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11/02/2009 - Packet 1,4 . City of Tigard T1cnRD Planning Commission — Agenda MEETING DATE: November 2, 2009, 7:00 p.m. MEETING LOCATION: City of Tigard —Town Hall 13125 SW Hall Blvd., Tigard, OR 97223 1. CALL TO ORDER 7:(M)p.m. 2. ROLL CALL 7:00 p.m. 3. COMMUNICATIONS 7:02p.m. 4. CONSIDER MINUTES 7:08 p.m 5. PUBLIC HEARING 5.1 DEVELOPMENT CODE AMENDMENT (DCA) 2009-00004 7.10 p ,,. SEASONAL OUTDOOR SALES CODE AMENDMENT — "CONTINUED" from 10/19/09 6. WORKSHOP —TRANSPORTATION SYSTEM PLAN BRIEFING 8:10 p.m. 7. ADJOURNMENT 9:20p.m. PLANNING COMMISSION AGENDA— November 2, 2009 City of Tigard I 13125 SW Hall Blvd.,Tigard,OR 97223 503-639-4171 I www.tigard-or.gov I Page 1 of I • PLEASE SIGN IN HERE Tigard Planning Commission TIGARD Agenda Item # 6 ' t Page_L of j_ Date of Hearing I - 2—OA Case Number(s) 0 C A 2 OO°k -- 0 Ov0 4 Case Name c Cot. C.kcVoo t cock 5' Rene/vim e,�-�- Location If you would like to speak on this item, please CLEARLY PRINT your name, address, and zip code below: Proponent (FOR the proposal): Opponent (AGAINST the proposal): Name: Name: Address: Address: City, State, Zip: City, State, Zip: Name: Name: Address: Address: City,State, Zip: City, State, Zip: Name: Name: Address: Address: City,State, Zip: City, State, Zip: Name: Name: Address: Address: City,State, Zip: City, State, Zip: Name: Name: Address: Address: City,State,Zip: City, State, Zip: _ " City of Tigard TIGARD Memorandum To: Tigard Planning Commission From: Darren Wyss, Senior Planner Re: Tigard Transportation System Plan Update #2 Date: October 23, 2009 Since the last Planning Commission update in August, the project to update the Tigard Transportation System Plan (TSP) has made significant progress towards developing an initial draft version of the updated TSP. The consultant team has finalized the Needs and Deficiencies Report; the second public forum was held during Saturday afternoon activities at the Tigard Family Fest; and the draft Transportation Solutions Report was distributed by the consultant team. The second public forum was well attended and the community provided valuable input regarding the improvements listed in the current TSP. Maps and two surveys were available for citizens to fill out and their feedback has been incorporated into the draft Transportation Solutions Report. The draft Transportation Solutions Report is an evaluation of strategies and projects developed to address existing and anticipated deficiencies (identified in the Needs and Deficiencies Report) in the transportation system. Recommendations to improve the system include strategies to manage operations and travel demand, and new facilities to improve capacity and connectivity for all modes of travel. With the completion of the draft Transportation Solutions Report, the project to update the TSP has now reached the point in the process to make decisions on what transportation improvement projects (bicycle, pedestrian, transit, motor vehicle) should be included, and their priority, in the updated TSP. The consultants used the following materials and information to develop preliminary recommendations that are found in the Report: • Chap 2 Goals/Policies • Community Input • Chap 3 Base Year Conditions • Regional Transportation Plan • Chap 3 Technical Appendix • Washington County TSP • Document Review and Issues Report • City Staff Input • Needs and Deficiencies Report • Input from City Councilor Meetings The consultant preliminary recommendations include various strategies and projects to improve the system related to all modes of transportation. The projects have been analyzed and recommended for inclusion or removal from the updated TSP and have also been prioritized for their importance to the overall transportation system. I:\LRPIN\Doreen\PC\PC Packets for 2009\11-2-09\11-02-09 PC TSPBriefing2 Memo.doc 1 The next step in the process is for the consultants and City staff to edit the preliminary recommendations and incorporate them into an initial draft version of the updated TSP. This task will be accomplished through a review process that involves the following. First, the recommendations were presented to the Technical Advisory Committee and Citizen Advisory Committee during meetings on October 14, 2009. Second, present the recommendations to the Tigard Planning Commission (Nov. 2"d) and to the City Council (Oct. 20th). Third, perform an internal review by a committee of City staff familiar with the workings of the transportation system in the community. Feedback received from all will be evaluated and any necessary changes will be made to the recommendations before the initial draft of the updated TSP is released. Commissioners have been provided with a copy of the draft Transportation Solutions Report (Attachment 1) for their review. Staff will be looking for feedback during the meeting and will facilitate a discussion. However, as time is limited, staff asks for Commissioners to take time over the next few weeks to review the document and assess whether the recommendations are headed in a direction that supports Tigard's long term transportation aspirations. Staff would also like to invite Commissioners to meet individually to discuss the recommendations. Staff will continue with bi-monthly briefings to the Planning Commission and City Council during the update of the TSP, which is scheduled to be completed end of March 2010. Project documents and information can be found here: www.tigard-or.gov/transportation. If you have any questions about the TSP update process, please contact me at 503-718-2442 or Darren @tigard-or.gov. I:\LRPLN\Doreen\PC\I'C Packets for 2009\11-2-09\11-02-09 PC TSPBriefing2 Memo.doc 2 Draft: Transportation Systems Solutions Updated Tigard TSP Date: October 9, 2009 Project#: 9473 To: Project Management Team Technical Advisory Committee Citizen Advisory Committee From: Elizabeth Wemple, P.E., Susan Wright, P.E. and Michael Houston, Kittelson & Associates, Inc. Cc: Peter Koonce, P.E., Kittelson & Associates, Inc. This report summarizes an evaluation of strategies and projects developed to address existing and anticipated deficiencies in the Tigard transportation system. Improvements include strategies to manage system operations and travel demand, and new facilities to improve capacity and connectivity. The information included in this memo will be included in separate chapters of the final transportation system plan; however it is presented as a unit here in order to facilitate system considerations, evaluations and development of recommendations. The improvements included in this memorandum address motor vehicle, pedestrian,bicycle, and transit travel modes. The material included in this report will be reviewed and discussed at the October 14, 2009 TAC and CAC meetings. Input received at these meetings will be integrated into the draft TSP. The material included in this report is consistent with the deliverables identified in Task 5 of the project contract. With prior agreement from ODOT the TSM/TDM memo and the facilities memo have been combined into this one deliverable. Because of the length of this report we have provided a table of contents and list of figures for reference. LIST OF FIGURES Figure 5-1 Scenario 1 from Needs and Deficiencies Report 5 Figure 5-2 Scenario 2 from Needs and Deficiencies Report 6 Figure 5-3 Recommended Roadway Projects 21 Figure 5-4 Preferred Alternative d/c analysis 22 C:\Documents and Settings\swright\My Documents\Transportation Solutions Analysis 2009_10 09_09.doc Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Figure 5-5 Proposed Transit Service Improvements 49 Figure 5-6 Proposed Bicycle Improvements 56 Figure 5-7 Proposed Pedestrian Improvements 64 Table 5-1 Forecast Transportation Revenues (2009 Dollars) 3 Table 5-2 Tigard Travel Mode Splits (Metro Travel Demand Model) 4 Table 5-3 Maximum SOV Mode Shares 7 Table 5-4 City of Tigard Target Maximum SOV Mode Shares 7 Table 5-5 Qualitative Rating System 8 Table 5-6 TSM Strategies for Tigard 16 Table 5-7 Travel Time Savings from TSM Strategies, 2035 Weekday PM Peak Period 17 Table 5-8 TDM Strategies and Typical Implementing Roles 18 Table 5-9 Projects in the Tigard CIP (2009-2014) 23 Table 5-10 Projects in the Draft 2035 RTP Update 24 Table 5-11 Major ODOT Projects 26 Table 5-12 Roadway Realignments 28 Table 5-13 New Roadways 31 Table 5-14 Road Widening 36 Table 5-15 City/County Intersection Projects 42 Table 5-16ODOT Intersection Projects 44 Table 5-17 Transit Improvements 46 Table 5-18 Transit Improvement Projects 47 Table 5-19 Pedestrian/Bicycle Projects in the Tigard CIP (2009-2014) 54 Table 5-20 Pedestrian/Bicycle Projects in the 2035 Draft RTP 54 Table 5-21 Bicycle Connectivity Improvement Projects 57 Table 5-22 Bicycle Crossing and Facility Improvement Projects 61 Table 5-23 Pedestrian Connectivity Improvement Projects 65 Table 5-24 Pedestrian Crossing Improvement Projects 75 Table 5-25 Multi-Use Pathway Projects 78 Table 5-26 Forecast Transportation Revenues (2009 Dollars) 87 Kittelson&Associates, Inc. 2 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Background This background section of the transportation solutions report provides reference material that will be useful in the discussions and review of the remaining sections of the report. This information includes: • Summary of 20-year costs and potential revenues from the 2002 TSP; • Summary of existing and future needs and deficiencies identified in this project; and • Summary of future travel mode split assumptions from the Metro travel demand model. 2035 ESTIMATED TRANSPORTATION REVENUES Transportation capital improvements are typically funded through a combination of state, city, and private funds. This section documents Tigard's projected transportation revenues based on historic trend information provided by City of Tigard Staff. These funds are used primarily for operations, maintenance, services and materials. In typical years, only a small portion is available for capital improvements. The City of Tigard currently estimates their revenues for transportation from 2009 to 2035 to be approximately $5,150,000 per year (2009 dollars). These revenues have come from six primary sources. Table 5-26 shows a breakdown of the amounts and percentages of the forecast annual revenue from each of these sources. Table 5-1 Forecast Transportation Revenues (2009 Dollars) Percentage Typical Use of of Total Funds (Operating Forecast Forecast or Capital) Annual Annual Revenues Revenues State Motor Vehicle Fees $3,000,000' 58.3% Maintenance (x%) Capital (x%) County Gas Tax $200,000 3.9% Capital City Gas Tax $650,000 12.6% Capital TIF&TDT $300,000 5.8% Capital MSTIP $500,0002 9.7% Capital State/Federal Fees used in City $500,0002 9.7% Capital Annual Total $5,150,000 100% 0-5 Year Revenues $25,750,000 6-10 Year Revenues $25,750,000 11-20 Year Revenues $51,500,000 20 Year Revenues $103,000,000 1 Once State Transportation Bill takes full effect in FY 2012/2013 2 Project specific. Amount listed is an estimate based on historical annual average. Kittelson&Associates, Inc. 3 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 SUMMARY OF NEEDS AND DEFICIENCIES As described in the Needs & Deficiencies Analysis, the forecast 2035 traffic conditions reveal roadway capacity deficiencies on several major corridors during a typical weekday p.m.peak hour. Figure 5-1 illustrates roadway capacity deficiencies anticipated in 2035 with the inclusion of improvement projects identified in the 2035 Regional Transportation Plan (RTP)Update and in the City's Capital Improvement Plan (CIP). This is consistent with Scenario 1 in the Needs & Deficiencies report. In the Needs & Deficiencies Report, the impacts of roadway improvements in the 2002 TSP were evaluated as Scenario 2. Scenario 2 includes all of the Scenario 1 improvements, as well as planned transportation projects in the City of Tigard that were not included in the financially constrained RTP model. These were obtained from the 2002 Tigard TSP, the Washington Square Regional Center Plan, and the Highway 99W Plan, which have been adopted into the TSP. The results of the Scenario 2 analysis are summarized in Figure 5-2. Forecast Travel Mode Splits The travel demand forecasts used to analyze future traffic conditions (Figures 5-1 and 5-2)develops estimates of future travel modes as a function of several inputs in the model,including intersection density, transit subsidies, and parking costs. In Tigard, the model shows limited changes in travel mode shares in the 2035 horizon year. The 2005 and 2035 travel mode splits from the model are shown in Table 5-2. Table 5-2 Tigard Travel Mode Splits (Metro Travel Demand Model) Peak Hour All Day Travel Mode 2005 2035 2005 2035 Automobile 94% 93% 94% 93% ' Single Occupant Vehicle(SOV) 54% 52% 50% 49% Drive with Passenger 18% 18% 19% 19% Vehicle Passenger 22% 23% 24% 25% Transit 2% 3% 2% 2% Walk 3% 4% 4% 4% Bike 1% 1% 1% 1% Kittelson&Associates, Inc. 4 _,,„ 1, raii, TAYLORS FERRY RD Figure 5-1 W' �� 1 W I . 203 5 Demand-to - _ = �� _ �rm. Capacity Ratios un 'ea s - ill I Scenario 1 g cs: ni. 9�8` LOC UST:I OAK ST�� Weekday PM Peak Hour ii o �/��I .�� I I �� Tigard Urban 1 •. It°1.11... � Planning Area ` LEGEND � • .. �`` PFAFFIE I Tr ` D/C Ratio �PQ- 1;� a S4,� 1 < HAINES ST i,1M ��<jo 1 `%\ i\ I,. z m'-j D less than 0.85 \ WALNU •� I`�' ��\�• '` `vv DARTMOUTH ST -� 0.86 to 1.00 ♦ fir)�� I ` — - greater than 1.00 . . ' l i,1__-, f e i.i yGN J! L a' Or* joy `` 4( 2, 2ik Other Map Elements �� I . tiv,, P4, � FRS o N��A • `�sr tiy�sr r _ , -�-WES Rail Line C� �` ,� `. �� V '1151 ® WES Station ce WI i +� i '� +a-F++Rail Lines odLII NI_``;� N� , .0411 tIlf/„, �' 1 aLL51 ° Tigard City Boundary w •••• ` \«,g1ROc °O N' P (GAARDE ST M QQG—nun MCDONALD ST I \ ARI \s \` 1 j a -\ 7 BULOMOUNTAIN RD es BONITA RD \ __ ..... ----- .......... W i _ et W ) s° ` I t ll°IINII �.�� ■ t] O ' o l �■ Zrla P. i�l � J Ye '� • � = I ..Thc tofu....rryxclemcd.lhm map m Conan n of Pebm.ry 2.200').Itrna.r will be moek.6 new'deeuime .t.t.tt.tt• •�' 1, Q or mt.dma k.ar to aka the umtat of the m.p. Ltt.x6..""'...„.t•t BEEF BEND RD / .DURHAM RD , ` ��' / f F 1r, • �r mil♦ o. m *� I .1u11 wrro., o..wq O�xu.a.nw . gntw..q.r T� v.t .nmetlo.NquvpoOm.Nnwwa.w ■// k vper.etl L/el nr1 16W...I 1.6 Oil 9,23 3.6194171 .0,.....,..11. W TAYLORS FERRY RD Figure 5-2 I W 2035 Demand-to- ./-� 1, a .. . �J 1 Capacity Ratios i SfERR 1.-, '' .. W N - - Scenario 2 ■ y RO /11 2 LOCUST ST SCHOU' F, 0 VO o 2 OAK ST Weekday PM Peak Hour ¢ _ PINE ST Tigard Urban c W " I " W Planning Area W \\\ LEGEND 00 ¢ >�'G PFAFFLE ST 1.9..7> P D/C Ratio �S�y N - ��2 `‘�„ < ::':�i ' \ WALNUT sr i 0.86 to 1.00 y<� ■greater than 1.00 loirewl". -�t' I �' �9<N�S A`�tiyy�/ �j�kFRSr i Other Map Elements 106 WES Rail Line h a 5 & ` / 3P r�\ ® WES Station ++++� Rail Lines ,� wAL�T J: Tigard City Boundary Albs, G`4 N� 11/4-Rs ` `. GAARDE ST <2 MCDONALD ST ` I ; LP.; _ _ — _ — ` 1 BULL MOUNTAIN RD BONITA RD Q W 1 Y o I z 0 3 o O i w . a N -T1 ln6rnuu.n tepee...m elm map i. Trn a01 _ / 1dhwn 22009 Revisions•11 be n.deco Iti.it.i�•i.. . 1 —md .xmrn al.t.cnn tithe re. xne '•"�.��.pr.eI.cr.�I. BEEF,BENORD .%�" - �� 0� l DURHAM RD i� F� .' F `"'--- ■ 000 / , � �� r Q ` gi �� W-:. .T. .' "". .,t li �, / �L/1..... i 0 i / Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 As shown in Table 5-2, the proportion of trips made by single occupant vehicle(SOV)is expected to decline only slightly by the year 2035, though they will be in the range of the targets established by the RTP. Still, the table shows that motor vehicle travel will continue to be the travel mode for 93 to 94 percent of travel in Tigard. Given the significant motor vehicle capacity deficiencies under forecast conditions, an increase in transit, walk, and bike mode shares is essential to the future transportation system in Tigard, as much as adding roadway capacity for increased demand. In order to achieve a balanced transportation system, and in compliance with the requirements of the RTP Update, maximum SOV mode shares are proposed for the City of Tigard and designated centers. These are summarized in Table 5-3, along with the SOV shares in the 2005 and 2035 Metro model, and the RTP target for each area type. Table 5-3 Maximum SOV Mode Shares Travel Model 2004 RTP Tigard Area 2005 2035 Target Citywide 50% 49% 40-50% Washington Square Regional Center 47% 46% 45-55% Tigard Town Center(Downtown) 54% 51% 45-55% King City Town Center 53% 51% 45-55% Tigard Triangle XX XX XX While the above is consistent with the RIP and the travel demand model, the City aspires to even lower maximum SOV mode shares. Table 5-4 shows the more targets for the City of Tigard as a whole, and the more aggressive targets for the regional center and town centers. Table 5-4 City of Tigard Target Maximum SOV Mode Shares City Aspiration Tigard Area Target Citywide 49% Washington Square Regional Center 40% Tigard Town Center(Downtown) 400/0 Durham Road Town Center 45% Tigard Triangle 45 It is anticipated that the Metro classification of carpool travel will, in the near future, change to include trips which include a parent and one or more child in the car. To date, these are not considered carpool trips. When and if this change is made, the City will need to reconsider their Kittelson&Associates, Inc. 7 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 mode split target and monitoring as the number of carpool trips will automatically increase with this reclassification of trips. Evaluation Criteria for Transportation Improvements The project goals and objectives were used to develop a set of evaluation criteria that are used to screen and prioritize alternative project concepts. Based on the project goals, the criteria were divided into seven categories: multi-modal mobility, system capacity, consistency with local/regional plans, safety, cost-effectiveness,environmental resources, and environmental justice. The evaluation criteria were applied to new projects, projects recommended for removal from the TSP and project that were otherwise considered critical or notable. The scores were assigned qualitatively and were used to support the overall project evaluation. The scores were not weighted, but were used to assess the overall quality of the project. The rating method used to evaluate the alternatives is described below (Table 5-5): Table 5-5 Qualitative Rating System Goal Rating Meaning • Significantly improves transportation options, or connectivity within a mode Multi-Modal • Provides some improvement to transportation options, or connectivity within Mobility a mode O Does not change transportation options or connectivity • Project improves system capacity System Capacity • Project does not significantly change system capacity O Project decreases system capacity Consistency with • Included as part of other local jurisdiction, regional, and/or state plans other jurisdiction • Not mentioned in consistent with the intent of other plans Local, Regional Plans 0 Inconsistent with local jurisdiction, regional, and/or state plans • Provides a safety enhancement in an area with noted safety deficiency or an area with significant pedestrian and/or bicycle traffic. Safety • Provides a safety enhancement to one or more modes of travel. O Provides no improvement or negative impacts to safety for any mode. • Provides significant increases in mobility compared to the relative cost. Cost-Effectiveness • Provides reasonable increase in mobility compared to the cost. O Provides little increase in mobility compared to the cost. • Enhances parks, wetlands,or other environmentally sensitive areas Environmental • Does not impact environmentally sensitive areas Resources O Impacts environmentally sensitive areas • Enhances transportation options for designated population neighborhoods Environmental • No obvious impact designated population neighborhoods Justice O Negatively impacts designated population neighborhoods Kittelson&Associates, Inc. 8 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 ALTERNATIVES ANALYSIS The general approach outlined in this memorandum is to find a balance of investments and policies that will best serve the current and future transportation needs of the Tigard community, including its role within the regional transportation system. This document includes a discussion of transportation systems improvements and multi-modal facilities plans. These are followed by recommendations specific to areas within Tigard that have unique objectives and constraints. The specific strategies and recommendations are organized as follows: • Land use measures to encourage development patterns that are supportive of transit,bicycle and walk trips, and that reduce dependence on the automobile. • Connectivity improvements that minimize the need for out-of-direction travel for all travel modes. Connectivity improvements should enhance the convenience for non-motorized travel modes and should reduce motor vehicle use of regional roadways for local trips. • Investments in transportation system management(TSM)measures that will optimize traffic operations of the existing roadway system. • Investments in programmatic measures that support transportation demand management (TDM),such as participation in transportation management associations. • Policies and programs to implement access management strategies All of the above improvements could be classified as "systems management" strategies because they are all aimed at improving conditions with a focus on increasing efficiency rather than increasing capacity. In addition to systems management strategies, a set of projects for new or expanded facilities is also provided. These include: • Roadway projects to accommodate growth in motorized travel demand. • Bicycle, pedestrian, and transit system improvements to facilitate local and regional travel options. In some cases, physical infrastructure projects are a part of a TSM strategy. For example, a new roadway link may have the effect of increasing roadway capacity, but may provide a more important benefit of creating a more efficient travel path, thereby relieving constrained conditions elsewhere. Finally, specific strategies and improvements are provided for the Washington Square Regional Center(WSRC),Tigard Triangle,and Downtown Tigard. LAND USE Land use patterns in the City of Tigard and surrounding areas are suburban in character, with residential areas separated from commercial areas and a relatively low density of development overall. The majority of land in Tigard is zoned for residential uses, with commercial zoning primarily along Highway 99W and in the Tigard Triangle, and industrial primarily along the WES commuter rail track south of Highway 99W. The Washington Square Regional Center (WRSC) and Kittelson&Associates, Inc. 9 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Tigard Triangle also include significant mixed-use zoning. Based on current zoning and growth projections, most residential growth will occur in the west side of Tigard and south in the neighborhoods around Durham and Beef Bend Road. Employment growth is forecast to occur near major roadways, especially near Highway 217. In addition to zoning and growth forecasts within Tigard, the Bull Mountain area west of Tigard is currently being planned for approximately 4000 additional homes. The travel demand model forecasts approximately 400 new weekday p.m. peak hour trips on Scholls Ferry Road associated with the Bull Mountain area, and another 250 trips on Highway 99W. This traffic growth forecast would be even higher (approximately 300 and 200 respectively) once the model is updated to include the higher residential numbers currently being planned. Several land use strategies are identified to support the use of non-automobile travel modes while retaining the residential and suburban character throughout most of Tigard. LU1- Commercial Nodes in Residential Areas Create commercial nodes within residential neighborhoods to include small restaurants, coffee shops, or neighborhood retail. These neighborhood commercial nodes will provide residents with the opportunity to take non-work trips by bike or walking.This could be accomplished by allowing neighborhood-commercial as a permitted use in residential zones, or through designating specific nodes on the City's comprehensive plan map as neighborhood commercial. The N-C designation currently exists within the City. Consistency Multi-Modal System w/ other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • • • • • • LU2 - Non-Auto Oriented Development Encourage Non-Auto Oriented Development with mixed uses and higher densities in targeted areas, such as along Highway 99W,in the Downtown', and in the WSRC. Mixed use developments have been found to reduce automobile trips by supporting higher frequency transit service and promoting pedestrian and bicycle travel. For Highway 99W, this type of development should be supported in conjunction with the planned Highway 99W Land Use Study for High Capacity Transit which is expected to start in 2010. Non-Auto development can be encouraged through various policies such as parking management requirements, density requirements or bonuses, and/or pedestrian, bicycle or transit mode design guides to integrate non-auto mode features and incentives directly into development. The City's comprehensive plan includes considerably higher residential densities in Downtown,which were not reflected in the Metro model. Kittelson&Associates,Inc. 10 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Consistency Multi-Modal System w/other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • • • • • LU3 -Alternative Mobility Standards Work with ODOT to develop alternative mobility standards on Highway 99W and at I-5 and Highway 217 interchanges in order to accommodate higher density development patterns along the corridor within Transportation Planning Rule requirements. Consistency Multi-Modal System w/other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • • • • • CONNECTIVITY As identified in the Needs & Deficiencies Report, east-west connectivity is severely challenged in Tigard by Highway 217, I-5, the WES commuter/freight rail line, and Fanno Creek. With only a limited number of east-west through routes, there is considerable demand placed on a few roadways. In addition to the citywide connectivity issues, many neighborhood streets systems in Tigard are characterized by cul-de-sacs and stub streets. These are often desired because they can limit traffic speeds and volumes on local streets. However, they also result in indirect travel paths, longer trips, limitations to pedestrian and bicycle mobility, and a reliance on arterials for local trips. Opportunities for new roadway connections are limited and may be very expensive due to natural barriers, terrain,or the built environment. An additional negative impact of this development pattern is cut-through travel. With congested arterials , travelers will find less direct, but uncongested routes through neighborhoods. Cut- through travel is often at higher speeds than appropriate for a residential street. This will have a negative impact on livability and, to the extent that cut-through trips occur on a commercial street (e.g. Main Street) this could have a negative impact on local business. As improvements are considered and prioritized, the potential to positively or negatively impact cut-through trips should be considered. As new development occurs, new roadways should be constructed to create a more efficient network consistent with the RTP guidelines. The City does not have an up-to-date inventory of existing street stubs. Such an inventory would be used by staff to identify potential new connections during development review. Kittelson&Associates, Inc. 11 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 In addition to roadway connectivity, bicycle and pedestrian facilities should be provided to make these travel modes more convenient and efficient. The recently adopted Tigard Neighborhood Trails Plan identifies 42 off-street trail projects to improve connectivity and reduce out of direction travel.These projects will be implemented by the City as funding becomes available. Cl - Connectivity Inventory Create a comprehensive inventory (likely GIS-based) of street stubs and potential future roadway connections. The inventory should identify priority future connections that could be implemented with development or through dedicated public projects. Consistency Multi-Modal System w/other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • • • • • • C2 - Spacing Requirements Evaluate connectivity spacing in the current code and determine recommended spacing for future development in the City. Consistency Multi-Modal System w/other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • • • • • C3- Developer Connectivity Improvements Ensure that development code policies require new roadway or multi-modal connections in project mitigations,as appropriate for associated impacts. Consistency Multi-Modal System w/other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • • • • • TRANSPORTATION SYSTEM MANAGEMENT TSM strategies include a wide variety of measures aimed at improving operations of existing transportation facilities. TSM measures include variable message signs, improvements to traffic signal system operations, or added turn lanes at existing intersections. TSM measures can be focused on improving transportation "supply" through enhancing capacity and efficiency; or on reducing transportation demand, through measures intended to reduce motor vehicle travel, especially during peak travel periods. Several TSM strategies are identified for application in Tigard in existing plans, including the RTP Update and the Highway 99W Plan. Some of the key strategies identified for consideration in Tigard are summarized below. Kittelson&Associates, Inc. 12 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Signal Retiming/Optimization Signal retiming and optimization refers to updating timing plans to better match prevailing traffic conditions and interconnecting signals. Timing optimization can be applied to existing systems or may include upgrading signal technology, including signal communication infrastructure or signal controllers or cabinets. Signal optimization can reduce travel times and can be especially beneficial to improving travel time reliability. Costs: approximately$4,000 per intersection for signal retiming. Advanced Signal Systems Advanced signal systems incorporate various strategies in signal operations to improve the efficiency of a transportation network. Strategies may include coordinated signal operations across jurisdictions as well as centralized control of traffic signals. Advanced signal systems can reduce delay, travel time and the number of stops for vehicles,while potentially increasing average vehicle speed. In addition, these systems may help reduce vehicle emissions and have a high impact on improving travel time reliability. The detection system, controller hardware, and software required at intersections depend on the signal system strategy. In order to implement an advanced signal system, an inventory of the existing hardware and software on the roadways would be performed. The signal controllers on Highway 99W have recently been updated to type 2070 controllers; however many of the remaining signals in Tigard operate model 170 traffic controllers. The cost of upgrading an intersection from a 170 controller to the 2070 model is approximately $2,000 for the controller, $2,000 to install upgraded Ethernet communication and switch, and$2,000 for installation. Additionally, some signal cabinets will likely need to be replaced, at a cost of approximately $7,000. Assuming 1 out of 7 cabinets (roughly 15 percent) need to be replaced the total improvement cost of upgrading the 79 signals in Tigard is approximately$558,000. Of the 79 signals in the City of Tigard, 47 are owned and maintained by ODOT; the rest are maintained by Washington County. Coordination with ODOT and Washington County will be necessary for signal upgrades and implementing advanced signal systems. Advanced signal systems may be applied to several innovative control strategies. The costs of these systems vary as a function of the types of controllers, programming needs and detection needs, Alternative signal systems include: • Adaptive or active signal control systems improve the efficiency of signal operations by actively changing the allotment of green time for vehicle movements and reducing the average delay for vehicles. Adaptive or active signal control systems require several vehicle detectors at intersections in order to detect traffic flows adequately, in addition to hardware and software upgrades. Installing these systems cost approximately$50,000 per intersection. • Traffic responsive control uses data collected from traffic detectors to change signal timing plans for intersections. The data collected from the detectors is used by the system to automatically select a timing plan best suited to current traffic conditions. This system is Kittelson&Associates, Inc. 13 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 able to determine times when peak-hour timing plans begin or end; potentially reducing vehicle delays.Installing these systems cost approximately$3,000 to$5,000 per intersection. • Transit signal priority systems use sensors to detect approaching transit vehicles and alter signal timings to improve transit performance. This improves travel times for transit, reliability of transit travel time,and overall attractiveness of transit.The City of Portland has the only system of bus priority in the region, which is applied on most of the major arterial corridors throughout the city. Generally, the costs of installing transit signal priority systems vary greatly,potentially ranging from$5,000 to$35,000 per intersection. • Truck signal priority systems use sensors to detect approaching heavy vehicles and alter signal timings to improve truck freight travel. While truck signal priority may improve travel times for trucks, its primary purpose is to improve the overall performance of intersection operations by clearing any trucks that would otherwise be stopped at the intersection and subsequently have to spend a longer time getting back up to speed. Implementing truck signal priority requires additional advanced detector loops, usually placed in pairs back from the approach to the intersection. The cost of detectors and installation is approximately$10,000 per intersection. Access Management Access management describes a practice of limiting the number, placement, and movements of access intersections in order to provide access while preserving traffic flow, safety, capacity and speed on the surrounding road system. Within developed areas, access management strategies may include shared or consolidated access points, restrictions on access point movements (medians, channelized movements), or closing access points. Access management provides several potential benefits, such as reducing crashes and crash rates and increasing capacity on the main roadway by maintaining vehicle flows and speeds. While there are several benefits for vehicles(e.g. reduced delay, travel speed, consistency of driving environment), well-employed access management strategies can greatly improve travel conditions for pedestrian and bicycles. Eliminating the number of access points on roadways reduces the number of potential interruptions and conflict points between pedestrians,bicyclists, and cars. Access management is typically adopted as a policy in development guidelines. It can be extremely difficult once properties have been developed along a corridor to implement an access management program. Cooperation among and involvement of relevant government agencies, business owners, land developers and the public is necessary to establish an access management plan that benefits all roadway users and businesses. The City has adopted the Highway 99W plan which includes access management policies and programs. The City will pursue this access management plan. Costs:vary depending on access rights and property values. Kittelson &Associates, Inc. 14 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Real-Time Traveler Information Traveler information consists of collecting and disseminating information to the traveling public. This includes information on traffic and road conditions, general public transportation and parking information, interruptions due to roadway incidents, roadway maintenance and construction, and weather conditions. Traveler information is collected from roadway sensors,traffic cameras,vehicle probes, and recently media access control (MAC) devices such as cell phones or laptops.Data from these sources are sent to a central system and subsequently disseminated to the public so that drivers track conditions specific to their cars and can provide historical and real-time traffic conditions for travelers. When roadway travelers are supplied with information on their trips, they may be able to avoid heavy congestion by altering a travel path or delaying the start of a trip. This can reduce overall delay and fuel emissions. Traveler information projects can be prioritized over increasing capacity on roadway, often with high project visibility among the public. Costs: $50,000 to$100,000 per DMS$11,000 per permanent MAC reader. There are also costs associated with the infrastructure and services necessary to distribute travel information. Real-Time Transit Information Transit agencies or third-party sources can disseminate both schedule and system performance information to travelers through a variety of applications, such as in-vehicle, wayside, or in- terminal dynamic message signs, as well as the Internet or wireless devices. Coordination with regional or multimodal traveler information efforts can increase the availability of this transit schedule and system performance information. TriMet has implemented this through its Transit Tracker system. These systems enhance passenger convenience and may increase the attractiveness of transit to the public by encouraging travelers to consider transit as opposed to driving alone. They do require cooperation and integration between agencies for disseminating the information. Infrastructure improvements, such as installing real-time signs at transit stops, may not be worthwhile since currently most people can use a cell phone or Web-enabled phone to check the transit arrival time for TriMet vehicles. Transportation Demand Management (TDM) Transportation or travel demand management (TDM) can be considered an example of a TSM strategy because it improves the efficiency of a given transportation system without necessarily increasing roadway capacity. TDM describes a wide range of measures designed to reduce motor vehicle travel, especially during peak hours, by influencing the mode choice, automobile occupancy, or time of travel.TDM measures are addressed in more detail in a later section. TSM Application in Tigard The TSM strategies recommended for implementation in Tigard are summarized in Table 5-6. These include strategies identified in the RTP Update, the Highway 99W Plan, the 2002 TSP, and also strategies identified for the TSP Update. Kittelson&Associates, Inc. 15 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Table 5-6 TSM Strategies for Tigard Roadway Strategy Estimated Benefit Source Highway 217 Transit priority treatment Metro Draft TSMO Plan Real time information at Scholls Ferry Road, Hall Tigard TSP Update Blvd and Greenburg Rd interchanges, tied to 5%Increase in parking availability at Washington Square Mall Capacity during peak days. Enhanced data collection Tigard 2010 TSP Update Highway 99W Active Corridor Management, including upgrade Currently underway of signal controllers, wireless detection, and by ODOT/City updated timing plans. Transit priority, with queue bypasses at several Highway 99W Plan locations 10%Increase in Capacity Access management Highway 99W Plan High capacity transit Regional High Capacity Transit System Plan Scholls Ferry Install integrated corridor management RTP FC project list Road equipment. 5% Increase in (10602), $1,109,000 Arterial corridor management with adaptive Capacity Metro Draft TSMO signal timing and transit signal priority Plan Hall Boulevard Arterial corridor management with transit priority Metro Draft TSMO 5%Increase in Plan Capacity Access management Tigard 2002 TSP 72nd Avenue Arterial corridor management Metro Draft TSMO 5%Increase in Plan Truck signal priority south of Highway 217 Capacity Tigard 2010 TSP Update Durham Road Arterial corridor management 5% Increase in Metro Draft TSMO Capacity Plan Implementation of the TSM strategies identified in Table 5-6 will require coordination with ODOT and Washington County, which operate the traffic signals in the City of Tigard. The effectiveness of each TSM implementation will depend on the specific parameters and objectives for each corridor. For example, traffic signals on the Scholls Ferry Road could be timed to optimize travel on the mainline, but at a detriment to the side streets. These types of timing methods can be implemented on a case-by-case basis. For the purpose of this system-wide analysis, relatively conservative assumptions were made regarding the impacts on corridor operating capacity. The TSM strategies summarized in Table 5-6 were evaluated using the regional travel demand model. The roadway capacity analysis, which includes future transportation projects from the RTP and the Tigard CIP, was refined to incorporate the proposed TSM measures identified in Table 5-6. While the model does not capture each specific TSM measures, the analysis of the measures was Kittelson&Associates, Inc. 16 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 conducted by assigning an increase in capacity along each corridor to reflect the optimized efficiency of corridor. Capacity increases applied to each corridor ranged from five to ten percent, depending on the extent of TSM implementation identified. The changes in estimated travel times along each of the corridors are summarized in Table 5-7. Table 5-7 Travel Time Savings from TSM Strategies, 2035 Weekday PM Peak Period Initial Improved Travel Travel Percentage Capacity Times Times of Corridor From/To Direction Improvement (sec) (sec) Improvement WB 10% 504 488 -3.2% Hwy 99W 68th to Durham EB 10% 459 450 -2.0% WB 5% 190 188 -1.1% • Scholls Ferry Rd Cascade to Barrows - EB 5% 166 166 0.0% SB 5% 542 530 -2.2% Hall Blvd Greenburg to Durham NB 5% 482 477 -1.0% Dartmouth to SB 5% 330 322 -2.4% 72nd Ave Upper Boones Ferry o 0 NB 5/0 294 292 -0. /o 7 Highway 99W to Upper WB 5% 291 285 -2.1% Durham Road Boones Ferry Road ° EB 5% 260 260 0 As Table 5-7 shows, the planned TSM strategies are expected to improve travel times along these corridor segments by up to 3.2 percent during a forecast 2035 weekday p.m. peak period. It is possible that some corridors could see greater travel time savings if specific systems are managed to achieve this specific outcome. TRANSPORTATION DEMAND MANAGEMENT TDM measures include any method intended to shift travel demand to alternative travel modes, to less congested times of day, or to locations with more available capacity. Some common examples of TDM strategies include programs such as carpool matching assistance or flexible work shifts; direct financial incentives such as transit subsidies; or facility or service improvements, such as bicycle lockers or increased bus service. Some of the most effective TDM strategies are most suitable to be undertaken by employers and are aimed at encouraging non-SOV commuting. Strategies include preferential carpool parking, subsidized transit passes, and flexible work schedules. Cities and other public agencies can play a critical role in support of TDM through provision of facilities and services, as well as development policies that encourage TDM. While many TDM strategies are most effectively implemented by employers, there are numerous strategies that cities can implement or support with other agencies. These include access management and connectivity strategies that are more often associated with roadway elements of Kittelson&Associates, Inc. 17 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 planning. Other strategies include provision of facilities (sidewalks, bicycle lanes, transit amenities) and management of existing resources (parking). Another critical role that cities play is in the policies related to development activities. Through support, incentive, and mandate, cities can ensure that new development supports a balanced transportation system. Several broad TDM strategies are summarized in Table 5-8. The table also identifies typical implementation roles. Table 5-8 TDM Strategies and Typical Implementing Roles Transportation TDM Strategy City Management Developers TriMet Employers Metro State Association Public parking management P S S S Flexible parking requirements P S S Access management * P S P Connectivity standards* P S S P Pedestrian facilities P S S S Bicycle facilities P S S Transit stop amenities S S P S Parking management P S S Limited parking requirements P S S Carpool match services S P S Parking cash out S S P Subsidized transit passes S P S Carsharing program support P S S S S P: Primary role; S: Secondary/Support role * Primary implementation depends on roadway jurisdiction The City of Tigard does not have a dedicated TDM program, however, the Westside Transportation Alliance (WTA) is a transportation management association (TMA) serving Washington County. The WTA assists employers in developing, implementing, and monitoring programs to reduce commute trips by SOV. The City of Tigard is a member of the WTA, as are most neighboring jurisdictions and many private employers. While the emphasis at WTA is to help employers create TDM programs, the WTA web site provides an "information hub" that individuals can use to find out about a myriad of travel options, including transit service, park-and-ride lots,bicycling, carpool matching, and other services. Specific Strategies the City of Tigard could implement include: TDM 1 Develop and implement a comprehensive TDM program la-Establish Mode Split Targets The City of Tigard intends to adopt non-single occupant vehicle mode split targets that are more aggressive than the targets currently adopted by Metro. Table 5-4 shows the targets planned for the City as a whole, downtown Tigard, and the 2040 Centers in Tigard. Kittelson &Associates, Inc. 18 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 lb-Hire or designate a TDM Coordinator Designate a staff TDM Coordinator to develop city wide TDM programs, develop and implement TDM programs for City staff, and as appropriate participate in Westside Transportation Alliance and support the development of local Transportation Management Associations (See Tigard Triangle special area discussion). 1c—Conduct surveys to identify and track mode splits Develop a program to identify and track existing travel modes within the City as a whole, downtown Tigard, and the 2040 Centers in Tigard. Conduct surveys regularly (e.g. every three years) in order to track progress in TDM implementation. Consistency Multi-Modal System Cost- Environmental Environmental Mobility Capacity W/other Safety Effectiveness Resources Justice Plans • • • TDM 2 Review and update development requirements to integrate TDM supportive policies Review existing development code requirements to identify policies and requirements to support TDM. Policies could be implemented or modified to include parking management (e.g. shared parking, carpool parking, pricing), pedestrian and bicycle infrastructure, bicyclist end of trip facilities (e.g. lockers, showers, changing rooms), employer TDM programs, transit subsidies, and/or shuttle programs. Consistency Multi-Modal System Cost- Environmental Environmental Mobility Capacity w/ other Safety Effectiveness Resources Justice Plans • • • • • • TDM 3 Develop and Implement Program Similar to "Portland Smart Trips" With a Staff member dedicated to TDM, the City of Tigard could develop and implement a program similar to the City of Portland"SmartTrips" program. Smart Trips is an individualized marketing program modeled on "TravelSmart" which is a program in Australia and Europe to reduce drive-alone trips and increase walking, bicycling, transit, and carpool trips. The individualized marketing methodology hand-delivers packets of information to residents who wish to learn more about all their transportation options including transit, walking, bicycling, carpooling, car sharing, and combining trips in their neighborhoods. Key components feature biking and walking maps and organized activities that get people out in their neighborhoods or places of employment to shop,work, and discover how many trips they can Kittelson&Associates, Inc. 19 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 easily, conveniently, and safely make without using a car. Success is tracked by evaluating qualitative and quantitative results from surveys and other performance measures2. Consistency Multi-Modal System COW Environmental Environmental Mobility Capacity W/ other Safety Effectiveness Resources Justice Plans O 0 • • • • I _ ROADWAYS FACILITIES PLAN The roadway facilities plan is presented in this section of the document. Figure 5-3 shows the draft project recommendations and draft project priorities. Figure 5-3 also shows the projects recommended for removal from existing planning documents. Figure 5-4 shows the results of the demand to capacity analysis for the recommended projects. The following tables summarize the project recommendations and draft project priorities. Projects from the current City of Tigard CIP(Table 5-9)and 2035 Draft Metro RTP(Table 5-10)are presented first for reference and context. Subsequently the projects are organized as follows: • Major ODOT projects(Table 5-11), • Roadway realignments(Table 5-12) • New roadway projects(Table 5-13), • Road widening projects(Table 5-14), • City/County intersection projects(Table 5-15), and • ODOT Intersection projects(Table 5-16). Following each table summary is an evaluation of the new projects that have been identified through this planning process, and an evaluation of the projects recommended for removal from the current TSP. 2 Case Study of City of Portland SmartTrips Program http://www.walkinginfo.org/library/details.cfm?id=3961 Kittelson&Associates, Inc. 20 U Y M Figure 5-3 0 N Y DRAFT a I y s� TAYLORS FERRY RD Roadway . r u — Projects D `' �' 2 Tigard Urban Z u g �, Planning Area In u w .- LOCUST ST r",141110,�� m'p� a o s LEGEND OAK ST 29 -� u°Q ? !--+ '"x Intersection Improvements NV RD �An( �_ PINE ST SGH0'iS \i J f .,,,.....�s� ...... '., C'� 411/ High Priority bitD :. c F D9 : • Medium Priority w Ei�' p < Er S. O�Q. a ^�``„ PFAFFLE ST S S • Low Priority �, HAINE,.JTe- y QQ N T 9E O Remove from TSP O WALLA I get �` • �� Roy Improvements urs� Eft 0 M ' , ■High Priority WALNUT ST ,-. �` DARTMOUTH ST > r,,,," yq \�S N� 3 El Medium Priority i;, <4'C/i. el,.." ,1124. 11"L'Zik- %ti°' Low Priority ye R al 9ti Aa s . ;40 ii r E 9 tiy� h Remove from TSP • +yy >� °o Other Map Elenmts y..... �1N av 217) '�+� I'i Tigard City Boundary ",90 v WALL 91- ,°. 1 < QP Sy'9r�- .•F yW'i" ..L........i , { GAARDE ST `,� WES Rail Line aREI Y a MCDO NALD ST �,� 90 E ::. \rX1 Q x, • ?� CO eis WES Station sy, BONITA RD " + $ Rail Lines BULL MOUNTAIN RD g!- 1 v r IIII r. } O 1 le J m 8 114.ARl. • Q ■ BEEFBEND RD' f0 DURHAM RD /11144. ;) 4. ii w�i Mi� TAYLORS FERRY RD Figure 5-4 =' �?' •. l_ia� r 2035 Demand-to- ".. - � � _ Capacity Ratios m with TSMO �G 'i w n i FERRY RO ■ s�'■ w C 2 LOCUST Si mom = 5 NOLi ♦ c"., a O O 5e �� o =`' �I C ��=tM � Weekday PM Peak Hour ia �� 1' j��I Tigard Urban I NI � � , 1pop Planning A rea e(I LEGEND r 1`' ` I I o I �, • JF',, '\` PFAFFL -ligg�y � 2 `� a HAINE5 ST DEC Ratio 1 , �■ .■ m'r I� � ��4' '',1111 i VW' Z !' ■less than 0.85 '"".r Ill e \ WALNUT ST - ,, 7 \r DARTMOUTH ST / i 0.86 to 1.00 11 / �`�`' �� I NUT SS , \ 1 greater than 1.00 `1 ' � , � � Roadway Improvement; G T T ` `7- 'tf_y -=ra.Atilralleli sT `T +a, Ai, Other Map Elements _�C� .. � / y Y ' WES Rail Line o L , -F I '�`• 0 v ;`\�Q �� I WES Station Api, Eft ' , \\ .' — wA�LST °...� ' +•++a Rail lines "i RO�,,y� . r ki.„ ”], QP°`� G-. . >• Tigard City Boundary .Qs . GAARDE ST �n. MCDONALD ST ,‘� `• II jmaii _ _--- _• ! - ' BULL MOUNTAIN RD I� _ .. BONITA RD'``,, MB 11 IIIII611 EMI 11M1 4444 lip..... mir■ miff mi in 1 IL 1411 ii --7-fi Imo pin= - Ei4 ;111 ! \ 3 — Q �' — N I ••lir ITN Remoras,vn on M,s map inem ml�.•1 01.1 w•c.n.n.u.r $ _ , ` fdmw 2�IW9 0.n..m.will bcs�h a.the amp has ''•"•4,,•.'-1..l,.,... BEEF BEND RD / jalii411141 , DURHAM RD a �Q� If lam_ Nraffil , vi 11111 Mr x ro Z w.,. .air.rw.rir.'wi""'.'.'.. I 1 z ■ Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Each of the new projects and removed projects was originally evaluated according to the seven evaluation criteria and given a qualitative assessment as described in Table 5-5. Discussion about d/c analysis forthcoming Table 5-9 Projects in the Tigard CIP (2009-2014) TSP Update CIP Project Project Fully # Number Project/ Program Name Total Cost Funded? 17 95030 Ash Ave Extension (Burnham to Railroad) $890,749 Yes 73 95031 Hall Blvd at Hwy 99W Gateway $435,000 No 11 97006 Scoffins/Hall/Hunziker Realignment Study $75,000 No 74 95005 Greenburg Rd/ Hwy 99W/ Main St Intersection Improvements $5,363,450 Yes 51 95006 Tigard Triangle Local Improvement District(includes some $2,280,303 Yes frontage improvements on 68`h and Dartmouth and traffic signal at 68th/Dartmouth) 54 95010 Walnut St Signal &WB Right-turn Lane at 135th Ave $400,000 Yes 31 95013 72nd Ave Improvements- Dartmouth St to Hwy 99W $1,200,000 No 84 95014 121st Ave Improvements-Walnut St to North Dakota St (3 $375,000 No lanes plus bike lanes and sidewalks) 34 95015 121st Ave Improvements-Whistlers Loop to Tippitt St (3 lanes $2,400,000 No plus bike lanes and sidewalks) 32 95016 72nd Ave Improvements- Bonita Rd to Hunziker St (3 lanes $300,000 No plus bike lanes and sidewalks) 31 95017 72nd Ave Improvements- Hunziker St to Dartmouth St(3 lanes $400,000 No plus bike lanes and sidewalks) TSP 95019 Dartmouth St Improvements- 72nd Ave to 68th Ave (3 lanes $800,000 (plus No Project plus bike lanes and sidewalks) LID funds) 38 for 4 Lanes 60 95020 Hall Blvd Right-Turn Lane (southbound to McDonald Street) $400,000 No 48 95023 Walnut Street Improvements-116th Ave to Tiedeman Ave (3 $2,500,000 No lanes plus bike lanes and sidewalks) 62 95025 Main Street Traffic Signal (at Tigard Street) $175,000 No 43 95026 Greenburg Rd Improvements- North Dakota St to Shady Lane $1,400,000 No (5 lanes plus bike lanes and sidewalks) 65 95028 Tiedeman Ave Traffic Signal &NB Left-Turn Lane (at Tigard $410,000 No Street) Total $19,804,502 Kittelson&Associates, Inc. 23 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Table 5-10 Projects in the Draft 2035 RTP Update TSP RTP Fully Update Project Funded Project# Number Project/ Program Name Project Description Total Cost 47 10596 Scholls Ferry Road Widen to 7 lanes Hwy 217 to 1215` $19,749,000 Yes Improvements 4 10599 Hwy 217/72n°Ave. Complete interchange reconstruction $19,537,000 No Interchange Improvements with additional ramps and overcrossings 24 10746 Washington Square Increase local street connections at $3,000,000 Yes Connectivity Improvements Washington Square Center based on recommendations in the regional center plan 22 Hwy. 217 Overcrossing Provide a new connection from Nimbus 10747 Cascade Plaza to Washington Square south of Scholls $5,166,000 No Ferry Road. 43 Greenburg Road Widen to 5 lanes with bikeways and 10748 Improvements, South sidewalks from Shady Lane to North $4,000,000 Yes Dakota. Includes bridge replacement. 44 10750 Greenburg Road Improvements Widen to 5 lanes from Tiedeman to 99W $15,017,000 No 23 Realign Hunziker Street to meet 10751 Hwy. 217 Overcrossing Hampton Street at 72nd Ave. Remove $9,635,000 Yes existing 72nd/Hunziker Street intersection. 40 10753 Durham Road Improvements Widen to 5 lanes from Hall to Upper $21,093,000 Yes Boones Ferry Road 27 Extend street east of 99W to connect to 10754 Walnut Street Extension Downtown Tigard. (PE Phase only) $3,770,000 Yes 31 Widen to 5 lanes from 99W to Hunziker 10755 72nd Ave. Improvements with bikeways and sidewalks. Includes $25,000,000 Yes bridge replacement. 38 10759 Dartmouth Street Widen to 4 lanes with turn lanes and $4,412,000 Yes Improvements sidewalks from 72 to 68th. 16 10762 Nimbus Ave. Extension 2 lane extension with sidewalks and bike $30,000,000 No lanes. 39 10764 Durham Road Improvements Widen to 5 lanes with bikeways and $20,000,000 Yes sidewalks from 99W to Hall. 7,8,9,10 Reconfigure intersection of Durham & Upper Boones Ferry to create a through route between Durham &I-5/Upper Upper Boones Ferry Boones Ferry/Carmen Interchange; 2nd 10768 Intersection Improvements Northbound Turn Lane at 72nd/Upper $9,630,000 Yes Boones Ferry; 72nd/Boones Ferry assuming Boones Ferry/72nd widened to 5 lanes; eastbound right turn lane at Carman/I-5 southbound. 56, 57, 58 2nd Northbound turn lane, modify signal timing at Greenburg/Oleson/Hall; install Greenburg Intersection boulevard treatment at 10769 Improvements Greenburg/Washington Square Road; $7,000,000 Yes improve geometry/alignment and extend cycle length at intersection of Greenburg/Tiedeman. 66 Provide increased capacity at priority intersections, including bus queue Hwy. 99W Intersection bypass lanes in some locations, 10770 Improvements improved sidewalks, priority pedestrian $50,000,000 Yes crossings, and an access management plan, while retaining existing 4/5-lane facility from I-5 to Durham Road. 48 Walnut Street Improvements Widen to 3 lanes from 99W to 116th; $12,000,000 Yes build sidewalks&bike lanes; safety Kittelson&Associates, Inc. 24 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 TSP RTP Fully Update Project Funded Project# Number Project/ Program Name Project Description Total Cost 7 improvements 46 Construct turn lanes &intersection McDonald Street Improvements improvements; add bike lanes& $8,000,000 Yes sidewalks in gaps from 99W to Hall 45 Widen to 3 lanes from Locust to Hall Blvd. Improvements Durham; build sidewalks &bike lanes; $13,000,000 Yes safety improvements 36 10752 Bonita Road Improvements Widen to 4 lanes from Hall to Bangey. $36,000,000 No 32 10756 72nd Ave. Improvements Widen to 5 lanes with bikeways and $28,166,850 No sidewalks from Hunziker to Bonita 33 10757 72nd Ave. Improvements Widen to 5 lanes with bikeways and $15,425,000 No sidewalks from Bonita to Durham 20 10758 Dartmouth Street Extension 3 lane extension; new Highway 217 $58,690,500 Remove overcrossing. 21 10765 Hall Blvd. Extension Extend Hall Boulevard across Tualatin River. $87,220,000 No 66 Highway 99W High Capacity Identify potential alignments, station Transit Planning locations etc. $5,000,000 Yes 11 Realign offset intersection to cross Hall/Hunziker/Scoffins intersection to alleviate congestion and $5,000,000 Yes Intersection Realignment safety issues 12, 13 Realign one or more streets to improve Greenburg/Tiedeman/N. intersection configurations, railroad $10,000,000 Yes Dakota Reconfiguration crossings&creek crossings Total $525,511,350 Major ODOT Projects Error! Reference source not found. provides a summary of projects under ODOT jurisdiction which are currently included in the City's TSP and are recommended for inclusion in the TSP update. With the exception of Project #3, 99W Connector Arterial(s), none of the identified "Major ODOT Projects" are included in the RTP (the 99W Connector Arterial(s) are on the financially constrained RTP project list. Project #1: Interstate 5 Widening & Capacity Improvements The 2002 TSP identified projects to widen I-5 to four lanes in each direction between Highway 217 and I-205, and to otherwise increase through capacity south to Wilsonville. The total project costs were estimated at $200,000,000 (estimate from the 2002 TSP). However, these projects are not included in any state or regional plans, nor were any funding sources identified in the TSP. The congestion on I-5 through the Tigard TSP planning area has negative impacts on Tigard residents and businesses. For residents, this congestion makes travel to and from activities outside of the city difficult, and for business owners timeliness of critical activities less reliable. City of Tigard Staff will continue to advocate for State and Regional Plans to address these issues. Kittelson&Associates, Inc. 25 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Table 5-11 Major ODOT Projects Consistency In Draft ID Project Type w/ Prior Project Name Description Cost Year$ Priority Plan Plans Model? 1 Freeway TSP 1-5 Widening Increase capacity on I-5 from Hwy 217 to I $200,000,000 2001 High No Widening 205 Freeway TSP Hwy 217 Widening Increase capacity on Hwy 217 from US 26 to 2 Widening y g 72nd Ave $240,000,000 2001 High No Planned series of seven arterials providing connectivity and mobility in the Tualatin/Tigard area.This project is largely Road TSP outside of the study area but the northern of 3 Widening/ RTP(10598 - 99W Connector the three arterials would connect to Upper $350,000,000 2009 Mediu Yes New Road ROW only) (Arterials) Boones Ferry Road or 72nd Avenue at the m southeastern edge of the City of Tigard. This project also includes capacity improvements on Hwy 99W. Interchange TSP OR 217/72nd Ave Complete interchange reconstruction with 4 Improvement RTP(10599) Interchange additional ramps and overcrossings. $19,537,000 2009 High Yes Improvements 5 Interchange TSP I-5/OR 217 Interchange Interchange Improvements $54,000,000 2001 High No Improvement Project #2: Highway 217 Widening The 2002 TSP identifies widening of Highway 217 to three lanes plus auxiliary lanes in each direction, with an estimated cost of $240,000,000(2001$).According to the TSP,the RTP at that time listed a potential widening or HOV or HOT project. At this time,ODOT is initiating a study to improve operations on the freeway and at interchanges and ramps. The congestion on Highway 217 through the Tigard TSP planning area has negative impacts on Tigard residents and businesses. For residents, this congestion makes travel to and from activities outside of the city difficult, and for business owners timeliness of critical activities less reliable. City of Tigard Staff will continue to advocate for State and Regional Plans to address these issues. Kittelson&Associates, Inc. 26 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Project #3: I-5 to Highway 99W Connector This project has been superseded by a series of Southern Arterial Improvements. The purpose of this project is to relieve congestion along Interstate 5, Highway 99W and to some extent Highway 217 by improving arterial connections in and through the Tualatin area. Under current planning, it is anticipated that the arterial connections may improve local mobility,but longer distance regional and statewide trips will remain on Highway 99W. As such, it is critical that the project includes improvements on Highway 99W to ensure that it will function. These projects are in the RTP Update project list under the federal financially constrained list. Phased construction is anticipated to begin in 2018 and conclude in 2035, with estimated costs of $90,000,000 for right of way acquisition and additional project costs of$260,000,000. One of the arterial options includes connections in the vicinity of 72nd Avenue near the Interstate 5 interchange,and in the vicinity of the intersection of Durham Road/Upper Boones Ferry Road. City of Tigard Staff will continue to work with the regional partners in the development and refinement of these arterial concepts. This TSP does include realignment of Durham Road (see Error! Reference source not found.). Project #4: Highway 217 - 72nd Avenue Interchange Improvements Because this project is recommended and included in the travel demand model, discussion of this project is included in the Roadway Widening section following Error! Reference source not found. This project is included in the travel model of the draft project list. Project #5: I-5/OR 217 Interchange Improvements at the I-5/OR 217 interchange are included in the 2002 TSP but are not included in the RTP Update. Congestion on I-5 and Highway 217 makes travel to and from activities outside of the city difficult, and for business owners timeliness of critical activities less reliable. City of Tigard Staff will continue to advocate for State and Regional Plans to address these issues. Major Roadway Realignments The recommended major roadway realignments are summarized in Error! Reference source not found.. A summary and discussion of the notable projects in the existing TSP is provided after the table. Kittelson &Associates, Inc. 27 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Table 5-12 Roadway Realignments Consistency -- - w/ Prior ID Project Type Plans Project Name Description Cost Year$ Priority Realign/reconfigure Durham Road, Upper Boones Ferry Durham Road Realignment at Road intersections/roadway to accommodate traffic Intersection TSP flow between Durham Road and Interstate 5. 7 Realignment RTP (10768) Upper Boones Ferry Road Refinement study needed to address specific alignment $9,630,000 2009 High intersection of Durham and Upper Boones Ferry and alignment of southern Durham Road and 72nd Ave. 8 Road Widening TSP 72nd Ave/Upper Boones Ferry Assumes 5 lanes on 72"d and Boones Ferry (upper?) included in High RTP (10768) Road (roadway project?) project #7 g 9 Intersection TSP Upper Boones FerryRaod/I-5 Eastbound right turn lane included in High Improvement RTP (10768) southbound project #7 Intersection "d $200,000 10 Improvement RTP (10768) 72" Boones Ferry 2" northbound turn lane (included in 2001 High project #7) RTP Realign offset intersection to cross intersection to Intersection Hall/Hunziker/Scoffins 11 Realignment CIP (95006- Intersection Realignment alleviate congestion and safety issues. (CIP includes $5,000,000 2009 High study only) $75,000 for a study at this location) Realign Tiedeman between Tigard Street and N. Road Dakota to improve traffic flow in the area and address 12 Realignment RTP Tiedeman Realignment the existing queiing issue at the North $10,000,000 2009 High Dakota/Tiedeman intersection. Total $24,630,000 I Kittelson&Associates, Inc. 28 I Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Notable Projects Projects #7-10: Durham Road at Upper Boones Ferry Road The 2002 TSP identifies this realignment of the Durham Road/Upper Boones Ferry Road intersection so that Durham Road is a continuous route to the I-5/Upper Boones Ferry/Carmen Drive interchange. This would potentially involve a new road alignment for Durham Road but also has potential to remain in a similar alignment with major changes at each intersection. This project would involve realignments and/or intersection changes each of the intersections of Durham Road, Upper Boones Ferry Road, and 72nd Avenue and is estimated to cost approximately $9,630,000. A refinement study of this area was recommended in the 2002 TSP and is still warranted as there are multiple options for this area from low impact to high impact and a full realigning of Durham Road would significantly impact developed industrial/commercial areas. Near-term intersection improvements at the Durham Road/Upper Boones Ferry intersection are recommended in the following section(see Project#55 in Table 5-15). This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility 10 • • • • • 0 • Yes Projects #11: Hall/Hunziker/Scoffins Intersection Realignment Text—The Hall/Hunziker/Scoffins intersection realignment project is identified in the 2002 TSP and RTP and is currently identified in the CIP for conducting a study. Construction is estimated to cost approximately $5,000,000. This project would provide safety benefit to all modes. This location is also an environmental justice area for the senior population and would enhance their mobility by increasing both pedestrian and vehicle safety. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility 11 • • • • • • Yes Projects #12: Tiedeman Realignment Realignment of Tiedeman to intersect North Dakota west of the existing North Dakota/Greenburg/Tiedeman intersection is identified in the RTP. This project may have environmental impacts as it would be adjacent to Fanno Creek and intersect North Dakota near the Fanno Creek bridge (which needs to be widened to accommodate pedestrians and bicycles). However, it would remove the queueing conflict that currently occurs at the North Kittelson&Associates, Inc. 29 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Dakota/Tiedeman intersection in which eastbound vehicles on North Dakota have a difficult time turning left on to Tiedeman towards Greenburg due queues on Tiedeman that extend west through the North Dakota/Tiedeman intersection. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility 12 • • • • 0 Yes New Roadways The new roadways recommended for inclusion in the TSP are summarized in Error! Reference source not found.. All of the proposed projects are included in the current TSP and Draft Metro RTP; however there are several projects in the current TSP that are recommended for removal. A summary and discussion of the proposed project removals,as well as several notable projects in the existing TSP, is provided after the table. Kittelson&Associates, Inc. 30 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Table 5-13 New Roadways Consistency Project w/ other Year ID Type Plans Project Name Description Cost $ Priority 15 New Road TSP Northern Washington Square Remove Regional Center Crossing from TSP 16 New Road TSP Nimbus Road Extension Extend Nimbus Road south to Greenburg Road (or $30,000,000 2009 Remove RTP(10762) Tiedeman) from TSP Ash Ave Extension (Burnham Extend Ash Avenue across the railroad tracks at 17 New Road CIP 95030 across railroad to Commercial Burnham to Commercial Street. $3,000,000 2009 High Street) 18 New Road TSP Ash Ave Extension Extend Ash Avenue from Maplewood, across Fanno $3,000,000 2009 High (map only?) (Maplewood to Burnham) Creek, to Burnham. TSP Walnut to Ash Street Extend Walnut east of OR 99W to meet Ash/Scoffins 27 New Road (RTP 10754 Extension and Hunziker Streets. $13,000,000 2009 High for PE) 19 New Road TSP Atlanta Street Extension Extend Atlanta Street west to Dartmouth Street $2,500,000 2001 Medium 21 New Road RTP (10765) Hall Boulevard Extension Extend south to Tualatin across the Tualatin River $58,690,000 2009 Low 22 New Road TSP Hwy 217 Over-crossing Provide a new connection from Nimbus to $15,000,000 2009 Low RTP (10747) Washington Square south of Scholls Ferry Road Hunziker to Tigard Triangle Realign Hunziker Street to meet 72nd Avenue in the 23 New Road RTP (10751) Connection Tigard Triangle—requires over-crossing over ORE $9,635,000 2009 Medium 217 Improvements to distribute east/west traffic Oak-Lincoln-Locust Street between Locust and Oak Streets and improve 24 New Road WSRC Collector System (Washington accessibility to Lincoln Center commercial district. $3,000,000 2009 Low RTP (10746) Square Connectivity Includes Lincoln Street extension to Oak Street. Improvements) (Lincoln Street portion anticipated to be constructed by development) 25 New Road TSP Taylors Ferry Road Extension Extend to Oleson Road $1,900,000 2001 Medium 26 New Road TSP Wall Street Connection New roadway connecting Hunziker St and Hall $10,000,000 2001 Remove Boulevard from TSP Pfaffle-North Dakota east-west connection with Hwy North Dakota-Pfaffle 217 over-crossing to provide a neighborhood route, New Road/ connecting from 99W at 78th to Scholls Ferry Road, Neighborhood Route and 14 Intersection New Project via N. Dakota. Includes realignment of North Dakota 2009 Medium Realignment North Dakota Realignment at at Greenburg Road to provide a continuous east- Greenburg Road west connection. Requires purchase existing building. Total >$110,000,000 Kittelson&Associates, Inc. 31 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 New Project Project #14: North Dakota-Pfaffle Neighborhood Route and North Dakota Realignment This project is envisioned to occur in tandem with or subsequent to Project #12 (realignment of Tiedeman to be removed from the North Dakota/Greenburg Road intersection). Project#14 would provide a much needed east-west connection between Pfaffle and North Dakota Street over Highway 217. It would also include realignment of North Dakota to be a continuous east-west route through the North Dakota/Greenburg intersection. The North Dakota realignment is identified in the RTP. This element of the project would require purchase of an existing building at the North Dakota/Greenburg Road intersection which may be costly compared to the system benefit. This project would provide a continuous route between Highway 99W and Scholls Ferry Road. Modeling indicates there is a demand for this route up to approximately 800 trips per hour, many of which are not neighborhood trips. This route would provide an alternative to 99W and Walnut to get between east and west Tigard.Traffic calming measures could be implemented to keep travel speeds consistent with a Neighborhood Route;however, measures to reduce traffic volumes on this route would reduce the benefit of the crossing which will cost several million dollars. This project is recommended Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility 14 • • • • Yes Recommended Project Removals Project #:15: Northern Washington Square Regional Center Crossing The Washington Square Regional Center Plan included two new bridges over Highway 217. The northern over-crossing extended from Washington Square Mall Road across Highway 217 connecting to Cascade Avenue (Project #15); the southern crossing conceptually extending Locust Street across Highway 217 to Nimbus Avenue (Project #22). In concept these facilities provide secondary circulation to Highway 217, and improved multi-modal access to the Washington Square Area. The probability of constructing two overpasses of Highway 217 is fairly minimal. Additional evaluation of the northern crossing that has been completed since the WSRC plan indicates that this crossing is not very feasible. As the southern crossing provides more of a system capacity benefit by attracting trips that would otherwise use Scholls Ferry Road,the northern crossing is recommended to be removed from the TSP. The northern crossing; however, did provide a significant enhancement to pedestrian and bicycle circulation and safety and is a loss to the local system in this area. This project is not recommended due to design feasibility and the expense of providing two crossings within the WSRC. Kittelson&Associates, Inc. 32 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility , 15 • • • • No Project #16: Nimbus Road Extension This project would extend Nimbus Road from its current terminus south and west to connect with Greenburg Road. This project is not recommended primarily due to the environmental impacts associated with a road extension along the Fanno Creek area and the potential cost impacts of constructing a project in this area. This project is not recommended. Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 16 • • 0 O S No Project #26: Wall Street Connection The 2002 TSP includes a project to connect Wall Street from Hunziker Street to Hall Boulevard. The extended segment would have a two lane cross section with bike lanes and sidewalks and would be grade separated over the existing railroad tracks. The cost effectiveness of this project is relatively low. Bridge construction over the railroad tracks would require significant structure work. This Transportation Analysis Zone (TAZ) has among the highest senior and disabled population percentages in the city, therefore there would be potential environmental justice impacts to consider and avoid if possible. Costs are also anticipated to be significant due to potential wetlands impacts. Based on the limited benefits,relatively high costs, and the potential environmental justice impacts, it is recommended that this project be removed from the City of Tigard TSP. Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 26 r • • O O O Remove from TSP This project should be removed from the TSP. Other Project Discussions Project #21: Hall Boulevard Extension to Tualatin The 2002 TSP identifies extending Hall Boulevard south to City of Tualatin. The new connection is also included in the Tualatin TSP. The extended segment of Hall Boulevard is planned as a 3-lane facility. Kittelson&Associates, Inc. 33 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 As a north-south corridor between Tigard and Tualatin, this new extension is forecast to attract approximately 2,500 peak hour trips which will be diverted primarily from 72nd Avenue and Upper Boones Ferry Road. The added traffic will further constrain Hall Boulevard, which serves a high proportion of environmental justice populations and is forecast to be over capacity even without the new bridge. However, it will help alleviate the over-capacity problem forecast on 72nd Avenue and Upper Boones Ferry Road in 2035. The Hall Boulevard Extension would also provide an additional bike/pedestrian connectivity between Tigard and Tualatin. The bridge crossing over the Tualatin River is a significant environmental consideration. This project is recommended. Multi- System Consistency Cost Environmental Environmental ID Modal Recommended? Capacity w/ Plans Safety Effectiveness Resources Justice Mobility 21 • • • • • • Yes Project #23: Hunziker-Tigard Triangle Connection The 2002 TSP identifies realigning Hunziker Street to meet Hampton Street at 72nd Avenue. This realignment requires that Hunziker Street over-crosses Highway 217. Hunziker Street realignment would provide an important link to the Tigard Triangle and would play a significant role in the ability to reconstruct the Hwy 217/72nd Avenue interchange. A variety of alignments for this connection should be considered through project refinement and in connection with plans for the Highway 217/72nd Avenue Interchange. The benefits of this project could also be realized from several different alignments such as Hunziker to Hampton, Hunziker at Wall Street to Beveland, or other similar alternatives. This project is recommended. Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 23 • • Yes Kittelson&Associates, Inc. 34 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Project #27, 17, 18: Walnut Street Extension (ORE 99W to Hall Boulevard/ Hunziker Street) The 2002 TSP identifies extending Walnut Street east of ORE 99W to meet Hall Boulevard and Hunziker Street. This project would provide a much needed connection downtown. A large amount of traffic is anticipated to utilize a Walnut Street extension to Hall Boulevard and Hunziker Street. Walnut Street is a desired route to motorists traveling from Tigard downtown to the west side of ORE 99W. However, there are environmental resources concerns with regard to the Fanno Creek and trail crossing. It would also need to be designed to minimize neighborhood impacts.This project would provide needed additional access to downtown. This project is recommended Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 23 • • 0 Yes Road Widening Projects The roadways widening projects recommended for inclusion in the TSP are summarized in Table 5- 14. Most of the proposed projects are included in the current TSP and Draft Metro RTP; however there are several projects in the current TSP that are recommended for removal. There are also several projects from the existing TSP that are not identified in the RTP that are recommended to stay in the TSP, as well as one project (Project #83: Cascade Avenue) from the WSRC that is recommended to be included in the TSP. A summary and discussion of the proposed project removals, as well as several notable projects in the existing TSP,is provided after the table. Kittelson&Associates, Inc. 35 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Table 5-14 Road Widening Consistency w/ Prior ID Project Type Plans Project Name Description Cost Year$ Priority 28 Road Widening TSP Scholls Ferry Rd Widening Widen to 7 lanes(both dir) b/w 121st and Barrows Remove Rd from TSP 29 Road Widening TSP 68"'Avenue Widen to 3 lanes between Dartmouth/I-5 Ramps Remove and Hwy 217 from TSP Extend 68th Avenue south to Hwy 217 providing 30 Road Widening TSP 68"'Avenue right-in/right-out only access to 68`"Avenue from Remove Hwy 217, replacing the NB ramps to 72 at Hwy from TSP 217?? Interchange TSP OR 217/72nd Ave Interchange Complete interchange reconstruction with additional 4 Improvement RTP(10599) Improvements ramps and overcrossings. May include Hunziker $19,537,000 2009 High Realignment TSP 72nd Avenue Widening: Ore Widen to 3 lanes (3 lanes plus bike lanes and 31 Road Widening RTP(10755) 99W to Dartmouth sidewalks included in the CIP from 99W to $10,000,000 2009 High Dartmouth for$300,000) (PE only?) 32 Road Widening RTP(10756) 72nd Avenue Widening: Widen to 5 lanes (3 lanes plus bike lanes and $15,000,000 2009 High Dartmouth to Hunziker sidewalks included in the CIP for$400,000) 33 Road Widening RTP (10757) 72"d Avenue Widening: Hunziker to Durham Widen to 5 lanes (widening to 3 lanes in CIP) $45,000,000 2009 Low Widening 1215`Avenue to a 2 or 3-lane roadway 34 Road Widening CIP (95015) 121"Street Widening with sidewalks and bicycle lanes between Walnut $1,575,000 2009 High Street and Gaarde Street 35 Road Widening TSP Beef Bend Road Widening Complete 3-lane section from 131st to 150`h.This is Low a Washington County facility. 36 Road Widening RTP(10752) Bonita Road Widening Widen to 4-lanes from Hall to east of I-5 (Rangy) $28,166,850 2009 Medium (ex TSP has 3 lanes w/ ROW for 5) 37 Road Widening TSP Dartmouth Street Widening Complete 5-lane section from Costco to 72nd Ave Medium (small section missing in eastbound direction only) Widen to 4 lanes plus turn lanes and d sidewalks High or 38 Road Widening RTP(10759) Dartmouth Street Widening between 72 Avenue and I-5 (68th) (3 lanes in CIP $4,412,000 2009 remove? for$800,000 + LID funds) Kittelson&Associates, Inc. 36 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 39 Road Widening RTP (10764) Durham Road Widening Widen to 5-lanes from 99W to Hall Blvd including $20,000,000 2009 Medium bikeways and sidewalks. 40 Road Widening RTP (10753) Durham Road Widening Widen to 5 lanes (total, both directions) between $21,093,000 2009 Medium Hall Boulevard and Upper Boones Ferry Road 41 Road Widening TSP Greenburg Road Widening Widen to 4 lanes adjacent to cemetery $2,500,000 2001 Low TSP Greenburg Road Widening, Shady Lane to N. Dakota, Widen to 5 lanes with 43 Road Widening RTP (10748) South of Hwy 217 bikeways and sidewalk. Includes bridge $6,000,000 2009 High CIP (95026) replacement. Remove 44 Road Widening TSP Greenburg Road Widening to Tiedeman to OR 99W, Widen to 5 lanes with $15,017,000 2009 from TSP RTP (10750) 99W bikeways and sidewalks or Low Priority? TSP Hall Boulevard Widening, Locust to Durham, Complete widening to 3 lanes; 45 Road Widening RTP South of Locust build sidewalks and bike lanes; safety improvements $8,000,000 2009 Medium (ex TSP has 5 lanes from Locust to Hunziker) . 46 Road Widening RTP McDonald Street Widening Widen to three lanes with sidewalks, bike lanes, and $12,000,000 2009 Medium from 99W to Hall safety improvements 47 Road Widening TSP Scholls Ferry Rd Widening Widen to 7 lanes (both dir) b/w OR 217 and 1215` $19,749,000 2009 High RTP (10596) Ave TSP Widen to 3 lanes from 116th to OR 99W including $2,500,000 (CIP) 48 Road Widening RTP Walnut Street Widening sidewalks, bicycle lanes, and safety improvements $12,000,000 2009 High CIP (95023) (RTP) 84 Road Widening CIP (95014) 121"Avenue Walnut Street to North Dakota Street -three lanes $375,000 2009 High plus bike lanes and sidewalks Add an eastbound through lane on Hall Blvd. from Pamelad Road to Greenburg Road that removes the 85 Road Widening Hall Blvd right-turn lane drop at Pamelad Road and ends as a 2009 Medium right-turn lane at Greenburg Road. This completes the five-lane section on Hall Blvd. from Scholls Ferry Road to Greenbur. Road Total >$243,000,000 Kittelson&Associates, Inc. 37 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Recommended Project Removals Project #:28: Scholls Ferry Road Widening (121St to Barrows) The 2002 TSP identifies widening of Scholls Ferry Road from five lanes to seven lanes between Barrows Road (East) and SW 121st Avenue. This would be a continuation of the planned widening to seven lanes identified in the RTP and Washington County TSP for Scholls Ferry Road from 121st Street to Highway 217(Project#47). The 2035 forecast analysis shows this segment of roadway will be over capacity during the weekday p.m. peak hour if it is retained as a five-lane segment. While this project would alleviate the over-capacity condition but would also attract more travel demand, overwhelming the benefits of the widening planned in the RTP (between Highway 217 to 121st Avenue). This segment of Scholls Ferry widening is not consistent with the Washington County Transportation Plan, which shows a future 5-lane section. This project is not recommended due to inconsistency with Washington County plans for the facility. Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 28 • • 0 0 • 0 0 No Project #:29: 68th Avenue Widening (Dartmouth to Hwy 217) The 2002 TSP identifies widening 68th Avenue to three lanes between Dartmouth Street/ I-5 Interchange and Highway 217. It also identifies extending 68th Avenue South to connect to Highway 217 (see Project #:30, also not recommended), providing right-in/right-out only access to 68th Avenue from Highway 217,which will replace the northbound ramps to 72nd Avenue. Assuming there is no 68th Avenue Extension project, 68th Avenue is not going to be a heavily- utilized roadway as forecast in the 2035 analysis. The additional capacities associated with the widening will not be needed. The widening will provide bike lanes on this roadway,which are not existent on 68th Avenue under existing conditions. Although 68th Avenue travels through an area significantly populated by environmental justice populations (low-income, non-English-speaking); the relative impact associated with this project does not appear to be significant. This project is not recommended without the extension of 68th to Highway 217 with a new northbound on/off- ramp at this location. Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 29 0 0 0 0 No Kittelson &Associates, Inc. 38 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Project #:30: 68th Avenue Extension and Hwy 217 NB Ramp 68th Avenue Extension This project is not recommended. Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 30 • 0 • rr 0 No Other Project Discussions Project #4: Highway 217 - 72nd Avenue Interchange Improvements Reconstruction of this interchange is included in the 2002 TSP and is included in the RTP Update non-financially constrained project list. The project includes reconstruction of the existing interchange and would address recurring safety issues. The project cost (in the RTP Update,2007$) is estimated$19,537,000,with an estimated time of construction from 2018-2025. This project should be considered in coordination with widening of 72nd Avenue (Projects #: 31-33), see below,as well as Project#23:Hunziker-Tigard Triangle Connection. This project is included in the travel model of the draft project list. Project #31-33: 72nd Avenue Widening, Highway 99W to Durham Road The 2002 TSP identifies widening 72nd Avenue to 5 lanes from ORE 99W to south city limit at Upper Boones Ferry Road/Carman Drive/Durham Road intersection. Under the 2035 forecast conditions,72nd will operate acceptably within the Tigard Triangle,but will be over capacity in the area south of Highway 217. If the Hall Boulevard extension to Tualatin is constructed, the diversion of traffic would alleviate the congestion on 72nd Avenue south of Highway 217. There are no continuous bike lanes on 72nd Avenue and there are frequent gaps in the sidewalks; therefore, the road widening would improve pedestrian/bike conditions. However, widening 72nd Avenue would impact areas with high environmental justice populations. 72nd Avenue is recommended to be 3 lanes from 99W to Dartmouth and 5 lanes to Durham Road if the Hall Boulevard extension is NOT constructed. If the Hall Boulevard extension is constructed, 72nd Avenue should be considered for remaining3 lanes as Hall Blvd would be widened to 5 lanes. Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 31- • • • 0 Yes* 33 Kittelson&Associates, Inc. 39 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Project #40: Durham Road Widening from Hall Boulevard to Upper Boones Ferry Road The 2002 TSP identifies widening Durham Road to five lanes between Hall Boulevard and Upper Boones Ferry Road. Widening Durham Road to 5 lanes will provide more capacity and improve traffic conditions in the 2035 forecast.Durham Road connects I-5/Upper Boones Interchange and the west side of ORE 99W. Segments of Durham Road will operate with d/c ratio in the range of 0.86 to 1.00 in 2035 without widening and less than 0.85 with the proposed roadway widening. Durham Road passes an environmental resources area near its intersection with Upper Boones Ferry Road.The widening may impact this area negatively. This project is recommended due to its improvement to the future traffic conditions. L - Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 40 • • • • O O Yes* Project #41-44: Greenburg Road Widening, Hall Boulevard to Highway 99W Avenue The 2002 TSP identifies widening of Greenburg Road to 4 lanes adjacent to cemetery (between Hall Boulevard and Locust Street), and to 5 lanes for the segments between Locust and North Dakota, Tiedeman and ORE 99W. Greenburg Road travels through an area with environmental justice populations. The widening of Greenburg Road may negatively impact this population on pedestrian and bike condition. There are no environmental impacts associated with this project. This project is recommended. Multi- System Consistency Cost Environmental Environmental ID Modal Recommended? Capacity w/ Plans Safety Effectiveness Resources Justice Mobility 41- • • • • • 0 Yes* 45 Project #45: Hall Boulevard Widening (3-lanes Locust to Durham) The 2002 TSP recommends widening Hall Boulevard from Greenburg to Hunziker to five lanes and three lanes from Hunziker to Durham. Hall Boulevard is currently three lanes from Greenburg to Locust. Widening to three lanes (not five lanes) from Locust Street to Durham Road is recommended as part of the TSP update. The area west of Hall Boulevard includes a high proportion of environmental justice populations (low income and non-English speaking). Pedestrian conditions would be negatively impacted by the wider roadway.Environmental impacts are not readily apparent. Krttelson &Associates, Inc. 40 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 The decision to widen this facility to three-lanes versus five-lanes should be considered in coordination with 72nd Avenue widening, the Hall Boulevard Extension(Project#21). This project is recommended as a three-lane facility. Multi- System Consistency Cost Environmental Environmental ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Recommended? Mobility 45 • 0 0 Yes* Kittelson&Associates, Inc. 41 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 City/County Intersection Projects The city/county jurisdiction intersection projects recommended for inclusion in the TSP are summarized in Error! Reference source not found.. The majority of the intersections were included in the existing TSP. Two additional improvments are suggested, Project #49 (Pfaffle/Hall) and Project #55 (Durham/Upper Boones Ferry). Project #55 is a near-term alternative to the longer-term project described in the above sections. Table 5-15 City/County Intersection Projects Consistency w/ Prior ID Project Type Plans Project Name Description Cost Year$ Priority 49 Intersection New Project Pfaff le St/Hall Blvd Traffic signal or other intersection treatment Medium Improvement 50 Intersection TSP 68th/Atlanta/Haines Install a traffic signal $300,000 2009 Medium Improvement 51 Intersection TSP 68th/Dartmouth Install traffic signal Improvement $300,000 2009 High 52 Intersection TSP 72nd/ Dartmouth Traffic signal; Assumes 72nd Ave and Dartmouth $300,000 2009 High Improvement widened to 5 lanes 53 Intersection TSP 121st/ North Dakota Traffic signal $300,000 2009 Medium Improvement CIP includes a traffic signal and westbound right-turn lane at this intersection. A roundabout should be 54 Intersection CIP (95010) 135th Ave/Walnut Street considered at this location. Improvements at this $400,000 2009 High Improvement intersection are being driven, in part, by the elimination of all left-turns at the Scholls Ferry/Barros Road intersection. Construct intersection improvements at Durham Road Intersection Durham Road at Upper and Upper Boones Ferry Road to provide dual 55 Improvement New Project Durham Ferry Road southbound right-turns,dual eastbound left-turns, High eastbound right-turns, and northbound left-turns and improve signal timing. 56 Intersection TSP, RTP Greenburg/Oleson/Hall 2od northbound left turn lane; Assumes Hall widened to $7,000,000 2009 High Improvement (10769) 5 lanes Kittelson&Associates, Inc. 42 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Greenburg/Washington Intersection TSP, RTP Install Boulevard treatment at Greenburg/Washington included in 58 Improvement (10769) Square Road (roadway or Square Road project #56 2009 High intersection project?) 59 Intersection TSP Hall/Durham 2nd southbound left-turn lane; Widen west of $1,200,000 2001 Medium Improvement intersection to introduce 5-lane section on Durham 60 Intersection CIP (95020) Hall/McDonald Add southbound right-turn lane from Hall Street to $400,000 2009 High Improvement McDonald Street. 62 Intersection CIP (95025) Main Street/Tigard Street Install a traffic signal at Main Street/Tigard Street $175,000 2009 High Improvement Retain eastbound right-turn lane when 3rd lane added on Scholls Ferry Rd; Retain westbound right-turn lane Intersection when 3rd lane added on Scholls Ferry Rd; southbound 63 Improvement TSP Nimbus/Scholls Ferry Rd right-turn lane; Reconfigure northbound and $1,150,000 2001 Medium southbound lanes to create exclusive left-turn lanes; Change from split phasing to protected left-turn I phasing North South 64 Intersection TSP North Dakota/ 125th/ Scholls Southbound right-turn lane, signal timing changes to $450,000 2001 Medium Improvement Ferry Rd provide permitted phasing north/south 65 Intersection CIP(95028) Tiedeman Street/Tigard Street Install a traffic signal and northbound and southbound $410,000 2009 High Improvement left turn lane Total >$12,000,000 Kittelson &Associates, Inc. 43 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 ODOT Intersection Projects The ODOT jurisdiction intersection projects recommended for inclusion in the TSP are summarized in Error! Reference source not found.. The majority of the intersections were included in the existing TSP and/or the 99W Corridor Plan. Many of these projects represent changes to the existing TSP based on a change from a planned 7-lane facility in the TSP to a 5-lane facility after completion of the 99W Corridor Plan. This list needs to be reviewed to ensure that all auxiliary lanes planned for Highway 99W are documented as needed. Table 5-16 ODOT Intersection Projects Consistency w/ Prior ID Project Type Plans Project Name Description Cost Year$ Priority Provide increased capacity at priority intersections, including bus queue bypass lanes in some locations, Hwy 99W Intersection improved sidewalks, priority pedestrian crossings, and Intersection an access management plan, while retaining existing 66 Improvement RTP(10770) Improvements and Access 4/5-lane facility from I-5 to Durham Road (replaces 7- $50,000,000 2009 High Management lane widening in ex TSP)((Should signal interconnect from I-5 to Durham from ex TSP be added as separate project?). 67 Intersection 99W IMP Highway 217 SB Intersection Capacity Improvements Medium Improvement Ramps/Highway 99W 68 Intersection 99W IMP Highway 217 NB Intersection Capacity Improvements Medium Improvement Ramps/Highway 99W 69 Intersection STIP Highway 99W/I-5 SB Northbound through lane Medium Improvement $400,000 Intersection Add transit queue bypass lanes in northbound and (also included 70 Improvement 99W IMP Highway 99W/68th Ave southbound directions in project 2008 High #66) Southbound right turn lane; Northbound right turn $300,000 Intersection (also included 71 Improvement 99W IMP Highway 99W/72nd Ave overlap; Change to protected left turn phasing in project 2008 High north/south #66) $600,000 Intersection Add southbound through lane and transit queue (also included 72 Improvement 99W IMP Highway 99W/Dartmouth St. bypass lanes in northbound direction in project 2008 High #66) Kittelson&Associates, Inc. 44 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Consistency w/ Prior ! ID Project Type Plans Project Name Description Cost Year$ Priority Additional eastbound and westbound through lane on Intersection 99W IMP 99W (CIP 95005), exclusive left-, through-, and right- 73 Improvement CIP (95005, Highway 99W/Hall Boulevard turn lanes on each side street approach (CIP 95031) $6,000,000 2008 High 95031) and transit queue bypass lanes in northbound direction (99W IMP). Exclusive side street left-turn lanes on Greenburg $5,363,450 Intersection TSP Highway 99W/ (also included 74 Improvement CIP (95005) Greenburg Road Road and Main Street providing exclusive left, through, in project 2008 High and right-turn lanes on both approaches, additional #66) eastbound and westbound through lane on 99W. Change to protected left turn phasing on Walnut, add $600,000 Intersection Highway 99W/ (also included 75 Improvement 99W IMP Walnut Street westbound left-turn lane, add transit queue bypass in project 2008 High lanes in northbound and southbound directions #66) Highway 99W/ Add third through lane in each direction, westbound 76 Intersection 99W IMP Gaarde Street/ right-turn lane, 2nd northbound and southbound left $6,000,000 2009 High Improvement McDonald Street turn lanes, add transit queue bypass lanes in northbound and southbound directions $250,000 Intersection Highway 99W/ (also included 77 Improvement 99W IMP Canterbury Westbound left-turn lane in project 2008 High #66) 78 Intersection 99W IMP Highway 99W/ Southbound through lane for 500 ft. included in High Improvement Dartmouth Street project #66 $250,000 Intersection Southbound right turn lane (on ORE 99W); Adjust (also included 79 Improvement 99W IMP Highway 99W/Beef Bend Road cycle length in project 2001 High #66) $250,000 Intersection (also included 80 Improvement 99W IMP Highway 99W/Durham Road Northbound left-turn lane in project 2008 High #66) Intersection Highway 217 SB/Hall Street SB right-turn lane at Hall Blvd/OR 217 ramp (located 81 Medium Improvement Interchange Improvements in City of Beaverton) Highway 217 NB On-ramp/ Intersection Scholls Ferry Road/ Add 2nd northbound left-turn Lane and 2rd westbound 82 Medium Improvement Washington Square Road left-turn lane at OR 217 NB on- ramp I Interchange Improvement Kittelson&Associates, Inc. 45 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 TRANSIT Transit service is an important part of a balanced transportation system, providing an alternative to private automobile travel for distances too far to walk or bike. As identified in the Needs & Deficiencies report, supporting an environment in which transit is a preferred travel option for the Tigard community requires more than direct investments in transit service. Land use, connectivity, and streetscape features have a major influence on the cost effectiveness of transit service and will help Tigard get more out of its available transit investments. For this reason, the proposed improvements for transit service include planning for land uses that are transit supportive, in addition to providing appropriate facilities and connections to transit. Table 5-17 shows several strategies and potential improvements for Transit service in Tigard. The table identifies which entities would be in a Primary role and which would be in a Support role. As the major transit provider in the region, TriMet would be the Primary implementer of most of the service enhancements. In most cases, the City of Tigard is in a Support role for direct transit enhancements and a Primary role for transit supportive infrastructure. It should be noted that planning for Project T-2, Provide High-Capacity Transit Service on Hwy 99W, is included in the draft RTP financially constrained project list with an estimated cost of $5,000,000. Table 5-17 Transit Improvements Washington ID Improvement City TriMet Beaverton County Metro ODOT LU-1 Commercial Nodes in Residential Areas P S T-1 Increase WES frequencies and days of S P S service T-2 Provide high capacity transit service on S P S S S Hwy 99W T-3 New Tigard Connector service* P/S S/P S T-4 Transit Stop Amenities S P S BT-1 Create a bike hub at the Downtown P S transit center *Could be funded by the Tigard Triangle LID or pursue through TriMet. While the City of Tigard does not currently operate transit, there are several potential projects the City could implement to support and improve access to transit. The land use strategy (LU-1) "Commercial Nodes in Residential Areas" creates commercial destinations within residential neighborhoods, and may include small restaurants, coffee shops, or neighborhood retail. These neighborhood commercial nodes will provide residents with the opportunity to take non-work trips by non-auto modes, including transit. This development could be accomplished by allowing neighborhood-commercial as a permitted use in residential zones, or through designating specific nodes in the City's comprehensive plan and/or neighborhood plans. Kittelson &Associates, Inc. 46 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Within areas targeted for neighborhood-commercial development transit stop improvements, in the form of benches, shelters, or real-time transit information, could be provided for riders. By working with TriMet and other agencies shown in Table 5-17, the City could lead or support the progress of transit projects. Transit Projects Table 5-18 summarize the transit projects for the City of Tigard. These projects include accommodating a new bike hub at the Downtown Transit Center and supporting upgrades to bus stop facilities, both which have an integral role in recreation, commuting, and accessibility for residents. Table 5-18 Transit Improvement Projects Consistency Total Cost No. with Prior Project Description '2009$' Priority Plans TP1/ Tigard Transit Center Off Road Facility BC1 New Bicycle Hub Additional Bike Racks Medium Covered Bike Lockers Support existing high Transit Stop Amenity frequency bus service on the TP2 New Improvements on Highway 99W corridor by High Highway 99W providing benches, shelters, and real-time information at bus stops Additional Transit Stop Support existing high activity TP3 New Amenity bus stops by providing Medium Improvements benches,shelters, and real- time information New Projects Project #TP1: Tigard Transit Center Bicycle Hub Improvements Transit travelers often connect trips with multiple transit lines and other transportation modes, and the Downtown Tigard Transit Center provides several of these connections for residents. Bicyclists using transit benefit immensely from bicycle support facilities at stations, such as secure bicycle parking,either open or covered U-shaped racks, and storage lockers for clothing and gear. In addition to providing facilities for bicyclists storing their bikes at the station, cyclists may also choose to use bicycle facilities at the Downtown Transit Center, such as water fountains and storage lockers. Since TriMet buses and vehicles are outfitted with bicycle racks that allow cyclists to bring their bikes with them on transit, and thus increase the range of trips possible by both transit and bicycling, there is a wide range of cyclist needs at the station. This project is recommended. mum- ID Modal System Consistency Safety Cost Environmental Environmental Recommended Mobility Capacity w/ Plans Effectiveness Resources Justice ? TP1 • 0 • 0 Yes Kittelson&Associates, Inc. 47 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Project #TP2: Transit Stop Amenity Improvements on Highway 99W This project focuses on the installation of bus shelters and other user amenities along the Highway 99W corridor in Tigard. The need for bus shelters at bus stops, as well as benches and real-time transit information, should be evaluated in conjunction with any new commercial or residential development adjacent to the roadway. This project is recommended. Multi- S stem Consistenc y Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility TP2 • • • • • • • Yes Projects #TP3: Transit Stop Amenity Improvements at High Activity Stops This project focuses on installation of bus shelters and other user amenities at high activity bus stops identified by TriMet in Tigard. The need for bus shelters at bus stops, as well as benches and real-time transit information, should be evaluated in conjunction with any new commercial or residential development near these stops. This project is recommended. Multi- ID Modal System Consistency Safety Cost Environmental Environmental Recommended Capacity w/ Plans Effectiveness Resources Justice ? Mobility 3 • • • • • • • Yes Projects for Consideration Tigard Transit Connector As development revives and accelerates in Downtown and in the Tigard Triangle, and in connection with the upcoming High Capacity Transit planning, the City of Tigard should consider implementing local connector transit service. This service could connect the Tigard Triangle to Downtown, and/or the Washington Square Mall. The service should have schedules coordinated with other transit service to and from Tigard. Another option for a local transit connector would be to provide an intra-city connection between the Tigard Triangle and the Walnut/Barrows Road intersection. The primary purpose of this connection would be to provide local access to the Tigard Triangle through the residential neighborhoods, with a potential connection to Highway 99W. Because these routes wouldn't significantly enhance regional service, it may be most appropriate for Tigard to lead the implementation of this service with support from TriMet. Partial funding could potentially be provided through the Tigard Triangle LID. Kittelson&Associates, Inc. 48 B9 To Local „ Commuter Rail Neighborhoods t to Hall/Nimbus Station and Beaverton TC Figure 5-5 5: I To Portland Transit , '� wl ml TAYLORS FERRY w o. _ o a, z _ " iRi ." Service 1217 •- y W To Local 4 'a _ Projects �... Neighborhoods • ~'.+ f To Sunset TC 1p.1_ E m,' ... Tigard Urban i ■ RD Gy%1 l_�- ? ,l OCUD'SST Planning Area SGH FERN ., J� OLLS � ; a = To Portland OAK ST .. ,;,4 �: ��+t�;r� LEGEND a. N �� ® TransitProjects W ,, 2 ...~ 49 < 41/4PFAFFLE Si w I 1. Ir 03 4., � f Q as a HAINES ST Transit Elements i 17 'y'�a.. fir. rml I i WALNUT ST ,`-� .roc._ �� DARTMOUTHST ! © SUS Stops t !`sa i I. .� Park and Ride i.,� WALNUT-S : w • x 0 0$¢ ``gcyGr Iwo Rey :y �r' RSr 4> Frequent Service_,..._ ., ¢ r ,-`. .', .' w " c .' Rush-Hour Service z •r 3r a►, aft ` Standard Service WALL ST 2171 '04. ��.,-.12.50 , I TC Transit Center ,•,•,,•.� gk,po. � - cAARDESr e ap- MCDONALOST `•'p 1 WES Rail Line a , ~® - To Lake ! �1, ` BONITARD BONITARD IQ' Oswego and WES Station �•"., - BULL MOUNTAIN RD fra �1 •E Portland �� p Other Map Elements +€ W _°• o Tigard City Boundary i $ 1 a +++-- Rail Lines itel 1- 170 1 GP, • '."."%"""""""""" 'M 1 r ^The mfam.w,m me/emoted wu wl,map m aware not BEEF BEND RD _] DURHAM RD February 2.2009,Kmwu.ill be m.de....w daemon. .� — rry a oremMmre occur m der eeoeroeet of dm nap •6. a 11 3 '� ti 4 -- _ ' ',. Mo Z IN aa.i At ste ii z V •:n f To King City t:. To Tualatin '"" ti-. 0.141.... and Sherwood �s*,*� .�. �:":—,..,,w."-- ii -h.,,. ` Commuter Rail , „M,K �"'aW,, e to Tualatin Station """ •""' Notes:Transit service area is 1/4 mile from standard and rush hour service routes and 1/2 mile from frequent service routes and WES Rail Stations *Waiting for major bus stop data from TriMet Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 BICYCLE Bicycle facilities are the elements of the network that enable cyclists to safely and efficiently travel on the transportation system.These facilities include public infrastructure(bicycle lanes,mixed-use trails, signage and striping) as well as off-road facilities (secure parking, changing rooms and showers at worksites). Each plays a role in developing a comprehensive bicycle network. Many different bicycle facility types are needed to create a complete bicycle network that connects people to their destinations and allows cyclists to feel safe riding. Currently, Tigard's bicycle network primarily includes bicycle lanes, shared roadways and multi-use paths. Multi-use path improvements are discussed in a subsequent section because of their utility for both pedestrians and bicyclists. In some locations where bicycle lanes are provided, specific conditions compromise the quality of the bicycle facility, such as high motor vehicle volumes and travel speeds. In these locations, wider bike lanes or buffers(wider striping,barriers,or medians)separating bicycles from vehicle traffic or sharrows may be appropriate. Other roadways with lower vehicle volumes may not require bicycle lanes for cyclists, but may benefit instead from low-traffic bikeway treatments, also know as bike boulevards. These facilities are generally parallel to roadways with high mobility for vehicles and are designed to connect similar destinations to their counterparts. Treatments may include through lanes only for bikes, switching two-way stop signs to side-street traffic, and wayfinding signs for riders. Types of Bicycle Facilities A brief description of the various bicycle facility types is provided below along with the evaluation criteria for each type of facility. These evaluations were used to support the project ranking shown in Table 5-21 Shared-roadway — Any roadway without dedicated bicycle facilities is a shared roadway. In Tigard, shared roadways include all public streets without striped bicycle lanes. Where traffic volumes are low, shared roadways are generally safe and comfortable facilities for cyclists. However, the ODOT Bicycle and Pedestrian Plana does not recommend shared roadways where automobile volumes or vehicle speeds are high. Thresholds for where shared-lanes are appropriate are based on several factors, including land-use and grade. Generally, bike lanes are preferred on most roadways with greater than 3,000 ADT or with a speed limit greater than 25 mph. For these roadways, dedicated bicycle facilities,typically bicycle lanes,are recommended. 3 Oregon Department of Transportation.Oregon Bicycle and Pedestrian Plan.Salem,Oregon.June 1995. Kittelson&Associates, Inc. 50 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Consistency Multi-Modal System w/ Other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • Bicycle lane — Bicycle lanes are striped lanes on the roadway dedicated for the exclusive use of bicycles. Typically, bicycle lanes are placed at the outer edge of pavement (but to the inside of right-turn lanes and/or on-street parking). Bicycle lanes improve bicycle safety, improve cyclist security, and if comprehensive can provide direct connection between origins and destinations. However, inexperienced cyclists often feel uncomfortable riding on busy streets, even when they include bicycle lanes. ''*'''V ‘ ,t . ` tit. w 4 y �' -4.. ; r i ,. rt r , , .'. ✓ , "+fie _________ ■iii W. Example Bicycle Lane City of Tigard street standards include bicycle lanes on all arterials and collectors.However, several major roadways within the City do not include bicycle lanes, often due to limitations of existing right-of-way that make bicycle lane construction prohibitive without roadway widening. Consistency Multi-Modal System w/other Cost Environmental Environmental • • •Mobility Capacity Plans Safety Effectiveness Resources Justice • Kittelson&Associates, Inc. 51 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Low-traffic bikeway - Low-traffic bikeways are also known as bike boulevards and provide high-quality bicycle facilities on continuous street corridors with low vehicular traffic volumes. Typically, low-traffic bikeways are made from existing local streets, which are reconfigured to prioritize bicycle trips and reduce through automobile trips. Local automobile access is retained. Bicycling conditions are improved by reducing stop signs to a minimum along the route and providing wayfinding information specific to bicyclists. Traffic calming is often used to slow automobile speeds and eliminate the cut-through automobile traffic that the removal of stop signs would otherwise attract. ., • • STO F. _ONLY S� i • Low-traffic Bikeway Example Low-traffic bikeways are best used when they parallel major roadways and can provide cyclists with a low-volume alternative route. Low-traffic bikeways are used extensively in Portland, and recent rider surveys there indicate that cyclists overwhelmingly prefer them compared to major streets with bicycle lanes. Multi-Modal System Consistency Cost Environmental Environmental Mobility Capacity w/ other Plans Safety Effectiveness Resources Justice • • • • • • Shared-lane Pavement Marking-Shared-lane pavement markings (often called "sharrows") are a tool designed to help accommodate bicyclists on roadways where bicycle lanes are desirable but infeasible to construct. The sharrow marking indicates a shared roadway space, and are typically Kittelson &Associates, Inc. 52 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 centered approximately 4 feet from the edge of the travelway to encourage cyclists to ride further away from parked and parking cars and/or the curb. Shared-lane pavement markings have been extensively applied in several cities, including San Francisco, Portland, and Corvallis. Shared-lane pavement markings have been recommended for indusion in the upcoming edition of the MUTCD. Final approval of new MUTCD is not likely until 2010; until then use of shared-lane pavement markings are subject to the experimental process set forth in Section 1A.10 of the current MUTCD. t; _ 't ��. way ,. � ^��r ��• . ai 111111116\ 'amer • */ Examples of Shared-lane Pavement Markings Consistency Multi-Modal System w/other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • • • • • • Project Lists The 2002 TSP, the Tigard CIP, and the RTP identify bicycle and pedestrian improvement projects. Projects from the Tigard CIP and RTP are shown below in Table 5-19 and Table 5-20 for reference and context for the recommended bicycle and, as discussed in the next section, pedestrian projects. It should be noted that there are also many roadway improvements in the CIP and RTP that include bicycle lanes and pedestrian facilities;however, only the projects that do not also include enhanced vehicle capacity are included in these tables. Kitte/son &Associates, Inc. 53 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Table 5-19 Pedestrian/Bicycle Projects in the Tigard CIP (2009-2014) TSP Update CIP Project Project Fully Number Project/ Program Name Total Cost Funded? B3 97002 Burnham St Reconstruction $9,746,463 Yes 97003 Main St Retrofit to Green Street $700,000 Yes CP2 95002 Crosswalk- Hall Blvd/Fanno Creek $100,000 Yes ?, P20 95003 Crosswalk- Hall Blvd/Bonita Road to 600'N $326,566 Yes PC7 95006 Crosswalk& Lighting System - Durham Rd at Tigard $68,000 Yes High School P22 95007 Barrows Road Sidewalk Installation $71,814 Yes P31 95008 Garret Street Sidewalk-Ash St to 99W $141,790 Yes P1 95021 North Dakota Street Pedestrian Bridge at Fanno $275,000 No Creek 95027 Citywide Pedestrian/Sidewalk Improvements $250,000 No P32 95018 92nd Avenue Sidewalk - Durham Rd to Cook Park $475,000 No P20, P14 95011 Hall Blvd Half-Street Improvements $250,000 No P1 95022 North Dakota St Improvements-Greenburg Road to $125,000 No 95th Ave P18 95024 Commercial Street Intersection-Lincoln Ave to Main $800,000 No St Table 5-20 Pedestrian/Bicycle Projects in the 2035 Draft RTP TSP Federal Update RTP Project Financially Project# Number Project/Program Name Project Description Cost Constrained? 10606 Washington Square Complete 7,400 feet of sidewalk P10 Regional Center Pedestrian improvements $8,954,000 Yes Improvements B30 10611 Locust Avenue Bike Completes 1,650 feet of bike lanes in $3,417,000 Yes regional center B13 10612 Greenburg Road Bike Completes 3,400 feet of bike lanes in $3,610,000 Yes regional center Washington Square Regional Improve sidewalks, lighting,crossings, bus P10 10749 Center Pedestrian shelters, and benches at Washington $3,900,000 Yes Improvements Square. Improve Sidewalks, lighting, crossings, bus P14, P18, shelters and benches throughout the Town P16, P9, 10760 Tigard Town Center Center including: Highway 99W, Hall Blvd, $4,882,000 Yes PC6 Pedestrian Improvements Main Street, Hunziker, Walnut and neighborhood streets. Washington Square Regional ? 10763 Center Greenbelt Shared Complete shared-use path construction. $1,821,000 Yes Use Path Infill gaps in regional trail network. Affected MUP2, ? 10766 Regional Trail Gap Closure trails include Fanno Creek, Washington $6,890,000 Yes Square Loop and Westside Trails. Regional Bikeway Make spot improvements on key low- B21-B30 Improvements volume, low speed through-routes to $4,000,000 Yes facilitate bike&pedestrian travel; identify Kittelson&Associates, Inc. 54 Tigard Updated Transportation System Plan Transportation Solutions Analysis- DRAFT October 2009 them as bike/pedestrian routes Pedestrian Improvements Fill gaps in sidewalk&pedestrian network $5,000,000 Yes Neighborhood Trails& Construct high priority neighborhood trails $5,000,000 Yes Regional Trail Connections to regional trails, sidewalks&transit Portland &Western Rail Construct trail along portion of abandoned $1,000,000 Yes Trail rail line Downtown Circulation Plan Acquire ROW, construct streets and Implementation streetscape improvements in downtown $4,000,000 Yes Tigard In addition to the above, Table 5-21 shows new bicycle projects identified from the existing TSP and new projects developed to address deficiencies identified in the TSP process. The evaluation criteria, as well as the bicycle priorities from the existing TSP will be used to determine a final priority list for bicycle projects. The bicycle improvement list will be refined after the roadway project list is finalized, as there is significant overlap between the identified roadway needs and bicycle needs. Figure 5-6 shows the recommended bicycle improvements. Kittelson&Associates, Inc. 55 ;, -____,- . ...„..__.„.. ---_, ,....., ....m •* ---,-,-1---T4.,.: '* TAYLORS FERRY RD" Figure 5-6- ). r _� j- - • f -; - �,;' , ` , Planned ,ry - i''Msg. ,. ile , . , A f/��/i ( i Bicycle _ f .e c -.. Lt A'1 Facilities '1 z 1,47 -� sa+ot'`5 ` W �� (� Tigard Urban ■ �' i: o .o//////.l t •�. „a / Planning Area• - , _ f \a l / - - PINE ST t a - _ _ � V r.r ? Pz� - "r �`F,1NORThDMOThST Q : LEGEND Sp Jii r _ r ' PFAFFLE ST Planned Facilities °S • Shy '=-a r�• ,� " - > HAINES ST t t ��o M - 1 �•1 , J \ \ c B# Bicycle Facility _ z n: c`` " \ Bicycle Crossing •• WAINUT$T -- \7 V_ _ �\��\ N 1 DARTMOUTH ST • • ". ? �•;�� rr m® Multi-Use Pathway ®= , , i-L �, WALNUT ST I_ i _,c,\r AEI . .. 3 v T- _ l_ ' J , \ ti ta` t r eu.,\ 41, F = Tigard Trails Projects .'a-� _ �1 Ts L kRST ivi' �, • *CD:- �� Existing Facilities ,.WE % 3'� ki� Bike Lanes 0 ou ;J s'ra y - Vf: Multiuse Paths ''... �J I _ Z i .......,' ^� z,; Bicycle Generators G;� -- - ` t I i _ •� WAIL ST y�' \ • ///. g 'i_kM` "'�}*�� _-�L ' — GM�DE MIST• MCDONALD ST ;F, 1 / Regional Center —1"' I iii��rrr°d r_ _- B1 5 X�� Town Center 4. GBl 'r _ R — t Schools g(,, BONITA R ' BULL MOUNTAIN RD -S-PL.> j . 1 .. w © City Clty Library w � .,, ,. �� o * Tigard Senior Center • 1- rt.... !< 1I� � ° '� o i r� r� r— m 'r 13 'a Tigard Skate Park lia 1 _ _ j � O Ili ii - .v 1200,,.l....a w�map,.�,m...s • ....l 4 i i - . 1 I rr amemam.:uoKUM O Andsbs l..of Um gn,�...... • m� e.... i "L1•.•■.e..,,.,... BEEF BEND RD'C®j _. ,—6 RD �i - E iS Am /-- ' �w q'"lyOO I t J� °�-ri.�.ur .rrsf . JP , 0 , , Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Table 5-21 Bicycle Connectivity Improvement Projects Consistency Project Total Cost No. with Prior Roadway From To Description (2009$) Priority Plans Bike Lane B1 2002 TSP Hunziker Street Hall Boulevard 72nd Avenue Install bike lanes on both $371,000 High sides of street B2 2002 TSP Bonita Road 72nd Avenue West of 72'Avenue Install bike lanes on both $74,200 High sides of street • B3 2002 TSP Burnham Street Main Street Hall Boulevard Install bike lanes on both $200,340 High sides of street B4 2002 TSP Oak Street Hall Boulevard 7151 Avenue Install bike lanes on both $445,200 High sides of street B5 2002 TSP 98`"Avenue Murdock Street Durham Road Install bike lanes on both $408,100 High sides of street B6 2002 TSP 92nd Avenue Durham Road Cook Park Install bike lanes on both $400,680 High sides of street Tiedeman Install bike lanes on both B7 2002 TSP Avenue Greenburg Road Tigard Avenue sides of street $371,000 Medium B8 2002 TSP 12151 Avenue Walnut Street Iron Mt Boulevard Install bike lanes on both $593,600 Low sides of street B9 2002 TSP Taylor's Ferry Washington Drive City Limits Install bike lanes on both $742,000 Low Road sides of street B10 2002 TSP Washington Hall Boulevard Taylor's Ferry Road Install bike lanes on both $148,400 Low Drive sides of street B11 2002 TSP O'Mara Street McDonald Street Hall Boulevard Install bike lanes on both $408,100 Low sides of street B12 2002 TSP Frewing Street ORE 99W O'Mara Street Install bike lanes on both $222,600 Low sides of street B13 2002 TSP Greenburg Road Hall Boulevard Cascade Avenue Install bike lanes on both $445,200 High sides of street B14 2002 TSP ORE 99W Durham Road South City Limits Install bike lanes on both $1,929,200 High sides of street B15 2002 TSP 72nd Avenue Highway 99W South City Limits Install bike lanes on both $1,424,640 Medium sides of street Kittelson&Associates, Inc. 57 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Consistency Project Total Cost No. with Prior Roadway From To Description (2009$) Priority Plans B16 2002 TSP Upper Boones I-5 Durham Road Install bike lanes on both $296,800 Medium Ferry Road sides of street B17 2002 TSP Walnut Street ORE 99W 121" Street Install bike lanes on both $2,077,600 Medium sides of street B18 2002 TSP Barrows Road Scholls Ferry Scholls Ferry Road Install bike lanes on both $1,335,600 Medium Road sides of street B19 2002 TSP Bull Mountain 150`"Avenue West City Limits Install bike lanes on both Road y sides of street $816,200 Low B20 2002 TSP Beef Bend Road ORE 99W West City Limits Install bike lanes on both $2,374,400 Low sides of street Low-Traffic Bikeway B21 New Greenfield Drive Gaarde Street Benchview Terrace Install bike boulevard treatments $40,000 Medium B22 New Benchview Greenview Drive Bull Mountain Road Install bike boulevard treatments $120,000 Medium Terrace B23 New 79`h Avenue Bonita Road Durham Road Install bike boulevard treatments $130,000 Medium B24 New Fanno Creek Fanno Creek Bonita Road Install bike boulevard treatments $100,000 Medium Drive Trailhead B26 New Sattler Street Hall Boulevard 98`h Avenue Install bike boulevard treatments $100,000 Medium B27 New 80`h Avenue Taylor's Ferry Oak Street Install bike boulevard treatments $120,000 Medium Road B29 New Greenfield Drive Bull Mountain Beef Bend Road Install bike boulevard treatments $90,000 Medium Road B30 New Locust Street Hall Boulevard 80`h Avenue Install bike boulevard treatments $50,000 Medium Shared-lane Markings B25 New Murdock Street/ 96`h Avenue Highway 99W Install shared roadway pavement $10,000 High 103`d Avenue markings on both sides of street B28 New 150`h Avenue Bull Mountain Beef Bend Road Install shared roadway pavement $10,000 High Road markings on both sides of street Note: Costs are factored from the 2002 TSP costs based on the ODOT Highway Construction Cost Trends for year 2008 (Reference XX) Kittelson&Associates, Inc. 58 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 New Projects Projects #B21 and B22: Greenfield Drive and Benchview Terrace Bike Boulevard Installation These two projects provide a north-south connection between existing bicycle lanes on Gaarde Street and Bull Mountain Road, two east-west roadways. This project expands the bicycle network in the western portion of the City by providing bike boulevard treatments on one of the few through-roadway connections between Gaarde Street and Bull Mountain Road. This project is recommended. Multi- ID System Consistency Cost Environmental Environmental Recommended Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility B21 • • • • • 0 • Yes B22 Projects #B23 and #B24: 79th Avenue and Fanno Creek Drive Bike Boulevard Installation Project #B23 provides a parallel bike facility to Hall Boulevard, approximately four blocks west, between Bonita Road and Durham Road. While Hall Boulevard currently has bike lanes, this connection will provide another option for cyclists. Additionally, in combination with project #B24, which provides a bicycle connection from Bonita Road to a trailhead for the Fanno Creek Trail, B23 provides access to one of the City's greenways. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility B23- • • • • • • • Yes B24 Project #B25: Murdock Street/103rd Avenue Shared-Lane Markings Project #B25 provides shared-lane markings on Murdock Street and 103rd Avenue to connect bike lanes on Highway 99W to the South Tigard neighborhood. In particular, this project connects directly to schools. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety , Mobility Effectiveness Resources Justice ? B25 • • • • • • • Yes Project #B26: Sattler Street Bike Boulevard Installation Project #B26 provides bicycle boulevard treatments on Sattler Street to connect bike lanes on Hall Boulevard to the South Tigard neighborhood. In particular, this project connects directly to schools in neighborhood. Kittelson &Associates, Inc. 59 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility . B26 • • • • • • • Yes Projects #B27 and B30: 80th Avenue and Locust Street Bike Boulevard Installation These projects provide bicycle facilities in the neighborhoods adjacent to Washington Square Regional Center, and complement existing bike lanes on Hall Boulevard, through direct connections and parallel facilities. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility B27 & • • • • • • • Yes B30 Project #B28: 150th Avenue Shared-Lane Markings Project #B28 provides shared-lane pavement markings on 150'" Avenue from Beef Bend Road to Bull Mountain Road. This north-south connection on the western edge of the Tigard Urban Planning Area will support future growth and demand for bicycle facilities as the surrounding neighborhoods develop. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility B28 • • • • • • • Yes Project #B29: Greenfield Drive Bike Boulevard Installation Project #B29 provides bike boulevard treatments on Greenfield Drive from Beef Bend Road to Bull Mountain Road.This will provide another north-south connection between these two roadways. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice 7 Mobility B29 • • • • • 0 • Yes Kittelson&Associates, Inc. 60 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Bicycle Crossings and Off-Road Facilities Bicycle crossing treatments are used to connect bike facilities at intersections with high vehicle volumes, trailheads, or other bike routes. Typical treatments include bicycle detectors at traffic signals, bicycle only signals, or preferential movements for bicyclists such as only allowing bikes to make a through movement. Many traffic signals in Tigard are actuated signals, meaning that green indications are only given to a movement when the signal detects the presence of a vehicle. However, actuating a signal as a cyclist is difficult if no indication is given of the location of detection equipment. Pavement markings should be used, including actuated left-turn lanes, to show cyclists where to stand to actuate a signal. Additionally, the sensitivity of all loop detectors should be set to allow for bicycle activation. Bicyclists also benefit from several other types of bicycle support facilities, such as secure bicycle parking, either open or covered U-shaped racks, and storage lockers for clothing and gear. The City currently requires bicycle parking included in new development as a condition of approval and TriMet buses are outfitted with bicycle racks that allow cyclists to bring their bikes with them on transit. Allowing bicycles on transit vehicles increases the range of trips possible by both transit and bicycling, and reduces cyclists' fears of being stranded in the event of a mechanical or physical breakdown. Tigard currently provides several types of bicycle crossing treatments and has open-air bicycle racks in the downtown, at the Tigard Transit Center, at the WSRC and other locations throughout Tigard. However, there are additional locations that require enhanced bicycle crossings or other facilities. Error! Reference source not found. summarizes the proposed bicycle crossing and facility improvements. The evaluation criteria as well as additional input from the City and TAC and CAC will be used to determine a final priority list for bicycle crossing projects. Table 5-22 Bicycle Crossing and Facility Improvement Projects Consistency No. with Prior Intersection/Location Description Total Cost Priority Plans BC1/ Off-Road Facility TP1 New Tigard Transit Center Additional Bike Racks Medium Covered Bike Lockers McDonald Street Crossing Improvement BC2 New connections between 97`" Avenue Further detail needed High and O'Mara Street from City? Bonita Road/ Crossing Improvement BC3 New 79th Avenue Further detail needed High from City? Tiedeman at Fanno Crossing improvements. BC4 New Creek Trail Near term curb cuts and pavement markings. Kittelson &Associates, Inc. 61 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 New Projects Project #BC1: Tigard Transit Center Bicycle Hub Improvements See Project #1 in Transit Projects Section Project #BC2: McDonald Street connections between 97th Avenue and O'Mara Street Bicycle Improvements Text This project isXX. M System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility • 11 • • • • • • • Yes Project #BC3: Bonita Road/79th Avenue Bicycle Improvements Text This project is XX Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility 11 • • • • • Yes PEDESTRIAN Pedestrian facilities are the elements of the network that enable people to walk safely and efficiently on the transportation system. These facilities include facilities for pedestrian connectivity (sidewalks, mixed-use trails) as well as safe crossing locations (unmarked and marked crosswalks, crossing beacons, pedestrian refuge islands). Each plays a role in developing a comprehensive pedestrian network. The pedestrian system within Tigard includes sidewalks, multi-use paths, and pedestrian only paths. Arterials and collectors in Tigard generally provide sidewalks alongside the roadway, but there are gaps in the system and locations where there are opportunities to improve pedestrian facilities. Multi-use path projects are discussed in a subsequent section because of their utility for both pedestrians and bicyclists. Types of Pedestrian Facilities Ideally, all streets in the Tigard transportation network would have sidewalks on both sides, and current City of Tigard development standards require that sidewalks are included as a part of new Kittelson &Associates, Inc. 62 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 construction. However, sidewalks are often present on only one side of the roadway or contain several gaps in continuity. Accordingly, the pedestrian facility projects in Tigard have been separated into two categories: sidewalks-both sides of the street, and sidewalks -fill in the gaps. Sidewalks—both sides of street - These projects consist of installing sidewalks on both sides of existing roadways, which do not provide sidewalks or parallel multi-use pathways. These projects may require additional right-of-way. Consistency Multi-Modal System w/ other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • • • • • Sidewalks—fill in gaps-These projects include completing pedestrian facilities on sidewalks that are discontinuous or have short gaps on one side of the street or both. Multi-Modal System Consistency Cost Environmental Environmental Mobility Capacity w/other Plans Safety Effectiveness Resources Justice • • • • i • Figure 5-7 and Table 5-23 summarize the proposed pedestrian improvements. Kittelson&Associates, Inc. 63 Z II ,'al 11 j w II TAYLORS FERRY RD Figure 5-7 L %® ; It 0. z, / , .. � 1) � ' 1.:i - Planned i' a, Pedestrian s j m� 1f LOCUST ST ! Facilities j j aY fl7jj I - osFR Tigard Urban Sc - OAK ST _ I Nr Planning Area / PINE ST a g spy , -.,,,,N NORTH DAKOTA ST "" ! LEGEND a a s W il Planned Facilties 9f �O < I, PfAFFLE ST m • �o�y ,� < HAINES,ST • P# Pedestrian Facility m j q _ ��;= �� \ ,�' O Pedestrian Crossing WALNUT ST - Ra�<TR �. DARTM.�.T 41 j j y Multi-Use Pathway a _ ' _ WALNUT ST .r `r y Tigard Trails Projects o '�I �` sT F \ sRSr Existing Facilities' S. _, ' '-r at ce �. .�'`":' a. h Q ;Y. Sidewalks 5 N & jr t..� = j f `` ''P �� Multiuse Paths - :,,,� ' ! \ -IL Pedestrian Generators V :� G I 2,7 Rosyv� �: �. ® cAARDE sr j v°�� — �sT _. , 0 r Regional Center RO1.1 • �% e !'C 3 MCDONAL 5 ST •.,,�9 . W • 1 e ��Town Center Schools 9. 'C 4 -- ID. RA RD... BONITA RD _ BULL MOUNTAIN RD - -++ j _ - , _ © City Library of W j j ,.� I . * Tigard Senior Center J a �„� o - o Tigard Skate Park I \` _ — w cr • U p �� ••The miasmal repe.atd on lbw.4u cum...of .u.it. ® 'j(,,.�F f f ,. z Fd,rv.y 2.2009.Reiman will be e.h u ems demure co , _J� •� '.1 —'\ ¢ : / ..nendments mom to ohm the em..l of the mar Q F,.n.1..n...u.,•.1 '® � _ - DURHAM:�.. , 1 L �0Q,-, • IN BEEF BEND RD \\ ___ � t..,. OQa 1 1..1 11) V � - m .' .... 1E� . JQe � . o —� •. 4, z /_ ra ram.- -. r, W 1 i Notes: Pedestrian facilities are only shown for arterial and collector streets Regional and Town Centers are designated Pedestrian Districts in the Draft 2035 Regional Transportation Plan Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 Table 5-23 Pedestrian Connectivity Improvement Projects No. Source Project Roadway From To Description Total Cost Priority (2009$) Sidewalk Gap Projects P1 2002 TSP North Dakota Street 121"Avenue Greenburg Road Complete gaps in sidewalk, $341,320 High mainly on south side of street P2 2002 TSP McDonald Street Highway 99W Hall Boulevard Complete gaps in sidewalk on $296,800 High alternating sides of street South City Complete gaps in sidewalk P5 2002 TSP ORE 99W McDonald Street south of King City Town $742,000 High Limits Center Complete gaps in sidewalk P6 2002 TSP Bull Mountain Road Highway 99W West City Limits between Hazeltree Terrace $1,780,800 Medium and 120th Place Complete gaps in sidewalk, P7 2002 TSP Roshak Road Bull Mountain Road Barrows Road mainly between 158th Terrace $445,200 Medium and Bull Mountain Road General pedestrian P10 2002 TSP WSRC Pedestrian Improvements improvements included in the $6,000,000 Medium RTP Tiedeman Complete gaps in sidewalk P13 2002 TSP Walnut Street 114th Terrace Avenue opposite the middle school on $845,880 High Walnut Street Complete gaps in sidewalk, P14 2002 TSP Hall Boulevard Oak Street Pfaffle Street mainly north of the WSRC $1,484,000 High and south of Oak Street P19 2002 TSP 72nd Avenue Highway 99W Bonita Road Complete gaps in sidewalk on $1,780,800 Medium alternating sides of street P20 2002 TSP Hall Boulevard North of Hunziker South City Complete gaps in sidewalk on $994,280 Medium Street Limits alternating sides of street Scholls Ferry Complete gaps in sidewalk on P22 2002 TSP Barrows Road Walnut Street both sides of street near $1,409,800 Medium Road 105th Avenue New Sidewalk Projects P3 2002 TSP Tiedeman Avenue Walnut Street Greenburg Road Install sidewalk on both $519,400 High sides of street 1 Kittelson&Associates, Inc. 65 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 No. Source Project Roadway From To Description Total Cost Priority (2009$) P4 2002 TSP Oak Street Hall Boulevard 715t Avenue Install sidewalk on both $742,000 High sides of street North Dakota Install sidewalk on both P8 2002 TSP 121st Avenue Gaarde Street Street sides of street $667,800 Medium P9 2002 TSP Hunziker Street Hall Boulevard 72nd Avenue Install sidewalk on both $371,000 Medium sides of street P11 2002 TSP Taylor's Ferry Rd Washington Drive 62nd Avenue Install sidewalk on both $1,484,000 Low sides of street Taylors Ferry Install sidewalk on both P12 2002 TSP Washington Drive Hall Boulevard Road sides of street $296,800 Low P15 2002 TSP Dartmouth Street 72nd Avenue 68th Avenue Complete gaps in sidewalk on $178,080 High the north side of the street P16 2002 TSP Tigard Street 115th Street Hall Boulevard Install sidewalk on both $667,800 High sides of street P17 2002 TSP Fonner Street Walnut Street 1215[Avenue Install sidewalk on both $371,000 High sides of street P18 2002 TSP Commercial Street Main Street Lincoln Street Install sidewalk on both $74,200 High sides of street Scholls Ferry Install sidewalk on both P21 2002 TSP Beef Bend Road Highway 99W Road sides of street $1,484,000 Medium P23 2002 TSP 72nd Avenue Upper Boones Ferry Durham Road Install sidewalk on both Road sides of street $371,000 Low P24 New Benchview Terrace Greenview Drive Bull Mountain Install sidewalk on both Road sides of street $280,000 Medium P25 New 79`h Avenue Bonita Road Durham Road Install sidewalk on both $180,000 Medium sides of street P26 New Fanno Creek Drive Fanno Creek Bonita Road Install sidewalk on both Trailhead sides of street $10,000 Medium Murdock Street/ Install sidewalk on both P27 New 103rd Avenue 96 th Avenue Highway 99W $0 Medium Canterbury Lane sides of street P28 New 80th Avenue Taylor's Ferry Road Oak Street Install sidewalk on both $250,000 Medium sides of street Kittelson&Associates, Inc. 66 I Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 No. Source Project Roadway From To Description Total Cost Priority (2009$) i P29 New 150`h Avenue Bull Mountain Road Beef Bend Road Install sidewalk on both $320,000 Medium sides of street P30 New 97t Avenue McDonald Street Murdock Street Install sidewalk on both $40,000 Medium sides of street P31 New Garrett Street Highway 99W Ash Avenue Install sidewalk on both $70,000 Medium sides of street P32 New 92nd Avenue Durham Road Cook Park Install sidewalk on both $110,000 Medium sides of street Note: Costs are factored from the 2002 TSP costs based on the ODOT Highway Construction Cost Trends for year 2008 (Reference XX) Kittelson &Associates, Inc. 67 Tigard Updated Transportation System Plan Transportation Solutions Analysis- DRAFT September 2009 New Projects Project #P24: Benchview Terrace Sidewalk Installation This project would provide sidewalks on Benchview Terrace between Greenview Drive and Bull Mountain Road. Sidewalks on Benchview Terrace will connect to existing and planned facilities on Bull Mountain Road, and to an existing multiuse path at the Benchview Terrace/Greenview Drive intersection. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility P24 • • • • • 0 • Yes Projects #P25 and P26: 79th Avenue and Fanno Creek Drive Sidewalk Installation Projects #P25 and P26 provide pedestrian facilities on 79th Avenue and Fanno Creek Drive between Durham Road and a trailhead for the Fanno Creek Trail. While Hall Boulevard currently has sidewalks, this connection will provide another option for pedestrians. Additionally, these projects will aid pedestrian access to one of the City's greenways. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility P25- • • • • • • • Yes P26 Project #P27: Murdock Street/103rd Avenue/Canterbury Sidewalk Installation Project #P27 provides sidewalks on a connection that includes Murdock Street, 103rd Avenue, and Canterbury Lane. This project will connect the South Tigard neighborhood to the Highway 99W corridor. In particular, this project connects directly to schools in neighborhood. This project is adjacent to an environmental justice area and would enhance pedestrian mobility and safety. This project is recommended. Multi- S stem Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility 27 • • • • • • • Yes Kittelson&Associates, Inc. 68 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Project #P28: 80th Avenue Sidewalk Installation This project provides sidewalks on 80th Avenue in the neighborhoods adjacent to Washington Square Regional Center and complements existing sidewalks on Taylor's Ferry Road, to the north, and planned sidewalks on Oak Street, to the south. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility _ 28 • • • • • • ® Yes Project #P29: 150th Avenue Sidewalk Installation Project #29 provides sidewalks on 150th Avenue from Beef Bend Road to Bull Mountain Road. This north-south connection on the western edge of the Tigard Urban Planning Area will support future growth and demand for pedestrian facilities as the surrounding neighborhoods develop. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility 29 • • • • • • • Yes Projects #P30: 97th Avenue Sidewalk Installation This project will provide a direct connection to local schools south of McDonald Street on 97th Avenue to Murdock Street. This project is adjacent to an environmental justice area and would enhance pedestrian mobility and safety. This project is recommended. Multi- ID Modal System Consistency Safety Cost Environmental Environmental Recommended Mobility Capacity w/ Plans Effectiveness Resources Justice 30 • • • • • • • Yes Project #P31: Garrett Street Sidewalk Installation This project will provide a direct connection to local schools and the Highway 99W corridor on Garrett Street from Highway 99W to Ash Avenue. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity Plans Safety aci Effectiveness Resources Justice Mobility P ty w/ 31 • • • • • • • Yes Kittelson&Associates, Inc. 69 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Project #P32: 92' Avenue Sidewalk Installation This project will provide sidewalks on 92nd Avenue from Durham Road to Cook Park, approximately one half-mile to the south. In addition to connecting the riverside park with existing sidewalks on Durham Road, this project is adjacent to Tigard High school and provides a connection to the multiuse pathway network in Cook Park. Since this project is adjacent to and partly a park, it will likely have an effect on the existing environmental resources located there. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility 32 • • • • • 0 • Yes Pedestrian Crossings Pedestrian crossing locations allow for walking trips to connect across facilities to continue along pedestrian facilities. In addition to the need for sidewalks along arterial and collector roadways, there are several high-volume roadways that bisect Tigard and need improvements to increase the ease and safety of pedestrian crossings. In particular, the rail corridor near Highway 217 in Tigard is difficult for pedestrians to cross due to infrequent crossings, which may not include proper pedestrian facilities. Access across the railroad tracks is increasingly important, with the introduction of WES commuter rail service. Several streets (Gaarde, McDonald, Bull Mountain, sections of Hall) were identified as locations with challenging crossing conditions for pedestrians. These tend to be streets with relatively high traffic volumes,but infrequent signalized intersections or other protected crossing locations. While the state of Oregon considers all unsignalized intersections legal crosswalks, and motor vehicles are required to yield the right of way to pedestrians to allow them to cross, there are still challenges for pedestrians at these locations. Compliance is not consistent and pedestrians may have difficulty crossing higher volume roadways. There are several different types of pedestrian crossing treatments available,each applicable under a different range of factors. A brief description of the various pedestrian crossing types is provided below along with the evaluation criteria for each type of facility. Unmarked Crosswalks-Under Oregon law, pedestrians have the right-of-way at any unsignalized intersection. On narrow, low-speed streets unmarked crosswalks are generally sufficient for pedestrians to cross the street safely, as the low-speed environment makes drivers more responsive to the presence of pedestrians. However, drivers are less likely to yield to pedestrians at unmarked crosswalks on high-speed and/or high-volume roadways, even when the pedestrian has stepped onto the roadway. In these situations, pedestrian crossing facilities are needed to delineate the pedestrian right-of-way and remind drivers that they must yield when pedestrians are present. Kittelson &Associates, Inc. 70 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 r fP JAI s _ _ .—..--1,- Y`A _ i Unmarked Crosswalk Example As shown in the evaluation criteria summary below, unmarked cross-walks have little to no impact to multi-modal mobility,system capacity,environmental resources. Multi-Modal System Consistency Cost Environmental Environmental Mobility Capacity w/ other Plans Safety Effectiveness Resources Justice • • • • • Raised Pedestrian Refuge — This option provides a pedestrian refuge in the roadway median, allowing a two-stage crossing to occur if needed. The ODOT Traffic Manual (Reference 1) states that for state highways a raised median, in combination with a marked crosswalk is desired when average daily traffic(ADT)volumes are greater than 10,000. As shown in the evaluation criteria summary below, raised pedestrian refuges provide enhanced multi-modal mobility, safety, and provide benefits to populations in environmental justice areas. Multi-Modal System Consistency Cost Environmental Environmental Mobility Capacity w/ other Plans Safety Effectiveness Resources Justice • • • • Marked Crosswalks—Marked crosswalks are painted roadway markings that indicate the location of a crosswalk to motorists. Marked crosswalks are often accompanied by signs, curb extensions and/or median refuge islands, and may occur at intersections or at mid-block locations. By increasing the visibility of crosswalks, marked crosswalks can improve driver yield rates to pedestrians on many facilities. In general, median refuge islands should be included with marked crosswalks to improve pedestrian safety wherever crossing distances are significant, pedestrian volumes are above average, vehicle speeds are above a residential standard, vehicle volumes make full crossings difficult, physical space is available, and/or pedestrians in the area are incapable of full crossings at standard pedestrian rates of speed. Kittelson&Associates, Inc. 71 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 - Is gip Ar: a R Marked Crosswalk Example Research has shown that marked crosswalks in certain situations do not improve pedestrian safety and can even make it worse. Recent research indicates that on multi-lane roadways (more than two lanes), marked crosswalks should not be installed without accompanying treatments (e.g., signalization) when traffic volumes exceed 12,000 ADT (no median refuge island) or 15,000 ADT (with median island).4 As shown in the evaluation criteria summary below, if applied appropriately, marked crosswalks can enhance multi-modal mobility and safety. Consistency Multi-Modal System w/ other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • • • • • Rectangular Rapid Flashing Beacon—RRFBs consist of user-actuated amber LEDs, which have an irregular flash pattern similar to emergency flashers on police vehicles. These supplement warning signs at unsignalized intersections or mid-block crosswalks. As shown in the evaluation criteria summary below,RRFBs can enhance multi-modal mobility and safety. 4 Zegeer,C.,et.al. Safety Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations:Final Report and Recommended Guidelines, Report No. HRT-04-100. Federal Highway Administration. Washington, DC. September 2005. Kittelson&Associates, Inc. 72 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Consistency Multi-Modal System w/ other Cost Environmental Environmental Mobility Capacity Plans Safety Effectiveness Resources Justice • • 0 • • • Pedestrian Hybrid Signal - The pedestrian hybrid signal is a pedestrian-actuated hybrid signal that would interrupt traffic on the mainline to provide a protected crossing for pedestrians at an unsignalized location. Pedestrian hybrid signals have been recommended for inclusion in the upcoming edition of the MUTCD, and final approval is not likely until 2010. Until then use of the hybrid signals are subject to the experimental process. Warrants for the installation of pedestrian- actuated hybrid signals have been proposed based on the number of pedestrians per hour (PPH), vehicles per hour on the roadway for the crossing, and the length of the crosswalk. Thresholds are available for two types of roadways: locations where prevailing speeds are above 35 mph and locations where prevailing speeds are below 35 mph. too, � � _• I OM" rriP. Men Pedestrian Hybrid Signal Example As shown in the evaluation criteria summary below, pedestrian hybrid signals can enhance multi- modal mobility and safety. Multi-Modal System Consistency Cost Environmental Environmental Mobility Capacity w/ other Plans Safety Effectiveness Resources Justice • • • • • • • Signalized Intersection - This option would require review of signal warrants according to the MUTCD (Reference 2), which requires pedestrian crossing volumes of 190 pedestrians during one peak hour, or 100 or more during each of four hours. These conditions are relatively rare but in Tigard may exist near public schools. Kittelson&Associates, Inc. 73 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 As shown in the evaluation criteria summary below, signalized intersections can enhance multi- modal mobility and safety but may not be as cost effective as other potential alternatives. Multi-Modal System Consistency Cost Environmental Environmental Mobility Capacity w/ other Plans Safety Effectiveness Resources Justice • • • • 0 • • Grade-Separated Crossing— Grade-separated crossings are either underpasses or overpasses that allow pedestrians to entirely avoid conflicts with automobiles when crossing a busy roadway. When used as part of a multi-use path, grade-separated crossings also accommodate bicycles. Grade-separated crossings are necessary wherever pedestrian crossings of freeways are constructed and in other limited circumstances, such as railroad crossings. However, because they are associated with large construction costs; are often perceived as unsafe (especially under-crossings); and, may result in significant out-of-direction travel for pedestrians, grade-separated crossings should be used sparingly. As shown in the evaluation criteria summary below, grade separated crossings can enhance multi- modal mobility and safety but may not be cost effective and can also as other potential alternatives. Multi-Modal System Consistency Cost Environmental Environmental Mobility Capacity w/other Plans Safety Effectiveness Resources Justice • • • • O 0 • Figure 5-7 and Table 5-24 summarize the proposed pedestrian crossing enhancement projects. Kittelson&Associates, Inc. 74 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Table 5-24 Pedestrian Crossing Improvement Projects Consistency Intersection/ Total Cost No. with Prior Location Description (2009$) Priority Plans Marked Crosswalk Projects Tigard Street at Fanno Install signing and striping at the existing PC1 New Creek Trailheads unmarked mid-block crosswalk located on Tigard Medium Street between 107th Place and Tiedeman Avenue Install signing and striping at the existing PC2 New Hall Boulevard at Fanno unmarked mid-block crosswalk located on Hall Medium Creek Trailhead Boulevard between Burnham Street and O'Mara Street McDonald Street/ Improve signing and striping at the existing PC3 New 97th Avenue crosswalk at unsignalized intersection; consider High installing a RRFB if further compliance is required Install signing, striping, and lighting at the existing PC4 New Durham Road/ unmarked crosswalk on Durham Road near 87th High Tigard High School Avenue Raised Pedestrian Refuge and Marked Crosswalk Projects Highway 99W/ Improve signing and striping at the existing PC5 New Bull Mountain Road signalized crosswalk; raise and upgrade existing $130,000 Medium refuge island Washington Square t Regional Center General Crossing Improvements PC6 2002 TSP Pedestrian Install crossing improvements as required for $5,720,000 Medium Improvements' pedestrian safety Tigard Town Center Improve Sidewalks, lighting, crossings, bus PC72 2002 TSP Pedestrian shelters and benches throughout the Town Center $4,882,000 Medium Improvementsz including: Highway 99W, Hall Blvd, Main Street, Hunziker, Walnut and neighborhood streets Grade-Separated Crossing Project PC8 New North Dakota Street Install a pedestrian bridge on North Dakota Street Low at the railroad crossing • ' RTP project#10749 and cost in 2007 dollars 2 RTP project #10760 and cost in 2007 dollars New Projects Projects #PC1 and PC2: Marked Crosswalks at Mid-Block Crossings Project #PC1 and PC2 provide marked pedestrian crossings at mid-block locations at trailheads for the Fanno Creek Trail. The pedestrian crossing on Tigard Street between 107th Place and Tiedeman Avenue is currently difficult for pedestrians wishing to continue on the Fanno Creek Trail. Additionally, the Tigard Trails Plan identifies this location for crossing improvements and recommends a short trail in the vicinity. The Hall Boulevard crossing, located between Burnham Street and O'Mara Street, also provides enhance pedestrian crossings for the Fanno Creek Trail. This mid-block crosswalk is also near several pedestrian generators including the Tigard Skate Park and City Library. Kittelson&Associates, Inc. 75 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Both of these projects will increase the attractiveness of walking and greatly improve safety at these locations. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility 1- • • • • • • • Yes 2 Project #PC3: McDonald Street/97th Avenue Intersection Pedestrian Crossing This project is to install marked pedestrian crossings at the McDonald Street/97th Avenue intersection. The intersection is currently an unmarked crossing and was identified by the City as a location with difficult crossings for pedestrians. With sidewalk projects on McDonald Street and 97th Avenue, providing a striped crossing at the intersection would greatly benefit the accessibility for pedestrians. This intersection should be monitored after striped crosswalks are installed as a potential location for an RRFB. Additionally, this location is an environmental justice area for the senior population and would enhance their mobility by improving pedestrian safety. This project is recommended. Multi- System ' Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility , 3 • • e • • • • Yes Project #PC4: Durham Road Pedestrian Crossing at Tigard High School This project is to install marked pedestrian crossings at the Durham Road/87th Avenue intersection. The intersection is currently an unmarked crossing and was identified by the City as a location with difficult crossings for pedestrians. The surrounding area includes Tigard High School and the Hall Boulevard/Durham Road intersection, which had the highest number of pedestrians counted of all the study intersections. This project is recommended. Multi- S stem Consistenc y Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice Mobility 4 • • • • • • • Yes Kittelson&Associates, Inc. 76 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Project #PC5: Highway 99W/Bull Mountain Road Intersection Pedestrian Crossing Project #PC5 includes installing marked pedestrian crossings at the Highway 99W/Bull Mountain Road intersection. This intersection is currently an unmarked crossing and was identified by the City as a location with difficult crossings for pedestrians. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility S • • • • 0 C • Yes Project #PC8: North Dakota Street Grade-Separated Crossing This .project would provide a grade-separated pedestrian crossing on North Dakota Street, across the existing railroad tracks. This would increase the available space for pedestrians and improve safety by eliminating a current at-grade crossing of the railroad tracks. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility 8 • • • 0 0 Yes MULTI-USE PATHWAYS Multi-use pathways are other facilities dedicated to pedestrians and bicyclists. These pathways have an integral role in recreation, commuting, and accessibility for residents. Tigard's off-street trails are generally concentrated along several greenways located within the City, the most notable of these is the Fanno Creek Greenway which traverses the full length of the City. Trails are also located along the Tualatin River and the Pathfinder-Genesis Trail. Additionally, planned regional pathways are being developed to connect Tigard with other communities in the Portland metro area. While these pathways serve and connect several neighborhoods in Tigard, there are some remaining gaps in these facilities. The Tigard Neighborhood Trails Plan focuses on multi-use pathways at a neighborhood scale, and developed a list of 42 recommended projects that are generally one to two blocks in length. These projects seek to improve opportunities for walking, bicycling and using transit by creating short cut-through route that provide access to local destinations. A complete list of the projects from the Neighborhood Trails Plan is included in the Appendix. The plan has been adopted and the city will implemented trails from this plan as funding and opportunities become available. While the Neighborhood Trails plan addressed short, local connections, there are additional city and region-wide multi-use trails that are in various stages of planning and construction. In particular, the Tiedeman/Main Rail Trail has been identified for converting a nearly three-quarter Kittelson&Associates, Inc. 77 Tigard Updated Transportation System Plan Transportation Solutions Analysis -DRAFT October 2009 mile inactive railroad right-of-way located adjacent to Tigard Street. The trail would extend between Tiedeman and Main Streets. Conversion to multi-use trail will provide benefits including • providing children and seniors a safe, off-street alternative to the adjacent Tigard Street, which does not have sidewalks along eighty per cent of its length and also includes a narrow, substandard bike lane on only one side; • providing a safe, traffic-free path for all walkers,joggers, cyclists, and others to exercise and enjoy the outdoors; • giving the downtown an economic stimulus by providing a new off-street transportation route to downtown businesses of all kinds;and, • providing direct, non-motorized access to the bus and commuter rail transit station located opposite to the corridor connects to Main Street. The City is also preparing to initiate a Transportation Growth Management (TGM) study to evaluate the longer regional pathways that traverse the City. This plan will assess existing gaps in the trail network and establish a plan to fill-in these sections. It will serve as a companion to the Neighborhood Trails Plan. Table 5-25 summarizes the planned multi-use pathways in Tigard.The evaluation criteria as well as additional input from the City will be used to determine a final priority list for multi-use pathway projects. Table 5-25 Multi-Use Pathway Projects Consistency Intersection/ Total Cost No. with Other Location Description (2009$) Priority Plans MUP1 2002 TSP Hunziker Link to Linkage to Kruse Way Trail in Lake Oswego Medium Lake Oswego Further detail needed from City? Complete gaps along the Fanno Creek multiuse path MUP2 2002 TSP Fanno Creek Trail from the Tualatin River to City Hall and Medium from Highway 99W to Tigard Street MUP3 2002 TSP Tualatin River Trail Complete multiuse path from Cook Park Medium to the Powerlines Corridor MUP4 2002 TSP Tualatin River New bridge crossing north-south over the Crossing Tualatin River near 108th Avenue Medium MUPS 2002 TSP Powerlines Corridor New regional multiuse path, and in Tigard will Medium connect from Beaverton to the Tualatin River Trail Tiedeman Avenue/ Convert a segment of inactive railroad right-of-way MUP6 New Main Street Rail Trail adjacent to Tigard Street from Tiedeman Avenue to $1,000,000' High Main Street to a multiuse path ` Source: Metro 2035 RTP Kittelson&Associates, Inc. 78 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 New Project Project#MUP6: Tiedeman Avenue/Main Street Rail Trail For some time, the City has been a proponent of trail use of the 3,840' long by 50' wide inactive railroad right-of-way located adjacent to Tigard Street and extending between Tiedeman Street and Main Street. Trail use will provide a broad range of community benefits,including: • providing children and seniors a safe, off-street alternative to the adjacent Tigard Street, which includes no sidewalks along eighty per cent of its length and also includes a narrow, substandard bike lane on one side of the street only; • providing a safe, traffic-free path for all walkers,joggers, cyclists, and others to exercise and enjoy the outdoors; • giving the downtown an economic stimulus by providing a new off-street transportation route to downtown businesses of all kinds; • providing direct, non-motorized access to the bus and commuter rail transit station located opposite to the corridor connects to Main Street. • improving the unsightly appearance of the unused and unmaintained corridor, which presently detracts from the attractiveness and of both the neighborhood and downtown areas. Conversion of the property to trail use is in accordance with numerous local plans, including the Downtown Improvement Plan, City Center Urban Renewal Plan, Park System Master Plan, and Transportation System Plans. The trail also enjoys wide community support as evidence by numerous endorsement letters received by the City. According to these letters, in addition to serving as a gateway to the downtown, the proposed trail will make an important contribution to community livability and pride. The trail also is part of a broader strategy to get people out of their cars and to promote a healthier and more sustainable community. Installation of the rail to trail conversion will result in more choices for moving around Tigard and help create a better place to live. Additionally, this project will improve multi-modal mobility, safety, and borders environmental justice populations. This project is recommended. Multi- System Consistency Cost Environmental Environmental Recommended ID Modal Capacity w/ Plans Safety Effectiveness Resources Justice ? Mobility 6 • • • • • • • Yes Railroad Crossings As noted previously, the existing freight and commuter rail corridor presents a barrier to access for pedestrians and bicyclists in Tigard. Although new multi-use pathways are desirable, current Kittelson&Associates, Inc. 79 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 ODOT Rail policy related to at-grade crossings is to reduce the number of at-grade rail crossings. In particular, the 2001 Oregon Rail Plan expresses a desire for a reduction in at-grade railroad crossings within Tigard. There are nine at-grade railroad crossings in Tigard, and one grade-separated crossing at Highway 99W. Of the ten crossings, six have existing sidewalks and five have bicycle facilities. Several crossings across the railroad tracks are currently "demand" trails and not part of the formal transportation system. These are worn paths across the tracks and could be used as locations for potential future grade-separated crossings for pedestrians and bicyclists. Currently, Grant Avenue ends a Tigard Street near the railroad tracks, directly across from 95th Avenue. There is a worn path across the tracks connecting these two roadways. There is another demand trail where Katherine Street ends at the west side of the railroad tracks. In addition to crossings with existing demand, additional connections across the railroad tracks to the Tigard Transit Center would benefit pedestrians and bicyclists accessing transit lines. Currently, there are two connections on either side of the TC, at Main Street and Hall Boulevard, but these crossings are nearly 1,500 feet apart. Due to ODOT Rail policy, other future multi-use pathways, potentially connecting the Fanno Creek Trail with regional destinations such as the Tigard Triangle and the Washington Square Regional Center, should be grade-separated crossings. No new at-grade multi-use pathways are planned in Tigard. SPECIAL AREAS Tigard Triangle The City of Tigard is focusing their community development goals on downtown Tigard and the Tigard Triangle area. The Tigard Triangle has long been a retail and commercial hub within the City. Today, the Tigard Triangle is zoned for commercial and mixed use development, and is identified as an area of significant growth in housing and jobs. From 2005 to 2035, the model forecasts approximately additional households and additional jobs. Although the area is outlined by three major regional roadways, those roadways serve to essentially form an island surrounded by pavement. Travel to and from the Tigard Triangle is funneled through three intersections with Highway 99W: 72nd Avenue, Dartmouth Street and 68th Parkway; the Highway 217/72' Avenue interchange, the southbound I-5 interchange with Haines Street, and the northbound I-5 interchange with Dartmouth street. Employees and customers traveling to the area on City streets will almost exclusively access the Tigard Triangle area off of Highway 99W. As demonstrated in the existing conditions analysis, today there is congestion on Highway 99W in the vicinity of the Tigard Triangle, and this congestion is forecast to worsen with future development. Today TriMet Route 78 provides transit along 68th Parkway and Hunziker Street. Access to and from the Tigard Triangle area is, and unless action is taken, will remain a critical issue to the success of the Tigard Triangle area. Kittelson &Associates, Inc. 80 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 A second issue with the Tigard Triangle relates to non-auto mobility/circulation to/from and within the area. The Tigard Triangle area as a whole is generally sloping downward from Highway 99W to Highway 217. The topography does make pedestrian and bicycle transportation more difficult. There are no bicycle lanes on the key roadways within the area. There are sidewalks on most streets within the triangle. There are sidewalks and bicycle lanes on Highway 99W adjacent to the Tigard Triangle except between 72nd Avenue and 68th Parkway, where there are no bicycle lanes. However Highway 99W can be characterized as an uncomfortable facility for pedestrians at best and only the most experienced cyclists will feel comfortable and confident riding their bicycles on this facility. At the broadest level, options for improving access to the Tigard Triangle area fall into the following categories: • Provide additional intersection and roadway capacity improvements to improve traffic operations at the boundary streets. • Minimize additional infrastructure investment and focus on travel demand management (TDM)programs. • A blending of critical additional capacity and implementing TDM programs. The following provides a brief overview of these options. Infrastructure Investment in Tigard Triangle Figure 5-3 provides a summary of the roadway improvement projects related to the Tigard Triangle. With these improvements congestion within the Tigard Triangle is forecast to be limited to Dartmouth Street, 72nd Avenue and 68th Parkway access points to the area from Highway 99W. Within the Triangle,this concept includes widening Dartmouth to five-lanes,widening 72nd Avenue to five-lanes, extending Atlanta Street from its existing terminus to connect to 72nd Avenue, and constructing a Highway 217 overcrossing connecting Hunziker Street to Hampton Street. The Atlanta Street extension and Hunziker-Hampton Street overcrossing would provide needed additional circulation options for auto and non-auto modes of transportation within the Tigard Triangle. In addition, the Hunziker-Hampton Street overcrossing would provide an additional access to the Tigard Triangle area from the south and west portion of Tigard. The current TSP also includes a connection from Dartmouth Street south across Highway 217 to Hunziker Street. This project is not recommended because it is essentially a duplicate to the Hunziker overcrossing to Hampton Street. Within the Tigard Triangle, 72nd Avenue is classified as an Arterial street, and Dartmouth Street is classified as a Collector street. This concept includes widening both streets to five-lanes. Without, careful design of both facilities, these could both become significant barriers to non-auto travel within the Tigard Triangle. A roadway design option for consideration in the Tigard Triangle is called a "multiway" boulevard. A multiway boulevard has "central travel lanes for relatively fast-moving through-traffic Kittelson&Associates, Inc. 81 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 bordered by tree-lined medians with walking paths. It has narrow one-way access roadway on each side for slower traffic and parking, and finally at the edges, tree-lined sidewalks. The medians, narrow access roadways, and sidewalks together create extended pedestrian realms, where movement is at a slow pace"5. Below is a concept plan for Octavia Boulevard in San Francisco, California6. This multiway boulevard was recently constructed and has been met with favorable support from the city, and neighborhood residents and business owners. More information about this project can be found online at http://www.uctc.net/access/28/Access%2028%20-%2002%20- %20Building%20a%20Boulevard.pdf. Additional study of the multiway boulevard cross-sectional requirements and consistency with City of Tigard street design standards would be required to determine if this street type could be viable for Dartmouth Street or 72nd Avenue. At preliminary concept level, if 72nd Avenue were converted to a five-lane multiway boulevard, it would would provide a centralized spine/center for development and urban design within the triangle. Plan of Octavio Boulevuid If I I 1 I i • • r• 406 -AIM MO— --411119111111111 41.01644104:41iw,_ , „or. ..yam • t -I "— ' —'• I PAGE SI LILY ST. OAK ST. 5 'Building a Boulevard", Elizabeth Macdonald, UCTC on-line magazine: Access, Number 28, Spring 2006, page 1 http://www.uctc.net/access/28/Access%2028%20-%2002%20 %20Building%20a%20Boulevard.pdf 6 IBID,page 6 Kittelson &Associates, Inc. 82 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Travel Demand Management in Tigard Triangle As part of this TSP, Tigard is considering adopting non-auto mode split targets higher than required by the Metro RTP.This target demonstrates the City's commitment to reducing congestion and carbon-footprint. Focusing a TDM program within the Tigard Triangle could serve as a starting point for a successful city-wide TDM program. This could be developed as a Transportation Management Association. (TMA) For a TMA program to be successful the business owners, employers and residents within the area must own the issues and potential solutions. If the stakeholders believe in the importance of the program and see their own livelihood and neighborhood livability hinging on the success of localized TDM programs, the TMA would have the opportunity to succeed and become part of the social fabric in the area. The Lloyd District TMA is an example of such a program. The City of Tigard should plan to support the implementation of TDM in their city by committing staff time or a staff position to City-wide TDM management. Initially this role could focus on the development of TDM program for the Tigard Triangle area. Parking Management would also be a critical component of managing travel options to and from the sub-area. In order for a district or subarea to gain momentum an adequate amount of parking is required;that said too much parking can degrade the environment of a place because of the amount of physical space dedicated to parking. As the Tigard Triangle area continues to grow, and as transit options to/from and within the area increase, the City of Tigard should consider developing a parking monitoring and management program. From a policy perspective, the program would be managed to achieve 85-percent parking utilization on street and off-street. Beyond 85-percent utilization the system can be considered effectively full. The program should also consider parking pricing options. As parking utilization increases to near effective capacity, parking pricing becomes an option to increasing parking supply. Pricing options can be set to benefit retail (i.e. short-term), or employment (i.e. long-term) parking. This policy choice (short-term or long-term parking) will influence the mode of travel employees and customers use to get to the Tigard Triangle area. To ease the transition to paid parking, employers or the Tigard TMA could consider parking cash out programs and free carpool parking. This could be integrated with transit subsidies provided through the TMA or the City through a local improvement district. Pricing is not necessary at this time;however the City should be prepared to consider this at some point. As parking becomes more utilized in the triangle, and if parking management programs are implemented, the City should consider developing additional non-auto travel options to provide choices for travelers to gain access to the Tigard Triangle. Options include developing a locally funded city transit circulator connecting the Tigard Triangle to residential areas within the City. The connector identified in the Transit section of this report is one option to provide additional access to the Tigard Triangle area. Other options could be developed to inter-connect with the downtown Transit Center. In addition,as high capacity transit is explored on Highway 99W, plans should be made for providing local transit circulation options from the high capacity transit to and within the Tigard Triangle. Kittelson&Associates, Inc. 83 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 From an infrastructure perspective, a travel demand option for the triangle could include maintaining 72nd Avenue as a three-lane road. For circulation within the triangle this may be a viable option because of the pedestrian and bicycle advantages. However, from a city-wide system capacity perspective, this may not be a viable option if Hall Boulevard is also maintained as a three- lane facility. There simply may not be sufficient north/south local circulation options with both of these facilities as three-lane roads. Access Management on Highway 99W Access management on Highway 99W is also a critical component of the success of the Tigard Triangle area. As previously described, access to the Tigard Triangle is relatively limited and largely focused to Highway 99W. If congestion on Highway 99W degrades too far, the ease of access to the Tigard Triangle area will decrease, and could ultimately limit growth. Therefore, consistent with other recommendations in this document and the recently adopted Highway 99W plan,access management planning and implementation on Highway 99W is important. Transit Oriented Land Use The eastern portion of the Tigard Triangle is zoned for mixed use development. West of 72nd Avenue the sub-area is zoned for commercial development. Planning is underway to consider the viability of high capacity transit on Highway 99W. Combining high capacity transit with transit oriented land uses in the Tigard Triangle near Highway 99W can be an exciting option to create a renewed vibrancy in the Tigard Triangle.This is consistent with the mixed use zoning in the Tigard Triangle east of 72nd Avenue. In addition, developing 72nd Avenue as a multiway boulevard or another type of street with design to support transit-oriented and mixed-use development also supports the transit oriented land uses. Recommendations Focusing exclusively on the Tigard Triangle,the following is recommended: • Maintain and improve access to the sub-area-This includes the intersection improvements on Highway 99W, access management on Highway 99W, the Hunziker-Hall Overcrossing, and the interchange improvements at Highway 217/72.d Avenue. • Develop Travel Demand Management options — Commit staff time to development and management of TDM programs for the sub-area. Work with the property owners, residents and business owners to develop ownership of the issues and the programs for reducing SOV travel within the area. This program would include concurrent parking management and development of transit options. • Explore the Possibility of Developing 72nd as a Multiway Boulevard — Multiway Boulevards can move through traffic and provide space for slower speed pedestrian,bicycle travel as well as opportunities for community gathering. Kittelson &Associates, Inc. 84 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 • Pursue Transit Oriented Land Uses—Transit oriented land use along 72nd Avenue, and in the vicinity of Highway 99W would provide additional options for non-auto travel and add vibrancy to the Tigard Triangle area. Washington Square Regional Center The Washington Square Regional Center (WSRC) Plan completed in 1999 included major infrastructure investments aimed at connecting the Washington Square Mall with the land uses on the west side of Highway 217. Two bridges and roadways were proposed: the northern crossing extended from Washington Square Mall Road across Highway 217 connecting to Cascade Avenue; the southern crossing conceptually extending Locust Street across Highway 217 to Nimbus Avenue. The connectivity benefits of these two roadway extensions would be enhanced by extending Nimbus Avenue south roughly parallel to the WES Commuter Rail tracks to Greenburg Road. In concept these facilities provide secondary circulation to Highway 217, and improved multi-modal access to the Washington Square Area. The WSRC also included projects identified to improve local circulation. Project #24 in Figure 5-3 represents pedestrian and bicycle improvements to Locust Street, Oak Street and Lincoln Street, as well as an extension of Lincoln Street to Oak Street. Based on a select zone analysis travel to and from the Washington Square Mall area is approximately equally distributed(15-20%)on Scholls Ferry Road (from the south and north), Hall Boulevard (to and from the west) and Greenburg road (to and from the south).Approximately 10% of the trips to and from the Mall are made on Oleson Road and Locust Street, and approximately 5% of the trip to and from the Mall travel on Hall Boulevard. The select zone results indicate that there is ample demand for the connections from Washington Square to and from the south west toward Beaverton and Tigard and north east toward Portland. Project Considerations Northern Overcrossing from Washington Square Road to Cascade Avenue and Nimbus Avenue on the Westside of Highway 217 Based on input from ODOT and the Cities of Beaverton and Tigard the northern overcrossing from Washington Square Road to Cascade and Nimbus on the west side of Highway 217 was not included in the travel demand modeling for the draft project list primarily due to issues with feasibility of this connection.The analysis results show that although this would be a valuable non- auto connection the proposed system can operate without this connection. Therefore this project is not recommended for further consideration. Nimbus Avenue Extension Similarly, the Nimbus Avenue extension south to Greenburg/Tiedeman was not included in the travel demand modeling of the draft project list. Again,the analysis results show that the proposed system can operate without this connection. In addition,the potential environmental impacts of this roadway are relatively high. It is possible that the impacts could be avoided and or mitigated; Kittelson &Associates, Inc. 85 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 however the associated project costs would likely be relatively high. Therefore this project is not recommended for further consideration. Southern Overcrossing Extending Locust Street to Nimbus Avenue on the Westside of Highway 217 This overcrossing was included in the modeling conducted for this project, and it is forecast that this roadway would carry approximately XX peak hour trips. The roadway would provide an east/west connection in the northern part of Tigard where there are few east/west connections. The facility could also provide pedestrian and bicycle access to the Fanno Creek Greenway area. As a continuous route in this part of Tigard, it does mean that there is potential for this route to become a cut-through route; therefore the roadway cross-section should be designed carefully for slow speeds, and to safely and comfortably accommodate pedestrian and bicycle travel. It is recommended that this project remain in the Tigard TSP. All other recommendations in the Washington Square Area are also recommended to remain in the TSP. Travel Demand Management TDM programs were also identified in the WSRC plan. The Mall has a regional draw for employees and customers; thus achieving success in reducing single-occupant vehicle is more difficult because of the spread of locations from which people travel. Therefore it is recommended that the City of Tigard initially focus their TDM program development on the Tigard Triangle area. With success in the Tigard Triangle, the City should subsequently move to Downtown and then the WSRC. Downtown The city of Tigard would like to create a downtown which will be active,compact, multi-modal and serve as a catalyst for economic development. The on-going Tigard Downtown Circulation Plan project is reviewing connectivity and access in downtown to develop improved connectivity within Downtown, and establish street standards consistent with vibrant, active, pedestrian-friendly streets. This project is being undertaken by SERA Architects. The findings of this project will be integrated into the draft and final TSP Update. 2035 ESTIMATED TRANSPORTATION REVENUES Transportation capital improvements are typically funded through a combination of state,city, and private funds. This section documents Tigard's projected transportation revenues based on historic trend information provided by City of Tigard Staff. These funds are used primarily for operations, maintenance, services and materials. In typical years, only a small portion is available for capital improvements. The City of Tigard currently estimates their revenues for transportation from 2009 to 2035 to be approximately $5,150,000 per year (2009 dollars). These revenues have come from six primary Kittelson&Associates, Inc. 86 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 sources. Table 5-26 shows a breakdown of the amounts and percentages of the forecast annual revenue from each of these sources. Table 5-26 Forecast Transportation Revenues (2009 Dollars) Percentage Typical Use of of Total Funds (Operating Forecast Forecast or Capital) Annual Annual Revenues Revenues State Motor Vehicle Fees $3,000,000' 58.3% Capital (X%) Maintenance (X%) County Gas Tax $200,000 3.9% Capital City Gas Tax $650,000 12.6% Capital TIF&TDT $300,000 5.8% Capital MSTIP $500,0002 9.7% Capital State/Federal Fees used in City $500,0002 9.7% Capital Annual Total $5,150,000 100% 0-5 Year Revenues $25,750,000 6-10 Year Revenues $25,750,000 11-20 Year Revenues $51,500,000 20 Year Revenues $103,000,000 1 Once State Transportation Bill takes full effect in FY 2012/2013 2 Project specific. Amount listed is an estimate based on historical annual average. • The State Motor Vehicle fund has provided and will likely continue to provide the most significant portion of the funding for Tigard's transportation system. A major component of the State Motor Vehicle fund is a fuel tax (per gallon). • Together, the City and County Gas Tax provides the second largest source of transportation funding to the city. It should be noted that House Bill 2001 passed in the XXX legislative session prohibits cities from raising fuel taxes between 2009? and 2014. Although the gas tax is recessive as vehicle efficiency increases, this is anticipated to be balanced out by the anticipated overall increase in vehicle miles traveled projected within the city. • Transportation Impact Fees (TIFs) and (TDTs)? are an excellent source of revenues for growth-required needs, but TIFs and TDTs are only collected on development activity, so the revenues stream from TIFs and TDTs are volatile depending on market conditions. • The MSTIP is the Washington County Major Streets Transportation Improvement Program. The majority of county-funded road improvement projects are paid for via MSTIP using local property taxes. It is difficult to project how much MSTIP funds will be spent on county roads within the City of Tigard on any given cycle. The amount provided above represents an anticipated annual average. • State and Federal Fees used in the city include forthcoming Kittelson&Associates, Inc. 87 Tigard Updated Transportation System Plan Transportation Solutions Analysis - DRAFT October 2009 Bonds were not considered as a potential revenue source as they do not increase revenue; rather, they allow the city to spend several years' worth of anticipated revenues over a short period of time. POTENTIAL FUNDING SOURCES Some additional potential local transportation system funding sources the City may wish to consider include: 1) transportation utility fees, 2) urban renewal districts and/or 3) local improvement districts (LIDs). Each of these alternative funding sources is described below. In addition to these longer term funding sources, there are several grant opportunities that should be evaluated each year.These include: • Community Development Block Grants(CDBG) • Special Public Works Funds(SPWF) • Immediate Opportunity Funds(IOF) — Lottery Program • State Bicycle-Pedestrian Grants • ODOT Enhancement Funds • State Parks Funds • Other from the stimulus that we should list? Transportation Utility Fee A growing number of cities in Oregon are adopting transportation utility fees. These fees are based on consideration of transportation systems as utilities just like public water, wastewater, or stormwater systems. Fees are typically assessed by usage (e.g., average vehicle trips per development type), with revenues used for the City's transportation system improvements, operations and maintenance. This fee is used in many Oregon cities through a monthly fee charged to local dwelling units and businesses. The formulas range from a flat rate per dwelling unit and per business ($10/month and $25/month,for example) to rates calculated for each property individually based on the Institute for Transportation Engineers Trip Generation Handbook. Statewide the average revenue generated by local jurisdictions with a Street Utility Free is approximately $26 per year per resident (not per dwelling unit). Typically the revenue generated by these fees are used for operations and maintenance of the street system but the ability to use these fees for capital projects, including pedestrian and bicycle projects should be explored. Urban Renewal District An Urban Renewal District is an area that is designated by a community as a "blighted area" to assist in revitalization. Funding for the revitalization is provided by urban renewal taxes, which are generated by the increase in total assessed values in the district from the time it was first established. Urban Renewal Districts have been formed in over 50 cities in Oregon, generally focused on revitalizing downtowns. Kittelson&Associates, Inc. 88 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 Urban Renewal dollars can be used to fund infrastructure projects such as roadway, sidewalk, or transit improvements. Since funding relies on taxes from future increases in property value, the City may seek to create a District where such improvements will likely result in such an increase. Local Improvement Districts (LIDS) Under a local improvement district(LID), a street or other transportation improvement is built and the adjacent properties that benefit are assessed a fee to pay for the improvement. LID programs have wide application for funding new or reconstructed streets, sidewalks, water/sewer or other public works projects. The LID method is used primarily for local or collector roads, though arterials have been built using LID funds in certain jurisdictions. State Grant Programs Community Development Block Grants (CDBG) CDBG Program funds are offered through the Federal Department of Housing and Urban Development although administered through the state. To receive CDBG funds, cities must compete for grants based upon a formula that includes factors such as rural/urban status, demographics, local funding match, and potential benefits to low-to-moderate income residents, including new job creation. CDBG funds can also be used for emerging public work needs. Special Public Works Funds (SPWF)and Immediate Opportunity Funds (IOF) — Lottery Program The State of Oregon through the Economic and Community Development Department provides grants and loans to local governments to construct, improve, and repair public infrastructure in order to support local economic development and create new jobs. SPWF and IOF funds have been used in a number of cities for the construction of water,sewer, and limited street improvements. These funds are limited to situations where it can be documented how a project will contribute to economic development and family-wage job creation. State Bicycle-Pedestrian Grants' ODOT's Bicycle and Pedestrian Program administers two grant programs to assist in the development of walking and bicycling improvements: local grants and Small-Scale Urban Highway Pedestrian Improvement (SUPI) programs. For both these grants, cities that have adopted plans with identified projects will be in the best position to receive grants. Cities and counties can apply for local grants for bicycle and pedestrian projects within the right-of-way of local streets. Local grants up to $100,000 are shared 80% State and 20% local. Projects that consider the needs of children, elderly, disabled, and transit users are given special consideration. . In the SUPI process, 7 Source:http://www.oregon.gov/ODOT/HWY/BIKEPED/does/mainstreethandbook.pdf Kittelson&Associates, Inc. 89 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 cities and counties help ODOT identify sections of urban highways where improvements are needed.Examples of eligible projects include: • completing short missing sections of sidewalks; • ADA upgrades; • crossing improvements (e.g., curb extensions,refuges,crosswalks);and, • intersection improvements(e.g.,islands and realignment). SUPI projects are located on highways that have no modernization projects scheduled for the foreseeable future. Projects that have a local funding match are typically viewed the most favorably because this indicates strong local support. Projects on highways that cost more than $100,000, require right-of-way, or have environmental impacts need to be submitted to ODOT for inclusion in the STIP. Cities and counties can apply annually for bike path or sidewalk grants of projects they have selected. Grants for projects on local street systems have a match of 20 percent and projects next to state highways have a lower match requirement. Bicycle-pedestrian grants are generally below $125,000 per project. Project evaluation and selection is made annually statewide by the Statewide Bicycle/Pedestrian Committee. ODOT Enhancement Program The Transportation Enhancement program provides federal highway funds for projects that strengthen the cultural, aesthetic, or environmental value of the transportation system. The funds are available for twelve "transportation enhancement activities," which are categorized as: • Pedestrian and Bicycle projects; • Historic Preservation related to surface transportation; • Landscaping and Scenic Beautification;and • Environmental Mitigation. The Enhancement Program funds special or additional activities not normally required on a highway or transportation project. So far, Oregon has funded more than 150 projects for a total of $63 million. Enhancement Grants are available through an ODOT process that occurs every XX years with applications due in XX. State Parks Funds Recreational Trails Grants are national grants administered by the Oregon Parks and Recreation Department (OPRD) for recreational trail-related projects, such as hiking, running, bicycling, off- road motorcycling and all-terrain vehicle riding. OPRD gives more than $4 million annually to Oregon communities and has awarded more than $40 million in grants across the state since 1999. Grants can be awarded to non-profits, cities, counties, and state and federal agencies. The application process for these grants occurs in XX of each year(?). Kittelson&Associates, Inc. 90 Tigard Updated Transportation System Plan Transportation Solutions Analysis-DRAFT October 2009 ESTIMATED TRANSPORTATION COSTS A summary of 20-year transportation improvement cost.... Kittelson&Associates, Inc. 91 g Tigard Manning Commission - Roll Call Updated May 14,2009 Hearing/Workshop Date: I I (L 1 a Starting Time: I ; COMMISSIONERS: iv>Jodie Inman (President) David Walsh (Vice President) Tom Anderson Rex Caffall Margaret Doherty Karen Fishel Stuart Hasman 1/ Matthew Muldoon __LZ Jeremy Vermilyea Timothy Gaschke (Alternate) STAFF PRESENT: Dick Bewersdorff Ron Bunch Gary Pagenstecher _ Doreen Laughlin Cheryl Caines _ John Floyd Jerree Lewis Duane Roberts Kim McMillan Sean Farrelly Gus Duenas Darren Wyss Todd Prager Marissa Daniels k CITY OF TIGARD PLANNING COMMISSION Meeting Minutes November 2,2009 1. CALL TO ORDER President Inman called the meeting to order at 7:00 pm. The meeting was held in the Tigard Civic Center,Town Hall, at 13125 SW Hall Blvd. 2. ROLL CALL Present: Commissioners Anderson, Caffall, Doherty, Fishel, Hasman, Inman, Muldoon,Vermilyea,Walsh, and Alternate Commissioner Gaschke Absent: Commissioner Fishel Staff Present: Senior Planner Darren Wyss Senior Administrative Specialist Doreen Laughlin 3. COMMUNICATIONS - none 4. CONSIDER MEETING MINUTES 10-19-09 Meeting Minutes: President Inman asked if there were any corrections, deletions, or additions to the minutes; there being none, President Inman declared the minutes approved as submitted. 5 PUBLIC HEARING 5.1 DEVELOPMENT CODE AMENDMENT (DCA) 2009-00004. SEASONAL OUTDOOR SALES CODE AMENDMENT —Cont'd from 10-19-09 President Inman read a statement from the applicant (City of Tigard) asking for a continuance of this hearing to a date certain of December 7, 2009. President Inman asked if there was anyone in the audience who had signed up to speak but could not make the December 7th meeting. Seeing and hearing none, she said she would entertain a motion. The following motion was made by Commissioner Vermilyea, seconded by Commissioner Caffall: "I move that we continue the public hearing DCA2009-00004, Seasonal Outdoor Sales Code Amendment," as requested by the City, to December 7th, 2009." I:\LRPLN\Doreen\PC\PC Packets for 2009\11-2-09\tpc minutes 11-02-09.doc Page 1 of 5 The motion CARRIED on a recorded vote, the Commission voted as follows: AYES: Commissioner Anderson, Commissioner Caffall, Commissioner Doherty, Commissioner Fishel, Commissioner Hasman, Commissioner Inman, Commissioner Muldoon, Commissioner Vermilyea, and Commissioner Walsh (8) NAYS: None (0) ABSTAINERS: None (0) ABSENT: Fishel (1) Inman announced that,per the motion, the public hearing on DCA2009-00004 is continued to December 7, 2009. 6. TRANSPORTATION SYSTEM PLAN BRIEFING—WORKSHOP STAFF REPORT Senior Planner, Darren Wyss, on behalf of the City, presented update #2 to the Planning Commission on the Tigard Transportation System Plan. Wyss noted the following had happened since "Update #1,"which was held in August: • Consultants have finalized the Needs and Deficiencies Report and the second public forum was held during Family Fest activities. • Public Forum#2 was well attended and citizens provided very good feedback thru surveys that asked what current TSP projects were important to them. • The next step in the process is to take all of the citizen input and background materials, such as the Needs and Deficiencies Report, and develop a list of recommendations to improve the transportation system over the next 20 years. • The consultants developed a set of preliminary recommendations and they are found in the Transportation Solutions Report— (Attachment 1 in the commissioner's packets.) • The Solutions Report is an evaluation of strategies and projects to address existing, and anticipated, deficiencies in the system. It includes strategies to manage operations and travel demand and new facilities to improve capacity and connectivity. • The consultant team also prioritized the preliminary recommendations and these are also found in the Report. • The next step is to review and edit the preliminary recommendations and priorities. This is done thru: o Council and PC feedback o TAC and CAC feedback o . Internal city staff review (3 meetings set up over next 2.5 weeks) I:\LRl'LN\Doreen\PC:\PC Packets for 2009\11-2-09\tpc minutes 11.02-09.doc Page 2 of 5 • Consultants will take all of the feedback and complete an initial draft of the updated TSP the first week of December. • Wyss noted the commissioners had been provided with a copy of the Solutions Report. He said they were not going to be able to review the entire document tonight, but he would like to discuss a few projects. The rest of the document can be reviewed over the next couple of weeks, particularly the recommended projects, and their priorities. He said priorities are key to focus investment in the CIP. • Wyss said he would like to assess whether recommendations are headed in a direction that will support Tigard's long term transportation aspirations. • Also like to invite Commissioners to meet with staff individually again if you wish. Wyss asked if there were any questions to this point? If not,like to discuss a few projects that are listed in the report. Do the projects include the Downtown Transportation Plan (Circulation)?Yes. It will be rolled into this. Where does the Transportation Advisory Committee fit in? Looking at the priority list: Why so many "high priority"? How will we prioritize amongst those?That's why we're here. In previous TSP's they did not have you prioritize projects. ODOT is saying that has to be done now. Yes— too many high priorities. We need to whittle down to what's really important. We need to look at our aspirations for the future - such as Downtown. Will there be a "real"priority report as opposed to a "wish list"? Yes -realistic priorities. There were a few other questions and then Wyss moved on to the following: Recommended for Removal in the current TSP [Re: Fig 5-3 on page 21 of the TSP] North Wash Sq overcrossing#15: Wouldn't provide much benefit. Beaverton is removing it as well. Nimbus Extension #16: Many environmental issues—cost is prohibitive—not enough benefit. Wall Street#26: Cost to construct would be too much—outweighs the benefit. Dartmouth Extension #20: Lots of environmental issues— benefit is outweighed by cost. 68th Parkway connection to 217 #30: ODOT said no. 68th Parkway widening to 3 lanes #29: Stafwill propose to keep this. Scholls Ferry to 7 lanes west of 1215t#28: Staff sees the benefit of this—staff may recommend it be put back as a low priority. President Inman: Number 22—why is that staying? It's important to Washington Square Regional Center to relieve congestion. It's in as low priority. I:\LRPLN\Doreen\PC\PC Packets for 2009\11-2-09\tpc minutes 11-02.09.doc Page 3 of 5 At this point Wyss `walked through" the following projects for the commissioners to be thinking about. He said he wasn't looking for recommendations at this time, but just wanted them to be aware of the following: Road Widening Projects Bonita: Consultants recommended being 4 lanes. Staff committee feels it should be 5 lanes. McDonald: Recommended for three lanes—staff committee recommends keeping it at 3 lanes. Durham: Current plan has 5 lanes —Hall Blvd east— 3 lanes Hall Blvd west—modeling shows it needs to be 5 lanes at some point in the future. What do you think? Is there a consensus of 5 lanes?Yes. Hall Blvd: Consultants recommend 3 lanes, current TSP has 5 lanes,based on Downtown Circulation Plan which recommends it at 3 lanes, 5 south of McDonald and north of 99W. 72nd. Consensus 5 thru to 99W Walnut: 3 lanes from 99W to 121st. (Will probably be a high priority). 121st: South of Walnut shows 3 lanes—staff recommends keeping it 2 lanes with improvements for bike lanes and sidewalks - 3 lanes north of 121st Ave. Upper Boones: 5 lane section between Durham and 72nd Ave. McDonald: 3 lane cross section. Alignments/New Connections Walnut/Ash: Should be high priority Tiedeman/North Dakota: Strange alignment if on Tiedeman—even worse on No. Dakota — Consultants recommend this. Good route to get across the northern part of the City east/west. So if you realign North Dakota offset intersection, put a bridge across 217 and connect it down to Hall Blvd,Pfaffle, then it would give you a way to get from 99W to this area of the City. This is just a recommendation to think about. North Dakota/Pfaffle: Low priority. Hunziker/72nd: Flyover 217 connecting down Upper Boones Ferry: Intersection improvements and widening. Locust: 3 lanes Hall Blvd: Across the river to Tualatin. This is being recommended as a very low priority to remain in our plan. President Inman said she believed the pedestrian bridge on North Dakota (page 75) should be bumped up in priority. It's dangerous even with just two cars. 7. OTHER BUSINESS—Discuss what goals the Planning Commission might want City Council to consider for next year(referring to Comp Plan.) The question was brought forward—has anything changed since the last two times we've gone before them?They noted their ideas haven't really changed. I:\LRPLN\Doreen\PC\PC Packets for 2009\11-2-09\tpc minutes 11-02-09.doc Page 4 of 5 Planning Commission's ideas still are: • Tigard Triangle • 99W beautification / "de-uglification" • Completion and implementation of the Comprehensive Plan (I'SP needs to be done.) Wyss interjected that Ron Bunch was particularly interested in having the Planning Commission make a recommendation to Council using the actual Comprehensive Plan to get the goals from. Find goals in the plan that can be implemented. Commissioner Vermilyea suggested that if that is the desire of staff then, to the extent staff can find something in the Comp Plan that lines up with the 3 stated goals,go for it. So starting a master plan for the Tigard Triangle in 2010 would be a good goal. Vice President Walsh said this irritates him every time it comes up as it appears to be an after-thought to ask them their ideas. He said he would like to know what's been done so he can frame a goal setting session. Beyond that he finds it hard to come prepared without knowing what's been done. Commissioner Doherty: We have not received a report back regarding goals. My goal is to have them tell us what of the goals we gave them have they accomplished. We need feedback. Wyss noted that Council gives quarterly updates. It was decided that the next step would be to forward those reports to the Planning Commissioners. [Doreen Laughlin,Planning Commission Secretary, will forward those reports as soon as they are distributed.] 8. ADJOURNMENT President Inman adjourned the meeting at 9:00 pm. Doreen Laughlin,Planning Commislsion Secretary gairk ATTEST: President Jodie Inman I:\LRPLN\Dorecn\PC\PC Packets for 2009\11-2-09\tpc minutes 11-02-09.doc Page 5 of 5