City Council Packet - 11/15/2011 U P I • City of Tigard
Tigard Workshop Meeting - Agenda
TIGARD ____
TIGARD CITY COUNCIL & CITY CENTER
DEVELOPMENT AGENCY
MEETING DATE AND TIME: November 15, 2011 - 6:30 p.m.
MEETING LOCATION: City of Tigard - Town Hall - 13125 SW Hall Blvd.,
Tigard, OR 97223
PUBLIC NOTICE:
Times noted are estimated.
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Replay Schedule for Tigard City Council Workshop Meetings - Channel 30
• Every Sunday at 11 a.m.
• Every Monday at 6 a.m.
• Every Tuesday* at 2 pm ( *Workshop meetings are not aired live. Tuesday broadcasts are a replay of the most
recent workshop meeting.)
• Every Thursday at 12 p.m.
• Every Friday at 3 a.m.
a
SEE ATTACHED AGENDA
4
,71 • City of T igard
Tigard Workshop Meeting - Agenda
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TIGARD CITY COUNCIL & CITY CENTER
DEVELOPMENT AGENCY
MEETING DATE AND TIME: November 15, 2011 - 6:30 p.m.
MEETING LOCATION: City of Tigard - Town Hall - 13125 SW Hall Blvd.,
Tigard, OR 97223
6:30 PM
1. WORKSHOP MEETING
A. Call to Order- City Council & City Center Development Agency
B. Roll Call
C. Pledge of Allegiance
D. Council Communications & Liaison Reports
E. Call to Council and Staff for Non - Agenda Items
Convene City Center Development Agency
2. JOINT CITY CENTER DEVELOPMENT AGENCY (CCDA) AND CITY CENTER ADVISORY
COMMISSION (CCAC) MEETING TO DISCUSS THE CCAC'S RECOMMENDATIONS ON
DOWNTOWN ORGANIZATION FORMATION 6:35 p.m. estimated time
Adjourn City Center Development Agency and reconvene City Council
3. RECEIVE PAVEMENT MANAGEMENT REPORT AND UPDATES ON 2011 PAVING AND
RIGHT -OF -WAY MAINTENANCE
7:15 estimated time
4. RECEIVE UPDATE FROM METRO STAFF ON THE SOUTHWEST CORRIDOR PLAN 7:45
p.m. estimated time
5. COUNCIL LIAISON REPORTS
6. NON AGENDA ITEMS
7. EXECUTIVE SESSION 8:20 p.m. estimated time
The Tigard City Council will go into Executive Session to discuss real property negotiations under
ORS 192.660(2) (e). All discussions are confidential and those present may disclose nothing from
the Session. Representatives of the news media are allowed to attend Executive Sessions, as provided
by ORS 192.660(4), but must not disclose any information discussed. No Executive Session may be
held for the purpose of taking any final action or making any final decision. Executive Sessions are
closed to the public.
8. ADJOURNMENT 9:20 p.m. estimated time
AIS -644 Item #: 2.
Workshop Meeting
Date: 11/15/2011
Length (in minutes): 40 Minutes
Agenda Title: City Center Development Agency (CCDA) to Discuss the Central City Advisory Committee's
(CCAC) Recommendations on Downtown Organization Formation
Submitted By: Sean Farrelly
Community Development
Item Type: Update, Discussion, Direct Staff Meeting Type: City Center
Joint Meeting -Board or Other Juris. Development
Agency
ISSUE
Joint CCDA /CCAC meeting to discuss CCAC's recommendations on formation of a downtown organization.
STAFF RECOMMENDATION / ACTION REQUEST
Staff recommends the City Center Development Agency review and approve the City Center Advisory
Commission's recommendation to retain a professional to assist in forming a self - sustaining downtown
organization. If the CCDA agrees with the recommendation, staff will prepare a scope of work and issue a request
for quotes to find a suitable individual or firm.
KEY FACTS AND INFORMATION SUMMARY
Consultant Michele Reeves in her July 2011 report to CCDA /CCAC listed the formation of a downtown association
as her primary recommendation. Leland Consulting, in their recent five -year review of urban renewal also
recommended support of a downtown organization as a priority. Leland had also recommended the formation of a
downtown organization as a priority in the 2007 Downtown Development Strategy. Neither consultant provided
details but there are many examples of successful downtown and business district associations throughout the state.
A downtown association or organization is considered distinct from a business association in that it is broader in
scope, having representation from business owners, property owners, local government, residents and interested
citizens. The main focus of such an organization would be to build stakeholder relationships, plan events and
coordinate marketing efforts. These activities are seen as important to help downtown Tigard attract customers,
businesses and investment.
Accomplishing these goals requires engaging a qualified professional individual or firm, to facilitate the formation
and empowerment of a downtown organization. Currently a core group of downtown Tigard businesses has been
doing some coordinated marketing and organized "Third Friday" events to promote the district. As is the case in
many districts, there are time and resource constraints for the owners of small businesses, many of whom are sole
proprietors.
The CCAC discussed the Michelle Reeves' recommendation at several meetings and on October 12, 2011,
recommended that funds be provided to retain a professional to help form and activate an organization. Initially,
they would 1) work with currently involved businesses and build support among other stakeholders; 2) help identify
the area to be represented by the organization and 3) define its duties and responsibilities. The contract scope would
also include assistance in forming a board of directors; incorporating as a non - profit; and preparing by -laws, etc. A
key piece would be to propose a budget and identify short- and long -term funding sources.
Urban renewal funds could assist in facilitating the formation of the organization, however long term funding would
have to be obtained from other sources. Potential, longer term funding sources include some continued city support;
membership dues; grant funding; private donations; sponsorships; and business or economic improvement district
assessments. Economic Improvement Districts (EID) which are permitted by the Tigard Municipal Code, allow
business and property owners within a defined district to levy special assessments on themselves. Funds collected
are used to pay for management services, events, promotion, maintenance, business recruitment, and parking within
the district.
OTHER ALTERNATIVES
The CCDA could elect not to pursue the formation of a downtown organization at this time.
COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS
Goal 2. Implement Downtown and Town Center Redevelopment Opportunities.
DATES OF PREVIOUS COUNCIL CONSIDERATION
July 19, 2011, joint CCDA /CCAC meeting/Michele Reeves presentation.
Fiscal Impact
Fiscal Information:
The CCDA Budget for Fiscal Year 2011 -12 included $50,000 for Downtown marketing implementation. This
proposal to assist in the establishment of a Downtown Organization is an allowable use of Urban Renewal funds.
Requests for further short and long term assistance by the city or agency would need to be evaluated for
consistency with urban renewal as well as go through future budget processes.
AIS -616 Item #: 3.
Workshop Meeting
Date: 11/15/2011
Length (in minutes): 30 Minutes
Agenda Title: Briefing on the 2011 Pavement Condition Report, Right -of -Way Maintenance Program, and
Street Maintenance Fee True -Up
Prepared For: Mike McCarthy Submitted By: Greer Gaston
Public Works
Item Type: Update, Discussion, Direct Staff Meeting Type: Council
Workshop Mtg.
ISSUE
The council will be briefed on the:
• 2011 Pavement Condition Report.
• Right -of -way maintenance program.
• Street maintenance fee true -up.
STAFF RECOMMENDATION / ACTION REQUEST
This is an informational item; no action is requested.
KEY FACTS AND INFORMATION SUMMARY
2011 Pavement Condition Report
The report is attached. This past summer, the city constructed pavement overlays on 2.5 miles of streets and
applied slurry seal to 12 miles of streets. A favorable construction climate, efficient use of funds, and assistance
from city street crews allowed more work to be completed than initially projected. Pavement work will continue in
the summer of 2013; projects will include pavement overlays, slurry seals, and other preventive maintenance
treatments.
Tigard Municipal Code Chapter 15.20.050 requires the finance director to review street maintenance fee revenues
annually as part of the budget process. The review determines if revenues meet funding levels set forth in the
updated five -year street maintenance fee plan. The finance director is required to report these findings to the
council and may make recommendations on fee adjustments. The finance director's findings are included in the
report.
Right -of -Way Maintenance Program
A memo, updating the council on the implementation of the right -of -way maintenance program, is attached.
Street Maintenance Fee True -Up
Staff has also attached a memo on efforts to true -up non - residential street maintenance fees.
OTHER ALTERNATIVES
Not applicable.
COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS
2011 Tigard City Council Long Range Objectives:
"Basic city services provided to citizens are cost effective and are delivered without interruption."
"External and internal city assets are well managed and utilized."
DATES OF PREVIOUS COUNCIL CONSIDERATION
Council received the 2010 Pavement Condition Report on June 28, 2011.
Fiscal Impact
Cost: $1,115,400 & $75,000
Budgeted (yes or no): Yes
Where Budgeted (department/program): Capital Improvement Plan & Street Division Fund
Additional Fiscal Notes:
Both the Pavement Management Program and the right -of -way maintenance program are funded through street
maintenance fee revenues.
The 2011 -16 Capital Improvement Plan (CIP) includes $1,115,400 in fiscal year 2011 -2012 and $1,390,400 in
fiscal year 2012 -2013 for the Pavement Management Program.
The fiscal year 2011 -2012 right -of -way maintenance program budget is $75,000; this number is expected to
increase to $100,000 in fiscal year 2012 -2013. The right -of -way maintenance program is budgeted in the Street
Division fund of the Public Works Department.
Attachments
2011 Pavement Condition Report
Right- of -Wkv Maintenance Program Memo
Street Maintenance Fee True -Up Memo
Where we've been. Where we're going. SUPPLEMENTtL PACKET
(DATE Of MEETING) -
Date Council Community
January 2011 HCT Land Use Plan Kick Off CAC meeting
March 2011 CAC meeting
April 2011 HCT Land Use Plan Update
May 2011 Design Workshops
July 2011 HCT Land Use Plan Update
August 2011 CAC meeting
September 2011 CAC meeting; Open House
SW Corridor Kick Off
October 2011 Community Outreach Activities
November 2011 CAC meeting
November 2011 Metro: SW Corridor Overview
December 2011 HCT Land Use Plan Update
SW Corridor Public Involvement
February 2012 HCT Land Use Plan
Consultant Presentation
Spring 2012 Complete and Accept HCT Land Use Plan
2012 - 2013 Local HCT Land Use Plan Refinement & Implementation
2012 - 2013 Southwest Corridor Plan
N
2011 Pavement Condition Report s
The Tigard Public Works Department is responsible for the maintenance of 150 T I G A R D
miles of paved streets. The maintenance strategy for each street varies depending
on the use and character of that street.
Accomplishments for 2011
Pavement projects completed in 2011 are summarized in the following table.
lefSIATN. MR'
Project Pavement Overlays Slurry Seals
Length Completed 2.5 miles 12 miles
Funding Source Street maintenance fee Street maintenance fee
Cost $699,000 $302,000
Cost Per Mile $280,000 $25,000
Street Type Collector, commercial, residential Residential
A map, (Attachment A), of the 2011 pavement projects is included in this report.
2011 was a good year for Tigard's roadways. The average Pavement Condition Index (PCI) of city
streets increased from 68.7 at the end of 2010 to 69.0 at the end of 2011. This was better than our
projected PCI of 68.1. Three factors were significant in this improvement:
1) Successful completion of a large slurry seal project in western and northern central Tigard.
2) A competitive bidding climate, likely due to the poor economy, resulted in favorable pricing
for the city's paving projects.
3) City street crews completed many "dig out" repairs. The repairs improved the condition of
several streets, bringing them up to a level that made a slurry seal application feasible. This
enabled us to slurry seal some streets that, prior to the repairs, would not have qualified for a
slurry seal application.
Previous Council Action and the Street Maintenance Fee
Pavement maintenance is primarily funded through the city's street maintenance fee. The street
maintenance fee is a monthly user fee dedicated to the maintenance of existing roadways in Tigard.
The fee was recommended by a citizen task force and established by Ordinance No. 03 -10 in
November 2003.
Since the fee was originally adopted, construction costs increased significantly, largely due to
increases in the cost of asphalt, which is a petroleum product. The council re- visited the street
maintenance fee in 2009 and determined the fee was not generating enough revenue to realistically
address the city's $8.5 million road maintenance needs. In January 2010, the council adopted:
2011 Pavement Condition Report — November 15, 2011 Page 1
• Ordinance No. 10-01 which amended the Tigard Municipal Code (TMC). The ordinance
directs that beginning July 1, 2010 the street maintenance fee will be increased in three
phases, with subsequent phase -ins taking effect April 1, 2011 and January 1, 2012. The
ordinance also directs that the fee be adjusted for inflation.
• Resolution No. 10 -01 which established a long -term average PCI goal of 70 to 75 and also
established an interim goal to "hold the line" by maintaining an average PCI of at least 67.
A long -term average PCI of 75 would allow the city to get the most out of street
maintenance revenues by strategically paving streets before the underlying road structure is
compromised. When an overall PCI gets below 75, street maintenance life cycle costs begin
to increase, because streets are in poorer condition and need some level of reconstruction
before they can be paved. Slurry seal applications are only feasible on streets with pavement
in relatively good condition. When Resolution 10 -01 passed, the council recognized that
funding would not be adequate to get to a PCI of 75. The council sought to prevent a
decline in the PCI below 67. Beyond this point, streets require more extensive
reconstruction prior to paving; this results in substantially higher street maintenance costs.
• Resolution No. 10-02 which adjusted the street maintenance fee in the city's Master Fees
and Charges Schedule.
Current street maintenance fees, as they appear in the city's 2010 -2011 Master Fees and
Charges Schedule, are as follows:
Effective Dates Before 7/1/10 — 4/1/11 — After
7/1/10 4/1/11 1/1/12 1/1/12
Residential (Per House or Unit) $2.18 $3.01 $4.13 $5.45 **
Commercial and Industrial
(Per Required Parking Space) $0.78 $0.92 $1.06 $1.23 **
** Note: The January 1, 2012, fee amounts have been adjusted for inflation based on the
methodology adopted in Ordinance 10 -01. These adjustments were included in the 2011-
2012 Master Fees and Charges Schedule.
The Pavement Condition Index (PCI)
Pavement condition is measured by a Pavement Condition Index (PCI), with zero being the poorest
condition and 100 being the best condition. PCI factors include pavement condition, pavement
distress, structural strength, and smoothness of ride.
Paving Priorities
Attachment B is a map showing the paving projects that have been completed in the past three
years. In order to maintain the overall street network in the best possible overall condition, we have
focused our paving work on two main priorities:
2011 Pavement Condition Report — November 15, 2011 Page 2
1) Pavement overlays on arterials, collectors, commercial and neighborhood routes.
Approximately $700,000 has been spent this fiscal year constructing pavement overlays
on 2.5 miles of important through routes.
2) Preventive maintenance on residential streets. Approximately $300,000 has been spent
this fiscal year applying slurry seal to 12 miles of residential streets. These slurry seals
provide the most area of improved pavement per dollar, but are only effective if the
pavement is in relatively good condition.
These priorities are reflected in the following graph.
Pavement Condition Index by Functional Class
80.0
75.0 -__ _ ___ __ -_ –.
x
a
v
70.0
c --Arterial
0 65.0 •Collector
Commercial / Industrial
60.0 Residential
a —Overall
55.0
50.0
2008 2009 2010 2011
Pavement deteriorates rapidly on arterials and collectors because many thousands of vehicles use the
roadway every day. This results in significant costs just to keep up with day - - day deterioration.
The use of slurry seal applications and other preventive maintenance on residential streets has
allowed us to maintain streets that are in good condition and keep a relatively high average pavement
condition. To continue this momentum, residential streets in good condition will receive slurry seal
applications every eight years.
Paving Backlog
The city's current reconstruction and pavement overlay strategy focuses on keeping arterials,
collectors, and other key connection routes in good condition. However, there are many low- traffic-
volume, local streets where the pavement condition has deteriorated beyond the level at which a
slurry seal application can be effective. These streets make up the city's paving backlog. The
following table shows the paving backlog, measured in miles, over a six -year period.
2011 Pavement Condition Report — November 15, 2011 Page 3
Miles of Paving Backlog
16
14
12
10
8
6
4
2
0
2006 2007 2008 2009 2010 2011
• Mileage at Close of Paving Season
Currently, there are approximately 15 miles of paving backlogs. This is approximately 10 percent of
our total street mileage. The cost to pave these streets would be approximately $8 million. It is
anticipated this backlog will level off as the street maintenance fee is fully phased -in.
Finance Director's Findings
The finance director has reviewed this report and future pavement maintenance funding
requirements as identified in the Pavement Management Program (PMP). Data has not changed
significantly from what the council considered after the 2010 paving season.
Actual revenue collections for fiscal year 2011 were analyzed and they were sufficient to meet the
annual funding level set from the street maintenance plan and the fiscal year 2011 -2012 Adopted
Budget. Completion of the street maintenance fee phase -in, along with an inflationary
adjustment(s), is expected to generate sufficient revenue to fund the PMP in the coming years. The
2011 -2016 Capital Improvement Plan PMP approved budget is as follows:
Fiscal Year 2012
PMP $1,115,400 1,390,400 1,690,400 1,690,400 1,690,400
Additionally, the split between customer types was analyzed to determine if costs were equitably split
when compared to revenues collected. The allocation of the costs of the five -year plan is set in
TMC 15.20.050 and is summarized as follows:
2011 Pavement Condition Report — November 15, 2011 Page 4
Road Type Percentage of Residential Percentage of Non -
Allocation Residential, Allocation
Arterial 62% 38%
Local Commercial /Industrial 0% 100%
Collector 50% 50%
Neighborhood /Local 100% 0%
It is important to realize the fee is based on a five -year plan and that there will be variance from one
year to the next where one customer group may subsidize another in any given year; the important
thing is that the program costs reflect the revenues collected by customer type over the five -year
period. If they do not, the TMC instructs the Finance Director to make recommendations based on
this review. The following table summarizes my findings:
- - Total PMP Percentage
Expense Related of Total Percentage Share of
to Street Expense of Expenses Based
Maintenance per the Revenue on Revenue
Customer Clams Fee TMC Collection Collected Variance
Residential $705,000 , 70'1/4o 62°/o $623,221 $81,779
•
Non -
Residential $296,000 30% 38% $377,779 ($81,779)
Total $1,001,000 $1,001,000
Tigard incurred $1,001,000 in FY 2011 in the PMP expenses related to the street maintenance fee.
Based on the types of roads, (arterial, collector, etc.), that received pavement maintenance through
the PMP, $705,000 (70 percent) of the PMP expenses should have been born by residential
customers and $296,000 (30 percent) of the PMP expenses should have been born by non-
residential customers.
The actual revenues collected in FY 2011 have a slightly different split. Sixty -two percent of the
revenues came from the residential sector and 38 percent of the revenues came from the non-
residential sector. Based on the size of the PMP and the way revenues were collected, a more
equitable split would have been for $623,221 to come from the residential sector and for $377,779 to
come from the non - residential sector. During the last year, the non - residential sector subsidized the
residential sector by $81,779, or eight percent of the total PMP. An eight percent variance, in one
year of a five -year plan, is relatively small and does not merit a recommendation to adjust the street
maintenance fee at this time.
Outlook for 2012
It is anticipated that approximately $1.4 million in street maintenance fee revenue collected in fiscal
year 2011 -2012 will be available for paving projects in the summer of 2012. Approximately
$450,000 is planned to fund 14 miles of slurry seal applications. Approximately $850,000 is planned
to fund pavement overlays on about three miles of streets. The remaining funds, about $100,000,
will be used for crack sealing, pavement analysis, engineering, inspection, and program
administration.
2011 Pavement Condition Report — November 15, 2011 Page 5
2012 is expected to be a more typical paving year as compared to the last couple of years. As the
economy picks up, prices for asphalt, aggregate, fuel, and other key items are likely to increase. As
more construction work becomes available, contractors will be less hungry for work and are likely to
include more profit in their bids. This would translate to higher prices for paving work.
A map, (Attachment C), of the proposed 2012 pavement projects is included in this report. This
map represents staff's projections as to what paving projects can be achieved with available funding
in the summer of 2012. Changes in asphalt prices and the construction bidding climate may have a
significant impact on the amount of work the city will be able to fund. Streets may need to be
deleted from the pavement overlay list in order to keep the project within budget. On the other
hand, streets could be added to the pavement overlay list if bids are lower than expected.
If the projected level of work can be completed, it is anticipated that the overall pavement condition
index of Tigard's street system, currently at a PCI of 69.0, will decline to a PCI of 68.7. This is
because anticipated 2012 funding will not keep up with a year of normal street deterioration. The
paving backlog is also expected to increase slightly from 15 miles to 16 miles.
Outlook Beyond 2012
Once the city collects revenue under the fully phased -in street maintenance fees for an entire year,
funding should prevent further increases in the paving backlog and should allow the city to maintain
an average PCI of 67, as directed in Resolution No. 10 -01. This is contingent upon asphalt prices
remaining within the range of the fee's inflationary adjustment. The following chart depicts the
actual and projected citywide PCI through 2016.
2011 Pavement Condition Report — November 15, 2011 Page 6
Citywide Pavement Condition by Year
72
Forecast PCI
U for Fee Levels
CL
71 —_ Adopted
X 1/5/10
CJ
'o End of 2011
- 70 Projection
C
O
'v
13 69 — —
End of 2010
U Projection
68
v
•Actual
> 67 Through 2011
66
2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
PCI at the Close of Paving Season
The better than expected paving progress made in 2010 and 2011 have resulted in a current average
pavement condition index of 69.0, which is better than the 67.5 forecast at the end of 2009. This
better pavement condition slightly reduces the cost necessary to "hold the line." This raises our
forecast from "hold the line" to a slight pavement condition index improvement from 68.7 to 68.9
in the years 2012 through 2016, provided pricing and other factors remain consistent with
projections.
Pavement Maintenance Background
Residential Streets with Low Traffic Volumes
Residential streets with low traffic volumes tend to deteriorate due to weathering. As years of rain,
sun, and freeze -thaw cycles wear the pavement from the top down, the sticky asphalt binder that
holds the pavement together deteriorates. In a slurry seal application, a liquid mixture of asphalt
emulsion and sand is applied to the roadway. The mixture hardens as it cools and counters the
effects of weathering by restoring the asphalt binder near the pavement's surface.
Slurry seal applications cost about one -tenth as much as pavement overlays and are the most cost -
effective way to extend the life of residential streets. The application is applied when a street is still
in relatively good condition in order to maintain that condition for several more years. Slurry seal
applications don't make streets look like new, but they do prevent further deterioration. Some streets
have deteriorated to a condition that is too poor to slurry seal; these streets require pavement
overlays and will be addressed as funding allows.
2011 Pavement Condition Report — November 15, 2011 Page 7
The city's slurry seal strategy is to work on an eight -year cycle by Neighborhood Network area,
slurry sealing all of the low- traffic - volume streets that are in relatively good condition. Slurry seal
projects require extensive public notification because sections of the street are closed for several
hours at a time. Consolidating slurry seal streets by Neighborhood Network area improves the
efficiency of both the notification process and the slurry seal application.
In order to keep up with pavement deterioration on low volume residential streets, it is necessary to
slurry seal about 11 miles of roadway each year.
Streets with High Traffic Volumes and Streets Used by Heavy Vehicles
Streets with high traffic volumes and streets used by heavy vehicles are also affected by weather, but
tend to deteriorate more due to the volume and weight of vehicles using the street. Deterioration on
these streets most commonly takes the form of cracking from the repeated loading of thousands of
vehicles, especially heavy vehicles, each day. A pavement overlay consists of spreading a new layer
(typically 2 inches thick) of asphaltic concrete pavement on top of the existing street pavement.
This covers minor cracking and provides additional structure which extends the life of the roadway.
Overlays are typically constructed when a street is in fair or good condition. Once a street
deteriorates to poor condition, cracking has developed to a level where it compromises the structure
of the pavement and its ability to withstand future loading. At this point reconstruction is necessary
to remove and replace the cracked pavement and establish an adequate base. Such reconstruction
often costs five times more than a pavement overlay.
The city's current pavement overlay strategy focuses on keeping arterials, collectors, and other key
connection routes in good condition. When funding rises to a level adequate to protect our
investment and keep these through streets in fair or better condition, the city will then be able to
address some of the low- traffic - volume, local streets with poor pavement condition that need more
extensive repair work.
In order to keep up with pavement deterioration on streets with high traffic volumes, significant
heavy vehicle use, or poor pavement condition, it is necessary to overlay about 3.5 miles of roadway
each year.
2011 Pavement Condition Report — November 15, 2011 Page 8
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City of Tigard
TIGARD M emorandum
To: The Honorable Mayor and City Councilors
From: Assistant Public Works Director Brian Rager
Street Division Supervisor Vance Walker
Re: Right -of -Way Maintenance Program Update
Date: November 1, 2011
Background
On January 5, 2010, council adopted Ordinance No. 10 -01 which increased the existing street
maintenance fee (SMF) and added a provision to fund right -of -way (ROW) maintenance on the
city's arterial and collector streets. The ordinance specifically covered such things as,
"...maintenance and enhancement of planting strips, medians and areas between sidewalks and
property lines on these streets to prevent the uncontrolled growth of weeds and other undesirable
vegetation in these areas. It does not include repair or replacement of existing sidewalks." The
initial focus of the program is to address streets bordered by double - frontage lots. (These are
typically lots that have frontage on two streets; the backyard abuts a collector or arterial street.). It
is these situations where the ROW tends to be neglected.
Ordinance No. 10 -01 also directed that the SMF increases be phased -in over a three -year period.
When fully phased -in, it will generate about $100,000 per year for ROW maintenance. Revenues for
ROW maintenance in fiscal year 2011 -2012 are expected to be about $75,000.
Progress
Over the last few months, staff has been working to develop the ROW maintenance program and
identify the work that will be accomplished in fiscal year 2011 -2012. One of the first major tasks to
be completed was an inventory of streets. Again, we focused most of our effort on the streets with
double- frontage lots. Specifically we looked for segments of ROW that are in poor condition and
need some level of improvement to bring them up to a look that better matches the segments that
are in good condition. The following is an initial list of streets, prioritized by ROW condition.
Streets with the poorest ROW conditions are at the top of the list.
Priority Street General Description
1 Durham Road Between 79th Avenue and 108th Avenue
2 Gaarde Street Between 121st Avenue and Walnut Street
3 Greenburg Road Median island north of Washington Square Road
4 Walnut Street Between Pacific Highway and 135th Avenue
5 135th Avenue Between Scholls Ferry Road to Walnut
6 121st Avenue Between Springwood Lane and Gaarde Street
7 Bonita Road Between Hall and railroad ROW
8 72nd Avenue Between Pacific Highway and Varns Street
9 Dartmouth Street Between 68th Parkway and Pacific Highway
10 Tiedeman Avenue Between Fowler Middle School and the railroad ROW
11 Hunziker Street Between 72nd Avenue and Wall Street
12 68th Parkway South of Pacific Highway
13 Cascade Avenue Between Greenburg Road and Scholls Ferry Road
14 Burnham Street Center medians, planters and tree wells
14 Main Street Medians and planters between Scoffins and Pacific
Highway
15 Haines Street Between 68th Parkway and I -5
As was previously mentioned, our approach will be to improve the poor segments to a level that
better matches the good segments along the street. Below are two examples of street segments that
would be considered in "poor" condition. The first example shows a segment devoid of shrubs,
trees or groundcover. The second example is a segment full of weeds and overgrown grass.
•
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With some improvement work, these segments could be brought up to a good condition as shown
in the following two photos:
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•_,_ 03/17/2011
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Standard specifications were developed for the various types of improvement. The specific type of
improvement for any particular segment will depend upon the existing condition of each segment
and the overall condition of the street in question. Attachment A shows the 11 improvement types
that may be used. Eventually, staff will assign an improvement type to each segment of ROW.
Next Steps
Currently staff is preparing a request for proposals (RFP) for a landscaping contractor who will
perform the ROW maintenance work. Staff anticipates the RFP for the landscape contractor will
be published within a month, and the goal is to have a contractor under contract sometime this
winter.
Based upon public input and the high -traffic conditions of the roadway, staff selected Durham
Road as the first street that will be addressed in fiscal year 2011 -2012. Staff will make
improvements to segments along Durham Road and will then begin working down the priority list
as far as the funding will allow.
The objective of the program will be to make improvements to as many segments as possible, while
maintaining the segments that have already been improved. Our long -term goal is to improve all the
ROW segments listed and then to maintain those segments at the improved level. It will likely take
several years to reach this goal.
RIGHT OF WAY LANDSCAPE IMPROVEMENT TYPES Attachment A
TYPE DESCRIPTION DIAGRAM
1 Weed eradication and site preparation for specified bark
mulch _ EXISTING TREES
EXISTING -
• SHRUBS , ■
PROPERTY LINE
vu ..,,x4, 4 1, "; a 1 '4i4 4 d,1 Lv,l4 9 1,G,4 %1_r•., L ...
_ ERADICATE WEEDS AND
PLACE BARK MULCH AS ---"Ik
SPECIFIED"
2 Weed eradication and site preparation for specified bark EXISTING TREES
mulch and plant shrubs /ground cover. .
- PROPERTY LINE
.
ERADICATE WEEDS AND PLANT SHRUBS/GROUND
PLACE BARK MULCH AS COVER REFER
SPECIFIED SUGGESTED PLAN
T
MATERIAL LIST
3 Weed eradication and site preparations for specified bark PLANT E -REFER
mulch and plant trees. MATERIAL LIST
■
•
-
<. r ° . - PROPERTY LINE
L ERADICATE WEEDS AND PLACE
BARK MULCH AS SPECIFIED
CITY OF TIGARD ROW LANDSCAPE IMPROVEMENT STANDARDS
FY 2011 -2012 PAGE 1
TYPE DESCRIPTION DIAGRAM
4 Weed eradication and site preparations for specified bark
mulch and plant shrubs /ground cover and trees. PLANT TREES REFER
TO SUGGESTED PLANT
MATERIAL LIST
f
;a" IIlA9 PROPERTY LNE
ERADICATE WEEDS AND PLACE PLANT SHRUBSIGROlND COVER
-
BARK MULCH AS SPECIFIED REFER TO SUGGESTED PANT
MATERIAL LIST
5 Weed eradication and site preparations for specified bark PANT T REES - REFER SU
MATERIAL mulch and plant shrubs /ground cover and trees and / TO ERIAL U TED PLMT
LIST
automatic irrigation.
PROPERTYLNE
IRRIGATE TREES AND SHRUBS T ERADICATE WEEDS AND PUCE PIANT SHRURS'GR COVER -
REFER TO CITY OF TIGARD BARK MULCH AS SPECIFIED REFER TO SUG GES T ED P
STANDARDS MATERIAL UST
6 Site soil preparation and installation of specified turf and EXISTING TREES
automatic irrigation. •
7 „ y r - PROPERTY LINE
77 /�y` AP g } s 4 I ° ! t I „ 'v' Ili ICI P1,q�ip¢y
Bad ti " .L ._. ' R.rt t F _t �u� d VF U ; !a' fl 1 `I [I , .
IRRIGATE LAWN - REFER TO SOIL PREPARATION AND
CITY OF TIGARD STANDARDS INSTALLATION OF SPECIFIED TURF
CITY OF TIGARD ROW LANDSCAPE IMPROVEMENT STANDARDS
FY 2011 -2012 PAGE 2
TYPE DESCRIPTION DIAGRAM
7 Site soil preparation and installation of specified turf, WESTING TREES � PLANT To D N R
shrubs /ground cover and automatic irrigation. • MATERIAL UST
•
,► \... .• PROPERTY UNE
0,, A.J.
IRRIGATE LAWN AND SOIL PREPARATION ARO
SHRUBS/GROUND COYER -REFER INSTALLATION OF SPECIFIED TURF
TO CITY OF TIGARD STANDARDS
PLANT TREES - REFER
8 Site soil preparation and installation of specified turf, trees SUGGESTED PLANT
and automatic irrigation.
PROPERTY LSE
� t
IR710ATE WARM ° TREES 801L PREPARATION AND
- .. • CNR'iNFTI INSTALLATION OF SPECIFIED TURF
PLANT TREES -REFER
9 Site soil preparation and installation of specified turf, w°
TERIAL LIST
shrubs /ground cover and automatic irrigation. COVE REFER
SUGGESTED PLANT
• t
MA FERAL LIST
PROPERTY LNE
,.'. *'.N ^v SiDEWALK
OOAG'NA'
IRRIGATE LAWN AND TREES SOL PREPARATION AND
REFER TO CITY OF TIGARD INSTALLATION OF SPECIFIED TURF
STANDARDS
CITY OF TIGARD ROW LANDSCAPE IMPROVEMENT STANDARDS
FY 2011 -2012 PAGE 3
TYPE DESCRIPTION
10 Eradication of invasive plants (blackberry /brush).
11 Eradication of invasive plants (blackberry /brush) and re- vegetation as required.
CITY OF TIGARD ROW LANDSCAPE IMPROVEMENT STANDARDS
FY 2011 -2012 PAGE 4
City of Tigard
TIGARD Memorandum
To: The Honorable Mayor and City Councilors
From: Senior Project Engineer Mike McCarthy, P.E.
Re: Ongoing Street Maintenance Fee True -Up
Date: November 1, 2011
When council passed revisions to the street maintenance fee in a few years ago, staff was asked to
do a true -up of the nonresidential properties in Tigard to ensure that each was assessed the correct
street maintenance fee. Upon reviewing the results of this true -up in 2010, and recognizing that
business uses change over time, the council directed staff to develop an ongoing true -up process to
review nonresidential properties for any changes in their use and adjust their street maintenance fee
accordingly. Our plan is to review these properties over a two -year cycle, reviewing one - eighth of
the properties each quarter. We have completed the first of eight reviews.
We reviewed a total of 94 street maintenance fee accounts. Of these accounts, nine had a change in
use that resulted in a change in the fee. Changes were typically due to a new business, an expanding
business, a physical building change, and /or a business moving out. Five accounts had changes of
use that justified a decrease in their fee; these decreases totaled 89 parking space equivalents. Four
accounts had changes of use that justified an increase in their fee; these increases totaled 134
parking space equivalents.
Letters were sent to the responsible person for each account on which a street maintenance fee
adjustment was identified. The letters informed them of the identified use(s) on their site, the
resulting street maintenance fee attributable to each use and how to notify us of any questions or
disagreements they had with their fee calculations. The results of this review were implemented on
September 1, 2011 unless site - specific adjustments were requested for that property.
The net result is an increase of 45 parking space equivalents which, at current rates, resulted in a
total street maintenance fee revenue increase of $47.70 per month, or $572 per year.
The remaining 85 accounts were not affected by the true -up.
AIS -711 Item #: 4.
Workshop Meeting
Date: 11/15/2011
Length (in minutes): 30 Minutes
Agenda Title: Update on the Southwest Corridor Plan by Metro Staff
Prepared For: Judith Gray Submitted By: Marissa Daniels
Community
Development
Item Type: Update, Discussion, Direct Staff Meeting Type: Council
Workshop Mtg.
ISSUE
Metro staff will present an update on the Southwest Corridor Plan.
STAFF RECOMMENDATION / ACTION REQUEST
Receive Metro staffs presentation and ask questions if desired.
KEY FACTS AND INFORMATION SUMMARY
The Southwest Corridor Plan integrates multiple efforts such as 1) local land use plans that guide actions and
investments to support livable communities; 2) corridor refinement planning to examine the function, mode and
general location of future transportation improvements and 3) a transit alternatives analysis to define the best mode
and alignment of high capacity transit (HCT) to serve the corridor. The plan is a partnership between Metro,
Multnomah County, Washington County, the Oregon Department of Transportation (ODOT), TriMet and the cities
of Portland, Sherwood, Tigard, Tualatin, Beaverton, Durham, King City and Lake Oswego.
The corridor, in the vicinity of Barbur Boulevard/Highway 99W, was designated in 2009 as the next regional
priority for high capacity transit (HCT) expansion by the Joint Policy Advisory Committee on Transportation
(JPACT) and the Metro Council. One of the reasons it was identified as a near -term priority under Metro's
Regional High Capacity Transit System Plan is that it has the greatest ridership projections compared to the
region's other potential HCT corridors. A future alternatives analysis study will determine what mode of high
capacity transit — light rail, commuter rail, rapid streetcar or bus rapid transit — would best meet the future travel
needs in the corridor.
Tigard's HCT Land Use Plan is one of four local plans being developed by Southwest Corridor cities. The others
are Portland, Tualatin and Sherwood. These Plans are part of the larger SW Corridor planning effort and are
intended to guide development of transit supportive land uses. Tigard is first of the cities to do this work.
In all participating jurisdictions, there have been assumptions that local planning and the SW Corridor Plan will
lead to development of light rail. However, the type of HCT that would best fit the corridor's needs has not been
determined. Planning activities to date have been at a very broad scale. The emphasis has been on identifying
transit supportive land uses in addition to actions that could increase livability and mobility in the corridor. Many
land use and transportation options have been developed. Early next year, these options will be narrowed based on
how well they meet local needs and regional goals such as mobility, economic development; environmental
quality, housing opportunity etc. Light rail may be identified as the best HCT alternative, but other high capacity
transit solutions, such as bus rapid transit, commuter rail or rapid streetcar, and even improved local bus, will also
be considered.
Metro staffs presentation on the Southwest Corridor project, will 1) cover upcoming milestones and decision
making processes; 2) discuss ways the Tigard HCT Land Use Plan will be used to inform the outcomes of
Southwest Corridor process and 3) allow time for questions from council.
OTHER ALTERNATIVES
N/A
COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS
1. Implement Comprehensive Plan
c. Participate in the Southwest Corridor Study.
DATES OF PREVIOUS COUNCIL CONSIDERATION
This will be the council's first update from Metro about the Southwest Corridor Plan.
Attachments
Metro Southwest Corridor Fact Sheet
PowerPoint Presentation
I
July /August 2011
Ids ` .
wit , - ..
,. _ 4I _ s • • • .. www.oregonmetro.gov
SOUTHWEST Supporting great communities in the
CORRIDOR
PLAN Southwest corridor
PROJECT PARTNERS Metro and its regional partners are the corridor while increasing access to
Cities of King City, initiating a comprehensive land use and parks, supporting active lifestyles and
Portland, Sherwood, transportation planning study to identify improving the quality of the region's
Tigard and Tualatin P p g Y Y P g q tY g
Multnomah and and prioritize public investments in the air, water and habitat. As part of the
Washington counties corridor between downtown Portland process, the plan will include a transit
Oregon Department of and Sherwood. The Southwest Corridor alternatives analysis which will include
Transportation Plan builds on 25 years of the region's one or more high capacity transit
TriMet experience in light rail and high capacity options.
Metro transit planning (bus or rail), that have
shown that major public investments in The coordinated strategy allows Metro
transit bring the highest value and return and its partners to measure the success
on investment when done in coordination of potential public investments and
with local visions of growth and policy changes against some key
comprehensive road, bike and pedestrian elements of a successful region, things
like economic prosperity, vibrant
improvements. communities, safety, equity and clean
In the 2035 Regional Transportation air and water. Coordinating planning
Plan update, the Southwest Southwest Corridor Plan area
corridor was prioritized as
the next corridor the region r L No
would fully examine for a i lAulii, SEC SAL
high capacity transit solution ' -u@ =
and projected ,26: * '�
to existin
g p J N
future congestion problems, I 26
limited access and transit 0 BEAGER N 1
demand. To initiate this major \ DM= lip gifiagay* , l
- t
9 9
effort, regional partners have s t
•
come together to align local, WASHINGTONi 5 e
regional and state policies �
and investments to support � " <, 9 9 •
the creation of great places TIGARD `, �' 012E4 0
along the corridor. The i ` ammo 0 E
Southwest Corridor Plan �� l
looks to create a coordinated 5
investment strategy to
gY ® Transit corridor;
stimulate community and TUALATIN under study
r' /_ — ps Existing high
economic development and capacity transit
HERW ° OD Affected plan area
improve movement of people 1 Urban growth
4 \ Metro and goods in and through 99 S boundary
efforts will result in increased • City of Tualatin High Capacity
■ efficiencies in decision - making while Transit Land Use Plan
i resu .. ■ . Metro /ODOT Southwest
ow ■ ■ " leveraging public funds to create the best
•••. •
lt. Transportation Plan
* _ The plan calls for local and regional • Southwest Corridor Transit
partners to analyze ze land use
5 a 85 M $:...a $:...a i :. - =3 - Alternatives Analysis.
economic development, employment
and housing access, parks, habitat, Phase I will conclude with decisions
pedestrian and bike facilities, local on which investments and policy
•-,' bus and high capacity transit potential, changes to move forward into project
freight movement and auto capacity. development (like sidewalks, bike lanes
` .. -- Transportation and land use decisions and safety improvements or a strategy
,_ ®. that support jobs and housing and to link workforce housing investments
integrate parks, habitat and trails are to future transit investments) and which
EMPLOYMENT IN THE fundamental to the process. need further study (like a major transit
CORRIDOR investment, which may progress to a
2010: 163,000 In order to determine the solutions that
2035: 251,000
best meet future travel demand and Draft Environmental Impact Statement).
support local land use goals, Metro Phase II implements strategies identified
EMPLOYMENT and its partners will take a two - phased in Phase I and further studies transit
CENTERS approach. Throughout the process, improvements in the corridor that would
Oregon Health & Science project partners will share information be completed in concert with other kinds
University — 13,600 with the public, announce project of transportation, land use and policy
employees milestones and offer opportunities to changes. Following this phase, project
Washington Square —
1,100 employees, with provide input. partners will implement community
14,400 in the regional investments and policy changes.
center area Phase I includes planning broadly for
land uses for employment, housing, Transit alternatives
parks and natural areas as well as the There is still a lot of work ahead to
entire transportation network of autos, determine the type of transit — whether
transit, freight, bikes and pedestrians. improved bus, light rail, bus rapid
4,• , Transit alternatives, including high transit, commuter rail or rapid streetcar
capacity transit such as light rail or bus — would best meet the needs of this
�,. rapid transit, will be considered during corridor. Only after the project partners
this phase. identify alternatives, study benefits
EDUCATIONAL
INSTITUTIONS Local and regional plans that make up and trade -offs, and gather input from
Portland Community this Phase I include: residents in the corridor will decision -
College, Sylvania — more . City of Portland Barbur Concept makers determine the final project or
than 26,000 students per Plan projects. These decisions would happen
year in 2015 to 2017, laying the foundation
Portland State University • City of Tigard High Capacity Transit for project development and construction
— the state's largest Land Use Plan
university with nearly between 2017 and 2023.
30,000 students per year
(and more than 3,500 Southwest Corridor Plan schedule
full -time employees)
Phase 1 Phase 11 Ongoing
Agreements, policy changes, strategic Actions to achieve goals, including Further project
investments and partnerships investments, Draft Environmental development and
Impact Statement(s) and major implementation
policy changes
2011 2012 2013 2014 2015
Southwest corridor challenges _ .
The plan will examine ways that the central city to Sherwood during the
coordinated land use and transportation two -hour evening peak is 42 minutes
solutions can most efficiently address by auto and 52 minutes on transit. By AI 411 - {r, L` .
some of the major challenges of the 2035, the same trip is forecast to take
corridor. 53 minutes by auto and 69 minutes on
Limited accessibility to major destinations transit.*
The 15 -mile long Southwest corridor `APB r._ w.. � ' POPULATION IN THE
CORRIDOR
connects an estimated 163,000 jobs and "-- -�_:� t -
2010:140,000
includes some of the largest commercial
2035: 206,000
employment, educational and residential 4
centers in the region, yet access to these ;�►, POPULATION IN 2040
key destinations is constrained by lack of GROWTH CONCEPT
capacity on the existing roadway system. Limited options for roadway expansion CENTERS (2010)
Additionally, the corridor lacks a balance The roadway system primarily supports Portland Central City:
of housing choices needed to serve the north /south access with three major 90,100
variety of needs - from students living highways connecting the Willamette Hillsdale Town Center:
alone to growing families to retirees - Valley to the state's largest housing 2,900
so that employees can live near work, and employment center in Portland. West Portland Town
Center: 5,300
students can live near school, and The hilly topography and suburban -
Tigard Town Center:
families and neighbors can stay in areas style development have led to a 3,900
they enjoy. roadway system that is winding and Washington Square
discontinuous, limiting opportunities to Regional Center: 16,800
Lack of transportation options The expand roadways or meet travel needs Tualatin Town Center:
corridor lacks 140 miles of sidewalks.* simply through adding local bus service 5,400
Difficult topography and lack of bicycle to the current system. Sherwood Town Center:
and pedestrian facilities impede access 800
to transit and the options of biking or Air pollution and oil consumption
walking to meet everyday needs and Residents and businesses in the region
hamper opportunities for the physical are responsible for an estimated 31 ,
activity needed for a healthy lifestyle million metric tons of greenhouse gas
for kids and adults. Because of the emissions annually, 25 percent of which ...
`'
limited pedestrian, bike and transit come from transportation sources. The J =• •_
options, movement within and between region could reduce COz emissions from
communities in the corridor essentially automobile trips by 7,500 metric tons and- -
requires an automobile. avoid 16.7 million vehicle miles travelled -0,iy
annually, just within Portland, by _
',,, = '_ .. increasing transit usage in the Southwest . - .
r
corridor. ** _ - - . ,
1 ! Environmental considerations
-
_ Transportation is a major contributor to a r ' '*
{ : - - - a variety of environmental problems,
Traffic congestion Congestion impedes including noise, air pollution, water
workforce travel and the flow of quality and habitat destruction. Exhaust
goods needed for sustained economic from cars and trucks pollutes the air, and
competitiveness and prosperity. With stormwater runoff from roads pollutes
over 25 miles of congested roadway, the streams and rivers. The corridor contains
corridor is one of the most congested in some of the most difficult stormwater
the region. The current travel time from runoff issues in the region.
*Metro Regional High Capacity Transit System Plan, 2010 * * City of Portland Greenhouse Gas Reduction Methodologies, 2010
About Metro The Southwest Corridor Plan - a regional priority
Clean air and clean water do The Southwest Corridor Plan continues The plan calls for high capacity transit
not stop at city limits or county
lines. Neither does the need a decades -long tradition of planning service to support the identified centers,
for jobs, a thriving economy, for future growth in a way that makes facilitating travel between housing and
and sustainable transportation
and living choices for people the most of public resources while employment.
and businesses in the region. preserving farmlands and access to Planning for multimodal transportation
Voters have asked Metro to 9 p
help with the challenges and nature. needs The 2035 Regional Transportation
opportunities that o affect the 25 Plan, updated in 2010, works to implement
cities and three counties in the Protecting farms and forestland In , p , p
Portland metropolitan area. the 1970s, farmers of the Willamette the 2040 Growth Concept by setting policies
A regional approach simply Valley fought for the implementation and priorities that emphasize the mutual
makes sense when it comes to of Senate Bill 100, which mandated advantages in land use decision - making and
making decisions about how
the region grows. Metro works the protection of agricultural lands, transportation investment. These policies
with communities to support a forestlands and natural areas. Senate direct future projects to be developed as
resilient economy, keep nature
close by and respond to a Bill 100 is considered the foundation multimodal transportation — road, bike,
changing climate. Together, for Oregon state land use planning. pedestrian, transit and freight — and land
were making a great place,
now and for generations to Metro implements that vision through use planning efforts with multi - agency
come. a focus on efficient land use within the collaboration and public participation.
Stay in touch with news, stories urban growth boundary and planning This collaborative attention to the big
and things to do. for transit, innovative roadway projects, P J , picture unites local and regional projects
www.oregonmetro.gov /connect and bicycle and pedestrian facilities.
Y P into one integrated and efficient effort. This
Choosing high capacity transit over new effort will make the most of what we have
Metro Council President freeways and highways In 1974, elected by using previous public investments as
Tom Hughes leaders in the Portland metropolitan area building blocks to enhance neighborhoods
Metro Councilors rejected an urban freeway project after and mobility.
Shirley Craddick, District 1 public outcry over its expected cost Prioritizing regional investments Following
Carlotta Collette, District 2 and the destruction of neighborhoods completion of the High Capacity Transit
Carl Hosticka, District 3 required for its construction. The region
Kathryn Harrington, District 4 System Plan, a part of the 2035 Regional
Rex Burkholder, District 5 set aside plans for 54 new highway Transportation Plan update, the Southwest
Barbara Roberts, District 6 projects in favor of modest roadway corridor was selected as the highest
Auditor projects and a network of transitways. regional priority for further study for high
Suzanne Flynn
Since that time, the region has relied capacity transit. The potential investment
on transit planning and a less obtrusive in the Southwest corridor best meets the
roadway system to provide options livability and community needs, supports
for residents to get to jobs, homes and the economy, provides environmental
recreation. Because of the choices the benefits and has the highest potential for
optin
region has made in the past, it is better implementation based on local support,
equipped to deal with some of the costs and efficiencies of operation.
LINE PANEL challenges it faces now and those it will In addition to prioritizing the Southwest
Help shape the future of face in the future.
the region by joining Opt In, corridor for potential high capacity transit
Metro's online opinion panel. Creating accessible communities The investment, the Metro Council also has
www.oregonmetro.gov/optin 2040 Growth Concept, the region's selected the corridor as one of its two
50 -year land use plan adopted in 1995, highest priorities for investment strategies
identifies centers for walkable urban that integrate transportation, land use
development. This focused growth and other plans and policies to enhance
2035 protects existing neighborhoods
and natural areas within the urban movement in and through the corridor
and stimulate community and economic
REGIONAL TRANSPORTATION PLAN growth boundary as well as farms and development.
10108 0111 forestlands outside of the boundary.
Printed on recycled- content paper. w w w. s we o r r i d o r p 1 a n. o r g
611EAT Pt ACES
'war
Southwest Corridor Plan
Integrated approach to corridor
planning
Tigard City Council
November 14, 2011
( GAEAT PLACES
Corridor
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orrldoor
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� rider_
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09, ._ by - 91111
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ridor
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1
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spaces - `
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Centers T P .
• 27,000 daily C'-.4, ..
riders
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cor ikEOL
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Si 11111 iiid IM
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studies under way tt
---? (0.,72) corridor studies ob aew * °'"� Mobility corridor
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with other resources
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idor
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Population
2010140k r
CI
2035 206k
,.
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2010 163k
2035 251k
iim
J a
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travel time '
increase 1
3 0 C YO j J \ .:\ s : f i
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Orri[
Integrate. approach
AIL
Regional Transportation Implementation
Transportation Land Use Plans
Plan & Transit AA DEIS & FEIS
Plan
• Broad corridor • Community focus Transportation and • Decisions on
areas and nodes and use investments:
identified in the mprovements and , • .lion,
broad corridor ransit modes and • land use
alignments .R •roveme
I ..i.
,J. • Decisions on transit
• mode and alignment
• 111111111.1=
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EAMINII
1 GREAT PLACES
odor
I
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Daily celebration of place
Vibrant, safe communities where
,_ . people live, work and play
--Jiljil
GREAT PLACES
ridor
Major timeline
Southwest Corridor Plan schedule
Phase I Phase 11 Ongoing
Agreements, policy changes and strategic Actions to achieve goals, including Further project
investments and partnerships investments, Draft Environmental development and
Impact Statement(s) and major implementation
policy changes
I I
2011 2012 2013 2014 2015
611EAI PlaCFS
.Corridor
Ma j or tasks Ideal !costal. Poky Public
vlSions condn+ons Framework Input
Define opportunities and challenges, gads and
objectives and evaluation criteria
• Identify opportunities and
Land use. transportation, habitat and parks and
challenges, goals & objectives, community building ideas and concepts to address
purpose need opportunities and challenges, goals and obler lives
Identity vr r ape d ai brnatlwa Public
• Develop outcomes -based input
evaluation and screening criteria Screen and package
• Develop wide range of
P mh<
Define integrated strategies Input
alternatives
• Screen and package alternatives 1:431"31(-
• Evaluate integrated strategies ►rioralcestrategies °°b;;
• Prioritize preferred set of Define total and regional
integrated strategies rolumitments
• Develop draft implementation Confirm Input
tommilmenrk Input
strategy, project partner
r pluns
commitments and` epo't`
Implementation strategy Puhlu
low
■
GREAT PLACES
odor
Collaborat effort
Portland
''Barbur
T'oncept Plan"
Transit Tigard "HCT
Alternatives Land Use
Analysis Integrated Plan"
Investment
Strategy Tualatin
Transportation "Linking
Plan Tualatin"
Sherwood
town Center
Plan"
GREAT PEACES
.Corridor
• : ard • — already ident nodes
,
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i transit challenged 1:
s
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Performance Ped /Bike
Places Physical Form
Washington Sq (Mall)
People
Performance Ped /Bike
Places Physical Form
Downtown Tigard
People
Performance Ped /Bike
Places Physical Form
Bridgeport Village
GREAT PLACES
OCteridor
Opportunities & constraints
- winter 2011
Needs analysis
Within key Access to Between Corridor
land use key land key land wide/
nodes use nodes use nodes through the
corridor
>>40
Q GREAT PLACES
CorikJor
EY . 4.a. = Ey r
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1
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Public Existing Transport -
regional input on conditions City land ation
goals and values analysis use plans performance
policies measures
\I 41 _
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evaluation criteria
4AFA1 ►t ACES
F
Wide range of alternatives —
all transportation modes
• I -5/99W improvements
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within, access to, ,
between nodes .-.1.
• Bike /pedestrian
improvements
• Transit improvements
1
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I
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Corridor
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transit AA
• Transportation System .a
Management and
Operation f
• Light Rail Transit
• Rapid Streetcar , -
• Bus Rapid Transit 4
• High Occupancy Vehicle
Lanes / High Occupancy Toll
Lanes
0 GREAT PlACf5
Corridor
Wide range of alternatives —
land use /community building
• City work: alternative land :r .;:r
It use strategies for nodes ",
• Trails, parks, habitat
strategies _ t '
• Affordable and workforce : Al
housing strategies
iiiii Economic development
strategies
• Public health and equity '
strategies _ FFM
0 GREAT PIACft
Corridor
Wide range of alternatives —
spring 2012
Develop a wide Screen alternatives
range of alternatives that are not feasible
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i ' ALTERNATIVES
a
GREAT PLACES
COrr[dOr
M t Integrated strategies — summer
2012
Various strategies to best meet the goals and objectives for the
corridor
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Strategy
A I e
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S ra eg 11111 D
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nity
access
GREAT PLACES
Corridor
I ntegrated strategies —
cities' input (June 2012)
• 'Tities' input on how to package land
use strategies with other components
of an integrated strategy is critical
GREAT PLACES
,�Ii
Evaluation — late summer 2012
Which integrated strategy best supports the outcomes desired
for the corridor?
40
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u
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® h
Evaluation
Criteria •
PREFERRED STRATEGY =
0 G HEAT PLACES
Corridor
Identify commitments —
fall /winter 2012
• Develop an integrated implementation
strategy
• Includes policy changes and next
steps for further work
• Identifies "if- then" decisions and
actions
• Prioritize the improvements and policy
changes
— short -term, mid -term, long term
GREAT PLACES
rridor
Major timel
Southwest Corridor Plan schedule
Phase! Phase II Ongoing
Agreements, policy changes and strategic Act to achieve goals, including Further project
investments and partnerships investments, Draft Environmental development and
i Impact Statement(s) and major implementation
j policy changes
2011 2012 2013 2014 2015
I
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orridor
Charter & protocols
AREAT PLACES
Orr or
., rule
Detlsion- malting svucturs
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IN .
n
TIGARD
City of Tigard, Oregon
Affidavit of Notification
In the Matter of the Notification of the CCDA Meetings on November 15 and 22, 2011
STATE OF OREGON)
County of Washington) ss.
City of Tigard )
I, C A- KO L— A- - K RA- 6 g , being first duly sworn (or affirmed), by oath (or
affirmation), depose and say:
That I notified the following organization by fax :
AL Newsroom, Tigard Times
and the following people /organizations by e -mail:
5L Sally Ho, The Oregonian (shoaoregonian.com)
II/ Listings, The Oregonian (Listings(a,oregonian.com)
C,„J_— Editor, The Regal Courier (Editor(a,theregalcourier.com)
Geoff Pursinger, Tigard Times( gpursinger (a,commnewspapers.com)
A copy of said Notice being hereto attached and by reference made a part hereof, on the day
of A61i , 2011. ,(j
Signature o Person who Performed Noti c ation
Subscribed and sworn (or affirmed) before me this t day of . u� - y-.-/2i 42011.
Signature of Notary Public for � rY �$
r., OFFICIAL SEAL
' CATHERINE D WH
�% � EATLEY
`•., ,' ' NOTARY PUBLIC - OREGON
. COMMISSION NO. 459116
MY COMMISSION EXPIRES AUGUST 04, 2015
** Transmit Confirmation Report **
P.1 Nov 8 2011 03:32pm
D.S.S
Name /Fax No. Mode Start Time Page Result Note
5035460724 Normal 08,03:32pm 0'31" 1 * 0 K
p
Tip NU)
TIGARD CITY COUNCIL
CITY CENTER DEVELOPMENT AGENCY (CCDA) MEETINGS
IN NOVEMBER, 2011
Town Hall and Red Rock Creek Conference Room
13125 SW Hall Blvd., Tigard, OR 97223
NOTICE OF TIGARD
CITY CENTER DEVELOPMENT AGENCY (CCDA)
JOINT MEETING WITH THE CITY CENTER ADVISORY
COMMISSION (CCAC) on NOVEMBER 15, 2011
Held in Town Hall-6:30 p.m. • Open to the Public
Agenda Item No. 3. — Discuss the CCAC's Recommendations on the
Formation of a Downtown Organization
CITY CENTER DEVELOPMENT. AGENCY (CCDA)
EXECUTIVE SESSION on NOVEMBER 22, 2011
Held in Red Rock Creek Conference Room-- 6:30p.m. • Not Open to the Public
An Executive Session is called under ORS 192.660 (2) (e) to discuss real property transactions
All discussions ace confidential and those present may disclose nothing from the Session. Representatives of the
news media are allowed to attend Executive Sessions, as provided by ORS 192.660(4), but must not disclose any
information discussed. No Executive Session may be held for the purpose of taking any feud action or making any
final decision_ Executive Sessions are dosed to the public
Please forward to:
❑ Sally Ho, The Oregonian (sho@ oregoniah.com)
❑ Editor, The Regal Courier (Editor@theregalcourier.com)
❑ Geoff Pursinger, Tigard Times( gpursinger @cornnsnewspapers.com)
0 Newsroom, The Times (Fax No. 503 - 546 -0724)
The CCDA was reactivated by Resolution 05-32 on May 10, 2005, and will meet occasionally to address issues related to
urban renewal. The CCD, A functioning as the city's urban renewal agency, will work on an urban renewal plan designed
to facilitate the development and redevelopment of downtown Tigard and possibly other areas within the city.
For further information, please contact Deputy City Recorder Carol Kxager by ratting 503 - 718 -2419.
Deputy City Recorder i
Date: November 8.2011
Post: Tigard CM Hall •
Tigard Permit Center
Tigard Public Library
Q
•
• •
TIGARD
TIGARD CITY COUNCIL
CITY CENTER DEVELOPMENT AGENCY (CCDA) MEETINGS
IN NOVEMBER, 2011
Town Hall and Red Rock Creek Conference Room
13125 SW Hall Blvd., Tigard, OR 97223
NOTICE OF TIGARD
CITY CENTER DEVELOPMENT AGENCY (CCDA)
JOINT MEETING WITH THE CITY CENTER ADVISORY
COMMISSION (CCAC) on NOVEMBER 15, 2011
Held in Town Hall -6:30 p.m. • Open to the Public
Agenda Item No. 3. — Discuss the CCAC's Recommendations on the
Formation of a Downtown Organization
CITY CENTER DEVELOPMENT AGENCY (CCDA)
EXECUTIVE SESSION on NOVEMBER 22, 2011
Held in Red Rock Creek Conference Room- 6:30p.m. • Not Open to the Public
An Executive Session is called under ORS 192.660 (2) (e) to discuss real property transactions
All discussions are confidential and those present may disclose nothing from the Session. Representatives of the
news media are allowed to attend Executive Sessions, as provided by ORS 192.660(4), but must not disclose any
information discussed. No Executive Session may be held for the purpose of taking any final action or making any
final decision. Executive Sessions are closed to the public.
Please forward to:
❑ Sally Ho, The Oregonian (sho @oregonian.com)
❑ Editor, The Regal Courier (Editor @theregalcourier.com)
❑ Geoff Pursinger, Tigard Times (gpursinger@commnewspapers.com)
❑ Newsroom, The Times (Fax No. 503- 546 -0724)
The CCDA was reactivated by Resolution 05 -32 on May 10, 2005, and will meet occasionally to address issues related to
urban renewal. The CCDA, functioning as the city's urban renewal agency, will work on an urban renewal plan designed
to facilitate the development and redevelopment of downtown Tigard and possibly other areas within the city.
For further information, please contact Deputy City Recorder Carol Krager by calling 503 - 718 -2419.
Deputy City Recorder
Date: November 8. 2011
Post: Tigard City I Tall
Tigard Permit Center
Tigard Public Library
q
TIGARD
TIGARD CITY COUNCIL
CITY CENTER DEVELOPMENT AGENCY (CCDA) MEETINGS
IN NOVEMBER, 2011
Town Hall and Red Rock Creek Conference Room
13125 SW Hall Blvd., Tigard, OR 97223
NOTICE OF TIGARD
CITY CENTER DEVELOPMENT AGENCY (CCDA)
JOINT MEETING WITH THE CITY CENTER ADVISORY
COMMISSION (CCAC) on NOVEMBER 15, 2011
Held in Town Hall -6:30 p.m. • Open to the Public
Agenda Item No. 3. — Discuss the CCAC's Recommendations on the
Formation of a Downtown Organization
CITY CENTER DEVELOPMENT AGENCY (CCDA)
EXECUTIVE SESSION on NOVEMBER 22, 2011
Held in Red Rock Creek Conference Room- 6:30p.m. • Not Open to the Public
An Executive Session is called under ORS 192.660 (2) (e) to discuss real property transactions
All discussions are confidential and those present may disclose nothing from the Session. Representatives of the
news media are allowed to attend Executive Sessions, as provided by ORS 192.660(4), but must not disclose any
information discussed. No Executive Session may be held for the purpose of taking any final action or making any
final decision. Executive Sessions are closed to the public.
Please forward to:
❑ Sally Ho, The Oregonian (sho @oregonian.com)
❑ Editor, The Regal Courier (Editor@theregalcourier.com)
❑ Geoff Pursinger, Tigard Times (gpursinger @commnewspapers.com)
❑ Newsroom, The Times (Fax No. 503 - 546 -0724)
The CCDA was reactivated by Resolution 05 -32 on May 10, 2005, and will meet occasionally to address issues related to
urban renewal. The CCDA, functioning as the city's urban renewal agency, will work on an urban renewal plan designed
to facilitate the development and redevelopment of downtown Tigard and possibly other areas within the city.
For further information, please contact Deputy City Recorder Carol Krager by calling 503 - 718 -2419.
ere •
Deputy City Recorder f
Date: November 8, 2011
Post: Tigard City ball
Tigard Permit Center
Tigard Public Library