City Council Packet - 06/17/2014 III .1 City of Tigard
Tigard Workshop Meeting—Agenda
TIGARD
TIGARD CITY COUNCIL
MEETING DATE AND TIME: June 17,2014- 6:30 p.m.
MEETING LOCATION: City of Tigard -Town Hall- 13125 SW Hall Blvd.,Tigard,OR 97223
PUBLIC NOTICE:
Times noted are estimated.
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Workshop meetings are cablecast on Tualatin Valley Community TV as follows:
Replay Schedule for Tigard City Council Workshop Meetings-Channel 28
•Every Sunday at 12 a.m.
•Every Monday at 1 p.m.
•Every Thursday at 12 p.m.
•Every Friday at 10:30 a.m.
SEE ATTACHED AGENDA
II a • City of Tigard
TIGARD Tigard Workshop Meeting—Agenda
TIGARD CITY COUNCIL
MEETING DATE AND TIME: June 17,2014- 6:30 p.m.
MEETING LOCATION: City of Tigard-Town Hall- 13125 SW Hall Blvd.,Tigard,OR 97223
6:30 PM
1. WORKSHOP MEETING
A. Call to Order-Tigard City Council
B. Roll Call
C. Pledge of Allegiance
D. Council Communications& Liaison Reports
E. Call to Council and Staff for Non-Agenda Items
2. BRIEFING ON CAPITAL IMPROVEMENT(CIP) PROJECTS
6:35 pm-estimated time
3. RIVER TERRACE PARKS AND TRANSPORTATION MASTER PLAN ADDENDA AND
FINANCING STRATEGIES
6:50 p.m.-estimated time
4. UPDATE ON ECONOMIC DEVELOPMENT ACTIVITY
7:50-estimated time
5. DEMONSTRATION OF THE PUBLIC WORKS DEPARTMENT'S NEW
COMPUTERIZED MAINTENANCE MANAGEMENT SYSTEM (CMMS) SOFTWARE
8:05 p.m.-estimated time
6. REVIEW COMMENT CARDS AND FEEDBACK FROM COUNCIL'S 5X3X10 EVENTS
8:35 p.m.-estimated time
7. COUNCIL LIAISON REPORTS
8. NON AGENDA ITEMS
9. EXECUTIVE SESSION: The Tigard City Council may go into Executive Session. If an Executive
Session is called to order,the appropriate ORS citation will be announced identifying the applicable
statute. All discussions are confidential and those present may disclose nothing from the Session.
Representatives of the news media are allowed to attend Executive Sessions, as provided by ORS
192.660(4),but must not disclose any information discussed. No Executive Session may be held for
the purpose of taking any final action or making any final decision. Executive Sessions are closed to
the public.
10. ADJOURNMENT
9:10 pm -estimated time
AI S-1586 2.
Workshop Meeting
Meeting Date: 06/17/2014
Length (in minutes): 15 Minutes
Agenda Title: Briefing on Capital Improvement Plan (CIP) Projects
Prepared For: Mike Stone, Public Works Submitted By: Greer
Gaston,
Public
Works
Item Type: Update, Discussion, Direct Staff Meeting Type: Council
Workshop
Mtg.
Public Hearing: No Publication Date:
Information
ISSUE
The council will be briefed on the status of several Capital Improvement Plan (CIP) Projects.
STAFF RECOMMENDATION / ACTION REQUEST
No action is requested; the council is asked to listen to the briefing.
KEY FACTS AND INFORMATION SUMMARY
In order to keep the council informed on the status of current CIP projects, staff will provide
regular project briefings. Several projects will be discussed at this meeting.
See the attached table for project and schedule information.
OTHER ALTERNATIVES
Not applicable
COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS
DATES OF PREVIOUS COUNCIL CONSIDERATION
Staff provides the council with regular briefings on the status of CIP projects. The last
briefing was on April 15, 2014.
Attachments
Fourth Quarter CIP Update Fiscal Year 2013-2014
IS CIP PROJECT STATUS & Permitting
Fourth Quarter-Ending 6/30/14 Right of Way, Easements&Contracts I.
4rlifr Pnjerta.4 the Public II nrir f)rrrrlmtn[. Construction
1:aginerrmq Dituieir
Total Budget as of FY12/13
Pmject Name Current Year Budget C Nofc.? a O Z ,t ^ to G "A 2,
Pending Sources for FYI3/14
CITY FACILITIES
Permit Center/Police/City Hall $1,740,582 1'Y 12/13 - Design complete.
Exterior Walls - Need dry weather due to the nature of the
(9101.1) $743,881 FY 13/14 repairs.
Kim M. General Food FY 14/15 - Project bids june 2014.Completion September.
PARKS
East Butte Heritage Park ._ $636,396 FY 12/13
(92(03) $476,558 FY 13/14 - Complete.
Mike M.
Parks Bond/SDC FY 14/15
Fanno Creek House
$180,019 FY 12/13
-
(92(K)6) $156,238 FY 13/14 Complete.
Greg B. -
Parka Bond FY 14/15
$623,664 FY 12/13 - Design 9014 complete.
Dirksen Nature Park
(921116) $556,599 FY 13/14 - Construction funding to be proposed as part of
Kim M the 5-year CiP(FY16/17).
Parks Bond FY 14/15 - City received$390,(K0 Metro grant.
Potso Dog Park $160,000 FY 12/13 - Design 60%complete.
(92921) $160,000 FY 13/14 - Project on hold pending evaluation of
Kim M. remaining park fund balance and/or other
Parks Bond/SDC FY 14/15 potential funding.
Jack Park — $463,020 FY 12/13
(92022) $394,655 FY 13/14 - Complete.
Kim M.
Parks Bond FY 14/15
I∎ENG\MAS%CIP Updates1Council_Ouartedy_Udates12013-14_Fourth_Ouarter_Slatus Report-Final.also
Printed:6'312014 2 26 PM ACTIVE PROJECTS Page 1 of 6
CIP PROJECT STATUS ■Design& Permitting
e : Fourth Quarter-Ending 6/30/14 Right of Way, Easements&Contracts
4lnr Pmjc tr in the Public 11-ore,flrp,,rtmert. Construction
hntinentrR Miriam
Total Budget as of FY12/13
J V
Project Name Current Year Budget ,) " o u a Cr.,' Y' °
Funding Sources for FY13/14 Q V' D z ^ u" :,-:. Nntr.
PARKS(Continued)
Fanno Creek Trail $661,000 I Y 12/13
-Main to Grant- -- -
J�it� 1 $661,000 HY13/14 - Complete.
Klm 111 Parks Bond/Stonnwater/ HY 14/15
Sanitary/SDC/Gas Tax , ,
Bull Mountain Park $21,504 FY 12/13
. -4 . - Project on hold pending evaluation of
-Concept Master Plan-
(92031) $10,000 FY 13/14 remaining park fund balance and/or other
Clio i Parks Bond HY 14/15 pntcnrial funding.
Tigard Street Trail $103,894 HY 12/13
Railroad Path- - Lease sipped April 10,2014.
(92034) $100,000 111111MIMMill FY 13/14 - Construction funding to be proposed as part
Rim 61 of the 5-year CIP(FY15/16).
i Parks Bond FY 14/15
Senn Park
$51,082 FY 12/13 - Project on hold pending evaluation of
(92045) $50,000 HY 13/14 remaining park fund balance and/or other
Kim M. potential funding.
Parks Bond FY 14/15
Fanno Creek Trail $3,700,000 FY 12/13 - Federally Funded Project:
-Metro Grant RFFA Project- TBD(match) FY 13/14 Design-Federal FY 15/16.
(92046) t Right of Way•Federal FY 16/17.
Kim M. RFFA/TBD FY 14/15 Construction-Federal FY 17/18.
Summerlake Restroom Improvements $140,000 FY 12/13
(92(4x) $140,000 FY 13/14 - Design 60° complete.
Carla S. — - Complete September 2014.
Parks Bond FY 14/15
I IENGu AS\CIP UpdaleslCouncd_Ouanerly_Udatesl2013-14 Fouts Quarter Status Repon-Finat.xdsm
Printed:6a20/4 2:26 PM ACTIVE PROJECTS Page 2 0l 6
CIP PROJECT STATUS ■Design& Permitting
Fourth Quarter-Ending 6/30/14 Right of Way.Easements&Contracts
/laity Pntjeetcis the Pnhli;ll nrF■Department. Construction
I ttgiatering Di:irien
Total Budget as of FY12/13
Project Name Current Year Budget a a a e u a v ti $. s' c N„,,..„
Funding Sources for FY13/14 Q �' z w ~
SANITARY SEWER
Fanno Creek Slope Stabilization 3687,000 FY 12/13
, Design Complete.
-Arthur Court-
{9i Nt9) 3687,000 FY 13/14 - Project will he placed on hold until basin analysis
is completed.
( rug li. I Sanitary IN 14/15
Derr.Dell Sewer $1,510,000 IN 12/13 - Design complete.
-Interceptor Relocation- - Right of way acquisition complete.
9 inl i r)
$710,000 1'Y 13/14 - Joint venture with CWS.
-Kim M. Parr Bond Sewer/Stormwater IN 14/15 - Project awarded to Kerr on April 14.
Water CIP
Main Street Sewer/ $437,000 . FY 12/13 - Under construction.
Fanno Creek Crossing Elimination - Project is coordinated with Main Street/Green
(93011) $437,000 . FY 13/14 Street,which is scheduled for completion in
Jeff P. Sanitary FY 14/15 November 2014.
128th Ave/Shore Drive $872,404 FY 12/13 - Preliminary design discovered that a pipe
-Sewer Replacement- diameter in the Sanitary Sewer Master Plan
(93012) $872,000 F5'13/14 was mislabeled and is the proper size.
•
Mike S. Sanitary IN 14/15 Therefore,project not required.
East Tigard $345,627 FY 12/13
- Design contract awarded.
Sewer Replacement-
(93013) 3345,000 FY 13/14 • Construction funding to be proposed as part
Mike S. Sanitary FY 14/15 oFthe 5-year CIP(FY 15/16).
Krueger(Beochview)Creek $1,766,866 FY 12/13 - Design complete.
-Sewer Stabilization- - Awaiting regulatory permits.
(914)14)
$1�h00,000 FY 13/14 - Project will be placed on hold until basin analysis
Mike S. Sanitary/Water Quality FY 14/15 is completed.
Barrows/Scholls Fen(Phase 1) $941,500 1Y 12/13 - Complete-
-Sewer Extension- X20,000 FY 13/14 - Cooperative project with Washington County,
(93035) Clean Water Services,and the City of Beaverton.
Jeff P. Sanitary FY 14/15 - Will serve River Terrace area.
I tE NGUAASICIP Updates\Council_Quarterly_Udates12013-14_Fourth_Ouarter Status Repoli-Final slsm
Printed:6/3/20 7 4 2 26 PM ACTIVE PROJECTS Page 3 of 6
Si CIP PROJECT STATUS Design&Permitting
Fourth Quarter-Ending 6/30/14 Right of Way, Easements&Contracts II
lisle/'m/r tcixlk PethGt nrkr 7)r.�rmrnr, Construction
hnginrrnn Diririax
foul Budget as of FY12/13
Z
Project Name Current Year Budget 74 < n 0 Z O w i ! t —. ~
Funding Sources for FYI3/14
STORM SEWER
Deny Dell Creek $835,000 .�A...M. FY 12/13
-Slope Stabilization- - Consultant selected for design developing
at 118th Avenue $835,000 FY 13/14 &Ice
(94016) —•
Greg B. Stormtvater „ =_i-__ _. "' FY 14/15
Copper Creek $193,484 FY 12/13 - Design complete.
-Bank Stabilization- 9]?2,000 FY 13/14 - Awaiting preliminary permits.
(9.1(122) - Project will be placed on hold until basin
Greg B. Sttamwater ■ NIEMEN■ FY 14/15 analysis is complete.
STREETS
Pavement Maintenance Program Ongoing . ••••••• FY 12/13
(95001) 91,660,000 . FY 13/14 - Design comp/etc.
Mike M. - Contracts awarded.
Street Maintenance Fee EINEM. FY 14/15
Walnut Street Improvements $624,249 ■ FY 12/13 - Design complete.
-116th to Tiedeman- $164,000 FY 13/14 - Currently in right of way acquisition phase.
(95023) - Joint project with Washington County.
Steve S.
Underground Utility/Gas Tax FY 14/15
Stormaatrr/Sanitarr/Watrr Project bids fall 2014.
Citywide Pedestrian&Cyclist $312,000 FY 12/13
Improvements - Funding reallocated to Fanno Creek Trail
930,000 FY 13/14
(95027) — (Main to Grant).
Mike M. Gas Tax 1111111 FY 14/15
i
Pacific Hwy/Gaarde/McDonald $2,020,529 FY 12/13 Design complete.
Intersection Improvements- - Currently in right of way acquisition phase.
(951133, $1,000,000 FY 13/14 - Joint project with Washington County and
\iikc S T1F/TDT/ IY 14/15 ODOT.
ODOT/STP/MSTIP - Project bids fall 2014.
1.1ENG\MAS\CIP Updates\Councai Ouanerly_Udates\2013-14 Fourth_Ouarter_Status Report-Final.,dsm
Printed:&320l4 2.26 PM ACTIVE PROJECTS Page 4 of 6
CIP PROJECT STATUS 1 Design&Permitting
1 Fourth Quarter-Ending 6/30/14 r,Right of Way, Easements&Contracts
.fain.Prsjedr is ik Pa/I•11"nrk,I Xp;rrimrnt. Construction
I:ngi ter isi Minim
Total Budget as of FY12/13
Project Name Current Year Budget S y c., ° t b ' C ' _ �..r.
Feuding Sources for FY13/14 < Z
STREETS(Continued)
72nd Ave/Dartmouth $2,404,480 ...11. ...� 1'Y 12/13
-intersection Improvements- Design complete
(95035) $2,295,$2,295,400 5t FY 13/14 - Right of way acquisition complete.
Steve S. City Gas Tax/Gs Tax/Untletxround - Contract awarded
1 Unary/TIF/TDT IY 14/15
92nd Avenue Sidewalk $718,427 FY 12/13
(95037) $605,000 FY 13/14 Complete.
Mike M. 0111110 '
Gas Tax/Stormwater IN 14/15
Upper Booties Fern-Road/Durham $165,000 FY 12/13
-Adaptive Signal Coordination- - Agreement between Tigard/Wash Co./ODOT
(951141) $115,000 FY 13/14 being prepared.
Mike M. Gas Tax 1 FY 14/15 - Project bids spring 2015.
Main Street/Green Street(Phase 1) $1,423,512 1•Y 12/13
-(97003) $ 144,492 FY 13/14 Construction November
Kim M. Gas Tau/Urban Renewal/Water/ Completion Nov ember 2014.
MTIP i 1Y 14/15
I IENGIMASICIP Updates\Council Quarteily_Udeles12013-14_Fourth_Ouarter_Slatus Report-Final xlsm
Printed:6/3/2014 226 PM ACTIVE PROJECTS Page 5 of 6
CIP PROJECT STATUS In Design& Permitting
MI Fourth Quarter-Ending 6/30/14 Right of Way. Easements&Contracts
Iahr Projedr in the Public II"nrk,IDepd1sr;es. Construction
1 in;iderring Diriion
row Budget as of FY12/13
Pmjecl Name Current Year Budget _°., < EX O z A w `c .t ' a, N,fr,,
Funding Sources for FY13/14
WATER
Aquifer Storage and Recovery $3,202,016 J rY 12/13 - Design to be completed.
Well#3 -" - - - Construction may be delayed pending
(96010)
$3,167,000 FY 13/14 evaluation of new water supply requirements
Jeff P. Water CIP PY 14/15 of CIP#96034.
$110,168,703 FY 12/13 - Various contract construction underway.
LO/Tigard Water Partnership _ - Dollars reflect the entire Partnership.Tigard's
(96918) $68,017,300 FY 13/14 projects include Waluga Reservoir#2,
Rob M. Schedule 6 reptline under 1-5,and the
Water CIP i FY 14/15
• _ 1lnnrta Pump Station.
Main Street $642,418 FY 12/13 C onstructsm complete"--Waterline Replacement- $621,700 FY 13/14 Project os coordinated with Main Street/
(96029) Green Street,which is scheduled for
Kim M. Water/Water CIP FY 14/15 completion in November 2014.
Pipeline Connecting 52,260,000 FY 12/13
550-530 Zones - Project on hold pending evaluation of new
(96030) 52,.60,000 FY 13/14 water supply requirements of CIP#96034.
Rob M. Water CIP PY 14/15
New Water Source $835,000 FY 12/13
-Systemwide Improvements- - - - - Evaluation underway to determine specific
(.96014) 5210,006 FY 13/14 project requirements of new water supply.
Rob M. Water CIP 11 ' I PY 14/15
Barrows/Scholia Ferry(Phase 1) $1,398,500 FY 12/13
-18"Water Line Extension - - - - - i - Complete.
(96035) $1,027,000 FY 13/14 - Cooperative project with Washington County.
- Will serve River Terrace area.
Jeff P. Water SDC FY 14/15
1.1ENG1MASICIP UpdateslCouncil_Quarterly_Udates12013-14 Fourth_Ouarter_Stalus Report-Final.xism
Printed:6/3/2014 2 26 PM ACTIVE PROJECTS Page 6 of 6
AIS-1671 3.
Workshop Meeting
Meeting Date: 06/17/2014
Length (in minutes): 60 Minutes
Agenda Title: River Terrace Parks and Transportation Master Plan Addenda and
Financing Strategies
Prepared For: Debbie Smith-Wagar, Financial and Information Services
Submitted By: Debbie Smith-Wagar
Financial and Information Services
Item Type: Update, Discussion, Direct Staff Meeting Type: Council
Workshop
Mtg.
Public Hearing: No Publication Date:
Information
ISSUE
Update Council on the progress of the River Terrace Master Plans and Finance Plan for Parks
and Transportation.
STAFF RECOMMENDATION / ACTION REQUEST
Staff will present the draft master plan addenda for the parks and transportation systems in
River Terrace and the related financing strategies. Staff is seeking input from Council.
KEY FACTS AND INFORMATION SUMMARY
The purpose of this briefing is two-fold: (1) brief Council on the parks and transportation
master plan addenda for River Terrace, and (2) review the city's parks and transportation
funding gaps along with possible financing strategies for each system. Staff presented the
Water and Sewer Master Plan Addenda in this format in May, and will present the Stormwater
Master Plan Addendum in July. If there are no outstanding issues or questions at the end of
each briefing, staff will ask Council to adopt each of the master plan addenda by resolution a
few weeks after the briefing on that addendum.
The one exception to this will be the River Terrace Transportation System Plan (TSP)
Addendum. This addendum requires a Comprehensive Plan Admendment and, as such, needs
to be adopted through a legislative process. Since the River Terrace Community Plan (RTCP)
also requires adoption by legislative process, staff recommends holding adoption hearings on
the RTCP and the River Terrace TSP Addendum at the same time later this year. While the
Park System Master Plan Addendum could be adopted by resolution, staff recommends
adopting it along with the TSP Addendum later this year as the two documents have
overlapping content with respect to trails.
Note: Each master plan addendum includes a project list and planning level project costs, but
does not include a specific finance strategy. The comprehensive River Terrace finance
strategy will be developed and included as part of the RTCP.
I. Parks and Transportation Master Plan Addenda
In 2010, the City of Tigard updated its Transportation System Plan (TSP). The TSP links
expected growth with transportation needs and sets the policy framework for the city's
transportation system. The City of Tigard updated its Park System Master Plan (PSMP) in
2009. The PSMP guides park, recreation, and trail development throughout the city.
Since the adoption of the TSP and PSMP updates in 2010 and 2009 respectively, the West
Bull Mountain Concept Plan (WBMCP) was completed and adopted by Washington County
and the city. The area now known as River Terrace (and formerly known as West Bull
Mountain) was also annexed to the city. The attached master plan addenda update the TSP
and PSMP respectively to accommodate the transportation and parks needs anticipated in
River Terrace and contribute to the city's broader goal of completing the River Terrace
Community Plan.
Park System Master Plan:
The 2009 PSMP established level of service (LOS) standards, expressed in terms of acres of
land per 1,000 persons. In the City of Tigard, LOS is 10 acres/1,000 residents. There are
many challenges with meeting this standard across the city, one of which is the availability of
suitable land. Relatively speaking, it will be easier to meet this standard in River Terrace,
largely because the area is mostly undeveloped, assuming the city is successful at ensuring
suitable land is set aside for such purposes in the future.
The River Terrace PSMP Addendum utilizes the city's existing LOS standards. Table 3 in the
addendum shows the trail and park needs for River Terrace based upon these standards.
Community and neighborhood parks are shown on Pages 11 and 12, and trails are shown on
Page 13. In lieu of identifying specific park locations, parks are conceptually located within
service areas to show where community and neighborhood parks would be needed to meet
standards and achieve the goal of having an equitable distribution of parks in the area. Of
note is the future River Terrace Trail, which is proposed to be integrated with the main N-S
Collector Street, also known as River Terrace Boulevard. This trail was planned, in part, to
complement the Westside Trail, as it provides a less steep travel option around Bull Mountain.
Transportation System Plan:
The 2010 TSP serves as a long range guide for city transportation investments by
incorporating the vision of the community into an equitable and efficient transportation
system. It evaluates the current transportation system and outlines policies and projects that
are important for protecting and enhancing the quality of life in Tigard through the next 20
years by balancing the needs of walking, bicycling, driving, transit, and freight. The 2010 TSP
includes household and vehicle trip projections for the River Terrace area, which means that
the city will not be required to do additional analysis to meet the State's Transportation
Planning Rule
The River Terrace TSP Addendum identifies several multi-modal street and intersection
improvements in and around the River Terrace area. Key elements of the proposal include
connections to existing streets in the adjacent Bull Mountain community to the east;
roundabouts at key intersections where practicable; signalized intersections where new or
existing streets connect to Roy Rogers Rd and Scholls Ferry Rd to accommodate cars,
bicyclists, and pedestrians; and a signature street dubbed the "River Terrace Boulevard" that
incorporates the River Terrace Trail. A list of recommended transportation system
improvements with cost estimates are provided in Tables 5 and 6 and shown on Figures 7 and
8.
II. Parks and Transportation Financing Strategies
During the January workshop, staff provided Council with background on the workplan and
community outreach process for the financing strategies portion of the RTCP. During that
workshop, Council provided direction to work on financial strategies for all infrastructure
projects in River Terrace with a focus on financing infrastructure needed for development in
the first five years.
In this workshop, staff will present progress on the financing strategies by focusing on two
systems: Parks and Transportation.
OTHER ALTERNATIVES
Council can choose not to provide direction on the master plan addenda or the financing
strategies.
COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS
River Terrace
Park land acquisition (strategy, funding, land dedication)
Complete Community Plan, zoning, adopted master plans
Growth/Annexation
Successfully complete River Terrace Community Plan
DATES OF PREVIOUS COUNCIL CONSIDERATION
As of the preparation date of this AIS, Council was scheduled to approve the Water System
and Sanitary Sewer Master Plan Addenda on June 10, 2014.
The financing strategies team presented Council with the Water System and Sanitary Sewer
Master Plan Addenda and financing strategies for those systems on May 20, 2014.
The financing strategies team met with Council on January 21, 2014.
Council approved the contract for the River Terrace Community Plan (which includes the
financing strategies) on June 25, 2013.
Attachments
River Terrace Park System Master Plan Addendum
River Terrace Transportation System Plan Addendum
Parks Financing Strategy
Transportation Financing Strategy
111--.0
TIGARD
City of Tigard
JUNE 2014
ever Terrace
Park System Master Plan System MtA4,3,,d- vitir, . ... . , ., Avt,i ; _ -RZ , jailli
. Y J?4ver• Terrace
TIGAKF) i, n' m u n , t y p l a n
City of Tigard
Park System
Master Plan Addendum
June 2(114
ACKNOWLEDGEMENTS
We would like to thank the many citizens, staff, and community groups who provided extensive
input into the development of this Plan. Special thanks are due to the members of the River
Terrace Technical Advisory Committee and Stakeholder Working Group.
CITY STAFF
Kenny Asher,Community Development Director
Tom McGuire,Assistant Community Development Director
Susan P Shanks,Project Manager and Senior Planner
Steve Martin,Parks and Facilities Manager
Michael Stone,City Engineer
Marissa Grass,Associate Planner
This addendum was completed by Otak,Inc. of Portland OR,Project Manager—Derek
Chisholm
oa
TABLE OF CONTENTS
I. INTRODUCTION 1
I I. EXISTING PARK SYSTEM 2
I I I. PUBLIC INVOLVEMENT 2
I V. NEEDS ANALYSIS 3
Types of Parks 3
Level of Service 4
V. RECOMMENDATIONS 6
Park System Plan 6
Park Locations 8
Park Design Guidelines 12
Cost Estimates 13
Potential Strategies for Acquiring and Developing Parks 19
Tigard Park System Master Plan Addendum
I. INTRODUCTION
In 2008 and 2009,the City of Tigard updated the community's Park System Master Plan,
hereafter referred to as the Park Plan. The Park Plan is the document that guides park,
recreation,open space,and trail development in the city. It was presented to the Park and
Recreation Advisory Board and the Tigard City Council in June of 2009. The City Council
adopted it on July 14,2009.
Since the adoption of the Park Plan in 2009, the West Bull Mountain Concept Plan OXBMCP)
was completed and adopted by Washington County and the city. The area now known as River
Terrace (and formerly known as West Bull Mountain) was also annexed to the city. This
addendum provides an update to the Park Plan specific to the River Terrace study area and
contributes to the city's broader goal of completing a River Terrace Community Plan.
Figure 1: River Terrace Study Area (outlined in yellow)
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The VGBMCP included a parks and open space framework that provides the basis for parks
planning in River'Terrace. This addendum refines the WBMCP framework while staying true to
the original vision by providing local and regional trails,protected open space,and a robust
neighborhood and community park system. The 300 Foot Trail in the WBMCP is now referred
to as the River Terrace Trail.
1
Tigard Park System Master Plan Addendum
I I. EXISTING PARK SYSTEM
The Park Plan outlines the need to acquire and construct new parks,preserve open spaces,
enhance water quality,and provide recreational opportunities. A full inventory of city facilities
and future projects may be found in the Park Plan.
On November 2,2010,Tigard voters passed a $17 million general obligation bond to fund the
purchase of real property for parks and to fund a limited amount of park improvements. Most
of the bond proceeds have been used to buy park land and open space. In the summer of 2013
alone, the city broke ground on four projects that were funded in full or in part by revenue from
the parks bond.
Projects included:
• A new section of the Fanno Creek Trail (Main St. to Grant Ave.)
• Improvements at East Butte Heritage Park,including a playground,shelter,restroom,
walking paths and a sidewalk along 103rd Ave.
• A new bridge in Jack Park,connecting a newly purchased property adjacent to the
existing park.
• Parking,bike racks and landscaping at the Fanno Creek House on Hall Blvd.
In 2013, the city also completed the design for Dirksen Nature Park. This park project was
identified as a high priority in the Parks Plan and in the Notice of City Measure Election
provided to voters regarding the parks bond. The existing ball field will be re-oriented with a
soccer field overlay. A restroom,interpretive shelter,and restoration plantings will also be
installed.
Additionally,the Sunrise property,locatednear the River Terrace study area, was purchased as a
future community park. This currently undeveloped parcel is located on the north side of Bull
Mountain,at 150th Avenue and Sunrise Lane. The Sunrise Conceptual Master Plan—based on
community meetings, stakeholder discussions and detailed site analysis—includes a soccer field,
t-ball field,sports court, playground,restroom,shelter,overlook,pathways and parking for
approximately 30 cars. The design will provide connections to Mistletoe Drive Trail to the
north and the Cach Natural Area to the west. The 20-acre Sunrise property purchase marks one
of the larger acquisitions made possible through the passage of the parks bond.
I I I. PUBLIC INVOLVEMENT
Throughout the development of this Park Plan addendum,the city worked to create a plan for
River Terrace that reflects community values and has community support. A variety of public
involvement opportunities were made available to encourage participation in the decision
making process,including several community open houses and monthly stakeholder working
group and technical advisory committee meetings. The city sent out email notices for meetings
and updates on milestones,and also maintained a webpage on the project,which included all
meeting materials.
2
Tigard Park System Master Plan Addendum
I V. NEEDS ANALYSIS
This section describes the types of parks included in the Park Plan. It also includes an
assessment of park needs in the River Terrace study area,with the understanding that individual
sites will require site-specific studies and designs to determine what will ultimately meet the
community's needs and address individual site opportunities and constraints.
Types of Parks
Community Parks
Community parks provide a variety of active and passive recreational opportunities for all age
groups and are generally larger in size and serve a wider base of residents than neighborhood
parks. Community parks often include facilities for organized individual, family,and group
activities. Community parks also provide opportunities for environmental education and
community social activities.
Tigard's existing community parks are the 75-acre Cook Park and the 30-acre Summerlake Park.
Community parks are the signature facilities in Tigard that promote community identity while
also providing local park services to nearby residents.
Neighborhood Parks
Neighborhood parks are the foundation of the parks and recreation system,as they provide
accessible recreation and social opportunities for nearby residents. When developed to meet
neighborhood recreation needs, school sites may serve as neighborhood parks.
Tigard's existing neighborhood parks are Jack Park,Elizabeth Price Park,Bonita Park,
Northview Park,and \Voodard Park.
Tot Lots/Pocket Parks
Pocket parks provide recreation opportunities for residents in areas not adequately served by
neighborhood parks, such as town centers or areas of high density development.
Tigard's existing pocket parks are Liberty Park and Main Street Park. These sites do not contain
any park amenities,but they do provide green space and help to beautify the Tigard town center.
Linear Parks
Linear parks offer opportunities for trail-oriented outdoor recreation along built or natural
corridors. They can also connect residents to major community destinations and provide active
and passive recreation facilities to meet neighborhood needs. This is especially important in
areas not adequately served by traditional neighborhood parks. Linear parks can vary greatly in
width and length,with size often depending upon the intended uses and any adjacent natural
resource areas that may require protection.
Tigard's existing linear parks are Commercial Park,Englewood Park,and Fanno Creek.
3
Tigard Park System Master Plan Addendum
Trails
Trails provide outdoor recreation along built or natural corridors. They also provide circulation
and access through Tigard. They connect streets,reducing out-of-direction travel for
pedestrians,bicyclists,and other non-motorized users. They are also used to get to schools,
parks,employment,and shopping. Trails provide connections at varying levels from connecting
neighborhoods to accessing the regional trail system.
Tigard has an extensive network of existing trails including sections of the Fanno Creek Trail,
Tualatin River Trail, Summer Creek Trail,and Pathfinder Genesis Trail.
Open Space
Open space land is publicly or privately-owned, undeveloped or minimally developed,and
intended for either active or passive outdoor recreation. Open space land may include facilities
that support nature-and trail-oriented recreation. It may also be undeveloped and primarily set
aside for the protection of natural resources,such as fish and wildlife habitat. This type of land
often includes wetlands or steep hillsides as well as land intentionally left undeveloped to protect
surrounding land uses or manage stormwater. Open space land is sometimes referred to as
greenspace or a greenway. Greenways are often linear in nature. There are many greenways
along streams and drainageways in Tigard.
Level of Service
During the WBMCP planning process, the City of Tigard,Washington County,and Tualatin
Hills Park& Recreation District (THPRD) were all considered potential park and recreation
providers.
As a result,the WBMCP created a hybrid standard using Level of Service (LOS) standards from
both Tigard and THPRD.
Table I shows the WBMCP hybrid standards and the city's current standards. For this Park
Plan addendum, the city's current standards will be used to assess park and recreation needs in
River Terrace since it is within Tigard's city limits and the city applies these standards on a
citywide basis.
4
Tigard Park System Master Plan Addendum
Table 1: Comparison of Park Standards
Park Type WBMCP Hybrid Standard City of Tigard
Standard
Community 3.0 acres / 1,000 3.0 acres / 1,000
Neighborhood 2.0 acres / 1,000 1.5 acre / 1,000
Tot Lot/Pocket 0.5 acre / 1,000' No standard
Linear Contributes to Core Standard 10 acres / 1,000 1.25 acre / 1,000
Trail No Standard 0.26 miles / 1,0002
Open Space No Standard 4.25 / 1,000
'Standards formatted as number of acres per thousand residents.
From the 2012 Tigard Park System Development Charge(SDC)update.
Table 2 shows the total number of households and new residents anticipated in River Terrace
once it is fully built out. These estimates are used to determine the park and recreation needs for
River Terrace upon build out. This addendum does not identify park or recreation needs
elsewhere in the city.
Table 2: Build-out Assumptions for River Terrace
Land Use Zone Number of Households
R-4.5 218
R-7 1,225
R-12 674
R-25 4'0
Total Households 2,587
Total Population' 6,415
'Based on assumed 2.48 persons per household.
As shown in Table 2 above,2,587 households are anticipated based on the number of dwelling
units allowed by zoning,which equates to roughly 6,415 new residents. Table 3 shows the
estimated needs for new parks and trails based on these estimates. The largest acreage demand
is for Community Parks (19.25 acres).
5
Tigard Park System Master Plan Addendum
Table 3: Park Needs for River Terrace
Park Type City Standard Park Need
Community 3.0 acres / 1,000 19.25 acres
Neighborhood 1.5 acre / 1,000 9.62 acres
Tot Lot/Pocket No standard NA
Linear 1.25 acre / 1,000 8.02 acres
"frail 0.26 miles / 1,000 1.67 miles
Open Space 4.25 / 1.000 2 ,2', acres
Core Standard' 10.0 acres / 1,000-7 64.2 acres
.-111 park types,with the exception of trails,contribute toward meeting the core park
standard of 10 acres per 1,000 residents regardless of whether they have their own
standard or not.
I
As shown in Table 3 above,the city's core standard is 10 acres of park land for every 1,000
residents. This standard provides an overall measure of park and recreation levels of service,
regardless of the mix of facility types. This standard is met when the total of all parks,including
those that have no specific standard (e.g. tot lots, pocket parks,and open space areas),meets or
exceeds 10 acres per 1,000. Trails not otherwise located within other park types, such as linear
parks,do not count toward meeting the core park standard as they are measured by length, not
area.
V. RECOMMENDATIONS
This section includes a recommended park system plan for the River Terrace study area,
including a framework for siting parks and trails throughout the area. It also includes design
guidelines,park amenity descriptions,cost estimates,and implementation strategies related to
land acquisition and park development.
Park System Plan
The city is committed to meeting all adopted park and trail standards within the River Terrace
study area. The following recommendations provide a starting point for describing and showing
how these standards can be met. However,given that these standards can be met in many
different ways,it is expected that the size and number of parks that are eventually built in River
Terrace may vary from what is presented in this addendum.
The parks envisioned for River Terrace include the following:
Community Parks
River Terrace shall be served by at least two Community Parks,one in the north and one in the
south,as shown on Figure 2. The combined size of the recommended Community Parks is
19.25 acres,which meets the city standard.
6
Tigard Park System Master Plan Addendum
Neighborhood Parks
River Terrace shall include approximately six Neighborhood Parks,distributed evenly with one
for each of the six neighborhood areas that were identified in the WBMCP as shown on Figure 3.
Each neighborhood area is roughly one-half mile across and about 85 acres in size. The
combined size of the recommended Neighborhood Parks is 9.62 acres,which meets the city
standard.
Tot Lots/Pocket Parks
Tot lots and/or pocket parks may be provided in association with private development.
Linear Parks
River Terrace shall include linear parks in appropriate areas to an extent that meets the city
standard. Linear parks shall be co-located with all planned trails where practicable.
Trails
River Terrace shall include a major trail system designed to connect to nearby regional trails,
such as the Westside Trail,and to South Copper Mountain trails in the north. The proposed
River Terrace Trail shall extend through the heart of River Terrace from Scholls Ferry Road in
the north to 150` Avenue in the southeast corner of the study area in the south. River Terrace
shall also include connecting trails in the south, one connecting with the Tonquin Trail in
Sherwood and the other connecting the school site with 150'h Avenue. Figure 4 shows the
recommended River Terrace trail system. The combined length of these trails is 3.01 miles,
which exceeds the city's standard by 1.34 miles.
Open Space
In addition to parks and trails,an additional 65 acres of open space,largely along stream
corridors and wetlands,shall be protected from development. These areas provide open space
that contributes to meeting the city's Core Standard.
Core Standard
By providing the parks and trails as recommended above,the city will meet and/or exceed its
standards for specific park types and trails as well as the Core Standard of 10 acres/1,000
residents. Table 4 below provides a summary of these recommendations.
7
Tigard Park System Master Plan Addendum
Table 4: Park Recommendations for River Terrace
Park Type Park Need Recommendation
C.O111I71LUllty 19.25 acres 19.25 acres minimum (Locations
and exact sizes TBD)
Neighborhood 9.62 acres 9.62 acres minimum
(Locations and exact sizes TBD)
Tot Lot/Pocket No Standard May be provided by development
Linear 8.02 acres 8.02 acres minimum (Locations and
exact sizes TBD)
Trail 1.67 miles 3.01 miles proposed
Open Space 27.26 acres 65 acres under natural resource
protection
Core Standard' 65.82 acres 1(14.9 acres
All park types,with the exception of trails,contribute toward meeting the core park standard of 10 acres
per 1,000 residents regardless of whether they have their own standard or not.
Park Locations
Unlike the WBMCP, this addendum does not provide specific locations for community and
neighborhood parks,as it is problematic to identify specific properties as park sites in advance
of acquisition. Owners of such properties may not wish to sell and/or their asking price may
be too high. As a result,park locations for River Terrace will be determined at the time of
development or at the time of acquisition by the city.
Due to the amount of acreage needed for the community parks, securing the land for these
parks is a priority. However,the city will not be able to make any potential community park
sites public until purchase agreements have been finalized. As for other parks and trails,it is
expected that the location and development of neighborhood parks,linear parks and trails will
be done through negotiations with landowners and developers on an ongoing basis as
development occurs. It is envisioned that Neighborhood Parks will be evenly distributed
throughout River Terrace with at least one park for each of the neighborhoods identified in the
WBMCP planning process.
8
Tigard Park System Master Plan Addendum
Figure 2: River Terrace Parks Master Plan, Community Parks
� e � //. . Legend
o
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at the time of city acquisition or
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TIGARD Community Parks Har.rrl,0b:.. •7«
Aln4na Date 4I29001
9
Tigard Park System Master Plan Addendum
Figure 3: River Terrace Parks Master Plan,Neighborhood Parks
\. �` Leoend
River Terrace Study Area
____At
� fl/l1 Natural Resource Area
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TIGARD Neighborhood Parks «r.wrvr.,«u r+p,7+or
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Ici
Tigard Park System Master Plan Addendum
Figure 4: River Terrace Parks Master Plan,Trails
Legend
River Terrace Study Area
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T1C;ARtZ Trails r,an •+a,:noi
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11
Tigard Park System Master Plan Addendum
Park Design Guidelines
The city's design guidelines address development for each park type in Tigard. The guidelines
provide direction regarding the types of amenities and facilities that should be provided in parks,
as well as other supporting facilities to be considered. They are located in Appendix B of the
Park Plan,and are not repeated here.
The following design recommendations supplement the adopted design guidelines of the city.
These were developed during the\VBMCP process and have been confirmed in the River
Terrace community planning process.
Trails
• Coordinate and design the River Terrace Trail to seamlessly integrate with the main N-S
Collector Street while maintaining its identity as a trail.
• Coordinate and design the River Terrace Trail to connect with the Westside Trail. This
regional trail is east of River Terrace and aligned along an electric transmission corridor
owned by PGE and BPA.
• Provide trail connections between individual developments,park land, and the citywide trail
system whenever possible.
• Ensure safe roadway crossings where trails intersect with roadways. Ensure safe trail travel
where trails cross driveways.
• Coordinate trail development with roadway development where appropriate.
• Develop trail access standards as needed.
• Where trails are proposed on land not owned by the city,work with property developers and
owners to provide access for the public through easements or other dedications of land.
• Develop a trail signage plan and implement new signs throughout the system. The signage
plan should include standards for kiosks with system maps, trailhead signs indicating
distance and difficulty and trail signs posted along the route.
Parks
• Ensure safe roadway crossings where residents will access parks.
• Look for opportunities to create an off-leash dog area.
• Consider use of some park types in combination with protected natural areas,stormwater
quality/quantity facilities and pump station locations. There are many examples in nearby
communities.
o At Winkelman Park in Beaverton,there are stormwater swales at the south end of the
soccer field slope and also near the dog park.
o In Clackamas County,the design for Sunnyside Village Green Park includes a
stormwater detention pond. During the summer months, the dry depression area
formed by the pond serves as an open grass play area and amphitheater. In extreme
storm events in the winter,water slowly fills the depression providing needed storage.
To create interest during the winter, berms are also designed into the depression. These
berms in the bottom turn into islands as the water level rises. The staggered elevations
results in one island being submerged as another island appears.
12
Tigard Park System Master Plan Addendum
These design guidelines are not created with the intent to apply a cookie-cutter approach to park
planning and design. All parks, trails,and open spaces should be developed to respond to the
unique needs and character of the park/trail environment and nearby residents. A strong
community involvement process,involving neighbors,special interest and cultural groups and
maintenance staff,will help to determine the best design for a particular park.
Cost Estimates
Below are the assumptions used to develop cost estimates for park and trail development in River
Terrace.
• Estimates include typical park programs and facilities. Individual park master plans to be
developed in the future to reflect the desires of the community and specific site
opportunities and constraints.
• The cost estimate for the River Terrace Trail is not included in the parks cost estimate. The
costs associated with this trail are included in the River Terrace Transportation System Plan
Addendum.
• Costs for trails located within parks are part of the costs shown for those parks.
• Costs for stream crossings by trails have been factored into the trail estimates.
• Costs for site grading,site preparation,planning,designing, permitting,and project
administration have been factored into all trail and park estimates.
• Costs for frontage improvements have been factored into the community park construction
estimates.
• Costs for irrigation have been included for some parks and include the materials and
installation for a minimal irrigation system designed to irrigate large areas of open space with
the minimal number of irrigation heads.
• Acquisition for areas required for stormwater management within park facilities to be
negotiated in the future by Clean Water Services (CWS) and/or the City of Tigard.
• Tot lots and pocket parks are typically considered a developer responsibility and are not
included in the parks cost estimate.
Table 5 shows the cost estimates for the recommended River Terrace park and trail system plan.
They are primarily derived from cost estimates and assumptions contained in the 2009 West Bull
Mountain Parks Cost Estimate and from the information provided in'Table 6 for specific park
elements. They have been updated,as appropriate,based on recent data from park purchases
and development in the City of Tigard.
13
Tigard Park System Master Plan Addendum
Table 5: Park Cost Estimates for River Terrace
Planning,
Total Land Construction Design, TOTAL
Park Type Acreage/ Acquisition Permitting,
Costs COSTS
Mileage Costs Admin
(35%)
;onununity 19.25 acres S7,508,000 86 712,000 $2,174,000 $15,894,000
Neighborhood 9.62 acres $3,752,000 $2,204,000 $771,000 $6,727,000
linear 8.02 acres S3,128,000 $169,000 $59,000 $3,356,000
Trail 0.73 miles' $690,000 x;66,000 $198,000 $1,454,000
'I'OTAI, COSTS S15,078,000 178,000 59,151.1 1f in 53,2(f2,1)(11 1 S27,431,000
'There are 3.01 miles of recommended trails in River Terrace,but only 0.73 miles of trail are included in this table
for cost estimating purposes. The costs associated with the River Terrace Trail,which accounts for the remaining
2.28 miles of recommended trail,are included in the River Terrace'Transportation System Plan addendum
Table 6: Park Element Cost Estimates for River Terrace
Park Description Cost Estimate Supporting Images
Element
larking Lot Dedicated,off $100,000 W
street,20 stalls per
ball field,53,000 per I r' -
stall �.Y- ;y►
Restroom Two unisex stalls, 5150,000
concrete
1
14
Tigard Park System Master Plan Addendum
Park Description Cost Estimate +upporting Images
Element
Paved Path 8'wide asphalt $30,000/ acre or
$36.00/ linear foot :14
•
Play Equipment,swing Small -$25,000 .
Elements sets, seating,safety Medium -$60,000 .
surfacing Large - 5100,000
Site Bench and setting' $1,000
Furnishing
Picnic Areas and structures Small - 525,0(X)
Shelter with pre-fabricated Medium - $60,000
construction Large - $100,000
in Ili si•
I ..a
For the WB,MCP cost estimating,the cost for benches was shown as$2,000 in the list of assumptions,but only
$500 per bench when the costs for specific parks were calculated.
15
Tigard Park System Master Plan Addendum
Park
Element Description Cost Estimate Sup, rting Ima
Off-leash 1-2 acre,minimal $80,000/ acre 47
Dog Area improvements, non-irrigated � '
fenced
Nomrte,
Basketball 40'x 70'asphalt S35,000
Court r. ! r-1
Tennis Standard doubles, S5 O 0 n u
Court with fencing
•
Sports Min. 2 acres,buffers, Soccer- $250,000 - •
Fields &under-drain. Football -$200,000
Soccer-200'x 335' Softball -$300,000 'e._.
Football- 160'x 360' Baseball - $450,000
Softball -270' x 270'
Baseball- 350'x 350'
16
Tigard Park System Master Plan Addendum
Park
Element Description Cost Estimate Supporting Im.�n
"... 111,111711
Water Small - $150,000 e
I feature Medium -$500,000 'r
Large - $1,000,000 t
mphi- Small- $200,000
t heater Medium -$500,000
Large - $1,000,000
Interprem c 4' x 8'with graphics $5,000/ sign 'i,,
Signage
Non-paved 8'wide gravel or $20,000/ acre or
Path similar $24/ linear foot
x ,%T
r*; - -;,f al,
, ciy �y! .
1'railheads 500 sq. ft. seating, S50,000
signage,small
shelter
I WAtn
1011 iE
_ 1
1-
Tigard Park System Master Plan Addendum
Park S
Element Description Supporting Images
Community Paved Plaza— S150,000 1' -;
Commons/ 10,000 sq. ft. ,
View Points _ .*
:ommunity 10'x 10' plots,4' S75,000/ acre 1 c _
( ;arden chain link fence, O.
hose bibs ` ' '��.
4
i /
Natural 50'wide,includes $100/ linear foot
Vegetation new plantings (Restore- $45,000/
Buffer acre)
Unstructured Grading,drainage, $75,000 /acre—
Open Space planting areas irrigated
$35,000/ acre— -
non-irrigated .
18
Tigard Park System Master Plan Addendum
Potential Strategies for Acquiring and Developing Parks
With more than 452 acres of parks,greenways and natural areas,the City of Tigard provides a
variety of options for recreation,while protecting the area's natural beauty and providing
valuable wildlife habitat. River Terrace,on the other hand,currently has no parks, nor does it
have any land dedicated to park use. City standards dictate the types of facilities needed (e.g.
neighborhood park,community park,etc.),but the city currently does not have the kinds of
regulatory tools or incentives in place to ensure the development of the trail and park system
envisioned in River Terrace.
This section explores implementation mechanisms for the acquisition of park land and the
development of park and recreation facilities. In general,there are two primary means of park
land acquisition: outright purchase of land by local government and code provisions that require
dedication of land by development. Additional means are discussed in Table 7 below.
Table 7: Comparison of Park Land Acquisition Approaches
Approacri t)escdphon
I'm Simple City purchases land Straightforward,local Can have high costs.
Acquisition of from current owners. control of land May not occur before
indeveloped Land selection. platting of land.
Requires funds"in
hand."
Mandatory Code requires Little to no cost to Developer selects
Dedication of Land developer to set aside city, park site.
land. Challenges in
determining what is
proportionate.
Pee-in-Lieu Code allows Allows city to select Need to collect funds
(of Mandatory developer to pay fee- sites using funds first or establish
l)edication) in-lieu of setting from development borrowing
aside land. projects. mechanism. Still
requires a means for
the city to protect a
portion of private
property for later
park development.
19
Tigard Park System Master Plan addendum
aw
Approach Description Pros Con 1111.1.
Developer Provides Developer plans, No cost to city. Requires
Turnkey Park designs,and coordination and
constructs park. development of a
new approval
process. May not be
supported by
development
community and may
be legal issues.
Iurchase of City does not Less expensive than Limited applicability
1 :asements purchase land,only fee-simple and limited benefit
an easement. Often acquisition. for land owner.
used for trails. Possible management
requirements related
to monitoring.
Purchase of City preserves land Often voluntary only.
Development Rights by restricting future Can have high costs.
development while
continuing existing
use. Often used for
farms and forestry.
Outright Donation Property owners Little to no cost to Unlikely to occur in
donate land to the city. the necessary
city. Often locations and sizes.
undevelopable land.
Transfer of Transfers Resources can be Can be complicated
Development Rights development protected without program to establish.
allowance away from huge capital No worthy
lands planned for expenditures. Can be precedents in region.
parks. built into Planned Not permitted in
Development current zoning
process. districts.
In addition to the park land acquisition approaches described above,the following approaches
to acquiring and developing parks may be appropriate in River Terrace. Peter 1--Iarnik directs the
Trust for Public Land's Center for City Park Excellence and is the author of Urban Green:
Innovative Parks for Resurgent Cities. In his book,Harnik describes 14 ways to provide innovative
parks. Of these 14 ways,the following three are applicable to River Terrace:
20
Tigard Park System Master Plan Addendum
1. Make double use of stormwater facilities. Stormwater facilities can be well designed and
integrated with open space plans. With significant need
for stormwater management in River Terrace, this 1e tt
approach may be applicable. During the WBMCP,it `
was assumed that parks and storm facilities would be
co-located. Harnik cites High Point in Seattle as a good
example.
2. Use urban renewal. This is more a funding mechanism than an instrument to acquire
property. However,within an urban renewal area,creative land banking,parcel aggregation,
and other changes can help to ensure adequate park land. Portland's Pearl District is cited as
an example of this method.
3. Benefit from boulevards. Harnik points out how wide boulevards with landscaped centers
and edges can provide many of the same benefits as a park. Boston's Commonwealth
Avenue is a great example of this. The River Terrace Trail could use design concepts such
as this.
In the next section, two case studies explore how other jurisdictions are acquiring park land and
developing parks. The first case is from Portland,and is meant to provide some guidance on the
procedures related to land acquisition. The second case is from Canby,and focuses on their
Parkland Dedication Ordinance.
Case Study: City of Portland
Fee Simple Acquisition
In 1903,John Charles Olmsted delivered the Report of the Park Board, Portland, Oregon. Olmsted
urged the integration of natural areas in a comprehensive park system. He recommended
acquisition of the wooded hills west of the Willamette River for a park with a wild,woodland
character. In 1948,4,200 acres were formally dedicated as Forest Park.
In more recent years,natural area acquisition has been guided by Metro's Greenspaces Master
Plan,other Metro and city plans,and local target area acquisition plans. Between 1990 and 2005,
Portland Parks and Recreation added 750 acres of natural area to its management portfolio,
primarily from its 1995 bond measure. Currently,the City of Portland utilizes a Capital Project
Request Criteria and Rating System. This rating system enables the city to fairly evaluate
recommended park purchases. The criteria are as follows:
• Legal Compliance Max 5 points
• ADA Compliance Max 10 points
• Public Support Max 10 points
• Conforms to city or PP&R Plans Max 10 points
• Improves Level of Service Max 10 points
• Equity Max 15 points
• Human Health and Safety Max 15 points
• Protects Capital Assets or Facilities Max 15 points
• Environmental Quality Max 10 points
21
Tigard Park System Master Plan Addendum
• Project Financing/ Business Opportunity Max 10 points
• Maintenance Financing Max 5 points
• Effect on Operating Budget Max 10 points
Once Portland has evaluated the merits of a specific purchase,it funds these purchases with
instruments similar to those employed in Tigard. These include: the city's general fund,system
development charges,special levies,grants,donations,and funds from partners such as the
Portland Development Commission.
Case Study: City of Canby
Mandatory Dedication
Chapter 3 of Canby's 2002 Park and Open Space Acquisition Plan contains an Acquisition
Framework. This framework for land acquisition establishes priorities for future acquisition of
park land in Canby. It also provides direction for the evaluation and acquisition of land. The
City of Canby has also adopted a Dedication Ordinance,which enables them to provide park
land through the development review process. Canby's Parkland Dedication Ordinance allows for
land exactions from development projects and the payment of fee-in-lieu. The main parks
acquired through the ordinance are neighborhood parks.
Canby Municipal Code
16.120.020 Minimum standard for park, open space and recreation land
A. Parkland Dedication: All new residential, commercial and industrial developments shall be
required to provide park, open space and recreation sites to serve existing and future residents and
employees of those developments
3. Calculation of Land Required: The total requirement of park, open pace and recreational land
shall be 0.01 of an acre per person based on the dt'standard of 10 acres of land per 1,000
residents. This standard represents the land-to-population ratio the City of Canby requires for city
parks, and may be adjusted periodically through amendments to the Parks and Recreation Master
Plan....
Canby added this tool to its previous capital project and acquisition approach,which is similar to
what is used today in Tigard. Mandatory dedications and fee-in-lieu of dedications have greatly
improved Canby's ability to acquire park land and protect open space. The dedication ordinance
sets forth specific criteria to help the City of Canby decide whether to accept a specific site.
Canby requires an environmental assessment of the proposed land prior to any park land
dedication. If the land is deemed to be unsuitable,the developer pays a fee-in-lieu of dedication.
Fees gathered in this manner are later used to acquire park land through outright purchase. Fee-
in-lieu of dedication is a common way for communities to acquire park and open space and have
stood up to court challenge. The courts generally accept fee-in-lieu of dedication if the fee is
deemed not to put an undue burden on the developer.
Canby also allows partial credit for land dedicated to trails within the 100-year floodplain.
22
II I " fl River Terrace
l IC,ARD c o m m u n i t y p l a n
City of Tigard
Transportation System Plan Addendum
June 2014
ACKNOWLEDGEMENTS
We would like to thank the many citizens, staff, and community groups who provided extensive input into
the development of this Transportation System Plan Addendum.Special thanks are due to the members of
the River Terrace Technical Advisory Committee and Stakeholder Working Group.
CITY STAFF
Kenny Asher,Community Development Director
Brian Rager,Interim Public Works Director
Tom McGuire,Assistant Community Development Director
Susan P Shanks,Project Manager and Senior Planner
Judith Gray,Senior Transportation Planner
Michael Stone,City Engineer
Mike McCarthy,Senior Project Engineer
Marissa Grass,Associate Planner
This addendum was completed by DKS Associates of Portland,Oregon,Principal—Carl Springer and
Transportation Planner—Kevin Chewuk.
DKS
TABLE OF CONTENTS
INTRODUCTION 1
TRANSPORTATION VISION FOR RIVER TERRACE 2
SOUTH COOPER MOUNTAIN CONCEPT PLAN COORDINATION 3
FUTURE GROWTH IN RIVER TERRACE 3
TRAFFIC FORECASTING 4
Baseline 'Transportation System Improvements 7
I:stimating Driving Trips 8
Land Use and Motor Vehicle Trip Assumptions 8
2035 Motor Vehicle Operations 9
Sensitivity Analysis 11
STREET FUNCTIONAL CLASSIFICATION 13
Street Design 16
MULTI-MODAL CONNECTIVITY 21
WALKING AND BIKING 22
Walking and Biking Gaps 22
Walking and Biking Improvements 23
Trails 24
Street Crossings 24
TRANSIT 27
SUMMARY OF TRANSPORTATION SYSTEM RECOMMENDATIONS 27
'1'SP .-amendments 11
Introduction
In 2010,the city of Tigard updated the community's Transportation System Plan,hereafter referred to
as the TSP. The TSP serves as a long term guide for city transportation investments by incorporating
the vision of the community into an equitable and efficient transportation system. It evaluates the
current transportation system and outlines policies and projects that are important to protecting and
enhancing the quality of life in Tigard through the next 20 years by balancing the needs of walking,
bicycling,driving,transit and freight. The City Council adopted the TSP on November 23,2010.
Since the adoption of the TSP in 2010, the West Bull Mountain Concept Plan (WBMCP) was
completed and adopted by Washington County and the city. The area now known as River Terrace
(and formerly known as\Vest Bull Mountain) was also annexed to the city. This addendum provides
an update to the TSP specific to the River Terrace study area and contributes to the city's broader
goal of completing a River Terrace Community Plan.
The nearly 500 acres encompassing the River Terrace Community Plan study area was brought into
the Metro Urban Growth Boundary in 2002 and 2011 to accommodate future growth. This land,
coupled with adjacent City of Tigard Urban Reserves,was studied to identify appropriate areas for
urbanization,natural resource protection,and trunk infrastructure. Prior to establishing and as a part
of adopting the needed zoning to allow for development in suitable areas,the city was required to
update all public facilities plans,including the TSP. This effort began with the West Bull Mountain
Concept Plan,which will serve as the foundation for the River Terrace Community Plan,upon which
new information obtained from this system analysis and stakeholder input was used to address
changing transportation needs in the area.
Lands within the River Terrace Community Plan study area are within the Urban Growth Boundary
(UGB) and will be addressed in this community plan to describe their intended zoning and
development implementation. Lands within the Urban Reserve are not available for urban
development until they are brought into the UGB.
This transportation system analysis includes two levels,local and regional. The local level analysis
'a• includes the immediate River Terrace Community Plan study area,and is generally bounded by
Scholls Ferry Road to the north, Beef Bend Road to the south,Roshak Road/ 150th Avenue to the
F east,and Roy Rogers Road to the west. The regional level analysis includes several major streets that
provide connections to the River Terrace Community Plan study area. The 25 intersections shown in
a Figure 1 have been identified as study intersections.
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c o m m u n i t y p l a n
Figure 1: Study Area
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Transportation Vision for River Terrace
The River Terrace Community Plan envisions an interconnected network of multi-modal streets,one
that conforms with the rolling topography and builds upon and connects with the existing streets in
the area. The streets are designed to accommodate all modes of travel for users of all ages and
abilities where possible. They are also designed to safely connect people to where they need to go,
providing residents and visitors with a number of travel choices to their destinations. The streets are
E also envisioned to be more than just places for automobile travel,recognizing that they are also where
.o people gather,walk,bike,access transit,and park their vehicles.
a
'u As a major street connection through the River Terrace area,Roy Rogers Road will continue to
Qconnect residents,commuters, and visitors to the regional transportation system. It will be designed
ca..) in a manner to serve the through travel demand,while still being viewed as an asset to the
El
q neighborhood rather than a barrier. Those walking and cycling will be accommodated with safe and
acomfortable facilities along the street and at each street intersection. For those driving, the street will
t, be widened to four travel lanes with a center turn lane or median.
To the east and west of Roy Rogers Road will be a connected network of streets and shared-use paths
1 providing on- and off-street connections to schools, parks, housing and shopping. Primary street
jconnections to Roy Rogers Road for those driving in the River Terrace area will be via Lorenzo Lane,
e�ua Bull Mountain Road,and a new street located midway between Bull Mountain Road and Beef Bend
to Road. These streets will employ design techniques to create safe,slow streets without significantly
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c o m m u n i t y p i a ',
changing vehicle capacity. These design techniques will help mitigate the impacts of traffic on
adjacent residences and effectively balance safety,comfort,and mobility.
Those walking and biking in the River Terrace area will be accommodated primarily through
sidewalks,off-street trails,or on-street shared facilities. Bike lanes,or parallel off-street facilities,will
be required along the major street system (i.e. along arterial and collector streets). Off the main street
system will be a network of comfortable,low-stress walking and biking routes between
neighborhoods and local parks,schools,and shopping areas.
South Cooper Mountain Concept Plan Coordination
The City of Beaverton is currently involved in a concept planning process for the South Cooper
Mountain annexation area,located northwest of the Scholls Ferry Road/175th Avenue intersection.
The long range build-out of this area (both UGB areas and Urban Reserves) is estimated to include
over 8,100 housing units and more than 450 jobs. These updated housing and employment
assumptions for the South Cooper Mountain Concept Plan were incorporated into the traffic analysis
work for the River Terrace Community Plan to coordinate these two parallel planning efforts. This
helped to more accurately forecast future traffic volumes along streets in the area,including regional
routes such as Scholls Ferry Road and 175`h Avenue-Roy Rogers Road that provide primary access to
both sites.
Future Growth in River Terrace
Land use is a key factor in developing a functional transportation system. The amount of land that is
planned to be developed,the type of land uses,and how the land uses are mixed together have a
direct relationship to the expected demands on the transportation system. Understanding the amount
and type of land use is critical to maintaining or enhancing transportation system operations.
r
The nearly 500 acres in the River Terrace Community Plan area were designated with specific land
G uses in the West Bull Mountain Concept Plan. These land uses were adopted by the city of Tigard in
2012. They serve as the foundation for the development of zoning in the River Terrace Community
Q Plan area.
[-• The impact of the increased vehicle trip generation on the surrounding transportation system,as a
result of the adopted land uses,was evaluated through the year 2035. The new information obtained
from this system analysis was used to refine the recommendations contained in the West Bull
• Mountain Concept Plan. The result is a set of transportation improvements and standards that
• updates the Tigard TSP for the River Terrace area.
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Traffic Forecasting
Future traffic forecasts were prepared for 2035 for two major scenarios:
• 2035 Existing Tigard TSP—This scenario assumes the land uses within Washington County's
version of Metro's Regional Travel Demand Forecast Model. This scenario includes 3,294
households and 391 employees in the River Terrace area and closely matches the forecast of the
2010 Tigard Transportation System Plan.' It assumes build-out of the urban reserves in the
region outside of the City of Tigard planning influence area,and some growth within the Tigard
urban reserves. It also includes the improvement projects listed in the"Baseline Transportation
System Improvements" section and the traffic volumes shown in Figures 2a and 211
• 2035 River Terrace Update—This scenario assumes the highest level of potential development
for the River Terrace area (2,587 households and 149 employees). It assumes build-out of the
urban reserves in the region outside of the City of Tigard planning influence area (e.g. South
Copper Mountain area),but no growth within the Tigard urban reserves. It also includes the
improvement projects listed in the`Baseline Transportation System Improvements"section and
the traffic volumes shown in Figures 2a and 2b.
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c o m m u n i t y p l a n
Figure 2a: 2035 Traffic Volumes (PM Peak)
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Baseline Transportation System Improvements
The starting point for the 2035 system analysis relied on the list of street system improvement
projects located in the study area or at study intersections contained in the Tigard,Beaverton,and
Washington County Transportation System Plans. Since these projects are expected to be funded (i.e.
are identified as financially constrained),they were used in the baseline traffic forecasts for the River
Terrace Community Plan analysis for 2035. In addition,the street extensions envisioned in the West
Bull Mountain Concept Plan were assumed,despite not being funded,since they will be needed
before development can occur. The improvements that were assumed include:
• Lorenzo Lane extension,Woodhue Street extension, 161"Avenue extension,two north-to-
south routes (one to the east and one west of Roy Rogers Road),and two east-to-west routes
south of Bull Mountain Road (Source: West Bull Mountain Concept Plan)
• Scholls Ferry Road widening to five lanes from Teal-Horizon Boulevard to west of 175th
Avenue-Roy Rogers Road (Source:Washington County)
• Roy Rogers Road widening to five lanes from just north of Scholls Ferry Road to the south
Urban Growth Boundary, north of Beef Bend Road'-(Source:Draft Washington County TSP)
• Traffic signal installation at the Roy Rogers Road/Beef Bend Road intersection (Source:
Washington County)
• Durham Road widening to five lanes from Highway 99W to Upper Boones Ferry Road (Source
Tigard TSP Project# 39 and # 40)
• Davies Road extension from Scholls Ferry Road to Barrows Road,and closure of the existing
Barrows Road (east) connection to Scholls Ferry Road (Source Beaverton TSP Project#41 and
#252)
• Highway 99W/ Gaarde Street-McDonald Street intersection improvements to include widening
,o Highway 99W to add a third southbound through lane,a second northbound left turn lane and a
northbound right turn lane, and widening Gaarde-McDonald Street to add a second through
-o lane (Source:Tigard TSP Project#66k)
In addition,several non-specific improvement projects were identified at study intersections along
Highway 99W in the Tigard Transportation System Plan. This includes improvements at the Walnut
ttl Street,and Durham Road intersections. Further refinement is necessary to determine the extent of
it
improvements that could be achieved with the allocated TSP budget at each of these locations.
Lacking these specific details, no baseline improvements were assumed to occur at these intersections
despite being financially constrained in the Tigard Transportation System Plan.
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7 ever Terrace
C o m m u n . t y
Estimating Driving Trips
A determination of future street network needs requires the ability to accurately forecast travel
demand resulting from estimates of future population and employment in the River Terrace study
area,and the rest of the city and Metro region. The objective of the transportation planning process
is to provide the information necessary for making decisions about how and where improvements
should be made to create a safe and efficient transportation system.
The travel demand forecasting process generally involves estimating travel patterns for new
development based on the decisions and preferences demonstrated by existing residents,employers
and institutions around the region. Travel demand models are mathematical tools that help us
understand future commuter, school and recreational travel patterns including information about the
length, mode and time of day a trip will be made. The latest travel models are suitable for motor
vehicle and transit planning purposes,and can produce total volumes for autos,trucks and buses on
each street and highway in the system. Model forecasts are refined by comparing outputs with
observed counts and behaviors on the local transportation system. This refinement step is completed
before any evaluation of system performance is made. Once the traffic forecasting process is
complete, the 2035 volumes are used to determine the areas of the street network that are expected to
be congested and that may need future investments to accommodate growth.
Washington County has a travel demand model that is based on Metro's regional travel demand
model. For River Terrace, the Washington County travel demand model was refined to reflect the
proposed land use and roadway network.
Land Use and Motor Vehicle Trip Assumptions
The zoning developed during the River Terrace Community Plan process equates to about 2,587
housing units and a neighborhood commercial/mixed-use area with approximately 40,000 square feet.
To convert concept plans of neighborhood commercial land uses into forecasts in the travel demand
▪ model, estimates of land use by acreage were converted into employment figures (i.e. number of retail
.n employees or other employees). Table 1 describes the assumptions that were used. In the Tigard
Q TSP,vehicle trips within the River Terrace area were estimated based on around 700 additional
housing units',i.e. 3,294 vs. 2,587 housing units as shown in Table 1.
E
3 The land uses in the urban and urban reserve areas of River Terrace were combined into a single Transportation Analysis Zone(TAZ)
in the disaggregated Washington County Model used for the"Existing Tigard TSP"scenario. They have since been separated_ This is
one of the reasons why there arc more housing units in the"Existing Tigard TSP"scenario than in the"River Terrace Update"
scenario.
4
8
1ve r Terrace
c o m m u n i t y p l a n
Future vehicle trips generated by the River Terrace area were estimated by applying travel demand
model trip generation rates by land use type,which were developed based on the rates in the existing
Bull Mountain neighborhoods just to the east of the River Terrace area. Overall,the River Terrace
Community Plan area is expected to generate about 1,500 motor vehicle trips during the p.m. peak
hour,or about 100 less than what is currently assumed in the Tigard TSP,i.e. 1,580 vs. 1,489 trips as
shown in Table 1.
Table 1: Land Use Assumptions for the River Terrace Community Plan
Housing Retail Other PM Peak Hour
Scenario
Units Employees Employees Vehicle Trips Ends
2035 Existing Tigard TSP " 3,294 43 348 1,580
2035 River Terrace Update 2,587 29 120 1,489
*Based on the disaggregated Washington County Model
2035 Motor Vehicle Operations
Motor vehicle conditions were evaluated during the 2035 evening peak hour at the twenty-five
intersections reviewed. The evaluation utilized 2000 Highway Capacity Manual methodology for
signalized and 2010 Highway Capacity Manual methodology for unsignalized intersections.
After assuming the transportation system improvement projects with expected funding contained in
the Tigard, Beaverton and Washington County Transportation System Plans, several intersections are
expected to exceed mobility targets under each scenario (as shown in Table 2). Many of these
intersections were previously forecasted to exceed standards in the Tigard,Beaverton,and
Washington County Transportation System Plans. In fact, the"2035 River Terrace Update" scenario
has slightly better operations at many intersections than reported in the Tigard TSP since the level of
a
development would be less than assumed in the "2035 Existing Tigard TSP" scenario.
-5
The recommended improvements for the intersections that are expected to exceed mobility targets
can be seen in Table 3. It should be noted that the Metro Regional Transportation Plan,Tigard
Transportation System Plan,Washington County Transportation System Plan,and West Bull
F-. Mountain Concept Plan recommend various improvements,including intersection improvements
along Highway 99W at the Walnut Street,Gaarde Street-McDonald Street,and Durham Road
Ra intersections;widening of Roy Rogers Road to five lanes;and installation of traffic signals at the Roy
Rogers Road/ New E-W Collector Street,Roy Rogers Road/ Bull Mountain Road,and Roy Rogers
Road/ Lorenzo Lane Extension intersections. This updated system analysis reaffirms the need for
capacity and safety improvements at these locations.
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c o m m u n i t y p l a n
Table 2: Motor Vehicle Operations (PM Peak Period)
2013 Existing 2035 Existing
2035 River
ID Intersection(traffic control)** Mobility Conditions Tigard TSP Terrace
Target Update
V/C LOS V/C WS V/C LOS
1 Highway 99W/Hall Boulevard(signalized) 0.99 v/c 0.81 D 0.98 E 0.97 E
Highway 99W/Greenburg Road-Main Street 0.99 v/c 0.76* C 0.94 E 0.92 D
(signalized)
3 Highway 99W/Walnut Street(signalized) 0.99 v/c 0.76* B 1.03 C 0.93 C
Highway 99W/Gaarde Street-McDonald Street
4 (signalized) 0.99 v/c 0.89* C 0.96 D 0.95 D
5 Highway 99W/Bull Mountain Road(signalized) 0.99 v/c 0.77* B 1.03 C 1.03 D
6 1 lighway 99W/Beef Bend Road(signalized) 0.99 v/c 0.85 C 1.01 D 0.99 D
7 Highway 99W/Durham Road(signalized) 0.99 v/c 0.90 E 1.17 F 1.15 F
8 Beef Bend Road/ 150th Avenue(unsignalized) 0.99 v/c 0.10 B 0.32 C 0.09 C
Beef Bend Road/Elsner Road-161"Avenue
9 0.99 v/c 0.03 B 0.40 C 0.65 E
extension(unsignalized)
10 Roy Rogers Road/Beef Bend Road(signalized)*** 0.90 v/c 0.99 F 0.87 C 0.93 D
Roy Rogers Road/ New E-W Collector Street
11 (unsignalized)*** 0.99 v/c - - >1.50 F >1.50 F
Roy Rogers Road/Bull Mountain Road
12 (unsignalized)*** 0.99 v/c 0.34 E >1.50 F >1.50 F
Roy Rogers Road/Lorenzo Lane Extension
13 (unsignalized)*** 0.99 v/c - - >1.50 F >1.50 F
14 Scholls Ferry Road/Roy Rogers Road-175th 0.99 v/c 0.92 D 1.06 F 0.87 D
Avenue(signalized)***
Scholls Ferry Road/New N-S Collector Street
15 0.99 v/c - - >1.50 F >1.50 F
(unsignalized)
16 Scholls Ferry Road/Barrows Road(signalized) 0.99 v/c 0.58 B 0.72 C 0.61 B
E 17 Scholls Fern-Road/Murray Boulevard(signalized) 0.99 v/c 0.85 D 1.06 F 1.04 F
G 18 Scholls Ferry Road/ 135th Avenue(signalized) 0.99 v/c 0.61 A 0.87 C 0.79 B
v Scholls Ferry Road/ 125th Avenue-North Dakota
-0 19 0.99 v/c 0.77 C 1.00 E 0.96 E
Street(signalized)
C. 20 Scholls Ferry Road/ 121*Avenue(signalized) 0.99 v/c 0.68 B 0.82 C 0.76 B
H 21 Barrows Road/Roshak Road(roundabout) 0.99 v/c 0.34 A 0.56 B 0.43 A
ii 22 Roshak Road/Lorenzo Lane extension 0.99 v/c 0.61 C 0.35 B
es Ar (unsignalized)
P 23 Roshak Road/Bull Mountain Road(unsignalized) 0.99 v/c 0.30 C 1.21 F 0.70 D
a 24 Bull Mountain Road/ 150' Avenue(unsignalized) 0.99 v/c 0.15 B 0.72 F 0.27 D
25 Bull Mountain Road/ 161*'Avenue(unsignalized) 0.99 v/c 0.03 B 0.37 C 0.24 B
VBolded red values indicate intersection exceeds the v/c(volume/capacity)mobility target or operates with a Level of service"F".
*Intersection is impacted by queuing from adjacent intersections along I highway 99W. Travel demand may not always be served,thus
gthe intersection may operate closer to capacity at times during peak periods.
v **VA:ratio,LOS and delay reported as the intersection average at signalized locations and worst stop controlled approach at
H unsignalized locations
w
9 ***Roy Rogers Road was assumed to be widened to five lanes by 2035.
a 1 10 River errace
C o m m u n i t y p i a n
Table 3: Recommended Intersection Improvements
2035 with
Planned
Intersection Mobility
ID Intersection Planned Intersection Solution
(existing traffic control) Target
Solution
V/C LOS
Highway 99W/Bull Mountain * * Improvements such as additional northbound
5 0.99 v/c left rum lane(would require an additional
Road(signalized)
receiving lane on Bull Mountain Road)
Highway 99W/Durham Road Improvements such as additional turn lanes
7 * *
(signalized) 0.99 v/c (Source:Tigard TSP Project#66n)
Roy Rogers Road/New E-W
Widen Roy Rogers Road to 5 lanes;Install a
11 Collector Street(unsignalized) 0.99 v/c 0.67 B traffic signal(Source:West Bull Mountain
Concept Plan)
Widen Roy Rogers Road to 5 lanes;Install a
12 Roy Rogers Road/Bull Mountain 0.99 v/c 0.66 B traffic signal(Source:Draft Washington County
Road(unsignalized)
'TSP;West Bull Mountain Concept Plan)
Roy Rogers Road/Lorenzo Lane
Widen Roy Rogers Road to 5 lanes;Install a
13 0.99 v/c 0.82 C traffic signal(Source:Draft Washington County
Extension(unsignalized)
TSP;West Bull Mountain Concept Plan)
Scholls Ferry Road/ Roy Rogers Widen Roy Rogers Road to 5 lanes(Source:
14 0.99 v/c 0.88 D Draft Washington County TSP;West Bull
Road-175th Avenue(signalized)
ountain Concept Plan)
ticholls Ferry Road/ New N-S
15 Collector Street(unsignalized) 0.99 v/c 0.36 C Restrict access roright-in,right-out,left in only
Scholls Ferry Road/ Murray Enhanced transit and other demand
17 Boulevard(signalized) 0.99 v/c 1.07 F management options**
Bolded red values indicate intersection exceeds the v/c(volume/capacity)mobility target or operates with a level of service"F".
• •I)ue to the range of potential solutions at these intersections,the intersection operations rations with a planned solution could not be
1 evaluated. It was assumed that these investments would allow the intersections to meet mobility targets.
tr
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1"O **This intersection is within the City of Beaverton and under Washington County jurisdiction. Capacity issues have been identified at
Q this intersection,but no feasible motor vehicle capacity solutions could be identified at this time. Long range planning efforts for South
ly Cooper Mountain in Beaverton may provide other solutions,
to
a Sensitivity Analysis
al
R+ A few scenarios were tested to help supplement the ultimate design recommendations for the new N-
ES Collector Street and the future intersection with Scholls Ferry Road. These scenarios are discussed
1 below.
o • Tragic control at the New N-S Collector Stet/ Scholls Ferry Road intersection
0
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u This scenario tested the traffic control at the Scholls Ferry Road/ New N-S Collector Street
✓ intersection with and without a traffic signal. With a traffic signal, full motor vehicle access would
H
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tz
11 leer Terrace
it
be allowed at the intersection. Without a signal,access would be limited to right-in,right-out,left-
in only. Left turns from the new N-S Collector Street to Scholls Ferry Road would be prohibited.
An unsignalized intersection would have little impact during the evening peak period since the
left-turn demand from the new N-S Collector Street to Scholls Ferry Road is not expected to be
significant. However,drivers (around 90 trips during the morning peak and 85 trips during the
evening peak periods,plus others throughout the day) would have to re-route to either Roshak
Road or Roy Rogers Road to access Scholls Ferry Road. Operations at the two adjacent
intersections (Scholls Ferry Road/ Roy Rogers Road-175th Avenue and Scholls Ferry Road/
Barrows Road),would also not be expected to be significantly impacted.
A signalized intersection,on the other hand,would potentially impact westbound approaches to
both the Roy Rogers Road-175th Avenue and new N-S Collector Street intersections. However,
drivers wishing to travel west on Scholls Ferry Road would not have to travel out of direction or
travel through the adjacent Bull Mountain neighborhood to the east. A signalized intersection at
this location meets Washington County's signal and intersection spacing standards and may likely
meet signal warrants in the future.
The final recommendation includes a signal at the Scholls Ferry Road/ New N-S Collector
intersection to minimize impacts to the adjacent neighborhood to the east and to provide a
signalized crossing for pedestrians and bicyclists at this location. The nearest intersections to the
east and west are approximately 1,000 feet away. The signal is to be installed only when it meets
warrants. Until such time as a signal is warranted,a pedestrian signal should be considered as an
interim or permanent intersection improvement at this location. Any intersection improvements
must meet operational standards.
• Alignment of the New N-S Collector Street between Scholls Ferty Road and the Lorentio Lane extension
This scenario tested different alignments for the new N-S Collector Street between Scholls Ferry
Road and the Lorenzo Lane extension,with one alignment being more direct and the other being
more circuitous. Overall,the more direct alignment is expected to attract more drivers who
would have previously used Roshak Road or Roy Rogers Road to access Scholls Ferry Road.'The
more direct alignment is expected to slightly reduce motor vehicle travel demand along both of
these adjacent routes. This,however,does not take the design of the street into consideration,
which would also significantly affect driver behavior.
The final recommendation includes a more direct route and utilizes design treatments to
encourage slow travel speeds while allowing for efficient through movements. The more direct
route also avoids impacts to a significant tree grove.
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E-4 4 This finding is based on professional judgment. The travel demand model is not sensitive enough to test subtle street
v alignment changes.
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c o m m u n i t y p i a +.
• Cross-section of the New N-S Collector Street
This scenario tested the impacts of the new N-S Collector Street with two travel lanes (one travel
lane in each direction) and three travel lanes (one travel lane in each direction with a center turn
lane/median). Overall,the three-lane cross-section provides slightly more motor vehicle capacity
than the two-lane cross-section. While left-turn demand at mid-block locations along the new N-
S Collector Street is expected to be minimal, the center lane could be used for landscaping or
pedestrian crossing refuges,acting as a way to visually narrow the paved street width. It could
also provide an opportunity to more effectively manage access to the new N-S Collector street by
limiting the locations where full access is allowed.
The final recommendation includes a landscaped median that is wide enough to allow for left turn
lanes at specific locations where warranted.
Street Functional Classification
To manage the street network, streets in the River Terrace Community Plan area are classified based
on a hierarchy according to the intended purpose of each street,as shown in Figure 3. From highest
to lowest intended vehicular usage, the classifications are arterials, collectors,neighborhood routes,
and local streets. Streets with a higher intended usage generally provide more efficient traffic
movement (or mobility),while streets with lower intended usage provide greater access for shorter
trips to local destinations such as businesses or residences.
The recommended functional classifications of streets in the West Bull Mountain Concept Plan were
reviewed during the River Terrace Community Plan process against the city's standards and the
updated system analysis information. The classifications of two streets, a north-to-south route east of
and parallel to Roy Rogers Road (connecting Scholls Ferry Road with the south end of the planning
area) and an east-to-west route south of Bull Mountain Road (connecting Roy Rogers Road with the
E main north-to-south River Terrace street),were changed to collector streets from neighborhood
a
'a routes to reflect anticipated traffic volumes and to be consistent with other collector streets in the city.
• Arterials are intended to serve as the main travel routes. These streets serve the highest volume
of motor vehicle traffic and are primarily utilized for longer distance regional tri s The only
P Y g P •
F`r streets in the River Terrace area classified as arterials are Beef Bend Road,Roy Rogers Road,and
Scholls Ferry Road.
• Collector Streets are intended to connect many parts of the city and serve traffic traveling to
and from arterial streets. These streets provide greater accessibility to neighborhoods,often
connecting to major activity generators and provide efficient through movement for local traffic.
In the River Terrace area,Bull Mountain Road, 150th Avenue,the Lorenzo Lane extension, a
north-to-south route east of and parallel to Roy Rogers Road,and an east-to-west route south of
v
r Bull Mountain Road are classified as collectors.
13 I ever Terrace
• Neighborhood Routes often connect the neighborhoods to arterial or collector streets. These
streets serve as major neighborhood routes and generally provide more direct property access
(via driveways) than collector streets. In River Terrace, neighborhood routes are expected to
include the Woodhue Street extension, 161"Avenue extension,a north-to-south route west of
Roy Rogers Road,and two east-to-west routes south of Bull Mountain Road.
• Local Streets provide more direct access to residences without serving through travel. These
streets are often lined with residences and are designed to serve lower volumes of traffic with a
statutory speed limit of 25 miles per hour. All remaining streets in River Terrace will be
designed as local streets.
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c o m m u n i t y p i a n
Figure 3: Street Functional Classifications I WW Simi: CI°
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a a si.
-M".20 :� �i Rver Terrace
� .
■ . ow- E � ►
41 -I► `- - 1
■ •
■ a
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i ~ Figure 3: Street
I ' Li■ r�1 Functional Classifications NW
*maim well '■ ..tea
■
a Street Funcf,onal Classification
■ / —Arterial Street
p
�-Collector Street
■ INS NW i —Neighborhood Route
—Local Street
.....
■
C ♦� Future Collector Street Ji if (Conceptual Alignment)
• \ •••••Future Neighborhood Route
1 • (Conceptual Alignment)
• ■
rn • ■ Final street alignments may change and
H • ■ are subject to final design,engmeenng,
- • 111 and permitting.
til •lo -f* r
I - ■
* Future Connection to Existing
■ - • or Future Street
• * Future Pedestrian and
Bicycle Connection
E I—__ _ . River Terrace Community Plan Area
U II Urban Growth Boundary
■
U all 11
11 Feet ° fly
tel L • — .�... 0 500 1,000 2,000
4.
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a.
5)
7
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,,-River Terrace
c o m m u n i t y p l a n
Street Design
The applicable typical street cross sections for the River Terrace Community Plan area can be seen in
Figures 4a,4b,4c,and 4d. The recommended street design for the future collector street through the
neighborhood commercial area (Lorenzo Lane extension) includes on-street parking. This would
require a modification to the Tigard Street Utility Improvement Standards,which currently only
allows on-street parking along collector streets in the downtown urban renewal district. The
conceptual street design for the future collector street that runs in a north-south direction parallel to
Roy Rogers Road would also require modifications to the city's street design standards to allow for
the inclusion of the River Terrace Trail and on-street parking in its design. The conceptual design for
this street,identified as River Terrace Boulevard,is shown in Figure 5.
V
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16 ever Terrace
C a m m u n t y p e a r
Figure 4a: Typical Section for a 2-Lane City Collector
Bike Bike
Buffer Sidewalk Landscape.. Lane Travel Lane Travel Lane Lane Landscape Sidewan Buffer
05' 6' 53' 6' 11' 11' 6' 5.5' 6' 0.5'
34'Street Width
58'ROW
' A shared-use path could replace the required sidewalk and bike lane on the adjacent side of the street
Figure 4b: Typical Section for a 3-Lane City Collector
JINIIINIRm
Bike Bike
Buffer Sidewalk Landscape Lane Travel Lane MedianiTum Lane Travel Lane Lane Landscape Sidewalk Buffer
03' 6' 53' 6 11' 1r 11' 6' 5s 6' 0.S'
46'Street Width
70'ROW
*A shared-use path could replace the required sidewalk and bike lane on the adjacent side of the street
Figure 4c: Typical Section for a Collector in the Neighborhood Town Center
E
a
'a Bike Bike
to Buffer Sidewalk Landscape Parking Lane Travel Lane Travel Lane Lane Parking Landscape Sidewalk I Buffer
! b 05' 8' 53' 8' 6' 11' 11' 6' 8 S3' 8' 105'
Q SOr Street Width
ra`
n 78'ROW
I—n
Figure 4d: Typical Section for a City Neighborhood Route
vs
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V
co Optional Optional
U Buffer Sidewalk Landscape Parking Travel Lane Travel Lane Parking Landscape Sidewalk Butter
CIS
ss"„ 05' 5' 53' 8' 10' 10' 8' 55' 5' 0.5'
V
H 20'-36'Street Width
v 4Y-58'ROW
R '(1ptional parking area could also be a bike lane in areas with hilly topography
17 L River Terrace
c o m m u n i t y p l a n
Figure 5: River Terrace Boulevard Design Concept
it 1 NN
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18 I?4Ver Terrace
c o m m u n i t y p I a n
While the application of typical street cross sections will work in many situations, there are several
future streets in the River Terrace area that are in need of additional design treatments or are
envisioned to be different from the typical cross sections. They are as follows:
• The main N-S Collector Street,also identified as River Terrace Boulevard,is parallel to and east
of Roy Rogers Road. It is envisioned as a boulevard that seamlessly integrates the River Terrace
Trail into its design,provides safe and comfortable multi-modal travel options,and includes high-
quality pedestrian-scale design treatments that defines it as the neighborhood's signature street. A
conceptual design for this street is shown in Figure 5. Key elements of the design include two
vehicle travel lanes divided by a landscaped median,a 12-foot multi-modal trail parallel to the
street on the west side,'and areas for large street trees along and down the middle of the street.
No on-street bicycle facilities are proposed. It is intended for slower-moving bicyclists to use the
trail. Faster-moving bicyclists would have the option of using the trail, sharing the street with
cars,or using the bicycle facilities on Roy Rogers Road.
In order to successfully balance mobility with safety and comfort,it will be important to control
speeds along this street through a variety of design approaches so as to facilitate through travel
but not attract cut-through traffic. One potential design treatment involves the construction of
roundabouts at key intersections as shown in Figure 7. Traffic calming treatments include on-
street parking and a landscaped median and bulbouts that are sizeable enough to support large
trees. Such treatments visually narrow the roadway and create friction along the edges,which has
been shown to encourage drivers to proceed more slowly and carefully. On the other hand,
individual driveways for residences are not proposed,as driveways can significantly interrupt
efficient through travel movements.
The overall design of the street should serve to enhance the neighborhood and the adjacent
residences and not serve as a barrier or feel unsafe to those who will live on either side of it in the
future. Since homes will not access the street directly by car,it will be important to create design
standards for street-facing facades and yards to ensure a high-quality and safe public realm.
Where topography allows,homes should either face the street,with vehicle access taken from side
streets,or be oriented with their sides to the street with enough windows to allow for many"eyes
on the street" opportunities.
it
Lastly,it will be important to allow the alignment to shift to the east or west in response to
topography and stream crossings. Design flexibility will also be necessary along the entire length
to accommodate topography, stream crossings,and different land uses. On-street parking and the
westernmost sidewalk, for example,may not always be feasible or necessary in all locations. It
may even be desireable to allow exceptions to the city's block length standards in order to reduce
the number of trail-side street crossings, thereby creating a more continuous trail experience. In
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v 'A trail down the center median was considered and rejected for safety reasons.
19
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c o m m u n i t y p 1 :.
general, the final alignment and design of the River Terrace Boulevard may change subject to
engineering,permitting,and emergency vehicle access.
• The widening of Roy Rogers Road should include safe and appropriate bicycle and pedestrian
facilities along its whole length while continuing to function as a main north-south vehicular route
through the region. Design recommendations include the
creation and implementation of a high-quality edge treatment
that serves to unify and define the River Terrace area along
this segment of the corridor.
• The Lorenzo Lane extension travels through the only
neighborhood commercial area in River Terrace. As such, it ,
will be important to control speeds along this street and make '
it comfortable for pedestrians and bicyclists. Recommended J
traffic calming techniques include narrowing of the street 11 ;z�,. -
width with curb extensions and mid-block chokers or
pedestrian refuge islands,and providing visual cues with on- _ v
street parking and planted bulbouts in parking lanes. It will _ ,t� .s�
also be important to carefully design the future intersection of
Lorenzo Lane with Roshak Road,which exists just outside the -A
River Terrace area in unincorporated Washington County.
An example of street trees
• The 161st Avenue extension connects an existing single placed in the parking lane to
family residential neighborhood in the north to Beef Bend visually narrow the street
Road in the south. With a fairly direct and steep route,it will
be important to design this street to make it unattractive to cut-through traffic and to keep travel
speeds at safe levels. A roundabout is recommended at the intersection with the Woodhue Street
extension, and an all-way stop is recommended at the intersection with the future E-W
Neighborhood Route,both of which are near a future school site. The design of the roundabout
will be an important factor for controlling motor vehicle travel speeds and ensuring visibility for
Qpedestrians. Potential design solutions to control travel speeds include curving the road to deflect
the path of vehicles,narrowing the width of the travel lanes,and visually narrowing the width of
cn
E-4 the street by including on-street parking and planted bulbouts in the parking lanes.
• The Luke Lane extension provides a local connection option for existing Bull Mountain
residents and future River Terrace residents. It will be important to design this extension so as to
3 discourage cut-through traffic. This extension should only be allowed via a circuitous route
through a future River Terrace neighborhood to the main N-S Collector Street to the west. It will
also be important to retrofit the existing cul-de-sac portion of this street with sidewalks when the
street is extended to the west.
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Multi-Modal Connectivity
The aggregate effect of local street design impacts the effectiveness of the regional system when local
travel is restricted by a lack of connecting routes,and local trips are forced onto the regional network.`
Therefore,streets should be designed to keep through motor vehicle trips on arterial streets and
provide local trips with alternative routes. Street system connectivity is critical because roadway
networks provide the backbone for bicycle and pedestrian travel in the region. Metro's local street
connectivity principal encourages communities to develop a connected network of local streets to
provide a high level of access,comfort,and convenience for bicyclists and walkers that travel to and
among centers. To improve connectivity of the region's arterial system and support walking,bicycling
and access to transit,the Metro Regional Transportation Functional Plan requires that,to the extent
possible,major arterial streets be spaced at one-mile intervals,and minor arterial or collector streets to
be spaced at half-mile intervals.'
In addition,to improve local access and circulation,and preserve capacity on the region's arterial
system,each local Transportation System Plan must include a conceptual map of new streets for all
contiguous areas of vacant and redevelopable lots and parcels of five or more acres that are zoned to
allow residential or mixed-use development. Full street connections should be provided at least every
530 feet (or 1/10'of a mile) or pedestrian and bicycle connections every 330 feet if a full-street
connection is not possible. Cul-de-sac or other closed-end street designs are also restricted to
circumstances in which barriers prevent full street extensions and such streets are limited in length to
200 feet and the number of dwellings along the street to no more than 25.
The City of Tigard street spacing standards are consistent with the Metro Regional Transportation
Functional Plan,requiring full street connections every 530 feet!'The city standards differ slightly
from the regional standards by allowing the perimeter of blocks to measure up to 2,000 feet in length,
however,the city requires pedestrian and bicycle connections every 330 feet'in these instances,
consistent with the regional standard.
A multi-modal connectivity plan for the River Terrace area is shown in Figure 6. It specifies the
general location where new streets or shared-use paths could potentially be installed as nearby areas
are developed or as the opportunity arises. The purpose of the plan is to ensure that new
v' developments accommodate circulation between adjacent neighborhoods to improve connectivity for
all modes of transportation.
a
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w6 Mctro 2035 Regional"I'ransportatlon Plan,local Street Network Concept
t Metro Regional Transportation Functional Plan,Section 3.08.110 Street System Design Requirements
A City of Tigard Community Development Code,Section 18.810.030,Subsection 11
'City of Tigard Community Development Code,Section 18.810.040
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21 ever Terrace
c o m m u n i t y I
Walking and Biking
Residents in the River Terrace area will be able to safely and efficiently travel between destinations via
any number of active transportation modes,such as walking and biking. A system of sidewalks,
bikeways,and trails will provide access to key destinations such as parks,schools,and commercial
areas—improving the overall health and livability of the neighborhood. Figure 6 illustrates the
walking and biking network envisioned for the River Terrace Community Plan area.
Walking and Biking Gaps
Due to the rural nature of the abutting land uses,most streets in and around the River Terrace area
have not been improved to urban standards and generally lack facilities for pedestrian and bicycle
users. The exception is a short segment along Roshak Road,which provides a sidewalk on both sides
of the street between Barrows Road and SW 159i1' Terrace,in an area with newer residential
development. However,those walking in the study area typically have to walk along the edge of a
street,which at times have posted speeds that range up to 40 miles per hour. These travel speeds are
generally not conducive to shared walking and biking travel. Table 4 shows the streets with pedestrian
and bicycle facilities.
Most of the major streets connecting the River Terrace area to
nearby shopping and employment,including Scholls Ferry Road,
Roy Rogers Road,Beef Bend Road,Bull Mountain Road, and
150`h Avenue,lack adequate pedestrian and bicycle facilities.
These streets are under the jurisdiction of Washington County,
and will require further coordination before any improvements
are implemented. A cyclist riding along the shoulder of
Scholls Ferry Road, as an east-to-west through-street traversing Roy Rogers Road
reasonably flat terrain,is an important connection for bicycle travel in the study area. It provides a
-0 link for bicyclists to other key routes in the region,including Roy Rogers Road and Murray Boulevard.
• It has been designated as a bike route,but lacks bike lanes along much of the corridor,although a
'o shoulder of varying width is provided along much of the street. Bike lanes are provided along Scholls
•
Ferry Road east of Teal Boulevard-Horizon Boulevard;however,bicyclists from the study area must
H ride along the shoulder for over a mile before reaching this facility. Scholls Ferry Road is currently
being widened through the River Terrace area and will include continuous bike lanes to Teal
Boulevard-Horizon Boulevard once construction is complete. Roy Rogers Road is also a designated
•0 bike route that provides a north-to-south connection to and within the study area. It provides
• accommodations for bicyclists via a shoulder bikeway.
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22 River Terrace
c o m m u n i t y p l a n
Table 4: Existing Pedestrian and Bicycle Facilities
Roadwa} (limits) Pedestrian Facilities Bike Facilities
Roy Rogers Road Shoulder Shoulder
(Scholls Ferry Road to Beef Bend Road)
Scholls Ferry Road Shoulder Shoulder
(Roy Rogers Road to Barrows Road)
Beef Bend Road
None None
(Roy Rogers Road to 150th Avenue)
Bull Mountain Road
(Roy Rogers Road to Roshak Road) Intermittent sidewalks None
150th Avenue
(Bull Mountain Road to Beef Bend Road) Intermittent sidewalks None
Sidewalks on both sides
north of SW 159th
Roshak Road Terrace;intermittent on None
(Barrows Road to Bull Mountain Road)
west side south of SW
159th Terrace
Barrows Road None
(Scholls Ferry Road to Roshak Road) Sidewalks on north side (Bike lanes east of
Roshak Road)
Walking and Biking Improvements
River Terrace has many stream corridors and the potential for many neighborhood and community
parks. To best serve the needs of future residents to travel to these scenic,natural, and recreational
areas, a high quality network of low-stress pedestrian and bicycle facilities is envisioned. For
pedestrians,sidewalks will be required on all future streets. For bicyclists,dedicated facilities will vary
.c based on the street classification. Arterial and collector streets will have either bike lanes or shared
Quse paths.
Additionally,the pedestrian and bicycle facilities in River Terrace are planned to be fully integrated
with the existing trail and bikeway network and the planned active transportation projects in the
a, Metro Regional Trail and Greenways Plan. These measures will help ensure that future River Terrace
,Z residents will be able to access goods and services on foot and by bicycle,both within and outside of
the area.
8
oWhile motor vehicle traffic volumes on collector and neighborhood streets,like the new N-S
V Collector Street and the 161'Avenue extension,are expected to be within typical ranges for those
V
facilities, the rolling topography provides challenges. This condition is generally not conducive to
shared walking and biking travel,and may require some streets to include bike lanes that would
typically not (such as on neighborhood routes).
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Trails
Figure 6 illustrates the potential active transportation network for the River Terrace Community Plan
area. The emphasis of this network is on connecting residents to existing and future trails,as defined
in the Metro Regional Trail and Greenways Plan,as well as key destinations within and near the River
Terrace Community Plan area,including the neighborhood commercial area in the north and the
future school in the south.
The future River Terrace Trail will be integrated with the new N-S Collector Street,connecting the
proposed trail on the north side of Scholls Ferry Road (as part of Beaverton's South Cooper
Mountain Concept Plan) with 150`h Avenue,north of Beef Bend Road. It will provide an alternate
and less steep walking and biking route to the Westside Trail,located to the east of the River Terrace
area. In addition,the future Southern Access Trail will connect the River Terrace Trail near the
Woodhue Street Extension/ 161"Avenue Extension intersection with 150th Avenue,north of
Woodhue Street,and will offer views of the valley.
Future connections from the River Terrace area to the Westside Trail will be possible via a trail just
south of Scholls Ferry Road,linking the northern end of the River Terrace Trail to Barrows Road,and
a future trail connecting the southern end of the River Terrace Trail with the Beef Bend Road/ 150`h
Avenue intersection. Future connections from the River Terrace area to the Ice Age Tonquin Trail
will be possible via a trail linking the New E-W Collector Street/ New N-S Collector Street
intersection with the Roy Rogers Road/ Beef Bend Road intersection.
Street Crossings
River Terrace is surrounded by three major streets, namely Scholls Ferry Road to the north, Roy
Rogers Road to the west,and Beef Bend Road to the south.
As a major street connection through the River Terrace area, Roy Rogers Road should be designed to
• be an asset to the neighborhood rather than a barrier. Roy Rogers Road is currently a two lane rural
• arterial street with posted speeds between 45 and 55 miles per hour,but it is expected to be widened
dand improved to urban standards in the future. With the River Terrace commercial area and the
Q, future school site on the east side of the street and residential neighborhoods on both sides of the
street, safe and comfortable pedestrian and bicycle crossings must be provided in convenient areas to
encourage ease of access between the neighborhoods and to the commercial area and future school.
Crossings along Roy Rogers Road must comply with the Washington County mid-block crossing
policy.'"Each proposed crossing would have to be evaluated based on existing and planned roadway
8 characteristics,observed speeds and volumes,pedestrian trip nerators,proximi ty of existing traffic
• signals, sight distance, topography and other considerations. At-grade crossings are not permitted
a.1
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y102035 Washington Countr'I'ransportatioo Sysu .Chapter 4-Activc'I'ransportatiom and Transit,Page 4-24,Draft,January 2013
1 •
24 ucver errace
c o rn m u n i t y p i a ',
within 300 feet of an existing signalized intersection. Due to the travel speeds,and expected widening
of Roy Rogers Road,the County standard would likely require pedestrian actuated signals/beacons or
pedestrian over- or under-crossings. Since traffic signals will likely be needed at several proposed and
existing intersections along Roy Rogers Road between Scholls Ferry Road and Beef Bend Road (see
Figure 6),including the Lorenzo Lane extension,Bull Mountain Road,and the new E-W Collector
south of Bull Mountain Road,no additional crossings of Roy Rogers Road are recommended.
Scholls Ferry Road is currently being widened to urban standards. River Terrace residents will need
safe and convenient places to cross to access the new proposed high school at the northwest corner
of Scholls Ferry Road and Roy Rogers Road,various future South Cooper Mountain trails,and other
services and amenities to the north. As envisioned, the new N-S Collector Street currently intersects
Scholls Ferry Road approximately half way between the Roy Rogers Road/ Scholls Ferry Road and
the Barrows Road/ Scholls Ferry Road intersections. The new N-S Collector Street is expectd to be
heavily used by pedestrians and bicyclists since it includes the River Terrace Trail in its design. As
such,the final recommendation for this intersection includes a signal at the Scholls Ferry Road/ New
N-S Collector intersection for the benefit of all travel modes. Until such time as a signal is warranted,
however,it will be important to consider a pedestrian signal as an interim or permanent intersection
improvement.
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61
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IRver Terrace 25
c o m m u n i t y p l a n
Figure 6: Pedestrian and Bicycle Framework
VI sver Terrace all
Sil t • w, w. u ^ , t M P •Figure 6: Walking and
a. Biking Network
rim"
a__,,,p.__ 06„,.. .,
Walking and Biking Facilities
-Existing or Future Sidewalks
111 and Bike Lanes
e �� -Existing or Future Sidewalks and
G _ Shared Biking/Motor Vehicle
Z Travel Lane
Q ---- Future Trail or Trail Connection
'9 ti • Existing or Recommended
I N 1 Signalized Street Crossing
Final alignments may change and are
El subject to final design,engineering,
and permitting. Bike lane requirement may
E �-`` change based on existing conditions,
a ---- such as topography.
1
_ • Future Connection to Existing
or Future Street
C I 1 i.ji.6" . Future Pedestrian and
E 1 .1_, , Bicycle Connection
E 5 t .A+.1 River Terrace Community Plan Area
0
R�.z.ra a
/ t._._,Urban Growth Boundary
1 mos
1. 1 Feet "
ate. 1 'r 0 500 1,000 2,000
V
w
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ge Y River
errace
c o m m u n i t y p l a n
Transit
The River Terrace Community Plan sets the stage for future transit,recognizing that the type and
extent of service improvements will play out over time. Specifics of transit service will depend on the
actual rate and type of development built,Tri-Met resources and policies,and consideration of local
options. The land use designations in the River Terrace Community Plan area make transit a viable
option in the future.
Both Beef Bend Road and Bull Mountain Road have been identified on the 2035 Conceptual Bus
Network in the Regional Transportation Plan. While these streets are not guaranteed to have transit
service in the future, they have been identified by the region as important bus connections from the
River Terrace area to Highway 99W. In addition,Tri-Met's Westside Service Enhancement Plan
envisions future express bus service along Scholls Ferry Road from Washington Square to Roy Rogers
Road. This route could potentially include a bus stop near the proposed signalized intersection of the
new N-S Collector Street with Scholls Ferry Road. Service would potentially run daily throughout
most of the day with fairly frequent service (15 to 20 minute headways) during peak times and half-
hour to hour headways during off times. The River Terrace Community Plan will provide walking
and biking accommodations and connections that enhance the future viability of potential transit
service along these routes.
Summary of Transportation System Recommendations
Intersection improvements needed to support future growth and new development within the River
Terrace Community Plan area are summarized in Table 3. Overall,an estimated $164 million in
transportation system improvements are expected to be needed to support the growth conceptually
planned for in the full planning area. Of these investments,an estimated$94 million are needed in
the River Terrace area (see Table 5),while over$70 million are needed outside of the River Terrace
a area (see Table 6).
Estimated costs for individual projects are shown in Tables 5 and 6,but not all of these costs are
meant to be born by River Terrace alone. Financial responsibility for these improvements are to be
shared by the city,Washington County,ODOT,and private development,with cost shares to be
E,., sorted out at a later date. Cost estimates include planning level costs for construction,engineering,
and project administration. They also include some basic assumptions about the need for bridges and
�., stormwater facilities to treat and manage street runoff. Projects 1, 5,6,7, 10, 12,and 22 assume
bridges. Project costs are subject to change based on final design,engineering,and permitting.
The recommended improvements can be seen in Figures 7 and 8,with the project numbers
corresponding with those in Tables 5 and 6. Not all recommended improvements are required to be
in place prior to developing land within the River Terrace Community Plan area. In general, the need
to upgrade existing streets and intersections will be driven by the multi-modal access needs of
adjacent properties.
27 River e rrac e
c o m nt u n i t y p l a „
Several of the projects listed in Tables 5 and 6 and shown on Figures 7 and 8 were previously
identified in other studies or plans surrounding the River Terrace Community Plan area,such as the
Tigard Transportation System Plan,Washington County Transportation System Plan, Metro Regional
Transportation Plan,and West Bull Mountain Concept Plan. This updated system analysis reaffirms
the need for these improvements,many of which are driven by regional traffic issues and are not
entirely caused by growth within the River Terrace Community Plan area.
Table 5: Recommended Transportation System Improvements in River Terrace
Total
Project Project Description Project Summary Estimated Jurisdiction
ID
Cost
Projects Constructing New Streets and Trails in River Terrace
Neighborhood Route(west Create a new north-to-south 2-lane
1 of Roy Rogers Rd) city neighborhood route,west of Roy $7,000,000 Tigard
Rogers Road
Extend Lorenzo Lane from the west
Lorenzo Lane Extension
2 UGB to Roy Rogers Road,as a 2- $2,500,000 Tigard
(west of Roy Rogers Rd)
lane city collector street
Extend Lorenzo Lane from Roshak
3 Lorenzo Lane Extension Road to Roy Rogers Road,as a 2- $3,500,000 Tigard
(east of Roy Rogers Rd) lane city collector street with on-
street parking
Create a new 2-lane city
Neighborhood Route neighborhood route,linking the
4 (east of Roy Rogers Rd, properties adjacent to Roy Rogers $4,000,000 Tigard
north of Lorenzo Ln) Road with the new N-S Collector
£ Street
- -
'a N-S Collector Street Create a new north-to-south 3-lane
(east of Roy Rogers Rd, city collector street and trail,between
.a
Scholls Ferry Rd to Scholls Ferry Road and the Lorenzo
R. Lorenzo Ln) Lane extension*
ts: — —
F'' N-S Collector Street Create a new north-to-south 3-lane
al of Roy Rogers Rd, city collector street and trail,between
.al 6 $10,000,000 Tigard
Lorenzo I,n to Bull the Lorenzo Lane extension and Bull
,4+ Mountain Rd) Mountain Road*
N-S Collector Street Create a new north-to-south 3-lane
(east of Roy Rogers Rd, city collector street and trail,between $17,000,000 Tigard
O 7 Bull Mountain Rd to South Bull Mountain Road and the South
UGB) UGB*
u
E-W Collector Street Create a new east-to-west 2-lane city
8 (Roy Rogers Rd to N-S collector street,between Roy Rogers $2,500,000 Tigard
dCollector Street) Road and the new N-S Collector
28
RI'ver Terrace
c o m m u n i t y p l a n
Project
Total
ID Project Description Project Summary Estimated Jurisdiction
Cost
Street
E-W Neighborhood Route Create a new east-to-west 2-lane city
9 (N-S Collector Street to neighborhood route,between the $2,500,000 Tigard
161st Ave) new N-S Collector Street and 161"
Avenue
161st Avenue Extension Extend 161"Avenue from Hazeltine
10 (Hazeltine Ln to Woodhue Lane to the Woodhue Street $5,000,000 Tigard
St Extension) Extension,as a 2-lane city
neighborhood route
Extend 161"Avenue from the
161st Avenue Extension Washington
11 oodhue St Extension to Woodhue Street Extension to Beef
Bend Road,as a 2-lane city $3,500,000 County/
Beef Bend Rd) Tigard
neighborhood route**
Woodhue Street Extension Extend Woodhue Street from 150th
12 (161st Ave Extension to Avenue to the 161st Avenue $6,000,000 Tigard
150th Ave) Extension,as a 2-lane city
neighborhood route
East-West River Terrace Construct River Terrace Trail and
N.-1 trail connection from Roy Rogers Rd $6,500,00m Tigard
Trail and Connection to 150th Ave
TOTAL
$83,000,000
(Projects Constructing New Streets/Trails in River Terrace)
Projects Improving Existing or Proposed Intersections in/adjacent to River Terrace
E Roy Rogers Road/
= 13 New E-W Collector Street Install a traffic signal $1,000 c N)0 Washington
'a County
Intersection Improvement
"C Roy Rogers Road/
0. 14 Bull Mountain Road Install a traffic signal $1,000,000
Washington
to Intersection Improvement County
H --
a g
Roy Rogers Road/
Washington
R.• 15 Lorenzo Lane Extension Install a traffic signal $1,000,000
4, Intersection Improvement County
0 Scholls Ferry Road/ Washington
E 16 New N-S Collector Street Install a traffic signal*** $1,000,000
o Intersection Improvement County
U
a> New Neighborhood Route
os east of Roy y Rogers/
t" 17 Install a roundabout'*** $1,500,000 Tigard
y New N-S Collector Street
H Intersection Improvement
s.
or
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29 leer errace
c o m m u n i t y p l a n
Total
Project Project I}est"tiptkm Project 5tutun.ars Utstimatetl Jurisdiction
tL? Cwt
Bull Mountain Road/
18 New N-S Collector Street Install a roundabout***'' $1,500,(K10 Tigard
Intersection Improvement
New I:-\\'Collector Street/
19 New N-S Collector Street Install a roundabout'"' $2,000,000 Tigard
Intersection Improvement
\\oodhuc Street
Extension/ 161 Avenue
2(1 Install a roundabout- $2,1100,0011 Tigard
I xtensiom Intersection
Improvement
TOTAL '
(Projects Improving Existing/Proposed Intersections in River Terrace)
$11,000,000
Total Recommended Transportation System $94
Improvements in River Terrace million
*'This cost estimate assumes a concrete street.final pavement selection to be determined at time of development. -
*'The majority of this segment is outside River Terrace and the Urban Growth Boundary(UGB)but within Washington County. Street
improvements outside the UGI3 require a rule exception per OAR 660-012-0070.
*** Signal to be installed when it meets warrants. Intersection design and signal must meet operational standards. At the very least,a
pedestrian signal should be considered as an interim or permanent intersection improvement at this location.
*'** Roundabouts are preferred at these locations but other intersection improvements may be approved by the City Engineer. All
intersection improvements subject to more detailed traffic analysis and design and emergency access review at the time of development.
Table 6: Recommended Transportation System Improvements Outside River Terrace
Total
l;renic et
Project l(le>;aipt-ion Project Sunatnaay Estimated Jurisdiction
1:11 Cost
Projects Upgrading Existing County Streets adjacent to River Terrace
Bull Mountain Road Improve to a 2/3-lane county collector from Washington
21 S4,1$K),O{M) County&
Upgrade to l rban Standards Roy Rogers Road to Roshak Road*
Tigard
a
Improve to a five-lane county arterial from
Roy Rogers Road-175th just north of Scholls Ferry Road to just south
22 Avenue Upgrade to Urban of Beef Bend Road. Will likely need to be $35,000,000 \\ashington
Standards completed in two phases, with the first phase County
Vstopping at the south UGB
c 150th Avenue Upgrade to Improve to a 2/3-lane county collector from Washington
E-4 L
Urban Standards Bull Mountain Road to Beef Bend Road County
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Toter
I'rtajtit Project Description Project Summate' Estimated Jurisdiction
ED
Coss
Street Connection Street improvements at various locations Washington
NA $_,500,000
Improvements where new streets connect to existing streets County
TOTAL
(Projects Upgrading Existing County Streets adjacent to River $45,500,000
Terrace)
Projects Improving Existing or Proposed Intersections outside River Terrace
Highway 99W/ Walnut
Improvements such as additional turn lanes
24 Street Intersection SI0,000.t100
ODOT
Improvements (Tigard TSP Project#660**
iighway 99W/ Bull Improvements such as additional northbound
25 Mountain Road Intersection left turn lane(would require an additional $5,000,000 O1)OT
Improvements receiving lane on Bull Mountain Road)**
I iighwav 99W/ Durham
Improvements such as additional turn lanes
26 Road Intersection $10.0001)00. ODOT
Improvements (Tigard TSP Project#66n)" '
Other Intersections Beyond Other intersections to be added to this list in ODOT/
the fugue where River Terrace traffic vy \\ashington
NA River Terrace.Study Area significantly impacts existing intersections on County/
Intersections
major corridors** Tigard
TOTAL
(Projects Improving Existing/Proposed Intersection outside River 25,000,000+
Terrace)
Total Recommended Transportation System Improvements Outside $70.5+
River Terrace million
Portions of this segment are in the city. - -
-f, "`The proiect cost attributed to River Terrace will be a proportionate amount based on the number of trips added by River Terrace
divided by the capacity added by the improvement.
L'.
•4 1, ' I' Amend iii
The following provides a summary of the recommended amendments to the Tigard Transportation
System Plan resulting from the River Terrace Community Plan.
• The recommended transportation system improvements,shown in Tables 5 and 6, should be
adopted to the TSP Multi-Modal Project Improvement List.
• The updated street functional classifications for the River Terrace area should update the
classifications shown in the West Bull Mountain Concept Plan. Figure 3 in this document
Ca
31
River el1ace
c o n m U n i t y p l i
should provide a supplement to Figure 5-2 in the Tigard TSP for the River Terrace Community
Plan area.
• The recommended street design for the future collector street through the neighborhood
commercial area (Lorenzo Lane extension) includes on-street parking. The street characteristics
table (Table 18.810.1 of the Street Utility Improvement Standards) currently only allows on-
street parking along collector streets in the downtown urban renewal district. This should be
modified to allow on-street parking in Neighborhood Commercial Centers or other mixed-use
areas.
• The recommended street design for the main N-S Collector Street through River'Terrace, also
known as River'Terrace Boulevard,includes many unique design features,such as a trail, that are
not currently reflected in any of the city's existing cross sections. A new cross section should be
added to the street characteristics table ('Table 18.810.1 of the Street Utility Improvement
Standards) to allow this design.
• The typical street cross sections should be modified to include a caveat that in situations where a
trail is adjacent to the street,the side of the street adjacent to the trail may not be required to
provide additional walking and biking facilities.
• A v/c ratio of 0.99 during the peak hour is recommended as the performance measure for city
streets in the River Terrace area. This is consistent with the Metro Regional Transportation Plan
mobility target for"Neighborhoods." Where significant alternative mode provisions are
provided that would substantially reduce vehicular travel demand,those effects may be
considered in calculations to determine if this standard is met. This recommendation only
applies to city streets. County facilities are subject to county performance measures.
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32 1ver Terrace
Figure 7: Recommended Transportation Improvements in/near River Terrace
�uiur�' r
: = =�• :; I iver Terrace-is
.. . - ,',
N.- -I
t II
•
as .s Figure 7: Recommended
• Transportation
i ■ a ��,�� Improvements
* - .- .
1 • • �- ',� g` Street Functional Classification
• —Arterial Street
•S / —Collector Street
• 1111 —Neighborhood Route
a% w —Local Street
141 I . ---- Future Collector Street
• (Conceptual Alignment)
- Future Neighborhood Route
• (Conceptual Alignment)MI�: • Intersection improvement
c • • • Project ID(see Table 5 or 6)
— • •
• •� Final street alignments may change and
C0 • • • s 411111 are subject to final design,engineering,
a •1 •le 1 and permitting.
i • • Future Connection to Existing
•'.. • -• or Future Street•
7 '—-�� , , Future Pedestrian and
Ili Bicycle Connection
0 t_—_-.- . River Terrace Community Plan Area
• __�Urban Growth Boundary .
V U
jf„ Feet "
v
9 • Die -" 0 500 1,000 2,000
ii
S.
V
E River
33 ` Terrace
c o m m u n i t y p l a n
Figure 8: Recommended Transportation Improvements Outside River Terrace
IP [31------ • -7WI .
1
♦ i ever Terrace
amil _ 4 104 Figure 8: Recommended
maw . Transportation 001. ‘e,,„ Improvements Outside
PI& River Terrace Area
le... r , . 1 • Intersection Improvement
MS
1 0 Project H)(see Table 6)
P
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SO ONEr
a Noll
ct
F. ..0,. , V 4110431101111P1111
e.
c ari
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1 ,.t..u(I, t m 1•
�� �� I --0 Feet
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v - M .
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34 v,: liver Terrace
c o m m u n i t y p 1
Preliminary Funding Analysis:Findings and Strategies for River Terrace
5/30/2014
Parks
1. Funding Trend Expected without 1 1 Parks funding in Tigard primarily occurs through:
River Terrace •General Fund(+/-$1.9 M annually)
•Special Revenue Parks Bond Fund(mostly committed)
•Parks SDC Fund(mostly committed through FY 2020)
•Regional and state grants
1.2 Tigard voters approved$17 M parks bond in Nov.2010;dedicated to land
acquisition(minimum 80%of proceeds)and improvements(maximum of 20%of
proceeds).
1 3 Tigard has approximately$800,000 in undedicated funds(Special Parks Bond Fund
and Parks SDCs)that could be spent on parks land acqusition(included parks in
River Terrace)
1 4 Parks SDCs per new single family dwelling in Tigard is$5,997(FY 2014).
1 S Tigard should consider a city-wide parks utility fee with or without River Terrace
development
2. Funding Impacts with River 2 1 Anticipate 280 to 460 net new dwelling units added by FY 2021. Total of 1,480 to
Terrace 2,260 dwellings expected by FY 2035
Facilities/Capital'
2 2 Based on the draft Tigard Parks Master Plan amendment,parks improvements in
River Terrace are expected to cost+/-$19.9 M
2.3 Parks SDC revenue from River Terrace development is expected to range from$1.7
to$2.7 M by FY 2021;and$8.9 to$13.6 M by FY 2035
2 4 If city dedicates River Terrace parks SDCs to projects in River Terrace,a+/-$6.3 to
$11 M capital funding gap would occur by FY 2035(difference between$19.9 M
capital cost and$8.9 M to$13.6 M in SDC revenues)
Maintenance/Operations
2.5 River Terrace expected to increase parks maintenance costs with no dedicated
funding for parks operations(O&M costs have not been determined at this time)
2.6 City should consider a parks utility fee with or without River Terrace.Monthly fee
ranging from$5.58 to$7.00 should generate about$1.9M in annual parks funding
3. Draft Funding Strategies for River Facilities/Capital•
Terrace 1 City-wide and/or sub-district parks system development charge(SDC)update may
be required along with other funding sources(e.g.,bonds,grants and developer
improvements)to help bridge the parks capital funding gap
3 1 Initially city should focus on parks land dedications from developers(eligible for
SDC credits)and parks land acquisition
Maintenance/Operations
3 3 Tigard should consider a city-wide parks utility fee with or without River Terrace
development
Potential Clty-led Projects
4.Potential Public Facility Plan 41 Parks land acqusition
Projects for River Terrace(by FY Potential Public-Private Projects
2021) 4 2 Neighborhood parks dedication/construction(as development occurs per
development agreements)
PRELIMINARY SUMMARY FINDINGS:PARKS
The City of Tigard's existing parks capital funds are generally committed over
next five years.Tigard should consider a city-wide parks utility fee and an update
to its parks SDC and a sub-district parks SDC to help bridge funding gaps in River
Terrace and address other needs.Development Agreements could be utilized to
allow private(developer)advance financing for construction of neighborhood
parks(may be eligible for SDC credits and reimbursement).
Copy of Potential Strategies Transport and Parks v3.xlsx
Preliminary Funding Analysis: Findings and Strategies for River Terrace
Si30 2014
Transportation
1. Funding Trend Expected without 1 1 Transportation funding in Tigard occurs through the following funds:
River Terrace •Street Maintenance Fund(c/.$2.0 M annually)
*Gas Tax Fund(receives about$2.9 M annually from State Highway Fund)
•City Gas Tax Fund(earns about$0.7 M annually)
•TOT Fund(committed through FY 2020);unprogrammed TDT fund balance of+/-
$1.5 M expected by FY 2021
•Transportation CIP Fund(includes+/-$6.4 M in projects by FY 2020,but 2
projects have a combined +/ $3.4 M unfunded share)
1.2
Tigard's monthly street maintenance fee currently averages$5.83 per customer
1 3 State gas tax revenues are flat or declining per capita
1 4 TOT charge per new single-family dwelling is expected to increase from 56,665(FY
2014)to$8,000(FY 2015)
1 5 Tigard should consider a city-wide local transportation system development charge
with or without River Terrace development
2. Funding Impacts with River 2.1 River Terrace absorption could add 280 to 460 net new dwelling units by FY 2021.
Terrace Total of 1,480 to 2,260 dwellings expected by FY 2035
Facilities/Capital'
2 2 Based on the draft Tigard Transportation System Plan amendment,collector and
arterial improvements in River Terrace area are expected to cost+/-$42 M for
collector and arterial facilities;there are also additional costs/impacts to county
and state facilities outside River Terrace
2.3 Available resources from TDTs collected in River Terrace expected to range from
$0.8 to$1.1 M by FY 2021;and$11.8 to$18.1 M by FY 2035
2.4 If city decides to dedicate River Terrace TOTs to transprtation projects in River
Terrace,a+/-$24 to$30M capital funding gap would occur by FY 2035(difference
between$42 M in capital cost and$11 8 to$18.1 M in TDT revenues)
MaIntenance/OperatIons
2.5 Based on current average O&M costs per dwelling unit,River Terrace
improvements would likely increase street maintenance costs by+/-$160,000 per
year(at buildout)and generate$107,000 to$160,000 in street maintenance
revenue(by FY 2035).It is likely that O&M costs could be higher than average in
River Terrace given added costs of landscaping on the planned River Terrace
Boulevard
Facilities/Capital•
3. Draft Funding Strategies for River 3.1 Tigard should consider a local transportation system development charge with or
Terrace without River Terrace development
3.2 Developer-led LIDs and/or reimbursement districts may be needed to fund
extraordinary transportation improvements(i.e.,bridges)
Maintenance/Operations
3.3 Tigard should consider evaluatating its street maintenance fee to include added
maintenance of selected multi-modal streets
Potential City-County Led Projects
4. Potential Public Facility Plan 4.1 River Terrace Boulevard design(including bike/pedestrian crossing at Scholls Ferry
Projects for River Terrace(by FY Road)
2021) Potential Public-Private Projects
4.2 Roy Rogers Road intersection improvements(design/construction as development
occurs per development agreements)
4.3 Collector and local street segment dedication/construction(as development occurs
per development agreements)
PRELIMINARY SUMMARY FINDINGS:TRANSPORTATION
The City of Tigard's existing transportation funds are generally committed over
next five years.Tigard should consider a city-wide and/or sub-district TSOC to
supplement the TDT.City will need to work closely with County to
design/construct connections with Scholls Ferry Road and Roy Rogers Road.
Development Agreements could be utilized to allow private(developer)advance
financing for road segments and intersection improvements(may be eligible for
SDC credits and reimbursement).
'Capital funding elements include fond acqusitiion,facility design,permitting and construction.
Potential Strategies Transport and Parks v2.xlsx
D S .c
River Terrace Community Plan �av
ADOPTION PROCESS
MAY to AUGUST SEPTEMBER OCTOBER starting NOVEMBER
May—June September October November
Water & Sewer City Council Finance Strategy Finance Strategy Community Plan,
Public Comment Period • Workshop • - Stakeholder Briefing ._ Finance Strategy,
Council Briefing Stakeholder& Community Parks & Transportation
doption Discussion Planning Commission&
Stakeholder City Council Adoption
Recommendation Hearings
June—July September
Parks & Transportation Draft Finance October Adoption Hearings
Public Comment Period Strategy Proposal Community Plan
Council Briefing
Comment Period .••
July—August September
Stormwater DraftRi.erTerrace Community Plan Review
Public Comment Period Community Plan •"
Council Briefing
Adoption
August Community Plan Development
Planning Commission
Infrastructure Plans Briefing '•'
Infrastructure Plan Review
s- R �
6,/,7/.
Draft River Terrace Transportation System Plan
Public Comment Period: June 2 — 16
Steve McCracken
Jun 2, 2014
While it is understandable that "connectivity" of new neighborhoods to existing ones is a priority, the
proposed plan to connect River Terrace to Scholl's Country Estates through Luke Lane is fundamentally
unfair.
When we built our home 20 years ago on Luke Lane, high on our priority list was to live on a cul-de-sac
street. Unlike other proposed connector streets, Luke Lane has never had the striped fence with a
"Future Development" sign attached indicating the road would eventually go through.
A descriptive analogy captures how Luke Lane residence feel toward this proposal. If a homeowner built
next to an airport and then complained about the noise, most people don't feel much sympathy toward
their complaint. However, if a homeowner searched for a quiet neighborhood to build far from an
airport and years later an airport was built and vehicle access flowed down their street, fairness makes
their complaint quite legitimate.
Luke Lane was built as a cul-de-sac and just because current planners call for connectivity, that is no
justification to proceed with such a plan. I urge you to make "neighborhood connectivity" happen
without violating the inferred promise that was made twenty years ago to the homeowners on our
peaceful street.
Sincerely,
Steve McCracken
BHadley
Jun 6, 2014—Reply
Adding a signal between Roy Rogers/175th and Barrows/Loon? Until it is clear how much traffic will be
produced by the new development, which depends upon who sells, absolutely NO.
Consider.lt Results
The question of whether to install a new traffic signal on Scholls Ferry Rd. east of
Roy Rogers Rd. has many trade-offs and is not clearly answered with technical
analysis. Do you support or oppose a traffic signal in this location?
supporters
opposers
Pros and Cons for Strong Supporters
Pros for strong supporters Cons for strong supporters
• YES!A full traffic signal at RT/Scholls Delay of traffic flow on Scholls Ferry,if
in provides pedestrian safety& the lights are not synced with each
fairness to existing neighborhoods. other
ilLTigard is working hard at becoming a exiting my street is hazardous due to
more walkable community,and this is cars speeding out of the roundabout gni
a key trail connection point. and speeding down the hill from Luke
lane.
• Adverse affects to the neighborhoods
surrounding Roshak Rd.without a
signal.
•
INDirecting large amounts of traffic
through a specific route,rather than
through an existing residential
neighborhood
1
-
Pros and Cons for Strong Opposers
Pros for strong opposers Cons for strong opposers
No points identified Signals are not safer.Numersous
stduies have shown that signals do not giii
diminish the number of traffic
accidnets.
Crossing Scholls Ferry can be done at
Roy Rogers.
Too many lights on Scholls Ferry too
close together
Scholls Ferry Rd already has too many tio.
lights. MID
Pro Arguments (in order of persuasiveness) •
• A traffic light will allow children to cross the street safely, while keeping some traffic from
entering the existing neighborhood. It is important to keep in mind the safetly for the existing
neighbors in the adjoining neighborhoods.
• Tigard is working hard at becoming a more walkable community, and this is a key trail
connection point. Tigard has developed, subdivision by subdivision, without giving much
thought to how people might get around on foot, or on bike. The city is trying to address that
now, and this crossing, if left unsignalized, will be sure to disincentivize active transportation.
(STAFF)
• Adverse affects to the neighborhoods surrounding Roshak Rd. without a signal. Without a signal
more cars will be funneled onto Roshak Rd. during peak traffic, adversely affecting the look,
appeal and safety of the existing neighborhood.
• Directing large amounts of traffic through a specific route, rather than through an existing
residential neighborhood Rather than weaving a considerable increase of vehicle traffic through
a residential, and very family friendly neighborhood, we have the opportunity to retain the
integrity. Creating specific, direct access to a new neighborhood would not only have no adverse
effects to this neighborhood, but will provide easier access for vehicle and foot traffic
2
o I totally agree! I believe the new residents would also wish to have direct access to their
neighborhood rather than be forced to drive through an existing neighborhood to
access their own. Providing access for both neighborhoods by providing a light on
Scholls Ferry accomplishes this.
• Now is the time to plan for and install this signal. Lots of accidents in WA. County lately at
intersections that didn't have signals.
o It is well documented in traffic research that traffic signals do not decrease the number
of accidents, they only change the nature of accidents. If you want a safer intersection
then constructing a round-about is the answer. They greatly reduce the number of
accidents in intersections. Signals do not.
• Livability...the Barrows Road/Scholls Ferry Road area has tons of pedestrian activity. Let's
expand upon our success! Signal please. I've never seen an area with more pedestrian traffic. It's
part of what makes our neighborhood a success. Adding this signal will provide a safer and more
convenient connection between the north and south.
• A full traffic light does 2 things: provides access to Scholls for all of the new residents and
provides access to new high school as well. Without traffic light, any new resident wanting to
turn left onto Scholls will be forced to use Luke Lane as a cut through of an existing
neighborhood.
• Full Signal will provide new residents with direct access to new high school across Scholls Ferry
Road and reduce cut through of neghbrhod
• A traffic signal makes sense! It would create a SAFE way for pedestrians to cross the street.
• A new signal would ensure traffic wouldn't go through the Roshak neighborhood.
• A traffic light will allow children to cross the street safely, while keeping some traffic from
entering the existing neighborhood. It is important to keep in mind the safetly for the existing
neighbors in the adjoining neighborhoods.
• Without a signal, cars will not be allowed to turn left from the new collector onto Scholls Ferry
Rd. This would cause estimated 85-90 drivers, during peak periods, to reroute in order to travel
west. Over half these drivers are expected to use Roshak Rd. (STAFF)
• A signal would allow bikes and pedestrians to cross at a smaller intersection. It would also
connect them to future alternate routes for accessing the high school,elementary school, and
Westside Trail on the north side of Scholls Ferry Rd. (STAFF)
• Prefer a pedestrian tunnel first a bridge second.
• I support an additional light at Scholls Ferry ( east of Roy Rogers). Full Signal will allow new
residents direct access to Scholls Ferry so they are not forced to traverse existing
neighborhood.<br/><br/>Full Signal reduces cut through of existing neighborhoods and
alleviates traffic burden on new development.
• The traffic now coming south off the round a bout onto Roshak is dangerous. Visibility and
speed are bad now. No cut through from Luke.
• Without a signal, pedestrians and bikes would be tempted to cross illegally at the "intersection"
to get across. At some point without a signal, unnecessary accidents may unfortunately take
place. Please prevent this from taking place.
3
• Safety to pedestrians, bike riders, and drivers will be compromised in the Roshak neighborhood
without an additional signal on Scholls. Without an additional signal on Scholls Ferry to the new
River Terrace neighborhood, there will be an increased amount traffic on Roshak from cars
cutting through to get to the new neighborhood in River Terrace who do not want to go around
to Roy Rogers.This will compromise the safety of pedestrians, bike riders, and drivers in the
Roshak area neighborhood.
• 2012 Scholls Ferry traffic study does not support that queuing is a problem with proposed signal;
but speed is dangerous for pedestrians We should look at the anticipated peak traffic volumes in
2035 between Murray& Roy Rogers on page 4& 38 of this 2012 Scholls Ferry traffic
study: <br/><br/><a
href="http://www.co.washington.or.us/lut/transportationprojects/upload/100099-scholls-ferry-
traffic-
analysis.pdf">http://www.co.washington.or.us/lut/tra nsportationprojects/upload/100099-
scholls-ferry-traffic-analysis.pdf</a><br/><br/>The data shows that current and future volumes
at peak and non-peak hours are substantially lower between Barrows and Roy Rogers than
between Murray and 147th.<br/><br/>This data does not support that this additional signal
would make this portion of Scholls Ferry any worse than the rest of Scholls Ferry. Page 15 also
makes clear that the 85th percentile speed (which is what the County looks at for safety) on
Scholls between Roy Rogers and Barrows road is 48 mph, which is 8 mph in excess of the posted
speed limits! This should be considered given our children will be crossing this road to get to the
new school. <br/><br/>And we should remember that what we experience today on Scholls
Ferry is with 2 lanes only and ongoing construction. When widened to 4 lanes page 21 of the
study says that the 'occasional queuing' seen today will 'be improved'.
• Without a signal, bikes and pedestrians would be routed to cross Scholls Ferry Rd at Roy Rogers
Rd. or Barrows Rd.This could take pedestrians out of their way and force them to cross where
the road is wider. (STAFF)
o Yes, and what about the new high school across the street - how will buses and students
access the school. A signalized light will allow direct access for all of these students.
• Not more street lights 1) I prefer a pedistrian/bike tunnel first and then a bridge and not an
added stop light 2)Has the option of a roundabout for traffic and a tunnel for pedistrians been
considered?
• Has the combination of a roundabout and a pedestrian tunnle been considered?
o Staff from Tigard, Beaverton, and Washington County recently discussed the pedestrian
bridge/tunnel option,although not in combination with a roundabout. A drawback of
this approach is much higher costs.The result of prioritizing such treatment in this
location would likely be a longer term investment with a pedestrian signal in the
interim.
• It will allow us to exit our street on to Roshak by eliminating the majority of traffic directly onto
Scholls Ferry. the new light will be more convenient for the residents to use
• If the high school is built, a signal would significantly provide easy access but more importantly -
SAFETY!!!
4
Con Arguments(in order of persuasiveness)
• Scholls Ferry Rd already has too many lights. Scholls Ferry rd and Roy Rogers rd should be
designed for excellent traffic flow. There should be a minimum of 1/4 - 1/2 mile between lights.
Adding a signal WILL hinder traffic flow and cost more. 1/2 miles between lights is a better idea.
• Delay of traffic flow on Scholls Ferry, if the lights are not synced with each other The three close
lights must be timed so as not to increase the already incredible back up on scholls ferry west
bound. They will ultimately be longer, as well, in order to allow pedestrians time to cross safely.
o Based on current Tigard signals, it does look like Tigard knows how to do synchronized
lights. Best to just not put the signal in in the first place.
• Signals are not safer. Numersous stduies have shown that signals do not diminish the number of
traffic accidnets. It is well established that traffic signals do not decrease the number of traffic
accidents in intersections.They only change the nature of accidents. Round-abouts are much
safer alternatives as they greatly reduce the number of accidents while allowing for much better
and smoother traffic flow. The "pro" who said traffic studies show queing to be a problem on
Roy Rogers should go out there at evening rush hour to check out the frequent 1/2 mile queue.
The two new signals on Roy Rogers at Beef Bend and Scholls-Sherwood need to be turned on
and studied before adding even more lights and impeding the flow of traffic even more. For
those worried about pedestrian safety I have two points. First, crosswalks are not needed on
Roy Rogers as there is nothing across the road from River Terrace but farmland and will not be
in fhe foreseeable future. So why would anyone need to be crossing Roy Rogers?Second,
crosswalks on roundabouts are safe as traffic flows slower through the roundabout.
• Crossing Scholls Ferry can be done at Roy Rogers. This proposed traffic signal would be less than
100 yards from the signal at Roy Rogers (which has cross walks) and less than 1/4 mile from the
signal at Barrows. If people need to cross Scholls, they can walk to either of those signals.
Additionally,
o Just to clarify-- It is 1,000 feet from this intersection to either Roy Rogers Rd. or Barrows
Rd. That is 300 yards, pretty far if you are on foot. (STAFF)
o I find it sad commentary on our society that you consider a quarter of a mile a long way
to walk. It is not and should not be considered such. If this intersection is to be used to
walk to the high school as some have mentioned,then it would be the same distance to
walk to the Roy Rogers cross walk; there would be no gain to putting a cross walk at the
proposed intersection. Where are all of these people who plan to cross Scholls Ferry at
this proposed intersection going that they cannot cross at Roy Rogers or Barrows?
• Too many lights on Scholls Ferry too close together Traffic flow is already significantly impeded
on Scholls Ferry in this area by the signals at Roy Rogers and Barrow. Those lights are not
coordinated so the flow of traffic often has to stop at both. This results in significantly more
exhaust pollutants being released into our air as cars have to sit and idle.Another light within a
few hundred meters of the exisitng lights would greatly aggravate this problem. Additionally,
both of the existing lights have crosswalks, so anyone needing to cross Scholls Ferry can walk the
100 or so meters to those to cross. Another light is not warranted.
5
o Just to clarify-- It is 1,000 feet from this intersection to either Roy Rogers Rd. or Barrows
Rd. That is 300 meters, pretty far if you are on foot. (STAFF)
• More lights slow down and back up traffic
• This intersection would be better served by a right in right out. This area already has two
signalized intersections. Adding a third might create queuing of traffic to the other signals.
Installing a pedestrian signal I feel is a better safer option and make this intersection a right in
right out.
• It would cost an additional $300,000 to install a traffic signal (the intersection without a signal
would cost $200,000). (STAFF)
o Just to be clear, you are saying it would cost an additional $100,000 to install a full signal
at Scholls Ferry Road vs. no signal?
o Thanks for asking, that is not very clear. It would be an additional $300,000
(approximately) for the signal equipment. The $200,000 is in reference to the fact that
there are other costs associated with intersection treatment. (STAFF)
• exiting my street is hazardous due to cars speeding out of the roundabout and speeding down
the hill from Luke lane.
o ditto.
• A signalized intersection could hinder traffic flow on Scholls Ferry Rd, a small percentage of the
time.Vehicles may stack up past the new signal, while attempting to turn left from Scholls Ferry
Rd onto Roy Rogers Rd. (STAFF)
o It will hinder traffic most of the time.
o The hindrance of traffic is incremental compared with the alternative of forcing
thousands of new residents to drive through 1 neighborhood street to exit their
neighborhood.
o I don't understand your point. The goal should be to maximize traffic flow on Scholls
Ferry (and Roy Rogers). Having residents drive 1000 feet more to an existing light if they
want to turn left seems reasonable. Having too many signals slows down traffic
exponentially, not incrementally.
o There are stated goals for the River Terrace, previously West Bull Mountain, and I don't
believe preserving traffic flow on arterials was one of them --Proper integration with
existing neighborhoods and walkability were. Routing all new development through an
existing neighborhood does not meet this goal. Plus, I don't believe preserving traffic
flow on arterials is a single-minded goal of any urban planning. I suspect it is always a
balancing act of all factors. And I am not sure that 1 light slows traffic exponentially.
o Providing good traffic flow should always be a goal. I did not say to route all traffic
through an existing neighborhood. A right in, right out at Scholls Ferry without a signal
would handle much of the traffic for much lower cost.There is only 2000 feet between
the Roy Rogers and Barrows signals. Putting a light between them makes NO sense at
all. The report about the Portland area having the 9th worse traffic in the nation should
at least demonstrate some priority needs to be given to traffic flow.
• A signalized intersection could encourage more cars to use the new collector instead of Roy
Rogers Rd.
6
•
Susan Shanks
From: Eric Squires <eric @ericsquires.com>
Sent: Friday, May 09, 2014 6:04 AM
To: Susan Shanks
Cc: Constance Kosuda; John Cook; barbra squires; west @oregonian.com
Subject: Scholls Signalization
Ms. Shanks; esteemed others;
Kindly register this communication as an objection to the signalization of SW Scholls Ferry Road for trail and
school users. (Reference May 6th, 6:52 PM Email from "Tigard" re: River Terrace, copied below for reference)
The transportation plan is thin and funding is even thinner. "MY" existing MSTIP funds are funding growth, yet
I do not benefit from such appurtenances as sidewalks, yet am beholden to Tri-Met and their related taxes, sans
bus service.
In conjunction with yet another light in support of the Beaverton High School's misuse of Scholls Ferry Road to
support in/out traffic on SW Scholls Ferry Road to the WEST of the additional proposed light, I foresee an
analog of the very theatrical reclassification of TV Highway to support South Hillsboro's aspirations.
River Terrace as a failed plan is repurposing Scholls Ferry Road, a STATE HIGHWAY. The thin pubic
involvement has been dramatically incompetent, yet I extend compliments to you personally for making things
better. I restate my concern that a Deer Creek open house failed as I and a disabled citizen were greeted by
locked doors and surly staff.
Please reset expectations within the River Terrace Team that neighbors to the North in unincorporated rural
Washington County want you to keep your traffic in your neighborhood and you can't as River Terrace has a net
lack of jobs to support the dysfunctional plan. Asking the County to spend our(say county MSTIP $) money to
support YOUR plans to develop River Terrace's impact to the transportation system when County staff waffle
on weather it is two or nine billion dollars is needed in (countywide) unfunded transportation projects are
backlogged is frankly received in a disrespectful tone from Tigard. (my apologies for the grammatic felony of
a run on sentence)
I am assured via communications with Commissioner Rogers at the County that this is on the minds of the folks
guarding the purse strings controlling on and off site improvements for River Terrace.
The hidden tax you are asking ME to pay is to navigate yet another light on a dangerous, overcapacity facility.
Support of completing bike-ped-trail issues when we have yet to have the conversation about a logical
"Westside Transportation Study" to address the conundrum of the missing 605 freeway facility(Westside
Bypass) is a germane and logical matter to address following the completion of a vision process of the
transportation facilities that will empower the economics for people to pay the mortgages in River Terrace.
So, after chairing a CPO for eight terms, I'm disgusted I got 24 hours notice of Tigards' cherry stem road
annexation allowing River Terrace to terrorize neighbors with these grandiose plans. As I watch weekly road
patching on SW 175th from massive overuse, the achilles heel of this (River Terrace) plan is that is just sprawls,
disrupts state facilities, and like cancer, grows without the economic balance of jobs and employment to support
the costs of its' own housing. Bad bad planning.
1
V
Apparently, the solution is online widgets to gage community angst. (www.consider.it). How tidy. Have the
River Terrace Team really engaged the community? (urn, Marissa?) Perhaps Tigard might enjoy applying for
MSTIP funds via the same tool.
Deeply concerned, disappointed
Eric Squires
17172 SW Rider Lane
Aloha Oregon 97007-8581
A new traffic light on Scholls Ferry Rd just east of Roy Rogers Rd will help high school students and trail
users cross between River Terrace and South Cooper Mountain, but will cause additional delay at times
for cars on Scholls Ferry Rd. Expect to see a community conversation using our online engagement
tool posted soon to help us weigh the benefits and drawbacks of including this signal in our plans.
2
as-t-6 bA-t-fte 5
City of f Tigard Gin(aO q
TIGARD
Memorandum a
To: Tigard City Council
From: Susan P Shanks, Senior Planner
Re: Public Involvement and Input Summary:
River Terrace Transportation System Plan Addendum
Date: June 17, 2014
This memorandum describes the extent and nature of how the project's many stakeholders and
the community were engaged in developing the draft River Terrace Transportation System Plan
(TSP) Addendum. It also summarizes their comments on the final draft.
Summary of Public Involvement
The River Terrace Stakeholder Working Group (SWG) and Technical Advisory Committee
(TAC) first discussed the transportation proposal in February 2014. The SWG met a total of
four times between February and June of 2014, and the TAC met a total of three times during
this same time period. A joint meeting of the two groups was also held at the end of April 2014
that focused on the River Terrace Boulevard design concept. A summary of these meetings is
provided below:
February 2014 SWG &TAC: Discussion re: proposed WBMCP refinements
March 2014 SWG &TAC: Discussion re: Roy Rogers Rd and River Terrace Collector priorities
April 2014 SWG &TAC: Review of draft proposal
April 2014 SWG/TAC: Joint SWG/TAC River Terrace Blvd design workshop
June 2014 SWG: Review and recommendation on revised proposal
In addition to these 2-hour meetings with the TAC and SWG,
the project team also held a community meeting on March 31, a Circulation
2014 that centered around four topics that had generated the
most comments and questions from the community and TAC \- Designing for safety
and SWG members. The four topics are shown in the box to
the right and briefly described below: and future s re existing
and future streets
1. Circulation —A collector street parallel to Roy Rogers Rd Walking and Biking
with a signal at Scholls Ferry Rd is proposed, in part, to minimize impacts on existing
neighborhoods to the east.
2. Designing for Safety—A curved street south of 161st Ave and roundabouts at various
locations are proposed as potential design solutions to address safety concerns.
3. Connections to Existing and Future Streets —Connections are proposed at various
"stubbed" street locations to create an integrated street network that maximizes
transportation options and routes.
4. Walking and Biking— Complete streets and a robust trail system that connects to other
regional trails are proposed to ensure a safe and comfortable experience for pedestrians
and bicyclists.
The project team also briefed the Tigard Transportation Advisory Committee (TTAC) on
two occasions (May and June 2014) and the Park and Recreation Advisory Board (PRAB) on
one occasion (May 2014). In addition to asking for input on and/or questions about the
plan, the project team asked the PRAB whether they agreed with the proposal to remove the
Roy Rogers Greenway Trail from the plan. Greenway trails were proposed along all the
major arterials surrounding River Terrace in the West Bull Mountain Concept plan, but the
project team was recommending their removal for feasibility reasons.
Several ad hoc meetings were also convened with Washington County staff, individual SWG
members, Roshak Road residents, and representatives from the Beaverton School District,
City of Beaverton, Metro, and Tualatin Valley Fire and Rescue. These ad hoc meetings were
convened to more fully discuss specific concerns or technical issues that required more
focused attention to resolve, such as whether to provide a new signal or grade-separated
crossing for pedestrians and bicyclists at the intersection of Scholls Ferry Rd and the future
N-S Collector Street in River Terrace.
In addition to these meetings, the project team also posted the proposed River Terrace TSP
Addendum for public comment from June 2— 16, 2014 and posed a question to the public
approximately four weeks ago using the new online engagement tool, Consider.It.
Community members and stakeholders were encouraged to weigh in with their opinions
regarding the following:
The question of whether to install a new traffic signal on Scholls
Ferry Road east of Roy Rogers Road has many trade-offs and is
not clearly answered with technical analysis. Do you support or
oppose a traffic signal in this location?
Summary of Community Input
Stakeholder Working Group
The SWG was specifically appointed by Council to advise staff during the preparation of the
various infrastructure plans for River Terrace, including the TSP Addendum. The SWG
unanimously voted to recommend the final draft plan for adoption but also expressed strong
concerns about project costs and a viable means to fund needed projects. During the course of
their final discussion, they also suggested a number of plan refinements,which are as follows:
• No interim pedestrian/bike crossing signal at Scholls Ferry Rd. Full signal recommended
with provisions for future pedestrian/bike bridge if signal infeasible or impractical.
• Additional language to emphasize bike safety on Roy Rogers Rd.
• Additional language to affirm need for flexibility with respect to housing types along
River Terrace Blvd to support the vision of having homes front the street.
• Additional language on maps regarding the need for street alignments and intersections
to avoid and/or minimize impacts to natural resource areas wherever possible.
The project team agrees with these refinements and intends to revise the plan accordingly.
Technical Advisory Committee
The TAC fully vetted the final draft plan both in TAC meetings,various ad hoc meetings
convened by the city, and in the joint SWG/TAC meeting held in April. Tualatin Valley Fire
and Rescue (TVFR) was the only agency to submit formal written comments during the two
comment periods provided to the TAC. The plan has already been revised based on TVFR's
comments,which were minor in nature.
Tigard Transportation Advisory Committee & Park and Recreation Advisory Board
Both standing committees were generally supportive of the plan. Neither committee had
strong concerns or questions. When asked directly, the PRAB indicated they were supportive
of the removal of the Roy Rogers Greenway Trail from the plan,with reasons ranging from
the undesirability of locating a trail along such a high volume street to the cost
ineffectiveness of paying for two trails in such close proximity to one another.
Community
Community comments were received via email, Consider.It, and during the public comment
period at the June SWG meeting. All written comments are attached. Most of the comments
revolve around two topics, namely:
• Signal at the new Scholls Ferry Rd and River Terrace Blvd intersection
The majority of people who commented on the signal are in favor of its installation. The
most common reason given is that they believe it will result in less adverse impacts to the
existing neighborhoods to the east. Community members who oppose the signal are
more concerned about negative impacts to traffic flow along Scholls Ferry Rd.
• Luke Lane street extension
Most of the residents who live on Luke Lane are opposed to the future extension of this
street. They have raised their concerns at community meetings, neighborhood meetings
attended by staff, and several SWG meetings during public comment. Unlike other
"stubbed" streets, Luke Lane was designed to look like a cul-de-sac and does not have a
barricade or sign that indicates that it will be extended in the future. The same group of
people who oppose the extension of Luke lane are generally supportive of the other
measures the project team has proposed to mitigate the impact of extending Luke Lane
in the future including the reclassification of River Terrace Blvd to a collector street, the
signal at Scholls Ferry Rd, and the language in the plan requiring that a future connection
to Luke Lane be circuitous. Given the importance of connectivity and that Luke Lane is
one of just a handful of streets that can provide local connectivity in this area, the project
team continues to recommend the future extension of this street.
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AIS-1712 4.
Workshop Meeting
Meeting Date: 06/17/2014
Length (in minutes): 15 Minutes
Agenda Title: Update on Economic Development Activity
Prepared For: Lloyd Purdy, Community Development
Submitted By: Lloyd Purdy, Community Development
Item Type: Update, Discussion, Direct Staff Meeting Type: Council
Business
Mtg-
Study Sess.
Public Hearing: No Publication Date:
Information
ISSUE
The City of Tigard's economic development program continues to build upon three areas of
activity in order to support economic growth. Groundwork focuses on creating the
relationships and gathering the data we need in order to be effective decision makers dealing
with complex economic issues. Business Assistance leverages public sector resources to
support business growth, entrepreneurism and increased employment. Through Innovation
we approach typical challenges in creative ways, building upon the unique strengths of Tigard.
Combined, this work is supporting economic growth and private sector investment in the City
of Tigard.
STAFF RECOMMENDATION / ACTION REQUEST
No council action required.
KEY FACTS AND INFORMATION SUMMARY
Program updates are provided in the attached memo.
OTHER ALTERNATIVES
No action required.
COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS
The activities highlighted above are part of an economic development work plan created to
support the City of Tigard's Comprehensive Plan Goal 9. It also integrates findings from the
2011 City of Tigard Economic Opportunity Analysis as well as the Tigard Downtown
Improvement Plan.
DATES OF PREVIOUS COUNCIL CONSIDERATION
October 2013 - work plan presentation
October 2013 - economic development monthly memo
November 2013 - economic development monthly memo
December 2013 - quarterly update
January 2014 - economic development monthly memo
February 2014 - economic development monthly memo
March 2014 - quarterly update
April 2014 - economic development monthly memo
Attachments
May EcDey Update
Tigard Industry Data
I Iunziker Industrial Core Study Area
■
■ City of Tigard
1z1, Memorandum
To: Mayor John Cook and Tigard City Council
From: Lloyd Purdy, Economic Development Manager
Re: Economic Development Program Update
Date: May 29, 2014
Data - Info Graphics & Economic Indicators
With design services from the City's Design and Communications Department,eleven economic
development related informational graphics are in various stages of completion. Previously we
looked at the"commute shed"-- the commuting patterns into and out of the City of Tigard.Now
we are using data gathered from the Oregon Employment Department to better understand the
relative size of different segments of Tigard's business community. With this data, we can
compare the number of firms, level of employment,and wages in each category. The source
data for these upcoming info graphics is attached for your review.
Similarly, an Economic Indicators flyer is being prepared that tracks the following data points
over time: population, housing prices, labor force, unemployment, wages of residents, wages
paid by Tigard-based firms, and business licenses. You received some of this data in your last
monthly memo. The final project should be similar to the one-page flyer you receive each month
tracking county-wide data. The difference is that this project will track Tigard-specific data.
Building Partnership
Our work with Greater Portland Inc. and the Small Cities consortium continues. We will
integrate GPI's Business Retention and Expansion Survey into our existing business visit and
business outreach schedule. This survey is targeted for manufacturing firms,but is applicable to
other Tigard based firms. Both Greater Portland Inc. and Business Oregon continue to generate
business leads which we respond to if there are existing property or buildings in the city that
meet the search criteria.
Building Capacity
The Tigard Downtown Alliance leadership team has taken a step forward and evolved into a
formal board of directors, for what will hopefully become a nonprofit organization focused on
downtown revitalization. During monthly meetings this team of community leaders has
achieved the following:
• Produced the first ever downtown art walk (20 artists in 20 locations June 2-22").
• Created a monthly "downtown update"email communications campaign.
• Fundraising/sponsorship requests to local corporations.
• Begun preparation of a grant application for Washington County Tourism Funds.
• Worked with the Tigard Area Chamber of Commerce to Produce the Summer Street
Festival.
• Hosted a recurring monthly Downtown Dialogue.
• Coordinated a walking tour and bus trip to learn by examples set in Downtown Oregon
City.
The board of directors for the Tigard Downtown Alliance will now move forward fmalizing its
request for federal 501c3 status and official State of Oregon "Main Street" status.
Assistance to Businesses
To date, I have met with 29 business leaders from Tigard's traded sector businesses. At these
meetings I share information on the Oregon Trade Promotion Program, SBDC's Grow Oregon
Technical Advising Program and the ProStep Employee Training Program. This month we also
convened a Tigard Business Roundtable. This luncheon brought together 10 Tigard based business
leaders. Business ranged from plastics (aka advanced material)manufacturing to component
manufacturers. These companies generally employ more than 40 people and they produce a good or
service here that is consumed regionally, nationally or internationally.
Fields Industrial Property/Hunziker Industrial Core
We have reviewed preliminary conceptual alignments for roads, water, sewer and storm
infrastructure as part of the Fields Infrastructure Finance Plan project. This is the project supported
by a Department of Land Conservation Grant. The infrastructure scenarios we are exploring are
intended to serve jobs creation on the Fields Industrial Site and on the other industrial zoned parcels
between Wall Street and Hall. (Study area map attached.)Our next step on this project is to share
these infrastructure alignments with commercial property owners in the area to gather their input on
which scenarios best support private sector investment and redevelopment.
Vertical Housing Development Zone
The State of Oregon's Department of Housing and Community Services has reviewed a preliminary
draft of our request for a VHDZ. I expect we will submit this proposal the week of July 7th after
passage of a resolution by Council at the July 8th Council meeting. We did invite the overlapping
taxing districts which may be affected by this program to meet with city staff to learn more about
this program. In early May,Councilman Snyder, the City Manager and I met with Chief Duyck to
discuss this program. The Board of TVF&R endorsed this proposal at their mid-May meeting and
will submit a letter of support.
Enterprise Zone
Our collaboration with the City of Beaverton's economic development team on the joint enterprise
zone continues. We are working on a draft 1GA for both cities to review and adopt along with each
city's resolution authorizing the Beaverton Zone's expansion into Tigard.
Tigard Firms Aggregated by NAICS (2012 OED)
Sectors Firms Avg Emp Total Pay Avg Pay
Construction 238 3,009 $181,572,792 $60,343
Manufacturing 114 2,312 $121,087,637 $52,374
Wholesale Trade 308 2,401 $191,505,445 $79,761
Transportation and Warehousing 39 595 $23,732,656 $39,887
Retail Trade 317 7,356 $205,923,060 $27,994
Arts, Entertainment, and Recreation 24 244 $4,056,746 $16,626
Accommodation and Food Services 176 2,988 $55,270,944 $18,498
Information 64 1,471 $107,325,997 $72,961
Finance and Insurance 246 5,154 $392,789,034 $76,211
Real Estate and Rental and Leasing 124 490 $25,605,999 $52,257
Professional, Scientific, and Technical Services 488 3,887 $259,164,578 $66,675
Management of Companies and Enterprises 37 448 $31,257,107 $69,770
Public Administration 7 457 $26,128,564 $57,174
Administrative and Support 220 6,246 $183,928,687 $29,447
Educational Services 53 1,631 $62,442,198 $38,285
Health Care and Social Assistance 237 2,217 $86,569,419 $39,048
Other Services 250 1,263 $47,349,458 $37,490
Unclassified 25 5 $156,829 $31,366
Totals 2,967 42,174 $ 2,005,867,150 $47,562
Industry(grouped from above) Firms Avg Emp Total Pay Avg. Pay
• Consumer Related 517 10,588 265,250,750 $25,052
Business, Management & Professional 966 11,907 842,271,279 $70,737
Professional & Administrative Services 785 11,362 380,446,591 $33,484
Totals 2,967 42,174 $ 2,005,867,150 $47,562
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AIS-1772 5.
Workshop Meeting
Meeting Date: 06/17/2014
Length (in minutes): 30 Minutes
Agenda Title: Demonstration of the Public Works Department's New Computerized
Maintenance Management System (CMMS) Software
Prepared For: Brian Rager, Public Works Submitted By: Greer
Gaston,
Public
Works
Item Type: Update, Discussion, Direct Staff Meeting Type: Council
Workshop
Mtg.
Public Hearing: No Publication Date:
Information
ISSUE
Staff will give a brief demonstration of the MaintStar Computerized Maintenance
Management System (CMMS) software.
STAFF RECOMMENDATION / ACTION REQUEST
No action is requested. Staff will demonstrate the Public Works Department's new CMMS
software.
KEY FACTS AND INFORMATION SUMMARY
Public Works began implementing MaintStar CMMS software two years ago,which has a
specialized suite of modules specifically designed for the asset maintenance and management
needs. This system allows for the tracking of distinctive information pertaining to
infrastructure assets such as streets, sewer and storm water systems, potable water, signs,
bridges, paving, facilities, projects and more.
The city owns and operates:
• 247 miles of water lines, including 28,000 water-related assets (hydrants, valves, etc.)
• 167 miles of sewer lines, including 4,800 manholes
• 129 miles of storm drainage lines, including 8,300 storm related assets (manholes, catch
basins, etc.)
• 149 miles of streets, including 15,000 signs and posts
• 500 acres of parks
• 20 buildings
• 152 vehicles
The rough replacement value of these assets is $1.5 billion. In order to systematically and
effectively manage these systems, the Public Works Department utilizes a CMMS. A CMMS
allows an organization to track the inventory of its assets, plan for routine maintenance work,
track asset costs, record important inspection findings, track repair histories, and plan for
eventual rehabilitation or replacement.
MaintStar's Work Planning tool is what makes this CMMS software unique. Work Planning is
a financial tool that employs "Activities Based Benchmarking," and will assist in preparing
budgets for the entire department. This module tracks and analyzes actual amounts of labor,
materials and equipment used, compared to the amounts budgeted for that particular activity.
The planning capabilities can be done on a weekly, monthly, quarterly, or semiannual basis,
and include financial and budgeting sections which track estimated versus actual completed
work.
MaintStar also incorporates the following benefits:
•On-line maintenance request feature.
•Remote wireless capabilities for real-time field operations.
•Bi-directional interface with our Tigard Maps GIS. This allows the user to move
seamlessly between the map environment and the CMMS, greatly increasing efficiency.
•Improved user friendliness, which expedites work flow.
•Improved reporting and asset management planning for data-driven decision making.
OTHER ALTERNATIVES
Not applicable.
COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS
2011 Tigard City Council long range objective-"External and internal city assets are well
managed and utilized."
DATES OF PREVIOUS COUNCIL CONSIDERATION
July 12, 2011 - The council was briefed on the replacement of the Public Works
Department's existing CMMS software.
December 20, 2011 - The council awarded the CMMS software contract to MaintStar.
AIS-1794 6.
Workshop Meeting
Meeting Date: 06/17/2014
Length (in minutes): 20 Minutes
Agenda Title: Review Comment Cards and Feedback from Council's 5x3x10 Events
Prepared For: Joanne Bengtson, City Management
Submitted By: Joanne Bengtson, City Management
Item Type: Update, Discussion, Direct Staff Meeting Type: Council
Workshop
Mtg.
Public Hearing: No Publication Date:
Information
ISSUE
Council will review comment cards and notes from their recent "5x3x10" small group
meetings with residents. These meetings were held throughout May 2014 and the first week
of June.
STAFF RECOMMENDATION / ACTION REQUEST
Council is being asked to discuss their desired next steps regarding an advisory election
following Measure 34-210.
Should an advisory election be held in Tigard in November 2014 regarding the city's
continued participation in planning for a locally preferred alternative for the Southwest
Corridor Plan?
KEY FACTS AND INFORMATION SUMMARY
Mayor Cook and the City Councilors invited small groups of residents to join a conversation
about important issues facing the community. When residents voted to oppose future light rail
or bus rapid transit (the election was close & the ballot measure was confusing) in April, each
member of Council selected three dates to meet with 10 residents to better understand their
thoughts and ask how they felt about high capacity transit, congestion relief, walkability,
recreation, economic development and making community connections. The Council believes
that all of these topics are interconnected and that the city will thrive when those elements
support each other.
Residents were contacted individually, through community member reference and via a
5,000-member email list compiled during the last community attitude survey. At the
conclusion of each gathering, residents were asked to fill out a short survey on topics. The
comments from each of these cards have been compiled and attached to this AIS. A staff
member attended each of the small group meetings to record public responses to the
questions asked by each Councilor. Those comments have been compiled by topic and
attached to this AIS as well.
OTHER ALTERNATIVES
Council could choose to do nothing or design additional input opportunities for residents.
COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS
DATES OF PREVIOUS COUNCIL CONSIDERATION
Council's 5x3x10 meeting dates:
Thursday, May 1 @ 6:30 — 8:30 p.m. @ Symposium - Mayor Cook's Fireside Chat (12345 SW
Main St.)
Thursday, May 1 @ 7 p.m. —walk with Councilor Woodard - starts at City Hall (activity)
Saturday, May 3 @ 10 a.m. join Councilor Snider at Primo Espresso (15981 SW Hall Blvd.)
Sunday, May 4 @ 2 p.m. - walk with Councilor Woodard - starts at City Hall (13125 SW Hall
Blvd.)
Wednesday, May? @ 6 p.m. ,talk with Councilor Snider at Durham Elementary School's PSO
Meeting
Wednesday, May 7 @ 7 p.m. @ Hudson Plaza Community Room (12950 SW Pacific Hwy,)
Wednesday, May 14@ 7 p.m. at Hudson Plaza = CPO 4b/m
Wednesday, May 21 @ 3 p.m. meet Mayor Cook @ Fanno Creek House (13335 SW Hall
Blvd.)
Wednesday, May 21 @ 7 p.m. at Hudson Plaza = Anti-light rail representatives
Saturday, May 24 @ 9 a.m. - walk with Councilor Woodard - starts at City Hall (activity)
Monday,June 2 @ 9:30 a.m. - with Councilor Woodard - Summerfield Club House Board
Meeting
Thursday,June 5 @ 6:30— 8:30 @ Symposium- Mayor Cook's Fireside Chat
Attachments
All Comments by Topic
All Comment Card Responses
All Comments Compiled from Council's 5x3x10 events - sorted by Topic Area
HCT Issues - BRT or LRT?
• The March ballot measure was difficult to understand.
• Wants ability for citizens to vote on HCT projects because does not want what happened in Clackamas
County to happen here. He moved to Tigard because he wanted a suburban lifestyle. Doesn't like high
density. Urban development translates to high-priced housing.
• Stated a vote on HCT in Tigard would be a valid option. Referred to County Commissioner Duyck's
statements;the citizen attendee did not think the county should have veto power over anything in the City
of Tigard. Noted his appreciation for these types of meetings. Added that he did not want a higher crime
rate,which is associated with HCT.
• Noted support for HCT. He believes in expansion. Commented on condition of Hall Blvd. (near Oak
Street). His car was damaged because of a large pothole.
• In addition sidewalks are needed on much of Hall Blvd There was a brief discussion about the condition of
99W and the efforts to improve the congestion on this highway.
• Dissatisfaction was expressed with bus service because it is so slow to get to a destination. There was
discussion about dissatisfaction with subsidies to mass transit. Mayor Cook noted that transit is subsidized
in almost all instances across the country.
• Reasons why people use mass transit were noted;i.e.,limited parking downtown especially near cultural
venues or sports facilities. Some people are not put off by the slower time and use the opportunity to do
work or read.
• Some people do not own cars;can't afford them or prefer not to own.
• Some people have no interest in owning cars;yet,want to live in a community like Tigard. Tigard does not
have comprehensive bus service now.
• Developers appear to build without thought to transportation to serve the new developments.
• WES ridership has picked up. Problems with limited times of operation for this commuter rail service for
people who want to travel later in the day,mid-day or on the weekends. WES has ridership from people
who commute from Salem to Portland; they access WES in Wilsonville.
• Voted no because he believes planning for the future is necessary. One thing that concerns him is the
perception the HCT will bring crime.
• Discussion followed on whether a high crime rate can be attributed to HCT.
• Density will only get worse.
• Even if Tigard does no more building, there is essentially only one major route through town and people
moving farther out will be traveling through causing impacts to people living here.
• Supports planning in that he anticipates more and more people will be traveling 99W. Planning is needed so
we don't have a "desert" of traffic.
• Very opposed to light rail. It's a "huge gravy train." Referred to accommodations of bike traffic with lanes
devoted to bikers while people in vehicles are slowed down—thinks this is an unbalanced approach.
• Wants to see Tigard remain as it is now. Noted concerns about"big money" behind light rail.
• Noted she thinks there is a trend in that younger people do not necessarily want to own cars. They want to
continue to live in a suburban neighborhood and access mass transit.
• Over 50 residents in the bull mountain neighborhoods,most of them did not vote in the March election.
• They didn't vote because they thought that the issue had been settled,and did not understand why they were
being asked to vote.
• I discussed the details of what the MX'Corridor plan was, (including improvements to local streets,etc.).
When asked about their choice between light rail and rapid bus,the preferences were about 50/50,but only
two people said that the didn't want rapid transit.
• Is it the WES?What is the bus option? (JS explained that there are lots of ways to handle dedicated right of
way with buses.) Is this just one step above an express bus?Why is something other than WES needed?
Why are those connections not working? (JS explained that geographically,demographically,we need to
move more people to and from jobs and homes.) Discussion: people who love subways love the WES.
• The ballot measure restricts building high capacity transit without voter approval. The measure IS triggered by a broad set of
circumstances. The Council wants to know whetheryou support continuing to plan in the process. Some think a vote is needed
to continue with planning.
Remind us of the wording. Some recall it was "poorly written,"confusing,with a yes vote meaning no HCT.
The group discussed that they would support continuing with investing money in planning even if it took a
vote to move a later project forward. The group talked about "the guy on Bond Street"with all the signs on
his car. He came door-to-door,gave a dissertation about the measure. He was not ignorant,but implied that
without voter approval,I.,RT might go "right through my yard" and a no vote would allow people no say in
how and where HCT would go.What about the fact that we elect our city council and representatives to
represent us? (JS said that was why the council was checking on the intent of this vote and even if the intent
is unclear,determine what people want.)
• There is some confusion about whether the plan is or is not to put light rail down 991. What do people know, if anything,
about this? What is the plan? (JS said that none of the alignments are planned for 99W.) Wish 99W could be
6 lanes but I see that would be impossible. Barbur may well be able to have 6 lanes in Portland but the
ROW needs there are different.
• Prefer a bus version of rapid transit because when riding light rail,they never check fares and on the bus
they always check your fare.
• Tigard is walkable,bikeable,busable. Where else would you go to find that?
• Prefer BRT near triangle
• In favor of light rail if located off 99
• Kids today don't have an interest in owning vehicles, are able to get where they want to go with transit and
don't want the expense or headache of owning a car
• TriMax didn't do an efficient economic study—said they lose$50,000/month and he's sat at the signal and
seen only six people riding.
• Goes to the downtown post office and a traffic engineer said they could pay taxi fare for everyone to
Wilsonville and pay less than what they're wasting
• 34-210 questioned the capacity needed for light rail.
• Low income housing that looks tacky (used example of N. Interstate glass and steel boxes) —this kind of
housing would ruin this town
• Bus mall in downtown Portland in the 1970s made it easier to get to town,in favor of the city studying an
efficient bus service
• LRT—as time goes on,we're never going to see the price of oil go down. One thing we have in abundance
is hydroelectric power—the ecological impact of putting more buses on the road isn't a plus. With light rail,
he said he'd love to hop on and ride it all the way to work.
• In favor of any kind of HCT?Depends on placement—down 99W,not in favor of it
• What is BRT? She likes buses that move over to pick up/drop off
• Doesn't ride transit,prefers walking and driving. But her kids are more integrated with transit
• If HCT comes to Tigard and is helpful,would it take away from 99W resources?
• (MW) BRT would require ROW and acquisition. Councilor asked if residents would move to a city with
more accessible transit?Could lose transit&taxpayer user base in Tigard
• Her issue with public transit is that more pet friendly people would ride public transit if they could take their
pets
• Example—Oregon Humane Society Doggie Dash: TriMet has hours that dogs allowed on transit to get to
the event
• Prefers being a bus and bike rider. Family has a car but they try not to use it unless they have to.
• Since the measure passed,no money can be spent(even planning) for HCT?
• Overall concern for how much money was spent to date on planning for something that may never come
(CRC example)
• Planning money is now in the trash
• Don't want to give folks an open ended checkbook
• Not knowing where it was going to go was an issue
• Not knowing the cost was an issue
• Light rail in Clackamas County,the additional crime that it drew to Clackamas Town Center
• What does it bring to our neighborhoods?
• What does it do to our community once it gets here?
• 99%of us think 3 years from now, not 20 years down the road. Someone has got to take this long view,
especially in a growing community.
• They like it the way it is
• But complain about traffic
• Like BRT because there is a driver, aka "peace keeper" to avoid crime
• Concern about fixed rail,light rail
• Interested in moving people
• Busses are an option
• A lot of concern about light rail
• Will need to provide bike access and parking
• It was complex measure
• That is why voted against the measure. Council is looking out for us.
• Don't think people understood all of it
• Bull Mountain residents can't vote in Tigard,so were unable to vote on the measure. However,they will be
impacted by the decisions that are made here.
• Thinking about the 55,000 people in Tigard
• Went to the city's meeting where only 70 people attended
• Most voices were angry
• Don't believe that BRT is seriously being considered as an option,only LRT
• Tigard will not slow down progress for whole region,right now we are a cog in the wheel
• If you can address concerns i.e. safety,route,mode,cost,etc. people will feel better
o You will get consensus and that is where people want to get to
o Transit proximity is important to people on both sides of the age spectrum
• Would you be meeting with the public if the vote had been so close the other way?
• What does the ballot measure actually say Tigard has to do?
• Does the council see any option other than go to a vote?
• Does the region have any experience with BRT?
• Would we need to install new tracks for light rail?
• How does enhanced bus service serve light rail?
• What happened in Portland-Milwaukee Light Rail—did the city have to go to voters for local share?
• Is Sherwood included in the SW Corridor Plan?
• There is a safety perception regarding light rail,people are fearful,would be more acceptable if the safety
issue didn't exist. However,voters are not the experts. Let people who know something about it decide.
HCT is wrapped into the emotional issue of safety and money.
• The level of outside-of-Tigard influence surprised his wife,how heated the debate was. HCT is a good deal
for future people;people want transportation options,think about our kids and our kids' kids,many in the
future will use it;many young people would rather go on light rail than drive.
• What's the benefit of HCT over WES?
• Personally don't see the danger or safety issues of MAX. Light rail connects to more quicker and better
access than bus,better to airport and sporting events. I don't think about taking the bus but I would take
light rail. MAX through NE Portland was difficult,so adjacent secure parking is needed.
• Communication about the ballot measure was really bad—because of doorbelling messages,everyone
thought it would come down 99W which brings up a NIMBY issue.
• Back to ballot measure follow up. What was the money source of the"yes"vote?The meaning of a yes vote
and no vote was unclear. BRT may be a better choice,easier to communicate about bus traffic and how it
can connect with the transportation system and MAX. Concerns about crime in Gresham as it affects MAX
seem to overshadow everything else Don't build a barrier where "tracks" divide the city. Elevated alignment
can work.
• Attendee said he was pleased the council won't bury their head in the sand,need to plan and continue being
part of developing an option. Necessary expense for our kids to create a viable,vital place
• From my perspective as a co-petitioner of vote-Wish we would have gotten a more clear outcome,some of
the wording may cause question. Our objective was to give citizens the chance to say yes or no on rail
without it being rammed down our throat
• Input opportunities are disingenuous
• Metro meetings are more of a puppet show. Went to a Metro meeting,didn't care about citizen input
• Don't really listen to the people.We said no,and we are still here talking about it
• Because we all will share the costs,we should all get a vote
• Reasons people signed the petition: Some cost - Some crime -Some"It doesn't go to the right places" -
Some don't want light rail, some don't want any HCT-This effort does nothing to relieve congestion
• I live in suburbs for a reason -Not looking for an urban experience- multistory housing or rail
• The city will not grow,people will not want to live here
• If you want to ride the train,move to Portland
• Tigard can be affluent,low crime,good schools,etc.
• Houston has no zoning whatsoever and it is a beautiful city—property values are very low and affordable
• We all know that it is light rail-There is a foregone conclusion that light rail is coming
• They were considering 2 lanes down the center of Pacific Highway, or elevated rail
• Portland is a light rail city
• BRT is only the worst case option,it doesn't bring the big federal dollars
o Big money comes from big projects
• Busses are more flexible than light rail
• Wherever it goes it takes capacity away
• Political manipulation to add BRT
• People don't ride transit- I've never used mass transit
• People don't ride the Hall/Durham Bus
• The bus north of Bonita backs up traffic
• Only 4%offloading in Tigard
• Doesn't address primary circulation—it doesn't go where it needs to go
• Takes too long to get where you need to go
• Make improvements to current system-Spend money on bus pullouts
• Build more rain shelters at bus stops
• There are concerns about cost-Tax payer total is about$3 billion
• Life of light rail is 30 years; then needs replacing
• That is over 8 million per month
• My experience is from managing a factory,I look at dollars on capital return
• Every time they dig in the ground the cost doubles
• Tunnel from London to England is less expensive
• No one on City Council asked petitioners:What is your input?What do you want?We put a lot of time into
gathering signatures
• We can assure you that if light rail goes for a vote, the people will say no.
• People against measure had more money, and slandered our campaign
• I helped John Cook get elected,am now disappointed. He confused people - Stood in front of church with
a flyer
• Generation Y Cityscape article: there will still be 20-30 year olds who want a yard,dog,etc.
• If Tigard City Council passes spending$375,000 for further study of light rail,we will be there with
pitchforks and torches
• That is a game changer
• This is out of hand
• Will make national news
• Will hijack neighbors voice in the election
• There should not be a decision to move forward with planning
• If you are going to spend this money,please put it on the ballot
• Let's make it a really clear vote
• What steps is City Council taking to oppose high capacity transit?
• What is your plan to oppose HCT?
• The measure requires the city to oppose HCT as a policy
• Councilor Buehner's measure was just to confuse people
• If Tigard must commit resources to plan we have to vote on that planning.You know the number of hours
it may take and money Metro needs. The people should vote on this.
• Would that vote cost the$60,000 it cost as in the last election?
• If we are not part of the planning process it will happen without us. Tigard cannot stop the need for transit.
If we just let the state or Metro do it without us,we will reap what we sow.
• Look at the bigger picture. Government planning did not work when airplanes were developed. The Wright
brothers could not get government funding and had to go to the private sector. The airplane funded by the
United States government failed to fly. The future of transportation is in cars that drive themselves on a rail
system,so Grandma doesn't have to get out and stand at a light rail station and be vulnerable to an attack.
The people of Tigard are saying that you should get someone to develop something and sell it to you;then
you can sell it to us.
• The only railroad that survived the depression was the one that got no government funding.
• Council is a group of wise people,but they are robbing themselves of the intelligence of the entire city when
decisions are made on future mass transit.
• I want to clear the deck of campaign season untruths. It was said that Tigard deliberately selected an election
with low turnout and that simply was not the case.Tigard has a small window of opportunity for initiatives
(90 days) and it has to be placed on the next election date. The people working on the initiative did not care
when the election date was. But I want to remind you that the previous year,when the city put their
measure on, the city spent$53,000 to put it on the ballot for November. There were many vitriolic
exchanges during the campaign that should now be "water under the bridge." The city must face that King
City passed a similar measure and Tualatin is going to pass one. You would think that the city would take
advantage of the upcoming November election and put a simple measure on the ballot to request voter
approval of their$350,000 EIS share.
• There is much evidence that this is entirely about light rail.There have been recent discussions about
structures over Bridgeport Village and TriMet has purchased land along Barbur Blvd.,identified under the
line item of"future Light Rail Station." The people who want the vote are not going to go away and it will
only"turn back to nasty"if there is resistance from the city to get an up or down vote and live with the
results.
• A result of 51-for and 49-against,with 37 percent voter turnout is meaningless. You don't know what
people want. What you are doing is the right process because you don't know anything (from the vote).
People were confused.
• The charter was changed;this is not subjective.
• Is the goal to bring light rail to Tigard? Don't we already have light rail?
• Who is on the SW Corridor planning team?
• Make an HOV lane down 99W.
• Is the money being diverted from street maintenance towards this investment?
• Is there any talk about putting in a SW bypass?
• The I-5/99W connector has been obstructed by political might and was delayed in preference to the SW
Corridor transit. The connector would be more helpful.
• Light Rail along I-5 cannot possibly reduce traffic on 99W.
• We treat this as if Portland is Mecca. But Tualatin and Dundee are getting big(as destinations).
• Attended a charrette in King City and everyone there was in full agreement that what we need is more time
to cross 99W. Yet we heard about bio-swales to cool the rainwater before it gets to the Tualatin. They want
trees planted but we will have to take care of them. Do we need federally mandated environmental plans?
Doesn't the state have their own regulations?
• Don't put down rails because they are inflexible. Does not trust TriMet management.
• WES did not revitalize downtown Tigard.
• I don't know why we are saying that planning cannot take place.
• You said the planning can be continued. You can plan. Don't you think it is insulting to go back to the
voters?
• It is ridiculous that we have to say,"We are against high capacity transit."
• Are you planning to bring light rail into Tigard?
• I want the elected officials to do the voting. We need a plan in place and the existence of such does not
require us to act.
• The City of Tigard undertook a planning effort to improve traffic on Highway 217. Tigard and Washington
County provided money to the state to improve the flow of traffic. If the city can do this, they can do other
planning. The city attorney agreed that Tigard can plan.
• Going to another vote is dangerous. Voters could think that the City of Tigard won't, "Do what we want."
• I wouldn't oppose another vote,but this is why we elect a city council and pay our planners. I have faith in
my current council. I prefer that we put information in front of the community to let them know the truth
and ask them, "Are you opposed to HCT? Do you want the city to say we are against HCT?" I think the
result of that vote would be different.
• Do the planning. Then put the plan and the cost to a vote. Add three words to the letters the city is
required to send so they read,"We are against high-capacity transit,without a vote."
• Governments have to take risks. Are we going to have legal issues if we plan? Are our actions defensible?
If we go to a vote it shows no confidence in what two mayors and the city attorney said. Why slap the
voters if the face with another vote?
• It is time for the elected officials to exercise leadership and do what is right. If Tigard puts a vote on the fall
ballot you are saying you don't trust the council and staff.
• Is this part of what was voted on in Clackamas?Are the same people involved? Isn't this showing their true
motive?
• Their motives are to stop transit. Let the people of Tigard show them for what they are. Have a clean effort
that shows the options and asks what people want the city to do.
• The world is changing. City officials have to pay attention and planning is the cost of doing businesses. If
we don't plan we are lobotomizing the city. I understand we get to vote on a plan. But without a plan,it is
intellectually vacuous.
• People are getting tired of taxes because they are not getting their money's worth.
• Did the group at the Town Hall say the EIS cost had to go to a vote? If it doesn't will they sue? Did the
city attorney say it is defensible to plan?
• Planning is essential but it sounds like there is reluctance on your part. You are the mayor. Step up and
push back!
Congestion Relief
• Traffic congestion is terrible on 99W. They see the difference that the GreenburgiMainlHall improvements
made. They are all looking forward to the improvements on McDonald/Gaarde intersection. However,
congestion,particularly from the King City area to 217 is still really bad.
• Current bus service is totally inadequate and too slow. Tigard needs a solution.
• It would be ridicules to create a dedicated bus lane on 99W. Having a large station with
substantial parking in the triangle would be really helpful. Without any rapid transit to south
Tigard,a regular shuttle from near King City to the triangle station (or downtown station) would
be critical for success. Bull mountain/Summerfield area residents are constantly complaining
about the dearth of bus service. Either residents would need to drive to the triangle and park,or
drive to a shuttle near King City (WITH A PARKING STRUCTURE FOR DAYLONG
PARKING) to accommodate those drivers. Then there would be a reasonable method for south
Tigard residents to use rapid transit.
• Believes that articulated buses could solve the problem
• Can't visit businesses from Durham to 72"`'because congestion is so bad. He's retired now and has to go to
downtown Portland twice a month for appointments and dreads the drive
• City should turn 72"d into a One Way going south, at 68th change to One Way,the other direction,then
pedestrians only have to cross two lanes of traffic instead of 5
• Congestion is terrible—starts at Tualatin and goes thru the city
• Does n'crnt signal modulation help trafc?I haven't noticed. I avoid 99W
• HCT,light rail transit would be great,plus in theory,you can expand it more easily,make it go more places,
add tracks,add cars,more than extending streets,such as to Salem. Opportunity for better connections with
LRT. Also fossil-fuel wise, for pollution,LRT is better. OS explained that LRT carries more people than
buses—300 vs 70). One person expressed confusion about why people were opposed to it.
• Favors plans in place years ago that cut off access of the businesses along 99W to reduce hold-ups. Said city
should gain right-of-way along 99W for dedicated bus in a 3"'lane
• It's not faster to drive—you have traffic, finding a parking spot,issues that are not a time savings
• Most traffic isn't from Tigard residents,it's everyone else who drives thru the city or works here
• People would take downtown to get around tie-up on 99W
• Traffic along Hall is bumper to bumper and takes away capacity—jams everything and drivers can't get
anywhere
• Traffic is number one problem
• Upset when he learned that ODOT would cut off access to coffee shop owned by his friend in Joann's
plaza
• Would like light rail that goes all the way to Salem
• Would like to be car-free because city is walkable, busable,bikable
• Yes,we have a problem. Some friends are car-centric and she knows there's got to be an answer to Pacific
Hwy.
• Westside Bypass -Only advancement we've seen in last 50 years is Hwy 217
• What we need is a bypass—and we can get it for free (toll road)
• Take out the traffic that doesn't even want to go here
• The needs of the younger generations are truly different
• Part of it is society: we don't address the reasons that crime starts
• Folks will take the path of least resistance to get what they want
• LRT had recent service disruptions during the snow storm
• Bus has more flexibility
• As needs and demographics change you can change the route of a bus
• WES is really nice to ride
• Takes too long,doesn't save me any time
• Would add to my commute
• Most Tigard residents use back roads as a means of transportation. In the Triangle,WalMart will really
affect circulation around the city. Some thought there should be limitations to big box. Councilor Woodard
asked should council change that,discuss limits? Summerfield -we choose not to go downtown because of
parking,99W is impossible after 2:30 p.m. so we avoid or plan our day around it. For those who work, the
commute corridor is important-improve that.
• Citizen's ongoing plea: congestion
• The city has a log of projects on the books that don't make sense:
• 4-5 lanes on Hall Blvd,which will tear up sidewalks
• Busses traveling down people's back yards
• WES isn't widely used and the noise upsets a lot of people
• Sattler and Hall Blvd. is a horrible location for a transit Center
• The City is flat broke. Asked for money for a clock tower.
• We had to raise PGE fees to hire back resources
• What has the city done with the money it has to fix congestion?
• Kenny Asher is now working for the city of Tigard. He helped hijack the vote in Milwaukie
• I'm personally not against transit,but this transit is not a solution to our problem
• Don't want a hub and spoke system
• John Charles should be used as a resource as the city moves forward. Spends a lot of time on public transit.
Should have him speak. Cascade Policy Institute 2 minute DVD
• Young people don't drive as much as we do
• Driving has been a status symbol;will that continue to be true? Probably,due to advertising,etc. (Transit
systems don't have the resources to invest in advertising)
Economic Development
• When asked about the impact of transportation on bringing business to Tigard, they said of
course it is critical. Only the areas around Washington Square and the triangle have reasonable
access. Other areas are hard to reach. That discourages businesses to locate nearer to residents.
• Economic Development: do you see a connection between an efficient transportation system and a healthy
business community? Yes. But in this economy,people will take jobs anywhere they can get them. More
shopping means more consumers. 99W is definitely a barrier. It is too hard to get around. That is already
changing with the traffic changes in the Triangle at 72nd and Dartmouth. If you want people to come,make
it easier to be there. OS outlined how the city was taking advantage of the Walmart development to make
transportation improvements at those intersections.) When you talk about walkability and biking, maybe
find ways to make young people getting around on bikes less vulnerable.As long as walkability includes
non-motorized vehicles such as scooters and bicycles,and young people to walk around in groups,which
they do, that is good. OS: what can city departments do to encourage this?Library?Police?) The library is
already great—there is a Sesame Donuts and we bike there. Maybe have satellite recreation centers on trails
or connect trails to the community center. I Lave Tai Chi classes at Cook Park.
• Problem with Tigard is that Walmart/big box was snuck in on residents
• Council is considering addressing further big box restrictions-perhaps with siting rules.
• Walmart is in direct competition with Winco,Dave agreed that Winco treats their employees a lot better—
many employees are millionaires in pension.
• Triangle is ripe for plaza space—MW explained that city-activated public recreation space activates economic development,
explained,fitness par ours, looking for public ideas to connect to the rest of-Council
• European building trends are similar to what's being discussed for River Terrace
• Neither man in favor of junky looking low income housing that's cheap to build
• In favor of a mix of low and high income housing
• Would like to see that in the triangle so that we can keep jobs and housing here so that people who don't
live here don't work here. Imagine the traffic improvements with 8,000 less people driving to the triangle
every day. Really like vertical housing as long as it wasn't too tall.
• Bottom floor retail, 2'd floor offices,3`d floor housing—downtown Vancouver is amazing
• If some version of transit came thru Tigard,would love to use transit as a quick ride to avoid traffic and
connect with friends and family for community events.
• Bring services to Tigard that people want
• Don't bring big name stores downtown—could get that anywhere. (Ex. Fisherman's Marine is where she
goes for big-ticket items because they'd probably be cheaper.)
• Connection between transit& healthy economy? Heck ya! Think of Multnomah Village. Friends live within
walking distance,house prices thru the roof because people want to live near those services/activities.
• Visiting the businesses on Multnomah- Traffic crawls thru there,but it doesn't stop anyone from visiting
and nobody complains. It's the businesses. You have to have places people want to get to.
• Tigard is doing a lot now
• Trying to deal with 99W
• "Agree the city had come a l000000ng way."
• Lived in Bull Mountain for 30 years,been talking to the city for the last 25 about the same things,but the
last five years have been different.
• Economic development. You know when you are in the center of LO. Where is the center of Tigard? Need
to have stability to support the city,recreation and transportation -they are all interconnected,pretty related,
all in synch but have to prioritize;transportation first,then development will happen.
• When I think of Tigard, I don't think of a city,there is no downtown,no center to it,all those roads run
through it. I know where Wilsonville is,center of LO,and Burnham and Commercial are good. Conclusion
was that Main Street is great,but getting there is hard,because traffic on 99W is awful.
• Tigard does not need the finest version (i.e. Lake Oswego),good is good enough
• I would like to see economic growth
• River Terrace will bring a flow of money to the City of Tigard
• Tigard is on the brink-Low income apartments,brings more problems
• More strain on teachers
o Low income kids don't get the attention at home
• With more families in poverty,our schools will decline
Downtown:
• What is happening?
• Main Street/Green Street is creating more congestion
• Would like 'something to bring more people downtown,loves to shop local and supports the farmers market
• Old beer/wine gift shop—what will happen to coffee shop if converts to small restaurant?Would like to see
affordable fare with options.
• Likes gift shop and food kiosks—would walk downtown just for something like that.
• Keep businesses simple—likes to sit outside with dogs and people watch,would like music/wi-fi
• Sad to see A-Boy go. Service was close to her home,but not convenient for most people.
• Really would like to see an ice cream shop
• Starbucks. Love to stop with the dogs and take a break.
• Would like to have a downtown that is more inhabitable,but the construction gives her hope.
• Day labor place,drive axle—not a service she would use. Attracts a "different" crowd
• A different quality of businesses downtown would bring life to downtown
• Options—want more things to do downtown than just Max's brew pub
• Need to give people a reason to come downtown—examples: kiosks,voodoo donuts van,Mississippi pizza.
• Tigard has better accessibility and outside traffic circulation but lacks a good downtown
• "If the bike shop was someplace I would go into—right now, I would never go in there because it creeps
me out"
• A good example—"look at the liquor store—If we need a bottle of tequila, I will come down here."
• "Look at this street—its empty! But look at Multnomah at this same time of day—it's packed because they
have restaurants (Marco's, O'Conner's, Fat City Burgers) and a book store,a card shop,jewelry store,yarn
shop.There are attractive, family-owned businesses that I want to use.
Fishing/tackle shop —this business is fine— this whole section (waves to drive axle,embroidery shop, nail
shop,bike shop) can be razed. Looks dirty"
• (Mlf/)explains downtown facade improvement program"Yah, but even if you put a nice facade on those places,it's
still not going to do it."
• When Cross-Fit business came to downtown, thought it was great...then the cigarette business came in next
door and (gestures with shrug and hands up "meh")
• Tigard is a weird mix and not in a good way
• Symposium Coffee-She thinks that's a great fit for downtown.
• Graffiti on Main St. —and they're dealing drugs. Can we get camera in the trail head areas?
(MWY/)Marc encouraged her to call police non-emergency when graffiti is sighted, be persistent
• Can start to see changes in Downtown Tigard
• City needs a place for music—coming to downtown for farmer's market is great,would love to have year
round events and in the downtown,things that draw people to the city.
• Halloween—hugely successful in downtown. Love Trick Or Treat Main Street and if you have events like
that,people will come and they won't mind the traffic.
• Talked about destination services & businesses. It's all about destinations.
Walkability, Community Connections
• ll"alkahility and the city's vision, including community connections. What do you think about this?Is this direction the most
important one for the city to take?Where do you walk and what do you want to connect to? This vision has a great
connection with HCT,including taking cars off the road. Don't like to walk on Bonita now,it is such a busy
street. I don't want to walk on 99W—why would I want to do that?Durham,Boones,are"banana bookers"
for trying to walk on them. 81st has no sidewalks, or major gaps,with a few hundred feet of sidewalk and
then none. It's not consistent based on who developed the houses,and my kids and I feel safer on the
sidewalk. We would walk more places if there were more sidewalks. If you are taking scooters and bikes,it is
very important to have sidewalks if you want to have those with kids walk more.
• Interconnection and walkability,where is the center of Tigard that we are talking about? Getting around
where?There is not a good sidewalk on Hall to get to the library.And Fanno Creek Trail connection to
Library is not very safe.We like biking on the trail,but not walking. From the library to Main St. in Tigard,
the trail does not seem very safe—low lighting,creepy people, crazy dip-turns for bikes,it would be much
better if there were more hubs along the way. We have businesses and industry here,and our neighborhood
cared about what Elmo Studds would become. If it is to be a bouldering gym,could there be a coffee shop
and a pool there too?We don't really thing about walking unless there are shortcuts and trails (like Sunriver);
there need to be ways to engage people along the way.
• City should look at bike licensing for trail development
• • Connectivity solution?Sidewalks, sidewalks
• I read through the SW Corridor Plan -Every little walking trail and street improvements are included
• Kids have to walk on bike lanes and road,city should focus on trails surrounding triangle,developing short
cuts to improve connectivity
• City has lots of areas (Twality Elementary) where there are no sidewalks at all. When you can change that,
you make Tigard more livable. Dave used to run every day but speeding cars and no sidewalks made it too
dangerous. Now he uses treadmill
• City needs to look at new fees—can't rely on a road tax when millennials don't have cars
• Areas around McDonald that are already developed— and don't have sidewalks. Does that mean they never
will? City can't go back and make developers from 80s put in sidewalks.MW:city will put resources into the most
critical needs
• Look at the Pearl. They live/work/play in the same 10-block radius and they're good with that because all
the services they want are there.
• People who want to visit a city park today have to get in their car and drive to a park. His biggest issue with
Walmart wasn't that they are building here;it's that they've taken the last big open space that could have
been used for a track or gym—public recreation land. So much public opportunity was lost for something
that could have been great.
• Look at Cook Park— need something like that closer to the center of the city
• I think I can walk almost anywhere I need to in Tigard. Was excited when H Mart came in,but can't do all
my shopping there. It's very specialty. Need an all-purpose store
• Wish Trader foes was closer—Bonita is a less friendly walk
• Currently drive a `loop' for groceries Winco,Costco. Freddy's,New Seasons
• Love BiMart for staples and friendly staff. Easy to walk to.
• Rides her bike more than she walks.
• On her early morning commute,"I'll ride my bike on Pacific Hwy rather than the Fanno Creek Trail system
because I don't feel safe (gestures to path in front of them)—see how this shrubbery is blocking the view of
what's ahead?People can lurk around over-grown bushes,there's no lighting on most of the trail."
• Afternoon is better because of light.
• Trail`campers/homeless' are fewer,and she appreciates it.
• Also need a Bike n' Hike shop (like Beaverton's) not a big chain,but a local/Oregon chain with great
service. Big Box will just make Tigard generic. We need some unique businesses.
• "Over the last 32 years a lot has changed, but in many ways...not. We still don't have a good gym,basic
facilities that draw families—YMCA,Zoom-Care,Bike shop (that's not creepy)",Sip Divine-with guitar
music,small bands,antique/small artists shop,Lake Oswego's specialty salt shop
• Urged Tigard Council to study what cute, successful places have going for them and apply it to Tigard,
which has better accessibility and connectivity.
• "How can the city incentivize the `icky' businesses to=Loll so more desirable businesses can come in?"
• You have to study Multnomah Village,Mississippi Ave.,you go to these places and you have options that
we lack in Tigard. You don't have to drive,but if you do there's parking in surrounding areas.
• Vancouver's Esther Short Plaza is magnet for activities and music on Sunday's
• City needs a town square of plaza with playground,music and something to draw public together
• Trail improvements—ask Frontier to move and replace creosote smell with something aesthetic. Move
industrial out,merchants and services in
• MW asked where we should invest public dollars—both said public partnerships important-can we trade
property elsewhere in the city for relocating businesses? Verizon property could be a good investment for
public dollars—maybe a shared space?
• Not sure how city government works, but in high school in California,city services shared sites with
businesses so that it served both entities. Property trades?
• Logging industry does that all the time. City needs to decide where they want an industry and then searches
out the businesses. MW: could be a strategic opportunity.
• City needs a trail that goes all the way around Tigard Triangle,benefits users and connects theater users and
home
• Likes North Dakota St near her house,but missing sections of sidewalk make it harder to get around.
• Likes the new sidewalk/trail section by the bike shop
• Dislikes walking on the street (Johnson St.) until she can get back into Fanno Creek trail/parks
• Likes coming downtown in early evenings if stores stayed open a little later,had things to do after eating
• Would love lighting along some of the pathways,near parking lots—Example used was Tualatin Skatepark—
lit up bright as day while Cook Park and trails are pitch black for walkers and bike commuters.
• Some walkways/paths are overgrown—would walk areas more when lighting is available or brush is cut
back so not as scary
• Encourage better crosswalk service—people don't stop for pedestrians
• Complete Fanno Creek Trail
• Get the power line trail done
• Open trail from Mistletoe to Sunrise Park (paved road under blackberries)
• Sidewalks -make commitment to have sidewalks for the entire length of 99W through the city
• Commitment to install sidewalks on all streets within a few blocks of schools
• Make sure there is sidewalk at all tri-met bus stops
• Would like to see a paved path around the"lake"at one end of Cook Park. Currently can only go 3/4 of the
way around it. Needs 4'h leg from behind CWS to the Tualatin/Durham park entry.
• Vision for Tigard - trails and sidewalks are important- not many ride bikes. Getting to the library is
important,missing links on Hall and McDonald for sidewalks, need to hook up trails to walk and bike to
Tualatin. Riding on Hall Blvd is not safe. Looking to connect trails. Also we want to connect to Cook Park,
Bridgeport,Lower Boones Ferry and sidewalks. The Durham Rd improvement is great.There is a safety
problem NB on 99W from Royalty Parkway with bus stops and people who walk across the street. I
(resident) would walk to Goodwill or church from my house,but really need to improve safety there. What
is the timing for ODOT to improve this?
• The city council allows fishing in Summerlake Park. This has depleted the lake of fish which leads to more
mosquitos.
• Pathways create crime. Criminals can use paths to easily leave the area and meld into the population.
• Dead ends are good because they leave no egress for criminals in cars.
• I lived in SE Pordand years ago and there was more interaction between neighbors because of the sidewalks.
It is different in Tigard because of the lack of sidewalks.
• The city should concentrate more on the older areas of Tigard than on the Tigard Triangle. Build up
downtown Tigard instead.
• Uses the trails to go to the library and the post office. Likes not having to ride a bike on the road.
• Would like a trail going all the way to Cook Park.
• I like not having sidewalks. We chose our neighborhood because of the rural feel. Not having sidewalks
has not meant fewer interactions with neighbors. We just stand in the street as our road has light car traffic.
• Likes to see rainwater go right into the soil rather than running down concrete sidewalks.
• Sidewalks are OK for new neighborhoods where the streets are built wide enough but adding them to
existing streets may cut into people's property too much.
• Be careful when making the downtown community. You may not be able to draw enough people to the
downtown. Ask if the investments made will work.
• There are limitations and putting sidewalks everywhere is unaffordable. Concentrate only where there is a
lot of traffic,such as Walnut Street or McDonald Street.
• We will not move from a car-oriented society.
• I was not advocating putting sidewalks in everyone's yard. Just put them where they are needed for school
and safety reasons.
• Thanks to the City of Tigard for stop signs and speed humps installation on 110th Avenue.
• Is there a plan for bike paths to connect with the Tigard Street Trail?
• This is a nice vision for Tigard.
• Experience from real estate: people want to live where they can walk,bike,take transit
o This is why the eastside is booming right now
Recreation
• Read that city bought this building (gestures to Ferguson plumbing)—what are we going to do with it?Tear
it down?For what?What about putting indoor tennis courts,Concerned about location for track
• Just one recreational opportunity you wish was in Tigard that you don't have now?Water park,splash pad,
outdoor opportunity for kids to be in water. Recreational center. Outdoor play station water pad,like
Beaverton area by the library or Jameson Park in Portland. Community educational classes for kids like the
YMCA or THPRD offers. Portland and Beaverton are expensive. Programs,athletic and educational,like at
the SW Community Center. We have nice parks. Smaller, family owned food places,not chains that are the
cornerstone of places to meet.
• Tigard needs a sports complex in or near triangle
• Elmo Studds site is becoming a rock climbing facility
• Develop current park space into recreation complex with indoor tennis courts
• City is disjointed—no cohesive feature
• Solar lighting on paths would improve safety,Dave wouldn't want his daughter using the Fanno Creek Trail
at dusk,but also doesn't want to see greenery cut down
• Expand police presence to bicycle patrols of Fanno Creek Trail
• Need things for kids to do
• Recreation program for who?
• I'm not a user, but maybe grandkids would like it.
• She likes having activities for kids.
• Do residents have to ask for this or will it get advertised somewhere?
• Likes the idea of city offering activities that encourage residents to get outside
• Could we do an indoor mountain biking facility?Attracts year-round participants
• Liked Family Fest,why can't we do community events like that?She would pay to participate
• Mini-greenways (like behind City Hall) are perfect for easy access and small-group/neighborhood movie
showing in the summer
• Love idea of exercise equipment along park trails—even with her dog she could use it
• A mountain bike park! B1'1X/dirt bike—used to do short-track mountain biking at PIR.
• Shared example at Farmington Road in Beaverton.
• Needs to be bigger than Tigard's skate park—something with trails or a loop. New parkland on Bull
Mountain?Trail on the outside for BMX-open trail space site near a playground and make it like a bicycle
playground for all ages.
• Always wondered what's stopping Tigard from having a rec program like THPRD
• Recreation—needs include pickle ball,bocce ball. There are lots of onsite recreation opportunities already in
Summerfield. Other needs include winter swimming. Pickleball is not a joke -it's a fastest growing sport.
What about the scope of recreation. Seems like there are not enough little league or soccer fields,also an
area of need. Everyone likes walking trails it stimulates people to move,make Fanno Creek Trail a focus, to
encourage more physical activity. Green spaces are important,including for the Triangle. Should we have
turf fields at Cook Park?Lacrosse is really big now,THPRD and LO have turf fields and you need multiple
fields to have a tournament. This is a big deal for economic development because 34 teams show up and it's
good for the local economy.
• Likes the partnerships between the pools and the schools
• She would be happy with anything,as long as options are available.
• I have been involved in developing visions statements in the past. It is hard to keep them under ten
paragraphs. You did a good job. This works for me. But does the city need one?
• This is a good statement because it relates to transportation. We need to look at the future and how transit
can benefit citizens and businesses. They need transportation choices. Focus on walkability and alternatives
to cars. This leads to a better quality of life. People will be healthier.
• A recent trail project included connectivity but the potential is dim because of the city deeded the grassy
right of way area to a homeowner in order to avoid liability. Now we do not have a means to get this
connection without a legal fight. Some connectivity is difficult because of Tigard's geology.
• Remember that the City of Tigard went to the Supreme Court regarding land takings.
• Where are the public plazas?
• Exchange the word "walkability"with "bike-ability"
• What does this strategic plan do to streets,bike paths and other priorities? Property owners used to be
required to take care of their own sidewalks. LTD's assigned charges to owners but the business of
sidewalks has evolved so now I have to pay for sidewalks again. I live in a subdivision and I paid for my
sidewalk. I'm all for more but don't want to pay for miles of new sidewalks.
• Will any of the sidewalk projects in the upcoming year be paid for through LID's?
• There is a problem on 72nd Avenue because large semi-trucks pulling out onto 72nd from Lowe's drive
over the sidewalk and curbs,ignoring traffic cones.
• Notice that Hillsboro doesn't have the same problems,and they spend more on activities and parks to serve
youth
• Has lived in Tigard 32 years
• Walking with Council is a great idea!
• When are we hooking up water to Lake Oswego?Got another boil water notice,wants to distance
• our use of Portland service
• Portland missed the boat when they didn't license bikes.
• Media Attention—Negative attitudes toward government spending
• The way some of this stuff gets out(CRC and Portland Water example) makes folks think the funds are
being misused.
• \ Te elect Council to make these decisions for us
• Trouble is when someone is trying to leave a legacy and ego gets in the way.
• There are no easy decisions here
• City permitting process -Friend on Durham who wants to divide property but the city is requiring that he
give the city a bunch of his land
• Heard him tell the story several times
• Don't know the details,but these things get around to other folks
• Tigard must overcome why there is cynicism— from other examples in the region-Examples: Cover
Oregon,CRC. People don't like government and bureaucracy—the government doesn't always know best
• Reminiscent of the Bull Mountain Vote -Annexation and Incorporation failed. "It's eventually going to
happen folks."The density is coming and we have no other transportation plan
• Concern for how we can work together- How do we meet in the middle?-How are we going to get to
some place where we can plan for future generations?If everyone would act in that way,it would be better
• People don't get involved unless their dog is in the fight
• Everyone benefits when the community is involved
• If we can get together we'll get a lot more done
• Clackamas County stats show that calls for crime increased after the light rail line to Clackamas Town
Center was installed from 32% to 52%
• Fareless square was a homeless hotel
• Busses don't have same problem
• Gangs are frightening
• Crime will impact property values
• There was the same concern when the freeway system was built
• Gresham and Clackamas County know that they have a problem
Comments compiled from cards filled out by residents at conclusion of5x3x10 events
Text on card for handout:
On March 11 Tigard voters approved ballot measure 34-210 which would have the city oppose future tight rail or bus rapid
transit without a rote.
Question & Res onses:
1. Did you vote on the measure?
Yes, I voted - 46
No, I didn't vote —7
Not allowed to vote/live outside Tigard — 4
2. Did you vote yes or no?
Voted Yes on measure -- 13
Voted No on measure— 34
Didn't answer this question: 5
Comments:
- "that is private"
- "I would have voted yes but we're snowbirds"
3. Why did you vote the way you did?
- blank/no answer:6
- I trust the city officials and staff to plan
- I want a further say on HCI'
- No need for it since public has many opportunity for input;works against regional collection; many
others
- Loss of control by Mayor if passed)
- Do not stop studying the system
- Because planning has to be done
- To keep our options open
- I travel down 99W twice every day. I am tired of it taking the same amount of time to get from NE
PDX on I-5 as it does to go down 99W
- Transit programs almost always are money losers
- I voted because this is a project that needs a public vote
- Didn't want Tigard's charter to say was against HCT
- stupid anti-planning law
- new to Tigard,OR
- need for traffic congestion
- I believe that the public are not trained - transportation trained
- Voters need to approve expense
- We need LRT
- Elected representatives should be responsible
- Too restrictive for elected officials
- Let's not slow down the process of moving people
- The citizens should determine how our city changes
- I would vote for further construction of future light rail
- We need to plan now for the future
- I am greatly in favor of all mass transit/rapid transit expansion
- I believe we must plan for the future
- We need planning
- Want HCT
- Because it takes a very big tool out of the toolbox when dealing with congestion
- I think high capacity transit is needed and important
- Common sense—keep Tigard in the planning!
- Would like voters to have input
- I want light rail HCT
- Didn't think it would make a difference
- Fiscal issues,and location issues,plus housing/density
- Poor PR by City of Tigard
- Bus service will handle transportation needs
- I want HCT
- The city's future depends on mass transit
- Because I want rapid transit in Tigard and I am concerned that leaving it to a vote will greatly hinder
that
- Our community needs to be able to grow smartly without a ballot,don't like to mess with the charter
- Continue to study the issues
- Would have hamstrung the city in regional planning
- I'm German
- Distortion of existing traffic
- Poor wording and disagreed with their intent
- Because I support limitations of government
- To give the voters a voice
- I felt residents /taxpayers have the right to vote on such a major project
4. Are you in favor of HCT?
In Favor of HCT: 41
Opposed to HCT: 8
Undecided/did not answer: 7
a. Do you have a preference for Light Rail Transit (LRT) or Bus Rapid Transit (BRT)?
Prefer LRT- 20
Prefer BRT- 9 "prefer bus driver to interact with the riders"
No Preference/either is fine or a combination of both - 11
Undecided/did not answer—6
Neither—4
b. If no,why?
• `Light rail represents an unnecessary expense to our community to bear and does not address the primary concern of our
residents."
• "Concerned that both of these increase congestion and furthermore, Forest Grove, Hillsboro, Tualatin, etc. seem to have
greater potential forjobs and shopping mauls."[sic]
• `Tigard is suburban, bring LRT or BRT would change Tigard to where it is not a great place to live"
• `LRT is inflexible, expensive and disruptive to the area during construction, likely to be prolonged"
• `Flexibility in being able to serve the future needs of a community are best served by an approach that also addresses
flexibility— bus transportation is far more flexile than fixed-high cost rail"
• `Tired ofgovt. spending without approval"
• `Not sure until study is done"
• "We don't need to build tracks"
5. The city is developing a strategic plan to provide guidance and direction for the City of
Tigard's priorities for the next 20 years. The proposed cornerstone of the plan is the
following vision statement: The most walkable community in the Pacific Northwest where
people of all ages and abilities enjoy healthy and interconnected lives. Does this statement
represent the long-term vision you have for Tigard,or not?
Yes - 35 I No - 5 I Not sure/didn't answer - 11
Comments:
- It's strange to read a vision on a `walkable community'when discussing HCT
- Kind of. Would like to address technology in the statement
- This will appeal to new(younger) citizens coming to Tigard
- Yes &No
- Somewhat
- Need to think about it
- Not really
- Not really. Not sure whether this comes from but it does not reflect my vision
- I drive to the crockery and I lome Depot,not walk. I walk daily for exercise and Tigard is already quite
walkable. "Healthy and interconnected lives" have nothing to do with sidewalks,HCT and rail travel.
- I like bike trails connected all the way to Cook Park
- Come on,what kind of agenda is that for the city—we are a tree city already.
- "walkable" is not what I believe is the best word I would use in a place that has rain half of the year
- That would be nice
- Sure hope so! Love living in Tigard
- Mostly. A bit long-winded though.
- Very much the way to go
- Yes,planning for growth
- Yes,it would be more walkable with transit
- A lot of older neighborhoods do not have sidewalks though
- Yes,but there's a long way to go—many streets still don't have sidewalks (pockets still in Washington
County). It is dangerous to walk to Fred Meyer from my house on Ventura Drive.
- Quite abstract but generally yes.
- Would like to see traffic on Pacific Hwy fixed,moving through more quickly. It is too congested. More
sidewalks on side streets.Would like to see certified therapy dogs able to ride bus/MAX as long as they
can show proof of status.
- Probably,yes.
- We already have this,doubling the population on the same amount of land would not make this the
most livable community in the Pacific Northwest
- Not sure about the walking