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99W Highway Access Management Plan - 08/1995 99W HIGHWAY ACCESS MANAGEMENT PLAN AUGUST 1995 DAVID EVANS AND ASSOCIATES, INC. • TABLE OF CONTENTS I INTRODUCTION I PURPOSE 1 BACKGROUND 1 II SUMMARY 2 III EXISTING CONDITIONS 3 TRAVEL TIME SURVEYS 3 ACCIDENT RECORDS 6 TRAFFIC COUNTS 10 w TRAFFIC SIGNALS AND OPERATIONS 11 INTERSECTION AND DRIVEWAY LOCATIONS 18 OTHER CONSIDERATIONS 21 Driveway Access Limitations 21 Crosswalk Closures 21 Advance Intersection Signing 22 IV SUMMARY OF CORRIDOR DEFICIENCIES 26 V ACCESS MANAGEMENT STRATEGIES 27 GENERAL PURPOSE AND THEORY 27 BASIC PRINCIPLES OF ACCESS MANAGEMENT 28 ODOT HIGHWAY ACCESS MANAGEMENT CATEGORIES 28 APPLICATION OF INDIVIDUAL ACCESS MANAGEMENT STRATEGIES 30 Require Adequate Internal Design And Circulation Plan 30 Encourage Connections Between Adjacent Properties 30 Consolidate Access for Adjacent Properties 31 Consolidate Existing Access Whenever Separate Parcels Are Assembled under One Purpose Plan Entity or Usage 32 Align Driveways on Opposite Sides of the Highway 32 Limit Allowable Turns at Driveways 33 Adjust Maximum Driveway Width 34 Improve Driveway Sight Distance 34 VI SITE SPECIFIC ACCESS MANAGEMENT STRATEGIES 36 ACCESS MODIFICATIONS BETWEEN HALL BOULEVARD AND HIGHWAY 217 36 Install Continuous Barrier Median 36 Install Painted Median and Signing to Prohibit Left Turns 37 Install a Partial Barrier Median 37 1 Adopt Peak Period Turn Restrictions 38 Additional Notes Regarding Highway 99W Access Modifications between Highway 217 and Hall Boulevard 39 ACCESS MODIFICATION OPTIONS BETWEEN 65TH AVENUE AND 69TH AVENUE/68TH PARKWAY 39 ACCESS MODIFICATION OPTIONS BETWEEN 69TH AVENUE/68TH PARKWAY AND 72TH AVENUE 40 ACCESS MODIFICATION OPTIONS BETWEEN 72TH AVENUE AND 78TH AVENUE 42 ACCESS MODIFICATION OPTIONS BETWEEN 78TH AVENUE AND HIGHWAY 217 44 ACCESS MODIFICATION OPTIONS BETWEEN HALL BOULEVARD 90� AND GREENBURG ROAD/MAIN STREET 45 0 o ACCESS MODIFICATION OPTIONS BETWEEN GREENBURG ROAD/MAIN STREET AND JOHNSON STREET/MAIN STREET 46 ACCESS MODIFICATION OPTIONS BETWEEN JOHNSON STREET/MAIN STREET AND GAARDE STREET/MCDONALD STREET 47 ACCESS MODIFICATION OPTIONS BETWEEN GAARDE STREET/MCDONALD STREET AND BEEF BEND ROAD 49 ACCESS MODIFICATION OPTIONS BETWEEN BEEF BEND ROAD AND FISCHER ROAD 50 VII TRANSPORTATION SYSTEMS MANAGEMENT SOLUTIONS 52 SIGNAL TIMING CHANGES 52 Longer Cycle Lengths for the South Signal System during the AM Peak 52 Develop New Signal Tuning Plans for Other Tunes of the Day 53 OTHER SIGNAL SYSTEM CHANGES 53 Development of a Single Fully Integrated Signal for the Highway 99W Corridor 53 Installation of Additional Signal Heads 54 INTERSECTION RECONFIGURATION AND RESTRIPING 55 PEDESTRIAN CROSSING CLOSURES 55 Close North Crosswalk at Greenburg/Main Intersection 55 IMPROVED INTERSECTION SIGNING 56 Additional Advance Intersection Signing 57 Enhanced Intersection Signing 57 ALTERNATIVE ROUTING OPTIONS 58 Sign Pfaffle Street to Encourage Through Traffic 58 OTHER DESTINATION SIGNING 59 Revise Highway 217/Greenburg Road Interchange Signing 59 OTHER INTERSECTION SPECIFIC TSM SOLUTIONS 60 11 Highway 99W/Durham Road Intersection 60 VIII OTHER POTENTIAL SOLUTIONS TO IDENTIFIED PROBLEMS 61 MAJOR CONSTRUCTION AND GEOMETRIC SOLUTIONS AT HIGHWAY 99W/HALL BOULEVARD 61 Highway 99W/Hall Boulevard Intersection Reconstruction 61 NEW PARK 217 RAMP ACCESS 66 APPENDIX A A 1 APPENDIX B B 1 § �^ APPENDIX C C 1 ao iu LIST OF FIGURES No Title Follows Page 1 Vicinity Map 66 2A Current Traffic Volumes (North Section) 66 2B Current Traffic Volumes (Central Section) 66 2C Current Traffic Volumes (South Section) 66 3 Existing Conditions 66 4 Continuous Barrer from Hall Boulevard to 217 Ramp Terminals (Option 1) 66 0 0 5 Pamted Median from Hall Boulevard to 217 Ramp Terminals (Option 2) 66 6 Barrer Providing Left Turn Only for Southbound Traffic 66 7 Peak Period Turn Restriction at 99W/Garden Place/Warner Avenue Intersection (Option 4) 66 8 Minimum Hall Boulevard Widening Concept 66 9 Minimum 99W Widening Concept for Hall Boulevard Intersection 66 10 Intermediate Hall Boulevard/99W Widening Concept 66 11 Mayor 99W/Hall Boulevard Intersection Widening Concept 66 12 Access Modification Options 66 v LIST OF TABLES No Title Page 1 Highway 99W Summary of Travel Time Surveys 5 2 Highway 99W Accident Summaries by Type 7 3 Highway 99W Accident Summaries by Year 8 4 Summary of High Accident Locations on Highway 99W 9 5 Highway 99W Signal System Cycle Lengths (in seconds) 13 6 Summary of Existing Signal Operations on Highway 99W 16 & 17 7 Summary of Intersections and Driveways for Highway 99W Corridor 19 8 Summary of Center Treatment for Highway 99W Corridor 20 �f�JLJ 9 Highway 99W Businesses or Intersections with Right Turn 23 Only Exits 10 Highway 99W Locations with Closed Crosswalks 24 11 Highway 99W Intersections with Advance Signing 25 12 Access Management Categories and Extracts of ODOT Access Management Classification System Table 29 13 Highway 99W & Hall Boulevard Intersection 65 IV i I INTRODUCTION PURPOSE This report addresses the current conditions and operations of Highway 99W within the City of Tigard Oregon In addition it evaluates and recommends a variety of modifications which may be considered to improve short term operation of the corridor The objective of the study is to address short term rather than long term needs The analysis does not include any forecast of future traffic conditions or consideration of new development expected to occur in Tigard �gC:D The two components of the study are to develop a senes of transportation system management improvements and to develop an access management plan The transportation system management improvements include a variety of changes in traffic signal timing new lane configurations pedestrian crossing modifications and intersection geometry changes Access management includes setting standards for driveway and intersection spacing combining driveways and setting limitations on the turns permitted at various locations Some short term and long term options for access modifications along the corridor are also specified BACKGROUND Highway 99W is a principal arterial connecting Portland with communities in the southwest part of the metropolitan area and to the Oregon coast Highway 99W carnes large amounts of commuter and recreational traffic Figure 1 illustrates the extent of the comdor and identifies mayor intersections Highway 99W is a State owned facility which is part of the Access Oregon Highway system It is designated as having a statewide level of importance by the Oregon Department of Transportation This brings with it a requirement to conform with certain state standards for access control Past studies of Highway 99W have resulted in recommendations for improvements Proposals for mayor widening of the highway have been criticized because of costs and the potential impact on adjacent businesses Draft 8 28 95 Page 1 II SUMMARY The Highway 99W corridor is characterized by high traffic volumes with a poor level of service at key intersections A poor intersection level of service exists during both the AM and PM peak periods at several intersections A high number of accidents is also a concern particularly in the vicinity of the Highway 99W/Warner Avenue/Garden Place intersection Traffic signal control is provided by three signal systems The north signal system controls intersections from 78th Avenue to the north The central system controls those at the Highway 217 ramps plus the Hall Boulevard and Greenburg/Main intersections The south system controls the eleven signals from Johnston Street/Mam Street to SW Fischer Road Access management strategies evaluated for the corridor include application of strategies to promote plammng for internal circulation decreases in the number of driveways shared use of driveways and turn restrictions for driveways Some access modification options for both short term and long term consideration are also discussed Mayor access modifications between the intersections of the southbound Highway 217 ramps and Hall Boulevard are offered Various options are presented to control access and to reduce conflicts between those on the Highway and those entering or exiting it Transportation systems management (TSM) solutions range from signal tuning changes to signing improvements The shorter cycle length used for the AM peak period for the south signal system contributes to the poor level of service during cycles when pedestrian crossings occur Retuning of signals including a longer cycle length for the south signal system during the AM peak period is predicted to improve the level of service at several intersections Those strategies with potential include unproved signing and new routing options Reducing pedestrian access across Highway 99W at the Greenburg/Main Street intersection is presented as one possibility to improve the level of service at this mtersectuon but has serious negative consequences for pedestrians Other suggestions which are not recommended but which were evaluated as part of the study are also discussed Advantages and disadvantages are presented The most sugmficant level of service deficiency is at the Hall Boulevard/Highway 99W intersection The existing lanes provide msufficuent capacity for existing traffic volumes during both the AM and PM peak periods Non TSM alternatives ranging from minor widening to mayor widening are evaluated Finally an appendix discusses other possible solutions offered by the public Draft 8 28 95 Page 2 III EXISTING CONDITIONS Key elements in the assessment of the existing conditions include ■ conducting travel time surveys ■ evaluating State accident records ■ summarizing recent traffic counts ■ evaluating traffic signal locations and operations and ■ reviewing and summarizing intersection and driveway locations TRAVEL TIlVIE SURVEYS Travel time surveys were conducted along Highway 99W from the Interstate 5 interchange through the intersection of Tualatin Road The surveys were performed on Wednesday September 14 1994 during the AM peak PM peak and off peak periods The purpose of the surveys was to identify traffic flow conditions at various levels of traffic activity along the highway corridor The information was used in the analysis of traffic operations The survey used the floating car technique in which the survey vehicle maintains the average speed of the traffic flow along the route This technique requires special attention to changes in vehicle speed in each lane to achieve the overall average speed of traffic in both through lanes Three surveys were conducted in each direction for each tune period Each survey involved driving the survey vehicle along the entire route in each direction and recording the elapsed time to reach the stop bar at each successive signalized intersection (assuming uninterrupted flow from the preceding signalized intersection) All signalized intersections were chosen as recording stations and travel time was recorded by stop watch The stop watch was reset to zero at the beginning of each survey sample and the starting time was recorded The total elapsed time to travel the entire route including delays was also recorded Travel time recordings were adjusted at stations where traffic on Highway 99W was queued at a traffic signal In this situation the elapsed time was recorded as the survey vehicle began to decelerate to the end of the queue The measurement of travel time resumed after forward movement in the queue reached the survey vehicle During the PM peak hour traffic often formed a continuous queue through several signalized intersections causing excessive delays When extended queues developed the stop watch was allowed to run until the survey vehicle crossed the stop bar and the actual travel time to reach that signalized intersection was recorded The results of the travel surveys were subsequently used in the analysis of signal systems Draft 8 28 95 Page 3 discussed in a subsequent section of this report Some observations were made during the surveys ■ During the AM peak period (7 30 AM 8 45 AM) no significant delays were found along Highway 99W except in the northbound direction near the cross streets of SW Greenburg Road and SW Hall Boulevard Both locations are signalized intersections directly south of State Highway 217 Extended queues with multiple signal cycles were encountered in this section Mmor delays (approximately 10 15 seconds) were routinely found in both directions at the SW Gaarde Street SW McDonald Street intersection and in the northbound direction at the SW Durham Road intersection Surveys indicate it takes approximately 9 1/2 10 minutes to travel the entire comdor in the southbound direction and approximately 10 13 minutes in the northbound C �CD20 direction with longer delays occurring at 8 AM and after ■ During the off peak period (approx 10 00 AM 11 00 AM) no significant delays were encountered in the study area Relatively minor delays of 20 35 seconds were routinely found in the southbound direction at the intersection of SW 72nd Avenue Fred Meyer entrance Based on the survey results it takes approximately 9 minutes on average to travel the length of the 5 mile route in either direction e During the PM peak period (approx 4 30 PM 6 00 PM) significant delays were encountered in the southbound direction from the State Highway 217 interchange to SW Greenburg Road Traffic flow continued to be slow to SW Johnson Street Northbound traffic progressed well until SW Johnson Street where traffic often queued across the bridge spanning the Burlington Northern railroad tracks Traffic delays were often several minutes in duration at SW Greenburg Road SW Hall Boulevard and the eastbound ramps to State Highway 217 Traffic delay decreased substantially north of the State Highway 217 ramps Minor delays were encountered in both directions near the signalized intersection with SW 72nd Avenue Fred Meyer entrance The travel times varied considerably because of the unstable traffic flow in the Highway 217 interchange area In the southbound direction it took between 11 and 15 minutes to travel the entire route with travel tune gradually increasing during the survey period In the northbound direction it varied from 12 minutes to almost 20 minutes with the length of travel time decreasing during the survey period Table 1 summarizes the results of the travel time surveys conducted during September 1994 Draft 8 28 95 Page 4 UUU ............ ........... ........... ......... Table Travel Time m Minutes Southbound Northbound AM Peak 10 13 7 30AM 8 45AM 9 1/2 10 Off-Peak 9 10 00AM 11 00AM 9 PM Peak 12 20 4 30PM 6 00PM 11 15 ACCIDENT RECORDS Accident records for the Highway 99W corridor were provided by the Oregon Department of Transportation for 1991 1992 1993 and the first four months of 1994 The records were evaluated to provide information about high accident locations and accident types Table 2 lists the totals for the corridor for the 3 1/3 year period under study During the period there were a total of 851 reported accidents in the corridor Approximately the same number of accidents occurred during each full year Note that for 1994 the totals represent only the fust third of the year Table 3 summarizes the accidents by type for the 3 1/3 year period Although the number of accidents seems rather high (almost one per day for the entire corridor) the accident rate is not much different that those of comparable roadways throughout the state The accident rate accounts for the number of accidents as well as the volume of traffic using the facility When compared with other urban primary highways on the state highway system Highway 99W s accident rates approximate the statewide averages Summaries of individual accidents were examined to identify locations with high numbers of accidents For locations with relatively high numbers of accidents the accident type was also noted Table 4 indicates the locations where relatively high numbers of accidents were recorded In addition Table 4 indicates the type of accidents at each location Rear end accidents and turning accidents are typical of signalized intersections High volume intersections provide many distractions that compete for the motorists attention The rate of accidents is not extraordinarily high but measures intended to reduce them may be appropriate where there are relatively high numbers of a certain accident type Draft 8 28 95 Page 6 (T UUU CJ ............. ............. ..............I- ------- a a g .p rfl 1994 Non Fatal Collision Type Fatal Injury Prop Total Accident Accident Damage Only Accidents Angle 0 24 20 44 Head On 0 0 2 2 Rear End 0 252 205 457 Sideswipe Overtaking 0 11 36 47 Turning Movements 3 97 174 274 Fixed/Other Object 0 4 9 13 Non Collision 0 2 0 2 Pedestrian 0 8 0 8 Backing 0 0 4 4 TOTAL 3 1 398 450 851 9 RO Table t " X HWAY 99VV ACCWENT SVM AR*9 BY YBA Janimty 1991fthr0ugh April 1.9#94 Non Fatal Prop Year Fatal Injury Damage Total Day Dark Accident Accident Only Accidents 1991 1 127 132 260 201 59 1992 1 120 142 263 212 51 1993 1 123 143 267 223 44 1994 0 28 33 61 43 18 '91 194 3 398 450 851 679 172 UUU CJ } 'Fable 4 � SUMMARY OF WOR ,A�CCIDFIT 7.(7�G,MQIQ 4 ON ffit`arHW�i`��W � acnua4 I through Aird 1§94 . � L IIII` ......L . .. z Cross street Garden Place/Warner Avenue Southbound left turn accidents to Garden P1 , Texaco, stores 15 MP 8 73 8 74 Northbound left turn accidents to Warner Ave , mortuary stores 12 SW Hall Blvd Northbound rear end accidents 12 Greenburg Rd /Maui St Northbound rear end accidents 18 Southbound rear end accidents 10 SW Walnut Street Northbound rear end accidents 9 SW Canterbury Place Northbound rear end accidents 10 Southbound rear end accidents 4 SW Bull Mountain Rd Northbound rear end accidents 8 Southbound rear end accidents 9 Bull Mountain left turn to northbound 99W turning accidents 6 TRAFFIC COUNTS Traffic counts are the key measure of utilization of the corridor Traffic volumes have increased dramatically in the last ten years In 1983 average daily traffic (ADT) varied from 37 500 at the north Tigard city limit to 20 000 at the south city limit By 1993 the ADT s at these locations had increased to 51 000 and 26 000 respectively Although daily traffic is a common measure of traffic volumes AM and PM peak hour counts are more valuable indicators of traffic operations Both AM and PM peak hour traffic counts at key locations including all signalized intersections in the corridor were conducted during 1994 Peak hour traffic counts for the AM and PM peak periods are presented for all signalized � �CD 90� locations for the 99W comdor in Figures 2A 2B and 2C The peak hour traffic volumes for the PM peak period are shown with parenthesis ( ) AM figures are without The directional nature of traffic on Highway 99W is clearly illustrated The AM peak hour volumes are greater than the PM volumes in the northbound direction while the opposite is true in the southbound direction This observation is probably intuitively obvious to those who use the corridor on a daily basis Draft 8 28 95 Page 10 TRAFFIC SIGNALS AND OPERATIONS Twenty signalized intersections are present along the Highway 99W corridor within the City of Tigard All of the signals are under the jurisdiction of the Oregon Department of Transportation The signals are divided into three independent interconnected and coordinated signal systems The north system comprises the following intersections ■ 64th Avenue ■ 69th Avenue ■ 72nd Avenue ■ Tigard Theater �� ■ 78th Avenue/Dartmouth Street The central system includes the following intersections ■ Northbound Highway 217 Off ramp ■ Southbound Highway 217 Off ramp ■ SW Hall Boulevard ■ Greenburg Road/Main Street The south signal system includes the following intersections ■ SW Johnson Street/Main Street ■ SW Walnut Street ■ SW Garrett Street (pedestrian signal) ■ SW Park Street ■ Marketplace Center ■ SW Gaarde Street/McDonald Street ■ SW Canterbury Lane ■ SW Bull Mountain Road ■ SW Beef Bend Road ■ SW Royalty Parkway ■ SW Durham Road ■ SW Fischer Road The significance of the three systems is that each operates independently That is the timing of signals is fixed relative to the timing of the other signals only in the same system There is not a fixed relationship between the three signal systems This means that a platoon of vehicles progressing through one coordinated system will face a random chance of getting a red indication at the first intersection of the next system The most significant features of present timing plans are that different cycle lengths are used Draft 8 28 95 Page 11 at different tunes of the day and the cycle lengths are different for the three systems The cycle length is defined as the time allocated to cycle through each of the traffic movements at an intersection At intersections where the traffic signals are traffic actuated as these are rather than pre tuned each individual movement gets a green indication long enough to serve the demand When a movement is saturated the signal will remain green until the maximum time setting on the controller is reached and then terminate In the absence of any traffic on a cross street or left turn movement that movement is skipped in rotation for that cycle Typical cycle lengths range from 60 to 90 seconds in low traffic volume locations to as much as 140 seconds in high volume intersections with complex signal timing Some agencies in other parts of the country sometimes use cycle lengths of as much as 180 seconds Table 5 illustrates the present cycle lengths for the AM and PM peak periods for the three signal systems ffoU Draft 8 28 95 Page 12 9 UUU CJ AM Peak PM Peak North System 120 140 Central System 120 140 South System 90 140 Traffic operations for each of the intersections was analyzed using computer based traffic signal system evaluation software TRANSYT 7F software was selected for the analysis since this is particularly suited to interconnected signal systems Current signal tuning plans were obtained from the Oregon Department of Transportation and input into the package along with recent traffic counts The traffic signals in place on the corridor are traffic actuated That is arriving vehicles at each approach to the intersection including left turn lanes are detected by sensors imbedded in the pavement The equipment and software takes the volume of traffic into account when giving a green light to traffic for a particular movement If traffic for particular movement such as a left turn lane is not detected the controller will skip that movement For each potential movement a muumum and a maximum tune has been set in the signal tuning plan ��UUU Time to allow pedestrians to safely cross the roadway are also programmed into the controller and activated by pedestrian push buttons The amount of time necessary for pedestrians to cross the highway at each location has been carefully calculated according to expected walking speed and the width of the roadway This is significant because when relatively short cycle lengths are used the time it takes pedestrians to cross the highway generally exceeds the amount of time necessary to accommodate all of the cross street vehicle traffic Thus through traffic on the highway is impacted not only by vehicle traffic from the cross streets but also by the amount of tune required to accommodate pedestrian crossings Fortunately the pedestrian phase is only used when pedestrians push the button which calls for its actuation This is the equivalent of the detector loop sensing a motor vehicle in the lane on the cross street The minimum and maximum time concepts are important because both impact the overall efficiency and the level of service encountered by traffic at each intersection Because the cycle length is fixed the amount of time made available for a particular movement must necessarily impact the duration of other phases In performing the analysis of the signal systems it was assumed that the maximum time was allotted to all phases for each intersection and that the pedestrian cycle was actuated for crossings of the highway These assumptions probably overstate the pedestrian demand at some locations but are relatively realistic at others where high volumes of pedestrian activity are routinely observed The operation of intersections is typically described as the level of service (LOS) LOS is a letter scale ranging from A to F LOS A represents the best operation with minimum delays LOS F is the worst operation with long delays LOS D is generally considered the mmunum tolerable condition within urban areas Appendix A lists the delays for motorists applicable to each letter In performing the analysis of the signal systems several different conditions were analyzed Draft 8 28 95 Page 14 For the first condition it was assumed that the maximum time was allotted to all left turn phases for each intersection and that the pedestrian cycle was actuated for crossings of the highway The results of this analysis are indicated in the columns of Table 6 labeled Existing Tuning with Ped Calls These assumptions probably overstate the pedestrian demand at some locations but are relatively realistic at others where high volumes of pedestrian activity are routinely observed The second operational condition assessment labeled Modified Timing with Ped Calls illustrates the operations when the duration of each left turn phase for each signal is less than the maximum The timing assumptions tested in this assessment approximate the timing needed to accommodate the number of vehicles typically found making the critical movements during each signal cycle during the peak period Like the first condition pedestrian actuation is also assumed with this assessment ��UUU The third condition assessment labeled Modified Timing without Ped Calls represents those portions of the peak hour when phasing to accommodated left turns is also reduced The second and third assessments use the same timing for vehicle movements but the third condition assumes pedestrians do not actuate the signal to cross Highway 99W All three of these conditions can be expected during any AM or PM peak hour Their occurrence depends upon the fluctuations of traffic during the peak period and the absence or presence of pedestrians during any given signal cycle Most intersections probably operate in the third condition for most signal cycles during the AM and PM peak hours Several conclusions can be drawn from the information presented in Table 6 These include ■ high volumes of left turns or pedestrian actuation calling for a WALK signal to cross the highway cause a significant deterioration in the LOS at most intersections ■ the most pronounced differences between the With Ped Calls and Without Ped Calls occurs during the AM peak hour where a 90 second cycle length is used and ■ the intersections of Highway 99W with Hall Boulevard and Greenburg/Main operate at the poorest LOS during both the AM and PM peak hours Draft 8 28 95 Page 15 9 UUU CJ Table.6 r5U A,,R t'00� S'�G SIGN`, SYSTM©�MATIO 1'S 2mVi ddim xt'99W Existing Tm=g Modified Tuning Modified T ming With Ped Calls With Ped Calls Without Ped Calls AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak SOUTH SYSTEM Cycle Length (in seconds) 90 140 90 140 90 140 Minor Street Johnson Street/Mam Street D D C C B C SW Walnut Street F D F D C D Garrett Street A A B A A A Park Street B C B C A B Tigard Marketplace Center E D C D A C Gaarde Street/McDonald Street F B F D D D SW Canterbury Lane E B C B B B Bull Mountain Road B B C B B B Beef Bend Road B C B C B B Royalty Parkway B B B B A B Durham Road E E E E C E Fischer Road C B B B B B 9 90U Table G StWMAXY OFX STVG SIGIs AL SYSTk k 0PM ►.',MONS" ON 6UWAY��W Existing Timing Modified Timing Modified Tmu ng With Ped Calls With Ped Calls Without Ped Calls AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak NORTH SYSTEM Cycle Length (in seconds) 120 140 120 140 120 140 Minor Street 69th Street D D C D D D 72nd Avenue C C C C B C Tigard Theater A B A B A B 78th Street/Dartmouth Street F E D D C C CENTRAL SYSTEM Cycle Length (in seconds) 120 140 120 140 120 140 Minor Street Northbound 217 Off Ramp B B C B B B Southbound 217 Off Ramp F E C D C D Hall Boulevard F F F F F F Greenburg Road/Main Street F F F E L E D INTERSECTION AND DRIVEWAY LOCATIONS For the purposes of describing the locations and driveways intersecting with Highway 99W the corridor was divided into twelve segments The termim for these segments are mayor signalized intersections The segments their lengths and the number of intersecting streets and driveways are shown in Table 7 The number of intersections for each segment is further specified to indicate the number of signalized and unsignalized intersections Another aspect of the Highway 99W corridor is the treatment of the center of the roadway This treatment determines whether or not left turns may be made across on coming traffic to adjacent properties on the opposite side of the highway In some sections no adjacent properties have access to the highway The principal examples are the Highway 217 interchange and the viaduct over the railroad tracks adjacent to downtown Tigard a section generally described as that between the Greenburg/Main and the Johnson/Mam intersections In some locations access to properties on the opposite side of the highway is prolubited by use of a non mountable median In the southern portion of the corridor a grass median of varying width prevents traffic access to the opposite side of the highway except at specific intersections Another median treatment is the use of a narrow concrete barrier median Narrow median barriers are present between Hall Boulevard and the Greenburg/Main Street intersections and from south of Gaarde Street to Canterbury Lane The fourth type of center treatment used in the Highway 99W corridor is the continuous two way center left turn lane This lane used by traffic in either direction serves as a storage area for vehicles making left turns across the on coming traffic to driveways or minor streets At mayor intersections the lane typically transitions to a designated left turn lane in a single direction A two way left turn lane occupies most of the distance north of the northbound Highway 217 ramp intersection The locations where each type of center treatment is used is summarized in Table 8 Draft 8 28 95 Page 18 U Ol Table 7 C) Summary of Intersections and Driveways for Highway 99 Corridor Termini Length of Northbound Southbound Mile Post Segment No of No of Intersections No of No of Intersections miles miles Dnveways Uhmonnlgm Si daed Dnvewa Unsi Si 64th Avenue 756 0251 31 11 10 1 1 69th Avenue 781. 0211 31 3 1 1 72nd Avenue 802 0151 01 41 01 1 [Tigard Theatre 817 0201 —121 01 1 5 1 1 78th Avenue/Dartmouth Street 837 0231 01 1 1 5 0 1 217 Ram (North) 860 0091 01 01 11 01 01 1 217 Ram South 869 0131 41 11 11 6 1 1 Hall Boulevard 882 0131 31 01 11 3 1 1 � lGreenb=Roa&Mam St 895 0691 41 11 21 1Of-- 2 Walnut Street 9 64 0721 171 11 41 23 2 4 McDonald Street/Gaarde 1036 0351 41 01 21 2 0 2 i Bull Mountam Road 1071. 0771 141 11 41 11 0 4 Durham Road 1148 Directional Totals 641 81 201 721 9 20 Totals 136 17 20 09 UUU CJ TWO 8 SUMMARY OF CENTER TRENT F.NT FOR,HICHWAX 9.W CORRIDOR Left Turn Conditions Location Continuous Two way Left Turn Lane 64th Avenue to Northbound Highway 217 Ramp No Businesses Northbound Highway 217 Ramp No Businesses Southbound Highway 217 Ramp Concrete Barrier North of Hall Boulevard to Greenburg Road No Left Turn / No Businesses Greenburg Road to Johnson Street Continuous Two way Left Turn Lane Johnson Street to South of Gaarde Street Concrete Barrier South of Gaarde Street to SW Canterbury Lane Grass Median SW Canterbury Lane to the Fire Station OTHER CONSIDERATIONS Driveway Access Limitations Highway 99W is a state owned facility which is part of the Access Oregon Highway system It is designated as having a statewide level of importance by the Oregon Department of Transportation This brings with it a requirement to conform with certain state standards for access control An increasingly common approach being adopted throughout Oregon as well as in other states is further restriction on access to mayor highways Reducing the number of driveways requiring adjoining parcels to share a common driveway and use of right in right out driveways are becoming increasingly common The objective is to reduce the oo� number of vehicle conflict points increase safety and preserve the capacity of the highway The Highway 99W corridor has several examples of businesses or intersections with minor roads which do not have the unrestricted access to the main highway so commonly provided in the past Table 9 lists locations and businesses where the configuration for exiting traffic has been developed to restrict traffic to a right turn The final column indicates whether or not traffic on the opposite side of the highway is allowed to enter The listing includes examples of each For some businesses a left turn into the site is permitted for others a left turn for entering traffic is not permitted Crosswalk Closures At several mayor street intersections only a single crosswalk is provided to permit pedestrians to cross Highway 99W As discussed in the previous section on signal tuning and traffic operations the time it takes for a pedestrian to cross the roadway is a consideration in the tuning of traffic signals This in turn can influence the vehicular delay and the level of service at an intersection The closure of a crosswalk may be related to the demand for pedestrian crossings on a particular side of the minor street In addition the prohibition of pedestrian crossing and closure of a crosswalk can change the interval needed for the WALK phase for an intersection signal tuning plan The shorter crossing distance needed on one side may be the determining factor in deciding which crosswalk is retained and which may be closed The Gaarde Street/McDonald Street is an example where the shorter crossing distance (on the south side) is retained while the north side crossing has been closed Table 10 indicates the locations in the Highway 99W corridor where crosswalks have been closed Draft 8 28 95 Page 21 Advance Intersection Signing For most intersections along the Highway 99W corridor in Tigard the only indication of the name of the cross streets is the standard size street sign Signing of this type is typically done on a blank approximately 7 inches in height with 4 inch letters Its length is a function of the number of letters in the name At six locations along Highway 99W in Tigard advance intersection signing indicates the name of the next mayor cross street The advance signing is typically provided approximately 400 to 600 feet in advance of the intersection Table 11 indicates the intersections for which advance intersection signing is provided Note that this signing is provided for only three intersections in the northbound direction 90� and for three in the northbound direction This contrasts with some other communities in the region such as the City of Portland which marks the majority of mayor intersections with the street name and the words Next Signal beneath it Draft 8 28 95 Page 22 9 UUU Fable 9 CxIWAy 99W B LTSMSES OR MMSBC. IONS WrWG T.TURN ONLY MITS Required Direction Left Turn Entry Place of Business or of Travel When Allowed from Intersection Between the Intersections of Exisitng Opposing Direction Burger Kung 69th Avenue and 72nd Avenue Sleep N Aire 72nd Avenue and Tigard Theater SB No (Do Not Enter) 87th Avenue Hall Blvd and Greenburg Road/Main Street SB No (Concrete Bamer) Car Wash Greenburg Road and Johnson Street SB Yes Wendy s Johnson Street and Walnut Street SB Yes Amentone Paint Center McDonald Street and Tigard Market Place NB Yes Wayside Motor Inn 69th Avenue and 64th Avenue NB Yes SB =Southbound NB =Northbound UUU CJ .............. ....... Table 10 HIGHWAY 99W LOCAITONS WrM CLOSED CROSMALKS Cross Street Location Fischer Road North Durham Road South Royalty Parkway North Beef Bend Road North Bull Mountain Road North Gaarde Street/McDonald Street North Tigard Marketplace Center South Garrett Street South Johnson/Main Street North Highway 217 Southbound North Highway 217 Northbound South Tigard Theater South 72nd Avenue South [64th Avenue North UO 9UU Fable 11 HIGHWAY 99W IN' RS TIONS WM,ADVANCE SIGNING FF Signing for Southbound Traffic Signing for Northbound Traffic Tigard Theater Highway 217 Highway 217 Greenburg Road Mam Street Dartmouth Street IV SUMMARY OF CORRIDOR DEFICIENCIES Motorists pedestrians bicyclists and adjacent property owners have their own ideas of the most significant problems within the corridor based upon their individual needs and experiences Based upon an evaluation of traffic operations and accidents it appears the most significant deficiencies in the corridor are ■ traffic delays at the Highway 99W/Hall Boulevard intersection ■ traffic delays at the Highway 99W/Greenburg/Main Street intersection ■ accidents in the mimediate vicinity of the Highway 99W/Warner/Garden Place mtersection ■ traffic delays in the southern portion of the corridor during the AM peak when 2 pedestrian actuation can cause significant vehicular delays and deterioration in the level of service (e g McDonald/Gaarde Walnut and Tigard Marketplace intersections) and ■ traffic delays at the Highway 99W/Durham Road intersection The proximity of the first three problems cited above suggests an interrelationship between them Draft 8 28 95 Page 26 V ACCESS MANAGEMENT STRATEGIES GENERAL PURPOSE AND THEORY Access management is the process that provides (or manages) access to land development while simultaneously preserving the flow of traffic on the surrounding road system in terms of safety and capacity Access management is essential to preserving the functional integrity of the state highway system by reserving the higher speed and higher capacity roads for longer distance and higher speed travel To achieve these functions access from adjoimng properties are restricted On local streets for which high speed and high capacity are less important less �BE�90� access restriction is necessary Access management is best implemented by instituting it into the land use permitting process The problem of applying access management to a developed artenal poses a much greater challenge due to right of way lumtations and opposition by the owners of the adjacent properties and the affected businesses In such cases access management can be implemented as part of roadway improvement plans or as part of roadway retrofit plans The primary goal of an access management program is enhanced mobility and improved safety by limiting the number of traffic conflicts A traffic conflict point occurs where the paths of two traffic movements intersect Vehicle maneuvers on the highway in the order of increasing severity of conflict are diverge merge and cross In each case drivers of one or more vehicles may need to take appropnate action to avoid a collision Crossing conflicts are the most serious because of the potential for high speed head on collisions nearly head on collisions or right angle collisions Hence these conflict points are often referred to as mayor conflict points Diverge and merge conflicts are potentially less severe and are often referred to as minor conflict points Diverge conflicts occur when a driver executes a left turn or right turn maneuver and merge conflicts occur where a vehicle makes a left or right turn and enters a through traffic stream The area and complexity of the crossing conflicts are also affected by the roadway cross section For example on a two lane roadway each of the conflict points with the traffic stream approaching from the left and the nght involves only one lane With a four lane cross section each conflict point involves two lanes Traffic conflicts can be reduced with the help of the following strategies ■ limiting the number of conflict points that a vehicle experiences in its travel ■ separating conflict points as much as possible when they cannot be completely eliminated Draft 8 28 95 Page 27 ■ limiting vehicle deceleration requirements and ■ removing slower turning vehicles which require access to adjacent sites from the traffic lanes of through vehicles BASIC PRINCIPLES OF ACCESS MANAGEMENT Limiting access to higher class roadways is the foundation of access management planning Where reasonable alternatives exist the access to an abutting property is generally less disruptive to overall traffic flow if made to and from the lower class roadway Locating traffic signals to emphasize traffic flow is also an important principle Appropriate spacing of traffic signals and their interconnection helps to enhance progressive traffic movement along the corridor Minimizing the number of driveways and locating driveways to minimize interference between each other and street intersections helps to minimize conflict points and maintain the function of the principal roadway ODOT HIGHWAY ACCESS MANAGEMENT CATEGORIES The 1991 Oregon Highway Plan (OHP) establishes six access management categories for ODOT s highway system The pages of the OHP which summarizes the access management categories are included as Appendix B Highway 99W through Tigard has been designated as Interim Access Category 4 or Interim Access Category 3 depending upon the location For that portion of Highway 99W south of McDonald/Gaarde Street Category 4 has been assigned North of McDonald/Gaarde Street Category 3 has been assigned Table 12 summarizes the classification system attributes for these categories from the OHP It is apparent from the comparison of information from Table 7 with that in Table 12 that Highway 99W does not currently meet ODOT s Access Management Classification System guidelines More public road and more driveways currently intersect with Highway 99W than is desirable and spacing between them is less than desirable This suggests that efforts should be made to mimmize future access and consolidate existing access where possible It is likely however that short of full redevelopment of Highway 99W through Tigard the Highway will not achieve full compliance with the guidelines in the OHP s Access Management Classification System Draft 8 28 95 Page 28 UO UUU CJ .............. .............. ........I.......... --------- .............. -------- 'fable U ACCESS MANAGEMENT CATEGORIES ANV EXTRACTS OF ODO T ACCESS MANAQEMENT CLASS CATION SYSTRU TA13L Categories 3 and 4 OMY for Urban Sed On Section of Interim Intersection Highway 99W Access Signal Medan Managment Public Road Private Drive Spacing Control Category Intersection g rY Spacing Type Spacing South of 3 1/2 1 mi Right turns 800 1/2 1 mi Partial McDonald Street North of 4 1/4 mi Left/Right 500 1/2 nu Partial/None McDonald turns Street APPLICATION OF INDIVIDUAL ACCESS MANAGEMENT STRATEGIES Require Adequate Internal Design And Circulation Plan This is a general access control policy typically used in the rezoning driveway permit or design review stage An adequate internal design and circulation plan is intended to ensure compatibility between highway driveway and internal operations Advantages Driveway and internal operations will be unproved by providing adequate internal property design and controls Through traffic will experience a decrease in interference because the internal design will minimize queuing on the highway and vehicles searching for parking places are §X§� able to circulate internally Conflict frequency and potential for congestion and accidents are expected to decrease because deceleration requirements are lessened Disadvantages Requiring traffic and circulation plans increases costs for development and redevelopment of parcels Next Step City and ODOT staff should review existing procedures and requirements to determine whether plans are being required for developments of appropriate size City and ODOT staff should review regulatory mechanisms to ensure that recommended actions are fully implemented City and ODOT staff should review recent development plans to see if recommendations were implemented Encourage Connections Between Adjacent Properties This design technique is aimed at reducing turning vehicles or queues from the through lanes The strategy for achieving this objective is to encourage adjacent property owners to permit property to property movements away from the highway This strategy is appropriately applied for both vehicles and non motorized traffic Prune examples of this access control measure include the small shopping centers along Highway 99W where several adjacent properties are served by one open parking lot area The patrons frequenting nearby establishments do not need to exit onto Highway 99W and then enter the neighboring driveway Advantages Highway conflicts are reduced because the highway will no longer need to be used in traversing from one property to the next Draft 8 28 95 Page 30 Disadvantages Property owners sometimes fear that their parking will be usurped by patrons of other businesses or that cut through traffic will use their parking lot and compromise patron safety Providing connections to adjacent parcels may limit the flexibility of an owner to utilize the parcel Negotiations between adjacent property owners can be time consuming for the owners tenants and city staff involved in the effort Joint easements may need to be written and filed adding additional costs and time Next Step City staff should determine whether regulatory mechanisms are needed to require cooperation between adjacent property owners or whether the city has a role in §C assisting with negotiation between owners UUU City staff should review recent proposals and regulations to determine whether flexibility exists to encourage or require connections between adjacent parcels Consolidate Access for Adjacent Properties This general operating practice used by the city and ODOT to encourage adjacent property owners to construct point use driveways in lieu of separate driveways Strategies for implementing this technique include closing existing driveways or encouraging point use driveways The feasibility of this technique is viewed pnmanly at the permit authorization stage Typically the physical means by which access can be consolidated between two adjacent properties involves construction of fount use driveway between the two properties It is recommended that both owners have property rights in a joint use driveway That is the driveway should be located straddling the property lune with each having a permanent easement on the other This practice avoids giving either owner the opportunity to deny or restrict access to the neighboring property Advantages The point use driveway will cause a reduction in the concentration of driveways along an arterial and is expected to be accompanied by a reduction in the frequency and severity of conflicts Disadvantages Property owners sometimes fear that their parking will be occupied by patrons of other businesses Providing connections to adjacent parcels may limit the flexibility of an owner to utilize the parcel Negotiations between adjacent property owners can be time consuming for the owners tenants and city staff involved in the effort A driveway straddling property boundaries on one side of the street may not line up with a shared use driveway on the other side Draft 8 28 95 Page 31 Next Step City staff should determine whether regulatory mechanisms are needed to require cooperation between adjacent property owners or whether the city has a role in assisting with negotiation between owners Consolidate Existing Access Whenever Separate Parcels Are Assembled under One Purpose, Plan Entity or Usage This is a general operating practice that requires specific changes on commercial sites when they are assembled for development or redevelopment The consolidation is accomplished by voiding existing driveway permits upon alteration of the property functions The new permit authorization depends on the developers plans to use some existing driveways and close or relocate other driveways § �dbO Advantages The consolidation of driveways reduces the number of access points which tends to increase average spacing of access points along the highway Disadvantages Property owners and developers sometimes fear that the value of their parcels is reduced through a lessening of access Next Step City staff should review existing regulatory mechanisms to see if any changes may be needed to require consolidating or revoking access permits Align Driveways on Opposite Sides of the Highway This technique seeks to avoid establishing offsetting T intersections on opposite sides of the street Offset driveways can cause a motorist waiting on the highway to make a left turn to the other side to interfere with on-coming motorists seeking to make left turns Advantages Aligning driveways on opposite sides of the street reduces the potential conflicts for left turning vehicles and tends to make vehicle operations more predictable Disadvantages Aligning driveways may reduce developers flexibility of design and layout on individual parcels This strategy may conflict with development of shared driveways along property boundaries Next Step City staff should review existing regulatory mechanisms to see if any changes may Draft 8 28 95 Page 32 be needed to specify driveway locations Limit Allowable Turns at Driveways This technique limits the direction of entering and exiting traffic at driveways Typically left turns are prohibited for entering and exiting traffic This is sometime referred to as a right in right out driveway configuration This may be accomplished by signing driveway entry design involving traffic islands and channelization or by installation of a barrier median From the standpoint of traffic flow on the main highway a right in right out scheme is usually preferred to one allowing the motorist to turn left or proceed directly across the highway It is especially applicable in close proximity to signalized intersections or in locations where driveways do not line up with each other on opposite sides of the highway UUIIJJUU Although this scheme may generally be considered preferable in some cases such as with a large traffic generator left turn access from the highway may be desirable The prohibition of left turns may place greater traffic pressure on adjoining intersections A specific analysis taking traffic volumes and intersection spacing into account may be necessary to determine the better solution A right in right out scheme should probably be considered the first choice along Highway 99W if direct access to the Highway must be provided If this strategy is determined to be excessive if applied for the entire length of the corridor requiring right in right out driveway movements should be retained in locations where left turns would interfere with vehicle queues at signalized intersections A specific analysis would be required to determine the likelihood of interference at a particular location Advantages Prohibiting left turns reduces vehicle conflicts and changes the remaining conflicts to those of merge movements a less severe conflict than those involving crossing or left turn movements Disadvantages This strategy reduces motorists direct access from one direction to parcels served by turn restricted driveways This strategy may cause some out of direction travel for motorists seeking to get to specific locations There is a potential for a high rate of violations enforcement will be required to gain compliance Next Step The City should consider whether a right in right out driveway scheme should be adopted as general policy for the entire corridor or specific locations Draft 8 28 95 Page 33 City staff should review existing regulatory mechanisms to see if any changes may be needed to restrict turning movements within the entire corridor or at specific locations Adjust Maximum Driveway Width This technique is a driveway design technique aimed at limiting the deceleration requirements on the highway A wider driveway or larger corner radius can increase the speed at wluch a vehicle can exit the primary roadway This in turn decrease the time required for the turning vehicle to clear the through traffic lane This decreases the severity of the shock wave which is created on the highway by the turning velucle Advantages Increasing the effective driveway width can reduce delays on the highway because 2�0 vehicles can exit at a somewhat higher speed Increasing the effective driveway width can slightly reduce the gap needed for a motorist waiting to enter the highway from the driveway Disadvantages A wider driveway increases pedestrian crossing tunes making the roadway environment less pedestrian friendly Higher turning speeds and driveway operating speeds make the roadway driveway and parking lot more dangerous for pedestrians and distinctly less pedestrian friendly Creates a wide open area at the entry to the parking lot Next Step City staff should review driveway standards and consider whether or not adjustment of driveway width is desirable Improve Driveway Sight Distance Adequate sight distance at driveway entrances is required to allow driveway egress drivers a sufficient view of the highway for acceptable gaps and to provide through drivers the necessary perception reaction and braking distances to avoid collision with a driveway egress vehicle that has entered the highway There are numerous causes of reduced sight distance including horizontal and/or vertical alignment topography foliage and/or other landscaping parked vehicles and physical structures including power poles traffic signal poles and equipment cabinets Statutes should be adopted which authorize the governing jurisdiction to maintain a clear visibility triangle which as the driveway and main street as two of its legs with the hypotenuse between these two enclosing a prescribed area Draft 8 28 95 Page 34 Adequate intersection sight distance must be provided at all signalized and unsignalized intersections including driveways Access driveways should not be permitted where the sight distance is not adequate to allow a motorist to maneuver to come to a safe stop Often commercial establishments with insufficient setback distances and internal parking problems will use the unpaved highway right of way or the sidewalk for parking Stepped up enforcement of regulations may be an effective deterrent Advantages Improving sight distance is usually a relatively inexpensive proposition often involving removal of vegetation or relocation of fences signs or other easily moved structures When sight distance is considered a priority in initial design and layout of parcels ��UUUcosts associated with appropnate placement of landscaping signs parking and other �JUU things winch can inhibit sight distance are negligible Sight distance improvements often benefit pedestrians and cyclists in addition to motorists Making physical improvements such as relocating power poles from the middle of sidewalks to areas behind them may improve the pedestrian environment and help to comply with regulatory requirements such as the Americans with Disabilities Act Disadvantages Significant improvements in sight distance at some locations could prove prohibitively expensive if it require relocation of power poles traffic signal control equipment or even buildings Public right of way may not be available within winch to relocate utilities Enforcement of regulations designed to maintain adequate sight-distance often receives low priority because it is relatively costly and creates minor benefits Next Step City staff should consider whether enforcement of regulations to improve or maintain sight distance should be given a higher priority City staff should consider gaining additional right of way or easements for placement of utilities traffic control equipment or transit facilities outside of existing nghts of way Draft 8 28 95 Page 35 VI SITE-SPECIFIC ACCESS MANAGEMENT STRATEGIES This chapter outlines site specific access management strategies Although all Highway sections are discussed the section of Highway 99W between Hall Boulevard and Highway 217 is discussed in more detail This section of Highway 99W is the one where the level of service is poorest and is the one where access management might have the most immediate measureable impact The other sections of the Highway 99W corridor are also discussed in relation to the adjacent land use and existing access Some access managmement options are discussed for possible application in both the short term and long term � �UUU ACCESS MODIFICATIONS BETWEEN HALL BOULEVARD AND HIGHWAY 217 As indicated in Sections III and IV of this report accidents are a serious problem at the Highway 99W/Garden Place/Warner Avenue intersection As indicated in Table 4 turning accidents predominate Observations of traffic at the site also indicate operational problems Long delays occur for traffic from both Garden Place or Warner Avenue during the AM or PM peak periods particularly for vehicles attempting to make a left turn on to the Highway Highway 99W traffic seeking to make a left turn onto either Garden Place or Warner Avenue also experiences lengthy delays Severe problems occur when motorists on Highway 99W actually stop to allow these left turning vehicles to make their desired maneuver On one occasion northbound through traffic stopping on Highway 99W to allow on coming vehicles to turn left to Garden Place was observed to cause traffic to back up through the Hall Boulevard intersection during a green light The disruption continued until the next signal cycle The occurrence of accidents and the operational problems during the peak periods suggest at least some movements should be restricted A series of options which alter traffic patterns is discussed below Install Continuous Barrier Median Installation of a continuous barrier median is illustrated in Figure 4 Advantages A barrier median is self enforcing No left turns would be possible at the intersection Cost is relatively low (approximately $4000 to $6000 for an extruded curb or as Draft 8 28 95 Page 36 much as $50 000 for a GM barrier Left turning accidents will be substantially reduced if not eliminated Disadvantages Traffic now using the Highway 99W/Garden Place/Warner Avenue intersection is forced to use the Hall Boulevard intersection at all tunes of the day These traffic increases at the Hall Boulevard intersection will contribute to greater delays Direct access to businesses will be reduced Next Step None recommended Install Painted Median and Signing to Prolubrt Left Turns UU�J Installation of a painted median is illustrated in Figure 5 Under Oregon law a painted median by itself is not sufficient to prohibit left turns Signing must also be provided Advantages Cost is minimal Disadvantages The median and signing prohibition is not self-enforcing Some drivers will continue to cross the median and make illegal turns Traffic now using the Highway 99W/Garden Place/Warner Avenue intersection is forced to use the Hall Boulevard intersection at all tunes of the day These traffic increases at the Hall Boulevard intersection will contribute to greater delays Direct access to businesses will be reduced Left turning accidents will be substantially reduced if not eliminated Next Step None recommended Install a Partial Barrier Median Installation of a partial barrier median which allows left turns only for the southbound (or westbound) traffic on Highway 99W is illustrated in Figure 6 Advantages A barrier median is self-enforcing Left turns would be possible only where the gap is provided in the median Access from southbound Highway 99W to Garden Place is retained Cost is relatively low (approximately $4000 to $6000 for an extruded curb Draft 8 28 95 Page 37 Disadvantages Most of traffic now using the Highway 99W/Garden Place/Warner Avenue intersection is forced to use the Hall Boulevard intersection at all times of the day These traffic increases at the Hall Boulevard intersection will contribute to greater delays Direct access to some businesses will be reduced The concept will need to be refined and carefully designed to avoid introducing operational problems Next Step None recommended ��20Adopt Peak Period Turn Restrictions During portions of the day left turning velucles are not a particular hazard and do not cause operational problems Prohibition of left turns during the peaks can be done by either active or passive means Active means would involve installation of signing which is lighted during the prohibition Similar to existing signing which indicates Ramp Signal On or Weigh Station Open such signing could state No Left Turn The active signing would be connected to a nearby traffic control master to serve as a time clock to activate the lighted signs Passive signing would merely indicate the hours during which left turns were prohibited Signing would be provided for both directions on Highway 99W and the cross streets Locations at which either active or passive signs would be placed are illustrated in Figure 6 Advantages Left turns would be possible at prescnbed tunes when traffic volumes are relatively low Access to adjacent business is retained during off peak periods Disadvantages The part time turn prohibition is not self enforcing Active signing would likely have a higher adherence rate than passive signing Direct access to some businesses will be reduced during peak periods The passive signing would be relatively inexpensive ($1000 to $5000) active signing could be rather expensive ($20 000 to $40 000) Next Step None recommended Draft 8 28 95 Page 38 Additional Notes Regarding Highway 99W Access Modifications between Highway 217 and Hall Boulevard A significant increase in total delay is calculated if a barrier causes diversion of left turns from Highway 99W/Garden/Warner to the adjacent Highway 99W/Hall Boulevard intersection Because the Highway 99W/Hall Boulevard intersection operates at or near its maximum capacity during substantial portions of the day diversion of as few as seventy vehicles per hour causes very large increases in average delay A simplified analysis which compares the benefit of reduced accidents to costs associated with increased delay and increased out of-direction travel fails to achieve a benefit to cost n ratio in excess of 1 even with negligible project construction costs ��UUU The elimination of access from Highway 99W to Garden and Warner might show a benefit to cost ratio in excess of 1 if additional capacity were provided at the Highway 99W/Hall Boulevard intersection through the addition of lanes Such possibilities are discussed in Section VIII ACCESS MODIFICATION OPTIONS BETWEEN 65TH AVENUE AND 69TH AVENUE/68TH PARKWAY North Side of Highway On the north side of Highway 99W this section has numerous restaurants a motel and a service station For most parcels multiple driveways currently exist (e g Buster s Barbecue Kentucky Fried Chicken and Texaco) Some buildings (e g Kentucky Fried Chicken and Days Inn) are quite close to the Highway In this section there appears to be good short term potential for reducing the number of driveways This may be accomplished through elimination of multiple driveways serving single parcels and by combining the access so a driveway serves adjacent parcels Possible Short Term Strategies Eliminate the north driveway for Buster s Barbecue and shift secondary access to 65th Avenue Combine the south driveway for Buster s Barbecue with the north driveway for Kentucky Fried Chicken Ehmmate one of the driveways serving Days Inn and Tang s Garden Consider making the driveway serving Banning s and the adjacent restaurant a right in right out driveway to force traffic to use 69th Avenue Consider the installation of a curb median between the southbound left turn lane to 68th Parkway and the northbound lanes This would prevent conflicts between southbound traffic on the Highway seeking to make left turns at the signalized 68th Parkway and the Draft 8 28 95 Page 39 northbound vehicles entering Bammmg s Possible Long Term Strategy If redevelopment opportunities occur seek to combine parcels or explore options leading to a single access point for multiple uses (e g one driveway serving parcels now occupied by Buster s Kentucky Fried Chicken Tang s and Days Inn) Consider options with a common driveway and internal connections between parcels South Side of Highway On the south side of Highway 99W there are fewer access points than on the north side CLand uses include retail establishments a service station a motel and a restaurant The ffo parcels nearest to 15 take access from Coronado/64th Avenue which a dead end roadway which serves several establishments including a lumber yard and video store The next parcel to the south is a BP service station which has two wide driveways The other access in this section is a right in right out driveway serving the Wayside Motor Inn Steep terrain limits the access to the Highway for land to the south and has caused some of the parcels to take access elsewhere (e g Carrow s Restaurant or the Wayside Motor Inn has 69th Avenue as its principal access) There appears to be little to be gained in the short term on the south side of the highway in this section Possible Short Term Strategy None recommended Possible Long Term Strategy If the BP Station were abandoned or the parcel otherwise became available through a large scale redevelopment there might be potential to combine all access on the south side of the Highway between 65th Avenue and 69th Avenue A single access point in the vicinity of the existing BP Station might be developed to combine the existing Coronado/64th Avenue roadway and the driveway to Wayside Motor Inn This strategy might be most appropriate if associated with a similar strategy on the north side of the highway which allowed creation of a single four leg intersection approximately midway between 64th Avenue and 69th Avenue ACCESS MODIFICATION OPTIONS BETWEEN 69TH AVENUE/68TH PARKWAY AND 72TH AVENUE North Side of Highway On the north side of Highway 99W this section includes one public street intersection (71st Draft 8 28 95 Page 40 Avenue) and 3 driveways which serve retail stores offices and a restaurant One of the driveways which serves Burger King and the adjacent retail shops is a right out exit only driveway Another of the driveways is a right in entry only driveway to the Fred Meyer parking lot There seems to be relatively little potential on the north side of the Highway to improve traffic flow through access modifications Vehicles have been observed entering the Burger King s exit only driveway by making a left turn from northbound Highway 99W The driveway is clearly marked with DO NOT ENTER signing Eliminating the existing left turn arrow in the center turn lane in front of the Burger King might reduce confusion but would likely have little measurable impact Possible Short Term Strategy �J�J�J None recommended Possible Long Term Strategy None recommended South Side of Highway On the south side of Highway 99W this section includes several driveways Land uses include a variety of retail uses A series of three driveways in close proximity to each other serve a combination of destinations including the Hi Hat Restaurant a coffee outlet and an automotive service establishment The other access in this section is a combined driveway serving multiple destinations including a U Haul rental operation an automotive related establishment and other retail uses This combined access was developed recently when 72nd Avenue was realigned and reconstructed There appears to be some potential on the south side of the Highway to reduce the number of driveways The best potential appears to be to eliminate some driveways and in the vicinity of Hi Hat Restaurant Possible Short Term Strategies Eliminate the south driveway serving the Hi Hat Restaurant and the coffee stand to redirect traffic to the north Hi Hat driveway or the driveway serving the automotive establishment across from 71st Avenue Possible Long Term Strategy If redevelopment opportunities occur consider developing an access road connecting Highway 99W at 71st Avenue with 69th Avenue to the south of Newport Bay Draft 8 28 95 Page 41 restaurant This access road might serve parcels now occupied by Hi Hat Restaurant and adjacent parcels This concept might utilize part of the south parking lot of Newport Bay Restaurant which would require reconfiguring that restaurant s existing parking lot ACCESS MODIFICATION OPTIONS BETWEEN 72TH AVENUE AND 78TH AVENUE North Side of Highway On the north side this section of Highway 99W has a large number of retail establishments including restaurants banks and a manufacturing business Many businesses are located �� adjacent to the Fred Meyer store and share the parking lot and driveway access U0U Immediately to the west of the Fred Meyer store several driveways are located in close proximity to one another Most of the driveways have no turn restrictions but some of the recently-developed driveways feature right in right out traffic patterns (e g Sleep N Aire) In addition two public streets intersect Highway 99W between 72nd Avenue and 78th Avenue the access to the Tigard Cinemas and Pfaffle Street Both are an unusual configurations with acute angles for the intersections The signalized Tigard Cinemas access is a dug handle design utilizing a right turn exit from southbound Highway 99W (as a substitute for a left turn) to get to the cinema complex on the south side of the highway The Pfaffle Street intersection is also an acute angle Immediately adjacent to Highway 99W Pfaffle Street is one way in the westbound direction Both the Tigard Cinema dug handle and Pfaffle Street intersections allow exit only maneuvers for southbound traffic on Highway 99W In several locations buildings are located close to the edge of the Highway (e g House of Tenyaki and the building occupied by a series of auto related shops west of Taco Bell) Some driveways and parking areas blend into one another (e g Taco Bell and the auto related shops to the west the House of Teriyaki and the thrift store behind it) while others do not(e g the Mazatlan Restaurant and the Taco Bell) To keep motorists from attempting to connect from one location to another signing has been put up by private parties to inform motorists exactly where the driveways lead (e g residences behind Mazatlan Restaurant) A little further west the businesses (Key Bank Commercial Bank TCBY and Skippers) take access from Pfaffle Street There is no direct access to the Highway between Pfaffle Street and 78th Avenue In the short term there seems to be little potential on the north side of the Highway to improve traffic flow through access modifications Only mayor redevelopment or some other means of consolidating of parcels appear to offer much opportunity to reduce conflicts or otherwise improve access Relatively narrow frontage on the Highway and closeness of buildings to the edge of the pavement limit short term options Draft 8 28 95 Page 42 Possible Short Term Strategy None recommended Possible Long Term Strategy Seek opportunities to combine parcels to allow development served by fewer driveways especially between Fred Meyer and CDI Inc Consider using the existing signalized intersection serving Tigard Cinemas as the focal point for combined access for a larger development on the north side of Highway 99W South Side of Highway ��UUU On the south side of Highway 99W this section has many retail establishments restaurants and offices particularly between the Tigard Cinemas and 78th Avenue Some establishments are located close to the Highway (e g Cartronics Ribbon Specialties and Tigard Transmission) while others are located in a second row of buildings (e g offices behind Tigard Transmission or the Pizza Caboose behind Doughty Appliances) This section of road has several parcels with multiple driveways (e g Tigard Bowl Doughty Appliances and Tigard Transmission) One signalized intersection serves the Tigard Cinemas complex There appears to be some potential on the south side of the Highway to reduce conflicts through reductions in the number of driveways and through better definition of others Because of the proximity of some buildings to the Highway and grade problems (i a the land slopes away from the highway toward the south) combining driveways to serve adjacent businesses may be more difficult than in some sections Possible Short Term Strategies Combine the driveway for Appliance Connection oust north of Tigard Cinemas) with the driveway for the adjacent parcel to the north Eliminate one of the two driveways serving the building with Cartronics and Ribbon Specialties Eliminate one of the driveways for Tigard Bowl Eliminate one driveway for Tigard Transmission or combine it with access to Pizza Caboose and Doughty Appliance Combine driveways for Pizza Caboose and Doughty Appliances Draft 8 28 95 Page 43 Develop an access for the American Legion building from 78th Avenue in place of the existing one on Highway 99W Possible Long Term Strategy Encourage redevelopment opportunities which consolidate parcels to focus access to fewer points on Highway 99W Give preference to development schemes which provide access via the signalized intersection presently serving Tigard Cinemas or via 78th Avenue ACCESS MODIFICATION OPTIONS BETWEEN 78TH AVENUE AND HIGHWAY 217 C§) 9000 North Side of Highway On the north side of Highway 99W this section has several retail establishments a restaurant a service station and the GM training facility It has relatively few driveways principally because the Pacific Crossroads development features shared parking and driveways for many stores Because of the high degree of current access control there seems to be little potential on the north side of the Highway to improve traffic flow or reduce conflict through access modifications Possible Short Term Strategy None recommended Possible Long Term Strategy None recommended South Side of Highway Only a couple parcels have access to Highway 99W in this section of road Costco the principal development south of Highway 99W between 78th Avenue and Highway 217 takes access from 78th Avenue Only a single access exists to serve a veterinary climc and a restaurant Even the restaurant (Alexander s Hamburgers) has 78th Avenue as its principal access The access from Highway 99W to the restaurant parking lot does provide a through connection but is signed to try to discourage through traffic There appears to be little need for or opportunity to reduce or further control access in this section Draft 8 28 95 Page 44 Possible Short Term Strategy None recommended Possible Long Term Strategy None recommended ACCESS MODIFICATION OPTIONS BETWEEN HALL BOULEVARD AND GREENBURG ROAD/MAIN STREET North Side ao� There are a variety of commercial uses along the Highway in this section including a supermarket a cinema a bank and other retail stores On the north side there are only two driveways and a public street mtersectmg Highway 99W Both the driveways and 87th Avenue are restricted to right in right out movements due to the presence of a barrier median in this section The Tigard Plaza and its Safeway store also take access from Hall Boulevard The Bank of America takes its principal access from Greenburg Road There seems little potential for changes in access in this section Possible Short Term Strategy None recommended Possible Long Term Strategy None recommended South Side Adjacent uses on the south side of the Highway include a restaurant various retail uses and a service station On the south side there are two driveways which provide access to shared parking areas between La Hacienda and Color Tile Two more driveways provide access to Nine T Nme Towing which also has driveway access to Hall Boulevard Along this section of the road the driveways allow only right in right out movements because of the continuous raised median The greatest potential for changes in access in this section relates to possible mayor changes Draft 8 28 95 Page 45 at the Hall Boulevard/Highway 99 intersection Access to the parcel occupied by Nine T Nine Towing would change due to right of way acquisition Possible Short Term Strategy None recommended Possible Long Term Strategy Reduce access to the parcel occupied by Nine T Nine Towing in connection with an intersection rebuild ��CDUUU ACCESS MODIFICATION OPTIONS BETWEEN GREENBURG ROAD/MAIN STREET AND JOHNSON STREET/MAIN STREET North Side There are only two parcels on the north side which take access from the Highway Pacific Car Wash near Greenburg Road and Geo A Morlan Plumbing near Johnson Street have access to the Highway Each of these driveways is near enough to the adjacent signalized intersection that vehicles queuing to make turns a the signal often prevent left turn movements into these driveways There seems to be little potential to improve traffic flow or to reduce conflicts through changes in access Both of the driveways located in this section could be restricted to right in right out movements by installation of a median curb between the left turn lane and through lane Because the on coming traffic usually prevents these maneuvers little is to be gained by the placement of a raised median Possible Short Term Strategy None recommended Possible Long Term Strategy None recommended South Side Adjacent to this section of Highway 99W on the south side all parcels take access from Main Street Draft 8 28 95 Page 46 Possible Short Term Strategy None recommended Possible Long Term Strategy None recommended ACCESS MODIFICATION OPTIONS BETWEEN JOHNSON STREET/MAIN STREET AND GAARDE STREET/McDONALD STREET North Side This section of Highway 99W features a variety of land uses including public and private schools service stations restaurants free standing retail establishments small scale shopping centers housing several businesses in one building On the north side five public streets intersect the Highway between Johnson Street/Main Street and Gaarde Street/McDonald Street Walnut Street Park Street and the principal access to Tigard Marketplace Center are signalized Numerous driveways intersect on the north side Several establishments (e g Down to Earth Lawn Sprinklers Bonita Glass and Carpet Classics) are free standing buildings located very close to the Highway and have individual driveways Many of the newer complexes (e g the Discount Tire/Meineke Muffler/ Hollywood Video complex or Park Street Square) cluster the businesses around a shared parking area also share driveways Each of these complexes features an access driveway to an adjacent street in addition to one to Highway 99W Adjacent free standing restaurants such as Hot N Now Taco Bell and Pietro s Pizza have interconnected parking lots with driveways which allow access to more than one establishment The recently developed Boston Market uses a right in right out driveway to access Highway 99W and has a connection with the adjacent parcels to the south by which access can be gained to Gaarde Street Recent development trends in this section have tended toward small shopping centers with more intense development but with shared parking and no more driveways than the individual uses they have replaced A few redevelopment opportunities appear to exist in this section (e g between Walnut Street and the John L Scott office or the adjacent parcels occupied by Cabinet Brokers and Carpet Classics) There appears to be relatively little potential to improve traffic flow or reduce conflicts through new shared driveways or reductions in the number of driveways serving existing parcels Draft 8 28 95 Page 47 Possible Short Term Strategy None recommended Possible Long Term Strategy Seek opportunities to combine parcels to allow more intense development served by fewer driveways South Side Adjacent land uses on the south side of the Highway include apartments medical offices fraternal organization buildings and a range of retail establishments from free standing � buildings to shopping centers of moderate size Five public streets (Watkins Garrett Frewmg Walnut Place and McKenzie) intersect the Highway and provide access to parcels on the south side There are three signalized intersections the main access to Tigard Marketplace Center (Park Street and Walnut Street) Some of the non-commercial uses (e g Tigard Grange IOOF and Masonic Lodge have two driveways Most of the commercial establishments have shared driveways and shared parking (e g Gold s Gym/Nielsen s Tire Center Hudson Plaza or the Tigard Marketplace Center with Bi Mart Thnftway and adjacent stores) Some businesses (e g Tigard Medical Center and Family Medical Center) take their access from the intersecting streets Some of the more recent driveways (e g the one dust south of Ameritone Paint Center) are a right in right out design There appears to be some potential for redevelopment in this section which could lead to more intense use with fewer driveways One possibility for redevelopment could include the Tigard Grange IOOF and Masonic Lodge Other possibilities might include the house occupied by Train Roofing and adjacent property or some of the older smaller buildings in the vicinity of McKenzie Street Possible Short Term Strategy Consider closing one driveway each for Masonic Lodge and IOOF Possible Long Term Strategy Seek opportunities to combine parcels to allow more intense development served by fewer driveways Draft 8 28 95 Page 48 ACCESS MODIFICATION OPTIONS BETWEEN GAARDE STREET/MCDONALD STREET AND BEEF BEND ROAD North (West) Side Between Gaarde Street and Beef Bend Road (Tigard s south city limit on the west side of Highway 99W) businesses ranging from restaurants to retail establishments occupy the frontage The Canterbury Square shopping center with dozens of businesses is the principal destination Bull Mountain Road provides the only all movement intersection with the Highway between Gaarde Street and Beef Bend Road An exit from southbound Highway 99W exists near Canterbury Lane and provides access to 116th Avenue which functions as a frontage road on the west side of Highway 99W Some establishments (e g Elmer s Restaurant) take access exclusively from the cross street (Gaarde Street) which intersects with the Highway Other stores (e g Self Service Furniture and Canterbury Square) have their access on 116th Avenue There appears to be no potential for altering access in this area to benefit traffic flow or reduce conflicts Possible Short Term Strategy None recommended Possible Long Tenn Strategy None recommended South (East) Side Because of the steep side slopes on the east side of Highway 99W there is essentially no access except between Canterbury Lane and Gaarde Street/McDonald Street Adjacent uses include retail establishments offices and a service station Some businesses (e g Ripley s Furniture and Lutz Snyder Realtors) have multiple dnveways Some shared access between adjoining parking lots exists The veterinary clinic has direct access to Canterbury Lane rather than the Highway There appears to be little potential for altering access in this area to benefit traffic flow or reduce conflicts Draft 8 28 95 Page 49 Possible Short Term Strategy None recommended Possible Long Term Strategy None recommended ACCESS MODIFICATION OPTIONS BETWEEN BEEF BEND ROAD AND FISCHER ROAD North (West) Side 66" This section of the highway which is in King City rather than Tigard also has a parallel street (116th Avenue) which serves as a frontage road for part of flus section Mayor destinations on the west side of the Highway include Kung City Plaza with Shari s Restaurant and Kienow s The principal access to King City Plaza is at a southbound exit only driveway near Shan s Restaurant and at the signalized intersections at Royalty Parkway and opposite Durham Road The frontage road concept dissipates south of the King City Plaza and some establishments (e g D & M Deli Market near Fischer Road) have wide driveway or nearly continuous access to the Highway Possible Short Term Strategy Eliminate one driveway to D & M Deli Market Possible Long Tenn Strategy Seek to extend and reinforce the frontage road concept along the west side of the Highway south of the King City Plaza South (East) Side Land on the east side of the Highway falls within the city limits of Tigard beginning approximately 0 2 miles north of Fischer Road Adjacent land uses on the east side include a mobile home park and mayor shopping centers with a wide variety of business offerings Durham Road and Royalty Parkway have signalized intersections with Highway 99W in flus section though Royalty Parkway extends only west of the Highway Besides Durham Road the only other public street which provides a connection to property on the east side of the Highway is Naeve Street an Draft 8 28 95 Page 50 unimproved street south of Beef Bend Road Only a few driveways provide connections with adjacent developments on the east side of the Highway A pair of right in right out driveways serve the large shopping center occupied by Key Bank Ernst Hardware McDonalds and others in the southeast quadrant of the intersection of Durham Road and Highway 99W This complex also takes access from Durham Road Willowbrook a complex with many stores in the northeast quadrant of the same intersection has a similar arrangement featuring a right in right out driveway connection to Highway 99W The Shurgard Storage Center has a right in right out driveway A nearby coffee stand and Kasch s Garden Center each have two unpaved driveways Due to the presence of the landscaped median all driveways along this section of Highway 99W are right in right out accesses There is little potential for changes to existing access to improve traffic flow or reduce UUU conflicts Possible Short Term Strategy None recommended Possible Long Term Strategy From Shurgard Storage to the north seek to encourage developments with sufficient internal circulation and with minimum access to Highway 99W Permit only right in right out access unless the access occurs at an existing signalized intersection Draft 8 28 95 Page 51 VII TRANSPORTATION SYSTEMS MANAGEMENT SOLUTIONS Transportation systems management (TSM) solutions seek to improve traffic flow through application of relatively low cost improvements which seek to maximize use of existing resources Typically they involve traffic engineering solutions such as changes in signal tuning lane configurations and minor geometric changes A series of questions and potential solutions from citizens and task force members is included in Appendix C Many of these are transportation systems management type strategies A discussion of each statement or question is also included in the appendix A variety of solutions were investigated and are summarized in this section Advantages o��o�o disadvantages and recommended next steps are indicated for each potential solution SIGNAL TIMING CHANGES Changes in signal tuning can prove effective means of improving traffic operations The flexibility of today s software packages to adapt to fluctuations in traffic have helped to make signal systems more efficient than previous versions As indicated in the discussion of traffic counts vehicular volumes on Highway 99W have increased by more than fifty percent during the last ten years Changes in traffic volumes and particularly the change in distribution of traffic are important reasons for reviewing and adjusting signal tuning A series of simulations was performed using the TRANSYT 7F software package to evaluate alternative signal tuning for both the AM and PM peak periods Longer Cycle Lengths for the South Signal System during the AM Peak One of the initial objectives was to improve the poor LOS at many of the south signal system s intersections during the AM peak during cycles when pedestrian crossings occur One obvious solution was to change the cycle length of the south signal system during the AM peak to match the 120 second cycle length used during that period for the central and north systems Advantages Reduced vehicle delays due to pedestrian actuation for crossing the highway Matching the south system s AM peak cycle length with that of the central and north systems should enhance coordination and operation at the adjacent intersections (Highway 99W/Greenburg/Main and Highway 99W/Johnson/Main) Overall vehicular delay for the eleven intersections in the south signal system decreases Draft 8 28 95 Page 52 Disadvantages Cross street traffic (e g Bull Mountain Road) will experience longer delays Other Considerations Matching the AM peak period cycle lengths of the three systems will allow them to function almost as well as a single system Equipment limitations may preclude complete integration of the three systems However options exist for reasonable coordination among three systems Next Step Develop and install new signal tuning plans in cooperation with ODOT Develop New Signal Timing Plans for Other Tunes of the Day Due to significant changes in traffic volumes at all tunes of the day adjustment of the basic tuning plans which are in operation during various tunes of the day may be appropriate For example mid afternoon traffic may be as great as the PM peak period from a few years ago Adjustment of tuning plans particularly the use of longer cycle lengths may be appropriate Advantages Signal tuning changes are relatively easy to implement and may reduce overall traffic delays Disadvantages Additional traffic counts will be needed Expenses will be incurred by ODOT and others Next Steps Develop and install new signal tuning plans in cooperation with ODOT OTHER SIGNAL SYSTEM CHANGES Development of a Single, Fully Integrated Signal for the Highway 99W Corridor Continuing improvements in both traffic control equipment and software make it possible to control more intersections as a single system The present south signal system is almost as is practical with existing equipment Acquiring new equipment could potentially lead to operation of the signals in the corridor as a single system Advantages Some operational efficiencies might be realized Draft 8 28 95 Page 53 Disadvantages ODOT which has jurisdiction over Highway 99W and the signals has standardized its traffic control equipment and opposes use of non standard equipment for reasons of training reliability and interchangeablilty Potential benefits are not proven Capital training and operational expenses would be high Other Considerations Improving the interconnects between the three master controllers and each of the intersections could allow the existing equipment to operate almost as efficiently as one Even the maximum cost of improving the interconnects which would increase reliability would be much less than a new system Cost of completely redoing the interconnects using underground hard wired connections could cost as much as ffo� $250 000 Complete replacement may not be necessary and other options exist The other options include continued use of the overhead interconnect leasing telephone lines or use of microwave technology Next Step None recommended Installation of Additional Signal Heads At some intersections in the corridor such as the Highway 99W/Hall Boulevard intersection traffic on the side streets gets a green indication first for one direction and then for another Operating in this independent manner southbound Hall Boulevard and northbound Hall Boulevard traffic have what is referred to as protected left turn movements Protected left turn movements refer to those where on-coming traffic is stopped by the traffic signal allowing the traffic turning left to make the turn without having to yield to the on coming through traffic At the Hall Boulevard intersection motorists on Hall Boulevard are not given a clear indication that on-coming traffic is stopped One possible solution is to add additional sections to the signal heads which show a green left turn arrow to depict the protected movement for the left turn Lack of familiarity with the area may cause some motorists to delay for several seconds before making a left turn because they assume on-coming traffic has also received a green ball indication Field observations during the peak hour did not show this to be a common occurrence Concern related to the installation of additional sections for signal heads has to do with cost and the structural adequacy of poles mast arms and related equipment Replacement of the signal heads installing the required signing and altering wiring to account for the change is estimated to cost approximately $4000 per intersection for two roadway Draft 8 28 95 Page 54 approaches New signal heads and signs are not always the only physical modifications needed at an intersection The additional weight of additional equipment may exceed the structural capabilities of the mast arm spanwire pole or foundation Costs of several thousand dollars per intersection can be encountered if existing poles mast arms and foundations also need to be upgraded to handle the weight Advantages Installation of signal heads indicating protected turning movements at intersections might produce a slight reduction in overall delay for those unfamiliar with the area Disadvantages Costs especially if structural modifications are necessary may be excessive relative to the benefit unless done as part of a project involving rebuilding the intersection or signal equipment Next Step None recommended INTERSECTION RECONFIGURATION AND RESTRIPING Each of the signalized intersections in the corridor was analyzed to determine whether or not the lane configuration was appropriate for existing traffic volumes and turning movements At a few locations the existing lane designations i itially appeared to be unusual A two lane approach for example usually consists of a left turn lane and a shared right or through lane In some cases in the Highway 99W corridor a two lane approach is divided into a right only lane paired with a shared through or left lane In each case the existing lane configuration was determined to be appropriate given the geometric constraints or traffic volumes Next Step None recommended PEDESTRIAN CROSSING CLOSURES As indicated in the discussion of existing traffic operations the impact of pedestrians on signal tuning can cause a deterioration in the vehicular level of service at intersections One location particularly impacted by pedestrians is the Highway 99W/Greenburg/Main Street intersection Close North Crosswalk at Greenburg/Main Intersection High volumes of peak hour turning traffic are present at this intersection during both the Draft 8 28 95 Page 55 AM and PM peak periods Right turns from Main Street to northbound Highway 99W and left turns from Greenburg to northbound Highway 99W result in many potential conflicts with pedestrians using the north crosswalk to cross the highway In addition the signal phasing is such that when pedestrians are present long delays are encountered by through traffic on Highway 99W Advantages Closure of the north crosswalk would reduce overall vehicular delays substantial increases in the intersection LOS would be realized by restricting pedestrian movements Cost of a crossing closure is negligible Disadvantages Closure of the north crosswalk which appears to be more frequently used than the UUUUUU south one would cause significant disruption of pedestrian movements Additional crossings of both Greenburg Road and Main Street by pedestrians may be necessary for them to get to their destinations Closure of pedestrian crossings does not contribute to a pedestrian friendly environment and may cause people to drive because of the additional inconvemence Enforcement may be a problem Other Considerations Since the Highway 99W/Greenberg/Hall intersection is not the weak link in the corridor in terms of vehicular capacity elimination of the pedestrian crosswalk will have cause reductions in velucular delay only at this intersection Vehicles tummg onto northbound Highway 99W would be the ones which benefit most from removal of pedestrians However since this vehicles are often delayed at the Hall Boulevard intersection reductions in delay may not be significant Next Step Decide on whether or not the crossing closure is desirable IMPROVED INTERSECTION SIGNING The rule of thumb used for signing is that each inch of letter height translates to readability from fifty feet away Thus four inch high letters used on standard street signing is legible from 200 feet away For motorists unfamiliar with the area who are attempting navigate by use of street signing this provides insufficient distance for them to make lane changes to safely make turns from the designated lane As indicated in the section on existing conditions advance signing of intersections is provided at only three intersections in both the northbound and southbound directions Draft 8 28 95 Page 56 Some Portland area agencies provide advance intersection signing on mayor roads for most signalized intersections The extent of motorist reliance on street signing in the corridor is unknown However field observations did reveal some abrupt lane changes in close proximity to intersections followed by turns Improved signing of cross streets might reduce these occurrences Additional Advance Intersection Signing One possibility is to place additional advance intersection signing along Highway 99W Examples from the City of Portland consist of an eighteen inch high sign blank Letters for the street name are eight inches high with NEXT SIGNAL in six inch letters beneath that The length of the sign blank is dependent upon the street name Signing is typically located ��UUU approximately 600 feet in advance of the intersection Advantages Provides increased warning to motorist unfamiliar with the area about cross streets May slightly improve safety and operations by reducing driver confusion Low cost ($100 to $300 per sign depending upon size and need for posts for mounting) Disadvantages May add to visual clutter along corridor Minimal measurable improvement in operations Next Step Consider installation of advance intersection signing Enhanced Intersection Signing Another option to inform motorists of the name of the cross street is the use of larger street signing at the intersection Mounting a sign with the name of the-cross street on the mast arm or signal poles may allow larger signs and larger lettering than the post mounted signs used currently at most intersections The McDonald/Gaarde intersection is one in the Highway 99W corridor where larger signs are used With new signal installations back lighted(internally illuminated electrical fixtures) signing is often used with six inch or eight inch lettering A less-expensive option is reflective signing using a diamond grade legend with a high intensity background Advantages Provides increased warning to motorist unfamiliar with the area about cross streets May slightly improve safety and operations by reducing driver confusion Moderate cost ($200 to $350 per sign for diamond grade signing depending upon Draft 8 28 95 Page 57 size and mounting $700 to $1000 per sign for back lighted fixtures for new installations retrofitting electrical equipment may be even more expensive) Disadvantages May add to visual clutter along corridor Minimal measurable unprovement in operations Internally illuminated fixtures will increase monthly utility costs Next Step Consider installing larger enhanced intersection signing ALTERNATIVE ROUTING OPTIONS Tigard as been described as a community with only one through street Some citizens have complained that you cannot go anywhere in the City without driving on Highway 99W While this is an exaggeration it is apparent that there are relatively few through streets in the community and that many trips entirely within Tigard do require travel on Highway 99W The Tigard Comprehensive Plan includes suggested collector and arterial streets Due to development activity such as that in the Bull Mountain area may preclude development of some of those envisioned in previous planning studies A southerly extension of SW 121st Avenue is one example which no longer seems practical due to new subdivisions Planning for an enhanced collector and arterial street network may be more appropriate in the context of Tigard s Transportation System Plan which is currently underway Development of a system which spreads the internal city traffic among collectors and minor arterial streets should be a priority One street seems to have some potential for reducing traffic volumes at key intersections in the corridor Pfaffle Street which runs east west between Highway 99W at 76th Avenue and Hall Boulevard might carry some traffic which otherwise uses Highway 99W Sign Pfaffle Street to Encourage Through Traffic One possibility is to use signing at four locations to encourage motorists to use Pfaffle Street The possible locations for signing are southbound Hall Boulevard north of Pfaffle southbound Highway 99W north of 75th Avenue northbound Dartmouth Street south of Highway 99W and northbound 78th Avenue south of Pfaffle Street Draft 8 28 95 Page 58 On Hall Boulevard a sign might read To Northbound Highway 99W Next Left On southbound Highway 99W the signing would direct traffic to Pfaffle with a sign which might read To Northbound Hall Boulevard Next Right At the third location on Dartmouth Street a sign might direct traffic straight across the intersection with Highway 99W with an arrow and a To Hall Boulevard legend Finally the traffic coming from Dartmouth Street and 78th Avenue would be directed left on Pfaffle Street with a sign reading To Northbound Hall Boulevard Next Left Advantages Excess capacity clearly exists on Pfaffle Street A slight decrease in traffic volumes might occur on Highway 99W and at the intersections of Highway 99W with the Highway 217 Ramps (two locations) and Hall Boulevard a Costs would be minimal($100 to $300 per sign depegdmg upon size and mounting) VU Disadvantages Would increase traffic on Pfaffle Street which is abutted by residential uses on the north side The intersection of Hall Boulevard and Pfaffle Street has restricted sight distance for westbound movements due to the location of the guard rail for the Hall Boulevard over Highway 217 Minimal measurable improvement in operations at the intersections of Highway 99W with the Highway 217 ramps and Hall Boulevard (The right turn movement from Highway 99W to northbound Hall Boulevard is not one of the critical movements which contributes to the poor level of service ) Increased cross traffic on Dartmouth Street 78th Avenue will increase delays on the Highway 99W The delays however would be expected to be slight Next Step Consider impacts of additional traffic on Pfaffle Street and add signing if appropriate OTHER DESTINATION SIGNING As indicated elsewhere one concern is that traffic in Tigard uses Highway 99W for many trips Destination signing at some nearby locations seems to encourage this tendency Revise Highway 217/Greenburg Road Interchange Signing On southbound Highway 217 destination signing for the Greenburg Road interchange indicates Greenburg Road and Metzger as destinations Downtown Tigard might be added to the sign or might replace the Metzger legend Draft 8 28 95 Page 59 Advantages Low cost especially if sign size were unchanged A slight decrease in traffic volumes might occur on the ramps from Highway 217 to Highway 99W and at the intersections of Highway 99W with Hall Boulevard Disadvantages Would increase traffic on Greenburg Road which is abutted by residential uses The intersection of Hall Boulevard and Pfaffle Street has restricted sight distance for westbound movements due to the location of the guard rail for the Hall Boulevard over Highway 217 Using Greenburg Road for access from Highway 217 does not provide a direct route to downtown Tigard or many locations along Highway 99W o�9oqo� Next Step None OTHER INTERSECTION SPECIFIC TSM SOLUTIONS As indicated elsewhere one other intersection suffering from a poor level of service during AM and PM peak periods is the Highway 99W/Durham Road intersection Highway 99W/Durham Road Intersection Some adjustment of signal tuning at this intersection may be appropriate however this is not predicted to cause a significant decrease in overall delay at the intersection With dual left turn lanes on both the north and east approaches the intersection is near maximum for an at grade intersection Intersection approaches roadway geometry and spacing with adjacent intersections have been appropriately designed No TSM solutions were identified for this intersection Next Step None recommended Draft 8 28 95 Page 60 VIII OTHER POTENTIAL SOLUTIONS TO IDENTIFIED PROBLEMS In some cases there is a fine line between transportation systems management (TSM) solutions and non TSM solutions Restriping an intersection to include a different lane configuration definitely falls into the TSM category Mayor intersection improvements which involve additional approach lanes are not TSM solutions However intersection channelization even if it includes minor adjustments of a curb may be considered TSM by some Some of the potential solutions discussed in this section for the Highway 99W/Hall Boulevard intersection fall into that gray area Others are clearly mayor capital projects The potential solutions discussed in this section help to show the level of improvement wwluch will cause a measurable change in the level of service at this key intersection MAJOR CONSTRUCTION AND GEOMETRIC SOLUTIONS AT HIGHWAY 99W/HALL BOULEVARD The provision of additional lanes remains the ultimate solution to accommodating additional traffic within a particular corridor The analysis conducted for the corridor continues to suggest that the Highway 99W/Hall Boulevard intersection is the weak link in the system Extremely high volumes of traffic are present and the intersection has been identified as operating in excess of its capacity during both the AM and PM peak periods Highway 99W/Hall Boulevard Intersection Reconstruction Most of the analysis conducted for this study was on corridor solutions but additional analysis was conducted focussed on the Highway 99W/Hall Boulevard as an isolated intersection A total of five configurations was tested using software based on the Highway Capacity Manual The five configurations are ■ the existing lanes ■ the existing configuration plus a right turn lane for southbound Hall Boulevard ■ the existing configuration plus an additional through lane on northbound Highway 99W ■ the existing configuration with both a right turn lane for southbound Hall Boulevard and an additional through lane on northbound Highway 99W and ■ a redesigned intersection with seven lanes on Highway 99W and five lanes on Hall Boulevard This would provide for three through lanes and a left turn lane on Highway 99W in both directions and for two through lanes and a left turn lane on each approach for Hall Boulevard Draft 8 28 95 Page 61 Table 13 summarizes the volume/capacity (V/C) ratio and the forecast level of service for each configuration using existing AM and PM peak traffic volumes Retain Existinp, Configuration ation Advantages No capital cost Disadvantages Continued poor level of service with long delays for all modes of traffic Potential air pollution problems resulting from congestion Potential for additional traffic diversion to alternate routes � Add Right Turn Lane for Southbound Hall This improvement described as the Minimum Hall Boulevard Widening Concept is shown in Figure 8 It consists of the addition of a right turn only lane for southbound Hall Boulevard Advantages Improves the LOS during both the AM and PM peak periods Less costly than most other construction alternatives Impacts only parcels on the north side of Highway 99W and west of Hall Boulevard Disadvantages Level of service still falls below normally accepted standards Requires right of way acquisition (from Safeway parcel) Requires traffic signal controller relocation and pole/mast arm replacement Provides little if any capacity for future traffic volume increases Highly dependent on right of way acquisition (and damages) and utility relocation costs Perhaps between $100 000 and $200 000 Add Additional Northbound Through Lane on Highway 99W This improvement described as the Minimum 99W Widening Concept is shown in Figure 9 It consists of converting the substandard nine foot wide right turn only lane into a standard width right or through lane Widening along the east side of Highway 99W from south of Hall Boulevard to north of Garden Place would be required Advantages Improves the LOS during the AM peak periods Less costly than some other construction alternatives Impacts only parcels on the east side of Highway 99W Draft 8 28 95 Page 62 Disadvantages Level of service still falls below normally accepted standards during the PM peak period Requires right of way acquisition from several parcels and might require complete acquisition of some Requires traffic signal pole/mast arm replacement Provides little if any capacity for future traffic volume increases Highly dependent on right of way acquisition(and damages) costs Perhaps between $300 000 and $400 000 Add Right Turn Lane for Southbound Hall and an Additional Northbound Through Lane on Highway 99W ��UUU Tlus improvement described as the Intermediate Intersection Widening Concept is shown in Figure 10 It includes both lane additions described in the previous concepts Advantages Improves the LOS during both the AM and PM peak periods Less costly than a complete intersection rebuild Disadvantages Requires right of way acquisition from several parcels and might require complete acquisition of some Requires traffic signal pole/mast arm replacement Provides only limited capacity for future traffic volume increases Highly dependent on right of way acquisition(and damages)costs Perhaps between $400 000 and $600 000 Reconstruct the Highway 99W/Hall Boulevard Intersection as a Major Widening A major widening project would consist of a redesigned intersection with seven lanes on Highway 99W and five lanes on Hall Boulevard This would provide for three through lanes and a left turn lane on Highway 99W in both directions and for two through lanes and a left turn lane on each approach for Hall Boulevard This concept is illustrated in Figure 11 Advantages Improves the LOS during both the AM and PM peak periods Provides some capacity for future traffic volume increases Disadvantages Requires right of way acquisition from several parcels and might require complete acquisition of some Draft 8 28 95 Page 63 Requires substantial right of way acquisition along both Highway 99W and Hall Boulevard in both directions Requires traffic signal controller relocation and multiple pole/mast arm replacement Highly dependent on right of way acquisition(and damages)costs Total costs could exceed $1 million ��UUU Draft 8 28 95 Page 64 9 UUU CJ ' I�OHWiX 99W & RALL"`'BMLEVARD TNTFRS§17 € < 3' 01unwcapadty Uud o-vof W uuuuiy for ' aus vx� �u uus AM Peak PM Peak Concept Configuration V/C LOS V/C LOS Existing Existing 102 F 103 F Minimum Hall Existing plus a Boulevard new right turn lane Widening for southbound 096 F 094 E Hall Blvd Minimum Existing plus a Highway 99W third northbound 087 D 103 F Widening thru lane for Highway 99W Intermediate Existing plus both 080 D 094 D Intersection of the above Widening options Mayor New Intersection Intersection with 5 lanes for Widerung Hall Blvd and 7 077 C 088 D lanes for Highway 99W (total for two directions) NEW PARK 217 RAMP ACCESS A proposal was made a few years ago to provide direct access from the southbound on ramp for Highway 217 to Park 217 and Smith s Home Furnishings The basic alternative presented consisted of a frontage road which would diverge from the existing southbound on ramp at a point about 250 to 300 feet south of the existing Highway 99W/southbound ramp intersection This proposal received considerable attention and much correspondence is available to document the attributes and analysis Advantages Traffic volumes at the Highway 99W/Hall Boulevard particularly the left turns from n Highway 99W to southbound Hall Boulevard would be reduced UU11111111 Access to the Park 217 commercial area would be enhanced Disadvantages Serious safety concerns have been raised with respect to the location of the diverge point introduction of a non standard ramp configuration possible interference with ramp metering and configuration that does not meet current dnver expectations The proposal would increase left turn volumes from southbound Highway 99W to the southbound Highway 217 on ramp The proposal could limit widening options for Highway 217 ODOT which has junsdiction over Highway 99W and Highway 217 is opposed to the proposal Other Considerations The introduction of the frontage road on the ramp would likely increase accidents but might function acceptably in some circumstances A frontage road which led to a park and ride lot for example might work better than one leading to a retail site since motorists destined for a park and ride lot are daily users accustomed to the maneuvers demanded by this proposal Using this ramp/frontage road configuration for access to retail stores introduces a different variety of users many of whom would be unfamiliar with the roadway environment Next Step None The conservative approach is clearly one which recommends against the addition of an frontage road or access point on the ramp Draft 8 28 95 Page 66 APPENDIX A Level of Service Description for a Signalized Intersection Level of Service Description A Operations with very low delay less than 5 seconds per vehicle occurs when most vehicles arrive during green phase with most stopping at all short cycle lengths may contribute to low delay B Operations with delay from 5 1 to 15 seconds per vehicle occurs with good progression and/or short cycle lengths more vehicles stop than with level of service (LOS) A C Operations with delay from 15 1 to 25 seconds per vehicle occurs with fair progression and/or longer cycle lengths individual cycle failures may begin to appear at this level the number of vehicles stopping is significant at this level although many vehicles still pass through the intersection without stopping D Operations with delay from 25 1 to 40 seconds per velucle at this LOS the influence of congestion becomes more noticeable longer delays result from a combination of unfavorable progression long cycle lengths or high volume/capacity (v/c) ratios many vehicles stop and the proportion of vehicles not stopping declines individual cycle failures are noticeable E Operations with a delay of 40 1 to 60 seconds per vehicle upper lunit reflects capacity of intersection high delay indicates poor progression long cycle lengths and high v/c ratios individual cycle failures are frequent F Operations with delay in excess of 60 seconds per vehicle condition occurs from oversaturation when arrival flow rates exceed capacity of the intersection may also occur with high v/c ratios less than 1 0 with many individual cycle failures poor progression and long cycle lengths may also contribute to high delay Source 1985 Highway Capacity Manual p 9-4 and 9 5 Al IM 1991 OREGON HIGHWAY PLAN 0 TABLE 1 HIGHWAY ACCESS MANAGEMENT CATEGORIES Category 1 f where financial and social costs of attaining full access control would substantially exceed benefits These highway segments provide for efficient This category includes some of the statewide and safe high speed and high volume traffic facilities movements on interstate interregional intercity and some intracity routes in the Category 4 largest urbanized areas The segments do not provide direct land access Access control and These highway segments provide for efficient other methods will be used on nearby cross and safe medium to high speed and medium to streets in the area of interchanges to protect the high volume traffic movements on higher operation of those interchanges This category function interregional and intercity highway will apply to all interstate highways and other segments They also may carry significant highways that function like freeways volumes of longer distance intracity trips They are appropriate for routes passing through areas Category 2 which have moderate dependence on the highway to serve land access and where the These highway segments provide for efficient and financial and social costs of attaining full access safe high speed and high volume traffic control would substantially exceed benefits movements on interstate interregional intercity This category includes a small part of the state and longer distance intracity routes They should wide facilities and most regional facilities not provide direct land access This category is distinguished by highly controlled connections Category 5 and medians Traffic signals should be avoided and where they must be installed their effect on These highway segments provide for efficient and mainline traffic flow should be minimized Grade safe medium speed and medium to high volume separations should be considered for high volume traffic movements on intercity intracity and inter cross streets or other cases where signals are not community routes There is a reasonable balance appropriate Some category 2 facilities may be between direct access and mobility needs within this developed into category 1 facilities over time category This category includes many of the statewide facilities Category 6 Category 3 These highway segments provide for efficient and safe slower to medium speed and low to high These highway segments provide for efficient and volume traffic movements on intracity and inter safe medium to high speed and medium to high community routes This category will be assigned volume traffic movements on interregional intercity only where there is little value in providing for high and longer distance intracity routes The segments speed travel Providing for reasonable and safe are appropriate for areas which have some access to abutting property is a major purpose of this dependence on the highway to serve land access and access category Is B1 M 1991 OREGON HIGHWAY PLAN 18 ACCESS MANAGEMENT CLASSIFICATION SYSTEM Intersection Access Urban/ Public Road Private Drive(3) Signal Median Category Treatment LOI(1) Rural T 2 Spacing Type Spacing Spacing(4 Control 1 Full Control Interstate/ U Interchange 2-3 Mi None NA None Full (Freeway) Statewide R Interchange "Mi None NA None Full 2 Full Control Statewide U At gradefintch 1/2 2 Mi None NA 1/2 2 Mi Full (Expressway) R At grade/Intch 1 5M1 None NA None 5 Full 3 Umded Control Statewide U At grade/Intch 1/2 1 Mi Rt Tums 800 1/2 1 Mi Partial (Expressway) R At grade/Intch 1-3 Mi Rt Tums 1200 None Partial(6) 4 Umded Control Statewide/ U At gradefintch 1/4 Mi I-1JRL Tums 500 1/2 Mi Parhal/None Regional R At grade/Intch 1 Mi Lt./Rt.Tums 12W None Parbal/None(7) 5 Partial Control Regional/ U At grade 1/4 Mi Lt./Rt.Tums 300 1/4 Mi None District R At grade 1/2 Mi Lt./Rt.Tums 500 1/2 Mi None 6 Partial Contra I District U At grade 500 Lt./Rt.Tums 150 1/4 Mi None R At grade 1/4 Mi Lt/Rt Tums 300 1/2 Mi None Notes 1) The Level of Importance (LOI) to those shown to optimize capacity and which the Access Category will gener safety ally correspond In cases where the access category is higher than the 4) Generally signals should be spaced to Level of Importance calls for existing minimize delay and disruptions to levels of access control will not be through traffic Signals may be spaced reduced at intervals closer than those shown to optimize capacity and safety 2) The basic intersection design options are as listed Special treatments may 5) In some instances signals may need to be considered in other than category be installed Prior to deciding on a 1 These include partial interchanges signal other alternatives should be lughandles etc The decision on examined The design should minimize design should be based on function of the effect of the signal on through the highway traffic engineering cost traffic by establishing spacing to effectiveness and need to protect the optimize progression Long range highway Interchanges must conform plans for the facility should be to the interchange policy directed at ways to eliminate the need for the signal in the future 3) Generally no signals will be allowed at private access points on statewide 6) Partial median control will allow some and regional highways If warrants are well-defined and channelized breaks in met alternatives to signals should be the physical median barrier These can be investigated including median allowed between intersections if no dete closing Spacing between private noration of highway operation will result access points is to be determined by acceleration needs to achieve 70 7) Use of physical median barrier can be percent of facility operating speed interspersed with segments of Allowed moves and spacing requir continuous left tum lane or if demand ments may be more restrictive than is light no median at all l� B2 APPENDIX C This appendix provides a response to concerns expressed by the public during the early part of the study process Public comments and suggestions are printed in italics Responses are in regular type face 72nd at 99W dual left on to 72nd Avenue and remove right turn lane into Fred Meyer This intersection has been extensively redesigned and rebuilt during the last year It does now include dual left turn lanes from southbound Highway 99W to 72nd Avenue Present ��UUU traffic volumes during the PM peak penod are not really high enough to require the dual UUU left turn lanes but the provision of the lanes provides additional capacity at this location for increases in traffic The presence of a right turn lane allows traffic making a turn to move from the through lane and decelerate in the turn lane allowing the through traffic to continue at the normal operating speed of the roadway Right turn lanes increase the capacity of a roadway and usually reduce the number of rear end accidents On the negative side they require additional right of way width and increase the curb to curb width which increases pedestrian crossing times Signal at Tigard Cinema should be removed The cross street traffic volumes during many times of the day are low at this intersection in comparison to other signalized intersections in the Highway 99W corridor However at certain tunes of the day traffic volumes to and from the theater are very high Extremely long delays for entering and exiting traffic would occur without this signal The Tigard Cinema signal is located relatively close to both the 78th Avenue and 72nd Avenue signals Generally fewer signals result in improved traffic flow on the Highway itself However during the AM and PM peak periods the signal appears to cause little delay for the mayor corridor movements As an actuated signal which responds to the presence of traffic on the cross street it interrupts traffic on Highway 99W only when traffic is present on the cross street For example during the AM peak penods traffic to and from the cinema are so low that this rarely occurs Thus the anticipated benefit of signal removal would be very slight during these critical periods Northbound at 72nd Avenue dual left hand turn at beginning and end of signal Signal phasing at the 72nd Avenue/Highway 99W intersection is rather complicated The signal phasing does make use of a lagging left phase for northbound Highway 99W traffic A lagging left phase provides for a left turn arrow for one direction to show after C1 the phase which allows through traffic in both directions Thus the left turn traffic does not conflict with on coming through traffic On the other hand a leading left phase provides for the left turn phase in advance of the phase which permits on coming through movements Both leading left and lagging left phases are used at intersections along Highway 99W The selection of which one is appropriate depends upon a variety of factors including the traffic volumes the ability to provide for uninterrupted movements of through traffic along the Highway and spacing of signals After motorists travel patterns stabilize following the reconstruction of the 72nd Avenue intersection further analysis of signal operations may be worthwhile Although the tuning plans were changed following the reconstruction a new analysis could lead to different UUU signal tuning plans and phasing than are presently used in this portion of the corridor Northbound 99W bus turn outs Bus turn outs are commonly used in other parts of the country and provide the opportunity for buses to vacate through travel lanes while passengers board and deboard A bus which blocks a through lane decreases the ability of the highway to carry through traffic A bus disrupts traffic flow only when it needs to stop for passengers to board or deboard and when such stops do not coincide with a red indication for the traffic signal Only four northbound buses operate on Highway 99W during the AM peak hour This number of buses stopping in the travel lanes probably does not result in much disruption of through traffic The perception of the traffic impact is likely greater than the actual impact on traffic flow One disadvantage of bus turn outs cited by bus operators is that on high volume roadways motorists are too often unwilling to give way to the bus as it tries to rejoin the traffic flow When flus occurs bus turn outs result in transit riders being penalized through additional delay Changes in state law to require motorists to yield to buses rejoining the traffic stream and enforcement might resolve the objections of transit operators to bus turn outs Additional factors which must be taken into consideration are the added right of way requirements and construction costs associated with bus turn outs Because of these impacts bus turn outs need to be considered individually Southbound Highway 99W at Greenburg Road left turn off ramp This may be a reference to an idea raised in the past which provided an alternate to the current left turn lane from southbound 99W to Main Street The concept proposed some years ago eliminated this left turn but provided access to Main Street with a right-exit ramp C2 from southbound Highway 99W and new road beneath Highway 99W adjacent to the railroad tracks to Main Street Eliminating southbound left turns from Highway 99W to Main Street would have some benefit for the operation of the Highway 99W/Greenburg Road/Main Street intersection A greater benefit would be achieved if northbound Highway 99W left turns could be eliminated too Unfortunately a one way ramp concept does not allow both turns to be eliminated from the intersection A ramp such as the one described would be rather expensive and would require substantial right of way acquisition and relocation of businesses n� Durham Road across Highway 99W increase crossing time ��UUU The Durham Road/Highway 99W intersection is operating at or near capacity during both the AM and PM peak periods Little remams which can be done to improve the overall delay at this intersection Dual left turn lanes are provided for both the southbound Highway 99W traffic and for the westbound Durham Road traffic Direct access to both roads is restricted and the distance to adjacent signals is appropriate No improvements have been identified which can significantly improve the operation of the intersection Our analysis indicates the overall delay at this intersection could be decreased during the AM peak period by increasing the cycle length In addition we concur with the suggestion that signal phasing be changed to slightly increase the maximum length of the left turn phase for westbound Durham Road A comparable reduction in the amount of time available for through movements on Highway 99W would be required Southbound Highway 99W left turn phase at Durham Road left turn phase is too short This suggestion conflicts with the preceding one and is a good example of the problem faced by traffic engineers the total amount of time must be divided among all phases at a signalized intersection Time given to one phase must be subtracted from another Generally competing movements are balanced so the total delays of traffic at an intersection are minimized Consideration must also be given to the impact on traffic at adjacent intersections The analysis performed in connection with this study does not mdicate the overall performance of the intersection would be improved by lengthening the left turn phase for southbound Highway 99W traffic to Durham Road There will continue to be occasions when the left turn volumes are high enough that not all vehicles waiting for this movement will clear the intersection on a single cycle Northbound Highway 99W left turn phase at Royalty Parkway left turn phase is too short Traffic volumes seeking to make this left turn are relatively low even during the PM peak C3 hour There may be occasions when the number of vehicles seeking to make this left turn exceeds the tune allotted to this phase However our analysis indicates overall delays at this intersection might be reduced if the duration of this phase is decreased rather than increased as suggested Signal tuning remains a balancing act in which the traffic engineer seeks to maximize the efficiency of traffic operations in the entire corridor As traffic volumes increase this becomes increasingly difficult King City past McDonald Street signals should interconnect The eleven signals on Highway 99W from Fischer Road to SW Johnson Street/Mam Street �� are interconnected The south signal system operates as a unit and tuning at each signal TUU relates to the adjacent ones As indicated in some of the previous responses trade offs are involved when seeking to maximize the operations of the signals at individual intersections A balance must be struck when coordinating the signals which make up a signal system The difficulties increase when traffic volumes on the cross streets vary widely For example Durham Road traffic volumes especially left turn volumes are higher than those at other mtersections Non umform spacing of signals also contributes to the difficulty of maxunizmg signal tuning Makmg provisions for pedestrians to cross the highway is a further constraint To benefit traffic to the extent possible different tuning plans operate during different portions of the day The tuning plan used m the AM peak for example favors northbound traffic flow while the tuning plan for the PM peak favors southbound traffic on Highway 99W Off peak tuning plans based on traffic volumes observed during other tunes of the day are also used Although the signals are interconnected some improvement in performance may be realized by developing new tuning plans taking recent traffic volumes into account One must keep in mind however that trade offs are involved because of all the factors mentioned Light at Canterbury Lane reveals observation of two lights at once and is confusing In the southbound direction on Highway 99W one can see the Bull Mountain signals m the distance as one approaches Canterbury Lane The intersections are separated by more than 800 feet a much greater distance than that found between adjacent signalized intersections in many urban locations Approaching Canterbury Lane in the northbound direction one can see the McDonald Street/Gaarde Street signals in the distance These intersections are separated by about 1000 feet C4 Given the distance between the intersections the potential for confusion seems rather minor Separations of 400 feet between adjacent signalized intersections are rather common in built up areas One possible solution is the replacement of standard signal heads with optically programmed signal heads Optically programmed signal heads are optically masked to limit the area from which the signal can be viewed rather than the wider field of view provided by standard signal heads Optically programmed heads are sometimes used in locations where multiple signal heads with conflicting indications really do cause confusion Cost of converting from conventional to optically programmed signal heads is estimated to cost approximately $1000 per three section signal head Typically two signal heads are used for each approach Thus an expenditure of$2000 would cover the cost for the change at each of the two intersections (Bull Mountain Road and McDonald Street/Gaarde Street) What about protected/permissive phasing at more intersections Protected left turn movements refer to those where on coming traffic is stopped by the traffic signal allowing the traffic turning left to make the turn without having to yield to the on-coming through traffic Permissive left turns refer to situations where on-coming traffic is not stopped left turns are permitted but motorists must yield to on-coming through traffic Protected/permissive refers to situations where both conditions occur That is a signal phase is provided during which the left turn movement is permitted (if gaps occur in the on coming traffic) followed by a subsequent portion of the cycle during which on coming through traffic is stopped and left turns are protected Protected/permissive left turns have been introduced in Oregon fairly recently but have been in use for several years in other states The protected/permissive movement does decrease delays for those seeking to make left turns during tunes when on coming traffic has sufficient gaps During periods when the roadway is congested the permissive portion may not contribute to a motorist s ability to make a turn The principal concern with regard to protected/permissive movements is that of safety Confusion sometimes occurs because motorists do not recognize a change-over from the protected to the permissive movement during successive phases Motorists may mistakenly believe a left turn is protected when in fact it has changed to a permissive movement A second concern with protected/permissive movements is the need to upgrade signal equipment The signal head used for a protected/permissive left turn movement consists of five sections a red ball an yellow ball a green ball an yellow arrow and a green arrow In addition a sign indicates left turn must yield on green ball This is more equipment than used for other movements A three section signal head (red ball yellow ball and green ball) is used for permissive only movements A different three section signal head with a red ball yellow ball and green arrow is used for turn lanes when protected left turn movements are part of the signal phasing plan C5 Typically the protected/permissive movements are allowed on the main roadway but not on the cross streets Replacement of the signal heads installing the required signing and altering wiring to account for the change is estimated to cost approximately $4000 per intersection for the two main roadway approaches New signal heads and signs are not always the only physical modifications needed at an intersection The additional weight of the five section head and may exceed the structural capabilities of the mast arm spanwire pole or foundation Costs of several thousand dollars per intersection can be encountered if existing poles mast arms and foundations also need to be upgraded to handle the weight of the new signal heads and signs Use of protected/permissive movements at intersections might produce a slight reduction in overall delay during off peak hours but would likely produce little improvement during the AM and PM peak periods ao U Right turn for northbound Hall Boulevard conflicts with left turn for southbound Hall Boulevard traffic r In fact there really should be no conflict between these two traffic movements at the Highway 99W/Hall Boulevard intersection The north and south approaches operate in a split phase mode during the peak hours This means that the north and south approaches get green indications at separate tunes The permitted right turn on red for northbound Hall Boulevard traffic could conflict with southbound left turn traffic if either vehicle fails to turn into its prescribed lane The median curb for Highway 99W and the stop bar for southbound Highway 99W traffic has been moved back (toward the north) to ease the radius for the left turn vehicles from southbound Hall Boulevard to northbound Highway 99W However the skewed intersection (not 90 degrees) makes it more difficult for vehicles making the left turn from southbound Hall Boulevard to northbound Highway 99W to negotiate the turn properly Geometric improvements including the possible addition of a third northbound lane on Highway 99W at this intersection might make turning movements easier Some design possibilities to be considered at the intersection include channelization for the right turn movement for northbound Hall Boulevard traffic Construction and right of way costs will be considerations with any mayor widening project Signalization changes at this intersection might include allowing right turns from northbound Hall Boulevard to northbound Highway 99W during the phase when left turns from southbound Highway 99W to southbound Hall Boulevard are permitted This would require an additional signal head and related equipment Since the traffic benefits would likely be small this expense might best be delayed until a mayor intersection reconstruction is done Northbound on Pacific Highway at Greenburg Road the left turn lane is confusing C6 The left turn lane on Highway 99W at Greenburg Road is very similar to the left turn lane at most other intersections along the corridor No abnormalities which should make this more confusing than other locations were apparent during field visits to the site The signal for the left turn lane is located in direct line with the turn lane Northbound on Barbur Boulevard/Pacific Highway at 15 sign for 15 is not clearly indicated The principal sign for 15 is an overhead sign of substantial size located near 64th Avenue In addition an advance sign is provided dust north of 69th Avenue A site visit and review of ODOT photo logs of the corridor did not indicate any deficiencies relative to usual n� signing practices or the need for further signing C �90U Southbound on Highway 99W stacking traffic turning at Fantasy Video and Buster s conflict This portion of Highway 99W has a continuous two way center left turn lane One of the problems with this type of treatment in the center of a mayor roadway is that traffic destined for adjacent businesses can occasionally conflict This is one of the reasons why it is preferable to have business entrances directly across from each other It is also preferred that the number of driveways between adjacent intersections be minimized Field checks did not reveal this location to be one where the number of conflicts was particularly high Only a few accidents have been reported at this location during the last three years Don t allow U turns at Gaarde Street in front of Elmer s Restaurant State law does not permit U turns at signalized intersections unless specifically permitted No signing is currently provided to indicate U turns are permitted at the McDonald Street/Gaarde Street intersection Thus any U turns now being made at this intersection appear to be illegal A specific prohibition against U turns at this intersection is unnecessary Lights at Canterbury/McDonald are confusing This comment may be similar to the one discussed above which referred to the possibility of motorists seeing signals at both intersections at the same time Main Street/Greenburg Road present difficultly to make a right turn onto 99W from Main Street due to poor sight distance Sight distance is limited for Main Street traffic due to vegetation and the location of signal poles and equipment An additional factor is the geometry of the intersection since Main C7 Street turns sharply a short distance from Highway 99W Since it is a signalized intersection site distance should be a significant concern for only for those motorists seeking to make a right turn on red The right turns from Main Street onto Highway 99W northbound appear to have sufficient time allotted during the signal cycle to accommodate these movements without regard to the limited sight distance It appears sight distance could only be significantly unproved by a mayor redesign of the intersection Right of way and construction costs would make this an expensive project Garrett Street has cars backed up to the Family Medical Center driveway The Garrets Street signal is actually a pedestrian signal traffic on Garrett Street is governed by the STOP sign The Family Medical Center s northern access to Garrett Street is far too close to Highway 99W A single northbound car on Garrett Street waiting at the STOP sign takes the storage space between the Highway and the Medical Center s north driveway Fortunately Garrett Street is not a through street and turns onto Garrett Street are very low Any traffic problems which may occur due to this spacing do not appear to impact operations on Highway 99W itself Only three accidents have been reported on Highway 99W at Garrett Street during the last three years It is unclear whether the spacing of driveways on Garrett Street could have contributed to any of these accidents One possible solution to the problem would be the closure of the northern driveway from the Family Medical Center to Garrett Street Expense would be minimal but increased circulation within the Medical Center s parking lot might not be desirable The problem does not appear to warrant a change in current conditions It does serve as an example of poor driveway spacing a practice to be avoided Pacific Highway/Texaco/Highway 217 turning conflicts The Texaco service station is located on the south side of Highway 99W between Garden Place and the signalized intersection with the southbound Highway 217 ramps As indicated in the main body of this report this section of Highway 99W is characterized by a high number of accidents Both rear end and turning accidents have occurred in significant numbers during the last three years in this vicinity A total of 15 accidents have involved left turns from southbound Highway 99W The close spacing of intersections and driveways makes it impossible to judge from accident summaries exactly what the destinations were for velucles involved in turning accidents It is likely that the Texaco station was the intended destination for some turning vehicles involved in accidents The main body of this report suggests alternative median treatments of Highway 99W between Highway 217 and Hall Boulevard which would preclude left turns from or onto the C8 Highway Safeway Store dnveway at Hall Boulevard dangerous turns The Safeway store at the northwest corner of Highway 99W and Hall Boulevard has two driveways providing access to Hall Boulevard and one for Highway 99W The driveway to Highway 99W is restricted to right turns into the stores and right turns leaving due to the presence of a barrier median on Highway 99W The two Hall Boulevard driveways allow either left or right turns entering and exiting Traffic volumes are extremely high on both streets and sight distances are limited During some hours turns are difficult to make due to the traffic volumes and conflicts Southbound Hall Boulevard traffic waiting for the signal at Highway 99W sometimes blocks the southerly Hall Boulevard driveway making it unusable for northbound traffic seeking to make a left turn into the Safeway complex Motorists seem to take this in stride and proceed to the northerly driveway which is less frequently blocked Accident summaries indicate only a few accidents on Highway 99W at the Safeway driveway However because of the close spacing of intersections and driveways it is difficult to determine which may have been directly attributable to use of the Safeway driveway A mayor redesign of the Highway 99W/Hall Boulevard intersection would likely alter the driveway locations and could result in closure of one of the Hall Boulevard driveways Other options which might be considered during the design process include installation of a barrier median on Hall Boulevard or the designation of driveways for right in right out turning movements The driveways appear to be places where extra caution is needed but do not appear to be particularly dangerous C9 Q 9 SW FISCHER RD 0 1000 2000 3000 FEET SW SW BEEF H ��2 SW ROYALTY PKWY SW BULL LL MTN RD v UIvIIvI VW AM AN ASSOCIAMINr FIRE STATION SW GAARDE S1 f SW DURHAM RD OW PARK ST SW CANTERBURY LN - SW WALNUT ST i SW MCONALD ST SW JOHNSON ST / SW GARETT ST / TIGARD MARKET PLACE CENTER: / 1 SW GREENBURG RD SW MAIN ST / SW HALL BLVD / `r SW 78TH AVE DARTMOUTH ST SW 72ND AVE SW 69TH AVE 1 � TIGARD THEATRE ' SW 64TH AVE FIGURE 1 VICINITY MAP i LEGEND 1625 AM PEAK HOUR VOLUME (1250) PM PEAK HOUR VOLUME 0 400 800 1200 FEET r✓O i y 1�1y1 0 —D2 a�%roo� '��`�so N SW 72ND AVE VM 9VAM M ASSW TK IN y!13ypl�60�i�awOJ ��✓Os �/ gy w3 a �p�o��n0 yy�� SW 78TH AVE, j� 1 ss J 0 1�bby moo' to let 0s \ s s SW 64TH A V E ✓ O g I\I O\ l0�yl ✓s � \ � l��pl 10 � �`�s✓a \ \ ✓ocS� ��gZy°l � SW 69TH AVE SW GREENBURG RD f� ✓s �y 1, 5� 1 THEATRE 00 WOO In cTO� \ SW JOHNSON ST �9�6p1`�`' `r`g°� \ �hhk gg°, \ 3SW HALL BLVD \ I! `FIGURE 2A J-N ,CURRENT TRAFFIC 9w �ti000 'VOLUMES ' ° I LEGENDSW WALNUT ST `ti`s°tih� 1625 AM PEAK HOUR VOLUME (1250) PM PEAK HOUR VOLUME 12, ��i� tio 0 250 500 750 FEET O TaOlr° �O ECD V � 1 o r�rssJ ,h ohs of ,� A, ��,a X02`' J J0 � S00 r�S hN 43 SW PARK ST f rSJ ° �oJ I 3 �f o rs�SJ °3 / rSJ ew e ' �� `ti ao N a h° `•, A 3k SW GARETT ST r0 JS rSJ0\�� t'S°rrlc' rl} SJ SJ `�~hti N463, O TIGARD MARKET PLACE CENTER 1hOh, SW GAARDE ST p 'j 9W MCDONALD ST Joy0 r�SOSOJ h, °h°°, h ° ti° s r �l 3sJ FIGURE 213 CURRENT TRAFFIC VOLUMES; SW CANTERBURY LN LEGEND 1625 AM PEAK HOUR VOLUME o �~ (1250) PM PEAK HOUR VOLUME ti�a0 0 400 800 1200 I �y0 A FEET � ao�SW BULL MTN RD ------- " �� 4P N� vm AM AN ASSMAM ENC `1t` 01 tib (280),200 SW BEEF BEND RD *s 0p 43 C,30co ti (4�IS S i b� SW ROYALTY PKWY 40 40 Qisj Jo 1,200) �C rgojzoS� ;' (44-Al---------------SW DURHAM RD b m o00 o� o « wa) CQ- 00 m� J10 SW FISCHER RD' R (120) 185-� I (90) 175 FIGURE 2C FIRE STATION oo CURRENT TRAFFIC v~ VOLUMES 0 40 80 120 4 # 217S OFF-RAMP FEET §)(:§UUU h ANS AN SBOQAM IN �v EXISTING 100 BARRIER 217S ON-RAMP 40 FIGURE 3 o EXISTING CONDITIONS Q 0 40 80 120 217S OFF-RAMP FEET §X§UUU \ vi AM AN MOMTMIN ��3 Z� NO LEFT TURN MOVEMENTS RESTRICTED i TO RIGHT TURN ONLY \ i' 217S ON-RAMP MOVEMENTS RESTRICTED i TO RIGHT TURN ONLY i NO LEFT TURN ' � Q i CONTINUOUS BARRIER PREVENTS ALL LEFT TURN MOVEMENTS � C co r FIGURE 4 o OPTION 1 CONTINUOUS BARRIER FRO4 HALL BLVD TO 217 RAMP TERMINALS 0 40 80 120 217S OFF-RAMP { FEET o � ' UUU I vi ANANWOMTKI -yz- NO LEFT TURN MOVEMENTS RESTRICTED i%moi TO RIGHT TURN ONLY i i 217S ON-RAMP i \ MOVEMENTS RESTRICTED TO RIGHT TURN ONI Y i NO LEFT TURN �)3 / EXISTING 100 BARRIER 40, C) CID r FIGURE 5 o OPTION 2 PAINTED MEDIAN FROM HALL BLVD TO 217 RAMP TERMINALS 0 40 80 120 � 217S OFF-RAMP FEET §)�Ro s vi AN AN AMAXIATIMIN LEFT TURN ONLY 5 MOVEMENTS RESTRICTED TO RIGHT TURN ONLY PROPOSED BARRIER ALLOWS s LEFT TURN ONLY FOR WESTBOUND TRAFFIC / 217S ON-RAMP MOVEMENTS RESTRICTED TO RIGHT TURN ONLY NO LEFT TURN Q EXISTING 100 BARRIER I- FIGURE 6 o OPTION 3 BARRIER PROVIDING LEFT TURN ONLY FOR SOUTHBOUND TRAFFIC Y Q 0 40 80 120 217S OFF-RAMP FEET §)E000 vi AN AN MWUMIN SIGNING FOR PEAK HOUR Z� TURN RESTRICTION i EXISTING 100 BARRIER i f i r 217S ON-RAMP SIGNING FOR PEAK HOUR TURN RESTRICTION SIGNING FOR PEAK HOUR y TURN RESTRICTION c n v`► t MOUNTED ON SPANWIRE (ACTIVE OR PASSIVE) FIGURE 7 °D OPTION 4 o PEAK PERIOD TURN RESTRICTION AT 99W / GARDEN PLACE / WARNER AVE INTERSECTION i 0 40 80 120 217S OFF -RAMP FEET §)9000 AN AN ��W WIDEN ROADWAY BY APPROX 4 �� I RELOCATE CURB AND SIDEWALK 7Z LEFT AND THRU LANES EXISTING 100 BARRIER SHIFTED EAST AND RESTRIPED FOR 3 LANE APPROACH ADD RIGHT ONLY TURN LANE RELOCATE SIGNAL AND UTILITY POLES i i ' ! 217S ON- RAMP d i' i i i 7 FIGURE 8 k MINIMUM HALL BLVD WIDENING CONCEPT 0 40 80 120 217S OFF -RAMP FEE §)(:§RO vi SSOM,RS.IN / EXISTING 100 BARRIER i 0 RETAIN RIGHT ONLY TURN LANE 217S ON-RAMP WIDEN ROADWAY BY APPROX 4 TO PROVIDE j STANDARD LANE WIDTH �)3 / WIDEN BY APPROX 4 AND RESTRIPE FOR THREE NORTHBOUND LANES / THRU RIGHT LANE REPLACES RIGHT ONLY LANE C FIGURE 9 MINIMUM 99W WIDENING CONCEPT FOR HALL BLVD INTERSECTION a � I 0 40 80 120 217S OFF -RAMP FEET §)@UUU VI ANS AN ASSOQAMEN WIDEN ROADWAY BY APPROX 4 RELOCATE CURB AND SIDEWALK / LEFT AND THRU LANES rp EXISTING 100 BARRIER SHIFTED EAST AND RESTRIPED FOR 3 LANE APPROACH ADD RIGHT ONLY TURN LANE RETAIN RIGHT ONLY URN LANE RELOCATE SIGNAL AND UTILITY POLES / /i \ 217S ON-RAMP WIDEN BY APPROX 4 AND RESTRIPE FOR THREE 7 NORTHBOUND LANES i� 0 WIDEN ROADWAY BY APPROX 4 TO PROVIDE STANDARD LANE WIDTH < FIGURE 10 INTERMEDIATE HALL BLVD / 99W THRURIG TTONLYE ONLY WIDENING CONCEPT i Q 0 40 80 120 217S OFF -RAMP FEE §)(§�Ro \ vi AN AN WOMT.IN WIDEN TO ACCOMMODATE ONE NORTH �) BOUND LANE PLUS LEFT THRU AND THRU RIGHT SOUTHBOUND LANES y� EXISTING 100 BARRIER 2175 ON-RAMP WIDEN ROADWAY BY APPROX 4 TO PROVIDE STANDARD LANE WIDTH WIDEN BY APPROX 4 AND RESTRIPE FOR THREE i I NORTHBOUND LANES THRU RIGHT LANE REPLACES RIGHT ONLY LANE r- WIDEN TO ACCOMMODATE TWO SOUTH C BOUND LANES PLUS LEFT THRU FIGURE 11 AND RIGHT NORTHBOUND LANES MAJOR 9 9 W / HAL BLVD L BL INTERSECTION WIDENING CONCEPT I Short Term Eliminate second driveways SW FISCHER RD Long Term Extend & reinforce frontage road nonce t 9 0 1000 2000 3000 FEET SW BEEF BEND RD @D20 SW 0 A PKWY SW BULL MTN RD QJ) 1 p VW[VCM An AMMTM WC FIRE STATION I SW GAARDE ST 1 SW DURHAM RD SW PARK ST Long Term Seek redevelopment opportunities Long Term Encourage development with sufficient SW CANTERBURY LN internal circulation and minimum highway access SW WALNUT ST SW MCDONALD ST SW JOHNSON ST / SW ETT ST / TIGARD MARKET PLACE CENTER Short Term Eliminate second driveways SW GREENBURG RD Long Term Seek redevelopment opportunities / ' I � l i SW MAIN ST / i SW HALL BLVD / `t Long Term Modify access in connection with Hall Boulevard redesign � sw 78TH AVE Long Term Seek redevelopment opportunities DARTMOUTH ST SW 72ND AVE I SW 69TH AVE Short Term Eliminate and combine existing driveways TIGARD THEATRE Long Term Seek redevelopment opportunities � � SW 64TH AVE I Short Term Eliminate and combine existing driveways i Long Term Seek redevelopment Opportunities FIGURE 12 ACCESS MODIFICATION Long Term Seek redevelopment opportunities OPTIONS 1 I