisioned compact urban development • 00 h '.. - � . . 4" •r� I max .e ,fir,_ — _ ? p,;.!t c !y P- - -- _ _ _�,.� r' 7. . ✓ , , 4 •° G - , �, * y;,�,�. - } t S i t �- •. __ �z li , ri w. - , .�I ; 1 �y f ''° ,y „ `� *� -may � ,�,�• {y - fr 444 a % " rte , l *gyp . ,` } Lam — i s leg I � I II } - -�� !! + -te e •° �� # y r �' �� x* -.I �' 4 s I :� J r 474 ' :2.-Ne.- 1 „ r oti :4111111111111111 4 11111111111111111 0 ,- . 0. . - - __. -------- 4. '_'-. O si„,„ * 1 .,,; 4 v ... r 4. F s Ar „ /' J . , noit , 4r Vh • .rte g :..., , _ ° _ _. i rivii T_, > _ w. M1' . or Figure 87. Green space in an envisioned mixed use development Figure 89. A fully built out development at Canterbury Square. The larger buildings line Figure 90. Mixed -use residential building with Pacific Highway, with building height stepping down as it gets closer to the single family home landscaping, creating a quality pedestrian neighborhoods. realm. El South Tigard ; 4 *''1r _ -z � access to parks, open spaces, trails, an �� — similar amenities. s. fe + C``` -- :L'� �,� . iii tI 1 � � � _ � _ . � Urban Form in ° iv ii �' ,fir I. _ �= S he envis ned development pattern • 0 �w .. ,,, . { : South Tigard is a broad range of high and medium s residential, ; 4 . III ` , '4.111 o I 4 - Y Chi . - f r °: = I �� _ � r ti __ commercial, personal services, -; a - - � entertainment, and institutional land uses. . a '` - Outside of the station areas, buildings s . °, :; 7 msµ : ' will be of lower scale likely up to three Durham Rdr''° P Y Figure 91. Envisioned medium density station community as Durham Rd. and Pacific Highway (-- ° -„... - � . „. „ or four stories. Accessible open spaces creates an identifiable `gateway' at the south end of Tigard. E F . • y ' . ' and parks will be provided for future s - ` ' r residents and workers. A guiding design • �` '�* principle will be for local and regional trail ' "+ , F &1iI . . 1 ° 7 , A ' #� s ,,.. ;� - Bull Mt. _. systems, arks, and public open spaces r r _ Y p p p p .. ° be within reasonable walking distances _ ,, t ..- :,- for all residents. The aesthetics of Pacific • _ 4- ' - .. r - ,..; G 7 - s Highway will be improved significantly - _ and will be similar to a well landscaped #,5 boulevard. 1 , joie µ • or__, _ 3 , ,,P -- � P , � 1; The station areas will provide direct s , — . 1 ; , _ . , • II access to high-capacity transit and t � — ua #i�AFPr ,," =�,r , , ' IF-..... r'.``4. r F # , - �9 - — ` A R connecting bus service for residents and — . , 1.1 ,, w �� f _ workers, both from within the cor idor, _ -- �° ° ''' ±f � — �, ;. _ and also from the broader Tigard area, ` : �__ , , .,, - t --, . .. King City and beyond. Station areas . � ` wp '° ti will be designed to accommodate .�.- a.E_ , . a . � a r • -' • � '�:; . - ,k ` ` ; N -, t -. .� } ; � � " � � - the influx of these transit users and �- �, _ " ;; their automobiles Therefore, parking „ - 40 � . P 4 0 * ; ', structures will eventually be needed and ' " � 1" ,, — ° ®r 4 L :$I 4 must be designed to be compatible with the mixed -use residential /employment �FJ p g j'F[� ' �!, , , _ M a- �+ s aT '"k' ,..„,-. x. ° °- � ,e .r viii � architecture of station areas, particularly ' . *� „ w : * x y _ ' "k P wt° ' ,• if the terminus of the HCT line is in this : - - 4 -. . I.. ) ::: area zT C AI. ® / ® rrt . } } ' ; ,;P., _ i. ' ,i 1 ale ,a ` P S ,* TF � ` ° '4- N . q - P' _.e y . � . v ' TT y� 3° - 5 � =.. ii+5-d :•.. P-' - - P • , Pacific Highway Figure 92. Envisioned 50 year development in South Tigard. Ine of development is balanced with natural systems with more intense development scaling down to single family residential areas. 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Fifty year simulation of a fully built out Tigard Triangle. en ix 411 ,..- — ---- , cs,, ii: or -\, ' •.., 01 A Comprehensive Plan _ ,...00 09/APIP IPir __...... _ - lo p,--_ — --, ,,,,,,,.. - 411‘.. . ,_ 4, . i lea .+" 4. - - - tag ,e 0 ' r 4: :�� i ri B Building Typology I CO • r ', x ��' ~`,� /i' j rte __., ' p// n g.... .. 0 0.8 / . /7/7 1 — ,,,,, l ` 7 -- :. „_,..., 0 , 1 ., iiii, ..,.. . .. -- _ . , :,.. . ,.. - . _ - Urban Patterns iii. vi, 1 ,1- L.,, - .m. r e / ... :/ . 1 rr i,..,,_........ w ... . 4 .. --.------ 1 4 , fAll C.../ --7-AL A fr . ..,. 4 ;,,, , ., i, alorami kb, i wit pt , , i ..._ . i f i t r , . -6 10 .401 --1, 1 (If . ,1 iT. - e-_ ,,, 7/7 , / ) i , ' I/ .,., ' .. j, ''' ir,[ ifii zozw , ----....-F _ . :1 ,ii.,7. .7„,,, :..7 ,,,, N.71777 l , lie ..!-•• ' F- Y 1141 1 ' .41. _ _ 1 1 'I' 11 N 7 I 0 ' . 1 ---''' , wolaa\4/ 161.#' , .,_ _ , __ i‘ diZ r ,. . - --- i i i i ) i I . i .L, 2 .... , I L ____.,____„....„... 4 , i ._,„, r ,.._--- --- ,,, , i , ,. J i 41Itt35 , Alillii•le. V' I e ,j, / ( Figure 94. Small streets, active ground floor uses and street trees, create an inviting pedestrian environment. A Appendix Comprehensive Plan Tigard Comprehensive Plan - Supporting Policies and Action Measures Land Use Planning Economic Development intense housing and employment uses to Recommended Action Measures be located in close proximity to transit Policies Policies and other urban uses. 10.1.iv. Allow opportunities for accessory dwelling units in regional 2.1.5. The City shall promote intense 9.1.5. The City shall promote well- 9.3.v. Investigate ways to improve the centers, town centers, and corridors per urban level development in Metro- designed and efficient development appearance and function of Hwy 99W Metro requirements. designated Centers and Corridors, and and redevelopment of vacant and and other transportation corridors. employment and industrial areas. underutilized industrial and commercial 10.1.v. Increase opportunities for higher lands. 9.3.vi. Develop high quality work force density mixed use development in the housing to increase the opportunity for Downtown Urban Renewal District, 2.1.6. The City shall promote the 9.1.6. The City shall promote actions employees who work in Tigard to also live Washington Square Regional Center, development and maintenance of a range that result in greater, more efficient, in the community. Tigard Triangle, and designated Corridors of land use types which are of sufficient utilization of its Metro - designated to enable residential uses to be located in economic value to fund needed services Employment and close proximity to retail, employment, and and advance the community's social and Industrial Areas. Housing public facilities, such as transit and parks. fiscal stability. 9.1.10. The City shall strongly support, Policies 10.1.vi. Provide incentives to as essential to the region's economic encourage the development of a range 2.1.7. The City's regulatory land use future, the development of efficient of housing choices at transit - supportive maps and development code shall regional multi -modal transportation 10.1.5. The City shall provide for high densities near existing and planned im implement the Comprehensive Plan by systems throughout and medium density housing in the p p Y s stems throu hout the Portland transit routes, and /or in proximity to major providing for needed urban land uses Metropolitan area. areas such as town centers (Downtown), activity centers such as employment, regional centers (Washington Square), including: commercial areas, schools, and A. Residential; and along transit corridors where 9.3.1. The City shall focus a significant recreation areas. employment opportunities, commercial B. Commercial and office employment portion of future employment growth business parks; services, transit, and other public including p and high- density housing development services necessary to support higher of housing Increase Tigard's diversity C. Mixed use; in its Metro - designated Town Center of housing types through financial D. Industrial; (Downtown); Regional Center population densities are either present or incentives and regulatory tools such districts where natural planned for in the future. E. Overlay (Washington Square); High Capacity as density transfer and planned resource protections or special Transit Corridor (Hwy 99W); and the 10.2.2. The City shall seek to provide development standards; transit, and planning and regulatory tools are Tigard Triangle. multi -modal transportation access from vertical oriented housing tax credits; warranted; and voluntary inclusionary zoning, etc. residential neighborhoods to transit F. Public services. 9.3.2. The City shall adopt land use stops, commercial services, employment, regulations and standards to ensure and other activity centers. a well designed and attractive urban Transportation Environmental Quality environment that supports /protects public 10.2.5. The City shall encourage and private sector investments. Policies housing that supports sustainable Policies development Recommended Action Measures patterns by promoting the efficient use of 12.1.1. Plan, design, and construct 6.1.3. The City shall promote land use transportation facilities in a manner which patterns which reduce dependency on land, conservation of natural resources, enhances the livability of Tigard by: 9.1.xii. Increase opportunities for higher easy access to public transit and other the automobile, are compatible with A. Proper location and design of density housing and employment efficient modes of transportation, easy existing neighborhoods, and increase transportation facilities. development in the Downtown Urban access to services and parks, resource opportunities for walking, biking, and /or Renewal District, Washin ton S uare B. Encouraging pedestrian accessibility public transit. g q efficient desi and construction and the by providing safe, secure and Regional Center, Tigard Triangle, and use of renewable energy resources. designated Corridors to enable more desirable pedestrian routes. EEI Comprehensive Plan C. Addressing issues of excessive out -of- direction travel and provide A. Meets the needs of both the current Energy Conservation speeding and through traffic on connectivity to activity centers and and projected, for the Tigard local residential streets through a destinations with a priority for bicycle community; Policies neighborhood traffic program. The and pedestrian connections. B. Addresses the special needs of a program should address corrective G. Tigard will participate in vehicle transit dependent population; 13.1.1. The City shall promote the measures for existing problems and trip reduction strategies developed C. Reduces pollution and traffic; and reduction of energy consumption assure that development incorporates regionally targeted to achieve non- D. Reduces energy consumption. associated with vehicle miles traveled traffic calming. single occupant vehicle levels through: outlined in table 1.3 of the regional 12.3.2. The City shall encourage the A. Land use patterns that reduce 12.1.2. Provide a balanced transportation plan. expansion and use of public transit by: dependency on the automobile; transportation system, incorporating all H. Tigard will support the development of A. Locating land intensive uses in close B. Public transit that is reliable, modes of transportation (including motor a commuter rail system as part of the proximity to transit ways; connected, and efficient; and vehicle, bicycle, pedestrian, transit and regional transit network. B. Incorporating provisions into the C. Bicycle and pedestrian infrastructure other modes) by: community development code which that is safe and well connected. A. The development of and 12.1.5. Develop transportation facilities require development proposals to implementation of public street which are accessible to all members provide transit facilities; and standards that recognize the multi- of the community and minimize out of C. Supporting efforts by TriMet and other purpose nature of the street right- direction travel by: groups to provide for the needs of the of -way for utility, pedestrian, bicycle, A. The design and construction of transportation disadvantaged. transit, truck and auto use. transportation facilities to meet the B. Coordination with TriMet, and /or any requirements of the Americans with Recommended Action Measures other transit providers serving Tigard, Disabilities Act. to improve transit service to Tigard. B. The development of neighborhood 12.3.i. The City shall request TriMet to Fixed route transit will primarily use and local connections to provide extend service to areas within the city arterial and collector streets in Tigard. adequate circulation in and out of the that do not currently have service. Development adjacent to transit neighborhoods. routes will provide direct pedestrian C. Work with Washington county and 12.3.iii. The City shall propose land accessibility. ODOT to develop an efficient arterial use densities, within the comprehensive C. Construction of bicycle lanes on all grid system that provides access plan, along transit oriented corridors that arterials and collectors within Tigard within the City, and serves through support public transportation service. consistent with the bicycle master City traffic. plan, with the exception of collectors 12.3.iv. The City shall work with within the downtown urban renewal 12.1.7. Implement the transportation TriMet and other transit providers to district. All schools, parks, public system plan (tsp) in a coordinated encourage transit service for the transit facilities, and retail areas shall strive manner by coordinating and cooperating dependent population e.g., the poor and to have direct access to a bikeway. with adjacent agencies (including handicapped. D. Construction of sidewalks on all Washington county, Beaverton, Tualatin, streets within Tigard. All schools, Lake Oswego, city of Portland, TriMet, 12.3.v. The City shall encourage its parks, public facilities, and retail areas Metro and ODOT) when necessary to citizens to use mass transit systems, shall strive to have direct access to a develop transportation projects which where possible, to make greater sidewalk. benefit the region as a whole in addition effectiveness of the transit system while E. Development of bicycle and pedestrian to the City of Tigard. reducing automobile usage. plans which link to recreational trails. F. Design local streets to encourage 12.3.1. The City shall coordinate with a reduction in trip length by TriMet to provide for a public transit providing connectivity and limiting system within the planning area which: D B Appendix Building Typologies Building Typologies There are various different types of • Live -Work Housing buildings that serve the many functions This type of housing needs to have • Educational that we need to get through our daily zoning with it that allows for personal Educational building types are most lives. Currently most of the buildings that business to be run out of the dwelling easily described as schools of all line Pacific Hwy fall under the category of unit. They are designed to have levels from pre - school to college. commercial buildings and are generally flexible space that could be used as They can also be a cross between low -rise. In order to form a corridor that an office, workshop, or a living room. institutional and cultural building offers a variety of functions to create a types. OMSI (Oregon Museum of community that allows one to live, work, • Row Housing Science and Industry) is a great and play there needs to be a rich variety This housing type offers residents example of a building that fits in many of building types that serve these basic private entrances and often their own building categories needs. yard. The houses usually address the street and accommodate cars. • Institutional We have developed a list of building Houses are side by side making it a These are buildings that are often types that create such a variety of good way to achieve medium density. larger and may comprise of many building forms and contribute to fulfill buildings on a campus. Examples needs and functions of the current and • Mixed -use residential are higher education /colleges, and future residents of Tigard. This building type features an active hospitals. ground level with housing above. It Residential /Housing also allows for greater units per acre • Corridor Retail There are many different types of housing and supports high capacity transit. The prevalent form of development available today that offer different in the Pacific Hwy corridor. densities and ways to live. It is important Commercial Existing corridor retail is generally for future development in the Corridor to This building type encompasses a wide organized in a strip format, oriented incorporate many different housing types variety of sizes. The corridor is already to the automobile. Future retail that serve different demographic groups. abundant with this building type. It development in the corridor will be can range from a small single function organized around pedestrian and • Single Family Detached building to a large multi -story office transit access. Housing building, including office complexes or This type of housing varies in size office parks. • Mixed -use Commercial from one - bedroom to multiple- This building type usually has bedroom homes. The house sits • Civic Buildings a ground floor that is activated detached from surrounding structures These buildings are either owned by retail, small commercial, and and on its own piece of land. by the public or serve the public public activities. The upper floors Compact single family detached directly such as City Hall, Community are occupied by office or other homes follow the same structure Centers, and Public Libraries. commercial activities. except that it occupies smaller lots. • Cultural • High Rise Commercial • Apartments /Condominiums Cultural buildings can be privately Buildings greater than ten stories Are self- contained housing units that owned, or owned by the city. become possible when land values occupy part of a building structure. Examples include, museums, are sufficiently high enough to make They come in many differently sizes performing arts theaters, and art the more expensive construction for both units and building size. galleries. costs feasible. This building type is a good way to achieve higher density. m Building Typology Chart Typology Chart The building typology chart groups � �� 9i � 'o� `f % 0 , < .1 ., .p ° �i ° a c c � F � �' o r � o � + ° a o �%9 h residential building types in blue and % o � '(' ti° 174 q ) ''G 0 / 6 , �/ S, ' Go Go . Go o a ' � c, , As commercial types in black. The various • h ° ‘.7 )) /., . 4 s� �� 2 °'� /??; • ° °� /) 0/, � ° o� c� ° or c� images show different forms of each type V00, � 9 °� � ' ai di �°'�i d/ d/ of building. They are arranged vertically I _ by their appropriate location along the ' ;% k , jjii i ii i l : i' l lil '-'7 1 -'° 11111110. H corridor. CD N 6 , 1 _E 1 0 I .11: ' . i .. I . _� A VI ,F 1 n w �t - fir - - rD r „ °mot `s' I d'� p I I.' rf F , r�.,F �- V) J.I L i , . ' imotl 1 31 4 _ I? ?, 4 - `, ir l f .� � _ _ _ ... , H . . , 1,,, 0 . "+ - _ s t y , W-^ . . . , 4 . ci 10111Pi4 r 40 Appendix Urban Patterns Patterns In any planning and urban design The Urban Boulevard is well on the back side of the corridor. The There are many entrances to Tigard, for research or plan, one key question known from the Paris Boulevards that recommendation can be taken straight example, the Triangle at the intersections always focuses on the elements that Baron Haussmann established in the from the Pattern language book "... A of Pacific Highway with 1 -5 and Hwy 217. repeat or can be generalized. These 19th century. These Boulevards create loop is defined as any stretch of road Also, at the south end of Pacific Highway prototypes of building, design and an ideal combination of pedestrian life which makes it impossible for cars that at Durham Road. environmental elements are also known and street transportation. Market Street don't have destinations on it to use it as a as urban morphologies and building in Downtown San Francisco may best short cut... " typologies. These building features or demonstrate this kind of boulevard elements can also be understood as relevant for urban life where people, cars, The Backage Road is a version of the atoms of the environment of a given street cars, and buses can coexist. The the looped local road, but serves more urban boulevard may only be achievable urban structure that we are focusing and than just housing. This pattern was and desirable in certain parts of the working on, such as a civic center in a corridor development. For example, in formulated as a way to connect housing downtown that mostly consists of a city the Triangle aspects of the boulevard with the commercial zone along the „' hall, a performing arts center, a museum, may be carried through other parts of the highway. Presently, the commercial zone •; T ` and possibly an opera house, as well as corridor. is disconnected from housing through 1%1% 0 , ....,,:. *0 a „, . ,-,,„ a public plaza that goes with it. fences, closed streets and larger means 4 % 1 ' -,r' The Park Boulevard, is a kind of such as single use zoning. The backage Comm In our case we are dealing with elements boulevard that is dominated by green road thus is intended to function as a that contribute to form a healthy features while accommodating shopping looped connector between commercial environment for an urban corridor. In centers, housing and public buildings. and housing uses. which the corridor wants to become a The area of Pacific Highway south of more sustainable, and livable urban downtown is a prime candidate for this The Green Urban Trail pattern structure. kind of boulevard or mixed boulevard. tries to connect the existing urban green ''' 1• that runs through the city of Tigard with ' "1'`'i Some of the elements that were studied Pedestrian Realm creates a livable a continuous trail for pedestrians and •� _; to achieve the above mentioned goals urban corridor that requires a pedestrian bicyclists. This pattern was developed as IV can be named and describe here as area or zone where people feel safe and a continuous trail behind buildings in the i recommendations for the Tigard Pacific comfortable. This includes a continuous Triangle area, along Red Rock Creek, Highway Corridor. They include but are pedestrian zone with pockets, paths and then continues south through the not limited to the following: and small parks off the main boulevard. corridor. This concept has been developed in the • The Urban Boulevard Triangle Main Gateways is a major pattern in • The Park Boulevard the history of building and understanding i • Pedestrian Realm Looped Local Road is a patter cities: "Any part of a town —large or ..f that deals with the larger corridor beyond • Looped Local Roads g y small — which is to be identified by ` ./ • Backage Road the roadway of Pacific Hwy. The corrido its inhabitants as a precinct of some • The Green Urban Trail includes a half mile area on either side o f kind, will be reinforced, helped in its • Main Gateways the highway. This pattern acknowledge distinctness, marked and made more that "nobody wants fast through traffic vivid, if the paths which enter it are Figure 95. Phased development in three going by their homes. With looped marked by gateways, where they cross stages at the intersection of 1 - and Pacific local roads existing housing is organized the boundary. " Highway. The gateway is demarcated by tall office towers that create a sense of entrance into the City of Tigard and the Triangle area. 1. Alexander, C., Ishikawa, S., & Silverstein, M. (1977). A pattern language: Towns, buildings, construction. New York: Oxford University Press. Pg 261 2. Alexander, C., Ishikawa, S., & Silverstein, M. (1977). A pattern language: Towns, buildings, construction. New York: Oxford University Press. 3. Alexander, C., Ishikawa, S., & Silverstein, M. (1977). A pattern language: Towns, buildings, construction. New York: Oxford University Press. El References References 2040 Portland Metropolitan Growth Concept. Alexander, C., Ishikawa, S., & Silverstein, M. (1977). A pattern language: Towns, buildings, construction. New York: Oxford University Press. Pg 261 City of Tigard Comprehensive Plan, City of Tigard Community Development Depart- ment. 2008. This document organizes City actions and programs that define relation- ships between land use goals and policies and community livability, economic vitality, provision of needed public facilities, citizen involvement, etc. Jacobs, Allan B., Elizabeth Macdonald, and Yodan Rafe. The Boulevard Book: History, Evolution, Design of Multiway Boulevards. Cambridge, Mass: MIT Press, 2002. King, Jason. Milligan, Brad. GreenWorks PC. et al. Urban Ecotones, Transitional Spaces for Commerce and Culture. Oct. 2008. The Ecotones project won the Metro Integrating Habitats competition and looks at redeveloping big box retail and its associated parking lots as this type of retailing and car transportation become obsolete due to fossil fuel scarcity. <http: / /www.oregonmetro.gov> "Metro Corridors Project: Summary Report," Metro, Portland June 2005. Pg 3 -11 -3- 112, Pg. A -1 -A -3 "Ten Principles for Reinventing America's Suburban Strips." ULI —the Urban Land In- stitute, 2001. The Institute looks at the economics of land use development and has developed this set of principles to guide re- development of strip centers. "Tigard Downtown Future Vision: a visual refinement of the TDIP." University of Or- egon Portland Urban Architecture Research Laboratory (PUARL) and City of Tigard Planning Department, Portland and Tigard 2008. (see also: puarl.uoregon. edu) Sheuvens + Wachten. "Regionaler Masterplan A40 /B1: Wandel eines Transport -, Transit- and Stadtraumes ". Dortmund 2009 (as pdf). Bundesautobahn A40 is one of the most used freeways in Germany. It starts as the Dutch freeway A67, and crossing the border it continues into the Ruhr Valley, one of the most dense urban regions in Europe. The corridor study for the Ruhrschnellweg study looks at the view from the road with regard to orientation as well as the impact to adjacent neighborhoods and buildings with regard to noise protection and building position and orientation. v w� -- - - _ ' h Y p �* s i -. ate• _ __-_---- ' ‘,... 1 , .::,,..,. Y ++ ,G V _ -� � i\ 1 \ jori llr - ' -- P if • .way to Sustainable Future , ,-,----- 0, Tigard 99W Corridor II 14,-- Urban i: Execute 1O uI .Vk« rue+C7ZI7[ddL� Tigard /Lake Oswego City Council Joint Meeting July 12, 2010 Introduction • The Pacific Highway Corridor Urban Design Vision is intended to bean informed starting point for future planning work to improve the corridor. • It communicates a vision of potential redevelopment brought about by High Capacity Transit to local and regional decision - makers, and stakeholders. • The project is not a "plan" but rather an illustrative tool to use in making future decisions. Introd ucti . ,u. .„.......„; _ it iwirlitir, ... . .. 1,... # � or, .0 G aI' . _ _1 . ,. • The C engaged the - University of Oregon = Portland Urban Arch , ` s(' rti f , • Research Laboratory ° ., a.' ,, , '.• L ,' 0. to demonstrate how the - `J livability of the corridor could - .,. x y . t r �''; � i. q i�,r= ' ; be improved with HCT ,- „. A V 4 .. ' i • Study Area: �� "` �; ° p ._ � ' $.- Li] ` .�,, Y a r - . , 4.5 mile corridor r • t a,r MI CI r is. w . '` ' 7 ' approx. 2000 acres '` F . _ / - - , - . " s mar x • No spec al of . ��. 0'a ( ,,, E � ' = " rat i ,'. ® ' HCT assumed . .i . - . , .? 2. 1 si Regional Context • 7 t, $A • 1 N�� RD t S `, I . C P Aloha _'__ t 'HILLSD BEAVERTON 444. �p 6 ,9 Y i v�0� a 1 1 � Beaverton d2 - r raw 4 / X • A PR _ t + f 1 4 1 Q �� ■ �; 01 vi l -70 _ _ , i, . cooper - \ - ,�." 7 0 FERR f- 1 ." „ r or �:.`:, ) . o ke 101..\'' ` . Bull 0 ` �� ..� A k QS r > _. " c Min I II King City .- Durham m° • "5.4_ _ _ Fverc�ove 70 Ttin, - 'n p0 _ ��•' R Ri o 3 r ,_. TUA-L - Cc a os Narth'Alignment I O i �-�• High Capacity Transit TANASd4�l1RNE f r, , 3. rv r ..,,,,, jr O RENCO HOLLYWOOD , �C E N T R A L --_9 _ FA ` - CEDAR MILL CITY G SUNSET TC h ROCKW000\ /26 ALOHA 8 % ' ; 26 atAVERTON # it I 1 RALEIGH HILLS HILL .SDAI.F LENTS ` I' gs 1`° PLEASANT VALLEY I 2rs WASHINGTON SQ WEST PORTI AND L �{ \ \ \ \\\i ..e.,.0= \ HAPPY VALLEY PalILti�AULIE J } TIGARD Potential p, MURRAYrScHOLLS � - i +` .rP -..' .�, t rlilui r1Ce ea re el Tidal' - --" ..,, - - DAMASC KING CITY LAKE GROVE Soutitw'est Metro s _ —+ Carrld{1r Re inelnEnt • Z 7 1 t Plan area � L E G E N D de l dr TUALAiIN GLAOSI High capacity transit ! _ o Existing SHERWOOC1 ' a" .� 1 ='BEST' LINN ' C ® Under advancement F ,;, f { ` . . 2040 Design Types Y s 1 VVEST EiNN Central City Main Street 1' -\ __ Regional Center Corridor Town Center MI ' I a Urban growth boundary 0 b'JLLSONViLLE On1 5mi Smi March 2010 C orridor Findings .,,, ,. . . • In general the Pacific _� _ H ighway corridor is - A dr . _ V . r _n „ � ,:k" 'xl traffic congested and , _ m""" � � unable to function well . _ '` - 4 r as either a high ca acit - g p v e transpo corridor v r commercial • .. marketplace. ,: r °� market p �� a -' ° ; ... ' y , i — �° — C orridor Findings Findings 4. Findings: Local Conditions and Circumstances • 1. TRANSPORTATION c.) The auto oriented strip Almost all land uses fall' within the broad commercial development `general commercial" category of the • , • t - - Pacific by theautomo6 le is dominated pattern ortat n modes: ive to other am zoning code lexicon consisting usivel of retail, eating and The configuration of land uses along .vong Pacific Highway, and other auto drinking estalatishments, entertainment, I Pacific Highway is the result of dominated condors, automobile access auto repair, motets (transient kxdging), l r ri e ,, , a . irftf- y development responding to design to businesses, and ease of parking, is of and personal services. Within the - requirements imposed by the automobile- primary importance. The result is that the commercial strip there is traditionally very - - Businesses have been arranged focus on accommodating automobiles little permanent housing, public parks, - - _ -- - - - _ _ to account for speed of cars. and has almost eliminated the pedestrian, open space, civic, institutional, or public convenience of access and parking bicyclist, and transit user from the education land uses. Fgure 17. Pacafec y - „af s rnudhpte tones of t aff an li pedas0rari cmesi crea rather than the aggregation of lad uses. environment. 'edge " aarndifions. The typical commercial strip, like Pacific _ Highway, was not developed to function 3. ECONOMICS AND MARKET -- — as a destination, taut to rely on capturing 2. LAND USE a ,, C a small percentage of Large volumes a.) In its current form, some f " „ .,, of traffic Conversely, the traditional a.) The auto dominated strip of today's strip commercial y. a downtown relied on aggregating lend corridor on Pacific Highway development Oh Pacific Highway 0 1 uses rn so that customers could make represents a highly fragmented may not be economically viable ai >, " e �. .- stop serve many purposes. land use pattern: in the long run: i it ' Strip cormeraa businesses are often hf'any business properties along Pacific y 111 _ b.) Pacific Highway is in danger developed to stand alone- This does Highway and ether auto oriented ' t . - : of bee or Bing are edge between not create synergy with surrounding corridors are showing their age Many • in its curren:ronr .v.1h 1.00 rau, is a we t de oiled sears the west and east parts of businesses and other land uses. An buildings have obviously teansitioned Figure ra: rr; e.4 -.n Tigard. (Fig. 17 -18) example is that these businesses are through several different uses over the When commercial corridors are of a most often oriented away, and even years. Also, numerous vacancies are certain size, typically six to seven travel walled or fenced off, from surrounding apparent. Competition from other types lanes, and allow speeds in excess of AC residential lad uses. These conditions of retail formats, the business cycle miles per hour, they become barriers, or require each business to have its (recessions), and problems of traffic edges. between parts of a corrununity. own access and parking, producing a congestoon all contribute to the sense This type of road creates distracts that highly fragmented, tow density, tend- that some parts of the Pacific Highway have much less interaction between one use pattern. Getting around in this Corridor are not thriving as business another than would otherwise occur. environment requires vehicle travel. locations. The exception is the occasional ship In many ways, the large scale and mall that offers compatible goads and Some real estate economists have noted geographic extent of Pacific Hwy also services, i.e. hardware and consumer nationwide trends, such as changing "f '� that a n e eea are fauns a formidable barer. However, goods, grocerie cleaners cuff ps, incomes, demographics,. and consumer .. ' 'A -y t � opportunity sure restaurants etc {Fig 19} �trli the expectations are likely out of step with dt«g ak �� _ „� duration of stay m these locations are much of the commercial ship's offerings- — - that knits the east and west parts of the typically much more limited than a full As above, these and other conditions 11 -= *i - • '-•: community together. This is especially service, high amenity life -style center, may affect the long term economic - i -� - possible as tine prospect of high capacity shopping mall, or an intact downtown. viability of the traditional auto - oriented - a transit (HCT) unfolds, and the viability commercial strip- - of other transportation modes such es There is a characteristic absence of and a d hda ketphdce xhepn rub ce nter has many s +area that otter campat t da goods commuter rail bus walking, and biking use diversity within the Pacific Highway The recession of 2007-281a has also y i mproves. and other commercial, corridors ldee it. changed consumer spending habits - 0 C orr i dor i n i n s The corridor's future urban form will be shaped by: • Competition from more convenient and accessible commercial formats • Changing demographics and markets • The need for alternative transportation __ = , _ _ -_ �� _______ 1L :Ws: . Ss ice ;, i ,ai.. � ., .... ,_... --_,, .....--7, -- --.11,,,,..i.,,,.. _ .,,,,,,,.....„.........,, ,,, .......,..„. 4 V � ^f± s -� - fir - &I:. R ecommendations I Findin• s & Recommendations Overall Corridor Vision 5. Recommendations 1. TRANSPORTATION — dffi_ .1 w. _ . Overall Vision 4 , ; , _ I a. Recognize !drat (MOTs need fora # .. : H IP high capacity, vncorr@ested rnohility w .. C rs • ;• - Pie Vision. for the Pacific 5 ivy s s corridor canno iled with the .. 1 i �' .' .> f com be re conc Highway Comdor IS a " highway's commercial businesses' ■ prosperous and high amenity } /' desire tor unrestricted access commercial to d / 1 urban environment made up pacifc Highway. This requires - . # � � , I of a wide range of mutually deveiaping shard medium, and long m s a + ` l k ' I i s supportive re.sid�e1fial, range transportation and land use T �., y/ i : ' commercra! , employment and solutions, including high capacity - -. 1 +a 4i f' chic !and uses Served by an transit, to ensure the Corridor's future ce" z � ✓�M� efficient and safe multi modal transportation and economic vitality vre 2 tr t. g} a vac rr trans Bus Rap d a o . r # ; r transportation system that (Figs. 26-26) a a ; "'p 1 Ain provides easy and safe access - . J - . p , a, fir to ail parts of the Pnrttand b. Adopt Iand use regulations and ` � , Y. , fit/ all 'r design ntaodards that require mufti- W ;, • r - Metropolitan Region - ' . '+' I • r - ' - tM modal transportation connectivity The Pacific i- lrghway Corridor . „ ' i _ between land uses when new .. is envisioned as a destination development occurs. Concurrently, ... s f +.� MIME where people choose to five, develop a long term program to - I work, and Visit because of its connect neighborhoods to existing _ transportation advantages and development through appropriate - -� - Figure 29. Site plan of an envisioned development at Garderbury Square r fthr increased central location in the Portland connections. (Fig. 29) yedeary an an auto c aru ecdnona m ex shtrg a ngfrfamdy residential' ne 5 neighborhoods. Metropolitan region, and its high _ - _ — level of livability and empioymert c- t]evelop and implement Figure 27 High Capandy Transit g;.,F opportunities. The Corridor street connectivity plans betwe Trains! wild be a place where residents the various deshicts along Pacific ; Glad word€ers can easily access Highway to reduce congestion F f and promote the economic and .:- j '1 "i x�';. required goods serwfcces and transportation synergy of land uses. - - lei'su're opportunities without ir 19 reliance on an automobile.' d. ' - d . Im the recommendations of r rid i A Ultimately, when it is fully the Tigard RSAN ImlIP3vement and > .r ' ,� .rem^ 1 i developed the Pacific Highway Management Plan as a short, and }'a li r, , a �" , I p a , _ 1 _ Corridor Mil serve as a national mid-term solution to improve the 1 a 1 1 ' ';7., . i + w ..' $ model of the transformation of appearance, safely, capacity, and � s . � :� ,'':', % 4 f `. . I ye t . a 't °f }fir an auto dominated commercial usability for transit and other modes. ` t _ I' ' l , f . e ° j , corridor into a healthy, vibrant, ,7-.„ ` 1 ` t , + 1 I s � ,-1 and economically sustainable t s t �� ' ' V. �r urban environment that r I II l o . — -- -- � it I accommodates thousands of r-- 1 1' - '1'11" , ` _ - - - _ - _ - _ jabs and households - ` ," ': ,fi -, - - - - - - - - - - - Figure 28- Envisioned high capacity transit station around the tdealnut Street area III C orridor Recommendations • Transportation: The need for an uncongested, mobility corridor cannot be reconciled with the highway's commercial businesses' desire for unrestricted access. This requires developing short, medium, and long range transportation and land use solutions, including HCT, to ensure future transportation and economic viability. • Land Use: A much wider range and higher density of mutually supportive land uses are needed. • Economics and Market: Further study of regional commercial market trends and residential preferences, as well as employment and economic trends at the state and national levels, is needed. • Urban Design and Environment: Stakeholders should cooperate on a sustained effort to increase the overall aesthetics of the corridor on both public and private properties. f Three Corridor f � ..„.; . ' ' _ ':-1 ;-7 117:- ': 101. III Sect ions Hwy 217 d .. . R - �.. f_5! . t; ` � d s a WIN n4191'14:' 1 CENTRAL/ "'*4 «t�. % � ' " if d rt f. VIADUCT : i : - - ® v I °k d 40" i '41 t ± / sae ` ae 1 4 w ,. . ..� L 1 ' t -' } L L_ Gaarde St, j { . x /, w' k'l'+. I ir II o- - �s�•+ . `+ 11,4c0naild f r h - ' . / S O' it , — TIGARD iaµ ,a Dblr a+tI fid • Twelve Triangle Opportunity •_:. D : ..,„ . , sites :'::-.: .,, _I ...r. 8. Walr.....-. Street . - . Interstate 5 0 9. Watkins Avenue . . , ,. . . . 2. SW 69th Avenue 1.0 . McDonald/Ca arde , 3. SW 22nd Avenue 11. Canterbury .,, .. . , F.A -,, • Squ J2 . Durham ..4i. j'i . air ' . n 1 - ' ,•".' '' 4. SW Dartmouth Street Road/ , . -- -,,.1. , Central( , " --' ' Vialtnet .:-...:ng (_.]ty . , e .„ .„ , .,-,1 ' --- - 4 ' , '..- ' :)°: ' .it ' . ': ' ' ,: '..,, .5'. Hice.-, 2 I" .7. L - all ,- u%x•-k-a.r.-: . . _ - South Tigard 11 /4, .... .4 . N : , ,, Future Form of Corridor . .. . aw -'' - ' -A , ' '''', .... P '.- -., •- , ---. 16 ' ' -,_ ,-'.- - ---=--_, . • ... --". ,,..., -. - - -Ai 1._ - " - • . -. , -. , ,,,,_ ak _ '---- ' .:. - - 7 ,..._ , , t. . ,i. ,.,..- . ...Ir... ,,. -_., ,,._ --•• --, —.--- si , , \ iii r k. --. - le . ..„. • .. I., ' ..-- - Z. .". 7- 0 ‘... .i. — ..... 0 '' %.W.A141111. .b ....•11......... I b.... 5 years 10 years 20 years . ,,.. ,........ -- - . 4,,, ii .----2,- ,_p-- „ ' -- 4. -.„1 .*;.,74 ' ' . - rs, I. ra. ■,, 1 16.11 * - 1111 .t,. 0. il 4 I0 1 . l ,-,„ d 4 ,.'"; j : riall,..mk / t A A , -41. 71 k 11 5%.= . Ila 1111.• . iS YS avrerg Placa' Area 'Raft or 0.14.25,1 Traasfarniami ottn a Fkor krE-2 Rabe of 3-4.-.1 T igard Findings TRIANGLE —11-4- i ' 114 •� 1 ; •Has the greatest potential for J rt � ; !fir transformation by HCT "'� ®�° �� ' ` 1,1 a I1Y I ln 1\ 11 1 r , � Hwy 217 •Current) limited to an Floor , ®� r Area Ratio of 0.4 due to = ,. potential traffic impacts on �� ♦ �J - , II v... _k_S r road facilities. ., _ „ �• � �� r E il C °- i icil n 1 (i / •HCT in conjunction with .� jirN luui other measures would likely r Al ra resolve these traffic issues. L, i J •\ Ci r I � r ♦r r 1 -5 Interchange TigardTriangle ---or'......, .__,__, //,/ / \ , , --, Redevelopment t _,..., ,,,, 4,00 _ ..... " . „ __, „ ,...„.... ,, _ ..„------ ,,,.. ,,,,,, •Establishing a synergistic 01 mix of residential, ; -.. employment and _. ..... commercial land uses rt .... Current Conditions 0.1- 0.25 FAR /// I / .14,\ .._ `' y - mil Future 6 -8 FAR Tigard Triangle 04, vilk 1 Redevelopment , \ 4... Ili % yi, \S• .‘ ‘ " 1 e • ' r 1 •Develop backage roads and 1 00 street hierarchy 0 , 4 0 Si, re •Step down building height . x •Utilize natural feature of 4 s Red Rock Creek • cr i r , 1 mi H 0 di E .. i[ 6, .11 . i ii a .. „ Rieve 54 PcgeTtrd alFeet worr a a 1 Pigmy iv r se Pave sittHlf= Pope ss. Propmedpeltahlan Wed- m rr.seailer 50. Pr used ab stave rPalt i3aufacralvith at.. e =EP Tig Triangle Redevelopment , ,,./ ,1, ,.......,, e ,...s, + ,. T • E e , J. ;T .i,' i I i� f .I .' . . *1 ' ' : ' 1 " 7 ,....._ .... 11 k 4'. P , _ r ��' '-` � � ' r te ' P`S .1 , 4 i l d , i ' 11v-ow i P 1. • - . ,4 ..., �, P. ,. ,, /' • ,-- ____ .. .1,1 .. „: ; t. 6 I - fir 04' , 4, ,,.....t 1 , '' s f i i g i ` . = . r ': 4 -" : ' i • .� t +fi r, -1, h, � T . l P `a 0 , ri o A . : A C entral/Viaduct •Construction of viaduct Hall Blvd and advent of strip =t , commercial development stymied development of C ENT AL/ - .. ,� f � • •; - Downtown. VIADUCT ._ `� � •Downtown is isolated from . �� ' ''�� i ‘,-- , J . :)----..„. i % s s urrounding community. if �. �� • - - ,,o . Vii ♦ • #, i 4.- ,- - , , .. - . ,i t ifilliiiit„, ri u , N Downtown ...... • _p f,_ 1s F -,} l \ Central/Viaduct J i • s k et ' ' % . .......,..„,,,,,,,.,. ,. � Redevelopment 4 , __....,, ' } .k ,vim .. ic r . HCT would create . . 4 the conditions to 5 i , _ * '' . allow the envisioned ~ : /I'. - urban village in the ° >, „-....., 4 ...I ',I.V lo ''.. ...'"'" - ' , . "x \ 4.: * " . Downtown to - �r � � '' ' - l''''‘ ' \ - '''''' ir -.: "'.1'- : ::..". '1 . - N flourish. , .. I \ '" � . . i eV i� i 5 r . - �.r3�+r - yi It „ , , L , :'.i 'kr, . . - - - - . : 7 . , - :-. • 7 j ' . \ , . , otr 4 r c ax „r, & cre Of 1CAFDDOYNIT a � URBAN FORIA 2 S2 , - , i r osnr�rrxa�sr �r� aesx&sm ry =vr. xwa 140_, o e n t ra 1 /V i a d uct } , e w �, ..<„,, 4„,. • t hl .- R ed evelo m e nt „*_'',, ‘,.,'”" ,4%, o'f,'"**,.----P;,:a1:4.44 ti • Future replacement of ' ° �'�" I I „..„ -- \r , viaduct creates �� ;;r ®� N. opportunities . t er ib for greater connections across Downtown. .? •Well developed street ,y ,n • 0 01: y A env rr I�' �! 'G . �I 1 a„ '' •Enhance the green of Fanno ,�i�►, ' "+�� 4 a Creek —` , ,`/ �� °{ ° ' , ` 1 ' - -- , i re '' "AV:70;447: ,";itA lk �q� 1 fir* ! � s , q �' 1 q .. m om ,,, -, a t o } pp. \ �, ran - ~ fill ks3A ille - , )■':414" s '''\ ', 7 � � i t . tt 0.J , r.' o \ to icz, � 4 ; y am! °` C" ;yam South Gaarde St. • Significant amount of natural .. - 6 features along Pacific Highway 4 • Newer development, lower 4.. ` intensity, more residential , : M, i � '' Watkins Ave. l 3 • Poor street connectivity and , 6 - " limited travel options to • -- • "'"� ,� the automobile ` � , ' � " ' ' McDonald St. , filfries ; itilie ,......, 1 P SOUTH : TIGARD .%r4, "f 0,0 r v ipir "`' � , / Du Rd. • i Iwo 4 Lal South Tigard - • Redevelopment <„,„, •Three nodes identified for compact urban development r (1(1I �' • !rT • Medium intensity 5,7,7f _ 1 residential, commercial, and a .• �..: employment development, • p- L with higher scale buildings j% f si■L at HCT station areas. . �J ■I L Square 4114 ■ i f 6B urban („ Murray ScF:troll I L. Tigard w I �. • 71 4 4 $ ,��1 216 C6-93 a 11 y urba u ;WWI ri King u — 6D urban ■ ti South Tigard y Ito ..„,,,..r,____ , „.......„ Red evelo i1 1� L „ , 51 ,___.,........--,,...,,r, i • Com p ac t housing communities } ;; „1/4...,,\,,,..110,.• �: _, I Y -0 ..,,, i at nodes. I �� ;:•.� ` � •Multi -modal transportation and 1 ,1 ,• enhanced natural features in the "A 9 '_ 1. Y �` corridor. =- , 14r Of , . \ ,i,\ ____\ . 1 ,.... i i //,,ss _ y ±mo, p � i 111�+� , I ,, /� 1 � j I f '14 m� r y k � � 5 � T*" y' �� f � 1 f � p 1 w Y { r x. I, ' fit �i a . ■ k _ ' N �� ,, I :' - - -' iii— �. �. L. L �� iLU / s t h T d R d 1 t ' — ...,_, ja n,,,_„,. .,,,, r e 40 , ...Ir. -, ..f.0. 44--" ft.ardlik14 11 "..." "kei lla i' Iiirliralaarl.‘"1111',40. — --- ______2....." - - ^1, gr a 1 , AW ri It -__..-e-,,,,..-____„<,ot 11. . ,? .::: ' ' 1::4';';'! ' 1 ' 4 , ' *. 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'7'7:- ' vropipm 'ti:N.stko., , .. ,,,o . :07,, ' 44. er4t11,VV•-2,4624— ir k_ 4 ' r, , 1 . - , ‘Sr f= - - )61..iga Next Steps • The Vision will be used as a tool in the Tigard HCT Land Use Plan. • Alternatives Analysis • Draft and Final Environmental Impact Statements • - .� ._�= = Thank you. = __:•L'=--_ - 02. - - __ -� .r' -,-- F' X ,r ! ) r v � . F 2 W Questions, impressions and comments? AIS -33 Item #: 3. Special Meeting Date: 07/12/2010 Length (in minutes): 30 Minutes Agenda Title: Lake Oswego Trolley Alternative Analysis DEIS Briefing (Lake Oswego Presentation) Prepared By: Cathy Wheatley, Administration Item Type: Update, Discussion, Direct Staff Meeting Type: Council Business Meeting - Main Information ISSUE Lake Oswego Trolley Alternatives Analysis, DEIS Briefing STAFF RECOMMENDATION / ACTION REQUEST N/A KEY FACTS AND INFORMATION SUMMARY Presentation to be made by Lake Oswego officials. OTHER ALTERNATIVES N/A COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS N/A DATES OF PREVIOUS COUNCIL CONSIDERATION N/A ,ake Oswego to Portland TRANSIT PROJECT LOPT and Foothills Development Update Mayor Jack Hoffman July 12, 2010 Joint Tigard and Lake Oswego Council Meeting Lake Oswego to Portland TRANSIT PROJECT LOPT Within Regional Priorities 1. Portland to Milwaukie LRT 2. LO to Portland Transit Project 3, SW Corridor LRT Lake Oswe!o to Portland TRANSIT PROJECT Lake Oswego to Portland Transit Project Purpose: Improve future transit capacity in the Highway 43 corridor between Lake Oswego and Portland Lake OswOswe:o to Portland TRANSIT PROJECT Jurisdictions and agencies City of Lake Oswego City of Portland Clackamas County Multnomah County Tri M et Metro ODOT Portland Streetcar Inc. Lake Osw o � to Portland TRANSIT PROJECT Three areas of study: Y 1. Enhanced Bus 2. Streetcar 3. No -build Lake Oswego to Portland TRANSIT PROJECT Enhanced Bus ■ Fewer stops to improve travel times ■ More service ■ Park- and --ride opportunities n . gip. i , il eta , . , , t r , F ' C 4 � a . „ r ,, . ' !ill .% i° ' / t sr i , . lr Lake OswOswego to Portlan TRANSIT PROJECT Streetcar • connection to Portland 7 Airport, PSU Pearl, OHSU. . . • Leverage Willamette Shore Line right-of-way 1 0 t i LN, • Greater reliability , .. . .. • • Development potential w „,,,,_„ 0 , lt ,... r .„ , . , „, _ , , ..... li . ,:i..•• 4' - ,, -,.; „.____ • Park-and-ride V a . 1* 4. 1_,.,- 4 .d Lake Oswego to Portland TRANSIT PROJECT No -Build Alternative • Existing transit services and facilities • Possible modest improvements over time ■ A basis for comparison of the Enhanced Bus and Streetcar alternatives T Portland — t � Centra I City Lake OOswego DOWNTOWN PORTLAND 1 srtiand SEGMENT to l SOUTH NT TRANSIT PROJECT WATERFRONT t i SEGMENT r -, , r JOHNS LANDING 1 SEGMENT °! b �� Length of corridor SELLWOOD is 6 miles BRIDGE P SEGMENT , \ _ -- --/ Streetcar alternative OLINTHORPE! 'i, `l f '1 r streetcar design option RIVERDALE '} . SEGMENT Streetcar stop /park and ride r. rin Ill F ® Future /optional stop _ _ ,_r CO _ _ __ _ Streetcar Minimum IAiCKAiMpAS Operable Segment (MOS) LAKE OSWEGO lake, i ° r SEGMENT Asti +coo `+ Enhanced Bus alternative C a 'Existing streetcar 1 mile Map Index Downtown Portland Streetcar Segment 1 South Waterfront 111 Segment Alternative Johns -I B Landing Segment Several design options Sellwood Bridge Segment -ID Dunthorpe / Riverdale Segment Lake Oswego Segment SOUTH Q WATERFRONT - Willamette * Moody/Bond Shore Couplet If Extension Q 0 HAMILTON CT A � `� 1/S mile • , I 440 - , . 1 i(iF t 111 4 ite . 1 # 1ff . C , , i ii ..., . . , , . ..M (11) Cfcj 0 •' / PEN"'il 4 + ° A 411 111 e , 0 IN , . -. • f i C z 4 , . I , .. 4 1 4, n, '''. ., i cc .,, $f .., iiimi I.0 1 ' l i 4 44 4 V a 1 1 1 • Cf it. 1: ' ) - C..) 1-0 ...) imenmil f 4 • ; ,7 .., • . 1 _ ,; 1 1. ti t ",„ , I +, e 4...p. , 4 , ,,,, 1.1 IN•■• I l t / 48. • 4. „., , ... 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DAKOTA ST 1/8 mile NEBRASKA ST \ ' .„ � `..1,11}, { 1 , ; Y ° 1 ^' � � { L - ail\ , Y r ' f7r ' �1 AArr ; „i1P e y , _ { ,11:”? Y , , S';' .} d' ' cc 1 V� r , • "`St , .F 3 X -0 fy R� I I YI CS. AAA CIO 11. 71 --- J... - i: 7 4.- .-;- - , . c) 0 z 7 111 t , ,,,,, ---ti..' , i ."„ . , -,,,f, , .'"i ,.. . r R �� ,+� p f y 241 1�. . ,� y, "3,', �'' . it �• r� Y ! ' � l AI L }r r ^' inn .1 cu q '''.. 1 E -r° 4. 1 no c � gy m ` - „ ' f •, a rr ro 41 Ix • W a r t f a? r ' j $g _ 1 k t • . X e , trli'c � r i~Y Ali �*f � r G•� i Ca 1 .. • sr C) e) - - I L Rf� .,1i I LY' eisy " F r-r--"----- -. - 4 l 11 :4,11 1 , Cit +4 �; I f ' iii f a T. di_ Fi • le !1 l C st r r r # - It \ i / , ' 4' r 7 t i S ii co 1, ro .),_ .,,,.:: . 119.. ...,, ; ": : ----,;:' , ' A 0 1 2 4 a - ' ms µ l i ra ti` rt /,� „1 '%, V 1 SW Macadam Ave. and 1 SW Boundary St. with th to Portland Streetcar . , . . .. _ TRANSIT PROJECT , / A 9 Fl - C .. -, L ` < . 1 A �r y ' -�- '$ '.` y `. R- ' i ` rte °ti° P1'' 9 1 - - 9 �. .. 1 •.. - ... ` 1 1 w, g �� '} . ' .. f °6.Y• W A PO VN,Y Y '. a!' 1. :� ~ '' • _ • s ry n om "-. `__. k P r r rs r il " -' , � . f i'y ,� i 'n.. .r f r ' l'' .2 1 3 a jj,,,,.. y*. ' 4 — � �T, •s� ^if .:.f i . - - t y +r. r A r r fit- rt T - - - t ` e P a' _ ° ._ -tee a d ' - '. -..F' r '9 - r -�_ --- .. -0. _ w L �' - - A wry I'F — Y ` 0 7 0 . ;- ; ' °_ _ y .► e7 .4,,, Y • • . F y { .r= ' .� � '. r P + v • • • • • • --.41--- i 4".1.1.6.1111.- Take •, • o JV1 Ail a +FA C1 irra ` ��r . ,tea ' 'll' Iowa St . to P k e i ti (I, , , TRANSIT PROJECT 5ELLWO 0 , • BRIDG 1 � IZ \ % L Q �� New Interchange 'T i1lamette , ,, g Shore Line \i‘ 4_.......i L ;it , 1, '‘ SELLWOOD BRIDGE , il „ C itiS mile �1 Y S treetcar - 1� Lake we t ? ortIa:i d ct _ _ TRANSIT PROJECT 1 _ .. .. _..._ • .... a "" . ` - r+•�,�it -* -� < ; !te Y r- , YT _ . +r k .° . •+ •�r.: �i �' +r_ � * , ` p .� "llr. '� , - '- i . 1 4. l + , ` + i t r r r' +P. e• _Ar . : . .. _ 11 l r t a.-- = r .� " , . ;r r e _r -... - . _ i ts '4 + i v j a Air - 40.. - .7. . _ ._ . _4' .. .., 1 41°.4 ':: 4'....4111:11/1 4 " . . . "• .• • _ "' . .rte w - - .�� . oli 1..-j1, PPL ° . • • • Ill I i iimok_ ' YHDO,Ei setrilf.ig ,..4.1 DUNTHORPE /RIVERDALE • CAREY LN ',N `1 r r . . r r Riverwood In-Street ', ti c) Willamette _� r Shore z `• �� Line ` r ti 43 a Z � y`� 1/8 mile ., Lake Oswego ,r...,,.. .., to Portland " •z. h ; TRANSIT PROJECT Se `` r� J E � r f by d M l ; " i '.• ' ;4 , ..—,■,,,,..-, . Ir., . , - -,,,.. . .. . .- ..., .4::11,,',. 4 ,..:4::,...,..e.... i v � F A Y e -.. f . j �, ,q`„QS, '.171V 1 ■ • � yy �� . - .. - - .. _ . ,1 • ` n• ( i 14 }1 kYl. L `1 {y L Y Y id '"a 1. '.r 'bill ''''411 .. t . .. `• �i 14:,..... - Mti i re °��` ' �Y:-.T Y Y _ S � 1 4 1< � ty,,`� `e "" . � 2'4�s w Q YNdt ' � ' ry L .n ; x z..,4- ` - . ar ' �'['ij j " S + CSC � F 04`S o r i , 4 Y6 '' r ....?� LAKE OSWEGO . o ni 43 0 i to S AVE D AVE Union Pacific RR // • r Right-of-Way O a Li I— x CAVE C. a , r r AVE z 1 ; . N r . 1,3 ! li Foothills r A Ay/E t ? ' r • b EVE RGREEN ./ • 9 s r�Q . • • ti . 1 I l I OR `e` LEONARD ST - '' A' ab' �', a c, ^ � W U . !!? ..• rd rd� r z x Q . eq •9a9t 4 • liief+ r LADD 57 US milt: • I - t if3 1.1J t I / O Y ' 4� !A .it, f P los i I— (::::) ("") 2! °` 1 1 It r i Sof # ' /iv % . . f .0i i- t . ... , ' ' .. i A, nt ' . . 41 r . 0 a , l k '‘ y„ t' }- 0 . ,� " .w 4 1 ,,Ir: f IP 44 ir . li 1 ,, .1 \ a r t kill 4 0 04 4. "i ' , t 9 .., „11 ' j y 7 , / , i 4 , • , 1 4 ,k. ' 1 tt J ' • • tr , g . • • •' i : k f„. ‘ 1 i . , r , Cl) is • • ! ! 1 • s OP ti 4 liff 4 4 4 - . tl t .% I lit . 1`1 'f #, f y S • *� M 1/ •- 1 h 1, >b r ..; 4! . ne ImMI, ±4 A � j y •. • * i i , 9 , ) • i s .k)111'.." $ 1 , y y r 1 41 III 17n Itw l i . i . Foothills Lake Oswego Redevelopment 0 Portland 1 TRANSIT PROJECT 1 _ „ - „._ - , /,. -. - _ „ _ - , t , , '- , . - ... - - - -. - ..- . 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""- •., —.—.-------------- i \ •I` 1/' )4."--..------=--------7-- • ,... - ' i ..q, , -...---- f . 1 , ` • 1 --..., __ - ."-•-• - - — -- e? 1 - 7.- - Z '‹ T '' R '72 , - * -7°— — __________ -----:,- ,,-r %. - i AIIIIIRT .., _...` - — - - - .... , :f ' .,...i,p__-_0 -_-, „.,,,,,.,.. ,.. ”. Y\ .. 1.. ......_ .--. • 4.- _ , '''% --' .... --- .,-._____L: — ___. - . — +- k ', , - 7, -.* I , ..... -r - r __, et: _ _ ki f'' 1 ___ _-_=.._. I — 1 - r • 1 ____ __. .__. - - ----• _. , 1 /Ilk z 1 111PF i 1 i i FOOTHILLS PARKWAY [ Foothills _ . . Lake Oswego 0 Portland I , . Redevelopment TRANSIT PROJECT _ • il , , ,.......„ ....., _ • 7 :47. 7. 7 .'"- • _w• ''.; 1 , :::: \...,_ - • -... - , _A:1.4 _ 2, _ ,,, z --- ..---•------'---'--- 1 V.,1 c4 1 ....- --- t 1 • ■ ,....... 9 0, , ' 1. - , ''''-'''. \ \...\ \ \,...\\\\ I r \ ..- r __ ... _...- - \,\ , ,---"..-_,----' .. .,... \ \ \ \ \ \ . 0 • 1 , , e . 11: • , 1.4 "-• " ',-, . \ ,-- .... -,,,,,,,, • k '{ !* N• '''-' . ' 1 1, • / N l't -,— 1 • .: / •,, ' \:•\ ' N .N N NN 'ION FOOTHILLS ...,,,...„' -- .,......>.... N... - ... - : '''.. -.\-.: 7 . _ _ -_`.."- ..1 _,.... . ,...„.......:::\ f . i +, , ,. ;.r,,,,•. ;. .„-,) r tea,, : .-1•.•;" ` —.rim- ' ! k _—_,444,10, • � t `! ., Maw. i ivi 4 ' ;:i 1 wr Foothills 1 � . t 1 • . � , " ; .r .04. " ' t- P j l , V v r `.. 4. 1' MEM Redevelopment ,� ;l g ►d; r3 - 4' 141001:4 � of I' fit ~ 1 ` +"r1 _ IS '� � r r �'tt, ' , ' jf rr 3 tt irk.. -ys r-1.1 P l ! . ' r i r - s 4, {... ■ 9 1 � r tn L T 3 " t :I 1 ° i t. 't, - *? 1 i r ^ ) t � tfL, . ' ci t r / � ;•:— + 4( „a : / e ti. te e• ifl� V r ., :" _ 1 �� 1 r .0 t.:al � J 1. �d , f i t :i , ri ti;.: S � h r . J�'. � _ i � i ir , ¢ N y y,� 0.. i0 I r 4; i%, i6 7 . f s ,,� . � a Jid 4 . II # .5__ . ' 4' " - - - -I jul:41 4 tr ._ r i , 4 ■ • • ' •■' ...,. 4 11 it • ..,...,,.., h ex + T { C* • y ' 'I '' 4..„........_ .5' . , �A - ,� € I Y � � � # F oothil ls 5lud Area � " �. ._ .„..w $ ' nr - {l _ P ro p os e d F oothills kr r ! ° f Ai?_ i +GAT . S fu d yl� r ea l li 1 � ; p. Proposed Streetcar • _ . t $ r i f i t i r Agt . dp Aerial Phola: July 2009 p1 :i 1� eii. f W r 4',/ r Q 5oa 0 11'1434. V 7 , .� I :40 r t Feel Lake Oswego to Portland TRANSIT PROJECT Process to Rezone Foothills • Study underway to determine means to overcome: sewer treatment, flood zone, access... • Determine financing options. • Study builds off of past efforts and provides a complete plan to move forward. ■ ■ ' @ sId f r..,...:1 r i i 4 1 111 1?4, M • _ Vi a ` ' y „ " — _ A , 0. r -4-- '� Wits it s... °� rs c ki `�~ —. MR .�� s --• • `" . l 'r- rte. i v ...s . , .... Nf , - a riik e ert ansTerminus 1,...,6.- � 7 .. . -.... i r _ . _. I w . Albertson s ,. to Portlans :,,- ...... . Redevelopment TRANSIT PROJECT ` rv r .- ,� _4 • -. - - • _ ..,-Arts-,...-,,,-- : „. 7 -, 4,-- -'''. : - . .p. , : - ',4 • , . x lir n9 Wit 'son: M d. y .rte _ _ Y _ A • `..i t9 ..!° .. illk t i ,, It 4 . . . ,. ,.. , __ ' I • • a ' Arivi i 6 7 .,. _ • . IL .... , 1111 -"s _ --__ _ _ �. _ �- ;' .. x j • f Lake Oswego to Portland TRANSIT PROJECT Process to Determine Locally Preferred Alternative Finalize draft DEIS Review by Federal Transit Administration (FTA) 45 -day public review period Public outreach and feedback Decision on Locally Preferred Alternative (LPA) Lake Oswego to Portland TRANSIT PROJECT Project Schedule Public review period and LPA decision — Fall 2010 Preliminary engineering — 2011 -12 Federal Full Funding Grant Agreement (FFGA) with FTA — 2013 Lake Oswego to Portland TRANSIT PROJECT Project Schedule (cont.) Final engineering — 2012 Construction — 2014 Begin operations — 2017 AIS -34 Item #: 4. Special Meeting Date: 07/12/2010 Length (in minutes): 20 Minutes Agenda Title: Presentation of First -Tier Suburbs Demographics Prepared By: Cathy Wheatley, Administration Item Type: Joint Meeting -Board or Other Juris. Meeting Type: Council Business Meeting - Main Information ISSUE First -Tier Suburbs Demographics Briefing STAFF RECOMMENDATION / ACTION REQUEST Recieve briefing and discuss. KEY FACTS AND INFORMATION SUMMARY Portland State University compiled a report comparing first -tier suburbs demographic data. The data shows a number of similarities between the communities of Lake Oswego and Tigard, particularly commuting patterns and lower poverty rates. OTHER ALTERNATIVES N/A COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS N/A DATES OF PREVIOUS COUNCIL CONSIDERATION N/A Attachments Power Point Slides ci) o cu Cl) CZ O o m E rz x ci) © V A N - 2 � 4 N ct O H ~' p V .- Cl) tt i.-1 I cn .- .1-1 o ti First -Tier Suburbs - Portland Metro Region Beaverton Gresham Lake Oswego Milwaukie Portland Tigard Popluation 18 and under 25.70% 29.50% 23.60% 19.80% 22.40% 25.40% Popluation 65 and over 9.60% 10.10% 13.40% 11.70% 10.40% 10.60% Mean Travel Time to Work 23.9 minutes 26.3 minutes 20.8 minutes 23.8 minutes 24.1 minutes 21.9 minutes Driving Alone to Work 71.70% 74.60% 77.90% 71.20% 61.50% 77.30% Carpooling to Work 10.00% 12.70% 6.10% 10.30% 9.50% 9.40% Public Transportation to Work 8.70% 6.70% 3.60% 9.50% 12.20% 4.00% Walking to Work 4.00% 2.20% 2.10% 3.10% 4.90% 1.90% Some Other Means to Work 1.40% 1.00% 1.70% 1.00% 5.60% 2.30% Work at Home 4.20% 2.80% 8.60% 5.00% 6.30% 5.10% High School Graduate (25 and over) 90.20% 84.10% 98.00% 88.90% 89.20% 91.10% Bachelor's Degree (25 and over) 40.40% 17.80% 65.90% 20.40% 39.60% 39.30% Foreign Born Population 23.00% 16.70% 9.50% 8.30% 13.30% 16.80% Median Household Income $54,945 $48,272 $83,486 $54,807 $48,993 $66,377 Families Living in Poverty 7.80% 11.50% 4.30% 7.10% 10.50% 5.10% White & Non - Hispanic 67.60% 70.00% 87.90% 88.40% 74.00% 76.40% Occupying Current Residence < 1 year 20.20% 20.20% 16.90% 13.20% 19.20% 17.50% Moved from Different County, 2006 -2008 9.00% 5.30% 10.00% 5.90% 7.00% 7.20% Moved from Same County, 2006 -2008 9.80% 14.10% 6.50% 6.70% 11.40% 9.50% source: U.S. Census and Portland State University July 12, 2010 -Joint Meeting of Tigard /Lake Oswego City Councils Lake Oswego & Tigard I Commuting to Work T Lake Oswego Tigard Mean Travel Time to Work 20.8 minutes 21.9 minutes Driving Alone to Work 77.9% 77.3% Public Transportation to Work 3.6% 4.0% Walking to Work 2.1% 1.9% Some Other Means to Work 1.7% 2.3% source: U.S. Census and Portland State University July 12, 2010 — Joint Meeting of Tigard /Lake Oswego City Councils Lake Oswego & Tigard I Demographic Similarities Lake Oswego Tigard Families Living in Poverty 4.3% 5.1% Occupying Current Residence 16.9% 17.5% Less Than 1 year source: U.S. Census and Portland State University July 12, 2010 — Joint Meeting of Tigard /Lake Oswego City Councils Beaverton & Tigard I Demographic Similarities Beaverton Tigard Population 18 and Under 25.7% 25.4% High School Graduate (25 & over) 90.2% 91.1% Median Household Income $54,945 $66,377 Moved from Same County, 9 8/ 9.5% 2006 -2008 source: U.S. Census and Portland State University July 12, 2010 — Joint Meeting of Tigard /Lake Oswego City Councils Portland & Tigard I Demographic Similarities Portland Tigard Population 65 and Older 10.4% 10.6% Carpooling to Work 9.5% 9.4% Bachelor's Degree (25 and over) 39.6% 39.3% White and Non - Hispanic 74.0% 76.4% Moved from Different County, 7.0% 7.2% 2006 -2008 source: U.S. Census and Portland State University July 12, 2010 — Joint Meeting of Tigard /Lake Oswego City Councils 111 TIGARD City Council City of Tigard, Oregon Affidavit of Posting In the Matter of the Notification of the Joint Meeting of Tigard and Lake Oswego City Councils on July 12, 2010 at Tigard STATE OF OREGON) County of Washington) ss. City4 Tigard ) I, ? 6 `? 71 J 7-7 , 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 the Joint Meeting of Tigard and Lake Oswego City Councils A copy of said Notice being hereto attached and by reference made a part hereof, on the ( day of '‘,1 c{ 7),/ , 2010. ��e _: (�/ Signature of Person who Performed Notification Subscribed and sworn (or affirmed) before me this (& �`� day of /, a./ , 2010. / 6 4 Signature of Notary Publir Oregon s�_n. �' I":, OFFICIAL SEAL CATHERINE D WHEATLEY ,NOTARY PUBLIC - OREGON MY COMMISSION EXPIRES AUG. 04, 2011 N T I GARD City of Tigard, Oregon Affidavit of Notification In the Matter of the Notification of the Joint Meeting of the Tigard and Lake Oswego City Councils on July 12, 2010 STATE OF OREGON) County of Washington) ss. City of Tiga(4.RD d►► ) / .,,being first duly sworn (or affirmed), by oath (or affirmation), depose and say: That I notified the following organization by fax : Newsroom, Tigard Times and the following people /organizations by e -mail: Brad Schmidt, The Oregonian ( bradschmidtanews.oregonian.com) Listings, The Oregonian (Listingsnnews.oregonian.com) Editor, The Regal Courier (Editoratheregalcourier.com) Geoff Pursinger, Tigard Times (gpursinger @commnewspapers.com) A copy / o of said Notice being hereto attached and by reference made a part hereof, on the day of)/i , 2010. 00 Signature of Person who Performed Noti 'on Subscribed and sworn (or affirmed) before me thi ( 0 — day of , 2010. c (.) K. , f' Y " ► , OFFICIAL SEAL + � � Signature of Notary Public for Orego ` �a „ CATHERINE D WHEATLEY ya y . NOTARY PUBLIC - OREGON COMMISSION NO. 419237 MY COMMISSION EXPIRES AUG. 2011 ar . JOINT MEETING OF THE LAKE OSWEGO AND TIGARD CITY COUNCILS r JULY 12, 2010 6:30 PM TIGARD TOWN HALL T I GAR D 13125 SW HALL BLVD. TIGARD, OR NOTICE — THERE WILL BE A JOINT MEETING OF THE TIGARD AND LAKE OSWEGO CITY COUNCILS ON MONDAY, JULY 12, 2010 AT 6:30 P.M. THE AGENDA IS AS FOLLOWS: • Water Project Briefing • Pacific Highway Vision Presentation • Lake Oswego Trolley Alternatives Analysis DEIS Briefing • Presentation of First -Tier Suburbs Demographics Please forward to: ❑ Newsroom, The Times (Fax No. 503 - 546 -0724) ❑ Geoff Pursinger, Tigard Times (gpursinger@commnewspapers.com) ❑ Brad Schmidt, The Oregonian ( bradschmidt @news.oregonian.com) ❑ Listings, The Oregonian (Listingsanews.oregonian.com) ❑ Editor, The Regal Courier (Editora,theregalcourier.com) For further information, please contact Deputy City Recorder Carol Krager by calling 503 - 718 -2419. /s/ Carol A. Krager Deputy City Recorder Date: July 6, 2010 Post: Tigard City Hall Tigard Permit Center Tigard Public Library JOINT MEETING Or THE LAKE OSWEGO AND TIG ARD CITY COUNCILS JULY 12, 2010 6:30 PM TIGARD TowN HALL T I GARD 13125 SW HALL BIND. TIGARD), OR NOTICE - THERE WILL BE A JOINT MEETING OF THE TIGARD AND LAKE OSWEGO CITY COUNCILS ON MONDAY, JULY 12, 2010 AT 6:30 P.M. THE AGENDA IS AS FOLLOWS: • Water Project Briefing • Pacific Highway Vision Presentation • Lake Oswego Trolley Alternatives Analysis DEIS Briefing • Presentation of First -Tier Suburbs Demographics Please forward to: ❑ Newsroom, The Times (Fax No. 503 - 546 -0724) ❑ Geoff Pursinger, Tigard Times(gpursinger @commne « spapers.com) El Brad Schmidt, The Oregonian ( bradschmidt @news.ore•onian.com) ❑ Listings, The Oregonian (Listings @news.oregonian.coln) ❑ Editor, The Regal Courier (Editor @theregalcourier.com) For further information, please contact Deputy City Recorder Carol Krager by calling 503 - 718 -2419. Deputy City Recorder Date: July 6, 2010 Post: Tigard City Hall Tigard Permit Center Tigard Public Library