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03/10/2010 - Packet IM' City City of Tigard �,.. Center Advisory Commission — Agenda MEETING DATE: Wednesday, March 10, 2010 — 6:30-8:25 p.m. MEETING LOCATION: Tigard City Hall- Red Rock Creek Conference Room 13125 SW Hall Blvd., Tigard, OR 97223 1. Welcome and Introductions....................................................................................................6:30 — 6:35 2. Review / Approve February Minutes...................................................................................6:35 — 6:40 3. Briefing on Burnham, Main St., Pacific Hwy/Greenburg/Hall Projects......................... 6:40 — 7:10 Status Updates and Q and A on current and upcoming projects (Kim McMillan) 4. Debrief from joint CCDA/CCAC meeting 7:10 — 7:25 (Chair Alexander Craghead) 5. Adopt CCAC Goals for 2010 and Discuss Prioritization..................................................7:25 — 7:55 Action Item: Formaljadopt 20>0 goals. Discuss priorities. (Chair Alexander Craghead and Commissioner Kevin Kutcher) 6. Downtown Circulation Plan .................................................................................................. 7:55 — 8:10 Discuss process and schedule (Sean Farrelly) 7. Updates and Follow-ups......................................................................................................... 8:10 — 8:20 Information only (Sean Farrelly) 8. Other Business.......................................................................................................................... 8:20 — 8:25 9. Adjourn...................................................................................................................................... 8:25 p.m. Upcoming meetings of note: 4/12:City/CCDA Budget Committee meeting 4/13: CCD A Study Session on Fee Subsidy for Temporary Uses 4/14:CCAC Regular Meeting((g Tigard Public Library,2nd Floor) 4/19: City/CCDA Budget Committee meeting 4/26: City/CCDA Budget Committee meeting 5/12:CCAC Regular Meeting(g Tigard Public Library,2nd Floor) 5/25: Council hearing for City and CCDA Budgets Iftw CITY CENTER ADVISORY COMMISSION AGENDA— March 10, 2010 City of Tigard 1 13125 SW Hall Blvd.,Tigard,OR 97223 1 503-639-4171 1 www.tigard-or.gov I Page 1 oft City Center Advisory Commission Meeting Minutes Date of Meeting: March 10, 2010 Location: Red Rock Creek Conference Room Called to order by: Chair Alexander Craghead Time Started: 6:30 p.m. Time Ended: 8:37 p.m. Commissioners Present: Carolyn Barkley; Chair Alexander Craghead; Alice Ellis Gaut; Kevin Kutcher; Peter Louw; Martha Wong; Philip Thornburg (alternate) Commissioners Absent: Ralph Hughes,Tom Murphy, Elise Shearer, Linh Pao Others Present: Staff Present: Sean Farrelly, Redevelopment Project Manager; Kim McMillan, Engineering Manager;Jerree Lewis, Executive Assistant AGENDA ITEM #1: Welcome and Introductions Important Discussion and/or Comments: Introductions were not necessary. Action Items (Follow-Up or Votes): AGENDA ITEM #2: Approve Minutes Important Discussion and/or Comments: Action Items (Follow-Up or Votes): Motion by Commissioner Kutcher, seconded by Commissioner Louw, to accept the minutes as presented. The motion passed unanimously. AGENDA ITEM #3: Briefing on Burnham, Main St., Pacific Hwy/Greenburg/Hall Projects Important Discussion and/or Comments: Engineering Manager Kim McMillan updated the Commissioners on the Burnham Street project, including the project milestones and the upcoming 2 week schedule (Exhibits A and B). She noted the following items: ■ Council is looking into installing LED lights. CCAC Meeting Minutes for March 10,2010 Page 1 of 6 ■ Layout of the Ash Street Dog Park (Exhibit C) was provided. ■ When Burnham Street is complete,we'd like to have some kind of party—possibly a barbeque. ■ The plan is to lay 3 1/2" of asphalt in the fall of 2010, let it sit over the winter, then come back and add another 3 1/2" over the top in spring of 2011. ■ The contractors have until June of 2011 to complete the project; there are penalties for the contractor if there is undue delay. ■ The streetlights will look just like the ones that were approved earlier by Council. ■ We're hoping to partner with PGE for the lights. Right now, they don't maintain LED lights. We would be their 3�d pilot program because our lights are decorative, and they haven't done that before. We would pay for the lights and the installation; PGE would maintain them. ■ At this point, the contractors do not anticipate running over schedule. If the City causes a delay, the contractors can request that time be added to their contract. ■ The storm planters will be built on the street, they are not pre-fab. ■ There will be large slab benches next to the planters. There will also be benches made from part of the large sequoia tree that was cut down on Burnham Street. Kim provided a map for the existing/proposed trail overlay for Fanno Creek Park (Exhibit D). The current bridge is too small and too low. It will be replaced so that the bottom stringer will be above the 2-year storm. The trail project is proposed for this summer—we're going through the budget process now and we don't know if it will make the cut. If it doesn't, Clean Water Services can't do the re-meander project because it will wipe out our trail and the existing bridge. The Commissioners would like to know when this item will be heard by the Budget Committee. For the Main Street Green Street project, the paperwork for the joint ODOT venture is in Salem to be signed. ODOT will oversee the project for the federal funds. We're hoping to get started on the design work this month. One of the first things for this project will be to have an outside group do the parking study. We've seen from other studies that the parking is not fully utilized, but the perception is that if you don't have a parking space in front of your shop, then there's not enough parking. Also, people don't want to walk in Downtown Tigard. Some things to consider might be posting and enforcing the 2-hour parking limit and private and public parking partnerships. The City will want feedback about parking from business owners and Downtown customers. Action Items (Follow-Up or Votes): The secretary will let the Commissioners know when the Fanno Creek Trail will be heard by the Budget Committee. AGENDA ITEM #4: Debrief from Joint CCDA/CCAC meeting Important Discussion and/or Comment: The Commissioners talked about the joint meeting with the CCDA (Council). Commissioner Louw said he thinks Council is looking to the CCAC for leadership in selecting the issues. Commissioner Ellis Gaut doesn't think the CCAC was asking the CCDA what to do;we were asking them to tell us how the process could be better in terms of CCAC Meeting Minutes for March 10,2010 Page 2 of 6 communication. How can we move things forward more quickly and know where they are on issues before the day of a vote. In terms of the Council liaison to the CCAC, Chair Craghead noted that Councilor Webb believes her presence might influence the discussion in the room. She wants advice and input to come from the CCAC and then come to her, rather than being part of a discussion that will eventually be forwarded to the CCDA as a recommendation. It was noted that the CCAC will be notified by email when the CCDA will be meeting. Commissioner Barkley said she feels as if the CCDA has given the CCAC a free hand to look at what we see is as important in the Urban Renewal District and the spending of Urban Renewal funds. For anything pertaining to the Urban Renewal District that we have been assigned to oversee, we have been given a free hand to determine how we want to work it. She believes the CCAC makes the decision and then takes it forward to Council. Action Items (Follow-Up or Votes): None AGENDA ITEM #5: Adopt CCAC Goals for 2010 and Discuss Prioritization Important Discussion and/or Comments: The Commissioners made changes to their draft goals as noted: I. Project Infrastructure a. Monitor, review, and provide input on the following key projects: i. Main Street/Green Street Phase 1 ii. Main Street/Green Street Phase 2 (north end) iii. Plaza site iv. Burnham Street completion v. 99W Pacific Hwv./Greenburg/Hall vi. Lower Fanno Creek vii. Transit Center redevelopment II. Development a. Explore incentives that may stimulate private development with a focus on residential including- i. ncludingi. Outreach to developers ii. Financial incentives iii. Land assembly and direct development options b. Advise CCDA on our exploratory findings of incentive CCAC Meeting Minutes for March 10,2010 Page 3 of 6 c. Improve our knowledge of the "built" environment including demographics and geography of Downtown III. Facade Stere-€ref Improvement Program a. Implementation of Phase 1 (approved businesses) b. Continue to promote, expand, and refine program IV. Circulation Plan a. Review for final adoption b. Engage in regular communication with Transportation Committee to ensure transportation plan meets needs and values of the community N . Branding/Marketing of Downtown Determine role of CCAC in branding and marketing of Downtown. including: a. Encourage the development of a Brand ID for Downtown Tigard b. Determine our role regarding marketing, advertising, and promotion of Downtown c. Liaise with COT Event Coordinator to develop appropriate event strategy VI. Communication a. Determine effective way to liaise with other COT boards and commissions b. Engage in on-going communication with Council and staff i. Regular attendance at Council meetings u. Periodic attendance at Friday morning meetings on Burnham project iii. Representation from CCAC at CCDA meetings iv. Periodically invite Councilor Webb to our meetings c. Engage in on-going communication with hired consultants d. Engage in on-going communication with neighborhoods e. Develop talking points for CCAC in Urban Renewal District VII. Long-term Goals a. Continually improve CCAC processes and procedures including, but not limited to: i. Annual calendar development ii. Continue to evolve meeting efficiency and agendas b. Increase eer awareness of the impact our work has on the community i. On-going outreach to businesses and local community ii. Continually work to increase transparency with citizens iii. Continually work to improve communication with Council and staff c. Perform other duties as assigned by CCDA CCAC Meeting Minutes for March 10,2010 Page 4 of 6 Action Items (Follow-Up or Votes): Motion by Commissioner Ellis Gaut, seconded by Commissioner Barkley, to adopt the goals as amended. The motion passed unanimously. AGENDA ITEM#6: Downtown Circulation Plan Important Discussion and/or Comments: Chair Craghead noted that the CCAC still has some unresolved issues on the Downtown Circulation Plan and we're not done with it. Sean provided information on the project schedule and remaining tasks (Exhibits E and F). He reported that the Circulation Plan will be adopted separately from the Transportation System Plan to allow for more discussion and review. With regard to the proposed process, Chair Craghead suggested making changes to the map plan before considering the implementation methods. Action Items (Follow-Up or Votes): The Commissioners decided to hold a workshop on April 6th at 6:30 p.m. to discuss unresolved issues. The secretary will find a meeting room. AGENDA ITEM #7: Updates and Follow-ups Important Discussion and/or Comments: Sean reported that Downtown Tigard was featured in a recent edition of Travel on a Shoestring, the Commissioners received copies of the magazine. Also, the City has copies of the new Tigard vicinity bike map available. With regard to February's executive session, Sean advised that the letter was mailed, but there is nothing else to report on the item. Sean distributed copies of the proposed budget (Exhibit G). The Executive Director of the CCDA (City Manager, Craig Prosser) will present the budget to the Budget Committee. He has the authority to make changes that he feels necessary. Also, the Budget Committee has the power to amend the budget request. Sean believes the Urban Renewal Budget will be discussed at the first Budget Committee meeting. Sean advised that the CCDA will discuss fee subsidies for temporary uses at their April 13th meeting. This is a result of a request from the Brew Pub. They have beer festivals during the year, which require temporary use permits. They have raised the question about paying permit fees for these events. The CCDM will talk about subsidizing fees for certain temporary uses that further urban renewal goals. There is also some thought about changing the Development Code to change the way temporary uses are handled Citywide. As a follow up to a question from a previous meeting, Sean advised that he contacted the County assessor's office about assessment appeals in the Urban Renewal District. The assessor's office said they can't search for that information very easily; it would be a long process to do that research. CCAC Meeting Minutes for March 10,2010 Page 5 of 6 Sean reported that we received a grant from Metro to do a development opportunity study on the old Zuber property on Burnham Street, which is now owned by the City. We're also talking to Steve DeAngelo who owns 3 properties adjacent to it and potentially looking at Forest Johnson's property. We're doing this study a little differently than the Transit Center study. We'll see if am-thing is feasible now, if not, we'll stop the study. With regard to the Public Works site, the Miller property, and the Preferred Credit Union property-, Sean advised that this came up during the development opportunity study meeting with Metro, the architect, and the real estate economist. They are all very interested in the Public Works site. The problem is finding a big enough site where Public Works can consolidate their operations. The Commissioners offered some suggestions for possible sites. Action Items (Follow-Up or Votes): AGENDA ITEM #8: Other Business Important Discussion and/or Comments: The next 3 meetings will be at the Tigard Library, 2°a floor conference room. Action Items (Follow-Up or Votes): Commissioner Barkley asked for a large map of the Urban Renewal District. Commissioner Kutcher would like a copy of the 1940's snapshot of Downtown Tigard. AGENDA ITEM #9: _adjournment Important Discussion and/or Comments: Action Items (Follow-Up or Votes): The meeting adjourned at 8:37 p.m. Jerree Lewis, CCAC Secre ATTEST: C air Alexander Craghead CCAC Meeting Minutes for March 10,2010 Page 6 of 6 - BumhamStreet Improvement [� Project Awarded to Kodiak Pacific Construction Sept 22, 2009 [� Ash Street Dog Park Closes Nov 1, 2009 [✓� Clearing, Tree Removal, Construction Fencing Nov 2009 [� Sewer Repairs Nov 2009 [✓� Ash Avenue Grading and Rock Nov 2009 [� Storm Sewer near Stevens Marine Nov 2009 [� Storm Sewer in Ash Avenue Dec 2009 ❑ Storm Sewer in Burnham Street Dec 2009 — Mar 2010 ❑ Water Main Replacement in Burnham Street Jan — Mar 2010 ❑ Utility Work (vaults & undergrounding) Mar— June 2010 ❑ Reconstruct* Burnham (south side): Main to Ash Apr— May 2010 ❑ Reconstruct* Ash Ave (south of Burnham) Aug — Sept 2010 ❑ Reconstruct Burnham (south side): Ash to Hall May —July 2010 ❑ Reconstruct Burnham (north side): Hall to Ash July— Aug 2010 ❑ Reconstruct Ash Avenue (north of Burnham) Sept — Oct 2010 ❑ Reconstruct Burnham (north side): Ash to Main Oct — Nov 2010 ❑ Landscaping & Hardscaping Nov — Dec 2010 Final Asphalt Paving on Burnham Street and Ash ❑ Mar— Apr 2011 Avenue ❑ Project Completion/Ribbon Cutting Ceremony June 2011 *Reconstruction: Widen/rebuild pavement section, curbs and sidewalks. }�} Burnham Street Improvements 3/10/2010 2 Week Lookahead Schedule MARCH MARCH TASK 8 9 10 11 12 15 16 17 18 1g CLOPTON-BURNHAM-Install 24"Storm MH B-11 to Hall X X X X X X x x x x CLOPTON-BURNHAM-Install Water Ash to Hall x x x _ x x x_ CLOPTON-BURNHAM-Set Storm Vault X x CLOPTON-BURNHAM-Water Testing X X X X BURNHAM-Parallel Storm System _ _ x x x Move Gate at COT Yard X x Set PGE Vaults-Begin U tility Trench X X X X X x X CLOPTON-ASH ST SOUTH-Install Ditch Inlet over 30" Storm fall back item CLOPTON-ASH ST SOUTH-Install Outfall Basin fall back item CLOPTON-BURNHAM-Install Catch Basin Runs(ON I IOLD) CLOPTON-BURNHAM-Storm Laterals to planters(ON I TOLD) 09`111' Burnham Street Improvements 3/10/2010 2 Week Lookahead Schedule MARCH MARCH TASK 15 16 17 M 1g 22 23 24 25 26 CLUP I UN - L3UKNIi/AN1-Install 24"Storm MH B-it to Hall X X X X X CLOPTON -BURNHAM-Install Water Ash to Hall X X X_ _ X X X X x x x CLOPTON-BURNHAM-Water Testing X X X X X Set PGE Vaults-Begin Utility Trench X I X X X X X x X x X CLOPTON-ASH ST SOUTH-Install Ditch Inlet over 30"Storm fall back item CLOPTON-ASH ST SOUTH-Install Outfall Basin fall back item CLOPTON-BURNHAM-Install Catch Basin Runs(ON HOLD) CLOPTON-BURNHAM-Storm Laterals to planters(ON HOLD) CLOPTON-BURNHAM-72"MH (ON HOLD) C T lz e Burnham Street t1UiJ'I lc)NN? a f<int ��-1r1�1ill;rn, I'.I ■ r :.� Cnnstrurticnt..A. SH STREET DOG PARK �rr� �• z ; , e": I rtz;inrrrin \I;rn Preliminary design is underway. L-� �,t Tigard is looking for feedback from dog ' ` owners and others on the park design. y Go to \v\v\v.ti�;;u-t{-()jv/I;in tilt,int for more information. 41 To Fanno Creek Park '. .................. STpt,q�� 44 ate Ash Street W` 1 Downtown Dog Park ��e Tigard Human drinking ��k b fountain ` 'S \:IJ s vt Covered r' Dog drinking fountain and picnic area "" """' hose o0 ..I Q . .. '' Fence ,,,, ................ . .................. V) Bench a 0 •~' � fin» . Crawl tunnel (dogs only!) i Ey, �:) 4 I � .•I t t j1�4 , 11 r `''-�_- �:"•1 r - --, ` NOTE: t RE-MEA FOR RE ONLY o� j ... IN .T"r X 51 - J/i \� ' \. `` I I`I 1_Y.. r_:1,A\�:`� 1• li .1��`� 111 �11'r / /, • I ,1, 1 O� d�'• 'xa err i' •— � r/ r 1 10 1 o ra-wad t 2.26.10 cyan Wo,s.Mc.._SPL CITY OF TIGARD FANNO CREEK IMPROVEMENTS U14- 13125 3w HALL BLVD PROJECT NUMBER 6200 E X I S T N G / P R c WALKER•MACy 11u1223 503-53 n TRAIL OVERLA 1118W.Od..MrN)a0 003-030-{4171 . Ar Pwilma{Onpn a1J0J PMm 10L711•J1J) aeanWaterI\� Services fILCN�NE p Pm 1DlJJJdd)d ISSUE DATE OESCRIPTION SC4E ,FX-� City of Tigard Memorandum To: Alexander Craghead, Chair City Center Advisory Commission From: Sean Farrelly, Redevelopment Project Managei< Re: Circulation Plan Report and Process Date: March 2, 2010 Included in the City Center Advisory Commission's March packet is the Downtown Circulation Plan report and an Additional Alternatives Memo dated February 16, 2010,which addresses items that came up at a Council workshop. The March 10th agenda includes a discussion about the Circulation Plan schedule. Previously, the Circulation Plan was intended to be incorporated into adoption of the Transportation System Plan (TSP) update. This was mainly for economies of scale that would result in the staff time to take the plans through the adoption process. Due to the desire for more vetting of the plan by the CCAC and other stakeholders, these two processes have been detached and the plans will be taken through the adoption process separately. The draft Circulation Plan has been evaluated as part of the TSP. If significant changes are proposed to the plan, further evaluation can be done to assure consistency with the TSP. Proposed process over the next few CCAC meetings: April: Review the Plan report and Preferred Alternative Map and identify concerns May: Make recommendations on the alternatives presented in the Additional Alternatives Memo: Urban Creek,Tigard Street and Commercial Street/ Main Street intersections June: Discussion of methods to implement the Plan July: Consider making changes to the Preferred alternative Map and Plan August: Consider making an endorsement of the Plan, endorsement with recommended changes, or no endorsement The next step would be the public hearing process with Planning Commission and Council. Downtown Circulation Plan Project Schedule and Remaining Tasks Phase 1: Phase 2: F'J.I�-J Phase 3: • Phase 4: Phase 5: • Define 2009 ProjectJuly . Develop Augraft Plan Plan Launch 0. Current • Draft Plan L 2010 Review Adoption Conditions 162�1 LL��A 0 Remaining Tasks: Phase 4: Draft Plan Review • March-August: Outreach to Downtown property owners • March - August: CCAC review of Circulation Plan and consider changes. CCAC can endorse, endorse with revisions, or not endorse • Council workshops Phase 5: Plan Adoption • Fall: Workshops and Public Hearings with Planning Commission and City Council Proposed 2010-11 CCDA Budget as Submitted to Executive Director of CCDA 2010-11 CCDA Budget % of budget Projected Increment 2010-2011 $209,000 Estimated Excess from 09-10 Utility Tax assessment $40,000 Projected Available funds $249,000 Proposed UR Projects Redevelopment/Marketing/Real Estate Studies and Assistance Development opportunity studies to provide property owners the technical assistance and resources to assess the feasibility of redeveloping properties (pre-development activities include architectural, planning, and engineering Organize developers forum Printing of planning and promotional materials for the Downto $90,000 36% Storefront Improvement Program Expand to 6 businesses receiving architectural assistance and up to 4 matching grants $60,000 24% Opportunity Fund Land purchase and associated costs (environmental assessment, appraisal, legal) Fee subsidies for new development Pre-development loans or other similar incentives $75,000 30% Other: Circulation Plan Refinement, Hall/99W traffic study $24,000 10% Total Budget $249,000 �2 s 5� 00 P 00� Cj Downtown Tigard Circulation Plan Tigard, Oregon 8 JANUARY 2010 Design Team Matthew Arnold,SERA Architects Allison Wildman,SERA Architects Beth Wemple,Kittelson&Associates Brendan Buckley,Johnson Reid Technical Advisory Committee Sean Farrelly,City of Tigard Mike McCarthy,City of Tigard Kim McMillan,City of Tigard Darren Wyss,City of Tigard Marah Danielson,Oregon Department of Transportation Anthony Butzek,Metro Jessica Tump, TriMet City Center Advisory Commission Tom Murphy,Chair Alexander Craghead, Vice Chair Carolyn Barkley Alice Ellis Gaut Ralph Hughes Kevin Kutcher Peter Louw Elise Shearer Martha Wong Linli Pao,Alternate Tigard City Council Craig Dirksen,Mayor Nick Wilson,Council President Gretchen Buehner Marland Henderson Sydney Webb CONTENTS Executive Summary, 3 Introduction, 5 Downtown Study Area, 6 CCAC Statement of Values, 7 Conceptual Downtown Sub-Districts, 8 Connectivity Plan, 10 Street Character Classifications, 14 Pedestrian/ Bicycle Connections, 21 APPENDIX A: Code Provisions for Connectivity, 29 APPENDIX B:Transportation Assessment, 31 APPENDIX C: Real Estate Assessment, 37 EXECUTIVE SUMMARY Executive Summary Building off of several recent planning efforts for Tigard's traditional center,the Downtown Circulation Plan describes a vision for a complete system of streets and pathways that would significantly improve multi-modal access to,from, and within Downtown and organize development within a block structure better suited to intensive,urban development.The plan also puts forth street character classifications that have been tailored to meet the future context of individual street segments. The plan was developed by urban designers from SERA Architects,with technical assistance by Kittelson&Associates(traffic and transportation analysis)and Johnson Reid(market and real estate analysis), under contract with the City of Tigard.Guidance was provided by the City Center Advisory Commission(CCAC)and a Technical Advisory Committee(TAC)comprised of staff from the City of Tigard, TriMet, Metro,and the Oregon Department of Transportation. Public input was gathered on draft alternatives of the plan at a public open house in July 2009. The Downtown Circulation Plan divides the Downtown into several conceptual sub-districts,each with its own unique character and function within Tigard's core. These sub-districts are: Main Street Village, Hall/OR 99W Area, Urban Residential Neighborhood,The Heart and Civic Core,and Creekside Residential.The degree of connectivity and the character classifications for each street have been individually tailored to meet the design intent of these five conceptual sub-districts. The proposed street and pathway network would create a fine-grained block structure that is characteristic of other successful downtowns throughout the region and the nation.The new grid would be pedestrian-friendly, universally accessible,and supportive of both the existing downtown-appropriate businesses and the type and scale of development the community desires to see here in the future.While achieving the numerous benefits of network connectivity is the overarching goal of the plan,there are two key connections which should be considered top priorities of the plan.The first is Ash Street,which,at build-out, would extend from the residential neighborhood to the south,across Fanno Creek into Downtown,and then across the railroad tracks to connect(via the proposed Garden Place Connection)to Hall Boulevard.The Garden Place Connection,with its direct connection to Hall and its ability to facilitate access to the Urban Residential sub-district and(proximately)to Main Street,should also be considered a high priority.Other streets and pedestrian pathways are proposed to further sub-divide large parcels and create a walkable,mixed-use Downtown. Street character classifications have been provided for the streets within the Downtown study area.These character classifications are described with both text and illustrative cross-sections. In a transportation assessment of the network prepared for this study,it was determined that each of these character DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 3 EXECUTIVE SUMMARY classifications matched closely the anticipated traffic volumes in Downtown Tigard. Additional findings indicated that traffic operations at the Hall Boulevard/Garden Place intersection are estimated to exceed the available planning-level capacity for 2050. No additional changes were recommended to the roadway character classifications for either roadway.While congestion will likely occur during peak hours at this location, it is likely that congestion would be limited there during off- peak times. A real estate assessment was performed in conjunction with this study to determine the impacts the circulation plan's implementation would have to Downtown properties and their redevelopment potential. In general, it was concluded that greater connectivity within the district would provide better access to the interior of current super-blocks,thereby making those blocks more attractive and marketable to developers.This connectivity,the relative ease of pedestrian circulation within the district,and the increased amount of street frontage would also facilitate the form of mixed-use redevelopment the City is striving for with its current development code amendments for Downtown. While this Downtown Circulation Plan may be adopted as a stand-alone refinement of previous planning efforts for Downtown Tigard, its alignments and cross-sections are ultimately meant to be incorporated into the City's Transportation System Plan (TSP). Depending on the nature of development,some of the alignments,widths, and cross-sections may be altered during design and construction. 4 TIGARD,OREGON INTRODUCTION Introduction Downtown Tigard is currently comprised of several large superblocks with a mix of low-to-moderate intensity retail,office, light industrial,institutional,and residential uses.Access into the district is restricted by the OR 99W viaduct to the northwest and Fanno Creek to the southwest.Connectivity within Downtown is hampered by both the superblocks and an active rail line that bisects the district from the northwest to the southeast. Building off of several recent planning efforts for Tigard's traditional center,the Downtown Circulation Plan focuses primarily on the area south of OR 99W,west of Hall Boulevard,and north of Fanno Creek. It describes a vision for a complete system of streets and pathways that would significantly improve multi-modal access to,from,and within the district and organize(re)development within a block structure better suited to intensive, urban development.The plan also puts forth street character classifications that have been tailored to meet the future context of individual street segments. The Downtown Circulation Plan seeks to actualize the concepts included in the Tigard Downtown Improvement Plan,the Downtown Streetscape Design Plan, and the Tigard Downtown Future Vision,and is meant to complement the pending Downtown Tigard Code Amendments. It has been informed further by current design efforts for improvements to both Main and Burnham Streets. The plan was developed by urban designers from SERA Architects,with technical assistance by Kittelson&Associates(traffic and transportation analysis)and Johnson Reid(market and real estate analysis), under contract with the City of Tigard.Guidance was provided by the City Center Advisory Commission(CCAC)and a Technical Advisory Committee(TAC)comprised of staff from the City of Tigard, TriMet, Metro,and the Oregon Department of Transportation. Public input was gathered on draft alternatives of the plan at a public open house in July 2009. While this Downtown Circulation Plan may be adopted as a stand-alone refinement of previous planning efforts for Downtown Tigard, its alignments and cross- sections are ultimately meant to be incorporated into the City's Transportation System Plan(TSP).The focus of this plan is internal circulation for Downtown; further study is needed for connections to Hall,to the potential high-capacity transit line on OR 99W,and to Tigard as a whole.With an approximate 50-year time horizon,implementation of the Circulation Plan itself(i.e.,the construction of new streets and pathways)is anticipated to occur primarily in conjunction with redevelopment,although urban renewal may play a role in specific key projects that have yet to be determined. Depending on the nature of development,some of the alignments,widths,and cross-sections may be altered during design and construction. DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 5 DOWNTOWN STUDY AREA LEWIS y LOMITA `vk U - a s z r- o m z PIHAS m z v z TANGELA 3 O m Z Y Z U U z p ? CR O F A�� CFtirFR Ati 199 1 C�`P O so ".-I % KNOL FSP c rR% WES Commuter o Rail Station O�4' P5 P,Q 4 y ✓ohtiso 9` GN2��FR N y9 5� F22 1 F� 00 O J�P�NJS 2 Tigard City Hall y2 0 Py 49� T F P� a Downtown Study Area urban renewal district/study area \I u 6 TIGARD,OREGON CCAC STATEMENT OF VALUES Statement of Values for the Downtown Circulation Plan At its April 22,2009 meeting,the City Center Advisory Commission(CCAC)put forth a Statement of Values for the Circulation Plan which reads: 1.Create a street system that will encourage people to visit and return to downtown. 2.The new street network should result in a positive impact on the environment. 3.All modes of transportation must be accommodated. 4. Encourage a pedestrian-oriented urban village in Downtown. 5.Get people into and around the Downtown, but do not enable vehicles to cut through(with the possible exception of a connection to Highway 217 via Scoffins and Hunziker.) 6.The street network should serve the uses envisioned for the future 7.The existing built form should be taken into account when planning new connections, but the greater economic interests of future development should take precedence. Design Principles for the Downtown Circulation Plan Over the course of the project,with input from the CCAC,the TAC,and the consultant team,additional general design principles emerged to guide the planning process.These included the following: • Maximize efficiency and ease of access for all transportation modes and for emergency services. (This principle can be realized, in part, by determining appropriate access spacing and by avoiding off-set intersections.) • Enhance accessbility for people of all ages and abilities. (Strategies for achieving this objective include keeping block sizes relatively small and providing superlative bike and pedestrian facilities.) • Create a network with a diversity of human-scaled street types that support urban places and integrate with blocks/buildings. • Link with city, regional, and national transportation networks. (Achieving this end requires careful integration of this plan with Tigard's TSP and with other local and regional planning efforts.) • Ensure the economic viability of the blocks that result from the implementation of the new street grid. DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 7 CONCEPTUAL DOWNTOWN SUB-DISTRICTS i f' k" C9 99 _ OR POP CP SC NNOL Zy, Urban, Residential O -iborhood 5�P IN, ceve "The Heart" 5� P BL y9gi Creekside Residential c , Conceptual .. Sub-Districts Downtown Tigard Circulation Plan Project .. ,. 8 TIGARD,OREGON DOWNTOWN SUB-DISTRICTS Conceptual Sub-Districts For the purposes of this Circulation Plan, Downtown Tigard is defined by the City Center Urban Renewal Area,and is bounded approximately by Fanno Creek to the southwest, Hall Boulevard to the east,and OR 99W to the north. Drawing from previous plans and the proposed zoning code for Downtown,the area was conceptually subdivided into five separate sub-districts,defined in part by their uses and their boundaries. Each sub-district has its own distinct function,density,and mix of uses.Together they helped shape and inform the Downtown Tigard Circulation Plan by serving as the unique pieces of cloth that need to be stitched together to make a quilt. How future streets and paths interact with these districts provides the framework for the Circulation Plan and helps define the context-sensitive character of the individual street and path segments. The Conceptual Downtown Sub-Districts are: Main Street Village.This sub-district is defined by the uses along Main Street from its northern and southern intersections with OR 99W.This sub-district's character is defined by its traditional role as Tigard's commercial Main Street,comprised of modestly-scaled buildings, prominent pedestrian-oriented sidewalks,and active ground- floor uses. HaIVHwy 99W Area.This large area encompasses the Hwy 99W and Hall Boulevard intersection and its corner properties,as well as the"Hall/Hwy 99W area"bounded by Hall,Scoffins,and Main Street.Today the area is largely auto-oriented commercial. In the future,the sub-district is envisioned as a dense,mixed-use regional commercial area that capitalizes on its highly visible location and access to region-serving streets and highways. Urban Residential Neighborhood.This area between Main,Scoffins,Commercial,and Hall is currently a variety of residential,commercial,office,and light-industrial uses.This sub-district is envisioned as a dense,mixed-use neighborhood that takes full advantage of its proximity to high-quality transit and the commercial and civic amenities Downtown offers. The Heart and Civic Core.A plaza,festival street,and new park will serve as Downtown Tigard's new"living room"and anchor the sub-district that will include other civic functions and institutions(including a new Police Station and a new Performing Arts Center).This mixed-use sub-district stretches along the north side of Burnham between Hall and Main Street and also includes the area south of Burnham and north of Ash. Creekside Residential.Fanno Creek establishes the southern boundary for what is envisioned to be a largely residential sub-district.The contextually-responsive character of this sub-district will be shaped by Fanno Creek,its floodplain and riparian zones,and potential for creating healthy habitat for wildlife. DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 9 -- --------------- t and pathway connections in this area will be addressed as part of the 2010 City offigard Transportation System Plan Update(TSP)and HCT Land Use Plan. G.p FF2 , @G 9G • \ r E A .4 y r �Gp{ZDEN �, � j: � COQ �(i • N i KNOLL �� ,oa��F9 � HGN2ikFR w s •.� �; nil �' eG L As adopted in the rr current Tigard Transportation System Plan(TSP) LEGEND Existing street/public right-of-way Proposed street Proposed alley Existing bicycle and pedestrian connection A ---- Proposed bicycle and pedestrian connection -fixed alignment ++ Proposed bicycle and pedestrian connection -exact location to be determined upon redevelopment o OExisting public transit center and WES Commuter Rail station Downtown . . Alternative �► Downtown Tigard Circulation Plan Project �� 02.09.10 CONNECTIVITY PLAN Connectivity Plan Today, Downtown Tigard lacks a complete network of streets and paths.The lack of connectivity and large superblocks make getting around troublesome and inefficient,especially for pedestrians.Auto traffic is concentrated on relatively few streets,and several of these therefore suffer from congestion at key times.To accommodate traffic volumes that might otherwise be dispersed over a broader network,several of Downtown's streets are built to a scale much larger than might be considered appropriate for a central business district. In addition, most Downtown streets lack adequate bicycle and pedestrian facilities. The Preferred Alternative for the Downtown Tigard Circulation Plan proposes a complete system of street and path alignments to best serve the future uses of the Downtown and its sub-districts.The preferred street and pathway network would create a fine-grained block structure that is characteristic of other successful downtowns throughout the region and the US.The new grid would be pedestrian- friendly, universally accessible,and supportive of both the existing downtown- appropriate businesses and the type and scale of development the community desires to see here in the future. One of the key components and top priorities of the Preferred Alternative is Ash Street,which would provide both an important connection to/from Downtown and a central north-south spine for the district. Downtown is currently accessed primarily via two heavily-traveled State facilities- HWY 99W and Hall Boulevard. The Ash Street extension across Fanno Creek would offer a local connection between Downtown and the residential neighborhoods immediately to the south.Within the Downtown core,connecting Ash Street across the railroad tracks(a significant, immovable barrier to connectivity throughout the district) would provide a badly-needed, local alternative to Main and Hall running NE/SW between the various sub-districts of Downtown. Because of Downtown's current block structure and roadway configuration,as well as the relatively high cost of constructing a bridge,it is recommended that this railroad crossing be at-grade. With an additional extension of Ash Street north of Scoff ins,the net result of these moves would be not only a new route from Hall/Garden through Downtown to the south,but also an increased cohesiveness for Tigard's central business district. Completing Ash Street within Downtown should be considered the top priority connection within this plan(subordinate only to the larger goal of completing the overall network)because of this street's important role for both accessing the Downtown district and circulating within it. The proposed "Garden Place Connection"would extend from Hall Boulevard through the northeast Hall/HWY 99W area across Scoffins to Commercial, providing another entrance into Downtown, its commercial areas,and the Urban Residential Neighborhood sub-district.This street would directly serve new development in the Hall/HWY 99W from HWY 99W via Hall and,along with the Ash DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 11 CONNECTIVITY PLAN Street extension,would provide defined block faces within the Hall/HWY 99W area.The new,four-legged intersection of Garden and Hall may or may not be a full access intersection;future analysis of traffic conditions and their implications will be needed to make this determination.At a minimum,however, this alignment would accommodate bicyclists and pedestrians.The Garden Place Connection is the recommended second priority connection within this place because of its ability to bring people to and circulate them through the district. The Oregon Department of Transportation currently has jurisdiction over Hall Blvd and HWY 99W. The Oregon Highway Plan(OHP)establishes the State classification for these facilities as District and Statewide, respectively,for which access management policy and standards have been established. The OHP Goal 3 Access Management policy is to manage the location,spacing,and type of road and street intersections and approaches on state highways in order to ensure safe and efficient operation consistent with the classification of highways.The OHP establishes access spacing standards related to the speed and classification of the highway to minimize the potential for conflicting traffic movements on the highways.The City of Tigard and ODOT coordinate on access management to improve the safety of these facilities.Access management tools include locating future street connections consistent with access management standards(often realized through redevelopment of properties)and establishing shared driveways for access to multiple properties. Between the Garden Place Connection and Scoffins,the Ash Extension would help meet these policy objectives by serving as a "backer road"that not only provides access to the properties south of Hall/ HWY 99W area, but that also provides rear access to those properties that currently front(and have their access on)Hall. Further access to and through this wedge of properties would be provided by a network of pedestrian and bicycle connections. New streets and an alley in the Urban Residential Neighborhood sub-district could serve to divide an existing downtown superblock into pedestrian-scale blocks.Chief among these would be a new street running from Main to Ash and bisecting the superblock between Scoffins and Commercial.This proposed street would extend beyond Ash and turn 90-degrees to make a connection with Commercial. An alley running between Scoffins and Commercial immediately east of Main Street would allow utilities and services(deliveries, recycling)to move to the rear of the buildings.Another alley is posited between Burnham and the railroad tracks along the same approximate alignment.This system would allow the pedestrian realm in front of the buildings(i.e.on Main Street)to be used for more pedestrian amenities, such as outdoor cafe seating,street furniture,trees and landscaping,and wider sidewalks. A proposed alley would run south of and parallel to the railroad corridor in order to provide motor vehicle access to the WES commuter station and to properties along the line. In addition to the Ash Street railroad crossing,two streets are planned to run between Burnham and the railroad corridor in the Heart and Civic Core sub-districts.The depth of the existing block(-325'to--375'from Burnham to the proposed alley)is awkward,as it is a bit too deep from a pedestrian standpoint but not deep enough to sub-divide with an additional street parallel to Burnham.As such, pedestrian and/or bicycle connections should traverse the blocks NW/SE to allow for better sub-district connectivity. 12 TIGARD,OREGON CONNECTIVITY PLAN A special street-called a Festival Street in planning documents- is planned south of Burnham and north of Ash.This street is intended to serve the new community plaza and park in this location,and provide additional public space for temporary markets and festivals. New proposed pedestrian and bicycle paths also would connect through the new park to the existing Fanno Creek Trail,Ash,and Main. Since the Creekside Residential sub-district is comprised of several large lots,and given its proximity to the natural barrier of Fanno Creek and its floodplain,the area is more likely to develop as a planned unit residential development than other locations in Downtown Tigard. Thus,the connectivity strategy for this sub-district is to establish a primary east-west street between Ash and Hall,and to connect it to Burnham with new north-south streets.Additional potentially private streets and pathways would provide additional access to the sub-district. This basic framework,then,allows for network flexibility in the future as long as policies are in place to guarantee full connectivity throughout the sub-district. Equally important will be pedestrian and bicycle access to the Fanno Creek Trail,one of Downtown's prized assets.A new connection to the trail is desired approximately every 300 feet;the standards for these connections should be clearly articulated in the Development Code or other binding policy document. A project that has been in the City's planning documents for many years is also articulated in the Preferred Alternative:straightening the east leg of Scoffins to meet Hunziker directly at Hall Boulevard,thereby transforming an awkward,off-set intersection into a four-legged one. During the Downtown Tigard Circulation Plan process,the concept of providing a direct connection from Greenburg to Hunziker was discussed.This concept entailed extending Greenburg across HWY 99W into the Hall/HWY 99W area and then south to Scoffins. Southbound traffic then would turn left onto Scoffins to connect to Hunziker or right onto Scoffins to connect to Main Street.Under this scenario,the existing stretch of Main Street between Scoffins and HWY 99W would need to be closed(at least to through traffic)due to issues with queuing,turning movements,and signal timing at the intersection with Greenburg. Because of potential technical issues,financial implications,and negative impacts to Main Street businesses,the Greenburg-to-Hunziker connection has not been included in the Circulation Plan's Preferred Alternative, but could be revisited in the future. The portion of the Regional Mixed Use sub-district north of HWY 99W has been included in the study area for this particular project; however, new streets and pathways in this area will have connectivity implications that reach beyond the boundaries of the study area.Therefore, future street and pathway connections in this area will be addressed as part of the 2010 Transportation System Plan Update and as part of the Tigard High Capacity Transit Corridor Land Use Plan. DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 13 STREET CHARACTER CLASSIFICATIONS Street and pathway connections in this area will be addressed as part of the 2010 City of Tigard Transportation System Plan Update(TSP)and HCT Land Use Plan. Cq 9� 99 OR P� KNOL �S y� P CQ �3Fq r�HFq 9 y eL As adopted in the current Tigard Transportation System Plan(TSP) LEGEND Character Classification Central City Urban Renewal District r_ Upper Hall Boulevard Main Street Green Street Downtown Mixed Use 1-Downtown Collector with median Downtown Mixed Use 2-Downtown Collector Downtown Mixed Use 3-Downtown Local r_ Downtown Mixed Use 4-Upper Burnham r_ Downtown Mixed Use 5-Lower Burnham Urban Green Street 1 Urban Green Street 2 Urban Residential Festival Street Alley ......• Bike/Pedestrian Connection Multi-Use Trail Existing public transit center and WES Commuter Rail station Street Character Classification-Preferred Alternative Downtown Tigard Circulation Plan Project 12.21.09 v 14 TIGARD,OREGON STREET CHARACTER CLASSIFICATIONS Street Character Classifications "Functional classification"is a transportation planning term often used to categorize what type of street is appropriate for a given alignment or location based on a series of quantifiable inputs or desires,such as traffic volume,mobility, speed,and access. Functional classification is usually translated into a set of standards for cross-section and roadway design and is generally applied to whole alignments or long stretches of a single roadway.Viewed from this largely technical standpoint,functional classification often ignores the context-sensitive inputs or design elements that help form the character of a street(or how a street"feels" when one travels along it). Street character,in contrast,begins with the notion of the street as a key piece of the public realm, not as just a means to move goods and people.Street character considers each street segment's immediate and potential context, including adjacent land uses and the design of those uses,the proximity of buildings to the right-of-way,and the relationship of an individual street segment to the rest of the city and the rest of the network. It also factors in the full range of both users and uses-and therefore considers not only the need to move cars,trucks, bikes,and pedestrians, but also a street's potential to host sidewalk sales,outdoor cafes, parades,festivals,etc.Although difficult to quantify and catalogue,these"livability" and "programming"inputs are crucial to consider,as they should impact every aspect of street design - including cross-section dimensions, paving materials, fixtures,and the spacing of various elements.Although they require additional visioning,planning,and input from the public,street character classifications can ultimately tell a better and clearer story about a place's character and potential. The Preferred Alternative for the Downtown Tigard Circulation Plan uses character classifications to determine which street types should be applied to each segment throughout downtown.These classifications endeavor to capture the desired character of the sub-districts and provide a more comprehensive view of the transportation network in Downtown Tigard.The character classifications for Downtown Tigard are shown on the map on the preceding page,and are individually described and illustrated on the following pages. Please note that these character classifications are conceptual,and are fairly general in terms of design treatments.The City is strongly encouraged to take full advantage of best practices regarding stormwater management, pedestrian-scale lighting, landscaping,the use of materials and fixtures,etc.when designing actual streetscape improvements for any of these facilities.Also note that additional turn lanes may be necessary on some street segments in order to accommodate higher traffic volmes;the needs for such turn lanes will be determined by the City Engineer. DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 15 STREET CHARACTER CLASSIFICATIONS Hall Boulevard-Upper Upper Hall Boulevard. Hall Boulevard is currently a State-owned facility with an emphasis on moving traffic.The cross-section here is recommended,with the understanding that further study and resolution may be needed.Upper Hall Boulevard has a right-of-way of 94 feet and the recommended cross-section includes a travel lane in either direction,a center turn lane, bicycle lanes,on-street parking on both sides of the street,and 15-foot sidewalks.A portion of the sidewalk would be dedicated to a continuous landscaping strip to help calm traffic, buffer pedestrians from motor vehicles,and provide shade.This landscaping strip can also serve as a stormwater facility with proper study and design. Future consideration may be given to varying this cross-section adjacent to the industrial-zoned properties on the east side of Hall. Downtown Mixed Use 1-Downtown Collector with Median Downtown Mixed Use 1- Downtown Collector with Median. Designed to move higher volumes of traffic through a mixed- use district,this street type has three-lane cross-section that accommodates bicycles,on-street parking,and pedestrians as well as cars and trucks.A center turn lane provides turning capability at intersections but is intended to be a raised landscaped median between intersections to limit access and provide additional landscaping.Adjacent land uses are characterized by active ground-floor uses,either commercial or residential.Street trees are provided along the sidewalk ensconced with decorative grates or landscaped ground cover. 16 TIGARD,OREGON STREET CHARACTER CLASSIFICATIONS Downtown Mixed Use 2-Downtown Collector.This cross-section is intended for the north-south alignment of Ash Street,and provides a fully multi-modal street for pedestrians, bicyclists,and motor vehicles with ^^ I their own separate facilities.Ten to twelve foot sidewalks provide space for pedestrians and streetsca e amenities. •' p p � On-street parking serves businesses �s ►�,lr and residences fronting the street. Bicycle lanes provide a dedicated space for bicyclists. 10-foot travel lanes encourage slow vehicle speeds for this Downtown Mixed Use 2-Downtown Collector important downtown street. Downtown Mixed Use 3- Downtown Local. In this street type, motor vehicles k— each have one lane of travel that is shared with bicyclists.On-street parking provides direct access to mixed- 0 7 - use development along the street. Sidewalks are between 10' - 12'and ills �-� have street trees and other pedestrian i *.=Aar ~� \\\ amenities. Downtown Mixed Use 3-Downtown Local Downtown Mixed Use 4-Upper Burnham. This cross-section was designed and developed in early 2009, prior to this planning project.The "'_';A cross-section includes two travel lanes, on-street parking,and sidewalks of variable width with stormwater planters and landscaping. Detailed plans for the street design can be found on file at .•; # City Hall. fh \\ Downtown Mixed Use 4-Upper Burnham DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 STREET CHARACTER CLASSIFICATIONS Downtown Mixed Use 5- Lower Burnham.This cross-section was designed and developed in early 2009, prior to this planning project.The cross- section includes two travel lanes,a continuous left turn lane that includes a median in places,on-street parking, and sidewalks of variable width with landscaping. Detailed plans for the street design can be found on file at City Hall. Downtown Mixed Use 5-Lower Burnham Urban Residential.The urban residential street has the narrowest overall cross-section.This type of street is suitable for use in sub-districts with predominantly residential uses.The motor vehicle travel way is a"shared" width of 18 feet,which allows most vehicles to safely pass one another at a _ slow speed.On-street parking provides front door access to residential units facing the street for deliveries and visitors.Sidewalks are 10-to 12-feet Urban Residential wide with a continuous landscaping strip. 18 TIGARD,OREGON STREET CHARACTER CLASSIFICATIONS The Tigard Downtown Improvement Plan(TDIP)posited the idea of an "urban creek"/greenway running NE-to-SW through the district. In the Downtown Circulation Plan,this linear feature is put forth as an urban green street that utilizes a combination of porous pavers, bioswales,flow-through planters, rain gardens,and/or other innovative features to capture and treat stormwater.The cross-sections below are conceptual,and it is anticipated that current best practices for managing stormwater would be employed during design and construction of these facilities. It should be noted that many of these same features also may serve a traffic calming function. Q bench ®lain garden In curb a#ensign ®permeable paves In palling sVip Im 0 watelfeat- _ 0 stplmwa[el planters 1 mixed use residential 0 sheet bees E V ®®®® mixed use residential 60'ROW Urban Green Street 1 Urban Green Street 1. Designed to fit a context similar to that of the Downtown Mixed Use 3 section,this cross-section has two 11'travel lanes flanked by parking aisles and generous sidewalks. p b—h ©r-ga,de ip eaep iep ®permeable pavers in parking ship ©wateffeatple ©srormwater planters ®sVeel Vees 9 �1l mixed use residential 14' 7' 18 14' mixed use residential .. •. Urban Green Street 2 Urban Green Street 2.All of the same stormwater facilities are utilized in this version of the urban green street,except that the sidewalk stormwater planters are wider which enables them to better capture and treat stormwater runoff.This width is gained by slightly narrowing the motor vehicle travel way(to a combined 18')and parking lanes(to 7'each).This curb-to-curb dimension is the same as the Urban Residential street as this type,too,is used in mixed-use, residential areas where slow speeds and local traffic patterns are anticipated. DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 19 STREET CHARACTER CLASSIFICATIONS Alley.An alley is a narrow right-of-way that provides access to the back of adjacent properties.These corridors provide a place for services such as garbage and recycling.They also provide a place for loading and unloading PrIFIrat the rear of the building,where many commercial establishments keep their stock in storage.Alleys in Downtown Tigard should be 20-feet wide and constructed with permeable pavers or porous pavement to manage on-street stormwater. PERMEA LE Festival Street.A festival street is designed to be closed periodically ROW for public events,such as festivals,farmers markets,and parades.The Green Alley materials and fixtures used to construct the streetscape are typically distinct from other streets in the district;festival streets often utilize special textures, patterns,colors,and street furniture to differentiate them.The festival street will be designed and located as part of the Downtown Plaza planning process,and thus a diagram of this concept is not included in this report. Main Street Green Street. Main Street is the primary retail spine of Tigard's Downtown,and as such should accommodate high-levels of pedestrian and commercial activity.As of the writing of this report,the cross-section and plans for Main Street are being developed as part of another City process.The current streetscape concept is that nearly the full length of Main Street would be reconfigured to accommodate on- street parking,wide sidewalks,and stormwater planters.A diagram of this concept is not included in this report. 20 TIGARD,OREGON PEDESTRIAN / BICYCLE CONNECTIONS Pedestrian/ Bicycle Connections ' I Included in the Downtown Circulation Plan is a flexible network of off-street pedestrian connections,some of which may also allow for bicycles.These connections would allow for greater permeability of individual blocks,and would a allow non-motorists to move more efficiently across the district.The"Bike/ r Pedestrian Connection" lines on the Circulation Plan maps indicate which blocks are to be bisected by such connections. It is recommended that these pedestrian connections not be permitted within one hundred feet(100')of an intersection. t The precise alignments of these connections, however,will be determined in conjunction with specific redevelopment proposals.(Note:examples of development code connectivity standards can be found in the Appendix.) The designs of individual pedestrian and bike/ped facilities will depend not only on transportation considerations, but also on their relationship to adjacent development. Issues and elements that should be addressed will include (at a minimum):width,vertical and horizontal clearance, lighting,crossings, Intense development with active ground- signage, pavement markings,grade separation, paving materials,street trees floor uses can create pedestrian ways and landscaping,street furniture,and the placement of public art. In addition, with a vibrant sense of place. The narrowness of this particular pedestrian consideration should be given to the building facades that front these pathways, connection is mitigated by the facade with particular emphasis on the location and proportion of doors and window articulation and multitude of uses. openings.Some connections may be open paths between buildings,some may (Bridgeport Village, Tigard, OR) be arcades,and some may cross semi-public open space ringed by development. Thus,the successful implementation of these off-street connections will be facilitated by standards set out not only in the Transportation System Plan, but also in the City's development code. The photographs that accompany this section demonstrate some of the issues described above,as well as some of the successful ways in which these issues have been addressed in other communities. Clear separation of bicycle and pedestrian facilities-especially where volumes of . either user group are expected to be high-if often recommended to ensure _ the comfort and saftey of all users. This separation can be achieved by the use of some or all of the following:physical barriers,different paving materials or textures,different colors, or striping. _ - (Vancouver, BC) -- DOWNTOWN CIRCULATION PLAN-8 JANUARY 2010 PEDESTRIAN / BICYCLE CONNECTIONS hNst -- St -�I 1�tf d � � of f ,.1�1. ■ Pedestrian through-ways can often be Arcades can provide shelter from the Wider arcades can also accommodate incorporated into building design. This weather while creating spaces their plants,benches,and outdoor cafe arcade space is lined with retail and own sense of enclosure. Clearance seating. (Celebration, FL) restaurant uses,but also provides a height is important with arcades,as direct connection between a street and a are their evening lighting and degree of pedestrian-oriented alley. (Ashland, OR) permeability. (Portland, OR) t , 4• .Q 1 8MM � Pedestrian and pedestrian/bike paths can often be used in the interstitial space between differing land uses,as between this park(left)and mixed use building(right). (New Orleans, LA) 22 TIGARD,OREGON WA -AITO% 53 00 10,11 <• !1, i all In �f • ON , ' — /I11 i:✓r >+fr. � ��(�c4.�1 �..,.�; � !.',' ��1�'!!�l�s � '�Tj,41� ' i. "r t, � _ :� .l:�,i r- - 11 1 1 1 1 PEDESTRIAN / BICYCLE CONNECTIONS Pedestrian(and sometimes bicycle)connections between higher-density land uses that are taller than two stories should be wide enough to create an inviting and safe passageway for users. This can be achieved through the use of building setbacks,building step backs,pedestrian- scale lighting and landscape buffering.As a general rule of thumb:the higher the building,the wider the accessway. l r From TOP, CLOCKWISE: Portland, OR;Portland, OR; ' 'x"r , r r 7--- Portland, OR;Seattle, WA; rr r r T Vancouver,B.C. rs, j 1l t feI,c/ I. IM24 TIGARD,OREGON landscapingPEDESTRIAN / BICYCLE CONNECTIONS Paving materials and be carefully selected to complement _ •• London, England;BELOW.Miami Beach,FL) v }�7 fin. �� R��N� • - .- Pergolas provide , - between openness and enclosure. (Bend, •- DOWNTOWN CIRCULATION2010 PEDESTRIAN / BICYCLE CONNECTIONS In some cases,pedestrian connections may become full-scale pedestrian malls, closed to automobile use and activated by intensive retail use. (Charlottesville, VA) k 10110, rr- 'T _:M I rvrv" r''�•3 y �` ri v, Ilk An inter-connected series of pedestrian/bicycle pathways can form an important secondary transportation network that relates to specific land uses-such as school campuses(left), urban office parks, or high-density residential complexes(right). (Portland, OR) VT I� Although set in a park(right), this multi-use path provides direct,secondary access to the housing units at the left. (Charlotte, NC) 26 TIGARD,OREGON Appendices APPENDIX A: CODE PROVISIONS FOR CONNECTIVITY Connectivity standards are common in municipal or county development codes,and are often represented in terms of street spacing or block size(perimeter).Given the eccentric shape of the Tigard's Downtown district,the constraints placed upon it by the state highways, Fanno Creek,and the rail line,it was determined that standard street spacing or block size was not practical for this area. However,some code provisions for pedestrian connectivity should be considered.As discussed in the preceding plan, it is recommended that,for those blocks where pedestrian connectivity is specified,those connections should not occur within 100'of any bounding street.The following are three examples of connectivity standards,and should be used for reference in considering code language for Downtown Tigard. From the State of Oregon's Model Development Code(3.4.100.G): 4.Street Connectivity and Formation of Blocks. In order to promote efficient vehicular and pedestrian circulation throughout the city,subdivisions and site developments of more than two(2)acres shall be served by a connecting network of public streets and/or accessways,in accordance with the following standards(minimum and maximum distances between two streets or a street and its nearest accessway): a.Residential Districts:Minimum of[100]foot block length and maximum of[600]length;maximum[1,400]feet block perimeter, b.[Downtown/Main Street District]:Minimum of[100]foot length and maximum of[400]foot length;maximum[1,200] foot perimeter, c. General Commercial Districts:Minimum of[100]foot length and maximum of[600]foot length;maximum[1,400]foot perimeter. From the Revised Draft(June 2009)of the Fuller Road Statoin Area Form-Based Code(Clackamas County.OR): a.Maximum Block Length:See Map 1 "Regulating Plan"for the location of future streets.New streets are intended to create blocks with a perimeter no greater than 2,200 feet. Exact location of these new streets may vary up to 50 feet, provided this provision is met.See Section 2 "Street Types"for further requirements. b.Additional Through Block Connections:In addition to the mapped streets(existing and future)illustrated in the Regulating Plan,any block face longer than 450 linear feet must provide an additional connection through the block. This additional connection may be a "D"Street or an "E"Pedestrian Street,and may be located no closer than 100 feet to an adjacent street intersection(existing or planned). These new connections are encouraged to align with other existing or planned streets where possible. (See Figure 1 for example).See 2. "Street Types"for permitted"D"and"E"Street designs. From the Rancho Cordova(CA)Form-Based Code: Folsom Boulevard Specific Plan Area(Table III-1): REQUIREMENTS BY STREET FRONTAGE STANDARD FOLSOM BOULEVARD: MAIN STREET LOCAL STREET FOLSOM BOULEVARD ARTERIAL STREET PULSE POINT Connectivity Maximum block length/perimeter:600'/2,000' Maximum block Maximum block length/perimeter:660'/2,640' Through block pedestrian connection:350 ft length/perimeter: Through block pedestrian connection 350 ft minimum 40071,500' minimum Cul de sacs prohibited Through block pedes- Cul de sacs prohibited trian connection 200 ft minimum Cud de sacs prohibited DOWNTOWN CIRCULATION PLAN-APPENDIX-22 DECEMBER 09 29 APPENDIX B: TRANSPORTATION ASSESSMENT IZA KITTELSON & ASSOCIATES , INC . X TRANSPORTATION E N G I N E E R I N G / PLA N N I N G 610 SW Alder Street,Suite 700,Portland,OR 97205 '503.228.5230 '-503.273.8169 MEMORANDUM Date: December 22,2009 Project#: 10170.0 To: Matt Arnold SERA Architects From: Elizabeth Wemple,PE,Jamie Parks and Michael Houston Project: Downtown Tigard Circulation Plan Subject: Horizon Year Transportation Circulation As requested by SERA Architects, Kittelson & Associates, Inc. (KAI) has performed a year 2050 estimate of trip generation, distribution and traffic analysis for Tigard, Oregon.This analysis was conducted to support the City of Tigard Downtown Circulation Plan. The study area is roughly bounded by Highway 99W to the northwest, Hall Boulevard to the east, and Fanno Creek to the south and west.The area approximately corresponds to Metro's Town Center designation. METHODOLOGY Year 2050 estimates for the total development areas in downtown Tigard were provided by City staff. Downtown Tigard is expected to experience high residential, retail, and office growth between now and the horizon year of 2050. Table 1 summarizes the expected extent of total development in downtown Tigard in 2050. As shown, over 1 million square feet of retail, 532,000 square feet of office,and roughly 3,260 dwelling units are anticipated for downtown Tigard. Table 1 Year 2050 Total Downtown Build-Out Sub-Area Highway 99W- Main Street- Scoffins Street- Fanno Creek- Station Area Totals Summary Hall Boulevard Center Street Commercial Burnham Overlay Street Street Retail Area (sf) 376,500 366,625 305,250 271,700 none 1,320,075 Office Area (sf) 230,000 52,000 50,000 200,000 none 532,000 =Dweirmgs 667 117 958 824 695 3,260 Trip Generation and Mode Reduction Based on the anticipated development in the study area,future person trips were estimated using the Trip Generation Manual, 81" Edition. This standard resource was published by the Institute of Transportation Engineers(ITE). In the year 2050, it is expected that a significant portion of the travel in and out of downtown Tigard will occur using non-auto modes. The Metro Regional Transportation Plan(RTP)includes DOWNTOWN CIRCULATION PLAN-APPENDIX-22 DECEMBER 09 31 Downtown Tigard Circulation Plan Project#: 10170.0 December 22, 2009 Page 2 a target for the maximum percentage of single-occupant vehicle (SOV) trips for downtown Tigard. The target is between 45 and 55 percent. Similarly, the City of Tigard has a desirable maximum SOV of 40 percent in this part of town. Both are year 2035 targets. For this analysis, we estimated that thirty percent of the person trips in and out of downtown will use non-automobile transportation (i.e., transit, bicycle, or walk) in 2050. This anticipates that in addition to the non- automobile trips, approximately 20 to 30 percent of all trips will occur by carpooling. Table 2 summarizes the estimated trip generation of the expected development in downtown Tigard, taking into consideration the anticipated reduction in vehicle trips. Table 2 Year 2050 Downtown Trip Generation Summary Daily Weekday PM Peak Hour Land Use ITE Size Weekday Trips Total In Out Retail Area (sf) 820 1,320,075 sf 58,640 5,510 2,650 2,860 Office Area (sf) 710 532,000 sf 5,855 795 135 660 Dwelling Units 230 3,259 units 18,935 1,695 1,135 560 Subtotal 83,430 8,000 3,920 4,080 30% Non-Auto Mode Reduction (25,030) (2,400) (1,175) (1,225) Total 58,400 5,600 2,745 2,855 As shown in the table, downtown Tigard is expected to generate 58,400 daily trips, where 5,600 will occur during the p.m. peak hour. Of the peak hour trips, 2,745 are anticipated to be entering the downtown while 2,855 are expected to be exiting. The anticipated retail development in downtown is expected to have the largest portion of trips between the three land uses. Trip Distribution To estimate the number of vehicle trips on the proposed downtown Tigard transportation network developed by SERA Architects, the trips shown in Table 2 were assigned to the future roadway network. The trip distribution for each of the arterials in the immediate area was based on estimates developed using Metro's regional travel demand model. Table 3 shows the estimated trip distribution to the arterials. 32 TIGARD,OREGON APPENDIX B: TRANSPORTATION ASSESSMENT Downtown Tigard Circulation Plan Project#: 10170.0 December 22, 2009 Page 3 Table 3 Downtown Trip Distribution Roadway Direction Total Percent In 140 Hall Boulevard—North 5% Out 145 In 550 Highway 99W—East 20% Out 570 In 550 Hunziker Boulevard 20% Out 570 In 270 Hall Boulevard—South 10% Out 285 In 275 Highway 99W—West 10% Out 285 In 140 Ash Avenue—South 5% Out 145 In 550 Greenburg Road 20% Out 570 In 270 Garden Place 10% Out 285 In 2,745 Total 100% Out 2,855 As shown in the table, the roadways that are expected to carry the highest proportion of downtown trips are Highway 99W to the east, Hunziker Boulevard, and Greenburg Road. Vehicle trips were assigned onto the future roadway network according to the distributions shown in Table 3. In addition, background traffic (i.e. regional traffic without an origin or destination within downtown) was included in the estimate. Background traffic was estimated using demand estimates from Metro's 2035 regional travel model. It was assumed that the areas adjacent to downtown Tigard would be primarily built-out by 2035 and that little growth would occur in these areas between 2035 and 2050. For this reason, no adjustment factor was added to the 2035 background volumes. Figure 1 shows the assigned 2050 peak-hour trips (background plus trips originating/destined for downtown Tigard) on each link of the roadway network. Average daily volumes would be approximately 10 times the peak-hour volumes shown in Figure 1. DOWNTOWN CIRCULATION PLAN-APPENDIX-22 DECEMBER 09 33 Downtown Tig,,d Ciicu WO,Plan DG—ber2009 r eoo Iso G GARDEN PL �O h �oo�sa �4 `t 5 �2 �s s� >s 1r 2s JO N� Glp 0 R ss e �N L's zoo E E S 8 s 2050 PM PEAK HOUR TRAFFIC VOLUMES TIGARD,OR FA KITTELSON&ASSOCIATES,INC. � TRANSPORTATIONENGINEERING/PLANNING 34 TIGARD,OREGON APPENDIX B: TRANSPORTATION ASSESSMENT Downtown Tigard Circulation Plan Project#: 10170.0 December 22, 2009 Page 5 ROADWAY CHARACTER SERA Architects provided a street character classification map for the future roadway network. The following roadway characteristics correspond to the character classifications provided by SERA: • Upper Hall Boulevard: Three-lane cross-section, with bike lanes for cyclists. Assumed planning-level capacity is 20,000 vehicles per day. • Downtown Mixed Use 1 — Downtown Collector with median: Two-lane cross-section with a median for turn lanes at intersections, and bike lanes. Assumed planning-level capacity is 15,000 vehicles per day. • Downtown Mixed Use 2 — Downtown Collector: Two-lane cross-section with bike lanes for cyclists. Assumed planning-level capacity is 8,000 vehicles per day. • Downtown Mixed Use 3 — Downtown Local: Two-lane cross-section with no bike lanes. Assumed planning-level capacity is 7,000 vehicles per day. • Downtown Mixed Use 4 — Upper Burnham: Two-lane cross-section with no bike lanes similar to the Downtown Mixed Use 3, but wider sidewalks are provided. Assumed planning-level capacity is 7,000 vehicles per day. • Downtown Mixed Use 5 — Lower Burnham: Two-lane cross-section with a continuous left-turn lane and no bike lanes. Assumed planning-level capacity is 12,000 vehicles per day. • Urban Green Street 1: Two-lane cross-section similar to the Downtown Mixed Use 2, but with permeable pavers for parking. No bike lanes are provided. Assumed planning-level capacity is 7,000 vehicles per day. • Urban Green Street 2: Narrow two-lane cross-section with permeable pavers for parking. Assumed planning-level capacity is 2,000 vehicles per day. • Urban Residential: Narrow two-lane cross-section. Assumed planning-level capacity is 2,000 vehicles per day. • Alley: Narrow roadway, usually with several access points. Alleys are assumed to provide local access only and have no specific planning-level capacity. In addition, bike lanes are recommended if traffic volumes exceed 3,000 vehicles per day on roadways, particularly those with bicycle and multi use pathway connections. Based on the characteristics described above, the volumes shown in Figure 1 were compared to the thresholds for each of the character classifications shown in the proposed downtown street network provided by SERA. The projected volumes and roadway cross-sections were found to match the characteristic of the proposed street network. DOWNTOWN CIRCULATION PLAN-APPENDIX-22 DECEMBER 09 35 Downtown Tigard Circulation Plan Project#: 10170.0 December 22, 2009 Page 6 HALL BOULEVARD/GARDEN PLACE TRAFFIC OPERATIONS The traffic operations at the Hall Boulevard/Garden Place intersection were estimated under year 2050 p.m. peak hour traffic conditions. Turning movements at the intersection were based upon the link volumes shown in Figure 1. The graphic on the next page illustrates the turning volumes and lane configurations assumed at the intersection. 100 1,050 50 50 50 Hall Boulevard/ 150 Garden Place 200 250 100 200 950 150 f The intersection was evaluated using critical movement analysis (CMA), a standard procedure for estimating planning-level intersection operations. The lane configurations shown above result in intersection operations that are estimated to exceed the available capacity by roughly 15 percent in the year 2050. It was found that the primary capacity constraint is the through volumes on Hall Boulevard, and additional lanes on Garden Place, such as exclusive turn lanes, result in only a slight improvement to intersection operations. Additional north and southbound lanes on Hall Boulevard bring the intersection significantly under capacity. However, while the forecasted traffic volumes at the intersection are expected to slightly exceed the available capacity with the lane configurations shown above, it results in the future congestion expected in a downtown setting. CONCLUSION Based on the findings described above, each of the character classifications shown in the proposed downtown street network provided by SERA match closely to the anticipated traffic volumes in downtown Tigard. While the traffic operations at the Hall Boulevard/Garden Place intersection were estimated to exceed the available planning-level capacity in the future year, no additional changes are recommended to the roadway character classification of either roadway. Therefore it is likely that there will be peak period congestion and/or queuing in the vicinity of this intersection. The likelihood is that the congestion will be limited to peak commuting or shopping periods, and that off peak the intersection would operate with limited congestion. We trust this memorandum summarizes the analysis and results for the future traffic circulation in Downtown Tigard. Please don't hesitate to contact us at (503) 228-5230 if you have any questions. 36 TIGARD,OREGON APPENDIX C: REAL ESTATE ASSESSMENT JOHNSON REID LAND USE ECONOMICS MEMORANDUM DATE: December 22, 2009 To: Mr. Sean Farrelly Long-Range Planning Division City of Tigard, Oregon 13125 SW Hall Blvd. Tigard, OR 97223 FROM: JOHNSON REID, LLC SUBJECT: Tigard Circulation Study, Real Estate Assessment TIGARD CIRCULATION PLAN: MARKET-BASED AND DEVELOPMENT CONSIDERATIONS JOHNSON REID assessed the effects of the proposed street network and functional classifications on the real estate market. This discussion includes the impacts on both the district as a whole and the individual properties and sub-districts affected by the placement of future streets. IMPACTS ON THE DOWNTOWN DISTRICT Connectivity: The greatest single benefit of the proposed street network from a real estate market perspective will be to improve the general connectivity within the Downtown district by extending the street grid into the existing superblocks that are prevalent in the district. Currently, the superblocks present a significant barrier to the district functioning as a successful, mixed-use neighborhood for residents or businesses. From the perspective of local residents, superblocks can prevent easy passage from Point A to Point B, instead imposing a longer trip around the perimeter. These long distances make walking and/or biking less attractive even for trips within the district. Once a district resident feels the need to drive, the natural advantage of living in the district is diminished. In other words, the driver could just as easily live in any adjacent neighborhood. The proposed street grid, adjacent to commercial amenities in the district, should encourage more local trips and enhance the desirability of residential properties and development sites located in the district itself. Most businesses benefit from more convenient customer access and increased traffic. From the perspective of businesses on and around Main Street, the proposed street system would increase DOWNTOWN CIRCULATION PLAN-APPENDIX-22 DECEMBER 09 37 accessibility from the southeast,though not directly from OR 99W. Improved access should benefit businesses with increased multi-modal traffic from within the district itself, as well as from Hall Boulevard and beyond. An extension of Ash Street over Fanno Creek would also provide access from residential neighborhoods to the southwest. Street Frontage and Access: The proposed street system will increase the linear street frontage through the district significantly, creating new mixed-use and residential streets within the superblocks. Prospective development benefits from street frontage by gaining access from the new street,enhanced visibility, and adjacent on-street parking. Auto access is key for unlocking the economic potential for most land uses. While other modes of transportation play an increasingly important role, developers still seek sites with good auto access, visibility from auto-oriented streets, and sufficient parking for users. The proposed path system will be an additional amenity,particularly for residential uses. Auto access into the interior of the superblocks will allow for more active uses on the main mixed- use streets such as Commercial and Burnham. It will also allow parking, deliveries, waste management, etc. to occur in the rear of new development. The smaller block sizes, with potential access from multiple streets, provide flexibility in site planning and allow preservation of the most valuable street frontages for storefronts and walk-up residences. For the impacted properties, the loss of some developable land to the future street may be partially mitigated by the street frontage or increased access. The benefits to a given property depend on the specific property size, configuration, location, and development type under consideration (discussed more below). Sub-Districts: As discussed, the proposed street and trail system will sub-divide Downtown's superblocks and allow new access to the interior of these blocks. The newly divided areas can be roughly broken down into four sub-districts: • Hall/OR 99W Area: The shopping center area is located in the northeast corner of the district,and bounded by OR 99W to the north, Hall Boulevard to the east,and Scoffins Street to the southwest. While it forms one contiguous block, it contains multiple parcels under multiple ownerships. The proposed street network would divide this triangular block roughly through the middle with an east/west extension of Garden Place connecting to Hall Boulevard, and add an extension of Ash Street connecting to Scoffins Street. These future streets would provide enhanced access to the interior of this block from these two streets, while breaking the superblock into smaller block sizes. The new Ash Street extension would provide the added benefit of rear access to parcels along Hall Boulevard; these parcels currently face access restrictions onto Hall, which is a State-owned facility and is subject to access management standards. Increased access to these sites would enhance their development flexibility. 38 TIGARD,OREGON APPENDIX C: REAL ESTATE ASSESSMENT $t Overall, the Hall/OR 99W Area itself will remain a good candidate for a larger scale redevelopment, either at once or in phases. The new street access will help define the nature of what replaces the current shopping center. • Urban Residential Neighborhood: Currently, there is a large block bordered by Main, Scoffins, Ash, and Commercial, and an additional large block across Ash to the southeast, bordered by Ash, Scoffins, Hall, and Commercial Streets. These blocks (-500' x —900' and —500' x —485', respectively) are very large compared to a traditional city center block size of 200'to 400'per side. Under the proposed transportation network, the larger block (to the northwest of Ash) would receive two new streets, which would cross in the middle of the superblock, thereby dividing it into rectangular quadrants. This division should greatly enhance access to these parcels,improve connectivity,and increase development flexibility. The block to the southeast of Ash would be divided by new streets which would form an "L" between Ash and Commercial. This "L" would not provide new access to Hall, but, as with the Hall/OR 99W Area discussed above, it would provide additional access to parcels along Hall that currently face access restrictions. This new connection would increase the development flexibility for these parcels. • The Heart and Civic Core: There is a long block bordered by the rail easement on the northeast and Burnham Street on the southwest that currently forms a single, uninterrupted barrier for nearly a half mile. This long superblock is not currently penetrated by any NE/SW cross streets. The proposed street network would add three such streets, two of which would end at a new alley / frontage-road running adjacent to the rail tracks, and the third being the extension of Ash Street, which is proposed to cross the tracks and allow continuing connectivity to the northeast part of the Downtown District. Of the proposed streets, the Ash extension, with its at-grade crossing of the rail-line, would be the most significant, both for this superblock and the district as whole - because of the additional access it would provide in piercing the major barrier formed by the rail easement. However, all three streets would provide interior access and divide the superblock into more regularly-sized blocks, with the attendant benefits discussed previously. The streets that end at the alley/frontage road will have more limited connectivity, but will provide access for employees and/or residents in the area. They will also provide access to the amenities of the park-and-ride lot and the trail system. • Creekside Residential: Similar considerations apply to the area between Fanno Creek Park and SW Burnam Street. Currently this area is characterized by industrial and employment uses on relatively large lots. These properties front onto Burnham with access DOWNTOWN CIRCULATION PLAN-APPENDIX-22 DECEMBER 09 39 by private drives into the interior. Many of these parcels extend many hundreds of feet off of Burnham. As opposed to the Scoffins/Commercial block, which has a significant fragmentation of smaller parcels, the Creekside Residential sub-district features many large parcels which would facilitate larger planned developments. Larger and/or planned developments will offer greater flexibility and resources for providing future streets - be they public or private. The proposed network features a long, new street running parallel to Burnham along with a series of shorter streets connecting the two. These streets would likely serve the internal users of this area, and would likely not be a prime candidate for significant retail or commercial services, compared to streets like Main, Burnham,and Commercial. Even while providing additional access, this alternative would leave many large parcels. However, combined with fewer owners, this configuration should help maintain flexibility for future development and allow for creative solutions. The construction of these interior streets largely presupposes the redevelopment of this area from current industrial and warehousing uses to new residential and mixed uses. In the long run, the adjacency of Fanno Creek Park and the Main Street amenities should make this area marketable for new residential uses. District-wide Conclusions: The current transportation network is far from optimal for a designated city center, featuring very large superblocks and extended arterials (such as Burnham, Commercial, and Scoffins) with few cross-streets. The existing network poses barriers, particularly to movement in the NE/SW direction. The network likely hampers the marketability of the area as distinct from other suburban neighborhoods,and its desirability as a residential location. Increased access and connectivity within the district, as well as the individual superblocks, should improve the marketability and developability of properties in the area, and bolster the health of local businesses. This transportation network should make the Downtown district more amenable for denser, more vertical development forms than have historically been seen here. In combination with proposed zoning and design code changes in the Downtown, the resulting smaller block structure can produce a more urban-scale experience both for business and housing. Improved connectivity and walk-able scale should be a positive in attracting new residential development to the area. A pedestrian-scale street grid and the proximity of Main Street retail and Fanno Creek Park can create a marketable character for this district not found elsewhere in Tigard. Greater household density should in turn be a significant boon to the business climate on and around Main Street. From the district-wide perspective, the costs of creating the proposed transportation network are the costs of purchasing right-of-way and developing individual new public improvements. It is not 40 TIGARD,OREGON APPENDIX C: REAL ESTATE ASSESSMENT within the scope of this analysis to estimate these costs or propose their phasing, which will be addressed through the Transportation System Plan process. However the impacts on the individual properties intersected by future streets are discussed in more detail below. IMPACTS ON THE AFFECTED PROPERTIES As proposed, the future street network would intersect a total of 32 parcels (as identified by SERA Architects). Thirty of these parcels are located in the core Downtown District, south of OR 99W, while two additional parcels are located to the north, in the shopping center located at the northwest corner of OR 99W and Hall Blvd. (One additional impacted parcel identified by SERA has already been purchased by the City, with street improvements underway, and therefore is not included in this analysis.) These parcels are all in some way impacted by the street alignments proposed in the future transportation network. This section does not discuss each property individually, but covers the types of economic impacts created by future street designation,and quantifies the estimated overall impact on property values and tax revenue. The main potential impacts on the affected parcels are: • Loss of Developable Land: This simply refers to the portion of the parcel which is covered by the new public easement / right-of-way. The owner loses land area on which to accommodate new development, parking, or other economic uses of the property. The loss of land, resulting in a smaller parcel, may contribute to less flexibility in programming new development,less allowable density,and the like. • Parcel Slivers/Fragments: Future streets have the potential to isolate slivers or fragments of parcels that are too small or oddly configured to allow private development. Routing streets along property lines at the time of planning reduces this risk. In cases where fragments are unavoidable,public acquisition or compensation may be necessary. • Odd Configurations: The future street may bisect a parcel in such a way that the remaining parcel, while not being too small as a sliver, is otherwise configured oddly so as to discourage efficient development. For reference, the estimated impact on the affected parcels is presented below. However, it is assumed that the expansion of the circulation system proposed in this project will be predicated mostly on the private redevelopment decisions of the property owners or City acquisition of parcels at a fair market value. Therefore, the negative impacts discussed here would ideally be negated by the added value of the new development or compensation for public acquisition. The following table presents the aggregate statistics and estimates for the impacted parcels. The parcels will lose some developable land to future streets. The extent of the impact varies based on the parcel. It is estimated that 25 of the parcels (75%) would require the removal of one of more building improvements on site. DOWNTOWN CIRCULATION PLAN-APPENDIX-22 DECEMBER 09 41 As the table demonstrates, the streets would impact an estimated 16% of the overall land area. This amounts to 6.3% of the total 157 acre Urban Renewal Area. The land lost to right of way amounts to just under 10 acres. IMPACTED PARCELS Impacted Parcels Urban Renewal Area Number of Parcels: 32 196 Total Acreage: 62.1 157.3 Total Square Footage: 2,704,913 6,851,988 Impacted Square Footage: 432,529(9.9 Acres) 432,529(9.9 Acres) Impacted Percentage: 16.0% 6.3% Real Market Land Value(RMV)1: $31,658,640 $77,767,430 Estimated Value of Impacted Land: $5,756,309 $5,756,309 Estimated Total Remaining RMV Value: $25,902,331 $72,011,121 Loss as%of Current RMV: 18.2% 7.4% Total Taxable Assessed Value(TAV)': $24,467,170 $70,260,200 Estimated Loss of TAV(Land): $2,296,237 $2,296,237 Estimated Remaining TAV Value: $22,170,933 $67,963,963 Loss as%of Current TAV: 9.4% 3.3% 1 All Real Market and Taxable Values reflect the 2009 estimates and assessments of Washington County As mentioned, it is important to note that these estimated impacts are only those to the property and its existing improvements. It does not reflect the new value added by the new development/redevelopment activity which would take place on the site at the time the future street is added. The new development will mitigate lost value and increase future Taxable Assessed Value (TAV). If redevelopment takes place through public condemnation, all or some of this value would presumably be compensated directly. However, any future private redevelopment of these parcels presupposes that the current use has lost its value relative to the newly proposed use (in other words, demolition is planned anyway). In that case, the current value sacrificed should be similar or equal to only the value of the developable land that is given over to the new street and other public improvements. Future Developable Land and Tax Revenue: The future value of these parcels after redevelopment cannot be predicted, and therefore hard estimates of future tax revenue would be unreliable. SERA Architects estimates that the proposed circulation plan would reduce the current developable acreage of the Urban Renewal Area from roughly 157 acres to 147 acres (not including 42 TIGARD,OREGON APPENDIX C: REAL ESTATE ASSESSMENT the shopping center north of OR 99W). The specific parcels identified would lose an estimated 9.9 acres of area. The table above presents the estimated loss of Taxable Assessed Value from the loss of land area. It amounts to 9.4% of the TAV of the parcels themselves, or 3.3%of the TAV of the entire URA. This land area would become public right-of-way, and therefore have no taxable value. This loss of value to the Urban Renewal Area and other taxing districts would be partially or totally counteracted by new value created through redevelopment. If, as noted above, these streets are phased in at the time of private redevelopment, this presupposes that the private owner has determined a use which s/he believes will have greater economic value than the current use, even considering the loss of land to the public right-of-way. The development of this new use should result in a new property value greater than before, and thus greater Taxable Assessed Value. The increase in tax increment would benefit the local Urban Renewal Area. In cases where the private property owner is not pursuing redevelopment and the street easement is taken through condemnation,the action may potentially result in the loss of the current economic value without the potential of replacing that value with new uses, or uses that are as efficient as the current use. For instance, if condemnation left a poorly configured site for redevelopment, the value of the property may be diminished in the long run. In addition, if condemnation takes place in a poor development market, redevelopment may not occur until market conditions improve. The proposed circulation system could also create opportunities for parcel assembly and planned development. The loss of private developable land and the expense of road improvements can incentivize larger scale developments to help defray these costs. This dynamic helps achieve goals for density in the district while producing new uses with higher property values. DOWNTOWN CIRCULATION PLAN-APPENDIX-22 DECEMBER 09 43 ADDITIONAL ALTERNATIVES ANALYSIS MEMO - �(. KITTELSQN Px A'S SQCIgT tS.INC.. TO:Sean Farrelly,City of Tigard FROM: Matthew Arnold and Allison Wildman (SERA),and Beth Wemple(Kittelson) DATE: 16 February 2010 RE:Additional Alternatives for Aspects of the Downtown Tigard Circulation Plan Introduction Following the presentation of the Downtown Tigard Circulation Plan to the Tigard City Council on 19 January 2010,the City of Tigard asked the SERA team to analyze a few additional alternatives to some of the concepts presented within the plan.Specifically, the team was instructed to present four new alternatives to the"Urban Green Street 2"conceptual street type that would demonstrate different ways to realize the"urban creek"idea presented in the Tigard Downtown Improvement Plan(TDIP).The team was also asked to examine intersection/connectivity issues along Main Street-especially at Commercial/Main, Burnham/Main,and Tigard/Main.This brief memo presents the team's findings. The "Urban Creek"/ Urban Green Street 2 The TDIP describes the"urban creek"concept,in part,with the following: The concept of developing an "urban creek"seeks to establish a unique feature that reinforces the concept O of a `green downtown",providing a n GREEN CORRIDORURBAN CREEK thematic linkage to Fanno Creek,and helping to establish a unique identity for Downtown Tigard. Connecting the two anchors of Fanno Creek and the Regional Retail Area...at Hall KN Boulevard and 99W,the Urban Creek could be a natural appearing creek, '4r portions of a creek or a series of water features linked by plazas, or some other combination of water and public space/amenity. The Urban Creek would "? be integrated with new and existing development,providing an alternative o �, "front door"to redeveloped properties along its length. In addition to the o creek or water features,this major public amenity would be accompanied �o � _ 1� by plazas or open spaces,pedestrian - walkways,a service road,and $ - landscaping.[p.28] The "Preferred Design Alternative"from the TDIP. ADDITIONAL ALTERNATIVES ANALYSIS MEMO-16 FEBRUARY 2010 1 ADDITIONAL ALTERNATIVES ANALYSIS MEMO In preparingthe Downtown Tigard Circulation Plan,the SERA team,with input from the project's Technical Advisory Committee,attempted to balance the community's desire for an"urban creek"with the transportation/connectivity needs within downtown.The solution the team put forth within the Circulation Plan was to create an "urban green street"as an extension of Garden Place-running east and south from the intersection of Garden Place and Hall Boulevard across Scoffins to Commercial.This"urban green street"would then pick up again on the other side of the railroad right-of-way,cross Burnham,and then tie in with the planned Festival Street.As an "urban green street," this facility would accommodate not only a high-quality,mixed-use, pedestrian-oriented streetscape,but also leading edge/innovative stormwater management systems (potentially including bioswales, permeable pavers,celebratory fountains,etc.). For this initial re-examination of the"urban creek"concept,the team has developed alternative design concepts for the"Urban Green Street 2"section,which runs from Scoffins to Commercial,and from the south/east side of the railroad right-of-way to Burnham.All five of the alternatives presented here assume the same right-of-way width:60'.(If one of these concepts is chosen for further study,or as the preferred alternative to be included in the final Circulation Plan,the"Urban Green Street 1" section from the plan should be revisited to see what, if any, modifications should be made to it as well.) Urban Green Street 2-Alternative 1 Alternative 1 is the concept that was presented in the Downtown Circulation Plan and most closely resembles a the type of urban green street found in many northwestern cities(including Seattle and Portland).This cross-section includes a shared travel lane, parking on both sides,and flow-through planters/bioswales.The concept also o be"eh —= suggests permeable pavers in the ° efxing sVlp ra'"gtWpeversin d p"COta"""s'°" ermeabl ®pe parking aisles and the potential for rain ' p p waterfeaWre ®atp,mrate,p,a",ere gardens and/or other water features in ®atraartree= - the curb extensions. I� Alternative 1 presents an efficient use of the available right-of-way to balance the needs of pedestrians and automobiles,while also providing attractive on-site stormwater 60'ROW management.This section is more Urban Green Street 2-Alternative) expensive to build than a standard urban roadway, but offers the potential to save money in terms of the operation and maintenance of traditional systems for conveying and treating stormwater.While this illustration suggests several specific design features-such as permeable pavers-the ultimate design should be based on current best practices and the City's ability to maintain whatever is constructed. 2 TIGARD,OREGON ADDITIONAL ALTERNATIVES ANALYSIS MEMO Urban Green Street 2-Alternative 2 Alternative 2 removes one of the parking aisles from Alternative 1 and uses the additional space for an °b-1, Mlln enhanced"urban creek"/stormwater : 1>• o peal, a "P51npdM1ng °urban creek amenity on one side of the street.The resulting space is perhaps too narrow to accommodate an actual "creek," but 1�iiZ could offer the potential for enhanced stormwater management capacity as well as for additional landscaping, fountains,and/or public art.As with Alternative 1,the initial construction Urban Green Street 2-Alternative 2 cost is likely to be higher than a standard street section,and there may also be subsequent maintenance issues. Also,parking on one side of the street only may influence adjacent development types and/or the viability of adjacent uses,especially retail. Related, it would be recommended that driveway access on the"urban creek"side of the roadway be strictly limited or disallowed altogether to preserve and enhance the continuous feel of the water feature. Urban Green Street 2-Alternative 3 As with the previous two alternatives,Alternative 3 employs an 18' bidirectional travel way. However,it does not include any on-street parking,thereby allowing for an even wider area for the landscaped "urban creek"feature and additional landscape or streetscape amenities(fountains,plazas,etc.).While the 18'travel way is fairly narrow,the lack of on-street parking(in addition to impacts that lack may have for adjacent uses)and curb extensions removes some of the friction and traffic calming the previous two alternatives enjoyed. If this option is pursued, it may be recommended that speed humps, raised crosswalks,textured paving,or other measures be employed — to slow traffic. As with the previous alternative,the 1 _ initial construction costs would be ro="=reek teate,e � ` sA significant with this design,and the implications the lack of parking would 0 have on retail and other uses should be carefully considered.Similarly, - - - - driveway access should be strongly ' l -id-tial discouraged or disallowed on the • .• "urban creek"side of the street. Urban Green Street 2-Alternative 3 ADDITIONAL ALTERNATIVES ANALYSIS MEMO-16 FEBRUARY 2010 3 ADDITIONAL ALTERNATIVES ANALYSIS MEMO Urban Green Street 2-Alternative 4 Alternative 4 presents the full "urban creek"concept,with generous landscaped areas and the greatest potential for"green"stormwater management,plazas, and other public amenities. For adjacent residential uses,and potentially some restaurant or retail uses,this public greenway could be quite a positive addition. While this concept would allow for full pedestrian-and possibly bicycle-access, it would not allow auto movements,which could have significant ramifications for the development types and uses likely to be realized on the adjacent parcels. Save for the proposed alley running behind Main and the potential parking _ lot drive aisles associated with private development,there would be no true, public vehicular connectivity between �roan�eek d1orP Scoffins and Commercial save for Main and Ash.Also, if this concept is developed,there would be similar ••� `. \�� connectivity issues for the blocks bounded by Main, Burnham,Ash,and mixed use residential 12' 36' ® the railroad right-of-way.This design would have significant impacts on the 60'ROW overall circulation within Downtown Urban Green Street -Alternative 4 Tigard,and would also limit the access potential to the adjacent blocks.As with all pedestrian malls,the challenge with this space will be with activation and defensible space;without eyes on this greenway area,the real or perceived safety concerns could be significant. Urban Green Street 2-Alternative 5 tis At the request of the City,the SERA team sketched three quick versions of a "chicane"approach,as an attempt to create a unique street type in Downtown Tigard that could balance traffic calming,stormwater management,and the"urban creek" o� concept. The first chicane concept(Alternative li 5A)shows a two lane(-10'travel lanes)roadway with a tight chicane at the middle of each block.The °off sidewalks are a minimum of 10' Npo� / wide,but could be wider depending 9` Alternative 5A on the width of the landscaping/ 4 TIGARD,OREGON ADDITIONAL ALTERNATIVES ANALYSIS MEMO stormwater/"urban creek"area.There is no on-street parking,and the ability to accommodate driveways in some areas would be limited. The travel way in Alternative 513 runs sc diagonally across the right-of-way from o'tis Commercial to the"New Street"that runs parallel between Commercial and Scoffins. From there,itjogs in the %9 opposite direction towards Scoffins. / The angle for the stretch between the New Street and Scoffins is somewhat less,as the chicaned road needs to align with the Garden Place Connection north of Scoffins.This version includes two--10'travel lanes and no on- street parking and,without the strong chicane of Alternative 5A, may have some of the same traffic calming concerns as Alternative 3. ooh Alternative 5C has the most"gentle" ��` Alternative 58 chicane of the three because it also accommodates a degree of on-street parking along one side.The provision s°o of parking also means that the 'tis landscaped/"urban creek"areas are somewhat narrower(similar to Alternative 2);the sidewalks are a / minimum of 10'wide throughout. tiIlk j s The chicane concept is difficult r�F generally within a 60' right-of-way, especially if there is a desire to provide on-street parking.The need to align ,� \ the northern end with the balanced cross-section of the Garden Place Connection at Scoffins adds an additional constraint.As 5A and 513 demonstrate,the chicane concept 0 almost demands a splitting of the "urban creek,"forcing the feature to jog �9Pv� Alternative 5C from one side of the street to the other. ADDITIONAL ALTERNATIVES ANALYSIS MEMO-16 FEBRUARY 2010 5 ADDITIONAL ALTERNATIVES ANALYSIS MEMO Intersections with Main Street There are currently several connectivity and traffic issues that occur along Main Street in Downtown. For example,the intersection of Commercial Street with Main is off-set, a situation which is further complicated by the proximity of this intersection with the rail line that runs parallel to Commercial.Tigard Street is also in close proximity to the rail line,and does not continue south across Main Street; it is off-set from the commuter rail parking lot(which is proposed as an alley in the Circulation Plan). Burnham Street is off-set from both Electric Street and the unnamed right-of-way to the southwest.Collectively,these off-set intersections and the presence of the rail line create traffic issues and inefficiencies along this central portion of Main Street. In their 2006 memo, "Tigard Downtown Streetscape Design Plan:Traffic Analysis for Street Function Improvements," DKS Associates proposed realigning both Commercial and Tigard Streets to address these issues.The realignment of Commercial(also mentioned in the TDIP)would occur on the property between OR 99 and Main to the east of the rail line. Under the DKS recommendations,Tigard Street would be reconfigured into an S-curve to align with Burnham Street.The SERA team began by evaluating the DKS recommendations and then developed three additional alternatives for addressing the connectivity/intersection issues along Main Street. DKS' proposed realignment of Commercial Street seems to be a fairly straightforward move; it would allow for direct movements on Commercial across Main, make turning movements at the intersection more efficient,and would simplify the interaction o� with the rail line by moving the north/ `cFtie� west leg of Commercial further away �c 99W from the tracks.This realignment will �a impact existing property however, = and,depending on final design, may leave an undevelopable"sliver" parcel bounded by OR 99,the railroad right- of-way, Main Street,and the realigned Tigard ,; �� Commercial Street. Transit 2� i Center DKS' proposed realignment of Tigard ��soti P� Street seems more problematic,as it Proosed Parking , ,�,'�� introduces an S-curve configuration Gp Lo Structe (with two—90-degree turns)onto rT CiT APPROX. 1000 , 0 ,''••:.'.~' a fairly tight block.While this arrangement would allow for a direct Gp2y connection to Burnham,the S-curve is introduced presumably because s of the desire to utilize the existing Tigard Street underpass for OR 99. In Proposed Street Connectivity Diagram from DKS'"Traffic Analysis for Street Function addition to the tight turns,the S-curve Improvements"memorandum 6 TIGARD,OREGON ADDITIONAL ALTERNATIVES ANALYSIS MEMO is awkward because it pushes through traffic around the back of a developable block. In other words,the middle leg of the"S"will run between the OR 99 earthworks and the parking/loading/service area of a development that will face Main Street. Depending on the final design and alignment,this configuration may also make access to parking and loading difficult for adjacent parcels. For the three additional Main Street connectivity alternatives,the SERA team utilized the DKS' recommended realignment of Commercial Street and then examined different concepts for those areas south and west of the rail line. Also included in the three alternatives is the suggestion of an alley system that would run approximately parallel to Main Street in order to provide access to rear parking or loading and thereby moving those functions to the back sides of new developments.The east and west extents of this new alley system would depend in part on the depth of adjacent parcels,the extent of the OR 99 earthworks,and the disposition of ODOT,which owns the OR 99 right-of-way on which some or all of these alley segments might run. Lastly, it should be noted that elements from these various alternatives could be combined into a single, preferred alternative. Main Street Intersections-Alternative 2 (Note:"Alternative 1" is the Connectivity Plan currently featured in the Circulation Plan and is not discussed here.) Alternative 2 proposes shifting the Tigard Street alignment north and east such that it abuts the railroad right-of-way and ties in to Main Street directly across from the commuter rail lot/proposed alley. This reconfiguration would provide i a(presumably)low-volume through- ° movement between Tigard Street 1 and the alley. However, it also would move the Tigard/Main intersection closer to the railroad crossing,which °�99 could cause additional traffic issues when trains are present.While �► this new alignment would impact existing property,it could facilitate redevelopment in the future.The narrow lot that is currently between Z Tigard and the rail line is marginalized by both its size and the presence of co ��F9 . the railway. Under this alternative,this \\ developable area would be shifted to the southwest,where it would be combined with the block that runs from Tigard Street to Electric Street. Main Street Intersections-Alternative 2 ADDITIONAL ALTERNATIVES ANALYSIS MEMO-16 FEBRUARY 2010 7 ADDITIONAL ALTERNATIVES ANALYSIS MEMO Main Street Intersections-Alternative 3 Alternative 3 assumes the possibility of getting a new opening/underpass beneath OR 99 that would allow for a straighter connection between Tigard and Burnham Streets.While this alignment would both move the Tigard/Main intersection away from the rail line and allow direct movement from Burnham to Tigard ° Street, it would impact properties on both sides of OR 99.(The degree of impact would depend on the final alignment and right-of-way width.) By vacating both the current Tigard right-of-way as well as that for Electric > � N \ Street,this alternative would allow for ® a larger developable block(bounded by the new Tigard Street,OR 99, Main, and the rail line)at the heart of the Main Street sub-district. v �o Main Street Intersections- \\ Alternative 4 Alternative 4 proposes leaving Tigard Street in its current location, but vacating both Electric Street and the Main Street Intersections-Alternative 3 unnamed right-of-way to the south and west of it.As with the previous i alternatives,additional access to the intervening parcels would be i provided by a new alley that would > run southwest from Tigard Street. This alternative would eliminate the off-set intersections with Burnham, Electric,and the unnamed right-of- way with Main Street,and therefore ` eliminate some of the confusion and inefficiencies caused by the current arrangement. It would also provide a r. continuous development block on the 'k• 0 north side of Main running southwest �oN,�q from Tigard Street.However, it would do little to improve connectivity between Burnham and Tigard Streets or the issue of Tigard's proximity to the 0 rail line. Main Street Intersections-Alternative 4 8 TIGARD,OREGON City Center Advisory Commission 2010 Goals I. Project Infrastructure a. Monitor, review, and provide input on the following key projects: i. Main Street/Green Street Phase 1 ii. Main Street/Green Street Phase 2 (north end) iii. Plaza site iv. Burnham Street completion v. Pacific Hwy./Greenburg/Hall vi. Lower Fanno Creek vii. Transit Center redevelopment II. Development a. Explore incentives that may stimulate private development with a focus on residential including: i. Outreach to developers ii. Financial incentives iii. Land assembly and direct development options b. Advise CCDA on our exploratory findings of incentive c. Improve our knowledge of the "built" environment including demographics and geography of Downtown III. Facade Improvement Program a. Implementation of Phase 1 (approved businesses) b. Continue to promote, expand, and refine program IV. Circulation Plan a. Review for final adoption b. Engage in regular communication with Transportation Committee to ensure transportation plan meets needs and values of the community V. Branding/Marketing of Downtown Determine role of CCAC in branding and marketing of Downtown,including: a. Encourage the development of a Brand ID for Downtown Tigard b. Determine role regarding marketing, advertising, and promotion of Downtown c. Liaise with COT Event Coordinator to develop appropriate event strategy VI. Communication a. Determine effective way to liaise with other COT boards and commissions b. Engage in on-going communication with Council and staff i. Regular attendance at Council meetings u. Periodic attendance at Friday morning meetings on Burnham project iii. Representation from CCAC at CCDA meetings iv. Periodically invite Councilor Webb to our meetings c. Engage in on-going communication with hired consultants d. Engage in on-going communication with neighborhoods e. Develop talking points for CCAC in Urban Renewal District VII. Long-term Goals a. Continually improve CCAC processes and procedures including,but not limited to: i. Annual calendar development ii. Continue to evolve meeting efficiency and agendas b. Increase awareness of the impact our work has on the community i. On-going outreach to businesses and local community ii. Continually work to increase transparency with citizens iii. Continually work to improve communication with Council and staff c. Perform other duties as assigned by CCDA Completeness Review for Boards C ommissions y and Committee Records CITY OF TIGARD City Center 1ldvisory Commission Name of Board, Commission or Committee March 10, 2010 Date of Fleeting I have verified that to the best of my knowledge, these documents are a complete copy of the official record. I was not the original administrator for this meeting. QS Print Name 4 e,6z4 a Signature Z7 V-aa49 Date