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Planning Commission Packet - 02/05/2001 POOR QUALITY RECORD PLEASE NOTE: The original paper record has been archived and put on microfilm. The following document is a copy of the microfilm record converted back to digital. If you have questions please contact City of Tigard Records Department. 0 � � � � ;� �' Cifiy of Tigard TlGARD PLAGVIVINf�'a COMIVIBSSION! Ca7vrumityDeido�nazt FEBRIl.ARY 5, 2Q01 -� 7:30 P.M. ShapingA BetrerCaror,rmity TIGARD CIVIC C�NTER -TOWN HALL 13125 S1N �iALL BC)IJLEVAR� TIGARD, ORE�ON 97223• � 1. CA.LL T� (JRDEFt 2o RQLL �ALL 3. AIPPROVE INIIPIU7ES �4. ELECYIOfV �F OFFICERS 5. PLANPIING COIVIMISSBOfV COMIVIUNIC�4TIOIVS . Parks Plarrning Update— Ed Wegner, Director of Public Works . Planning Commission Training Needs— Dick Bewersdorff 6. PUI�LIC HEARING 6.1 GOMPREHENSI�i� PLAN AIVIEP![2fVIENT (CPA} 2000-00003 TI(�ARD TR/�NSP(�RTATIOId SYSTEM PLAN The City of Tigard is requesting to amend the City's �ubfic Facilities Plan, Camprehensive Plan and Comprehensive Plan Map to incorporate a master transportation plan for the next twenty years. LOCATION: Citywide ZOIVE: �J/A APPLICABLE REVIEW CRIT�RIA: Gommunity Developrnent Code 18.390.020; 18.390.060; Comprehensive Plan Volume 1, Public Facilities & Services and Transportafion, Comprehensive F'lan Volume II, Chapter 8; Statewide Planning Goals 1,11 and 12. 6.2 SU�DIVISI�N (SUB) 2000-00007/PLANNED 13EVELOPMENT R�VIEW (PDP.) 2000-OOOU5/SEN�ITIVE LAN�S REVI�W(SLR) 2000-�0012 KR.AFT PLACE TOWNHOMES PFtOPOSAL: Pr�oposed new construction on a 1.1 acre !ot af 21 attached single-family dwelling units each on separate lots, with an aver�ge lot size of 1,480 square feet, withir� a Subdivision with Planned Development. The application also includes a Type II Sensitive Lands Review due to steep slopes. LOCATION: 12765 SW Kraft Place; WCTM 2S105AD, Tax Lot 6600. The project site generally located south af SW Barrows Road and east of SW Menlor Lane. COMPREFiENSIVE PLAN D�SIGN�,TlON: Medium-High Density F2esidential. ZONE: Multiple-Family Residential, 25 Units Per Acre; R-25. The R- 25 zoning district is designed to accommodate existing h�using of alf types and new attached single-family and multi-family housing units at a minirnurri lat size of 1,48Q square feet. APPLICA�LE REVIEW CRITERIA: Community Development Code Chapters 18.350, 18.390, 1�.430, 18.510, 18.705, 18.715, 18.720, 18.725, 18.730, 18.745, 18.765, 18.775, 18.780, 18.790, 18.795 and 18.�10. REQUEST FOR CONI'INUA►IVCE 7. OTHER BUSINESS 8. ADJ�URNRN�NT � � - TIGARD PLANfViNC� GOMMISSIf3N - � � RO�L CPiLL CITY OF�TIOARD dREG4N MEARING DATE: ��g-d( ST'i4RTIPiG 71N1�: �'��v P.M. � COIVifl411SS➢�OIVEI2S: � NlCK WILSON (CHefl►IRPEi�SON) �,��� JUDITH ANDERSON � GLE�1N MORES ✓ JUDY MUNRO � JOHN OL�EN � MARK PADGETT �/ , �HEL SCOLAR " S�OT SUTTON ✓�� STEVEN TOPP __-_-_�--------------------�------�----------------------------_--___ ------------------------------------------�--------------------------- 5Tl�FF PRE��tVT: r/ DICK BEWERSDdRFF -/� NADIiVE �MITH KEVIN YOUNG � JU�IA HAJDUK � K�4REN PERL FOX �, DUANE ROBERTS MATT SCHEIDEGGER Jl�MES HENDFZYX � �RIAN RAGER � GUS DUEhVAS , � � CITY OF YIGARD PLANNING COMMISSIC�N Regular M�eeting Miroutes February 5, 2001 1. CALL TO CIRDER Pre�ident Wilson called the meeting to order at 7;30 p.m. The meeting was held in the Tigard Civic Center, Town Hall, at 13125 SW Hall Blvd. 2. �OLL CALL Commissioners Present: President Wilson; Commissioners Andersan, Mores, Munro, Olsen, Padgett, Scolar, Suttor�, and Topp Staff Present: Dick Bewersdorff, Planning Manager; Nadine Smith, Planning Manager; Julia Hajduk, Associate Planner; Brian Rager, Development Review Engineer; Ed Wegner, Director of Public Works; John Roy, Property Manager; Matt Stine, Urban Forester; Steve P/lartin, Acting Parks Supervisor; Jerree Gaynor, Planning Commission Secretary 3. APPF�OV� iV6EETiIdG MIIdUTES Commissioner Padgett moved and Commissioner Mores seconded the motion to approve the November 6, 2000, meeting minutes as submitted. A voice vote was taken and the motion passed by a vote of 3-0. Commissioners IVlunro, Olsen, Scolar, and Sutton abstained. Commissioners Anderson and Topp arrived �fter the vote was taken. 4. �L��TION OF �FF6CERS Commissioner Padgett nr�minated Nick Wilson for President of the Planning Corr�mission. Commissioner Scolar seconded the nomination. A voice vote was�aken and th� nomir�ation passed unanimously. Commissioner Olsen nominated Mark Padgett for Vice-President of the Planning Commission. Cammissioner Anderson seconded the nomination. A voice vote was taken and the namination passed unanimously. 5. PL�lPJIVIRIC� COMIVIISSIOiV COMMIlNICATIONS PAi2KS PLANNI(�G IDPD�TE Ed Wegner and John Roy provided an update on parks planning. They gave a PowerPoint presen�ation (Exhibit A)to highlight the various park and trail projects in the City. Nfatt Stine provided information on tree planting in the City and nc�ted the City's interest in becoming a "Tree City USA." He also reported that the City will be forming a � tree board and would like a Commissioner to serve on the board. Commissioner Olsen asked how the Gity goes about acquiring new property for parks consid�ring the significant amount of current development, and if there are any ptans for additional parks in �he Bull Mountain area. Mr. Wegner advised that negotiations with landowners for green spaces have been ongoing for the past several years. In fihe Bull Mountain area, whenever the City makes an offer fio a landowner, developers come in and make substantially larger offers. In most cases the �roperty awner PLANNING COMMISSION MEETiNG MINiJTES—February 5,2001 —Page 1 � � , accPpts th� developer's higher offer. They are working with the school district to acquire land close to the propased school site. There has been acquisition o�some prop�rty af the top of Bull Mountain for open space and natural parks. Mr. V{/egner also explained that United Sewerage Agency purchased the Thomas Qairy Farm and, in cooperation with the City's Cook F'ark Master F'lan, USA has done some plantings and will be doina more, as well as development of wstlands. Commissioner Anderson asked about plans for trails and for a permanent dog par{c. Mr. Wegner briefly described the planned phases for parks and trails. Mr. Roy discussed the various issues and difficulties involved in locating a permanent dog park. Ash Creek Park is designated as a temporary dog park until the City identifies some other use for that property. A committee is working on finding ather locations for temporary and permansnt sites for a dog park. Commissioner Scolar inquired about the status of pedestrian improvements ta the railroad bridge over the Tualatin River. Mr. Wegner advised that right now it is a very active bridge. The Cities of Tigard and Tualatin have done a joint study and plan which includes construction of a pedestrian bridge. It is a planned project, but the co:>t of construcfiing the improvement is very t�igh and there is currently no funding for it. President Wilson asked about the status of the Summer Lake water quality issue. The Commissior�ers were advised that a task force set up by the City Council is working on ifi and a consultant has been hired. They have not been ab{e ta reach a consensus on several scenarios presented over the last year. Solutions discussed include building a channei to the south, �iping water underr�ath ±he fake, leaving the dam in place versus removai, drainage, and adding islands to lower the water level. It is generaily agreed that an open channel would work the best, but there is a minority opinion for retaining the lake as it is. The matter will go to the City Council in f1llarch. T'here is agre�ment that there is not �nough scientific data. They are studying what effects the Endangered Species Act wil! have on any proposal, as well as other issues to be resolved through working with the consultant. Commissioner Olsen expressed concern regarding conservation of trees in the area. Mr. Stine said there are plans for planting a lot of native species, Urban plantings will be done in areas where native species do not survive well or are not appropriate to the surroundings, such as for street streets and parking areas. Native plantings will mainly be in park �nd greenway areas. A development plan to conserve trees and the protection of existing trees during construction is � priority. Dick BewersdorfF pointed out that unfortunately a lot of tr�es will probably be relocated or removed for the right-of-way. Mr. Stine stated that he will be very involved with the planning and construction in order to save as many trees as possible. f��TE: AGENDA ITEM #6.2 At Dick Bewersdorffs request, Agenda Item #6.?_ was taken out of order. He noted that the ap�licant requests a continuance and has agreed to extend the 120-day rule. H� would like the item to be heard at the March 5th Planning Commission mFeting. PLANNING COMMISSIOlr1 MEETING MINLJTES—February 5,2001—Page 2 �1 i �ommissioner Padye�t moved to postponE: item 6.2 to March 5th, at the request af the applic�n4, nating that the applicant has also agreed to extend the 120-day rule. Commissianer ��Isen seconded the motion. A voice vate was taken and the motion pas�E�d by a vote of 8-0. Commissioner Topp absfiained. J��,Q►, jN�a �COfVIMi�SiON TRAIPlING N�E[)S A jolnt meeting will be held with the City Council to address items of concern to the Planning Commission. Discussion was held on suggested agenda items: 1) tr�nsportation issues and funding, including forming a new task force; 2) the Parks and f�ecr�atlon Qistrict; 3) issues and concerns abaut a dependable water source; 4) the �ouncll's �an�ept of the Commi�sion's role ir�the Comprehensive Plan change process, inclu�ing whether or not factors such as ecor�omic development/criteria should be consldered by rhe �ommission or if decisior�s should be strictly land-use based; 5) plans for commuter r�il; 5)wh�ther the City is pursuing funds promised by QDOT as part of the Hwy. 99W corridor study; and, 6) issues regarding the Commission's role in the future, the Commission's decision-making ability, and information regarding staff s applicafinn of the revis�d code. 6. �U�LIC hIEARIYVGS 6.1 �OMPREH�fd�IVl� PLAN AMENDMENT (CP�►) 2000-Q0003 TO�ARD 'PRAeNSPORTA°TI�N aYSTENI PL,4N The City of Tigard fs requesting ta amend the City's Public Facilities Plan, Compreh�r�siva Plan and Comprehensive Plan Map to incorpar�te a master transportatior� plan �or the next twenty years. LOCATION: Citywide ZONE: N/A �4PPLI�ABLE R�VIElIV CFiITERiA: Communifiy Development Code 18.390.020; 1�.390,060; Cc�rrtpr�hensive Plan Volume 1, Public Facilities & Services and Transparf��ion, Comprehensive Plan Volume II, Chapter 8; Statewide Planning Goals 1,11 and 12. S�"AFF REPORT Julia H�jduk gave an overview of the st�fF report on behalf of the Gity. Staff recommends fiorwarding a recommendation to the City Council for approval of the Transportation System Plan (TSP), with �hanges a� noted in the comment log and the proposed Comprehensive Plan changes. The comment log contains a summary of comments received and staff s responses. In some instances the comments result in a response from staff maintafning that the TSP will be amended. It is therefore a critical part of the recornmendation, as it must be �dopted with the TSP in order to ensure that changes contained in the comment log are incorporated into the final TSP. Because of this, the Commission needs to be advised of some changes in the comment log. Discussion and staff explanation addressing Commissioner's questions regarding #34, #37, and #42 wer� resolve�d as set forth below. #31 �The TSP wlll show Atlanta Street on the Tigard Triangle #33—The required minimum turn lane width is 12', with exceptions for a smaller turn lane , #�4— Parking lanes should be 8' #37— 1' gap will be r�moved PLANNING COMMISSION MEGTING MINUTES—February 5,2001 —Page 3 � � #42 — Brian Rager stated that Tualatin Valley Fire & Rescue has said they will allc�w 15' between the median and the curb for a short distance. A mountable curb is allowable on one side, preferably for the median only. All other changes cont�ined in fihe comment log are clerical in nature. Comments contained in a letter firom the Cifiy of Lake Oswego were addressed and no changes are proposed. Ms. Najduk advised that she received an e-mail message from the Department of L.and Con�ervation asking that a schedule of future actions be adopted showing full � compliance with the Transportation Planning Rule and recommendin�g ado�tian of an interirn policy making it cl�ar that provisions of the TSP will comply directly with the TPR. Staff is not prepared to commit to a schedule or adopt interim provisions at this time, as there has not been an opportunity to review the issues. Staff will be looking into it further prior to the Council meeting and will have a prepared response to present to the City Council. Staff asks for a recommendation of the TSP, comment fag and Comprehensive Plan Changes in spite of this unresolved issue because it does not prevent compliance with the requirements of the DLCD. Nadine 5mith stated it is her understanding that the requirements of the Transportation F'lanning Rule are incorporated into th� code rewrite and they believe it is ir� compliance. Randy McCourt, of DKS Consulting, said h� b�lieves the intent of the DLCD is to ensure compliance with a TPR land use development code level of service section. Much of that section has already been addre��sed. Ms. Hajduk said she spoke with the DLCD and her understanding is they just want an adopted schedule, showing when full campliance with the TPR will be met, but staff is not prepared to do that at this time. A discussion was held regarding comment#36 and the pros and coris of setback sidewalks versus curb-tight sid�walks. The intent of the task fiorce was not to preclude curb-tight sidEwalks, but that�etback sidewalks were preferable. Exceptions can b� pro�rided for where appropriate. PIJ�LIC TESTINIONY None PIJ�LIC l�EAP�I(�G CLQSED Commissianer Padgett moved to recommend approval to the City Council for adoption of Comprehensive Plan Amendment (CPA) 2000-Q0003 and the Tigard �ransportation System Plan, wi#h changes as noted in the Comment Log and including additianal changes discussed above, ar�d the proposed Comprehensive Plan changes, based on the findirrg fihat a!I relevant criteria are satisfied. Commissioner Anderson seconded the motion. A voice vote was fiaken the motion passed unanimously. PLANNINC'i COMMISSION MEETING MINU�'ES—February 5,2001—Page 4 .��� � � 6.2 Sl1�D�li/iSION (�UB) 2000-00007/PLANNED DEVEL.OPMENT R�li9EW (PDR� 2000- 00005/S�NSITIVE LANDS REVIEW (SLR) 2000-00012 K6Z4FT' PL,AC� TOWNH�MES _ PROPCJS�iL,: Proposed n�w construction on a 1.� acre lot ofi 21 attached sinc�l�- famiiy dweiling units each on se�arate lots, with an aver�ge lot size Qf 1,48U square feet, within a Subdivision with Planned Development. The application also includes a Typ� I! Sensifiive Lands Review due to st�ep slope�. LOCATlp6V: 12765 SW Kraft Place; iNCTM 2S105AD, T�x Lc�t 6600. The praject site is g�nerally located south of SW Barrows P�oad and ea�t of SW Menlor Lane. CQM�92EH�{VSlil� PLAId DESIGNATIOfV: Medi�m-High Qensity Residential. ZOfVE: Pt/lultipie-Family Residential, 25 Units Per Acre; R-25. The R-25 zoning district is desi�ned to acaommodate existing housing ofi all types and new atfiached single-family and multi- family housinr� units at a,minimum lot size of 1,480 square f�e#. APPLI�A�LE REVIEIIiI CRITERIA: Community i�evelopmenfi Code Chapters 18.350, 18.390, 18.430, 18.5'!0, 18.705, 18.71 a, 18.720, 18.725, 18.730, 18.745, 18.765, 18.775, 18.7�0, 18.790, 18.795 and 18.810. REt,�Il�ST' FOR COBVTINU�►I�GE Se� not� above. 7. OTHER BUSIPJE�� Another suggestion for discussion with City Cauncel at the February 20th jaint meeting was ar� update on th� current thinking on the annexation policy. �. A�JOUR1dM�{dT The meeting adjourned at 9:07 p.m. rree ynor, P nnmg c�mmission Secretary a S . President Nick Wi n �. PGANNING COMMISSlQN MEE'fING'MINUTES—February 5,2001 —Page 5 Jerree C�ayrior- 6�ark5 Updake pres�nfati pf � �'ag� ���, ��,���,(�.. ��4� �'�'�.� �=`; ��-��� �4 � tf�����_.�� it� {��a t 41�„Ft� v t''°.`�;,^x�aI ''��m+'�Y� Y�.�,y}r �uxtrell "v,M�•�'.�.C'nc' 'fi"a.:"",�,r„ ,�'✓z s � �j��k ���. � �a� n ro `n�? v �.N4 F i� � . � ?t � .l� .s. 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P.O.BOX 370 PHONE(503)684-0360 BEAVERTON,OREGON 97075 Legal Notice Advertisireg �ity of Tigard • ❑ Tearsheet Plotic� 13125 SGd Hall Blvd. e [J Duplicate Affidavit °'I'iqard,Oregon 97223 • �Acrounts Payable AFFIDAVIT' OF P4l�LICA710PJ S7ATE OF UREGOP�, COUfJTY �F !P/ASHIIVGTON, )ss' �� - b�ing first duly swaorn, depose and say tha# I am the Advartising �irector, or his principal clerk, of thrdl'i T Y'�l–Tti a 1 a 1-i n �P i me� a newspaper of s�enecal circuls4ion as defined in ORS 193.010 and 193.020; published at T�;a r� in the afore,said county and state; thaf the �u1�1 ; c T7otic�/�'PA2000–OU003 Trans. Svstem a printe�f copy of which is hereto annexed, was published in the enfire issuo of said n�wspaper far_ ON�_ successive and ca�secutive in the following issues: �_�.,-.��..�:,�.�.�.,�..,�r.,,"--.L,`c,, OFFIGIAL SEAL Januar 18 ,2 0 O 1 sU�EI"'TE 1. ClJARAtd NOTARY PUBLIC-OREGON ��� COMMISSION N0.329400 MY COMNiISSION IXPIR.ES�!O�L 2B.2003 � -�-T...-�-�.�������:.�`�-.:.=�..� Sub�cribod a��od sw�rn to before me is7.���t„ka---��� ^� ��a""�r.V. , 2001 , � — Notary Public for Oregon My Commission Expires: �����(�� AF�IDAVIT '1. . t J,'.i � i ' ., ' � CiTI(OF TIGARD OREGON The following will be considered by the Tigard Plann�ir�g Commission on Mqmday,�eb��.s,�r�p�l�at 7;30 P.M.,at th�T'agard Civic Center —Town T�all, 13�25 SW I�a11 Blvd„Tigard,Qregon:Both�ublic oral-and. writtet�festimcsny ate:irpvited.The public hearing on this matter will be conducted in accordance wibh the rules Qf QIt�S 227,120,Chapter 18,39p: of the Tigaed Municipal Code,and nules a�nd procedures of the PIa��ing C�mmission. F�ilure to rais�an issue in person o�by.letter at same pQ�ntpriox to;the �lo�e of ihe hearing aocompanied by.statem�nts or evidence sufficient tu 'altow the hear.ings authority and a11 tha parties to respond on fhe request, precludes an appeal,and failure to specify#h�criterion frann the Com. ;mu�ity Dedelopm�ent Code or Cornprehensive P�an at which a commci�t is dirc�ted precludes an app�al based on:thaf criterion.Further snformation ��t►aY�e'obtained from:elie Planning I3,;�vision�:at 13125 SW Ha11 Blvd'., �'i a�c1,:Oregorn 97223�or by callxng 503-639-41:71. ��.�t�1VO�'I'CE IT�M: ' . C011![�R�HE�TSIV�E PLATV A.MENDMEIVT',(CPA)2000-00003 >.�'IG�RD TRANSk°ORTA7['ION SYSTEIi�I P�AP1< The City b�Tiga�rd is requesting to airiend the City s;public'�'acilities ! P1any.Comprehensi,v�p��n�n�Comprehensive Plan Mag Co x�corporate a iftaster transportahon pla�:for thb next twgnt CatytW�de Z, � y years. LOCATIOIV; .��t,�,����, ,r��F ,IaIC�A�IbE REVIEW�ItLT1ERIA,;,Co I� Vo�u'me'� ��� '��'� ��3�1A20,�1���f�i4�Q'Cor�a re �►:" ; ° ����I�� �+��XV.aces ar�c� ransportation,�omprehen°; ,' siv�P1amYolu�ne II,Chapt�r 8;Statevsvi'rie`I�anning Gbal's 1,•11 anti�'2:'r: ` ' 1T98U5-Publish Januar,�:,�g,�ppl. ,,w,. �����D � �'LA�t I1�G �OM1VIISSIOI� � CITY C1F TIGARD ORiEGON NOTIC]E: PEOPLE�'iVIS�IG TO SPIEAK ON AN�'ITEM MUST PRIIVT�IIt 1�tA11�IE AN12 ADDRESS UN THIS SH�ET. AGENDA ITEM�: �, � Page I of: DATE O�r HEARIN�: c�/s / o � CASE NUA�Y��R(S): C f" oZ 4 DD — b D D v OWNEIt/APPLICANT`: � � ��. L.C�CATION: _ t • �- r.c� '%t-!i h s or�7'�i'o h ���"'T�-m ���h PLEAS�Y��RI�'�'�'YOUR.NAME, ADDR�SS, �1D ZIP' COI]►E '.�'��]PUll�lv'� (�oi�the proposal)�Y OPPONENT (Agaaeast the proposal.).� (Print Name/Address2ip&AffiliatianJ (Priru Name/Address2ip&Affiliation) Name: Name: • Adciress: Address: Citv: � State: Zip: Citv: State: Zi� � Narne: Name: Address: Address: City: State: Zip: Citv: State: Zip; Name: IVame: Address: Address: City: State: Zip: City: State: Zip: Namer Name: Address: Address; Citv• State: Zip: Citv: State: Zip: I�Tamet Name; Address: ' Address: Citv: State: Zip: ' Cit� State: Zip: ! � ` Pa�e 1 of 2 � � Ju1ia, Thank you for sending along the staff report and latest draft of proposed transportation policies to be incorporated into.the city's comprehensive plan. Here are comments focused on one aspect of the city's 'Transportation System P1an(TSP). A major objective of the Tr.ansportation Planning I�ule(TPR) is to reduce reliance on the automobile by increasing the convenience and availability of alternative znodes of transpo�tation. Doing so requires the commitment and investnient of local governments tn redixect transportation and land use planning by ado�ting substantive cl�anges to lanc�use regulations that provide gr�ater street connectivity, er►hanced faciliCies for pedestrians,bicyclists, and transit users, and inore efficient iand development patterns. The proposed policies of the Tigard comprehensive pian contemplates development of such land use regulations changes; the TPR requires that local governments follow through and adopt such changes. I have attached language from-0045 of ihe TPR. The essential aspects of these rules direct local govenunents to - + adopt land use regulations that provide safe and convenient pedestrian and bicycle circulatioii; + adopt land use regulations that provide a higher level of p�edestrian and bicycle conzlectivity bet�veen destinations such as residences, schools, parks, shopping, and transit; + ad��t lana use regulations and other measures to assure the types and densities of land uses adequate to support public transit, and to assure facilities that provide safe and c�nvenient connections between transit stops and adjacei�.t properties; + examine standards for design and construction of loca:l streets and accessways with the intent of minimizing pavement and right-of-way widtlh. Proposed con�.prehensive plan policies or implementation strategies reference these requirements, but provide no specific time frame for when Tigard will adopt t]Ze required measures. For example, Transportation System(8.1) implementatiion strategies 4., 5., 6., 7., 8., 10., 14., 15., 20., and 21. call on the city to undertake actions that will bring the city's plan iizto compliance with the TPR, but leave coinpletion of the work unresolved. The city's action ta adopt the TSP should include a schedule of future actions that will move the city to full compliance with the TPR. I reccminend that the city also adopt an interim policy making it clear that until it adopts the required land use regulation changes, provisions of the TPR apply directly to ali land use decisions and limited land use decisions. See OAR G60-012-0055(3). If you have questions, please don't hesikat�e to contact me. fi(e://C:\WIND(aWS\TBMP\Ci W}00022.HTM 02/05/2001 �:�� ,, ' � Paga 2 of 2 � Steve Oulman, aicp Land Use/Transportation Plaruier Transportation&c Growth IVranagement Program Oregon Departrnent of Land Conservation. and Development 635 Capitol Street NE, Suite 150 Salem, Oregon 97301-2540 503.373.00SO ext. 259 steve.oulman@sta�e.or.us , file://C:�WII`�iD+OWS\TEMP\GW}00022.�-TTM 02/OS/2001 �� s � � . . . . . � . � � � 660-012-0045 Implementation of the Transportation System Plan (3) Local governments sliall adopt land use or subdivision regulations for urban areas and rural communities as set forth below. The purposes of this section are to provide for safe and convenient pedestrian, bicycle and vehicular circulation consistent with access nnanagement standards and the function of affected streets, to ensure that new development provides on-site streets and accessways that provide reasonably direct routes for pedestrian and bicycle travel in areas where pedestrian and bicycle travel is likely if connections are provided, and which avoids wherever possible levels of . automobile traffic which might interfere with or discourage pedestrian or bicycle travel. (a) �icycle parking facilities as part of new multi-family residential developments of four uniks ar rnore,new retail, office and instikutional developmenfs, and all transit transfer stations a�.nd park-and-ride lots; (b) On-site facilities shall be provided which accommodate safe and convenient pedsstrian and bicycle access from within new subdivisions, multi-family developments,planned developments, shopping centers, and commercial districts to adjacent residential areas and transit stops, and to neighborhood activity centers within one-half mile of the development. Single-family residential developments shall generally include streets and accessways. Pedestrian circulation through �arking lots should generally be provided in the form of accessways. (A) "Neighborhood activity centers" includes, but is not limited to, �xisting or planned schools,parks, shopping areas, transit stops or employment centers; (B) Bikeways shall be required along arterials an.d major collectors. Sidewalks shall be required along arterials, cUllectors and most local streets in urban areas, except that sidewalks are not required along controlled access roadvvays, such as freeways; (C) Cul-de-sacs and other dead-end streets may be used as part of a development plan, consistent with the purpo5es set forth in this section; (Lll) Local governments shall establish their own standards or criteria for providing streets and accessways consistent with the purposes of this section. Such rneasures may include but are not limited to: standards for spacing of streets or accessways; and standards for excessive out-of-direction travel; (E) Sfireets and accessways need not be required where one or more of the following conditions exist: (i) Physical or topographic conditions rnake a street or accessway connection impracticable. Such conditions include but are not , limited to freeways,railroads, steep slopes, wetlands or other bodies of water where a connection could not reasonably be provided; (ii) Buildings or other existing development on adjacent lands physically preclude a connectian now or in the future considcring the potential for redevelopment; or ' .� ,, � � � • (iii) Where streets or accessways would violate provisions of leases, � easements, covenants, restrictions or other agreements existing as of May 1, 1995 which precluda a requized street or accessway coninection. • (c) Where off=site road improvements are otherwise required as a condition of dev�lopment approval, they shall include facilities accommodating convenient pedestrian and bicycle travel, including bicycle ways along arterials and major collectors; (d) For purposes of subsection(b) "safe and convenient" ineans bicycle and pedestrian routes, facilities and iznprovements which: (A) Are reasonably free from hazards;particularly types or levels of automobile traffic which would interfere with or discourage pedestrian or cycle travel for short trips; (B) I'rovide a reasonably direct route of travel between destinations such as between a transit stop and a store; and (C) Meet travel needs of cyclists and pedestrians considering destination and length of trip; and considering that the optimum trip leiigth of pedestrians is generally 1/4 to 1/2 mile. (e) Internal pedestrian circulation within new affice parks and cominercial developxn.ents shall be pr�ovided through clustaring of buildings, construction of aceessways,walkways and similar techniques. . (4) To support transit in urban areas contaialing a population greater than 25,000, where the area is already served by a public transit system or where a determination has been made that a public tr.ansit system is feasible, Iocal governments shall adopt land use and subdivision regulations as provided iti(a)-(fl below: (a) Transit routes and transit fa�ilities shall be designed to support transit use tluough provision of bus s�ops,pullo�zts and silelters, optimum road geometrics, on-road parkin�xestrieiian� ar�d similar facili�ies, as appro�riate; (b) New retuil, office and institutional buil�ings a�ar a�ear major transrt stops shall p�ovide �'or conve�.ient pedestrian access to transit tl��rough the ineasures listed ir� (A) and (�)beloW. (A) Walkways shall be prodided connectin�b�.tilding entrances and streets adjoining the site; (B) Pedestrian connections to adjoining prop�rties shall be provided except , where such a corinection is impracticable as provided for in OAR G60-012-0045(3�(b)(E). Pedestrian connectir�ns shall connect the on site circulatxon system xo existing or proposed streets, walkways, and driveways that abut the property. Where adjacent properties are undeveloped or have patential for redevelopment, streets, accessways and .:�.:�. ...�,�, ..� >. - ,.:. � �..... , . 4�.�.. . ., . . . . . ` . s � walkways on site shall be laid out or stubbed to allow for extension to tlne adjoitting property; (C} In addition to (A) and(B) above, on sites at major transit staps provide the following: (i) Either locate buildings within 20 feet of the transit stop, �transit street o�an intersecting street or provide a pedestrian plaza at the transit stop or a street intersection; (ii) A reasonably direct pedestrian connection between the transit stop and building entrances on the site; 4iii) A transit passenger landing pad accessible to disabled persons; (iv) An easernent or dedication for a passenger shelter if requested by the transit provider; and (v) Lighting at the transit stop. • (c) Local governments may implement 4(b)(A) and(B) above through the designation of pedestrian districts and adoption of appropriate implementing measures regulating development within pedestrian districts. Pedestrian districts must comply with the requirement of 4(b)(C) above; (d) Designated employee parking areas in new developments shall provide preferential parking for carpools and vanpools; (e) Existing developinent shall be allowed to redevelop a portion of existing parking areas for transit-oriented uses, including bus stops and pullouts, bus shelters, park and ride stations,transit-oriented developments, and similar facilities, where appropriate; (� Road systems for new development shall be provided that can be adequately served by transit, including provisions of pedestrian access to existing an identified future transit routes. This shall include, where appropriate, separate accessways to minimize travel distances. (g) Along existing or planned transit routes, designation of types and densities of land uses adequate to support transit. (S) In MP�areas, local governments shall adopt lar�d use and subdivision regulations to reduce reliance on the automohile which: � (a) A11ow transit oriented develapments (TODs) on lands along transit routes; . (b) Implements a demand imanagement prograin to meet the measurable standards set in the TSP in response to 660-012-0034(4). * * �: r'� �.�: . . _.-: .. . . - . ... . . � . � � ' (fl ltequire all major industrial, institutional, retail and office developm�;nts to provide either a trans'1t stop on site ar conriection to a transit stop along a transit trunk roufe wheii the tranSit operator requires such and improvement. (,6) In devekoping a bicycle and pedestrian circulation plan as required by 660-012- 0020(2)(d), local governments shall identif.y improvements to facilitate bicycle and pedestrian trips to meet local travel needs in developed areas. Appropriate ixnprovements should provide for more direct,conv�nient and safer bicycle or pedestrian travel within and between residen:tial areas and neighborhood activity centers(i.e., schools, shopping, transit stops). Specific measures include, for example, constructing walkways between cui-de-sacs and adjacent roads,providing walkways between buiidings, and providing direct access between adjacent uses. (7) Local governments shall establish standards for local streets and accessways that minimize pavement width and total right-of-way consistent with the operational needs of the facility. The intent of this requirement is that local governments consider and reduce excessive standards�for local streets and accessways in order to reduce the cost of construction,provide for more efficient use of urban land,provide for emergency vehicle access while discouxaging inappropriate traffic volumes and speeds, and which accommodate convenient pedestrian and bicycle circu�ation. P1ot withstanding subseclion (1) or(3)of this section, local street standards adopted to meet this requirement need not be adopted as land use regulations. � � Agenda Item: �, � Wearing Date: IFebruary 5,2001 7:30 PM ST�4FF R.'EPl7R1' 1°O TE1E CITYOFTIAARD PLAIVIVING COiViIVIISS�OIV f-�� 1 f-1� C� 1 I �� ! �!�/���y ����V'1�! SECTI(3tV I: �►PF�LI��TI�N �UMMARY FILIE NAIVI�: TRANSPORTATION SYSTEM PLAN CASES: �ompreher�siv� Plan Amendment CP�2000-00003 P'Rf�PO�AL: The propasal is to formally adopt fihe Transportation System Plan (TSP) that has been developed. As part of the adoption of the TSP, the Public Facilities Pian, Comprehensive Plan and Comprehensive Plan map will also be amended to incorporate a master transporta�ion plan for the next 20 years. APPLI�AN°T: City af 7'igard 13121 SW Hall Boulevard Tigard, OR 97223 L.00A�'It�N: The TSP goals and palicie� will be applicable to afl areas within the City of Tigard. i4PPLICA�L� REVLEIN CRIl'ERI�+: Oregan's Statewide Planning Goals 1, 2, 11, and 12; Oregon Administrative Rule 660-12; Comprehensive Plan Policies 1.1.1, 2.�.1, 2,1.2, 2.1.3, and 8.1.1 through �.1.8, and Community Development Code Chapter 18.390.020 and 18.39Q.060. S�CTION II. ST,�iFF RE�O�VlMIENDAT90N: Staff recommends that the Planning Commission farward a recommenda�ion to the City Council fcar approval of the draft Transportafiinn Systern Plan (TSP) (Exhibit A)wi�h changes a� noted in the comrrtent log (Exhibit �) and the proposed Comprehensive Plan changes (Exhibit C) ba�ed on the finding that all relevant criteria are satisfied. STAFF REF'ORT CPA 200CI-0003 Page 1 • � SECTION III: B/��CKGROUND INfORMAT1dN The City of Tigar� began looking at updating the Transportation �ystem Plan (TSP) several y�ars ago. Witfn the help of a 12 member task force, agencies and sta�F, a draft TSP was prar�uced. The dra#t TSF' tak�s into account the existing traffic conditions in Tigard, corrimunity needs and goals and the anticipated i�uture demands vn the transporfiation sys�err�. The dr�ft TSP was presented to the Cotizen Involvement Team on November 3, 200Q and at a public meeting wifih the Planning Commi�sion and TSP task farce members on December 4, 2000. The TSP is intended to address p�riodic review requirements of DLCD ,as well as current requirements for ODOT and M�tro. SECTION IiO� AP'PLICA�LIE REVIEW CRITE�li4 �►IVD FINDItVG� STi0.YEWIDE GOALS Citize�a Involvement: Goal 1 requires a citizen involv�rnent prograrr� that �nsures the opportunity fnr�6tiaer�s to be involved in the planning proce�s. Tigard Comprehensive Plan Policy 2.1.1 and 7igard Community Development Code Chapter 1� pravide for citizen participation and notice. Notice of the Planning Commission hearing and opportunity for response was advertised in the local newspaper. The draft plan was presented to the CIT and comments received on Novem�er 3, 2000. Notice was sent fio Departm�nt of Land Cor�servation and Development in accordance with their notice requirements. This goal is satisfied. Land Use PBanninq: C�oal 2 requires, in p�rt, �hat �dop�ed �ampr�hen�Bve plans b� revis�d to take into accou�nt changing public policie� and circumstances. This goal is met because the City has applied all relevant Statewide Planning Gnals, City �omprehensive Plan policies and Community Development Code requirements in the review of this proposal a� discussed throughout this staff report. TranapcsrtatBon: Goal 12 requires a safe, convenient and eGOnomic transp�r�ation syste�n. �'he TSP has been prepared in accordance with the Statewide Planning Goals and requirements. T'h� plan has been reviewed by ODOT and DLCD. COIVIPLI�4NCE OIIiITH FEDERAL AND ST'AT'E STATUTES OR GUIDELINES Ore,�on Aciministrative F2ule: Section 660-12-OOOC through U070 is intended to imple�en� Sta�tewide Plan�ing Goal #12 by providing guidelines for I�cal governmetns to demonstrate compliance with Goal #12 through their Transportation Syst�m Plans. STAFF REPORT CPA 2000-0003 Page 2 � Th� dra�t TSP cantains required elements listed as required in OAR 660-12-0020, OAR 660- 12-0025, 660-012-Q030, 660-012-0035, 660-012-00�0, OAR 660-12-0050, and 660-012- Q060. As part of the implementation of the TSP, staff is praposing Comprehensive Plan �hanges and wil! come back at a later date to make code changes in order to fully compiy with �AR 660-012-0045. Sta�' finds that the TSP complies with the state statutes. There are no specifc fe�eral standards that apply. COIIA�'L6�NCE WITH COMPREHENSIVE PLAN POLICIES �enera�l Policies: Policy 1.1.1(a) requires th�t iegisl�tive ch�nges �re consi�tent with sitatevvi�Ne planning goals and the regio�al developmerat plan. The proposal is consistent with statewide plannirrg goals as addressed above under `Statewide Goals'. The propasal conforms with the applicable portions of the Metro �unctional Plan that was approved for the adoption on October 24, 1996 by the Metro Council. This policy is satisfied. Citiaera Invc�lverr�e�t: Policy 2.1.1 states #hat fihe Gity sh�ll maintain an ongoing citixen invalvem�nt program and shall assure that citizens will be provided an apporfiun6ty tu be invofvecl in all phases of th� planning prc�cess. Policy 2.1,2 sta�e� that opportunities for cetizen involvement shall b�e appropriate to the scale of the planning effort. Policy 2.'!.3 states th�t the City shal� ensure tha� #he inforrnafiion on planning is�ues Bs �vailabl� in an understandabte format. r� �z�uest �or corr�erenes w�� s�nt tc� �II C;ity CITs, affected jurisdictions and agencies. The Planning Commission hearing was legally advertised with notice publi�h�d in the Tigard Times or� 11/23 and notices of the hearing being continued fio 2/5/2000 posted on all public �ntrances for one week prior to the continued meeting. In addition, the proposal was pre�ented at the 11/3/2000 CIT meeting, and an informational public meetir�g was held nn 12-14-2000 with the'TSP Task Force. This policy is satisfied. Trans�ortatic�r�: Transporta#ion PolBcies 8.1.1 through �.1.� wilB be replaced �vith the updated policies in a�cordance witF� the Dra�t 1'SP. ; PROVI�ION OF ADDITIONAL OR REVI�ED �OMPFtEH�6VSIVE PLAN LANGIlAG� i - Certair� Comprehensive Plan language will require amendment or additional language to j address the proposed goals and policies. Exhibit B include� the proposed language fr�m � the Comprehensive Plan sections that require amendment. Staff tnok the goals and policies a from the TSP and inserted them unde�r a new section of the Transportation chapter of the � � Comprehensive Plan. The new sect�ion is titled Transportation System and covers fihe policies and corresponding implementation strategies that �Ilow the system as a whole to '� work efficiently and effectively. Implementation strategies were derived from the italicized portions in the TSP go�ls secfiion which explain the in#ent or effect of the proposed polic�r itself. In some instance:s, policies were re-worded to reflect that the Comprehensive F�lan is a policy document and not a regulatorar document. It is the intent ofi st�ff to com� back to the Planning Commission and City Council at a later date with specific code language STAFF REPORT CPA 2000-0003 Page 3 � � intended implement the policies af the Gnmprehensive Plan. The implementation strategies will be utilized as a guide in the developm�nt code update process. �OIVlPLIANC� VNIT�I �(�PdINOIJNITY DEVELOPMEN'� COdE SEGI'IONS: Procedures for D4�9S9011 Makinq: Legislative: Chapter °l�.39a e�tablishe� proe�d�ares fc�r �con�id�ration of legislative changes to the provisoons of th� Corr�pa�eh�n�ive Plan, irrnplementing ordinances and rnaps. Sectir�n 18.390.060,G list� th� faetors �pon which the Planning Commissian and City Council shall base th�ir de�i�io�a�. The standards and responses are as follnws: 1. 1'he s#atewid� plannir�g gaals and guideline� adopted under Oreg�ra Revised Stata�tes Chapter 197. These �tandards are addressed in Section IV under'Statewide Goals' in this staff report. 2. Any feder�l or state stataates or guidelines found applicable. The state's Transportation Planning Rule is addressed in Section IV under 'C�mpliance with Federal and State Statutes or Guidelines'. 3. Aray �pplicabl� METRC9 regulations. TI�� draft T�P complies with ap�licable requir�emenfs an the Metro Functional Plan Title 6 (Regionaf Acces�ibility), tt�� Regional Transportation Plan (RTP) and Chapter 2 of the R�gional Framework I�lan. Ftepresentatives from Nletro were provided an opportunity to review the Draft TSP and provided no comment� or obj�ctions at the time this staff report was prepared. 4. �tny applicable �comprehensive plan policieso These standards are addressed in Section IV under `Compliance v�ith Comprefiensive Plan Palici�s'. 5. Any a�plicable provision� of the City's irrapiementing ordinances. The implementing ordinances are contained in the Tigard Community Development Code, which are addressed in this section of the staff report. In addition, staff will return at a later date with proposed Developmenfi Code changes in order to fully implem�nt the TSP and ; Comprehensive Plan changes being proposed. �EC�ION V: COMMENTS �,AGENCY. STAFF AND OT'HER� Staff sent requests for comments tn the following agencies and staff: City nf Tigard Engineering, City of Tigard Operation�, City of Tigard Police, Tualatin Valley Fire and R��cue, City of Beavertor�, City of Durharn, City af King City, f��tro, ODOT, Washington County, Tigard=Tualatin �chool District, and Tri-met. Notice was also provided to DLCD STAFF R�PORT CPA 2000-0003 Page 4 L _._ _ _ � � and CIT contact members. Staff from the City and consulfiing team also attended the 11/3/00 CIT meeting and held a public meeting with the T5P task force on 12-4-00. Staff has prepared a detailed comment log of all comments received from staff, agencies, citizens, and other interested parties. The comment log is included with this staff report as Exhibit B. The comment !og includes responses which are intended to be adopted along with �he Draft TSP. In instances where the comment log indicate> a change will be made to#he TSP, changes will be rriade ta the final TSF' document. The comments received and changes proposed will nat required textual changes to the proposed Comprehensive Plan changes. �XNIBITS: EXHIBIT A: Draff �'ranspor�ation System Plan (TSP) EXHI�IT B: Gomment log with noted changes to the Draft TSP EXHIBIT C: Draf� Comprehensive Plan cha�nges _, � � l January 25, 2001 PR�PAa�D . Juli Hajduk, Associate Planner ��(,�w ��—�°'� January 25, 2001 _ APPROVED BY: Nadir�e Smith, DATE f'lanning Supervisor I;Irplan/julia/TSP/PC Staff report.doc STAFF REPORT CPA 2000-0003 Page 5 _ �;� � �. � .� _ „ .. . . j' � .� � a rd � . � . . . Tra�n � p o.rtat i,o n . �� S � stc��rn: Plan � Y .: . Draft Repo�-t - _ ` � T ��� � � ■� ;f� �� �� :\ I� �I� �1r , � � , , ,.,. � - , . - ,. , :.: .,, .p .,„i. .���1.,,.�� �'� � � � . . - - Prepared bY . ; _ � DKSAssociates � � . . � ` OctQber 2000 . : , � _ � _ . . . . � . .. . �3 i' . . � .. . . . , . ' � . 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ORE 217 �r�d �-5 �r� o�e�° capa�� - RE 991N t�rou � • Ti al'CI S�1"V�S 11��+�'� � � � tr�ff i c i rt f utu re • �E 9�W f�i�s in ��t�re � ° ° si r�ali���t int�rs��ti • �alf of t�e t�� t� g ' �n 20 �ar� a�s�mirtg n� � fa�l y irn rove�tents �r�e rr��de p �'��ar�d �'�� �S�QCI���� �ttY OF TlGIIJtD T'ranspor�ation Syst�m P9an o�oor+ �Ce Sol�tior� C��n�e � for Ti �r y � • ��nnecti�i �Cir�u�atior� Enhar�cernent � �m — UVashington Squ�re — Tigard Triangle — �li/estern Tig�rd — East/west • T�'�'�1C ����'�t1�l�r�� I111�f �\/��'i'1� °�� — Street Ir�pr�vernent Plan � — Ir����s���on cap�city �pgrades iE Tigard ,��� �SS�CI�f�� cmroFnGi�D �°ransp�rtation S�rste� Plan �� � �1 � �1 � � � � � !� � � �11■ � � I� �1 �1 � �_��.�i . � r� r �r � a� � �s � r. � � rr � �r w� � o � , �l'C,�As,soc�i�s � � �c�v oF n�aRD ro� � I �n � "fra��portation � � � j $� Syste�ns Plan ; � , � ` �� �f ��� I Q ,� � �,�1 ��� I � J �3 � �-►�� � ��/ � zn � -��� � ( � sr �-rt7P Projea t�c 210 � � � � of CEP � , � � / � � .............p�ypased0lfSltsetPaih / � ' 5 � � t � � . � � � � �/ � �✓ � � � hY \ � ( � � � � � S1TTLfl7 ST � `5��/ . I � i/ � � S �o (�, � � . � � � . . al /� � � .�.._ � �1 � � , , � ' �' F�gure s-9s � � 13TP AND CiP Pl.ANNED _,,... ,... �... '� -: a�' ' .. �� IMPROYEMEPITS Tig�rd ��� �SSOCl�f�S cmroFn�aAn 'Transp►�r�tat�on �y�t�c� Plan o�oow I ���`�� MAdm t�31�ae bebwan i US�8 T�odlac 1 � � C��F���� � .�� in.SCALE � � �7 . , ' TF�l1S�Ot"ta$10�'1 I .� 5 � ! �� � ��/St�l'i"�S P��fl � � i I � I ~ � ; � .. 5 � Lsgend � � 7 �� 5 � Q-Numberotlanas � ffi � J � �-F�� � z,� --r�a�+arvr�,s � r r ••-�rppoyed qoed�,ay 3 � Qi �� � 7 . '�-�� 2io ; ! -�� . ,� � T � , �� 5 v� \ �-Ar�sa Caead s ' I J P 3 �� 3 � � �I o • - 3 � qqMr ,.. 3 I n: � • ` • �i � °°'`� : , 3 l r � � �- � i 1 � � � �I � 5�� � 1 ,� � 5 R su an �R I � . ouafur� 5 . � i� / � .� J . . � , i � ra� .... � v - , 3 Flg�ar��-'!9 .. . ; -- . . � � � �TfZEE�' ; .. .... , i �`�'�. . '��� �� w�,b4v+�..� IMPR�'dENiENlT P� � �,..e.s,».�o�z� � ,� - . 81-205.M7dwi b 4 frre �aAA b Wlwnrlls. 7'ig�r� ��� /��S�C��t�� cmr�F���� 7'rans�o�ation �ystem Rtan �� � � � ! � !� � � � � ii �I t!� � i� � � � � ��'y�°.�i...... .�.. � �. . .. . v�se�e � � � � � � � �� � - � �' � � � � � � D�SASS�CiateS � � ; . � �tTlf CF Ti�!!�D i �� � � Transport�tion i � l �. �,� � � �� Systerr�s Pian i J � � � � ' � �° �* �' Legena ( g � � � .� � / �� .� � i '� 2i7 ffi � � � i � T �:�° / �� � ,, G� I r ` j � 270 � �i �c e I i �j % T \'@� � � � ' T r� , �'�` �° / � � � , . � �. �;� � � � � � � � �i p M �$ � � � - � � 6 � � _� � I � � � � Rp S EID 8�p t7f/R/iAAi U B � � .... ....... ... �� � � / `�� � � Figure&20 -` ... -' � � IN'fEERSECIION _... . ( �s..._ _._.': �j' �� !MPlt��!!ENT LOCATiQNS � Tigard ��� �SSOCI�t�S cmroFn�a�D �'ransp�rtatio� Syste� �lan at�o� � . : Re�t�m r�t���ations i r� the f��I��►i� ��°easo � • Tr°affic Signa�� . � — Nlaster P��n . — Co�rdirtatiort — Il°S • Safet�/ -- Upgrad� rec��d keeping to focus �� h�t spo�s • �►C��SS �1�11����1�l1� — �RE 99V11 � — Be�f �end — 150th Ts�ara D�CS Asso�����s cnvoFn�aa� Transp�rtateon System Ptan or�oo�, �i i� � � i !� I� � � � � � i � � I1� � � � �, ` , _ ;. .. . .: ,_ �. . .. /� � � >, . ' 1� � `;, � -.. :s.- , •. . . 1 -� � �: � s. • � ! � � � � . � � � � � � i � l �: . • • ' (� � � . " - - , � �, � . ' � 1 , ' ,;� : ;:�. • `� �. � -� . •:. • � � � � - - � • .� .: • � • . ' i ' . t' ^ � .: i • i � �. � � , �; - .: - . . ! .: .. . -. -. f: . . .� .-:f ' ..� .,,.;• .,_ _�. ,, • .. •. . • ,. � ' "� , . " . ,: ��.-. . .. . R. . _ . _..�.' ... . .� _ . . � .�. � . � .� ._� :_. . � ..�... . .,r. '.' 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I�lore IH�t�r Vehicl� R��OI'��'1��11C��ti011S • T�'lIC'C� � � — �ou�e rnap : � Tr�ck Friendly desdgn • ICe Im ���tertt�ti�r� It�r�s � � — Acc�ss �p�c�ng, 1"raffi� Signal Sp��ing . — Level of Service — Street spacing/lo�ai co�ne�tio�s � — N�ighb�rhood Ir�p�ct — Schoof Acce�s Impact — Mix�d Us� Detern�in�to�r� ������ �K"S A�s�c�ates cmroR�a��D i ran�pmrt�tion S�stern Pl�n o��w � � � � � � � � � � � � � � � e — � � � . � _ � — ' � � � � ��I � � � : �. � � � � � � �� d�S 111 �S� O�her �o � R�i1 � � �1!r � 11�/a.t�r • I�1 ��1�1� p • �reigi�� � -�i�ar� �I�CS A�sOCi���� cmr�Fn�aRa 7'r��spor�ati�n ���t�m P6an o�e�oon . �..:_ � ' ..... . v��vr .�.. _ � , � � � . . ��� ���� � �oo�-� -� � - te �ith �� �onal ECO pr�gr�ms � � � - � Er�� � �� � the ti�velop�tent of h'gh � e� - �r�tuni��tion to resid�r�°�s antl � �u��ne��es � Nl��etl �ses �► Parl�m��tl-ride � 7'igard �'�S �SSOCI�t�S cmroF���raD °Transpo�tioro Syst��t Plan ar�os� !�i � � � � � � � � � � � � � � � �1 � � �'- � � � � � � � '� � � � _ � _ � � � � �1�'1't 111� C��t �t,1111�'�i� P1�� �'"y' �"�/ 1�ocles 2C1 vear Co�ts • ��t�r \/ehi�le� O��T $�78 M Motor �eh�cl+�: C� $3�6 � �lair�t�r�arace ��6 Cor�r��°�er Rail $71 N1 � i ��cycle $20 M P�ede�triar� ��2 N� �e���� ��CS Asso�iate� cmroFnGnQ� Trartspoa�tion �ystet� Pla� ore�ooN � , : _ 6 , ... . ._ � � �,• a � , • � � I •.`. � �, . � ��� � �� - -� .. 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' . , ,. ` ,: ,', 1 � . . � � � r: � _ - ` 1 ", , ' ! :� � , . � � � r.. • : �; ', ` 1 �1 1 , t.. 1 1. ,. � . , : , ': � .,. , _ - � - � , , ,: � - - - € ` . • � •, .: � _ f. � = � w : � . - ` r • ' - � • , •: _ _. �. i ' _ ._- _ . - - . • � . � �. � ' � � - - � . ` f � � � � � , : .. f I � � r .. �� � -, �: .� U;;:�ii�b � . • . r � . � � , � .. . ��� �� � p • Draft R�vie�v i� T'I�C/1'ask For�e � � • Suf�r�it re�is�tl dr�af� to �i� Co�r��il • Open HousesJ �raesentation/�nreb � He�rings � �evi�ions • l�clo t�on � p T�gard ��� ��SOCIc�t�S cmroFn�aR� Transpo�ati�n Syste� Plan �o� � � i � � � � � � � � � � � � � � � � P � •� . ... � � ���/ ,'.. � . �, . • � '.�. ., ' . • . � . - ,a . . . ,�.. .- {; . :.,� .� � ,e � f �, -_.- .., . .: ��'" .,. 1• . � , - �� .� �_, ' .. ,v �-• �. /� ."'` �.. ' +.'.. ,. . ��'.'� ..� � ./ � t :. �,' , , �' •' � � � � a. � �: ./ • / _ �, _ . � � >� . • • � � : ,. , � �. � : �` :� �- •'' � :/ � 1 • . ., ::� � � � I . � ,. U::,.!1 a •: . , i:r � .. .• � ;. , _ i _ � � � � DKS ASSO�Iat�S - � �hapter � � ° CSTY OF 1'IGARD ' Cao�ls �nd P��I�� ��� 1 �ACKGROUfVD ' These goals and poticies have been developed to guide the City's twenty y�ar vision of transportation system needs. They�re intended to replace trie cunent transportation related goals and policies in the ' Tigard Comprehensive Flan (these can be found in die appendix mf this report). Additionaily, they build upon material developed in the visioning process from January, 19981. State Transportation Planning Rule, Metro Functional Plan guidelines and the past cornprehensive plan call for a mare � comprehensive and balanced approach to teansportation policy,addressing walking,bicycling,transit, rail,tcuck and other modes as well as automobile travel. Thes� goals and policies are a result of widespread teohnical work by st�ff, Tigard Planning r Commission, a Technical Advisory Committee and Yhe consultant. Using input from the Planning Commission regardiaig their likes/dislikes about tcansportation in Tigard, goals and policies were developed. � The City of Tigard Draft 7Cransportation System Plan(TSP)Goals and Policies consist of sevea goals � with related policies organized under each goa1. iYie goals are sifr►�le,b�ief��iding stat�anents vtihich describe a desired result. The policies focus o� hovv goals will be met by describing the types of �ations that vvill contribute to achieving the goal. Figure 2-1 provides an outliae of the relationship between goals, policies, actions and imglementation. This Transportation System Plan addresses the ' �top three elernents identified in Figure 2-1. The existing City af Tigard goals in the Compr�hens,ive Pla�n hav� been incorporated into�hese Goals and Policies, refl�cting other regional policy from the state,region and adjacent jurisdictions. ' �elow many of the policnes, the italic text represents a detailed description about the antent of the policy. While the italics provide the intent of the policy, they are not impl�mentable as a ➢and use , action withaut inolusion yn land use regulations? The Draft TSP Goals and �'oliGies are linked to mode maps provided in the City of Tigard TSP. 'I'he TSP includes mastes plan maps for mo4or vehicles,pedestrians,bicycies,transit an�d other modes. ' In� addition to the transpoYtation related goals and policies, the goals & policie� related to other elements of the Tigard Comprehensive Plan were reviewed in terms of both transportation and land � use. Several modifications to these policies in other elements are also recommended. ' � ' r�ga.�e@yond romor.ow, Community Vision-1 n Annual Repart, January, 9 998. ' �2 ORS 1 J7.175(2); ORS 197.195(1). ��a,-rr�Ticns�r���iiA�S�rsiem Plan •«• ORAfT••" P99 i 61 x0 � Goala and Policies 2-1 Oc4o6�e i�, 200t3 / . , • � = � ,�i;�:���'� � ' , . �. . . : .. :• �_ ,. : �. . • � � ' �: : : , • r ,' � . �, � � " ,�. , � w � . >;: �.;.>•,>:�:::>::_»,:. .,�......,.::<:�:����;:;:::»:!:•.. �N <�`�:� J:j`+;n'yY `h��r,}� ?�y i a, ` v �:e .,��, - ek� :� ��� b ;;,s r,�,: a:,,i.,.,�,-, ._._ . •�eu.r�. ..;:;: ... . __._... � ,... ...: . ..:, � .. Simple Brief � � • Guiding. _ , ., „-, , ,-. . . StaYements ��, :;"� Brie.f Statements �:."�.;:•; � 1Nhich,Focus . , on::How Goals '' `��. 1tVill Be Met _� � � � 'Including IVleasure� of Effectiveness . andlor Sfandards Recorr�mended - ` Plans,.M�ps: , � � Improvements �t& Studies Which I� Implement I . F�licy.-.., �.. � . ,, ,. � . Specific � Standards for � � � '' ' : Implemen'tation ti • - . ., � . . � • � � � : �. • r . � � � � DKS A��oc/afe� � GOALS �41VD POLICdE� � Goai 1�Livabili�yy ' IPlan� design and construct tra�nsport�tion facili#ies in a rt�anner which � enhanc�s th� lier�beii�j+ �f T'igard. Policy 1 nllaintain the livability af Tigard through proper location and design of ' transpnrtation faciliti�es. Design streets and highways to r�spect the characferistics af the surr�unding land uses, natural ' featunes, and other community ameniti�s. P�licy 2 Encourage pedestrian acces�ibiliiy by providing safe, secure and ' desirabl� pedestrian routes. The City wilf develop and maintain a pedestrian plan in Tigarri, outlining pedestrian rout�s. Sidewalk � standards rvil!be developed to de�ne various widths, as necessary, for City street types. Policy 3 Address issues of excess�ve speeding and through traffic on local ' residential streets through � neighborhood trafFc program. The program sh�uld address corrective raieasures for existing problem� and assure that develapment incorporates traffic cal�ning. � Develop and maintain a program of str�et design standarrls and criteria for neighborhood tra�c management(NTM)for use in new d�velopment and existing nefghborhoods. Measures to be 1 develo�cf rr►ay inalude(but not lirr►it�d to)narrower street�, speed humps, tra�c circ/es, curb/sidewalk �xtensions, s�urving strr�efs, diverf�rs and/or ather measur�s, as develop�d as part of a City IVTM plan. ' Goal 2��alan�ed 1'ransportation �ystem Provisle a balar�ced transport,��ior� syst�rr�, encarp�rating all modes of � transportataon (6ncluding mo�tor vehicle, bicycle, pedestrian, transit ar�d other mode�). , Poiicy 1 Develop and implement public street standards that recognize the multi-p►�rpose nature of the street right-of-way for utility, pedesfirian, ' bicycle, transit, truck and auto use. Develop and maintain a series of system maps and design standar�'s for motor vehic/es, bicycle, 1 pedestrian, transit and truck tacilities in Tigard. P�I��2 The City shall coordinate with Tri-Met, and/or any other 4ransit � i T/gsrd T'r�+nsportatlon S}��a�rn P/an ««• pl�q/�7'°"" P991�1 x0 ' r Saoals�nd f��sP:�&c�a 2-3 October 12, 2000 � � � L)KS �4s�oc��$e� � � pro�rid�rs serving Tigard, to innprove trao�sit servic�t�Tigard. Fix�d raute transit w611 u�e arter�al and r.�llect�r stre�t� in Tigard. Demeloprr�ent adjacent t�transit r�u4es will pr�vid� d'orect pedestrian ' accessibiliiy. The 14egiona/Transportation P/an(RTP)and Tri-It�et servie�plans will be the guiding dc�cuments for � development of Tigarrl's tran�it p/an. The City should provide input to Tri-A9at r�gaNing their spec�c needs as they annu�lly r�view their systerrt. The City should encourage land intensiv�uses to locate ne�r transitways and r�quire high infensity uses�i.e. large emp/oyment, commericial sites)to pmvide � transit facilities�. Sid�walks shoule0 be�vaidable within '/,mile from a/d tr�nsit routes and transit should be provided to schools and parks. � Policy 3 �icycle lanes must be construcfied an all �rterials and callectors within Tigard consistent with fhe �icycle Master Plan (with construction ar reconstructoon projeets). All �chools, parks, public facilities and retail , , areas shall have d'erect access fio a bik�way. The City will develop a bicycle plan which connects key activity�enterS(such as schools,parks,public � facilities and r�fail ar�as)�vith adjacent access. Standards for bicycle facilities within Tigaro'wilf be developed and maintafned. Where actJvity cen�ers are on local straets, connections ta bicycle lanes �hall be designated. � I�olicy 4 Sidewalks must be constructed on all streets wothin Tigard (with constr�action or reconstruction projects). All sch�ols, parks, public � facilities and retail areas shail have direct access to a sidewalk. The City will develop a pedestrian p/an which connects key a�tivity centers with adjacent access. � S�andaro's farpedestrian facilifies wifhin 7'igard will be developed and maintained. Policy 5 Bicycle and p�destria� pians shall be developed whi�h link 40 recreational trails. �� The bicycle and pedestrian plans will need to indicate linkages between i�creational and basic � pedestrian a��tworks. A p►imary facility in Tigarol should link togefher Farino Creek, Tualatin River and the QPA right-of-way in t6�e west of Tigarr9. D�sign standards for r�creafional elemenfs wil!need to be developed and maintained. � PQlicy 6 Local streets shall be desiqned to �,n�:ourag� a reduction in trip length by providing connectivity�nd lir�b#ir�g o�t-a�'�ir�ction travel. Provide � connectivity to activity centers ay id d€��in�tian�with a priority for bicycle �nd pedestrian connections. r � � Plannin and Desi n fo�Trens 9 9 !i Handbook,Tri-N9et, Janua�r, '���6. � �gasd Fran��on►�ti�ra�t_ern Plan ••• �R,q�••• P99'!8'!xCD ' Goals and P����ies 2-4 October 12, 2000 P _r � � D�CS �4sSOC �te� � The purpose of this policy is to�novide t�ccessibility within Tigard, witf��iocus on pedestrian � conn�ctnrify. Pedestrian cannectivity can be prnvid�d via pedestri�n/bike paths between cul-de-sa�s and>or greenways where auto connectivity c�oes not exist or is not feasibl�. Wherever necessary, new streets built to provide connectivity shall incorporate tra�c management d�sign elements,particularly thos�which lnhibit speeding. As a planning standard, roguire loca/str�aets to ihave conn�ction:>every ' 530 feet in planning local and neighbarfiood streets. Policy 7 Tigard will partiaipate in vehicle trip reduction strategies devefaped � regionally. DEQ and Mefro have dev�loped rsgional policies regarrling trip reducfion. Some of thes�palicies are � aimed at provision of parking and ofhers are aimed at ridesharing(Employee Commuta Options—ECO rulos). � F'o1iGy 8 Tigard will support#h� d�velopment of a comrnuter rail system as part � of the regional #ransit n�fiivork. Tigarrl wil!support dev�lopment of a commufer rail system connecting the south A9et►�ar�a to the � BeavertonMillsboro ar�a, with stop(s)in Tigard. Ca0�1 �°��f��/ ' Strive to achiev�� ��afe transportation sys4em by developing street standards, � acces� manag�rr��n�p�al�cies and �peed controls wrhen constructing streets, by tnaking �tre�t rnaintenance a priority anci through a compreh�nsi�e ' program t�g��g�ne��6rag, �d�a�a���n and enforc�rnent. Policy 1 Design of str��ts should relate to their intended use. � A fiuncfional class�cafion system shall b�d�veloped for�gard which rrreets fhe Citys n�eds and r+espects needs of other agencies(6Nashington County, Metro, (7D07). Appropriate design standarrts � for these roadways will be dev�loped b;�Phe apprap�iats j��rrsdiction. Policy 2 Street maintenance shall be a priority to irnprove �afety in Tigard. � The City shall place a high priori�y on routine sfreet maintenance fo p�serve its infrasfrucfur� investment Policy 3 Safe and secure pedesfirian and bikeway� shafl be designed beiween � parks and other activity cent�rs in Tigard. Polic 4 Safe and secure routes to schools shall be desi nated for each school � Y 9 and any new residenti�l project shall identify the safe path to school for � children. Workin,g with the schoo/district, citizens, and developers, the City should undertake a process of definin�school routes. , rT��,��sml Tronspoctation System P/en «•• pR4FT•"• pop'!6'!Y� � ���;�;and Policies 2-5 October 12, 2000 �.s� .�.�;, ' � D�C� AsSO l�tes �' ,� i'�licy � A�cess management standards for�rt�ri�l �nd collector str��ts sh�l! be developed to improve saf�ty i�n Tigard. �{ GuideP6nes will be deve/oped to pmv�de access control standards. These standareis shall be applied to al!new rnad consfruction and new development. For roadway r�constru�tion, ex6sting driveways shall � be compared wift►the standards and a reasonable attempt shall b�made to comply(consolidafing drrveway accesses or r�locating driveways to a lower class�cation�tr��t�re examp/es). Policy� Establish a Gity monitoring system tha� regularly evaivat�s, prioritizes �� and rnitigates high accident locatian�within the �ity. `� Re�riew tra�a�ccident information regularly to systematically idenfify,priorlfize and remedy safet}r problems. Working with the County, d�velop a list of high collision sites and projecfs nec�ssary to eliminafe such problems. Require developmenf applica�ions to identify and mitigate for high collision locafions if fhey generate 10%increase to�xisfing fr��c on an approach to a high collisian � intersection. Washington County's SPIS(Safety Priority Indexing System)could be used as a basis for d�terrnining high collision locations. � Folicy 7 New roadways shall m�et appropriate Lighting Standards. Existing ro�dways shall be systematicaily retrofitted with roadway lighfiing. � Priority locations for roadway lighting include paths to schools,parlcs, and town center areas. Local property owneas fund lighting districfs. Policy � New development shall be required to abut a publiciy dedicated str�et (i.e. dedic�te right-�f-way, if not already on a public street in rough proportionality to the dev�l�prnent's ir�pact) and provide safe access, � Developmer�t will be�quired to provide righf-of-way(if needed)and safe access as determined by application of the City's dedetopment code and standaNs for design. The rrainimum Cify standarcls must be met for half-street adjacent to developing properiy for a deve/oprnent to proceed. This policy applies to both pedestrians and motor � vehlcles. G�al 4�Perfoa�manCe � '�ranspsortaltion performance mea�ures shall be set an�� r�aintained by the City. � Policy '! A minimurn inter�ection level of service standard sha01 be set for the City of Tigard. All public facilities shall be designed to meet this standard. � L�ve/of service D, Highway Capacity Manual, Chapters 9, 10 and 91 or subse uent u dated l q P references)is r�commended to balance provision of roadway capacity with level of service and ' funding. Monitor Metro and Washington County's curr�nt work;�deve/op a IQVe/of service sfandarcl. Special districts may be designated where the Cifywide level of service standarrl is not feasible(i.e. ORE 991A7. The City will work to make fhe arfeeial&collector sfr�et system operate effective/y to �. discour�ge"cut-through"tra�c on neighborhood and loca!sfneets. � Tigard T'iansportation System Plan •°• ORAFT••" P99161 xQ Goels and Policies 2-6 October 12,20� a�� - � ' �/�C� �4ssc�c �teS � � � �� Policy 2 Parking ratis�s shali be set to prcavid� adequate parkireg, while providing an ir��r�tive to lirr�it the use of 4he singl� oc.�up�nt r�ehicieo '�, Paricing standarrls shall be list�d in the development cade for th�City of Tigard. DEG?�nd A�etrt� � A Functional Plan Titi�2 encourages low�r parking ratios to encourage us�of�Itemative modas �� (walking, biking, transit, car pooling, etc.). Pol6�y 3 Woric with other transportation provid�rs in Washin��ton County, � including Tri-(l�let, Metro and ODOT to develop, operate and maintain int�lligent transp�rtatiAn �ystems, incfuding coordination of traffic � signals. Goal 5—�Accessibiiity ��. D�velop transport�tior� facilities eovhich are accessible to a!I r�embers of the corroevaunity and minio�iz� oc�t of direction #ravel. �, Policy 1 DesBgn and �onstruct trar�sp�rtation f�cilities to meet the requirements � of the Americans with Gisabilities r�ct. Policy 2 Develop neighborhoocl and local connections to provide adequate � circulation in and out of the neighborhoAds. Wordc toward the eventual connection of streefs iderrtified r�n the p/an�s development occ�ars, as funds � are�vailab/e and npportun�fies arise. As a planr�ing guideline, requir�s residential streets fo have connections every 530 feefi for local and neighborhaad 5tr�ets. Policy 3 Work wi#h ilV�shingt�n County and �DOT t�develop an efficient � arterial grid 5ystem that provid�s access within the City, and serves through �ifij traffic. � a As outlined in Title 6 of the Metro Urban Grorvth Managemsnt Funcfional Plan, access connection — standarrls will be deve/oped. The art�rial street system shoteld facilitate street and pedestrian � � , connectivity. � Goal 6—Co�ds IVlov�ment � . � � Provide for effic�ent rnovement of goods and ser�rices. ' Polic 1 Desi n arterial rautes hi hwa access and ad'acent land uses in wa � Y 9 � 9 Y 1 YS ; that facilitat�the efficient movement of good� and services. ;;, � Policy 2 Require sa�Fe routing of hazardous rnaterials consistent with federal and state guidelines. � ' TJgai+d Tnvnsportatfon System P/an ••• ORAF7'*"* P99161x0 � Goals ar,d Pc�li�Ses 2-7 October 12, 2000 �__.� . : _ �� - � � � D�C� �4s�oc��tes � _ - - - `� Work with fQdera/agenc6es, the Public Utility Commission, the Oregon Department of Energy ar►d ODOT to�ssu�consistent laws and�gulafion�for the transport of hazarrlous materrals. _ � � � � � � ,� �\ � �� ; � � , � �� � � Tigaml Tisnsportedon System P/an ••• OR4FT••• P99161 x0 Cioals end Poloctes 2-8 October 12, 2000 , ,. ,, , .�;: � � �fCS ASSOC �teS - - -- - - � Goa� 7��o�rdinataon � Irnpl�rr�ent the T'ransportatBora Syst�rn PBan ('TSP) ir� a coordinat�d manner, � � f'olicy 1 Coordinate and coop�rate with adjacent agencies (including � �Vashington County, Beaverton, 7u�latin, Lake Oswe�o, City of F�ortl�and, Tri-Me�, N9etra and ODO'�vuh�n necessary to develop transp�rtation projects which benefit the region �s a whol� in addition � to the City of Tigard. Mlaintain plan and policy confornrance to the Regional Transportafion Plan and Ti�nsportation � Planning 14u1e(OAR 660-012). Seek compatibility with all adjacent couniy and city jurisdiction plans. ' OTWER PL�►NS � The relationship of the TSP to other regional planning docunnents can be puzzle of acronyms, � activities and plaeis. Figure 2-2 summarizes the transportation�planning puzzle, identifying where the Tigard TSP f�ts wiithin the on-going regional conte�t of planning. Many of the most cominon plannxr►g initiatives and terms are reduced to acronyms,which are summarized below: � 'g7PIt- TransportatXnn Plauuiing Itule,Statewide Plac�ning Goal 12 developed by Department af Land Cons�rvation�u►d Developm�nt(DLCD)to guide transportation planning in Oregon. � OTP•• Oregon Transportation Plan,a federally mandated plan developed by Oregon Department of Transportation(ODO'Y�ta guide stafiewide transportation�development. Consists of several � modal plans,developed separately. O�P—1999 Oregon Highway Plan,defines policles and investrnent strat�gies for Oregon's state highway system for the next 20 years. it further refines the goals and policies of the Oregon � Transportation Plan and is part of Oregon's Statewide Transportarion Plan. 3t�nriards for acc�ss mac►agement on state highways is clearly de�ned as adopted May 1999. AtT'P- Regional Transportati�n Plan,developed by metrnpolitan planning organizations(MI'O)to � guide regional transpor�tion investment,required to secure fede.ral funding. In Portland this task is performed by Metro(Metropolitan Servace District).To be�dopted in the summer of 2000. � TSP- Transportation System Plan,a requirement of the TPR for cities and counties in Oregon to guide local transportation decisions and investments.(ORS 660-012-0015(3)). � Corridor Plan-ODOT trar�sporkation plans which focus on state transportation corridors to specifically outline needs,rnodes,strategies and effective investment. � Access Mauage�ent-Met�►ods to addeess improved safety and performance of st�te highways through control of access commensurate with facility needs. � Tigerid Tronsporta4�on System P/an ••• OR,4FT••« P99161 x0 � Goa1s end Policies 2-9 O�ctober 12,2000 �. . , . �, _ _ _ . ,. - � , .. � ■ g , . � - � .: c�ty . of -r���rd. . .. � ' ' CITY OF TIGARD - : Tr.ansportf t�Qn IPUZZI� Transportation ' ' System Plan: I' � :?ii���qaiii,;r ya;;.,;�?lir.'� „ ,r.� �, + o � ��``�`l +`� �`S. � �����C y �, ,:£ :;}`�\ ;�: Y�o��r � � � � :.:� � � ` - < ^�1�`� 13'{3 f.+,j t ��- .. � +�. .r,!/-. 'fi, i"�.y. �'�Y p/wci�.✓- -Y J;?i. i�"'a4'+j'� � �e,s ; . ;; �.� : : $ r : .. 1 �i. . �.��i� l�W�i)���y� ��� k� �'t ,"��F<` %1 i ��.��. � `n�`�\\\�\ ��� p���' .� ^rs �+ \t� ��f) �, }�xc .;�� . . �. ' r r . � '3 1.'� �'�' s � E��">� � ' ' '✓ '�, >!F .�< �: � �. .: ,.. �!, � Y 5 :,. �S0. // r f f t�` � . ' � ;� ,d;"G`�JC #' : ���.� w �s. � � -.�`�\`��',\., ii�%/ri �ir fi� - �s �j4 «# � d<" L+.✓ �� ; .: `�€<�S��4y��;. .1..1� £f yi,/. Y,;,�.� r', . �.�>,; ,>:> : � : . i ' i' � �'Y F x �� ....:.• - , -.- � .;: '- � 9ti /���.i. �� � C11y Of ' Tigard . � � iI ,:;:..� �:;;:«> _ � . ,. �� �� 'ODOI � �'y.. '•r..... ��_ � v:;? � .IVIG�I�V ' �: �" � �. � . � ����� ��� � . � � � �. � �. � � � , � "' � � � � � ' °��c° �� '�I ��M . "� �, � @ �d+'u- � <;� � � � f � y • � . � .. , / � r •• � � � ... I!,',`,,.- -. � �� . �:.� : ... � . . . . . -- . . . _ • . . . , — .,._ . ' . . .r'v"m:s:e. � �. . � . . � -- . � . � � - � � '�'i:;;..._..�.-....__.- �. ��C� �4��0 �t8� � � YTS- Intelligen�t'C'ranspnrtntian�y�9�i��� U��af s�dva�cing technology to icnprove movennent of �� people and�oods s�Coly� 'I'UM-T'r�nsportation I�omancl Mu���aph�t��'� An qlt�m�s�t af'th�TSP,thnt includes a.series of actions � to reduc�traa�aportatiion dnmat���u�itt�pnAic p�rwods. , E4�C9-Eanpto�+oo Commuto Optiann, Am Urban arm�'CC�N!pro�r�n req�ired by Uepar4ment of � �nvironmental Qtaali4y(D�Q)af ump�laynrs c�P 50 or more persons to reduce vehicle trips. Fu�c4io�nal Plan-Motro's re�co�ttly tedpptud pl�n��vc�mb0c 21, 1996,updated September, 1998) � w'hich outlines ennndutdry ssr�kvritt f'�r ov�lu�ting hansportation syst�ms and land use, translatin�st�t��nd rogiu��pl{at�liCy tt►It�a�l requircments nec�ssary to implement the 2040 planning effoe�, Titic�2�nd T�t�o 6 r�quir�that tho City adopt changes to its land use � regulations to addra�s�ar�Cin�ratia��aannoctivit�and level of service. Tigard Compre6easive�I�n�T'lai��lett� i�t t�stratogy to guido the City in the�onservation,protection � �nd develapm�nt of tha Cit'y af 7"i�nrtl, 2040- �►long ran�o o1f�i�rt ditoctod b�Cv��trc�tt�a�c{�lar�tho choiaos for gravvth in the next 50 years � and defning perform�nce standAedg �'ar 6ao�B¢�t�v�mm�+nt ta ienplemenk the regional growth concept. It defr�es s�veral dovelopnnont typQa Wt������vdll��o�tu 6�i�h�r d�nsity poRulatiota an:d employment centers in th�region. Thoy nr�as�'c�li��w�ac �. e u�b��.w�P'�����.a r�,��n�t����tg�r��f o��l�v�a��ar�d housin�served by high quality 4ransit. `�hcy w�ill b000�no tha£oous of tran�it and highway ianprovements. Washington � Square is identi�es9 as a rogdana6 Gonkor. � • To�vn Cet�term Pr�vid�s fi�r loo�lizud sorrv��e�wi4.�mn a 2-3 �il�r�dius,vvith� cocnmunity ida�ntity, '1"harp.As a town ca�tor idont�ficd ir�the Main Street area and another j� xdecatlfied near t�iic interscctio�a of OR�99`N and Durhttm Road. ��� • Station Areas: T�av�lapme�t�e�torod ar►L�T or high cap�city trazasit,accessible by all m�es. � • 1VIae�Stree�: Sitnil�r to tovvn centorso an�ro��vvi�h a traditio�nal commercial identity,but smaller in scal�,along�street with good trsnsit servec�s • Corr�dors: Developmont along e primary and froquonk 4ransit cocridor diat encourages � �, muced use and pedestrian acco�s ta transit. ORE 99W,Scholls Ferry Road and Hall Bou,lev��rd have been identified as coreidors in Tigard. � � ,� � �, ' �g�rd Tiansportafion Systein P/an �'"• DRAfT••� P99181 x0 '�oels and;�as�i�ies 2-11 Oatober 12, 2Q00 �, ;�' � � ��S �S�OCI� @S � � Ch�pt�r 3 �, � �� ���d�'���I°�� �iTY OF'PIGI�RD �XIStI g ��� �� � 'This chapter summ�rizes existing tr�ffic and transpartation conditions in the City of Tigard. 1'he focus is on motor vehiale,transit,pedestrian,bicycle and truck facilities. T�understand existing travel p�tterns and conditions,�variety of aspects�f the city's transportation system were considered. In the fall of 1994,an � inventory of traf�ic conditions in Tigaed was undertaken to establish a base year for all subsequent analysis. As refinements have been made to the regional land use forecasts over the past five years,conciitions have changed. Current,up-tadate counts were conductec!in I997 and again in 1999 at many of the same � intersections and at some additional inters�ctions. This data collection upd�te provides a unique opportunity to look at intersection level growth trends with:in the City aver a periad of approxisnately five yeaxs. Updated coun�s were �onducted only at interseotions,hovv�ver,the remainin�data summarized in this chapter would still apply to current conditions,ancluding relative variati�n among eoutes,peaking � characteristics,speed xones,high accident locations,bus routes,eta. 'The following sections briefly describe existing roadway functions,circulation,4raffic speeds and volumes ,� and levels of service in the Tigard transportatior,syst�m us well as eacisting pedestrian,bicycle azed trarnsit facilities. � STRLET IVE'TWt,Rdt The Transportation Planning Rule requires th�t classi�catiot►of stre�ts within t�e Gity be provided� The �( ciassification must be consistent with state and regional tran�sportation plans for continuity betw�en adjacent •�' jurisdictions. 'I'he City of Tigazd has an existing street classi�c�tion syst�m. This sys4ern is shown in �igvre 3-1?The number of lanes o�roadways in Tegard are showt�in lFigure 3-2. Existing typic�l s4reet � cross-sections are shov�m in�'igure 3-3. � � ,�, � ° 7�ansportation Planning Itule,State of Oregon,lDepariment of Land Conservation and Davclopmont,Section G60e12-020(2xb),May 1991(updated I�tovember, 199�). � z Compr�hensive Plan: TransportatPOn Map,City of Tigard,Ordinance NA.OI�D-91-13,Map adopted Jrane 11, � 199L �garrf irat���:��`on�,�:�rn p��P °bM p��A��"" P9�161x0 � Exisdn�Condltions � 3-1 October 12, 20U0 ;; :�� �.,� DI�GSAssociatt�ss . �� � �o � ,,,oT C�i1f OE TI��� �o�� : T S i� RD �1'c'1t"1S�01"��$iOt'1 , � ; Syster�s P1an : Q � Q � ; Q m g , h � � sr � Z Legend ; Q F N � ' > � � m Z `� _ -ARTEWAL � � o o -MAJdR CO�LEC70R � 217 m ���� -MINOR COLLECTOR � � r ¢ ¢ GRF . 210 ' �� c a � � ¢ �� 5� W"`O � N �'�Fq � � ~ 99W �� � c � � 3 \ . o ' v� �� R�j C � � N ¢ ��� /N N � 1 �,.. � Q �� sarne�sr � 5 ml m , a-°a" R � R� SUMMERFlELD � BEND 'RHA BE F n ¢ � � Z : n �............................... � W ^ i / ... ..R��..... � � / � �0 ., r : - ..:, .� i. ...� : � :.... ., . : :'� ..... , :� � ��� Figure 3-1 - ���-. :�-�� :...�: l�% .. ; �,�� EX9ST�NG FUR�°?IONAL : :. , : '����........................:� �: °�' CL�4SSlFICATION � �� � � _ � �' � � � i� � � � ���. � � �� .:� �� � �� i�� �• ;�. .� '�t � � . .� �� �� � � .. �.� . ` _ . .. .. . . . . . . - . . . �. �����V1�.1�W - . � ' . � � CIT1'C9F TlGARD �� � � Transpor�ati�� ; �� , �ysteons Pl�r� � ` �� ,� sr Lege�d � � � � r �o-. -3tanms � �� -SLanes 217 T < ! 0 21� , U� � s � �a 9�N � � � � R > � � 5 � Rp su A Y,., r,..Wve�'"' ., f��llr@ 3-Z �� �•` ' ,'� � � RO�D1NA�S VV!'d'H MORE ..—� ; _., ��'''� �:� ... _... j � 1'HAN T9f�0 LANES ��...__..w.—�. v e. � ���S�C�CIc�t�S� � � Lo�al Sfr�et d ;� 14esid�ntial `� ... � �� m'�� 24'-32' � 5�� , RNJ 36'-50' � � �OC�/ ��/'�L'f � Corrrmercial & Industria! ' :::>: � 2,5' S� 34'bnl -- ��� , 50'fml �_� �-- �nll%�'IOP' �O//�C�Of" `i 2.5�..51.. 40 5' S H "'� R/W 60'(ml !� /�//aJo/' C�//�Cf O�- � Tt�l�cx�ie ot tuie�dlaa► 1.�' 6' i 6' 12' 16' 6' 1.5' , RIW 60'-EO' � e /4P°t'G'r°%al/ `� center Tum Laie �tvlec4an . . :;•• ..............:E: . .............. a�§' e� aa� i 2� �r �_�--�4'��1 , �usr 6a-sa -----� (m) - t�pr,�rnxnReq��eawoctth FigllPe 3-�3. EXISTING- 'rYPICAL STREEY CROS� SECTIONS ,� � ��� eqSSC�CIa eS � � Washingta��County roadway classifications are generally consistent with City of Ti�ard designations. The following table shows roadway segments where the classification differs beiween the two jurisdictions. A table summarizing functional classification of Tigard streets by other jurisdictions is 5hown in the appendix of this report. � Functional Classi:cation Di erences f .,� Roadwa� Tigard �'ashington Coanty �. Gaeenburg IYoad Major Collector Minor Arterial >cholls Ferry Road Arterial Major Collector � ,� ODOT and Metro�nly ela5sify roads that are of statewide or regional significance,respectively. 'fhese classifications aze compatible with Tigard classifications,although the specific#itDes differ to some degree. ODOT and Metro classifications can be found in th�Roadway Functional Classification According to ,� . Jurisdiction table in the appendix of this report. � TRAF�I�SPEED ARID VQLUIVIE' Speed zones on arterials and collectoxs within the City of Tagard are summarized in Figure 3-4. Speed � zones are set by the Oregon's State 5peed Control Board(SSCB). The SSCB is an independent board wha sets speed zones for city streets,county roads and state highways passing through cities. The SSCB considers any factors such as a°oadway width,surface,lanes,shoulders,signals, intersectians,roadside ,� cievelopment,parking,a�cidents an.d 85th percentile speed. A decision made by the SS�B is not arbetrary �r political,and is based on�khe considesations described above. Speed zones are set by the Sta.te of Oregon using an�nalysis process which considers the measured 85th percentile speed of traPfic on a given roadway. speed zones are not set arbitrarily or as part of a poiitical decision 3 � Vehicle s eeds on several collector and residential s4reets are a concern for the comanunity. As examples, P � streets such as Watkins and�ull IVlountain Road are locations mentioraed 'an discussions with the community. In most cases,speeding becomes very noticeable when it is above 35 miles per hour. Speeding can usually be expe�ted on local stre�ts which are wide and straight for long stretches or where downhill grades aze extended. � A complete invento.ry af peak tra.ffic conditions was perfornned in Yhe fall of 1994 as part af the Tigard Transportation System I'laai. The 4raffic counts conducted as part of this inventory provide the basis for � analyzing existing problern areas as well as establishing a base condition for future monitoring. The City of Tigard conducted evening(4-6 PN�peak period turning movement counts at 301ocations to determine intersection operating conditions. Updated counts have been conducted in 1997 and in 1999 at many or" � ttxese locations,plus a few additional locations,for a total of 62 intersections.Figure 3-5 shows the existsng average daily and peak h�our traffic volumes on several key routes in Tigard. On a typical day,C)ItE 9IW is the most heavily traveled street in Tigazd. The segment near the ORE 217 ��, rara�ps carries about 46,000 vehicles per day(twaway). Figure 3-6 shows average daily traffic(AD'1�on , several rout�s in Tigazd and a comparison of traffic voYumes o�n several routes ovee the period between � 1994 and 1999. '� 3 Speed Zoning: Who Decides,State Speed Control Board,April, 1992. ■ Tlgand Tr�nsportaflon System Plan '°°*DRAFT*** P99161 x0 � Existing Condidoris 3-5 October 12, 2000 i �I�'ASSOCPc'�S � '�' c�r c�F n�i�� ,�� � S � Tr�ns�o�#ati�,n �� � Sy+st�t�s Pl�n < — 35 �35 30 sr Legend " 30 � 45 4� � � 35 y y � a�� 4� � armT,� s� 35 GR 35 sr 2to � ` 35 � c � 40 � � 40 �c 30 S 30 � 30 € 45 � 35 �� � 35 35 45 g E 35 M A � K'' . � R 40 35 � 35 �` 35 . 35 Rp � pR 35 � < ._ � � '. ..�`� 35 35 F�gLifB 304 ~r �... _.--�'"�'� . ;:,:'f;;�._, � E�C1STtNG SPEEa ZONES ' � � I r`�� � `_ � �_...�.._--- ' � � �_ - .�--- � . . . � � �? � �- � �' � /��i: �� � � � � � � � � � . Dl�Ass�c�at�s � o g CITY OF TiG�RD �� �5� � �� a �n �,�oo � Transportation � �ys$en�s Plan ��._ _ o `�� ` �� ��o � �° � � . '� ` � � Ro � � r Legend � � � p 990� 0000 P�ktioutVakime �ka�a � I I I 1 1 -ADTYdume i ��o�� 5�P00 � . 21 g— 000a •o�ay u��o��co�n � ' , < dVCOr� s , G � (9993^9994) � � o P 210 0 � ��� �O ��3�e �� � � ap '� ,� � •� . . . , '�0� °p � � � - �p sr g g Peak Hour `Iq�C o o �' � S�eet VoEtat�e ►+�' �� QarPmouct�street 1000 00 � 72nd Avenue south of Dartmouth 9`� 3 °o- Hall Boulevard � � • north of Dufiam 1375 � ,�, Durham Road 3�0 8 it Road 1500 �� 2600 1200 McDonald Street 97 D I li � ' S a c�'v `��Q'0 ` < �,��p`� p su i R a R 50a �� 99� 00 � •�i o_ y j' O_ � ��.YY�•• ...... � - oco `� � F k !�V J;' .� •i ��..T �:�� ... `..� ��.i � � Fi�ure 3-5 � ) t � � EXlSTfNG `'`..W�".�^�� v TRo4FFIC YOLU�I�S e s • � � L)KS A�s���l�� �s : � � Yipe�d Hisborical T►aRlc Volumw � S000 �soo � �toat � ,woo j`> f p�eo� otoec > asoo �� i � � � � ; 2soo � � ' r � � � � � � � � } � � G: � � � � 1500 ' � � 1� � � .� � � � k 4 'a � � . � �q �� �� �� �� �� �� �� �� � � �� r� � �� �� \� F� s� �� �� �� �g �� �� �'� � � �^ � �� �. �irtwn«aa, , � � Yraffic�aria4fon in TigaM(1994) at,aoo � 2a,�au � tt,soo to,�oo 9,� 3,800 �'300 � 1,900 850 g8p C � � ,p� � °� °° �0 °� °0 �0 �,�` � � �� a`°'�!'' °°� c�Q9 a�,f'� �`P.i�° ��QP p,.i�° a�fi° �P`a�Y � \\Q� 6°,� a0 0p 1"� ��" o°� ,�o� �" �, . ��a ,�� 'T 0���� � 1 I ' � I I � F6gure 3-6 � _ `� T�affic Volume Sumcnaries � : TlBar+al Transpc3rtatlon�y�tem P/an °*•DRAFT'$`*` P99161x0 Existlng Condi�ons 3-'8 Q�tob�r 12,2000 1� � , � .� � ��S A�SOCIc�t�S � Tr�ffic data collected over the course of this study illustrate the 4ypical fluctuations of tra�c over the course � of a day tFigure 3-7). �n particular,Figure 3�7a shovvvs traffic volumes on ORE 99W,both at the south City Limi�.s and near downtov�m'I'igard. 'I'his�gure decnonstrafes that rnorning and evening p�alc periods have similar characteristics in both locations,but that there is nnuch more midday traffic vn downtown tha�i at the � south City I.imits. In Figure 3-7b,trakf'ic voluanes are shown foc streets near retail areas of Tigard. 7:'hes� graplis show that traffic valuxnes generally tend to increase over the course of the day(through the evening peak period). In Figure 3-7c,streets showing typical residential and employment areas are shown. These � streets generally tend to peak in the morning and evening peak(commute)hours. � COLL/SIONS Both the regional highway and regional retail faciflities in Tigard tend to generate significant tr�c incidents to which the police department routinely responds. T°he following four areas a.re all regional in nature and h `�• have fhe highest accident rates in�he City: � OitE 99VV-In partieular,the segment between Hall Boulevard and OR�217. Many of the �� accidents ar�due to access issues or turning traffic(many driveways}. ■ ORE 217-In particular,the segment between ORE 99W and I-5. Many of the problecns here are � related to rnerging traffic and rear-end accidents the end of the tra�fic qu�ue. ■ Washington Square-In particular,an Greenburg Road between�,ocust 5tr�et and the ORE 217 �, ramps due to the large voluane�f vehicles,weavang and turning vehicles. Th�large number of people from outside the area traveling to shopping areas increases the number of systean users who are not familiac with the circulation. � ■ Tigazd Triangle(bounded by ORE 99W,I-5,ORE 217)-This is developing as a reglonal retail cent�r,thereby incceasing vehicle trips in ths area. IY is now experiencing similar"out of�rea" � drivers to the Washington Square�rrea. 'I'he accadent rate has increas�d by 50 percent in the last 4wo ye€�rs 4 Recent accident data on state highways in Tigard was obtained from OI70T. This data indicates the � followin�: Route 1996 1997 1998 Total(1996-1998) a fJRE 99W 323 276 284 883 � � I-S 47 57 '71 175 N y I�all�oulevard 87 93 115 295 � Scholts Fecry Road 9 32 22 63 � � ORE 21? 165 141 132 438 m � W � J � • Pee meeting ruith Tigard Police Chief Ron Goodpaster,February 14, 1995. � T/garnl Transportation 5ysfem Plan ""*DRAFT"*"' P99161x0 � � Exi�ang Cond'e��ns 3-5 October 12,2000 � .Fir.;�. ��y�. x�� 1r . � ,��C� Ass��/a eS � — � � (�RE 99V�{' North 4f 1°ualatin River � � 3500. PM Peak � � 3000 0 2� sSou#hbound ,� � 1000 �Narthbound ad 5� � h O� O� 'h� O� U� O� Oo O� ,�0� c,�OG 4`J , 4� `� �`��,�+? �`;�,�; �� �,�'� �,�� �,�4> ,.�� �,�, �� ��x Q�� c�� �. cp ro ���' �� ��,� ��� ,�o c=4� aN� � Time of Day � � � (,R� 99W V1I��t of �RE 217 Rarnps PM Peak � � 350Q � 3000 � 2500 Westbound �' � 200dD � 1500 Eastbound v 1000 � � � � 500 � � `4'��� n�� 4�'0 °�d c����aQ,e'°}a�,`t,,0�,`��'�c.�,Q�<,'���""�� . �1 v�� �,�� �,� co� �� �,fi� �,�� �� �.�� �� �,0�y� � DO ,�O ,�,, t ,�� ,�o r.4 �� . 'Tirne of Day � � �igur� 3-7a ORE 994f1!�Hourly Traffic Variation in Tigard) � ,� T18sM Tr,�nspo�taUon System Pla�► *""DRAFT'"'" P99161x0 Extsdr�Conditions 3-10 October 12,2000 ,� . , , - — �--- ' u ;:�,� �� � . � L)aCS A�s�cl� es .� � Upper Boones Ferry Road Scau� ofDurF�am Ro�d � PM Peak a� 'i 400 E 12J0 � � � �� �Sou�bound � 40�U �No�thbound � � 20 � ��n0� `J� „O� O� O� •,.00 40 ��O c��0 g�J „00 �' `� � \~ '�`i� 1� 1� 't.. ,�4: ,.e� ,e, o� c�.` oO�� °'� A� �o� �6� Q��,��1��°`',���',,�o�'�c0�'��v�'� v � �11`Y1� Of D��/ � � �ora6ta R�ad �lest of I-5 � PN! Peak a� 1200 � 1000 � � 8� �VVestbound � �� ■Easffiound � a 200 � � `.�OO ��� 4�o w,OO i�OO �O� ��Oq �OO �oo�`�Qtt'�Q�c+`�:OO ;�� � �i" � 7 � ' 0��, v� A� �, �, ���� ���A�;�������������v � � Time of D�ay �' Figure 3-7b ; � Retail Areas (Hourly Traffic Variation in Tigard) � ` T/garnl Transportatlon System Pdan ""*DRAFT*"* P99161x0 ' Existing�nditions 3-11 October 12,2000 , � , �' � . � � � �K� �SSnC/ �S � �ul! Mo�nt�in Ftoad 11Ves� of 'i 50#h Avenue � � � 450 pM Peak � 350 0 250 �We���und �. v 150 �Easffiound _ � 50 � F' -50 o� ,��� �� R�� �� 0� .ti�� OQ �o� c?O�<�'����;;0� '� �'� �.t �> �° ,�c� 1'� ,�.' ,�.4�! ,�.� '�• v .� �0,�'' �� �'� �° c� O�"�,��',��,',�,�a��,�o',CO��cV�� Time of�+ay , � � � Hall Boulevard S+�uth �f OR� 217 PIU! P�ak � d 1200 � 1000 '� � �� ��outhbound }� 600 � 400 �Narthbound � 2� ,� � 0 +�0� �1�� (r 0� �,�4� 4!►�� +��� �o� `�� �o� C\�4n+���ro+i�o �,�����+5��, '�, �.����;` �,�;\ �,�',`•',,�;\ �,�;\',,�v�,�v+ � �� v �D p �CY ti'v .�4` ,�� ,�O C� �:v 1'ime of Day � � Fia�ure 3-7c � Ftesidenti�l�nd Empioyment Areas (Hourly Traffic i/ariation in Tigard) � _ _ �, TOgand Tianspor�atlan Sy�tem P/an ***DRAFT'"""` P99161x0 Exis�ng Conditions 3-12 October 12, 2000 � �' . � ���' �SSOC/� GS � � Washington County maintains a safety priority inde�r system listing that ranks thc high accident locations county-wide. SPIS number and rank are based upon the number,rate and severity of accidents at a particular location. The 1994-1996 is the cnost current listing. Table 3-1 lists the existing hazard locations as defined by the SPIS value for locations in'Tigard. Sixteen interseotioas have SPIS valu�s above the � thr�shold identifying existing hazard locatians. Table 3-1 � Washington County SI'IS I.ASting(1994-1996) RANK type LOCATION INT�RSEC;TING ROAD ADT SPIS #ACC 3 co/state Flall Bl�rd Scholls Ferry Rd 4�790 141.95 92 � 10 co/city Nimbus Ave/Dr Schoils F'erry Rd 52239 105.59 53 31 co/state Beef Bend Rd hiighway 099w 45460 ?4.G9 22 34 co/state Bull Mauntain Rd High�naay 099w 45840 73.00 52 � 38 co/city Boones Bend Dr/121 st Ave Scholis Ferry Rd 3615� 68.80 35 48 co/city Scholls Ferry Rd 135th Ave 30654 65.79 30 84 cofsfiate Greenb�arg Rd/Ol�son Rd Hall Bivd 34761 51.36 39 � 124 co/5tate Garland Rd H�ghway 099W 34200 41.33 3 '442 co/state Fischer Rd Highway 099w 38825 37.42 24 155 �o/city North Dakota St�125th Ave Scholls Ferry Rd 34907 35.55 28 � 159 co/co Old Scholis Ferry Rd (092 Ave) �cholls Ferry Rd 16462 35.00 18 171 co/co Beef Bend Rd Bull Mountain Rd 12128 33.47 11 173 co/co Uld �Scholis Ferry Rd 092nd Ave 620 3�.39 4 � 184 co/city Walnut St 124th Ave 9618 32.06 4 192 co/state Boones Ferry Rd �ridgeport Rd 23155 39.25 6 �03 ��/�o Scholls Ferry Rd Scholis Shenn�c�od Rd 87�0 30.77 3 � 206 co/sg�te Hail Blvd �ocu�t St 15195 29.32 11 229 co/city Scholls F�rry Rd �pringwood Dr 46757 27.76 10 249 co/city Scholis F�rry Rd 130th Ave 34773 24.52 9 � 252 co/state Hali Blvd Oak Sf 1633� 24.23 � 261 ca/co Walnut St 121 st Ave 17165 23.24 10 262 colco Cedarcrest St 080th Ave 5295 23.24 5 264 co/city Bridgeport Rd/Lwr Boones 072nd Ave 37023 23.10 11 !� 267 co/city Greenburg Rd Mapleleaf St/WashSq Dr 24645 22e�3 11 271 co/co �eef 6�nd Rd Elsner Rd 6710 22.37 6 � 288 co/city Greenburg Rd Locust St 14035 20.71 11 291 co/co Barrows Rd Roshak Rd 710� 20.57 6 339 co/co Elsner Rd Scholls Sherwood Rd 9315 17.56 5 � 342 co%o Taylors Ferry Rd 080th Ave 10665 17.17 7 388 co/co Schdlls Ferry Rd �75th Ave 13375 14.79 5 400 co/co Locust St 080th Ave 7445 14.17 3 � 427 co/co Old Scholis Ferry Rd (�C) Sclholls Ferry Rd 16144 12.64 4 � 481 co/city Walnut St 132nd Ave 11484 9.98 3 483 co/state Highway 099w Pacific Dr(s) 35782 9.?9 3 � � Tdgard TrarrsportatJon System Plan """DRAF7"*** P99161x0 � Existing Conditions 3-13 October 12,2000 ��sw����:.� -- . � '� DaCS Assoc/a eS � 3 YE��R TOTA9.5 � P L 10 I T,R E TIN R AD PI NA H A B Co/stat� Hall Btvd Seholls Ferty Rd 446so 66.4s 12 s1 130 o Q 7 37 co/aty Mimbus Dr Scholls Ferry Rd 41990 47.57 35 40 84 0 9 1 28 � 00% Beef Bend Rd Schoils Ferry Rd 94495 46.73 42 21 39 0 3 5 4 co/aty Boones Bend Dr/121 st Ave �cholis Ferry t2d 36158 45.81 45 27 51 1 2 4 13 co/aty 1.35 Ave Scholls Ferry Rd 30654 A�4.6s 54 25 53 0 3 2 9 � ��atY Barrows Rd Scholls Ferry Rd 95600 43.63 65 18 39 0 0 0 17 co/stat� gul)Mountain Rd Hwy 99W �at7so 42.93 73 32 72 0 0 4 18 co/a4y North Dakota SU125th Ave Scholls Ferwy Rd 34907 42.65 79 22 48 1 2 1 10 � Co/aty Greenburg Rd Locust St 10fi90 42.27 83 11 23 0 9 2 1 co% Walnut St 129 st Ave 1�4950 41.48 89 15 31 0 0 2 10 co/aty Greenburg Rd Mapleleaf St/VI/ashSq�r 24'�645 39.85 104 21 s3 0 0 1 10 co% Beef Bend Rd Bull Mtn Rd 7320 38.15 122 9 19 0 0 3 11 �� co/state 6reenburg Rd/Oleson Rd Hall Bivd 25s5o 3s.35 155 �s 35 0 0 2 10 c�ico Locust St 72nd Ave 2506 34.53 163 3 6 0 0 0 2 � co%o Locust St 80#h Ave 7445 32.75 189 4 8 b 0 4 0 � co/state E3�ef Bend Rd �µ,�,99V� 40260 32.64 193 16 33 0 0 5 9 � Source: Washington County. R&O 86-95 defines determines existing hazard locations to be SPIS greater 4han 32.24. ICey: SPIS=Saifety 1'riority Index System, ADT=Average Daily Traffic,Rank=ranking of Countywide � a SPIS,#Acc=tatal collisions,#veh=total vehioles,F=fatalities,A=severe injuries,B=moderate injuries, C=minor injuries SChi00L� � There are a nuxnber of schools in Tigard where the surrounding roadways create barriers for access due to timited width ar►d pedestrian facilities. In conversations with the Tigard-Tualatin School District,the � foltowing issues were noted by schocsi sit�:s ■ M�9zger Elementary: Adequacy of walking paths and adjacent strset width � ■ N1ary Woodvvord School: Difficult for traf�'ic circulati�n due to congestion ; ■ Fowler Int�rmediate School: Access from both Walnut Street and Tiedeman Avenue � ' � Durham Elementaay School: Adequacy of I)urham Road width,walking paths,turn lanes � Tigard High 3chool: Driveway spacing conflicts � ■ 'Terrapletion Elementary School: Adequacy of sidewalks � � s Per conversation with Dr.Joki,Superintendent,Tigard-Tualatin School District,February 22, 1995. � TJgard Transportat/on System P/an •*"DRAFT"*" P99161 x0 Existing Condidons 3-14 October 12,2000 ;� .�. :�� � • � la�fS ASSOC/�e� � 7°RAFFIC CONTROL. ° Ti ard has 66 si alized intersections,with the ma ori on�rterial streets. A summ of the � Bn .9 h' �Y ovamerst�ip of th�se signals as rveli as whn operates and maintains them is shown in°,�'able 3-2. Th�re are � five key coordin�ted sys4ems rvithin the City. These inciude: ■ C)ItE 99W � e 72nd A�venue between ORE 217 southbound ramps and Harnpton Street ■ Scholls Ferry Road ■ Greenburg Road between ORE 217 soutt�bound ramps and Locust Street ■ 72nd Avenue between ORE 217 southbound r�anps aa�.d Hampton Street � � Of the 66 signals in the City of Tigazd, 11 are o�vned by the City of Tigard, 1 l aze owned by � Washington County and 44 are owned by ODOT. Most signals do not need upgrade or modernization, The signal'at Main StreetJScoffins Street is the oldest in the City and would be the m�st Pikely candidate for upgrade. The signai at 72nd AvenueBonita Road has recently been upgaded to include `� protective/psrmassive l�ft turn phasing on all approaches. T'he signals at Durham/Upper Boones Ferry Road,72nd AvenueBoones Ferry Road and 72nd Avenue/Carman Drive should eventually be intertied. ,� �'igure 3-8 shows the signalized locations. Traffic signals are valuable devices for the contr�ol of vehicle and pedestrian traffic. Traffic control signats,properly located and operated,can have one or more of the f�llowing�dvantages: ' � ■ 'They provide for the orderly movement oftra�c ■ Where proper physical layou�s and cAntrol measures are used,they can increase the traffic handling capacity of the intersection ■ They reduce the frequency of certain types of accidents,especially right aaigle type _ ■ Under favorable conditions,they can 1oe coardinated to provide cantinuous or nearly continuous nnovement of te�ffic at a definite speed along a given soute v They permit minor s�reet traffica vehiculaz or pedestrian,to enter�r crass corctinuous traffic on th� �, major street ■ Improper or unwarranted signal installatimns aniay cause: , � o Excessive delay ■ I)isobedience of signal andicatiaaas ■ Circuitous travel of alternative routes ■ Increased accident frequency,particularly rear-end t�pe � � � � Tlg�rd Transportat�nn System PB��n """��,i�FT*** P99161x0 � Existing Conditions 3-15 Q�.�tober 12,2000 �. ��/�i�J� � ci�r��n�a�D � ,�� r�n S � Transp�or��tion �� � � Systee�ns P�an � ao � ST Leg�nd � � � T � -Si�aCmedhdersed'an > c� � �� 217 � � r e < � G 210 � u R 'f'o � s�'`� '�� ' s B� � a S 77�� � ,rr � u.�. RD Q � � 5 Rp su � QR B DURHAM 4 B :v ' 4 �Y ...... a � � :.RN . .. "`� : � Figure 3-8 ; .. w :� •r+ i • V�V��D � r; m �. ......�� ;:.�._ _.. ._.._�:; � �. �(V�°ERSECTIONS � : � ...__ 0 � , � D�CS �4s�oc/� es � _ '"" Conse uently, it is im ortant that the consideration of a signal installation and the selection of 9 P equipmen.t be preceded by a tharough study and be based on consistent criteria. The study must identify � the need for teft turn phasing,lanes and phase type. Th�justification for the installation of a traffic signal at an inters�ction should be based upon the warrants stated in the Maraual ora Uniform Tra�c ConProl Devices6(MUTCD). The Iv1iJTCI�has been adopted by the state of Oregon and is used ! throughout the na#ion. � The same conditions hold true for installation of stop sign traffic controls. Specific warrants identify conditions which may wanant two-way or rnulti�way stop sign instaltations. A stop sign is not a cure- all and is not a substitute for other traffic control devices. Guidelines and warrants for stop sign installations aze outlined in the MUTCD. � Table 3-2 1'iga�d Si��al Sy�le� � Intersectaon Ownership Agency Operatimg Agency Mainaining Scfiolls Ferry Road � Barrows Road(West) WA County WA County WA County Barrows Road(Fast) WA County WA County Beaverton Murray Boulevazd �JVA Cm�nty WE1 County Beaverton � 130 Avenue WA�oeanty WA County Beaverton 125 Avenue WA County VJA Cnunty Beaverton 121 Av�nue WA County WA County Beaverton � Conestoga I)cive WA�ounty WA County Beavertan Nimbus Avenue WA County WA County Beaverton Cascade Avenue ODQT Beaverton Beaverton � ORE 217 SB Ramps ODOT Beaverton Beaverton � ORE 217 NB On/WA Square OI�OT Beaverton Beaverkon Hall Boulevart� OUOT Beaverton Beaverton Hadl�oupevard � Scholls Ferry Road ODO'T Beaverton �eaverton Embassy Suites Driveway ODOT ODOT ODOT Ta�rget Drivsway ODOT ODOT ODOT � Circuit City/US�ank Dwys ODOT OI�QT ODOT Greenburg Road/Oleson Road ODOT OUOT UDOT Locust Steeet ODOT ODOT ODOT � Oak S�reet ODOT ODOT ODOT ORE 99W ODOT ODOT ODOT �iunziker Street ODOT ODOT ODOT � Burnham�treet ODOT ODOT ODOT McDonald Street ODOT ODOT ODOT Bonita Road ODOT ODOT ODOT j � Durham Road • ODOT ODOT OD�OT 6 Manua!on Uniform Tra�c Control Devices for Streets avid Highways,US Departrnent of Transportation,Federal � Highway Administration, 1988,pages 4C1-4C12. Tlgard Transportatlon System P/�n "*"DRAFT""* P99161 x0 Existing Conditions 3-17 October 12, 2000 � . � � DK� AS���o� e� � � Intersectic�n ��vnership Agency Operating Agency Mainaining � Durl�aa�n ltoad ORE 99W ODOT ODOT ODOT Summerfield Drive Tigard Tigard WA County � 92 Avenue Tigazd Tigard WA County Hall Bouleva�d ODOT ODOT � ODOT Upper Boones Ferry Road OI70'T ODOT ODOT 72 Avenue Tigard Tigazd WA County � 7 ffveraue Durham Road 'Tigard Tigard WA County Upper Boones Ferry Road Tigard Tigard � WA County � Carnnan Drive Tigard Tigard WA County Bonita Road Tigard Tagard WA County � Varras/ORE 217 SB Ramps ODOT ODOT ODOT Hunziker Street ODOT ODOT ODOT ' ORE 217 NB Ramps ODOT OD�T ODOT Hampton Steeet �'igazd Tigard WA County � ORE99W ODOT ODOT ODOT OR�99W � 68 Avenue/69 Avenue O]�OT ODOT ODOT 72 Avenue OI30T O1�OT ODC3T Tigard Cinemas ODOT ODOT ODt�T � I3artmoath Stre�t ODOT ODOT ODOT ORE 217 NB Ramps ODOT ODOT ODO"I" ORE 217 SB Ramps ODOT OI)OT ODOT � Hall Boulevard ODOT OUOT ODO'I' Greenburg Road ODOT ODOT ODOT Johnson Street/Main Street ODOT ODOT ODOT � Walnut Place ODOT ODOT ODOT Garrett Street ODOT ODO'd' ODOT Fark Street OLIOT O�DOT ODOT Tigard Marketplace ODOT ODOT ODOT � Gaarde/McDonald 3treet ODOT ODOT ODOT Canterbury Lane ODQT ODOT ODOT' �iill Mountain Road ODOT ODOT ODaT r Beef Bend Road ODOT ODOT ODOT '�� Royalty Parkway ODOT OD07 ODOT Durham Road ODOT ODOT ODOT � Fischer Road ODOT ODOT ODOT Greenburg Road ORE99W ODOT ODOT ODOT � Tiedeman Avenue Tigard Tigard WA County Ca�cade�oulevard Tigard Tigard WA County O1tE 217 SB Ramps ODOT ODOT ODOT � ORE 217 NB Ramps ODO'� ODOT ODOT Washingtan Square R.oad WA County WA County WA County � T/gan!7'ransportatlon Sy�tem Pian "'"l�RAFT''°* P99161 x0 Existing Cond�ions 3-18 OcYober 12,2000 � � � a � L�K� A�SOCI e� � - Int�rsection Ow�nershi�p Agency Operating Agency 1Vgai�aineng � Locust Street WA County WA Cownty WA Caunty Hail Boulevazd/Oleson Road ODOT ODOT ODOT Carmara Drive � � I-5 SB Ramps ODOT ODC?T ODOT I-5 NB Ramps ODO'T ODUT ODOT' S�quoia Parkway Tigard Tigard WA�ounty � Upper Boones Ferry Road Bridgeport I�oad . ODOT ODOT OI30T Durham Raad ODOT Q]DOT OY70T � Main Strec� Scoffins Street Tigard Tigard WA County � TRAVEL. TIME IIVF�l�IVIATi()IV � Travel tame inform�tion was collect�d to provide a gauge of roadway systc;m performance. Travel time nans were conducted on severat key routes an Tigard. These travel�ime runs measured th�length of time it took ta travel from a starting poin�to and end point of each key route(typically,�mile or nnore � in length)during various time perioc�s during the week. The key routes surveyed were ORE 99W,Ha11 Boulevazd,72nd.�►venue,Main Street/Greenburg Road an:d Durharn Road. T'he time periods observed were weekday morning pealc,weekday tnidday,w�ekday edening peak and Saturday midday. The most � sigzxifcant delays were generdlly observed in the PP�I peak hour. However,on two routes which aze heavily influenced by retail activity,delays were significant at ather times(ORE 99W Saturday and Greenburg midday). 'The resulYs of these travel time rarns are shown in Figure 3-9. Travel times frorn various time perioc�s are shown for comparison. � 72nd Avenue shows si ificant dela both northbound and southbound in the PM eak hour. Since 1 4 � Y p 99 , new sigrial timings weee ins�lled at faur intersections near ORE 217'and the four intersections lizilced via � interconnect. Delays through thes�four intersections were initially xeduced by mc�re t�ian 40%in both the northbound an�4 southbaund directians as a result of this improvement. Since the initial delay reduction a few yeazs ago,the route has attracted additional demand and at least 70-100 additional northbound and � about 200-300 add'ational southbo�und vehicles now use this route in the evening peak hour,which has inoreased delays an the route. � Travel time data on ORE 217 indicates that some of the slowest travel speed nn the fac'slity occurs Yn Tigard. ; Floating car suxveys were cr�nducted on ORE 217 during the morning and evening peak periods(see ' appendix for ciata summaries). Travel time data were collected along the entire length of ORE 217 at ' various times through the peak period. The average tcavel speed for the entire corridor drops to between 30 �. and 40 miles per hour(mph)during periods of time in both the moming and evening peak representing level i of service F conditions for those tune segments. Figure 3-10 summarizes the peak travel speeds over the � leng�a of ORE 217. i �' , + � � Tigard Transportatlon System P/an MRA�AA GT�*i► P99161 x0 Pv�r� �acisting�onditi�ons 3-19 October 12,2000 � ' _. _ . L�/�i�W� ' � CITY� GARD ,�� Fn � � Transportation � � < �yst�ms Plan � ����� �° �T ��tiall Boulevard � � T e • • • � Z � N!B 10:16 9148 � r 217 SiB 9:041258 2to � � � o � GR ��°� 72rid Avenue� PM � � - • � - � - � �� ¢ WB 7:41 15;37 l3�5 �'S � SIB 6:42 9:50 8:49 e►� ,�� � ««�«Main SUGreenburg Rd. �,, o - • � � EB•NB 10:22 9:22 S!B-VVIa 9:35 9:26 .,�: N �`• •••••••o Dufiam Road � ��` �' � • • • e .� ';:.[� �s d:15 421 4:24 Rp Wl� 4�5 6�T 4:56 R Q � s�■ORE 99W e - o � :.�! •1 Rp su � oR Et8 10�7 13:32 13:4T i9:22 � � WB 91:92 1239 15:59 1125 e MI�-MIDDAY, 1:OOpm-3:OQpn! z PM -PM PEAK, 4:OOprn-6:OOptn --- ^ � -S�grtal Timirtg Charge 12f94 . f-; -Rw�""_"..�__ -Sect�ns w�h D,E Qr F-LOS �. , `, � ; ,,,.'` � .--f �—� ; � i � Figure 3-9 ���''� ;�� _. ._ -�°} � 1994 ��._..._.�__-' ` � TRAI�EL TIME SU�iIEYS � (Except wh�N� � _ ` � � �' a � L7�CS �4ssO�/� �� � � Feg�re 3-10 'd'rave6 Speec�Profil�s for()RE 217 Aprii/Ildlay 1999 For Critical(slowest)Time Sli�e � � �0 Northbound ► P� °Y 60 � � � � 50 - � � 40 � � 3� � zo �, 10 v, 0 #1 ��cJ� k���� �c�`� �5��� p�cc�� �\�c '�'�� ����` `���� ���aP p� ��e �ro� 0 G � � 70.aouthbou�td ' � � 6Q �, 50 ; t 40 � E 30 � c — �, 10 � 0 � � y�,�a��t G���� P��� ���� ��\ y��� ����� ���� ��ra � �� �GroO G��� �Q- � � Source:ORE 217 Corridor Study Initial Improvement Concepts Draft,ODOT,February 2000. TR�4FFIC PERFOI�MA111CL O!V i�EY�TI�EE�'S � Ths following sections review the performanace of various key routes in Tigard in terms of volumes, capacity,accidents,adjacent land use(including schools),intersection level of service,azterial level of service and general observations. The key rout�s include ORE 99W, Scholls Ferry Road,Hal!Boulevaed, � Greemburg Road,72nd Avenu�and Durham Road/Boones Ferry Road/Carman Drive. Each route evaluation is organized to provide a description in Rerms of functional classification,nurnber of lanes,existing traffic volumes,accident locations and a surnmary of PM peak hour operating conditions.The 1994 calculations � were based on the 1985 Highwcry Ccapaciry Manual.Since then,the Highway Capacity Manual has been updated twice and the 1997 calculations are based on the 1994 Highway Capacity Manual and the 1999 calculations are based on the 1997 hlighway Capacity Manual. While there are some subtle distinctions in � the methodol.ogies used,the results produced are compazable. � Tlg�ral TransportaUon System Pian """DRAFT*** P99161 x0 � Existing Conditions 3-21 October 12,2000 � . � � D�CS Asso�►� �s � In general, intersection level of secvice in Tigard has either remained the same or degraded slightly over the past three yeazs. As regional grovvth has occurred,traffic volumes around the City have increased. In � 1999,anost intersections in TAgard operate at level of service D ar better,with some exceptions. The intersections which are operating at conditions below level af service D in 1999 are discussed in th� followang sections. � Travel time runs(which prmvided the data for the arterial level of service analysis)are shown graphically in Figure 3-9. Areas where arterial lev�l of service is D or worse are identified an these figures. A.rterial level � of service�vas calculated according to the 1994 Highwcry Cupacity Manual' A majority of tluese runs were conducted in 1994,with uprlated cuns on ORE 99W conducted in 1997. Overall,average evening peak hour travel tiane along ORE 99W westbound(between 68th Avsnue(near I-5)and Fischer Road,west of the City � lit�its)has increased by about thre�minutes. Travel tigne in the opgosite direction(eastbound)has remained approximately the same.More information on level of service descriptions and calculations(Uath arterial and it►tersection)as well as travel tirrae methodology, can be found in the appendix. � ORE 99W OkE 99W provides regional acce�s to th�City af'7['igard,but � also serves a large percentage of local traffic. C��tE 99W connects Tigard with cities to the south and west and �" t S � eventually to the Oregon Coast. To the east,ORE 99W becoanes Barbur Boulevard,a key route in Portland, providing access to downtown Portland. Tigard classifies � O�E 99W as an arterial whlle Washington�aunty and Metro 99,, designate it a Ivlajor Arterial. ODOT's designatior►is a � Statewide Highway as part of the�Tational�-Iigl�way System. , �'9xtland designates Barbur�oulevard as a regianal p� trafficway. ORE 99W carries approximately 33,300�vehicles per day F �,,,— � (AD'T-Av�rage Daily Traffic)near the so�ath'�igard aily limits�nd approximately 45,90(�ADT near downtown. ORE �,,, 99W is a five lane roadway throughout Tigazd. Figure 3-11 � shovvs the per�ntage of vehicles which are local for various segments$ The percentage of tocal tr�ps on (�RE 99W is much higher near downtown Tigard than at either end. � The#able below summarizes level of service for a number of signalized in4ersec�ion.s along OItE 99W M , during the weekday evening peak hour. Of the 16 intersections analyzed,all but one intersection performs ' at level of service D or above. This is gen�rally considered to b�e acceptable operating performance for a � ' signalized intersection. There aze five inter��ctions e�vhich operate at ledel of service D,ORE 99W/Durham � � , Road,ORE 99W/Walnut Street,ORE 99W/Greenburg�oad/Iviain Street,ORE 99WiHall Boulevard,and � ' ORE 99W/72nd Avenue. If additiona��°affic is added tc�these intersections, it is possible that they may � � decline to a�n unacceptabie level of service. One intersection,ORE 99W/McDonald StreedGaarde Street, � � 1994 Highway Capaciry Manual,Special Report 209,Transportation Research Board,Washington D.C., 1994, � Chapter 11. = Data pxovided to the City of Tigazd by Metro,Deceanber 1992. A plot was generated showing trips on ORE 99W with either an origin or destination in a Tigard traf�ic analysis zone. 'I'his plot was then related to a plot showing a�l trips oa OItE 99W. � 77g�ar+d Transport��lon Sysfem Plan "'"DRA�T**" P99161x0 Existlng Cond�ions 3-22 October 12,2U00 � � , � i,�CS Assoc/a �s _ � � cunrently operates at level of service E. This intersection is already operating at unacceptable Ver+els of service and long queues tand to forcn on various legs of the iiitersection. Sometimes these queues extend to other intersections,creating unneaessary operating problems there as well. A long queue(greater than '��, 20 vehicles)forans for about 15-20 aninutes in the � � '° � � I'11�Y peak hour at the intersection at 68th � ��� , ' $ �� , � �. Parkway/69th Avenue. Over the course af the o _ � entire peak hour,this intersection performs � 21 s�.,.y acceptably. � � It should be noted that the 1997 and 1999 LOS ►��'� � calculations at Hall Boulevard101tE 99W reflect a lane configuration change in the northbound � directic�n,resulting in a slightly impraved tevel of `'4°`�E r�sr service over 1994 conditions. �e� � The 1994 arterial level of service along ORE 99W -<so%* tends to mimic that at the signalized intersections. �'�0�' OI�E 99�V generally flows at a level of service �-��% p�RtuM Rp yk-The p�rcentage of hips or{ginatlng � between A and C exc�pt in certain areas. These or destined to sttes wtthin T�ard areas generally correspond to azeas where compared to total traBfc on RE 99W. i n t e r s e c t i o n l e v e l o f s e rv i c e i s p o o r. S e g m a n t s experiencing levels of service D or worse include, Y1CAf2.[)1'12�4FFI� � OhI ��t�g9VN PM P'eak Hour Iutersection Y.eee!of Sei°e�ice Signalizea�Intersections Alon�OR�99i�V Figure 3-1'0 � Signalazed 1994* 1997* 1999* Interseetion� x..OS I)ela V/C LUS D�la V/C LOS Dela V/� � DurhamRoad I3 27.9� 0.77 �. ,�� ..� r , . . . D 48.7 0.�8 Beef Bend Road B 12.1 0.86 B 11.1 0.80 . Bull Mtn Road B 8.3 0.67 Canterbu Lune � 9.8 0.74 � I��icDonaldlGaar�le D 33.0 0.93 E 50.5 1.0 E 58.9 1.0 Ti ard lace B 12.4 0.60 , Park Stceet A 4.8 0.58 '' � Walnut Street D 27.2 0.89 I) 31.8 0.95 Main/Johnson B 12.6 0.62 B 13.2 0.70 Greenbur ain E 43.1 0.97 D 30.3 0.85 D 43.9 0.85 � Hall Boulevard E 463 0.99 D 34.5 0.91 D 49.2 0.87 .. . :, ORE 217 SB Ram s C 19.2 0.75 C 21.6 0.83 . ' ORE 217 NB gtam s B S.5 0.65 B 6.5 0.75 r78 Ave/Dartcnouth C 19.7 0.81 C 243 0.89 D 35.5 0.�6 72 Avenue B 14.7 0.75 D 25.6 0.93 C 32.9 0.86 68 /69 Avenues C 16.0 0.87 � � 1994 counts conducted prior to opening of Costco on Dartmouth Street,therefore,counts may be lower than normal. � 10 1994 counts conducted during Fred Nieyer 3trike(August, 1994)and may therefor�be lower than normal. Tl�ar+�l Transpor#�atlon System P/an ""*ORAFT"'"' P99161 x0 � Exl�ting Conditions 3-23 Octob�r 12, 2000 �� e � � DK� eqSSOCI� �S � * For analysis pvrposes the capacity calculation methodology has changed t��vice over the past six years. The level of service analysis was conducted using the following methodology: � 1994 Calculations use 1985 Highway Capacity Manual(HCM)Methodology 1997 Calculations use 1994 HCM Methodology 1999 Calculations use 1997 HCM Methodology � ORE 99V1�northbound between 1l�iain Street/Johnson Street and ORE 217 southbound � ra�nps,and southbound from I-S to 72nd Avenue,from ORE 217 northbound ramps to Hall Boulevard and from Main Street/Johnson Street to Walnut Street. It should be noted that,since OItE 99W is congested between Main Street/Johnson Street and UIZE 217,it is unable to deliver as much traffic as is � demanded at specific ia►tersections. Because of this,inteesection level of service does not appear as poor as arterial level of service,which is more reflective of route(rather dian intersection)congestion. Scholls Fer�y 14oad � Scholls Ferry Itoad is an east-west roadway that serves as the north city limits for much of Tigard. It is five , lanes from Murray Boulevard to Hall Boulevard. It catries approximately 30,000 to 45,000 ADT ttuough Tigard. It has recently � been transferred to Washingto�County,except the portion in the �� �� • anterchange area near ORE 217. It is classified by Metro and •� � Washington an 1Vlajor Arterial to the wes4 of OItE 217 and as a � �' � '° Minar Arterial to the east of ORE 217. The City of Tigard and ° � Beaverton both classify it as an Arterial for its length within the city „o ., � litnits. ScholYs Ferry Road serves local traffic,but also provides ' regional access to�eaverton,ORE 217 and cities to the west of �� Tigard. � i ArterialleveD of service was not analyzed for Scholis Ferry Road and � iaiteirsection level of service was only ar�alyzed for 1999 volumes. Scholls Ferry Road serves as a border between Tigard and Beaverton and is under the jurisdiction of ODOT and Washington Coun4y. Aithough it provides access to Tigard,it is not integral to 4he internal stre�t network of Tigazd. P1VI Pe�k Hour Iotersec�ion Y,�vel of Service � Si�nalized intersections Along Scholis Ferry Itoad Signalized Y999� � IatersecHons LO� I)elny V/C Beef Bend Road C 25.5 0.84 � Barrows Road(West) � �.3 0.54 Murray Boulevazd C 29.8 0.79 Barrows Road(East;) � 15.0 0.57 � North Dakota/125 D 4�.9 0.95 Nimbus Avenue D 47.0 0.98 * 1999 Celculations use 1997 HCM Methodology � � Tlgard Transpoctatlon System Plan """DRAFT**" P99161 x0 E����in�Conditions 3-24 October 12, 2Q00 � � . � �K� �SSOCf� @S � � -- � Ha�ll�oulevard Hall�oulevard is a north-south roadw+ay that predominantly serves local � Tigard traffic,but also provides access to Beaverton to the north. Tt is "° classified by Metro and V�/ashington County as a Minor Arterial and by the City of Tigard and Beaverton as an arterial. ODOT classifies Hall as a District Highway. It carries approximately 12,000 to 23,000 ADT tt►rou�h �� Tigard. It is generally two lanes,with accasional left turn lanes9 from I�urham Road to Greenburg�ioad. I�is three lanes between Durham Road "' � and just south of Sattler Street,between ORE 99W and Pfaffle Street and between just north of Spruce Street and just north of Locust Street,and five „� lanes from Greenburg Road to Scholls Ferry Road. There are 11 tra�c "" � signals at intersections on�iall Baulevard. It has rnany driveways connecting ° direetly to the roadway,serving mostly cornmercial and residential land uses. A driveway survey was conducted along Ha11 Boulevard and can be found in � the appendix of this report�1 � The table below summarizes level of service for a nurnber af intersections on � Hall�oulevard. Of the seven inteesections anaiyzed,four perfor�n at level of service A. Hall Boulevard/McDonald Street and Hall Boulevard/Durham Road h�ve long queues on some appraaches, The queues at I�all �oulevard/McDonald street are on the northbound left a�xd southbound approaches and the queues at the ,� I-�all�oulevard/Durham Road intersection are on the southbound and westbound through approaches, These queues generally tend to clear during�ach signal cycle,but both imtersection�s are virtually at capacity. 1994 arterial level of service along Fiall Boulevard shows levels oiF service C and above are � experienced everywlhere alncag I-ia11�3oulevar�,except at �RF 99�JV,wh�r�level of se�vice I?as experienced both northbound and southbound. , PM Pealc�our Interse�tion�.eve9 of Ser°vice Signalized ynteasections Along�a91 Boulev�ard � Signatized 1994* 1997* 1999* Interse�teons I,OS Delay V/C Y.�S IDelay V/C LOS I)elay V/C i,ocust Street B 12.7 0.56 C 19.8 0.86 ORE 99W E 46.3 0.99 D 34.5 0.91 D 49.2 0.87 � � Hunziker Street B 14.0 0.62 � ' _ . , . , Buynham Street B 13.0 0.54 MclDonald Street C 20.7 0.99 E 52.7 1.0 D 38.0 0.93 � Boi�ita Road C 1 b.8 0.68 C 21.0 0.97 D 47.7 0.90 Durham Itoad C 24.1 0.83 E 48.1 1.0 D 45.1 0.86 * 1994 Calculations use 1985 Iiighway C�pacity Manua!(HCI�Methodology � 1997 Calcuiations use 1994 HCM Methodology 1999 Caiculations use 1997 HCM 1Vlethodalogy ` � � �� Driveway survey,conducted by DICS Associates,September, 1994. Tlgar�d Transportadon System Plan ""*DRAFT*** P99161 x0 � Existing Condition� 3-25 October 12,2000 � . �► t �KS ,���o��� �S � � Greenburg Road � Greenburg Raad is a north-south street connecting downtown � � Tigard to the Washington Square area. It provides direct access to both ORE 99W and ORE 217. �.t Hall Boulevard,Greenburg Road � becomes Oleson Road as it proceeds�north into Portland. � ��, � �Greenburg Road, is classified by Metro as a Major Arterial and by � Washington County as a Minor Arterial north of�RE 217 and as a �� T�� Major Collector south of ORE 217, It is ciassified,for its length, � -- � by Tigard as a Major Collector. The City of Portland designates Oleson as a Neighborhood Coilector. It is thre�lanes between �orn sr 21� ORE 99W and Hall Boulevard,except between OIiE 217 and P v�, Locust Street and just south of Hall Boulevard where it is five � lanes. ,�� �k�� `� 'd'he table below summarizes level of service for four signalized 99Vi, � S � intersections on Cireenburg Road. Of these four intersections,twa operate acceptably at level of service C and the others,Greenburg Itoad/1Vlain SreedOR.E 99�N and � Cyreenburg Road/Oleson Road/Hall Boulevard aperate at level of service D. Long queues form in the eastbound direction on OItE 99�TJ in the PM peak hour,with vehiales waiting through multiple cycles to cl�ar the intersection. Some of this queuing may be caused by unacceptable operating conditions at FIall � Boulevard,where 4he queue spills back to the Greenburg IZoad/Main Street/ORE 99W intersection. Arterial level of service a�long Greenburg Road/Main Street is above level of service C for most of the length of the route. i.ocations experiencin�lev�.s af�er�ice D and lowerr include northbound Niairi�treet be�Neen � Scoffins and ORE 99W,northbound('ireenburg Road betvveen ORE 217 northbound ramps and Washington Square Itoad,southbound Greenburg Road between Locust SYreet and Cascade Boulevard and between Center Street and ORE 99Vd�. The arterial level of service on this rnute is comparable to intersection level of � service,�specially sine�arterial level of service n.ear ORE 99VV is poor,where the intersection operates at level of servic�E. PM Peak Hour Intersection Level off Servace � Signalized Intersections Along Greenbut°g itoad � Signaliz�d 1994* 1997* 1999* � Interseet�ons LO5 Delay V/C LOS IDelay �/C LC1S Delay V/C ORE 94W/Main E 43.1 0.97 D 30.3 0.85 D 43.9 0.85 Tiedeman Ave C 19.0 0.77 � , � .. .s, . Wash Square Rd C 233 0.73 Olesoa�/Hall Blvd D 34.3 0.95 * 1994 Celculations use 1985 Highway Capacity Manual(I-ICIv�Methodology � 1997 Calculations use 1994 FiCM Methodology 1999 Calcu(ations use 1997 HCM Methodology � � Tlgard Tiansportadon System Plan *""DI4�4F?"*" P99161 x0 Exis4ing Conditions 3-26 October 12, 2000 � � , • D�C� As��►cl�a e� � � 72nai Avenue � 72nd Avenue is a narth-south roadway serving mostly local traffic in Tigard. It serves industrial traffic from land uses along its fronta.ges,but '� also provides connections to ORE 99W,ORE 217,I-5 and Tualatin to �"' the south. It is a three lane roadway between Bridgeport Road and the pP'G`�`G � ORE 217 ramps. North of there,it is a two lane roadway with occasional left turn lanes. 72nd A►venus is classifi�d as a Major Collector by the 21� City of Tigard and as a Minor Arterial by Metro. It is not classified by � S, � Washington County. 72nd Av�nue carries approximately 16,000 ADT. The table below suanmarizes level of service for several signal'azed � intersections on 72nd t�venue. f�f the 10 signalized intersections,five perform at level of servicc C or above(generally considered acceptable B°"'� R operating conditions). 'The five remaining ie�tersections,72nd � � Avenue/ORE 99W,72nd Avenue/ORE 217 I�dorthbound Ramps,'72nd TO SCALE � Av�nue/ORiE 217 Southbound RampsNarns Street, 72nd Ave�ueBonita � Road and 72nd Avenue/Carman 13rive operate at level of service D. �,�,�� 5eaeral of these intersections�ave been irnproved in th�past few years. � 72nd AvenueBonita Road was changed from protected left turn phasing � on all approaches to protectecDlpermissive phasing on all approaches. 72nd Avenue/ORIE 217 Nartfa.bound l[tannps and 72nd Avemce/ORE 217 � � � Southbound Ramps/Varns Street wece part of an overall signal ti�ning/coordination project alon�72nd Avenue between Varns StreedORE 217 Southbound Rarnps and Hampton Street. While these intersections operate at a better level � of service as a result of these irciprovements,the 72°d�►venue has become a mare desirable route,attracting �t least 70-100 additional northbound vehicles and approximately 200-300 addxtional southboun�d vehicles between Hampton Street and the ORE 217 Southbound Itamps/Varns Street intersections. � �erial level of service atong 72nd.�venue is poor(level of seavice D or lower)for a significant portion of its length. In particular level of service is poor northbound frorn Upper Boones Ferry Road Yo the ORE 217 1 southbound ramps. In the southbound direction,level af ssrvice is poor between Hampton Street and the ORE 217 southbound ramps,between Sandburg Street and Bonita F�oad and between Carman l�rive and ZJpp�r Boones Ferry Road. This is fairly consistent with the intersection operating conditi�ns,which are � mostly aY level of service D in these areas. In this case,arterial level of service is poor,white intersection level of service may not look so bad since a number of closely spaced siginals were not interconnected when the travel time run�s were mad�a. Since these signais were not interconnected,additional delay was � introduced frocn uncoordinated signal timing. These signals have since been retimed and the arterial level of service is much improved,however increased traffic volumes create increased delay. PM Peak.Hour Intersection Level of Serviae � Signalized Intersections Along 72nd Aven�ee I Sign�lized 1994* 1997* 1999* ' IntersecNons LOS Delay V/C LOS IDelay V/C LOS Delay V/C ORE 99W B 14.7 0.75 D 25.6 0.93 Hampton 3tr�et � 11.5 0.43 � ORE 217 I�i�Ramps B 10.9 0.48 D 29.b 0.99 T/gard Transportatlora Sy�tem P/an "�*DRAFT""* P99161 x0 � Existing Conditions 3-27 October 12,2000 • . � DKS �4SSOC/�es ' Signalized 1994* 1997* 1999� Intersections L()S lDelay V/C LOS IDelay V/C LOS I)elay V/C � Hunziker Street C 16.3 0.84 G 22.7 0.93 ' ' OR1E 217 SBNarns E 40�.7 1.00 D 36.2 0.99 Bonita Road E 4�.2 0.95 D 37.9 0.89 � D 47.7 0.90 1 Carman Drive C 24.8 0.79 D 29.4 0.88 '� Uppee Boones Ferry �' " ` ` ""r k;„��, B 12.0 0.67 B 17.6 0.65 Durham Road B 8.7�0.31 �� �. , Y�"�" � �°'�,�.�����;� ��,� ��� ,� � Bridgeport Road B 12.5 0.54 ,e��J�+��'��,�;�;��;��;���'���>�',�� .„, _u '� 1994 Calculstians use 19�5 Highwa}�Capacihy IVlanua!(HCM)Methodology 1997 Calculations use 1994 HCM Methodalogy � 1999 Calculations use 1997 HCM Methodology Durham P�oad/�oones Ferr,r 14oad/Carrnan Drive � ]Durham Road is an east-west roadway that serves the southern � part of Tigard: It is three lanes for its lengfh. Durham Road is 6 classified by Metro as a Minor Arterial,by Washington � 4 � Cot�nty as a study area west of lHall and as a Minor Arterial � east of Hall,and as an Arterial by the City of Tigard east of � Halt Bc�ulevard. West c�f Hall Boulevard,it is classified by the �+ City of Tig�rd as a Tvlajor Collector. Lake Oswego designates '°�"` Carman I?rive as a Major Collectar. The route provides predominantly local access,but also serves vehicles � traveling to ORE 99W or I-5 via Boones Ferr,y Road and Carman Drive and through traffic between King City and I-5. The table below summarizes level of service�onditions along Durham Road/Boones Ferry I�oad/Cacman � Drive. Five ofthe six intersections perform at level of service D or above. ORE 99W/Durham Road,�-Iall Boulevard/Durham Road,Upper Boones Ferry Road/Durham Road and I-5 northbound ramps/Carman , Drive all operate at level of service;D.I-5 southbound ramps/Casm�n Drive operat�s ae level of s�rvice E and is just about at capacity. Queues tend to form westbo�rnd and southbound at ORE 99W/Durhann Road, with some dehieles waiting through more th3n one signal cycle. The same is true at Hall Boulevard/Durham Road. , P11'i Peak Hour Intersection Level of Service Sign�lized Intersect�ons on Durham Road � Signalized 1994* 1997* 1999* IntersecNons LOS Delay V/C LOS Del�y V/C LOS Delay V/C � ORE 99VV D 27.9 0.77 D 4�.7 0.88 Hall Boulevard C 24.1 0.83 E 48.1 1.0 D 45.1 0.86 Upper Boones Ferry C 22.0 0.79 D 32.2 0.97 D 52.Q 0.98 � 72 /Upper Boones B 12.0 0.67 I-5 SB/Carman Dr D 34.2 0.83 E 42.6 1.0 I-5 NB�'Carman Dr D 25.9 0.89 D 31.5 0.96 � * 1994 Calculations use 1985 Highway Capacity Menual(HCM)Mothodology 1997 Calculations use 1994 HCM Methodology 1999 Calculations use 1997 HCM Methodology � Tlgarrl Transporta�lon System Plan """DRAFT*"* P99161x0 Exlsting Conditions 3-28 October 12,2000 � .. . _ .... .Y.�.A �� �1 . • D�CS As�oci es ' Unsig►nalized/ntersections � In addition to the si naliaed intersections alon '�i ard's ke routes g g g y ,there aze a number of unsignalized � in�ersections which are important to traffic operations Yn Tigard. The table below summarizes the capacity azialysis for evening peak conditions at 11 unsignali�sd intersectiot�s in Tigard. 'These additional antersections,aombined with the signalized intersections mentiotaed above,represer�t the key study intersections identified by City staff for analysis in this study1z Unsignalized intersections are subject ta� � separate capacity analysis methodology which is described in the appendix of this report. _ Of the 11 unsignalized intersections,six are all-way stop controlled and five have one or more approaches � which are uncontrolled. T'he m�thodology used for each of these cases is different and results are reported slightly differently(please see Appendix for more detail). � PM Yeak Iiour IntersectiQn I.evei of S�rvice ZTnsignalized Intersections � 1994 1997 1999 Intea°�ection I,OS* LOS* �OS* Walnut Streeb135 Avenue A/A A/B � ' ' Walnut Streed121 Avenue C D �� � ..A.titi..- Walnut/Tiedeman/Fon�ner � D Main 3treetBurraham Street A/C ; ' "�' " ;« 68 Farkway/Atlan4a/�iaines C D � 72° Avenue/Dartmouth Street F F II� � IvlcDonald Street/97 Avenue .�/B �'� ��� �� �` ,. 68 Avenue/Darhnouth Street � D ! Ha1USattler/Ross : __ .� B/E -: : . °°° Greenburg Road/Oak Street �/C 121 AvenueJNarth Dakota Street � ; � '� 1994 Calculations use 1985 Highway Capacity Ivlanual(HCM)Methodology _ 1997 and 1999 Calculations usc 1994 HCM Methodology � P+�ost of the unsignalized igatersections diat were analyzed operat�acceptably at level of service�or above. However,three intersectaons are shown as level of service E or F. Often poor levels of se�rvice�t �unsigr�alized intersections affect only a small number of vehioles,since a rnajority of the vehicles(on � the main street)are uncontrolled and flow freely at level of service A ar B. � Other/Cey Rout�s in T°igard Intexstate 5 as the west coast's major north-south corridor and it pravides regional and interstate access � diaectly to the City of Tigard. I-5 connects Tigard with adjoining cities in the Portland Metropoiitan Region as well as with cities further south in Oregon such as Salem and Eugene. I-5 also provides accsss to other states such as Washington and California. ODOT classifies i-5 as an Interstate Highway as part of the National Highway System. For access management it is designated a Freeway. � � �a Y'er discussioccs with I.aurie Nicholson,Ciry of�'igard staff,December, 1996 and spring 1999. Tlgand Transportatlon System P/an "*"DRAfT""* P99161 x0 � Existing Conditions 3-29 �ctob�r 12,2000 � . � � �KS �4SSacla e� / �D�3E 217 provides regional access to the City of Tigard. ORE 217 connects Tigard with Beaverkon and 'Lake Oswego and provides access to US 26 and I-S. US 26 is a major route leading 4o the Oregon � Coast to 4he v�+est and to eastern Oregon. ODOT classifies C)kE 217 as a Statewide Highway as part of the Nationai Highway System. For access management it is designated an Expressway. Gaarde Sfreet is an east-west Major Collector providing local acc�ss to residential streets in Tigard. � It is two lane�and,in conjunction with 121 st Avenue,connects ORE 99W and Scholls Ferry Road via Walnut Street. � M�in Street is an east-west Major�ollector serving the commercial downtown core of Tigard. It parallels ORE 99W from Johnson Street to Greenburg Road. � BuIE IVdountain Road serves residential and rural traffic west of Tigard as a Major Collector. This area is developing rapidly and,besides�eef Bend Road,Bull Mountaln Road is one of the only roadvvays � accessing this area. In additioa►,as ORE 99W becmmes more congested,both Bull Mountain Road and Beef Bend Road are becoming part of aia alternate route to rural areas to the west of Tigard. MlcDon�ld Str�eet is an�ast-west MCajor Collector which runs betv✓een Hall Baulevard and ORE 99W. It � s�rves predotninantly residential traffic,although,as areas to the west in Tigard develop,it is being used more and more as a cut-througt►raute. 121st Avt�oue is a north-south Major Collector which runs through mostly residential areas in Tigard. � In conjunct�on vNith Caarde Street,it eonnects Scholls�erry Road with ORE 99W. North Dakota Street is an east�west Minor Collector w�aich runs through mostly residential areas in � TiaUZrr�, T��o�nects Scholls Ferry Road to Ciceenburg Road and generally runs parallel to Scholls Ferry Road. � �ef�nci Road is parallel to,and south of,Bull Mountain Road. It is�lassified txs a Major Collector snd 4utcctions in a similar�,vay as 18u1t Moa�ntain Road as growth occurs im the area to the west of � 'Ti�a.rd. �Va[nut Street is an easY-west�ajor Cofllector serving prxmarily residential traffic in Tigard. In conjut�c4ion with 135ttz Avenue,and with a short jog�t Tiedeman Avenue, it provides a conneGtion � from OItE 99W tc►Scholls Ferry Road. Hunzelcer Street is an east�west Major Collector connecting Hall Boulevard with 72nd Avenue near , the ORE 217 ramps. This strcet serves both commercial and residential traffic and is increasingly being used as a cut-through route acra��s Tigazd. Dartmouth Street is a relatively new Major Collector in Tigarr�. It Is five lanes at its west end and � three at its east end. It serves the new Cub Foods and Costca developments and provides direct access to OR�99W and I�S. � Bon�ta Road Rs an east-west Major Collector which connects Hall Boulevard wi�h I,ake Oswego(via Ban:gy Itoadj and I-5(via 72nd Avenue and Carman Drive or via Bangy Road and Kruse Way). � Locust Stre�t is an east-west Major Collector which provides access to local neighborhood streets and between Hall Boulevard snd Greenburg R�ad. � 7P1gaM TransportaUon System P/an "*"DRAFT*`" P99161x0 Existing Condifiions 3-30 October 12,2000 � _. � �:. � � �-•. �. ,__ � • � ��� �SSCJC/e� �S . ' � Upper Boones F�rry itoad is a north-south�rterial which connccts Durham Road with I-5 and Tualatin. Since there is very limited access to Tualatin due to the Tualatin kiver,much of the tcaffie between Tigard and Tualatin uses this route. � Taylors Ferry Ro�d is a l0idajor Collector that serves as the northem boundary of the Tigard planning acea. This route provides a link between tlae Metzger area and I-5 and Portland to the east. '� �IVERAGE VEFiICL���CC9Pi41VCy/ Average vehicle occupancy(AVO)was measured at two locations in Tigard.13 These locations were at ORE 99W west of Hall Bou9evard,and on�ial�Boule�vard so+�th of ORE 99W. Uverall A`/O measured in Tigard(between the two locations,over all tim,e periods)vvas 1.21. This aate is somewhat lower than � observed typ14 al ranges for a�to occupancy(over all time p�riods and trip purposes)which range from about 1.31 to 1,54. A breakdown by ticn�e period arid location is shown in Table 3-3 and th�per�ent�ge of � vehicles by nuanber of passengers and location is sho�vn in Figure 3-12. Figure 3-12 � Average Vehicle �ccupancies Ayerage•Vetslcle accupsncy Averapo VehicCe Occupancy� ARE�9W West of Hall�oulevard Hail Boulovard South of QRE 99W � llrs� �.�� ::� � >'IAne 3% � 99� � ez � rwo T�'� 18% 9ass r � . a � � �� 8� � �J � W �,..i r �� Counts conducted for DKS Associates on September 28 through Octeber 6, 1994. 11 Calibration and Adjustro�ent of Systern Planning Models,U.S.Department of T'ransportation and Federal Highway _ pdministr�tio�,Decemb�r, 1990,and Quick-Response Urban Travel Estimation Techniques arrd Transjerable � Parameters: User's Guede,NCFIItP Report 187,Transportation Research Boazd,Washington,D.C., 1978. TJg�ar+d Tran�portstla�n S�st�m P/an ""'I�RAFT"`*'" P99161 x0 Exisdng Cnnditions 8�31 October 12, 2000 ,, � e � � L�KS ASS�cI� es , Table 3-2 � Avera�ge Vchicle Occupancy io Tigard Time Pereod 4)�99W gY�ll Blvd Overall 9VVeel�day 7:00-9:00 AM Moming 1.13 1.14 1.13 11:30 AIvI-1:30 PM 1VSidday 1.23 1.24 1.23 4:00-6:00 PM Evening 1.27 1.24 1.26 � Overali 1.21 1.21 1.21 Sateerslay 1:OQ-3:00 PM Midday 1.58 1.54 1.57 � 4�RE 217 �Veekday I�lorthbound Southbound 7:00-9:00 AM �Morning� 1.08 1.08 � 4:00-6:00 PM Evening 1.16 1.12 Source:DKS Associates surveys—'I'igard Str�ets 1994,ORE 217 1999. e4�CES5 ISSUES , Two major corridors in'Ti�ard are 9cey locations where some forcn of access management rnaay be applied. � These corridors are ORE 99W,which has a significant port��n of its frontage occupied by comn�ercial land rases,and Hall�oulevard,which has a Iarge number oP access Iocatians for such a major route. An inventory�of driveway conditions along�Iall Boulevard was conducted as part of this s9.i►dy. The results � of tk►is inve�►tozy indicat�that access conditions vary greatly along Hall Boulevard. In some segm.ents there are as many as 1 S driveways between street intersections. Other segments have as few as zero driveways � b�tvveen street i�tersections. Wtren adjacent land use was considePed,a combination of residential and commerci�l tended to have the highesi nnmber of tlriveways between streets. A summary of the driveway inveaatory can be found in the appendix af this report. � 6�IIOlD (1SE Existin land use in Ti ard is shown in Fi ure 3-13. In eneral most retail activi in'Ti ard is located � 8 � � g � h' g on arterial and major c,ollector roadways 1 Although residential development is found on acterial and major collector roadways,nnuch of�he residential land uses in Tigard generally have access to rninor � collector or lacal streets. The 4ransps>rtation system is most impacted by changes in land use. Trip�eneration from added land � use has and will create needs for new txansportation facilities. The most significant changes in land use which have occurred recently are occu�ring in the area west of Tigard,in the Tigard Triangle and yn the southem and western areas of Tigard. � , �s Tigard City Code reyuires retail develapment to gsin access frnm arterial or collector streets. � Tlgarrl TransportaGion System P/an '�&DRAF7'"*" P99161 x0 Exi��ng CondiGons 3-32 October 12,2000 � � . :>... i �et r� � e�s � � � � �s +� � � � s�s � s +aa ,� r . _ . ...... . .. . . - - -- . . .. �II ,:j ._ '+•i �ir � ' I;'r.'?iI IE��.h[�.G � �r lu�' St�l 1��f�rl�jtfi - _ r: t .�I 'a, ir�!L� .� � u i!�� LH ll�F\r., 6t d . . .. � ' _,J.' .I;i •.I__ .j�• ! 1 . . � i ` .V `�f .��i"�Il�1� , ��� ' � { u' 7 � � ! t � r�4 t��htf1R'jA'��7_ � 1 �.� 1 � � . . . ~�t�''�c�e;fl :�Y ' � �1.. F�i l! •�';�j� � ��i�I, f �I�.��vt�!������ ; i} �. 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(E:.1� � � I("� , � Tr=}g:r -•-i `�r r j � r; _.'I_ �a�.��;(J".y { � _ f�td��-a�� i._. _I i � sarus !m, - ( .�. � � � i• t . l a� L�[����'7L,�L`i���`'`� 7 ��c f �� .f`;� � AAi�4��P�U�RffS lJ,l �' �{� � I I �r�-:�i ,� jli! f 7u� �1'�-,i��`:a�.��a i -:� � . �' � �farlr ON►e+ 1 ��.! � � r• f' l_ �R F- �_�T��:r �����,., Gi�� � � �- . j� -t � L' a�t ot r,� - � � � '� � { �, " � i n� � �-rt��-1�,��41�h;:� 4�. � : . _ ���:�,�r• P�amw�s 1 r�f . � i-rj s -( �Ef��.��j�"'{ � ( ��I ��Y..�..-Y •• �r t Jf'� �c9tG1Ut mM1Y,1E1i0 . .! 1�`',_�i '.i'� ��II vkir ���LJ � a t u�� ,�" -�� 'l /� Noarcffrcam i1�t �� q� �ct��l�,. .�(i t�R i'jT�� / �'tli''� / iJ I � T F ?� � t�.,. — r r �f7 I V`*. �U�.��ii --- L l� -+ml�l. � �� 1 I� ��,I� _� t rIf'� �. �} T I� ' 'f' ,g � �t�, '� � �' � --.-r �- ! _ I 1� �' ��_)t' �,<- F� �'�-- ; � �°�'`j� � � �t" � � .kL1I !p�-srv{�r�-l��;1 (;`': ,a.osa � r�, . +i" � i I 1 i� � f �� l l '-fi�'r. r: ;.sY:f tt-i...� _ .I,.- �;�r.y�.... � .� '��J17�n�'k-I�j/4�:� �. � �+ ( :�..'�) -.�� --- � :�� - —���-��::�'` %' � �. ��r • ,A �i•.��:� ,�: _ ' ' , . f'" � • )i:�.<�t ..��:r�L:�;',:-� f,=--;� ��"{ +�� R=��.to�pi :e!,.; t'n�l^- }: ����}}�� '`i i I i r � �� i � � f'�,-� - �'^�'t:�,�EUi j��it���RiCn���j��l���� `1 i�:I�"'�L^1 L\ �i� . . _ ����. _ ��-_.� . _:��i��_ ����-�;,�_�; .y�:�- �, u/n/ve �ius[�sn� -� • � , �K� A�SOCI a�l �'S ' Tt2�4NSIT � Transit service is provided fo the general population of the City of Tigard by Tri-Met. Figure 3-14 shows the routes passing through Tigard. There are two t�ra�isit centers and two express routes servirig Tigarci. � There are two exprr�ss routes which have a limited number of stops. Coming from Portland,route 95X stops only at the T�gard Cmemas before it begins making regular stops at Walnut/ORE 99W. Also coming fxom Portland,rc►ute 92Y does not stop before reaching the Progess Park&Ride station,where it begins making , r�gular stops. Other routes have stops approximately every 200 feet within Tigard. A comparison of 1990, 1994.and 1999 transit riderslaip in Tigard is summarized in Table 3-4. No data was available for 1994 for route 38 or for 1990 for route 95. More complete data from 199y indicates appoximately 9,500 daily transit riders in Tigard16. � Table 3-4 Daily Transit Ridership in Tsg�rd � 1990,1994 and 1999 1990 1994 1999 , Route Air Ons Offs Tot Ons Offs T��t C1ns Offs 3'ot 12 Barbur Out 152 683 835 316 941 12�7 386 1017 1403 121Barbur In 691 160 �51 9QQ 254 1154 894 389 1283 ' 38�oones�erry SB 34 33 67 �''�5�' � '� � 9 37 46 3�Boones Ferry NB 3U 17 47 29 16 45 43 T�ylors Ferry WB 24 110 134 r}24 127 151 20 158 178 43 Taylors�'erry EB 109 19 128 109 19 128 148 24 172 � 44 Kia�g City Out � . . , ... .,;� . . .. , .. 110 �4 194 44 ICing City In � : ,,, .�,w ..., a< ,.. � ` 19 4S 64 _ � 45 Garden Home WB 48 209 257 65 241 306 65 252 317 4S Carden I-€orne E� 220 47 267 199 66 265 235 71 306 56 5cholls Ferry SB 1 241 242 3 306 309 3 300 303 � 56 Scholls Ferry N� 253 4 257 261 40 301 303 2 305 62 Murray Blvd EB 24 93 117 43 214 257 94 430 524 62 Iviurray Blvd VJ� 67 24 91 200 58 258 418 �07 525 � 64X Marquam-�'ig Out 4 36 40 64X Marquam-Tig In 41 1 42 ,.. �� , 76 Tig-Tual SB 377 530 907 76 Tig-�'ual NB � 552 357 909 � 78 Beav-LO SB 224 442 666 275 580 855 252 498 750 78�eav-LO NB 434 219 653 562 285 �47 419 225 644 92X S.Beav Exp idB 13 103 116 � 92X S.Beav Exp EB 138 10 148 95 Tig I-5 Exp WB 3 84 87 12 117 129 95 Tig I-5 Exp EB 64 1 65 104 2 106 � ao'rAL 4645 481i 9456 SOTJI�CE:Tri-Met Passenger Census,ons and offs occurring in Tigard. � � 16 Route Level Passenger Census,Tri-Met,Spring 1999. � Tlgar�d TransportaUon System Plan "�'" DRAFT*** P99161x0 Exl�ting Conditior�s 3-34 October 12,2000 ' � � � _ � �°' � ��� � Bus Lines Serving � Washington Square TC �I� �k� : i'19 �1 � ■U-'-.�ll��. �IJ' :�` (� �, .,, • • r . - - , , , . � . C�' . . _ ., :. , . I� � , � : � , ,.,: :,:.�� :,, � r • _ � , : , , �13 r �„ .: .� . '� �'ti. " . _ � pI:3 ::< ��. : � ,, .�{I �.,. r� -� � � � � L.� [� ' �Y�:t [� fl� ., '�x�:1 �� "' E�Y�t� frfl R ��r _ � :._ . � �� �-� '1 �`���_� � /� • � �a;,. EI�7 . � � �`F���/" t • . �7 .� ���, , i;/ ( l,,,� � �� ..! .r. �. , : � TC \ ..:� ��` FY�3 , . �` 1 � [�.1- — - ..�. , �� r. ., � ����. irE3 � •- ' , . ��1 ':1,. � �� ,► ► �_C, ��;��' - \,:�•��� �3.�����`v` ::'s�}'s� `,.t ��. ��i�fC :�' •,c, � „`��,�t����'�. ^ � �\ � ' s ?�,:������� a� : ��i � '�'`� Lv�� L�'�,`.ti?yhiC::j k �'.• ��''`�.�ah u ta'a��'b _ \_tiv♦ . ��S...a:._: ���, �:�,�. ;::�;;�,.a`- ,?.,..:a� .b, -: ,y3;``�?�a\L�:'�'_�Zt�•'•''��to` . � :a�.. >.�, > ��.�v..>, a.. : =��°�:�>.-:��; , �� z,�.��... � K�;) � ..a;Jt>• a�q.�c,0�`�a�• o`'ci�� 'Z`i•���� ? @,,;s��ii. � ,;:c..�o ����a�n�Q"�o.v -� :�?.9�t.:.f �' ���?;��,j;''�� . - �. `G�:� a�,.a.��;��:�����. , . _ .az:; .,. r:��v�•��� �;, •.> C a=���Sr::`g�'�,�a+,Yy'�:Z�.AS,,'� "��*��'s ■� �. ����� ���,�Z� ,A�: — � :• a��� \�.�.,:� �cn :� �,�\au�,`����'�, �, `' '� '��.+����a,��� ``\~��� ��� � � ': � .t � �� � �, n ► . .� .�,��� � R tr, .� � � �, � .� ..� ��r � ., .j-T: � �' @ �, �e?s � :►, � .�� :,�n� :, �` a �'��'} -• � Bus L'ines S.erviri� ; �- '/ Tigasd.TG � � W� . � � ,�l .���� kI�� ,-.-.. • ,c�� � ��� � � � � .� .'.o �� F�4 L3�4 • � • �3d��3 � •- , - �, .� tl�EI� • ` � f�:3 �� � • ,� . . . . . . . s . . . � � �. D/C�S �4sSOC/a es � � BICVCLES � Existing bike lanes and off-street multi-use paths are showri in Figure 3-15. While there is significant � inventory of bicycle lanes,most�xisting lar�es are only for short segmex�ts. Except for I�5 and ORE 217, bicycles are permitted on alI coadways in Tdgard. However,because there are few continous and interconnected bikeways i�the City,bicycle use ls relatively low. Bicycle use in Tigard is generally used � for recreational,schoal and comrr►uting purpos�s. Bicycle caunts at study intersections andicate fewer than l0 bicycle trlps at each lntersection over a two-hour peraod of time(etther 7-9 AM or 4-6 PIV1),except at the following intersectioY�s,vvhich had between 10 and 15 bicycles in the two hour period: i • Hall Boulevard/McDonald Street(AN1 peak period) • Upper Boones F�rry Road/l�urham Roadl(AM and PM peak period) � Metr�identifies the foilov�rin�facilities as part of the Regional Bicycle Systern: ite�ional .�ccess R�eg6o�a1 Co�rador Comununity R�egional Corridor Off Street ' (on�street) Connector + �Iall to Greenb�rg A �Jalnut Street • 72° ELvenue d Fanno Creek � �o Main to • Scholls Ferry Rd s Bonita-McDonald • Tualatin River I�unziker . Hall Boulevard • Carman-Durhacn • Pawerlines e ORE 99W • Hunziker to LO through � • kIall-Durhanx- I-5/ORE 217 Boones The adja�cent jurisdictians have adopt�d bioycle rr►aps that provide the opporhinity for intecconnection � between jurisdictions. T`he Washington County Transportation I'lan shows on-st�eet bicycle routes on ORE 99VV,Scholls Ferry itoad,Hall�oulevard,Greenberg R.oad,Durtaam Road,WalnudGaarde/McDor�ald,Oak Street and Locust Street. The County Plan also shows an on-street bicycle route on OR�217 and I-5 in � Tigard(vdrhieh would be inc�nsister�t with ODO'T pol.icy). 'The powerlines off-street route is tlxe on(y�off- sfxeet route shown in Ti$ard. iJsin�the Transportation Flanning Rule criteria,all arterial and collector streets would rec�uu�e bikeways. 'The City of 1'ortland designates Oleson Road and Barber Boulevard as City � Bikeways(which would connect in Tigard to Greenberg Road and OI�E 99�. The City of Lake Oswego desagnates Bonita Road,Carnnan Drive and Kruse Way as bike lacees or pathways. Thes�routes would link ( in Tigard to Bonita/MeDonald,Cartnan/Durham and Hunziker(via the ORE 217/I-5 interchange). The City � ! of Beaverton designates Murray Boulevazd(which would link to Walnut},Scholls Ferry Road,Barrows Road, 125"'�venue(which vvould link to Nonlh Dakota 5treet),Nimbus Avenue and Cascade Avenue as bike lanes/bikeways. ' � � � � � � � � T/8ard T'ranspo�tlon Systom P/an "*"DR,4FT'a*" P99161 x0 ' ExisGng Conditions 3-36 October 12,2000 ' � '� � �� � � � � [� � � � � i � � � — � DK��4sS�iaf�S � „or C�3Y OF�1CARD ,o scr� @ o �n� � �'r�n�por�a#ior� � Sys�err�s Plan � � � a � � � � �T � ST � Legend � . • z o" o-� -eioe t�es on or�e siae of street . � ? � ''� � 9e � � � -���1@S hc�I.Si�$Of � � rcnra sr��; 217 ---°--- -QPfSted PaO� : J _Parks 210 Q-� e. 71G4RD � �5 ���� n � S ¢ ST '� 5� a e�R°� �`'`�� , �., N � s � R � �,f� �W w°�.� ` _ w o��'k. ; � k': y . ♦ s 3 • i s �� �s 6AAR � � `• s � � �/U. o Q Q 5 RO su e�DU ND EF �' � Q � : ����t���...... t � .,Q�'"'.. (�i '' �'�..;:..:: ; .::`. .:� ....: . : � ` i y '��-... :........................ . .¢:� : Figure 3-15 � -�."'�.�� .... .... � �,e EXISTING �ICYCLE �.........................: ° ., �ACILiTlES ��--. . � ' �/'�� �SSC)C/� G� ' P��ESr�i��� Exastin sidewalks are shown in Fi ure 3-16. A rna'ori of arterial and collector streets in Ti acd do not � S g J tl' 8 have sidewalks on�ither side of the street. Connectivity and pedestrian linkages are generally fair to poor on the arterial acyd collector street systern. A.lthough sidew�lk availability on 7he art�rial and collector ' system is poor,many residential streets do have sidevvalks,especially in areas developed within the past ten to fifteen years. Pedestrian counts were conducted during the evening peak period(4:00-6:00 PIV�at several key � it�tersections in Tigard. A majority a�these intersections had fewer than 10�edestriaxis in the P1Vi peak hour. However,theee were more than f 0 pedestrians at many interseations� , including the following: , � Hall Bouie�ard/Sattder Street 11 pedestrians • ORE 217 NB RampslORE 99W 12 pedestrians , • ORE 217 SB Ramps/ORE 99W 13 pedeshians • 72°d Avenue/Upper Boones Ferry Road 13 pedestrians o Main StreedJohnson StreedORE 99W 14 pedestrians � • 1Ha11 Boulevard/ORE 99W 15 pedestrians � Hall Boulevard/Bonita Road 18 pedestrians � d 72°d Avenue/�anita I�oad 18 pedestrians • Dartmouth Street/ORE 99W 19 pedestrians • Hall Boulevard/Lacust Street 21 pedestrians � • Cireenburg Road/Washington Square Road 23 pedestrians 0 72°d�".vne�ae/�Izrns Staeet/OItE 217 SB 26 pedestrians � • ORE 99V1�/Gaarde Street 37 pedestrians • ORE 99W/Walnut Street 50 pedestrians � ORE 99W/Greenburg Road/Main Si�eet 54 pedestrians � Sidewallcs at least five feet wide are required in all new developments and many new lacal streets do have sidewalks in the City. Me9ro has e4assi,fied several r�utes in Tigard as part of its Regional Pedestrian , System�$: Tra�sit/1VIized-Use 147u1ti-use Facili4y wsth F'edestrian Districts � Corridors Pedestrian Fumction • OItE 99W • Fanno Creek • Washington Square Regiona�Center • Hall Boulevard • Tualatin River • Tagard Downtown Town Center � • Scholls Ferry Road � Powerlines s Muzray/Scholls Town Center • Hunziker Street • Hunziker to LO • King City Town Center � � �� Pedesirian volumes repr�sent the number of crossings on all crosswallcs combined. �= Metro's Regional Pedestrian System map,draft Regional Transportation Plan,2000. � 9'lgaral Tr�nspartatlon Syst�m Plan R�"DRAFT""" P99161 x0 Existing Conditions 3-38 October 12,2000 � � �� � � � � � � � � �� � � � � �- ` � � � � ���9QC1�@S � � ���F TlGAttD � �r�nsportation ra s Rn . Q �� s ��Ste1T1S ���Cl � � � 0 � ST ° Legend a � � r �� �c��ua,a s•iaew�lc on at leas! � a � C?t►�S'�de of Street � 217 � � r Z1O � ARn P � � tl� �� � S� �R � � 99W � � �s'Y R/O�j � � l/dl. RD � > � � < 5 Q � R� v a < Q o ...._.............. = o � M;_..' �...��.- ....! Fi ure 3�16 ; .-.•- , ;% � �9 g ,.. ,r,�..._w„• ' '..:`` `.............� EXISTING SIDEWALK T�-..� w._ �' �' � g FACILITIES � . � � ��C� �4s��co� �s r 1'R�CKS � Principal truck routes in Tigard(as icienti�ied by Washington County)include I-5,ORE 217,ORE 99W and � some arterial streets. Tt�is system provid�s connections with truck routes serving areas within and outside of 'figard making efficient truck�novement and the delivery of r�vd materials,goads,services and finished products possible. These rc►utes are generally found 'an and serve areas where 4here aze concentrations of � commercial and/or industrial l�d uses. Figure 3-17 shows�xuck routes withan Tigard. In ge�eral,trucks make up about 2-S percea►t nf the over�ll traffic at a.majority of intersections in Ti�aa d. R�IL , Railroad tracks traverse Tigard from its northem boundary to the southeast. Z'here are two adjacent but , separate tracks south from north o£North IDakota Staest to�onita Road. South of Bonita Road,one set of tracks crosses the Tualat�n River to Tualatin and the Ather set of tracks turns east to Lake Oswego. 'They are both mwned by I'ortland&Western(P&V�,a sister company of Willamette�8c Pacifac(W&P)Railroad. ' �►i I� 'Tigaz�is served by the Portland International Airport,loeated in Northeast Portland on the Columbia]R.iver. � The Portland Inte;rnational Airport is a Bnajor air 4ransportation and freight facility,which serves Oregon and Sc�uthwest Washangton. It provides a base for nver Qwenty comrnercial airlines and air freight operations. , The Port of Portland reported that 12.6 million passengers wer�served at the Portland International Airport in 1997. Tigard is also s�rved by the Portland-�illsboro Airport,a general aviation faoility located in the north � central portioaa of the City. 'I'hs airpnrt facility is ov�med and operated by the Port of Portland as part af the Port's general aviation reliever system of airports. 'I'he Port of Portland niaintains a Master Plan for this facility which was most rece,ntly updated in October, 1996. , ����� The Tualatin Itnver is located along the southem border of Tigard. It is used primarily for recreational � purposes. Ido policies or recommendations in this area of transportatioa�ase provided. PIPELINE � There are high pressure natural gas feeder iines owned and operated by Northwest Natural Gas Company � along several routes in Tigard. Figure 3-18 shows the feeder line routes for Tigard 19. ' � 19 Based on the Por�iand Area Distribution System Map(Dated September, 1998)received faom Northwest Natural Gas Company. � TlBarol TransportatJon System P/an **"DRAPT*"'"' P99161x0 Exis�ng Conditions 3�40 October 12,2000 ' - � - � � � � �� � � � � � � � � � � — , ��/�� � crnr oF n�aQD �� _ � � � �'��nsp�rt�tion Systems �'lan ' 4 � m � ST ° Legend � � Z � � T �s .Exist�g Tnxk Rautes s � ' ? 217 � � T °° e e � 210 �� P G �o � � �� � s ��µo �e � 9S7VV GAARDE S � / � ULL RD � E � ` 5 m I RD su i °R DURHAM � 4 ��__..... . ���f�'= ��`� � �igur�3-17 ' •������ � � EXtST1NG TRUCK ���..,�� f��- ... _.. ��:, ROUTES ; , � ....... M � 3 3 DK�SAs9oc�s � _ c�r��n��D � '°� x � �'r��sportation �� a �ystems Pian � ` � � � ST A ��y�a � � �' Z � T � -�s��n�roc�� a g T 217 � Q , G� 21� 2� �o s �RG � 'Pd a � � �� 5 9� � " � P " qqW � n'Y 2 RD '< � Q 5 Rp suM iH.o DR D RHAM U 4 $ � ��,�_,,...-._.............. �...R(Y� � �.:~.�i :° y Figur�3-18 �, � ::....., m � �•...�.r i:.�._..._._ ... _.� � MAJ�R PIPEi.lNE �� i ..._...... � � ROUTES ..__ � m � D�fS A�so�te� • / � Ch� t�r �4 � 1 F�r$ure �� �n� �nd �'�°��°��� OREGON ' L.�nd 11�e � °I'his cha ter summarizes#he methodolo used to obtain future ear forecasts for various modes in p �3' Y � the City of Tigard. �'he plan for stre�� improvements vvithin Tigard depends on determining existing needs and needs of future growth. As a f�rst step iat assessu�g future needs,Metro's urban area traffic forecast model and land � use forecast for 2015 was identified as a source for determining future traffic volumes in Tigard. This traffic forecast model taaaislat�s land uses i;nto roadway volume peojections. These traffic eoluane projections form the basis for idea�tifying pot�ntial roadway defioienci�s and for evaluating alternative , circulation improvean�ents.T'�is section describes the forecasting proc�ss,iraclualing key assumptions and the analysis of the land use scenario developed from the currer�t Comprehensive Plan development designations and allowed�densities. Future change of these variables could signi�cantly�change the future ' travel forecast. 'The 2015 forecast was refined Ro include detailed information about�'igaz�d buildout. 'This 2015 forecast � was usec�f�r deiaiied opefa�;��a] �:al�+�isle '�'he refz�ed 2015 foreoast was used in concert with the updated 2020 Metro forecasts. This chapter compares the land use inputs between.refined 2015 and 2020. � PfiQJECTED L.ARI� IJ�ES �,and use is a key facfor in hovv the�hransportation system operates. The amoun4 of land that is developed, ' 4�e type of land us�s and hc�w the land uses are mixed together have a direct relationship to exp��ted demands nn the transportation systern. Understanding the amount and type of land use is critical to taking actions to maintain or enlaance transportation system operation. � Projected land uses were developed for all areas within the urban growth boundary reflecting the comprehensive plan snd Iv�etr�'s land use assumptions for yeaz 2015. Complete land use data sets were � developed for the following conditions: ■ Existing Base 1994 Conditions , ■ Year 2015 � 1 A(1 refere�tces to 2015 in this document refer Yo the refined Tigard land use 2015 model and its cause with updated 2020 forocasts. , Tigert�Tians�dation System P/an '"'"DRAFT*"" P99161 Future Demand and Land Usc� 41 October 12,2000 e DKS e4sso tes a . ' ' . The.base year Ynodel is updated every fevv years. For this study e�ort,the available base model provided by Metro was foe 1994. Land uses were inventoried throughout Tigard(and the adjacent jurisdictions) � by M�tro and then again by the City of Tigard(4he City conducted a detailed inventory of commercial uses in three key areas: Tig�rd Triangle,ORE 99W, Sequoia Parkway axea). This land use database inclades t�e aaumber of dvvelling units,number of retail employees and number af other employees and 1 as b�s�d on Metro's data and was adjusted to reflect the results of the �ity's inventnry. Table 4-1 summarizes the ad,justed land uses for existing conditions and the future scenazio in the Tigard area?A detailed summary af the la�d uses for each Transpnrtation Analysis�one(for both the 1994 and 2015 � tnodel yeaas)is nmcluded in the appendix.As the land use data is updated in the future,TSP updates c�n reflect current cdnditions�nd new forecasts. T�bie 4-1 � Tigar�d Area Adjusted LaAd Use Suua�ary P�PC�tlt � Land Use 1994 Madified �;rowrth Increas� 2015 , Hotaseholds 21,765 32,4�1 10,716 +49% Retail Ernployees 9,152 13,257 4,105 +45% Other Ernpfloyees 33,553 50,332 16,829 +50°'/0 � SourcC: Me4ro/City of Tigard 'I'he land use for 2015 us�d in t�is study�was refined feom the base A�ietro 2015 data. Year 20201and uses , and trip generation were comp�red to the madifed 2015 information. Table 4-2 summarizes the vehicle irip generation for#he base i 994 forecast,fiature 2015 Metro forecast,modiii�2015 Tigard forecast and ths IvSetro 2020 forecast. 7Che modif�ed 2015 farec�st geneeated the greatest niamber of vehicl�trips and ' was used for 4he T3d'. For the datail�d study of Tigard streets,the modified 2015 forecast represented near build out,worst case conditions and provides a reasonable assessment of motor vehicle needs within the city(w�iach the farecast was primarily used to determine). More detailed forecasting of tl�e 2020 for � regional condetions could be u�cidertak�n following this TSI'a�alysis,but it is unlikely(based upon the 4rip generation) ta �eaaerate se�bstantially different needs. This would best be undertaken following Metra's adoption of the R�'F,arad wauld be a ma�or update to this TSP. ' ' . � � 2 Based on Metroas 2015 land use forecasts. � � Tlgerd Tiansportadon Systema Plen "*"DRAF7'*•* P99161 Future Demaotid and Land Use 42 Odpber 12,2000 � , DI�C� �Asso�tes i ' Table 42 ' Forecastecl Vehicle Trips in Tigard PM Peak Hour ' Sce;nario Peak�our Vehicle T�ips 1994 Base Ndodel 34,500 2015 Metro Model 46,000 � 2020 Metro Mc►del 48,500 201 S Modified Tigard IVlodel 52,600 ' If iand uses are signif cantly changed in proportion to each other(i.e. there is a significant increase in retail employment relative to households),there will be a shift in the overall operation of the transgortation � system.Retail land uses generate signi�cantly higher numbers of trips than do households and other land uses. The location and design of retail land uses in a community c�n gceatly affect transportation systern operation. Additionally,if a community is homogeneous in land use character(i.e.all employment,all � residential),the system must support export of trip making. Typically,there should ba both residential typ�land ases as well as employment type land uses so that some residents may vvork locally,reducing the need for residents to commute long distances to work. Tigard has a mix of lacid uses,however,many � residents�nust travel outside the City for employment opportunities. Table 4-1 indicates that a significaxdt amount of growth is expected in Tagard azea in�the com,ing years. � These land use qu�ntiti�es should be monitored�o make s�re that Ti�ard is working to achieve a balance of land use that is compatible with the available transpc�rtation system. This TSP balances transportation needs with ttae forecasted 2015 land tases. ' Traospartation A�alysis Z�nes: FQr traffic forecayting,the land use data is stratified inta geographical �reas called txaffic analysis zones(TAZ's)which represent the sources of vshicle trip generation. There are about 30-40 Metro TAZ's which repr�sent Tigard and its vicinity(Figure 4-1). 'I'hese 30-41J TAZ's ' were disaggregated,as part ofthis plan,into about 130-140 TA�'s to more sgecifically represent lazid use in and around Tigard. The original Metro and disaggregated model zone houndaries for Tigazd are shown in Figure 4-2. Meteo uses EA�vIF�/2,a computer based p�rogr�n for transportation planning,to process ' the large amounts of data for the Portland NYetrapolatan area. Land uses were inventoried throughout Tigard by Metro and adjusted to reflect Tigard's more detailed , land use ir►ventory in 2015. The adjustments reflscted what was termed to be"near buildouP". °Y'his land use tlat�base includes the number of dwellirag units,number o�retail employees and number of other employees. Table 4-3 summarazes the land uses for existing conditions and the future scenario by � transportatian analysis zones(TAZ's). '' � � : Tlgarti TrensportaHon System Plan "'"DRAFT""" P99161 � Future Dem�nd�nd Land Use 43 Odober 12,2000 i tes � • � DI�GS Assoc a � ��oF�G�� � �� Transpor#atiora Systerre Plara � � _ _ � � � �o� , o � 1: ; �� � , ���..90 � i � `� as >: , � �� � 317 31 310 308 �,�-�" r � 315 217 '' sr o , 339 . � 399 3 � 311 318 ,f 313 � P��,,._..-.�........... � E' �1� 337 312 � ` � � 40Ci t � �� � f � i 5 � � 34�2 �, � ��` � 394 � 344 345 �� � � ��. n g � ..^'''� � . � Figure 4-1 M ETRO TAZ . � . � t� �� ��� � � , l�K,�ASSOCIafe.� O �� C� N�r OF TIGARD , �D� Transp�rtateon Systerre F�lan , �� � ,�, �� S' � �,�a � ' m� �� �,� �� �� � �• � � 90 �� '� 52 tg15 161 1813 � .�. 210 � i � � � 1Gl1 1630 217 � 161A � 1eo j �5 � � 1611 � 151Z � = 1612 1513 � 1863 .�ggq 1625 � 1697 161 � 3t8 f 163 1GL7 1515 �g �m 9624 1698 1514 , `N � '� � 311 �^^ ....... r"'_ .... y 15s4 � 313 � �1 � 1635 SGi6 & 1fi38 � 68 � iB62 � 321 1610 ' � `d 1669 337 1860 1BB0 1670 335 �2 . 1fi42 BlPll� NT � � � � � 1641 4681 16G7 1�6 '1957 ' 3M1t 1BG8 3Ab 372 61 � ,� � 1679 y {B53 64 1677 � � �i2 � � 1641 � � .....$Q... 167� 3A5 � � x�s 343 �Q6 � If47 � 1676 7612 1Bi'L �3 r� /� �� � � Un ! �� � � , ,. � F'igure 4-2 DISAGC RECaA7'ED TICARD '1°AZ ' � _ - DK� A�ss� tes � � � 1 Tabpe 4-3 ' 'Tigard Land iJse Samrn�ry Households Retail Employees Other Employees 7'AZ 1994 2015 1994 2015 1994 2015 ' 67 88� 958 3 3 i61 76 �9 191 217 0 0 17 23 9U 299 409 3 4 261 489 � 92 0 9 143 207 273 519 308 185 195 28 28 2I 27 309 77 78 1 1 9 11 � 310 69 96 2 11 4 22 311 33 37 0 400 58 5$ 312 0 22 12 12 1,193 1,363 � 313 3 32 62 51 1,208 1,306 39.4 160 184 24 24 117 147 315 624 �25 212 293 647 1,165 � �16 77 76 22 24 64 91 317 68� 705 161 141 955 1,095 318 303 321 0 0 28 33 319 58 68 0 0 7 16 � 320 225 251 72 72 100 491 321 120 251 0 0 406 416 � 322 3B4 158 0 Q 433 518 332 0 1 18 18 422 600 333 125 243 0 5 3 42 � �34 'L23 262 43 59 69 166 33S 86 167 0 1 2 21 336 170 201 63 70 152 219 337 11 206 0 U 7 40 � 338 66 163 0 0 4 11 339 66 254 1 2 11 46 340 239 309 0 1 0 139 � 341 199 294 0 0 27 40 342 269 390 6 5 45 60 343 105 26S 0 0 0 102 ' 344 92 260 4 15 19 101 345 223 368 331 397 111 174 394 25 26 0 0 17 2U � 403 81 231 0 1 17 53 932 0 10 4�2 42 399 941 933 5 9 9�2 137 40 78 ' 1511 G1 194 0 2 0 104 1512 207 374 0 6 0 331 1513 45 130 0 0 0 24 � 1514 26 503 0 3 0 167 1515 33 178 1 5 41 298 _ � Tigard Tianspartation System Plan °"URAF7'°'�* p9g1 g1 Future Demand and Land Use 4-6 October 12,2000 e � DKS Asso�tes � . , Hausehnlds Retail Emplo,yees OPher Employees ' TAZ d999 2015 1994 2015 1994 201�' 1526 364 517� 0 0 39 91 � 1527 412 4S7 � 1 87 104 1528 92 l30 0 0 12 22 1530 54 146 5 5 496 653 � 1537 $ I15 1,406 2,064 2,6�6 5,167 � 153$ 97 103 1S3 149 292 373 1539 0 0 164 142 314 355 1540 25 44 316 418 604 1,048 , 1541 6 20 7� 143 149 357 1542 30 4?. 152 186 230 467 � 1543 1 3 52 57 99 144 � � 1605 24 31 1,226 1,084 2,343 2,715 1b06 188 241 109 135 80 129 1607 2 10 97 102 71 9'1 '� 1G08 4 22 0 242 168 231 16Q9 198 236 349 363 110 1S� 1610 2 18 24 54 1� 51 ' 1611 1 29 95 139 70 132 1612 2 45 0 298 170 285 1613 $5 93 1 2 8 24 � 1G14 269 3U8 2 4 26 S9 1615 61 92 25 85 38 170 1616 39 63 9 34 14 66 � 1617 43 61 0 100 188 286 1618 7 37 0 600 41 41 1619 7 13 0 0 116 300 � 1620 11 16 202 278 44 7� 1621 39 77 0 0 165 1�0 I622. 1 16 161 200 54 137 , 1623 22I 323 12 12 2,130 2,800 1624 32 76 61 101 1,1�9 1,326 1b25 206 315 400 500 270 400 � Ifr26 269 324 147 250 716 1,019 1627 299 334 36 45 176 283 = 1628 2S5 330 20 41 62 162 � 1629 0 6 73 72 312 36� 163d 23 27 131 218 377 �30 � � 1631 635 689 �9 74 529 573 , �632 194 230 22 20 137 162 j � 1633 58$ 607 0 0 60 64 1634 250 354 0 0 l�€ 46 1635 24 117 0 0 1 27 s � 1636 192 480 0 0 10 93 ? 1637 45 43 1 1 186 182 ' Tiga►r!Transpo►fadon System F°lan "'"DRAFT'"'* P99169 Future Demand and.Land Use 47 October 12,2000 ' DKS A�svc�tes � O � Househodds Retail Employees Other Employees � TAZ 1994 2015 1994 ZO1S 1994 2015 Z638 1�9 137 0 0 94 131 1639 4�35 S11 2�3 350 296 375 � 1640 29 102 0 0 24 101 fl641 209 358 0 0 �5 141 1642 3l7 533 0 0 60 407 � 1643 0 5 42 42 422 502 1644 1 3 26 26 466 466 1645 1 9 113 113 3,001 3,552 � 1G46 2 15 129 129 2,999 3,986 1647 4 11 144 149 500 617 1648 1 26 312 433 317 843 � 1649 4� 75 11 20 76 20 1650 62 112 11 10 76 10 1651 394 521 2 12 14 12 � 1652 548 655 S 8 26 8 1653 259 446 18 247 95 127 1654 432 467 4 4 19 27 1655 472 520 7 7 33 45 ' 1656 316 402 0 1 5 28 1657 Z61 404 3 3 53 89 1658 451 584 74 83 177 261 � 1659 148 172 224 224 128 128 Y660 258 310 0 0 96 104 1661 15 106 0 0 3 13 ' 1662 127 466 0 0 4 45 1663 526 6�9 2 4 32 81 1664 379 522 4 4 56 $6 ' 1665 116 277 0 0 22 45 1666 60 312 0 0 11 47 1667 73 112 0 0 9 14 ' 1668 1$0 307 0 0 24 42 1�669 53 259 0 0 2 32 1670 60 114 0 0 11 18 , 1671 38 362 1 5 12 54 i672 74 223 0 0 18 111 1673 548 64S 8 l3 39 89 ' 1674 1,717 1,903 186 186 444 489 1675 116 155 13 17 4 7 1676 392 468 23 33 8 14 � . 16�7 2� 29 0 0 16 18 1678 55 57 0 0 25 29 1b79 21 349 0 1 1 69 i68U 54 182 0 1 13 46 � 1681 92 299 0 1 20 71 � TJge�l Transportado»System POare ""*DRAFT'"' P99161 Future Demandand L�nd Use 48 Odober 12,2000 � , C)l�� �4sF�o�t�� � ' ' Households RePaid Employees Other Employees TAZ 1994 2015 1994 2015 1994 2015 1682 6 2� 35 35 247 600 � 1683 10 20 60 60 426 569 1684 4 12 29 29 208 241 1685 1 27 64 64 455 700 � 16$6 9 20 257 335 113 191 1687 10 15 87 300 38 69 16�8 115 296 2 49 4 82 ' 1689 89 389 0 0 18 248 T�tal 21,765 32,481 9,152 13,257 33,553 50,382 Source: Metro/City of Tigard ' A compari.son of the modified 2015 Hand use assumptions to 20201and use assumptions indicates that the 2020 forecast assumes more households, more retail employees and fewer other employees than the ' modified 2015 forecast Key areas where discrepancies occurred werc the Washington Square area(more retail employees and fewer other employees in 2020), Downtown(more "other" employees in 2020), Sr.quoia Parkway area(significantly fewer"other"employees ira 2020)and Tigard Triangle(significantly , fewer "other" employ�es in 2020). Detail regarding the trip generation by TAZ is provided in the appendix. r METRO e4�EA T�4�F1� NIO�EL The development of future traffic system needs for Tigard depends on the abitity to accurately forecast � #ravel demand resulting from estimates of futuse populatian and employment for the City. Th�objective of the transportatiora planning process is to provide the ii�for►nation necess�y for making decisions on when and whex�e improvements should be made in the transportation system to meet travei demands. ' Met�o has developed aa►urban area travel demand model as part of the Regional Transp�rtation Plan Update process to help identify street and roadway needs. Traffic forecasting can be divided inYa several , distinct but Antegrated components that represent the logical sequence of traveY behavior(Figure 4-3). These components and their general order in the traffic forecasting process follow: i � ■ Trip Genei•ation ■ Trip Distribution ■ Mode Choice ■ Tratfic Assignment ' The initial roadway network used in the traffic model was the existing streets and roadways. Future land use scenarios were tested and roadway improvements were added in to mitigate traffir conditions, � using programmed improvements as a starting basis. Forecasts of PM peak houe traffic flows were produced for eve�yr major roadway segment within the Tigard area. Traffic volumes are projected on most arterials and callector streets. Sorne local streets are included in the model,but many are represented by ' centroid connectors in the model process. , Tlgarcl Trenspod�don System Plan '*'l3RAFT"°" P99161 Fu4ure Demand and L�nd Us� 49 OcYober 12,2000 ' D�CS Assoa�te� � � 1 1 Trip G�nera4ion. The trip acneration process translates land use quantities(ur numhers of dwelling uni�s � and reta.il and other erraployment)into vehicle trip ends(number of vehicles ee�tering or leaving a T.AZ) using 4rip generation rates establishesi during ttxe model verification process. Thc tcip rates were based upon ' � ' � , ' � ' � ' ' � ' , � 77gard TiansporPaUon System Plan "'DPL4FT'�"" P99161 Futuro[9emand and Land Use 410 October 12,2000 � , • � � DiI�GS Asso�iat�s � INPUTS PRC�CE�S O!l TPH�!'YS � Road Network : � " , Da�a • '. , Lar►d ll�es , e - � , , 'Trip �ene�tion l�at�s � . . ' - I • , - e 0 ' ° • . , , ' � � ;' Tra�c VoBurrte Projecfions ' Lo�d�d Levels of Raad Nefrdork Set��ce � ,; 7°ranspor�a�ion � Sy�tem . ,' Measures � ! Grap hic ; Oufputs � ' � '' ' Fi ure 4-3 9 `TRAFFIC FORECASI'LNG � I�AODEL PROCES� .' , : .��* D�CS �4ss� teS � � ' Institute of Transportation Engine�rs research3 ac2d documentatiun and adjusted to,�uit the Portland azea in th�calibrafion process. P1VI geak hour trip rates used in the Metro model are sureimarized in Table 4-4. � Table 4-4 Approxrmate Aeerage F°M Pe�k�iour Trip Rates ZJs�€�in Metaro 1Vlodel ' Average Trip Rate/Unat llniP In Out Total Household 0.43 0.19 0.62 � Retail Employee 0.78 0.69 1.47 Othex Employee Q.07 0.29 0.36 Source: Metro ' Table 45 illustrates the estimated grovvth in daily vehicle trips generated within the Tigard,between 1994 �nnd 2015. IY indicates that vehicle trip generation in Tigard would grow by approximately 50 perc�nt ' b�tween 1994 and 2015 if the land develops accor�'ing to the assumptions made.Assuming a 20 year time horizon to the 2015 scenario,this represents a growth rate of about 2 percent per year. Table 45 � Ezisting and Future Projected Ezternal Trip Geueration* PM Peak FIoar Vehic�e Trips ' � Modified 2015M-1994 Percent Traps 1994 201 S 2020 Growth Increase � TigatdRtea 34,447 52,606 4�,518 �8,159 +53% Sourcc: Metro/City of Tigard N01'E:"-External trips rcfec to model hrips ihat exit a Tigard centroid ' Trip Distribution. This step estimates how many trips travel from one zone in the model to an.y other zone. T�e distribution is based on the number oftrip ends generated in each zome pair,and on factors that relate the likelihood of trav�l between any two zones to the travel time befl,�reen the zones. � In projec4ing long-range future traffic volumes,it is irr►portatat to consider potential changes in regional trav�l patterns. Although the locations and amounts of traffic generation in Tigard are essentially a 1 function of future land use in the city,the distribution of trips is influenced by growth in neighboring area� such�Portland,�eaverton,Lake Oswego,Tualatin,etc. External9rips(trips which have either an origin or destination in Ti�ard and the other trip end outside Tigard)and through trips(trips which pass through � Tigard and have neither an origin nor a destination th�ere)were projected using trip distribution patterns based upon census data and traffio counts performed at gateways into the Metro area.UGB. Mode Choiee. This is the step vyhere it is detezmined how anany trips will be by single-occupant vehicle, ' transit�r carpool. The 1994 xnode splits would be incorporated into the base xnodel and adjustments to that mode split may be.made for the future scenario, depending on any expected changes in transit or ' carpool use. Tfiese considerations are built into the forecasts used for 2015. In the Tig�rd area,the 2015 3 TY�t Generation Manual,Ins6tute of TransportaGon Engineers. � P � 77gard Tiansportadon System Plan "'DRAFT"'* P99161 Future Demand and Land Use 412 October 12,2000 1 ' � ��C� filssa��tes 1 model assumes�pproximately two percent would use transit and avecage vehicle occupancy would be ' about 1.24 passengers during the evening peak period. TrafFc Aas�igm�ent. In�his process,trips�from one zone to another�re assigned to speeafic travel routes ' in the road�way network,arnd result'vng trip volurnes are accurraulated on link:s of the network until all trips are$ssigned. :r Differ�nt models arc actually used fox suto assignment versus transit assignment. Variou5 techniques exist for�uto rissignment,seaeh�s all-or-nothing,stochastic,incremental capacity res4raint and equilibrium c�pa�i�restra➢nt. The EMI�./2 pacicage,among oth�ers,uses#he equilibrium capacity restrau.rt technique, , vvhich is coa�sidered to pradtace the mast realistic network traffic loadicig of all the techniques. With this te.�hnique,the a�nto trips are�ssigned iteratively to the network ir�such a way that the final traffic loading wi11 closely approxima�e Yhe true networPc"equilibrium." Netwoak equilibriwm is defined as the condition .� where no traveler can�chr�ve addit►onal tradel time savings by switching routes. Between iterations, n�etwork travel times are rxpd�ted to r�flect the aoragestion effec4s of the traffic assigned in the pr�evious iteration. Congested travefl times are estimated using what are called "volume-delay functions" in ' `� ENdIvIF�2. There sae dii�erent forcr►s of volume/delay functions, all of which attempt to simulate the capacity restraint effect of how travel times iaxcrease with increasing traffic volumes. The volw�ne-delay functions take 6nto account the specific characteeistics of each roadway link,such as capacity,speed,and � facility type. Model Verification. The base 1994 modeled traffic vohunes were compared against actuaY 4raffic counts ' across screenlines,on key arterials ar�d at key intersections. Most arterial traffic volumes are closely replicated,even dovvn to turn movements by the model based upon detalled ealibration. �ased on this performance,4he model was used far future for�casting and assessment of circulation chang�s. , i111�DEL i4��l�IC��'etJN °TO TIGARD � Intersection 4um an.ovements were ex�acted from�the model at key intersections for both year 1994 and future scenarios. Th�se intersection turn movements were not used directly, but the ancrement of the : � futur�year 4uen iaaovemnents over the year 1994 tum movements was applied(added)to existing(actual 1994/1997/1999)4urre ttnovement count�in Tigard. Actual turn movement volumes used for future year intersection analysis can be found in the appendix(I.ewel of 3ervice Calculations). _ �� ',' ' �'' ' : �lqard Ti�nsportafion System Plan """DRAF�""" P99161 Ft�turo Demand and Land Use 4-13 October 12,2000 � �� � � DK� A�so�ates � O Ch�p�er 5 . ' ���e��rl��'1S �mroF�i��►R� OREGON ' This chapter summarizes existing and future pedestrian needs in the City of Tigard,outlines the criteria � to be used in evaluating these needs,provides a number of strategies for implementing a pedestrian plan and recomsaxends a pedestrian Action Plan for the City of Tigard. 'The needs,criteria and strategies were ' identified in working with the City's TSP Task Force. This committee provided input regarding the transportation system in Tigard,specifically exploring pedestnan needs.'The methodology used to develop the pedesh-ian plan combined citizen and staff input,specific Transportation Planning Rule requirements' and continuity to the regional pedesfian network.2 � ����� ' A limited number of sidewalks are provided on the arterial and collectox roadways(see Figure 3-15)in the City of'Tigard,resulting in a fair existing pedesirian network. However,many residential subdivisions � in Tigard are relatively new and a majority of them have sidewalks available. A problem exists outside the limits of the new developments where connecting sidewalks often do not exist. Continuity and connectivity are key issues for pedesirians in Tigard since,generally,if there is a sidewalk available,there will be sufficient capacity. In other words,it is more important that a continuous sidewalk be available 1 than that it be of a certain size or typs. The most important existing pedestrian needs in Tigard are providing sidewalks on arterials and collectors � and connectivity to key activity centers in the City. This includes the need for safe,well lighted arterial and collector street�. Arterials and collectors can act as barriers to pedestrian movement if safe facilities are not provided.In the future,pedesirian needs wi11 be similar,but there will be additional activity centers ' that will need to be considered and 'antereonnected. Walkway needs in Tigard must consider the three most prevalent trip types: ' • Residential based trips—home to school,home to home,home to retail,home to park,home to transit, home to entertainrnent,home to library • S�rvice based trips—multi-stop retail h-ips,work to restaurant,work to services,work/shop to transit ' • Recreational based trips—home to park,exercise trips,casual walking trips Residen4ial trips need a set of interconnected sidewalks radiat'v7g out from homes to destinations within � one-half to one mile. Beyond these distances,walking trips of this type become significantly less common (ov�:r 20 minutes). Service based trips require direct, con�flict-free connectivity between uses (for example,a shopping mall with its central spine walkway ttiat connects multipte destinations). Service � baseci trips need a clear definition of connectivity. This aequires mixed use developments to locate front � Transpor�ation Planning Rule,State of Oregon,DLCD,Sections 660-12-020(2)(d)and 660-12-045-3. Z � Metro DraR RTP,1999,Regional Pedestri�n System. � TlgaM Transporiation System Plan DI2�4FT P99161 Pedestrians 5-1 October 13,2000 ' a ,� ��cs As�d��t�s �� 1 doors which relate directly to the publ�c right-of-way and provide walking links between uses within one- ' half mile. Recreational walking trips have different needs. Off-street trails,well landscaped sidewalks and relationships to uni��ue environmental features(creeks,trees,farmland)are important. Because all of these needs are different,there is no one pedestrian solution. The most common need is ' to provide a safe and interconnected system that affords the opportunity to consider the walking mode of travel,especially for trips less than one mile in length. ' Fl�l�:��ITIES ' Sid�walks should be built to current design standards of the City of Tigard/Washington County and in compliance with the Americans with Disabilities Act(at l�ast four feet of unobstructed sidewalk)3 Wider sidewalks tnay be constructed in�ommercial districts or on arterial streets. Additional pedesh-ian facilities may include accessways, pedestrian districts and pe�'estrian plazas, as defined in the Trans,portation ' Planning Racle:4 Accessway: A walkway that provides pedesfirian and/or bicycle passage either between streets � or frorn a street 4o a building or other destination such as a schaol,park or transit stop. Pedestrian Dastrict: A plan designation or zoning classification that establishes a safe and � convenient pedestrian environznent in an area plar►ned for a mix 4f uses likely to support a relatively high level of pedestrian activity. � Pedestrian Plaza: A small, semi-enclosed area usually adjoining a sidewalk or a transit stop which provides a place for pedestrians to sit,stand or rest. These siesigna±ions will be provided as the TSP is implemented. Any pedestrian districts,for example the � downtown area(Main Street),may be identified in further studies which adciress pedestrian issues. In �ddition, pedestrian issues in Main Street and Town Center areas (as defined by Metro) should be reviewed in greater detail for pedestrian accessibility,facilities and/or street crossing treatments. The land � uses p�roposed in the Main Street and Town Center areas will help to prornote rnore pedestrian use.Better pedestrian access should be developed to support and encourage this use. � �idewalks should be sized to nneet the specific needs of the adjacent land uses and needs. Guidance to assess capacity needs for pedestrians can be found in the Highway Capaciry Manual and Pushkarev and Zupan 5 Typically,the base sidewalk sizing for local and neighborhood routes should be 5 feet(clear of � � obstruction). � Pushkarev�i Zupan define impeded pedestrian flow occurring at 2 to 6 pedestrians per foot per minute. �. At this upper level (6 p/f/m) a five foot sidewalk would have peak five minute capacity of 1 SO a ' � 3 Amexicans with Disabilities Act,Uniform Building Code. -� ' 4 Transportation Plauuiing Rule,Shate of Oregon,Drpartrnent of Land Conservadon and Development,OAR-660-12- 005(2, 14 and 15). � r S Highway Capacity Manual,Special Report 209,Transportarion Reseazch Boazd, 1994;Chapter 13;and Pushkarev, Zupan,Urban Spaces for Pedestrians, 1975. _ ' Tigard Transportation System Plan DRAFT P98161 � Pedestrians 5-� October 13,2000 DKS As�c�ates � ' � pedestrians. 'I'here is no location in Tigard with this level of pedestrian aativity. While identifie:d as level . of set-vice B in the Highvvay Capacity Manual,na sidewalk in Tigard should exceed 6 pedestrians per foot ' per minute without widening. 'The critical element of this analysis is the effective width of walkway. Because of s9reet utilities and amenities, a five foot walkway can be reduced to two feet of effective walking area. This is the greakest capacity constraint to pedestrian flow. Therefore, landscape strips should be considered on all walkways to reduce the impact of utilities and amenities—retaining the full , sidewalk capacity. As functional classification of roadways change,so should the design of��edestrian facilities. Collectors � may need t�consider rninimurn sidewalk widths of 6 to 8 feet and arterials should have sidewalk widths o�6 to 10 feet. VVider sidewalks may be necessary depending upon urban design needs and pedestrian flows (for example, adjacent 4o starefront retail or near transit stations). Curb-tight side�valks are � generally acceptable at the local and a�eighborhoad route classification, however, with high vehicle volumes and on colleetorlarterial streets,landscape strips between the curb and the sidewalk should be required. Where curb-tight sidewailes are the only option,additional sidewalk width must be provided ' to accomrnodate the other street side features(light poles,mail boxes,etc... potentially an additional3 to 4 feet). CRITE�1�4 I Tigard's TSP Task Force created a set of goals and policies to guide transportatioii system developincnt � in Tigard(see Chapter 2). Several of these policies pertain specifically to pedesh-ian needs:� Goal l � Policy 2 Encourage pedestriar� accessibility by providing safe, secure and desirable pedestrian routes. f;oa12 , Policy 1 Develop and implement public street standards that recognize the multi purpose nature of Phe street right-of-way for utility,,pedestrian, bicycle, transit, truck and � auto use. Policy 4 Sidewalks must be eonstructed on all streets within Tigard(with construction or � reconstruction projects). All schoods,parks,puhlic facilities and retail areas shall have direct access to a sidewalk. Policy S Bicycle.and p�destrian plans shall be developed which link to recreational trails. � Folicy 6 Local streets shall be designed to encourage a reduction in trip dength by providing connectivity and limiting out-nf-direction travel. Provide c.onnectivity to activity � centers and destinations with a priority for bicycle and pedestrian connections. t�oal 3 � Policy 3 Safe and secure pedestrian and bicycle ways shall be designed between parks and other activity centers in Tigard. Policy 4 Safe and se�cure routes to schools shall be designated for each school and any new � residential project shall identify thesafe path to school for children _ _ _ ' : ]7garrl Trensportatlon System Plan DRAFT P99161 Pedestrians 5-3 October 13,2000 � r � ��s ���d�at�� 1 ' �oac s Policy 1 Design and construct transportation faciliPies to meet the requirements of the Americans with Disabilities Act. � 'I'hese goals and policies are the criteria that all pedestrian improvements in Tigard should be compared against t�determine if they conform to the intended vision of the City. � ������O�S ' Several strategies were evaluated by the TSP Task Force for future pedestrian projects in Tigard. These s4rategies aimed at providing the City with priorities to direct its funds toward pedestrian projects that meet the�oals and policies of the City: � Stratee�y 1 - "�ill in Gaps in the Netwark Where Sorne Sidewalks Exist" 'I'his strategy provides sidewalks which fill in the gaps between existing side�walks where a significant ' portion of a pedestrian corridor already exists. This strategy maximizes the use of existing pedestrian facilities to create complete sections of an overall pedestrian network. � Strategy 2—"Connect Key Pedestrian Corridors to Schools, Parks, Recreafiona/Use� and.4ctevity Cen�ers" � � This strategy provides sidewalks leading to activity centers in Tigard, such as schools and parks. This strategy provides added safety on routes to popular pedestrian destinations by separating pedesh-ian flow from auto travel lanes. These routes are also common places that children may walk,providing them safer routes. A key elernent of this s��tPgy is to requir�all new development to de�ne direct safe pedestrian , paths to parks,�►ctivity centers,schools and transit(in the future)within one mile of tine develapment site. Direct will be defined as 1.25 times the straight line connection to these points from the development. Any gaps(off-si4e)will be defined(location and length). � Sfrategy 3-- "�oordirr�t6air of Land[!se Approval Process �o Prov�de S6dewalks & Links to Existing Sidewalks" ' � This strategy uses the land use approval process to ensure that sidewalks are provided adjacent to new develapment and that links from that new development to existing sidewalks are evaluated. If there � are existing sidewalks in close proximity,either the developer or the City will b�required to extend the sidewalk adjacent to the nevv development to meet the existing nearby sidewalk. The clevelopment shall use the pedestrian master plan as a basis for determining adjacent side��valk placement. ' Strategy 4— `"lenproved C�os�ing5" This strategy focuses on ensuring that safe street crossing locations are available,particularly along � high fraffic volume streets or locations where there is a lot of pedestrian traffic(i.e.adjacent to schools,activity centers,etc.) Strafegy 5— "Pedestrian Corridors that Connect to M�jor Recreational Uses � � 77ga►r/Transportatlon System P/an DRAFT P99161 � . Ped�st�ians 5-4 October 13,2000 D�CS Asso�ates � ' e This strategy provides a aonnection between the sidewalk network and major recreational fz�cilides,such as tr►e Greenway Trail,the the Fanno Creek Trail and ather recreational uses. S�rategy 6— "Pede�trian Corredors that C�nnect to A�ajor Tr�nsit Locatir�ns This strategy provides sidewalks leading to major transit�acilities,such as bus stops which service a high � volume of riders. This strategy increases pedestrian safety and encourages transit use. 5frategy 7— "Pe�i�stri�n �'orridors that Connect Neighborhoods" � This strategy puts prioa�i4y on linking neighborhoods together with pedestrian facili�ies. This can include walkways at the end of cul-de-sacs and direct connectaons between neighborhoods(avoiding "walled° , coYnmunities). �'trategy 8- "R'e�onstruct All�xisting Substandard Sidewalk� to City of Ti�a�d , Standarals" This strategy focuses on upgrading any substandard sidewalks to current city standazds. Cinrrent stand�rds ' are for five foot sidewalks to meet ADA6 requirements. Several sidewalks �xist that do not meet the minimum five foot requirement. Fronting property owners are responsible for sidewalk maintenance where pavement has fallen into disrepair. � �frafegy 9•- "Pedestrian CorridorS that Co►rPrr�uters Might(!se" This strategy focuses on providing sidewalks in areas where commui:exs might walk. For example, � connecting neighborhoods to large employment areas (i.e Washington Square Regional Center or the Tigard'Triangle). Table 5-1 lists each sirategy in the order it was ranked by the committee and provides an assessment of , how each of the strategies meets the requirements of each of the goals and policies. ' � ; � , j � � 6 � dmericans wilh DisabiJiliea Act,Uniform Building Code. � Tlgard Ti�nsportation System Plan DRAF'T !'99161 Pedestrians 5-5 October 13,2000 � e� � D�CS �4SSC�ate� � � Table S-1 � Pedestrian Faeilit Strate ies Com arisons Po7isies Strategy 1-2 Z-4 2-5 2-6 3-3 3-4 5-1 � 1 / O 1. Pill in gaps in network 1 1 O O . where some sidewalks 1 exist 2. Connect pedestrian � • 1 1 S � � corridors to schools, ' arks activi centers 3. Coordination of land / 1 O i O / e use approval process to � provide sidewalks& links to existin 4. Improved crossings � 1 O 1 / / 1 � 5. Pedestrian corridors that connect to major 1 / � 0 1 � � recreational uses � 6. Pedestrian corridors that connect to major transit 1 11 O 1 O O ! locations � 7. Pedestrian corridors that � 0 connect neighborhoods 1 O O 9 O ' 8. Reconstruct o d O O • 0 � substandard sidewalks to City standards � 9. Pedestrian corridors / � p � O 1 i commuters might use �t T)oes not meet criteria 1 Mostly meets criteria � O Partially meets criteria • Fully meets criteria . RECOMMENDED P�DESTfZIi4iV �'�4CIL!°� PLAfV � The strategies that had been evaluated by the TSP Task Force were ranked by each member of the comrnittee accard'ang to his or her vision of priorities for the City af Tigard. The ranking of these , strategies is listed in Table S-1 from most important to least important. Three strategies were considered to be a high priority for pedestrians in Tagard and ranked significantly higher than the remaining strategies. 'Y hese strategies were filling in network gaps,connections to schools,parks and activity centers and coordinatian of land use approval process to provide sidewalks and links to existing sidewalks. � A list of likely actions to achieve fulfillment of these priasities was developed into a Pedestrian Master ; Plan. The Pedestrian Mas4er Plan (Figure 5-1) is an overall plan and summarizes the "wish list" of ; � pedestrian-related projects in Tigard. From this Master Plan,a more specifics shorter term,Action Plan '� was developed. ' Tlgard Transportation Sysfem Plan DRAFT P99161 Pedestdans 5-6 October 13,2000 � �K�Assoeia�s � � �� cmr�F n��� � � � � '°� � � � � �-�� �� � . T'ran�po�tation � . , � � �i,?��►�� �3 '' :�s,J3�'����,��� Systems ��an �'"'� � '���������� �3 3 �� . �����������:'�: ., ���}s�= j;";: �� °' jtt s�; `��i�� i�!'�f j�': �' �, �3 ;�1 � f��� _� ,� �,. �__, '( 3 � � li�i�� L end �if. :�. �� � �< ? � . �, —. -Con6ramus sidewak on at t,east � �-• �..,s� � , � � One Side of Strcet �: � 1�i: � �13� � .���� .pipposed Siderwaic on B�llt Si� �����:�• �� 217 y ��3. E 3 . '� � . of$teet .. :. ....... F . ;1� �I -Epsting Off Street Patlt 210 i� ? ; ........... _p��If Streei P�h ���� ..�, ����j'i�`�,;. i -�� '' �`• ... ''' '� �.13: :����3:� . �. _� .`'3� �u,��- ..�•� ,Q • , �3,5�'�,3s .�:.,>i>i��.> �,£s,'"i���,���''���;��i Redestrian Dptrid .1��: � �� �>:u� '� .� F���l�', 2ij1"������iiF�t R Cen�t , e� � � �1�' �t�.�s� �'������i�� `=:1��i: €I��l':� Toxn Center �`� . � °1 �,��1;'�I�',�� i s : e � � � � 99W ��,� :MRD ■ S •� . �'•..+.• � �� �— ` 5 � ,���';1, _£�j=3�1�y � . Sj�;'��� ;��1; . s��';£j��,j'l '��� ;£ ���':.Ii� � � 3 i � r F � ; ��� ������ ■ : £ '�3���'��+���� ` i • ` ���� �,r:._-!.— � � _..••��' �•� It°� " :� � Figure 5-1 `'� ... .... -:' �. PEDESTRIAN ���'•• ........ � � MIS►�TER Pl.�►N � M�► � � _ � � �►. � � � � l�it _ � � � � Y� l� � , � DK� �lssc�'ates � — The Action Plan consists of projects that the Ci4y shauld give priorifiy to in funding. As development � occurs,streets are rebuilt and other opportunities(such as grant programs)arise,projects on the Master Plan should be pursued as well. , It is preferable ta provide pedestrian facilities on one side of the street if it means a longer section of the system could be covered(i.e.sidewalk on one side o£the street for two miles is preferable to sidewalk on both sides of the street for one mile). In the case of significant stretches where sidewalk is only provided � on one side af the road, particular emphasis should be placed on developing safe crossing locations. Development shall still be responsible for any frontage improvements,even if a pedestrian facility akeady exists opposite 4h�proposed development. Sidewalks on both sides of all streets is the ultimate desire. ' POTEN7'I�L PF�OJ��T LIST Table 5-2 outlines potential pedestrian projects in Tigard. The City,through its Capital Improvement ` r Program(CIP),joint funding with other agencies(Washington County,Metro)and development approval � would implement these projects. The fallowing considerations should be made for each sidewalk installation: � • Every attempt should be made to meet City standards • t#11 sidewalks should be a minimum of five feet wide � • Landscape sh-ips should be considered and are encouraged(see standard street cross-sections in Motor Vehicles chapter) � Action Plan Projects Fi�ure 5-2 and Table 5-2 sumnnarize the Pedestrian Action Plan. �` Tzble�-2 Potential Pedestrian Pro'ects Rank* Project Fram '�'a � Actoon �lan Projects H Taylor's Ferry Rd Washington Drive 62"d Avenue H Washington Drive Hall Boulevard Taylor's Ferry Road ,, H Hall Boulevard Scholls Ferry Road Pfaffle Street H Dartmouth Street 72nd 68th Avenue � H 72"a Avenue ORE 99W Bonita Road H 72"�.4venue CarmanlUpper Boones Ferry Durham Road H Hunziker Street Hall Boulevard 72"�Avenue ' H Hall Boulevard North of Hunziker Street South City Limits H Bonita Road West of 72"d Avenue 72"d Avenue H NdcDonald Street OItE 99W Hall Boulevard � H ORE 99W McDonald Street South City Limits H Beef Bend Road ORE 99W Scholls Ferry Road H Bull Mountain Road ORE 99W Beef Bend Road � H Roshak Road Bull Mounfain Road Scholls Ferry Road H Barrows Road Scholls Ferry Road(West) Scholls Ferry Road(East) � T/gaM Transportallon System Plan DRAFT P99161 ' F'edestrians �-8 October 13,2000 DK� �4ss��teS � � � Rank* Project Fra��n � '�o H Walnut Street 135'�Avenue Tiedeman Avenue � H Gaarde Street Walnut Street ORE 99W H 121"Avenue Gaarde Street Noakh Dakota Street H North Dakota Street 121n Avenue Gr��enburg Road � H Tiedeman Avenue Wai�ut Street Greenburg Road H Tigard Street 115'�Avenue � Main Street � Ii Bumham Street Mair�Street Hall Boulevard H Fonner Street Walnut Street 121°`Avenue H Commercial Street Main Street Lincoln Street , Other Potential Projects � M 80'�Avenue Taylor's Ferry Road Spruce Street M Spruce Street Hall Boulevard 80`�Ave�iue M Oak Stree4 Greenburg Road 72"d Aveinue � M Locust Street 80�'Avenue 72"d Avenue M 74'�Avenue Taylor's Ferry Road South of Barbara Lane � M 72nd Avenue North of Locust Street Oak Street M Spruce Street 78'�Avenue 71�`Avenue M 71"Avenue Oak Street ORE 99W (� M 78'�Avenue Spruce Street ORE 99W � M Pine Stree4 71�`Street 69�'Street M 69�'Street Pine Street ORE 99W � M 90'�Avenue Hall Boulevard Locust Street M 62"�/61�.Avenues Taylor's Feiry Road Pomona Street M Pomona 5lreet 61�`Avenue 6�8'�Avenue � M 64'�Avenue Pomona Street ORE 99W M 68�'Avenue ORE 99W South of Hampton Street M 66'�Avenue South of Hampton Street Dartxnouth Street � M Hampton Street 68`�Avenue 66'�Avenue M Haines Street 68'"Avenue Tigard City Limits � ; M Shady Lane Greenburg Road 95'�Avenue � M 95'�Avenue Shady Lane Greenburg Road � M 98'"Avenue Greenburg Road Main Street � a � M 115'�Avenue Norkh Dakota Street Tigard Street � �. � � M Cascade Avenue Scholls Ferry Road Existing s:�dewalk M Johnson S.treet ORE 99W End M Grant Avenue Johnson Sheet Tigard Street , M Scoffins Street Main Street Hall Boulevard � 77gard Transportatlon Sysfem P/an DRAFT P99169 'Pedestrians 5-9 October 13,2000 � � � D�CS Ass�ateS ' Rank* Project From TO M �►sh Avenue Commercial Street Scoffins Street � : M Ash Avenue McDonald S4reet Burnham Street � M Frewing Street ORE�9W O'Mara 5treet M Garrett Street ORE 99W Ash Avenue M O'Mara Street McDonald Street Hall Baulevard �, M 97'"Avenue McDonaid Street Murdock Stzeet M 1Vluxdoek Street 97'�Avenue 103`�Avenue IvI i'�3`� Avenue Murdock Avenue Canterbury Lane � IvI Canterbury Lane 103`d Avenue ORE 99W M 100�'Avenue McDonald Street Highland Drive � M Highland Drive 100�'Avenue Summe�eld Dri.ve M S�ttler Staeet l0U'�Avenue 98'�Avenue M 98`�Avenue Sattler Street lvtxudock Avenue � Iv1 Ross Street Hall Boulevard East End M 79`�Avenue Durham Road Bonita Road M 10$'�Avenue Durham Road South End � M 133rd Avenue Bull Mountain Road South End M Peachtree Drive Bull Moun4ain Road South�nd M 150'�Avenue Bull Mountain Road Beef Bend R.oad � M 135�'Avenue VJalnut Street Hillshire Drive M ` `Hillshize Drive 135'�Avenue Misfl�etoe Drive ,�• Benchview Terrace � flVI 1Vlistlet�e Dri�c ..1�ls�ire�rive M Benchview Terrace White Cedar Place Buld Mountain Road M 132"�Avenue Walnuf Street Benchview Terraae '.: 1VI Menlor Lane Barrows Road Sunrise Lane PyI Sunrise Lane Menlor Lane 150`�Avenue M 150'"Avenue Sunrise Laree Bull Mountain Road r 1V� Tiedetrnan Avenue Walnut Street Existing Sidewalk to North IvI Watkins Avenue Park 54reet Walnut Sheet �' � M Off-Street Mu1ti-Use Powerline Coxridor/Tualatux River/Fanno Creek/Greenway Park Path � • H=High,M=Medium,L=Low Priority �. t �� �' T7gar�d Tiansportatlon System POan ORAFT P99161 Pedestrians' 5-10 October 13,200a �' �rv�ri��■ ■ v��v�. � ,. .. .: , .. . . . . . . . .. . .. . . . . . . . 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T ;��:£s�� �3sf€1' �.��i"�£�i'i'�f'd TR�/���.�&�'1�2P . . � k3�;��� 5 E���#Si� 33 h �s!5 � F»a r> W�VC111q . �.�����;�'��t� '�,i`� � ,� �; �£�;3;� a�r..t�l�>� �>.���aa. �l€��� � � 2 s Iys�. �'���m'tf's,tu;>t:'���31• ���Iis 2" f��l� i 3a s I - � � �J���g 3 ��£���x�� .3�;?s:. � W ��3€�' £��.€� ��1,���ij :; � o ��11���=�,. €F�g t1J�, ���I: `� ♦ r f€4:'t}�i�'�g't€ili r�'�§[ � . . . 3E,3�>£3 s...,.:+: . � .� . � "i�i�il,f�j�j�;.�Y � ' ♦ �W � �� o �� Q � Q 5 ,sijt�s���iF� ��������, '�a; s .����F.������:t1���,���� ��;�;i�' � ���dl•:I''�3-'.>i i;>�it'i �� :._ � F � 3?�� ;I�I�����;�� � '� j �i;�J�'3 � < , � ��#y;����.. � Q ��3�ii;� _/ :..�IVBf'......................................: .. � � � . ... y +` E :.... . . � •-� � Figure 5-2 :._ .......: : � .:...... . �--��..,.� :....::. :...............: PEdESTRIAN ��....... ` �� �'� ..................:: : „ AGTION PLA,N �I � _ _ � � � � il� � � � I� � � I� �l � !�l i� � tes � D�C� �4ss�b'� � � Cornplementing L.and Developrnent �A,�tions Land use actions are where significant improvements to the pedestrian system can occur. Basically a � change in land use from vacant or under utilized land creates two key impacts to the pede:strian system: 1. Added vehicle trips that conflict with pedesirian flows � � 2. Added pedestrian volume that requires safe facilities These izr►pacts require mitigation to maintain a safe pedestrian system. Pedestrians walking in the traveled way of motor vehicles are exposed to potential conflicts that can be minimized or removed entirely with � sidewalk installation. The eost of a fronting sidewalk to an individual single family home would be about $1,000 to$2,000(reg�resenting less than one percent of the cost of a house). Over a typical 50 year life of a house this would represent less than$50 per year assuming the cost of money is 4%annually. This � cost is substantially less than the potential risk associated with the cost of an injury accident or fatality without safe pedestrian facilities(injury accidents are likely to be$10,000 to$50,000 per occurrence and fatalities are $500,000 to $I,+D00,000). Sidewalks are essential for the safety of elderly persons, the � disabled,iransit patrons and children walking to school,a park or a neighbor's horne. No area of the city can be isolated from the needs of these users(not residential,employment areas or shopping districts). Therefore, fi�onting irnproveznents including sidewalk are required on every change in land use or �, roadway project. Por any developing or redeveloped property in Tigard,the benefit of not providing sidewalks is only tlie � cost savings to the developer—at the potential risk and future expense to the public. 'Therefore,sidewalks are required in Tigard with all ne�.v developnnent and roadway projects. It is important that, as new development occurs, connections or accessways are provided to link the � development to the existing pedestrian facilities in as direct manner as possible. As a guideline, the sidewalk distance fram the building entrance to the public right-of way should not exceed 1.25 times the straighf line distance. If a development fronts a proposed sidewalk(as shown in the Pedestrian Master � Plan), the developer shall be responsible for providing the wallcway facility as part of any frontage iznprovement required for mitzgation of development. � It is also very important that residential developments consider the routes that children will use to walk to school and provide safe and acaessible sidewalks to accommodate these routes,par4icularly within one mile of a school site. Add'ationally,all commercial projects generating over 1,000 trip ends per day should provide a pedes�i ian connection plan showing how pedestrian access to the site links to adjacent uses,the �, public right-of-way and the site front door. Conflict free paths and traffic calming elements should be identified,as appropriate. �, Addr��s (;aps in Pedestrian �yste�n Many of the areas developed in Tigard 10 to 25 years ago did not provide sidewalks. With as much of '� the City built-out(as is the case today)there are limited opportunities far developnnent to create major portions of the missing pedestrian system. The historic gaps in the pedestrian walking system become more important as land development and activity grow creating new demiands for an integrated pedesh-ian � � systern. Current land developments build sidewalks on project frontages, but have little means or incentive to extend sidewalks beyond their�roperty. Properly owners without sid�walks are unlikely to independently build sidewalks that do not connect to anything. In fact,some property owners are resistant � Tlgard TransportatJon System P/an DRAFT P99161 Pedestrians 5-12 October 13,2000 � •c , � L�I�C� A�sSO��tes � t .� to sidewalk improvements due to cost(they do not want to pay)or the impact to their frontage(they may have landscaping in the public right-of-way). As an incentive to fill some of these gaps concurrent with � development activi4ies,Yhe City could consider an annual walkway fund that would supplernent capital improvement-type projects. A fund of about$40,000 to$50,000 per year could build over a quarter mile of sidewalk to help fill gaps. If matching funds were provided,over double this amount may be possible. � The fund could be used several ways: •. Matching other governmental transportation funds to build connecting sidewalks identified in the , master plan. • Matching funds with land use deve�opment projects to extend a developer's sidewall:s off-sit�to connect to n�n-contiguous sidewalks(especially with residential development and its access to schools and parks,commercial development linking retail(ie deli,bank, ..)with employment) � • Supplen7ental funds to roadway projects which build new arterial/collector sidewalks to create better linkages into neighborhoods. • Matching funds with adjacent land owners that front the proposed sidewalk. � e . Reimbursement agreements with developers Park� and Trails f�eveloprnent � The City Parks and Recreation Department and Metro Greenspaces programs are responsible for the majority of off-street trail opportunities. These two agencies must coordinate their pedestrian plans to � provide an integrated off-street walking system in Tigard. Recent Metro Greenspaces initiatives and City park projects provide an opportunity to implement the off-street trails in Tigard as an integrated element of the peclestriaYi action plan. The Fanna Creek Trail and Powerlines trail systems are already wel.l � developed north of Tigard in�eaverkon. Because of the regional nature of the interconnected powerlines to Tualatin River to Fanno Creek trail system, 'I'igard �vill need to work cooperatively with Metro, Washington County,Tualatin Hills Parks and IZecreation�is+rict and ttae City�f Beaverton. � Saf�ty Pedestrian safety is a major issue. Pedestnian conflicts with inotor vehicles are a major issue in pedestrian � safety. Thes�conflicts can be r�educed by providing direct links to buildings from public rights-of-way, considering nei$hborhood traf�c nnanagement(see Chapter 8:Motor Vehicles),prowiding safe roadway crossing points and analyzing/reducing the level of pedestrian/vehicle conflicts in every land use � application. In setting priorities for the pedestrian action plan, school access was given a high priority to improve � safety.However,beyond simply building more sidewalks,school safety involves education and planning. Many cities have followed guidelines provided by Federal Highway Administration and Institute of , Transportatzon Engineers. Implementing plans of this nature has deznonstrated accident reduction � � benefits. However,this type of work requires staffing and coordination by the Sc�►ool District as well as the City ta be effective. Several"pedestrxan�;,rossing cvaluation"locations were identified on the Pedestrian Master Plan and on � the Pedestrian Action Plan. These are locations where it may be desirable(where warrants are�net)to , install a pedestrian activated signal for the sole purpose of allowing pedestrians to cross the roadway. ' , 77gar+d Transportatfon System F'!an DRAFT P99161 Pedestrians 5-13 October 13,2000 , � . � D�CS �4�S�ates � -: - 2040 Coordination � Metro has desi ated three areas within Tigard as 20401and use designated pedestrian districts. � � These areas will require the greatest attention to the development af integrated pedestrian netw�orks. � Tk�e three areas include: • VVashington Square Regional Center � • Downtown Tigard Town Center/IVlaim StreedCommuter Rail Statinn Area � King City Town Center The City of Tigard has developed a plan for the Washington Square Regional Center which is in the � final approval process. While not a 20401and use designated area,the Tigard Triangle has special developrnent code regulation in Tigard that pertain to pedestrian design. Plans will need to be de�eloped for both th�Tigard Downtown and King City. The areas designated on�igures 5-1 and � Figure 5-2 are the pedestrian districts in Tigard. � � � � � � � 1 �I � _ _ _ � _ � Tlgacd Transportatlon System Plan DRAPT P99161 � ' Pedestrians 5-14 October 13,2000 DKS Assd��tes �! ` 1 . Ghapter 6 , � �I C I���S ci�r o�Yi�a�� ,I �REGON � This chapter sunlmarizes�xisting and future facility needs for bicycles in the City of Tigard. The � following sections outline the criteria to be used to evaluate needs,provide a number of strategies for ianplementing a bikeway plan and recommend a bikeway plan for the City of Tigard. The needs, criteria and strategies were identif ed in working with ttie City's TSP Task Force. As part of th,e TSP � Task Force,the Planning Commission provided input regarding the transportatian system in Tigard, specifically exploring bicycle needs. The methodology used to develop the bxcycle plan combined citizen and staff input,specific Transportation Planning Rule requirements' and continuity to the regional bicycle system.Z � 11�ietro's Draft Regional Transportation Plan (RTP)has identified a Proposed Regional Bicycle Network.As such,these routes will eventually have bicycle lanes,if they don't already.The following � Tigard streets are classified as follows in the RTP: Regional A.ceess Regianal Corredor Community �tegflonal Corridor�ff-Street � on-str�et Connector • Hall to d Walnut Street e 72"a Avenue • Fanno Creek Greenburg to . Scholls Ferry Rd • Bonita-McDonald • Tualatin Ri�er � Main to Fiunziker . Hall Boulevar� • Carman-Durham • Powerlir�es r ORE 99W s Hunziker to LO through � Hall-Durham- I-5/ORE 217 ' Boones ����� � Continu4us bikeways are currently only provided for the full length of Durham Road,NicDonald Stxeet and Tigard Street in the City of Tigard. Bikeways are also currently provided for significant � portions of ORE 99VP,gIall Boulevard,Bonita Road,97`�/98'�Avenues,Greenburg Road,Walnut Street, 1215`Avenue and Bull Mountain Road. In addition,there are a few segments where bikeways � do exist where new development and roadway improvements have occurred. Continuity and � connectivity are key issu�s for bicyclists and the lack of facilities(or gaps)cause significant problems foc bicyclists in Tigard. Without connectivity of the bicyale system,this mode of tra�vel is severely limited(similar to a road system full of cul-de-sacs). The TPR3 calls for all arterial and collector streets to have bicycle facilities.To meet the TPR requirements and fill in existing gaps in the existing ' bicycle system,an action plan that£ocuses on a framework system should be developed to prioritize ' ' bicycle investment. - � ' Transportation Planning Rule,State of Oregon,DLCD,Section 660-12-020(2)(d),660-12-035(3)(e), 660-12-095(3)(b&c). 2 Regional Bicycle System Map,Regional Transportation Plan Draft,Metro, 1999. , ' Oregon Administrative Rules,Chapter 660,Division 12,Section 045(3). rgard Transporfation Sysfem Plan **"DRAFT"* P99161 � Bicycles 6-1 October 13,2000 _ r �� � �K,S A S"C�I►�a t�S • � Bicycle trips are dif�'erent frnm pedestrian and motor vehicle trips. Common bicycle trips are longer than walking trips and generally shorter than motor vehicle trips. Where walking trips are attractive at � lengths of a quarter mile(generally not more than a mile),bicycle trips are attractive not only for these short trips,but lengths of two to three miles. Bicycle trips can generally fall into three groups: cornmuters,activity-based and recreational. Commuter trips are typically home/work/home � (sometimes linking to transit)and are made on direct,major connecting roadways and/or local streets. Bicycle lanes pravide good accommodations far these trips. Activity based trips can be home-to- school,home-to-park,home-to-neighborhood commercial or home-to-home. Many of these trips are � , made on local streets with some connections to the major:Functional classification streets.Their nceds are for lawer volume/speed traffic streets,safety and connectivity. It is important for bicyclists to be able to use through streets4. Recreational trips share many of the needs of both the commuter and ' activity-based trips,but create greater needs for off-street routes,connections to rural routes and safety. Typically,these bike 9rips will exceed the normal bike trip length. ' � FACILII'I�� Bicycle facility needs fall into two primary categories:route facilities and parking facilities. Bicycle � lanes are ahe rcflost common route facilities in Tigard.Racks,lockers and shelters are typical bicycle parking facilities that are provided at individual land use sites. Bicycle ways can generally be categorized as bike lanes,bicycle accommodation, or off-street bike paths/multi-use trails. Bike lanes � are�reas within the street right-of-way designated specifically for bicycle use. Federal research has indicated that bike lanes are the rriost cost ef.fective and safe facilities for bicyclists when considering all factors of design. Bicycle accammodations are where bicyclists and autos share the same travel lanes,including a wider outside lane and/or bicycle boulevard treatment(priority to through bikes on � local streets). Multi-use paths are generally off-street routes(typically recreationally focused)that can be useci by several transportatiom modes,including bicycles,pedestrians and other non-motorized modes(i.e.skateboards,roller blades,etc.). The term bikeway is used in this plan to represent any of ' the bicycl�aecommodatians described above. The bicycle plan designates where bike lanes and tnulti-use paths are anticipated and any other bicycleways are expected to be bike accommodations (i.e.shared with motor veh.icles). , Bicycle lanes adjacent to the curb are preferred to bic�cle lanes adjacent to parked cars or bicycle lanes cambined with sidewalks. Six foot bicycle lanes are recommended. Provision of a bicycle lane � not only benefits bicyclist but also motor vehicles vvhich gain greater shy distance%mergency shoulder area and pedestrians which gain buff�r between walking areas and moving vehicles. On reconstruction projects,bicycle lanes of five feet may need tc�be considered. Bicycle accommodations can be provided by widening the cuY•b travel lane(for exarnple,from t2 feet to 14 or � 15 feet. This extra width makes bicycle ixavel more accommodating and provides a greater measure of safety). Off-street trails should be planned for 12 feet in width,desirable for mixed-up activity(ped and bike). Signing and marking of bicycle lanes should follow the l�fanual on Un:form Tra�c ' Control Devices,as adopted for Oregon. Design features in the r��adway can improve bicycle safetys. For example,using curb storm drain inlets rather than catch basins significantly improves bicycle facili�i�s. , ' This can include end of cul-de-sac connections,but even better is regular spacing of local streets. � s Oregon Bicycle and Pedestrian Plan,ODOT,June, 1995;this provides an in-depth discussion on bicycle network development. � 77gard TrensportatJon System Plan ""'DRAF7''"` P99161 Bicycle& 6-2 October 13,2000 r . D►�CS �1�sd�'a tes r , � Bicycle parking is required in Tigard for new land use applications(see Development Code Section 18.765,Table 18.765.2 Minimum and Maximum Required Off-street Vehicle and Bicycle Parking) � Requirements in Community Development Code Section 18.765.050 outline the design and placement of bicycle parking(within 50 feet of building entrance). CE2IT'EFtIA► � Tigard's T5P Task Force created a set of�oals and policies to guide transportation system development in Tigard(see Chapter 2). Severai of these policies pertain specifically to bicycle needs: � Goal 2 Policy 3 Bicycle lanes must be construcPed on all arterials and collectors within Tigard (with construction or reconstruction projects). All schools,parks,public ' facilities and retail areas shall have direct access to a bikeway. Policy 5 Bicycle and pedestrian plans shall be developed which link to recreational trails. , Policy 6 Local streets shall be designed to encourage a reductton in trip length by providing connectivity and limiting out-of-direction travel. Provide connectivity � to activiry centers arad destinations with a priority for bicycle and�edestrian connections. Goa13 Policy 3 Safe and secure peclestrian and bikeways slzall be designed between parks and , other activity centers an Tigard. These goals and policies are the criteria that all bikeway improvements in Tigard shouid be measured � against to determine if they conform to the intended direction of the City. Policy 2-3 sets a specific requirernent that bicycle lan.es be constructed on all arterials and collectors within Tigard consistent with the Bicycle Master Plan and that all sch�ols,parks,pa�iic iacilifies and retail areas have direct � � access to a bikeway. Table 6-1 summarizes the bicycle corridors created by overlaying the bicycle network over the arterial and collector system in Tigard. Since bicyclists can generally travel further than pedestrians,connections that lead to�egional ` destinations such as Portland,Beaverton,Tualatin and Lake Oswego are important.'I'igard's bicycle n�twork should connect to Washington County's,Beaverton's,Tualatin's and Lake Oswego's bicycle � networks and be�onsistent with the Regional Bicycle System. Key locations where connections should be made to these other jurisdiction's networks are shown in Table 6-2. ���T��f�� � Several strategies were considered for canstruction of future bikeway facilities in Tigard. These strategies were studied to provide the City with priorities since it is likely that the available funding , will b�insufficient ta address all of the projects identified in the Bikeway Master�lan. � ; ; � IIgard Trensportation System Plan '"*DRAFT*" P99161 ' Bicycles 6-3 October 13,2000 , ' K �4 d�iates � D � ss I Strafegy 1 - "Fell in Gaps in �khe Network where Some Bikev�rays �xist" � This strategy provides bikeways which fill in fhe gaps between existing bikeways wherc a significant portion of a bikeway corridor already exists. This s4rategy maximizes Yhe use of existing bicycle facilities fo create complete sections of an overall bikeway network. Examples would include ORE ' 99W,Hall Boulevard,Bull Mountain Road,Greenburg Road and 1215`Avenue,where short segments would complete routes. rTable 6�fl Corridors�n Pro osed Bikewa Networ�c � North��outh Carridors East-V6Vest�orridors Beef Bend Road Ta lor's Fe Road Wainut Street 121"Avenue Banows Road Bull Mountain Road � Greenburg Road Nimbus/Oak Street Be�f Bend Rd./Durham Rd./ Carman Drive ORE 99W North Dakota/Greenburg/ Gaarde St/McDonald StJ Hunziker Bonita Road � I-�all]Boulevard Pfaffle/Dartmouth Street 72"a Avenue , Table 6-2 �ecycle Coaxnectavity to Adjacent Jurasdictioms � �ink Included in �itY I�Ot�i��Ce �ttl"�et Tigard Master Plan? Lake Oswego Fiaines Street Atlanta � I�ruse Wa multi-use athwa Hunziker Bonita Road Bonita Caxman Drive Carman � Beaverton Scholls Fe Road Scholls Fe Barrovvs Road Barrows Powerlines xnulti-use axh Por�verlines off-street ath , Ivlurra Baulevard Walnut Davies Road Barrows 12Sm Avenue North Dakota Nimbus Avenue Nimbus to Locust , � Hall Boulevard Iiall ? Portland Ta lors Fe Ta lors Fe j Barbur Boulevard ORE 99W • ' Oleson Road Greenbur j Tualatin Tualatin Road/Boones Fe Rd. Hall Boulevard ; U r Boones Fe Road U er Boones Fe � � Lower Baones Fe Road 72nd i Washington County Elsner Road Beef Bend � � � Tlgard Transportation System P/an """DRAFT*"• P99161 Bicycles 6-4 October 13,2000 ' a�s �SSO�t�� e r . Strategy 2-- "�onnect FCey Bicycle Corridors to Schools, Parks an�f Ac�tivity� � Ceraters (public facilities, etc.)/9 � This stra4egy provides bikeway links to schools,parks,recreational facilities and activity centers from the arteriaUcollector bikewa�network. This alternative provides added safety to likely bacyclist destinations as well as destinations where children are likely to travel.Examples would include Hall � �oulevard,Durham Road,Walnut Street,Tiedeman Avenue,Bull TViountain and the off-street rnulti- use paths throughout Tigard. � Strafegy 3– "Develop Bicycle l�etu�vork ora Flat Rout�s" This strategy focuses on providing bicycle lanes on"flat"routes,or those routes without sigixificant , �rade changes. This strategy provides bicycle facilities where a larger percentage of the popula4ion is likely to travel. Examples woulcl include routes such as Walnut Street,Hall Boulevard,Durham Road, North Dakota Street,etc. ' Strate�y 4-- "Develop e �eke .Sig►� Prograrr�—Focus on Low Vo6ure�e Str�ets" Thas strategy would provide signs to guide bicyclists to appropriate bicycle routes in the Ciky � Strateyy 5– "�i�ycle Corridors th�t ��nraect to IVlajor Recreational Facilities � This st�ategy provides a connection between the bikeway networ k an d major recrea tiona l faci li ties, suah as the Greenway Trail. Examples would be the Greenway Trail,Fanno Creek Trail and the � proposed powerline oorridor in the western part of the City. Strat�g,y S– "��veiop 1lAaintenance Prograrrr to Cle�n Bik�e Lanes" 'I1iis s9xategy establishes a prngram to provide maintenance services to clean the bike lanes. Debris in � bike lanes is one of the biggest complaints(deterrents)af bicyclists. St�ategy 7– "�icyc�e Corridors th�t Cort'mu�ers IVligh�11�e91 � This stxategy focuses on providi�xg bicycle facilities where cQmmuters are likely to go such as local , (within Tigard)or regional(i.e.Beavez�ton,'1Cualatin,Lake Oswego or downtown Portland) employment centers or leading to transit which pravides access to regional employment centers. Examples would include ORE 99W, Scholls Fezry Road and Hall Boulevard. � Strategy 8- "�icycle Corridors that Connect Neighborhoods" This alternative�u4s priority on bicycle lanes for routes which link neighborhoods together. 5ome of ' these coa�ld include paths crossing parks,sck�ools or utility ri�hts-of w�y. Strategy 9– "Gonstruct All�ikeways to City of Tigard/Washington Ccrunty , Standards" � Tlgard Tr�nsportatlon System Plan """ORAFT•*" P99161 ' _ Bicycle§ 6-5 Oct�ber 13,2000 � � 1 DKS ;�sSClH'ateS � � This strategy focuses on upgrading any substandard existing bikeways ta current city/county . � stan�lards.Current standards are for six foot wide bike lanes with appropriate striping and signs for bicy�le safety. � Strat��y 10— "�icycle Corridors that Access Comm�rcial Areas This strategy puts priority on bicycle lanes for arterials/collectors which provide access to comrnercial , � areas within the Ciiy. Examples would include ORE 99W,72"d Avenue,Dartmouth Street and Hall Boulevard. � Table 6-3 summarizes the strategies in the priority order ranked by the TSP Task Force in terms of meeting the transportation goals and objectives. ' Table 6-3 Bikeway Facility Str�tegies Comparisons Policies � �$x�ge Z-3 2-5 2-6 3-3 1. Fill in a s in the network where some bikewa s exist 4 O O O � 2. Connect key bicycle corridors to schools,parks and activity centers ublic facilities,etc. ' d / � 2. Develap�biaycle network on flat routes O O �! 1 , � 3. Develop a hike sigri program—focus on low volume streets O O O 1 4. Bicycle corridors that connect to major recreational faoilities 1 � / 1 , 5. Develop maintenance program to clean bike lanes � K K x � 7. ]Bicycle corridors that aommuters might use 1 O O O � 8. Bicycle corridors that connect neighborhoods O O 1 O 8. Conshvct all bikeways to City of'Tigard standards � p O O ., 10. �icycle corridors that access commercial areas e O i 1 , �t Does not meet criteria 1 Mostly meets criteria O Partially meets criteria • Fully meets criteria 1 ALTERNATIVES 1 Two basic alternative bicycle networks were developed through the TSP Task Force discussion. The � Tlgard Transportation System P/an "'"DRAFT"*" P99161 Bicycles 6-6 October 13,2000 � : . . • r vK� Assd�rates 1 first option was to place bicycle lanes on every existing arterial�and collector street. Figure 6-1 summarizes the A11 tlrterial and Collector alternative. The end result is several redundant bicycle � facilities on routes that will no longer be collectors or arterials in the new functional classification. Additionally the cost and right-of-way impact is so significant that this altemative may be difficult to successfully implement. A se�ond alternative was developed by tl�e T5P Task Force that is build upon a framework nf bicycle lanes through Tigard. This alternative provides framework grids of � bicycle lanes with fewer lanes identified on lower classification streets(which typically�aave lower traffic volumes). Based upon the highest priority.strategies the TSP Task Force recommended the framework option as the Tigard Bicycle Master Plan(Figure 6-2). � RECOMNNEIVL�IE� �IKEWAY FACILIl'`Y PLAN A list of likel�actions to achieve fulfillment of these priorities was developed into a Bicycle Master � Plan.The�icycle Master Plan(Figure 6-2)is an overall plan and summarizes the"wish list"of bicycle-rela4ed projects in Tigard,providing a long-terrn map for planning bicycle facilities. Fronn this � Master Plan,a more specific,shorter term,Action Plan was developed. The Action Plan(Figure 6-3) consists of projects that the City should actively try to fund. These projects form a basic bicycle grid system for Tigard. As development occurs,streets are rebui,lt and other opportunities(such as grant � programs)arise,projects on the Master Plan should be pursued as well. Pc�r��re�� �RC�J�c�-L►sr � Table b-4 outlines potential bicycle project;,in Tigard. The City,through its Capital Imp�-ovement Prograxn(CTP)and bond measure funding(along dvith joint fundin�with other agencies such as � VVashington County or Metro or develogment approval)would implement these projects. Figure 6-3 summarizes the Bicycle Action Plan. Multi-use paths identified on the bicycle plans should be aligned to cross roadways at intersections for safe crossing rather than crossing roadways at mid-blocks without traffic control. � 'I`here is an off-str�et multi-use traii sho�m along�he powerline coiridor in the wester�part of Tigard. � This cozridor is designated as a proposed Off-Street Multi-'Jse Path in Metro's Regional�icycle Sys�tet�a6,however,the corridor follows a vezy steep�rade and would be extremely difficult for anost bicyclists. �he co�ridor c�uld be developed as a multi-use path that could be used by serious bicyclists as well as pedestrians. ' � � � 6 Re ional Bic cle S stenn Ma Version 4.0 Metro December 1 1997. ' B Y Y P> > , � T/gerd Tiansportatlon System Plan "*DRAFT"` P99161 � Bicycles 6-7 October 13,20Q0 � _ r � ' � � � � � �� � � � � � � .� � � � � ����SS�CfatPS � . ro� CPT'Y OF TlG/UtO� a Tra�spo�tation � � Systerr� Plan i p n � . . . e Z - � � -���811e5 > r_ '' ' : _�- -propo�d gire[.anes* "� 217 R iH ,�� : ...._._ _O}f Steet Pats e as � . -PB�CS . 2�� g �� �� � �' i � ° � i -Stlioois r ` 's sr ■� '�� *Nose:lt�e►rey be aasing wce f� • on one s�ofs�eet-see Erisf+�g&ke �,�� �� , Lanesgaptiicfordaefica6m. e : e ��-° w .„ . , �.-� � s ' "`'°'° . .- , . , - ���� .,; � � , DON � •. . . . i p �� ' � s � I�` w l ' ! , W K � � � � ` t, ' 'P'��.T.�-".s.....!.,, .•� • .... y Figune 6-1 `�- _:_.............. ......� ; ,: ; ''•�. "�� �� �� � ���CYCLE PLAI�i =...:- ••-........ .: �.... . � ALTERNATi1lE ................�......:: : �' �li�rteri�l�C�!�tors Op�atl ; � � .-.__� . D � � O 1 ��� � 1 AV � � ................. ... ... o .. '...��.•••° ..... ........ 4�el;" AIURRA 61.YD � ...'�'�• .�•• 351H ' � ( 1� AV ���, ' ... ';o.: �y�••.,�•• � f . ��'� V �a .� , `o, �e �� � ,•�, y� , •u �: e: . . , + , , ,, � � o .� � . ♦ p' ��o �•y. �J"..M '� g� ': . �i ..''••. ��,.-' e _ v �, i � �v `�• ' � , ,, :�o� � i :� y � � ;�.. Av �v� g 1 � .. v � ... !�Y ' � i,j., � N � �.a•ties iY•�s �•+"'�� e �1 ��•• � �, , !q ............................ Q y "'�N � ■ ' c IliVF � � • AV BLW � � � I � �' � � � � � � � � 1. .� � •� . ; s � � � �� � � � . rn �y�,� . �� � � � ���A�1 � � . �� � � � � . � �o� �p � `�� �� . � � � , �y � � � O �: � -� .�� �� � � y � � � �� � � � � ��. � � �' � -� � .� -� a �� : � o � � N � � � V � � +� ss - ro� � � � ai :� �e r s r� - ri D1�As5oc�tes - , � : � �tiV OF 1'iG,AitD ,�� , Tran�p�����r� � : � �ys�ern� Plan � � , � � � � � �� � � � � ` . ,s ■— -�s�� . � . I� .�; � �0� •�OIGt�IW� �� � `- 217 _° -Q�S4e�tPat�s R . _o___ NORl7i QAKd7A ST e e� y �RF T _� 210 •. �D � ■ -Sct�oe� s �' s ` r o`� �' S `� � ST ■ •C`� 'k Ff�9e:1'he�e ma�be a6sfr!y Nre F�es si on one sdeoPSfieet-see F�iSdi�e �a,� • ���a�ae�. .- : � � ,, w — / �--.'� s •' : � - : . s° i .� � ' : S ' •, a • a A � � � Q 5 Q �n Dtl H B � ■ � � < J ''p w.��''r.._��„ '�� y . .:..,- . .:' ':. _ : ...: � ......�- . . : flgul�B 6-3 .:................. ; : � `�-...T ... .... � � BICYCLE �� :; ':_ ..................... � ACTlON PLAN DK� Assc��►te � � � � Tabie 6-4 Bicycle Project Preorities � ��tl{( Project Fronn To * oAction Plan Pro'�cfs H Ta lor's Fe Road Washin ton Drive Ci Limits H Washin ton Drive Hall Boulevard Ta lor's Fe Road � �-i Hall Boulevard Pfaffle Street Bonita Road H Greenbur Road Hall Boulevard Cascade Avenue � H C>ak Street Hall Boulevard 90'"Avenue H ORE 99W East Ci Limits South Ci Limits �I 72"a Avenue ORE 99W South Ci Limits ' H Hunziker Street Hall Boulevard 72°d Avsnue H U er Boones Fe Rd I-5 Durham Road H Bonita Road 72"d Avenue West of 72"d Avenue � H Bumhann Street Main Street Hall Boulevard H O'Niara Street McDonald Street Hall Boulevard I-� Frewin Street ORE 99W O'Mara Street � H Murdock Street 98�'Avenue 97�'Avenue H �8"'f4venue Murdock Stret � Durham Road H 92"d Avenue Durham Road Cook Park � H Tiedeman Avenue Greenbur Road Walnut Street �I Walnut Street ORE 99W Barcows Road H 1215` Avenue Walnut Street Gaarde Street H Gaarde Street Walnut Street ORE 99W � H Barrows Itoad Scholls Fe Itoad West Scholls Fe Road East Fi Scholls Fe Road Hall Boulevard Barrows Road H Bull Mountain Road 150`�Avenue Beef Bend Road , H Beef Bend Road ORE 99�1V Scholls Fe P.oad Fi Other Ma��er Plan Pro'ects , M 80`�Avenue Ta lor's Fe Road S ruce Stzeet M Oak Street Greenbur Road 90'�Avenue M Oak Street Hall Boulevard 715`Avenue , M 715`Avenue Oak Street Pine Street M Pine Sfreet 71"Avenue 69'�Avenue M 69'�'Avenue Pine S�reet ORE 99W ' M 68�'Av�nue O�E 99W South End of Street M Dartmouth Street ORE 99W 6�"'Avenue M Ham�ton Street 72"d Avenue 68'�Avenue � M Pfaffle Street Hall Boulevard ORE 99W M Haines Street 68`�Avenue East Ci Limits N1 Bonita Road 72nd Avenue East Ci Limits , M Scoffins Street Hall Bouleeard Main Street T/gard Tr�nsportation Sysfam P/an """DRAFT•`* P99161 r Bicycles 6-11 October 13,2000 ' , � D�CS �s��/a�es � � Rank Project Froerd To � � M Sattler Street 100'�Avenue Hall Boulevard IV� Ross Street Hall Boulevard East End of Street � M Hall Boulevard Durham Road South Ci Limits M 108'�Avenue Durham Itoad South End of Street M 150'�l��venue Bull Mountain Road Beef Bend Road � IvI 130"'Av�nue Scholls Fe Road Winterlake Drive M Winterlake Drive 130`�'Avenue 128'�Avenue 11�f 128'�Avenue Winterlake Drive Walnut Street � M North Dakota Street Scholls Fe Road Greenbur Road M S rin Wood�7rive Scholls Fe Road 12151 Avenue M Cascade Avenue Scholls Fe Road Greenbur Road � Ivd Durham Road U er Boones Fe Itoad 72°d Avenue M 79'�Avenue Durham Road Bonita Road M Off-Street Multi-Use Path Powerline corridor in west Ti ard � M Off-Street Multi-Use Path Ad'acent to Tuala�in River M Off-Street Multi-Use Path Ad'acent to Famno Creek *EI=High,M=1�Yedium,L=Law Priority � COIVIPL�6ViE�lT�N(� l..AIVD D��lEL.OPMENT �lCTIONS ' 'T'he'T'ransportation Planning ILule requires that bicycle parlcing facilities be provided as part of new residential developmen�s of four units or xnore,new retail,office and institutionai developments,and all transit transfer statians and park and ride lots.' The City through its Cornmunity I�evelopment � �ode ias ia place requirements for bicycle parking. It is important that,as new development occurs,connections or accessways are provided to link the � development t�the existing bicycle and pedestrian facilities in as direct manner as is reasonable. If a developanent fronts a proposed bikeway or sidewalk(as shown in the Bicycle or Pedestrian 11�Iaster Plans),the developer shadl be responsible fcrr providing the bikeway or waflkway facility as part of any , half street improvement required for project mitigation. � � � ' ' Txansportation Planning Rule,State of Oregon,Department of Land Conservation and Development, Sectian 660-12-045(3)(a). � Tigard Transportatlon System P/an *"*DRAFT"** P99161 Bicycles 5-12 October 13,20Q0 , r l�K ASSC�i�at�� • � S ' ��apt�r 7 � :. �ral i1 S I� �inr oF Ti��� AR�G�OPI � This cha ter summarizes existing and future transit needs in the City of Tigard. The following � P sections outline the criteria to be used to evaluate needs,provides a number Qf strategies for implementing a transit plan and recommends a transit plan for the City of Txgard. The needs,critenia ' and strategies were identi�ed in working with the City's TSP Task Force. This committee provided input regarding the transportation system in Tigard,specifically exploring transit needs.The methodology used to develop the transit plan combined citizen and staff input. � ����� There ar�currently 12 fixed bus routes which provide service within the City of Tigard. 'i'hese bus routes , are summarized in Chapter 3 (Existing Conditions). There are four express routes providing service to Tigard residents(12E,64X,92X and 95X).Existing transit headways on bus routes in Tigard range from � 10-15 minutes an Routes 12 and 92X to about 45 minutes on Route 44 during peak commute pericrds. Ivietro's Draft Regional Transportation Plan (RTP) identifies the following routes on its Public � 'i'ransportation System Map(Figure 7-1)': � OgtE 217 HCT Corridor � • Creenburg/HalUDurham I-i��'Corridor • ORE 99W(East of OR.E 217) HCT Corridor m H[all Boulevard(North of ORE 217) Frequent Bus o Hunziker Street Frequent Bus � • ORE 99W(West of ORE 217) Primary Bus • Scholls Ferry Road(East of Murray) Primary Bus • 121�`/Walnut Street Primary Bus � • 68�'Parkway/Hampton Street Primary Bus • 72"a Avenue(South of Hampton) Primary Bus Based upon these designations,the City of Tigard designates all bus stops on HCT Corridors and , Frequent Bus routes as Major Transit Stops. In addition,all park and ride sites and transit stations are designate;d n.iajor transit stops(Downtown Tigard,Washington Square,park and ride at ORE ' 99W/72"d Avcnue). While Tri-Met bus ridership in Tigard increased by 35'%from 1990 to 1994 and another 15%from � 1994 to 1999(comparing 12 routes),transit ridership represents 6 percent of Tigard PM peak hour trip making. � 4 . � Public Transportation System Map,Metro,Version .0,December 1,1997 � TJgard Transportation System Plan ""'DRAFT"" P99161 Transit 7-1 October 13,2000 ' � � � � � � � '� . � � � � � � � � — � ' ' ` ���,S5�C�1�.S � CBTI(OF i'I�AttD �� r�n. s � Transportation , S�sterns Pian . < � m � ST � ���a �t � � � T ■ � ■ -t��nc���rTr�nMcn � �°�� -FtequeMSus o 217 � . �_ 'P�Y� <N::•_ � ,�� �`:�"IE -Po2eMial Whxe(HCn � 210 �� '� �� ��o s I� '� � % � � cnnRa � rv � � � lAl RD pN 5 A �> � Q < Rp su � �R DURHAM J < I --.... � :I . R��.-..�� ..�.:: � Figure 7-� _.,�,: :.;�< ' �: INETR�PUBLIC , . {�r< ... `.......'�`�� TRANS�ORTATION �� � <�:: T��~� .._._ t`. `��" �� SYSTEM CLASSIFIC�ITION �l✓ , ��' V ' .. . . . , I ' �. ��CS AS��la�'�S s ' Existing Tri-Met service covers each of these routes today. Primary rautes provide the backbone of the � transit system aYld are inter►ded to provide high quality service operating at frequencies of 15 minut�s all day. The HCT service on Hall that diverge;y to Durham should be considered to stay on Hall to thr south when Ha11 is extended in the future. � All of Tri-Met's bus routes are accessible and most are equipped with lifts. Every Tri-Met bus k�as priority seating near the front for seniors and passengers with disabilities. Tri-Met also operatzs a i•IFT program ' for those who are unable to use Tri-1VIet buses ar MAX because of a disability.Onr,of Tigard's greatest transit needs in the future will be improving transit service to the southwest pc�rti��n of the City where much of the new development is occuxring. Tri-Met has identified Durham Road and Barrows Road for ' transit service in the future. Rapidly increasing employment and housing cr��ates a much greater opporiunity to create productive public transit routing in Tigard. CRITERI� I �'igard's TSP Task Force created a set of goals and policies to guide transportation system development in'I'igard. These goals and pol'acies represent the criteria that all transit improvements in Tigard should � be compared against to determine if they conform to the intended vision of the City. A few of these policies pertain specifically ta transit needs: , C;orrl 2 1'olicy 2 77ie City shald coordinate with Tri-Met, and/or any other transit providers serving Tigard, to improve transit service eo Tigard. Fixed route transit wil!use arterial and , collector streets in Tigard. Development adjacent to transit routes will provide direct pedestrian accessibility. Policy 7 Tigarci will pazticipate in vehicle trip reduction strategies developed regionally. , pQIYC}�8 Tigard will support the development of a commuter raiC system as part of the regional � transat network. Goaal�' 1 Policy 1 Design and constt�uct transportation facilities to meet the requirernents of the Americans wiPh Disabilities Act. �T�,���I�� � i Tri-Met is responsible for any changes in routes through their annual transit service plan process. In csrder � for tlxe City to have its txan�it needs assessed,the City can provide input to Tri-Met through this process. , i j Several strategies were developed for the implementation; of future transit facilities in Tigard. These i slrategies were developed to p�rovide the City with priorities in providing guidance to Tri-Met since it is , � ; l�kely that the available funding will be insu£ficient to address all of the projects idenrified in the Transit IWlaster Plan. � , Tigard Transportation System Plan •**DRAFT*** P99169 Traosit 7-3 October 13,2000 , ��. � DI��S As�iate� • � Strategy 1 - "Prov�de Commuter F�ail" � This strategy focuses on providing Commuter Rail through Tigard. This allows greatcr o�t�.ncullvit� tc� the regional transit network ancl to other nearby Cities such as Hillsboro, Tualatin �nd Wilsonvillt;, � Stations in the Tugard area would be located in the Downtown Area and near Washington Squ�rc. }3uynnc0 the current Beaverton/Wilsonville proposal,the significant traffic operational problems in thc OIZC�9W corridor make extended commuter rail service to Sherwood,Plewberg,McMinnvilie,Spirit Mountuin and ' � the coast requires further study. S�rategy 2(Tie) - "Provide Seevice Often (i.e. every 95 minutes) in Peak �on�mute � f'eriods" This strategy focuses on decreasing the ➢�eadways between buses during pealc marninb ttnd cv�ning � commute periods. This increases operating costs for Tri-1VIet and without increased ric�ership(or potcntitil for more ridership),Tri-Met would not upgrade services. In the 1999 service plan,Tri-Mct fdcusecl on more frequent service. ' atrategy 2 (Tie) - "Pr�o�ride Express Re�utes fo Regional�mployrr�ent Center� (1.�. !'7owntown Portland, �/ashington Square)'° ' This strategy is-:imed at providing service directly from Tigard to regional employment ccnters, "1'his might include a few stops in Tigard followed by express service to downtown Portland(one or two stops at park&ride lots along the way)or Beaverton Transit Center,etc. � .Sfr�Regy 2(Ti�) — "Provide Bus Sheft�rs/Improved Us�er Amenities" � 'This strategy focuses on installation of bus shelters and�ther user arr�er_?ti�s along bus routcs in i igarc�. '�'he need for bus shslters at bus stops,as well as other user amenities,should be edaluated in coqjunclinn with any new commercial or residential development adjacent to a transit street. One user amenity thAt ' �ot a faWOrable reaction from the Task Force was "real time"bus schedule inFormation at bus stops, indicating how long it would be before the next bus arrives at a particular stop. Tri-Met's�'lannin�rrnd .P�esign for Transdt Flandboo&should be used as a guide in providing transit amenities. � .�tr�tegy 5('Tie) - "Pror�ide Access to Err�ployment Areas" This strategy focuses on providing access to locations where people work in Tigard. Ennployment areas � in and near Tigard might include Washin�ton Square, Tigard Triangle, ORE 99V1/ and Sequoia Parkway/72"d Avenue. ' St�°�tegy;5 (Ti�) �- "P�ovide More Local Transit Servic�" This strategy focuses on providing more transit service on local routes(typically near where people live), ' x�ther than primanily on arterials and collectors. � �trategy 7— "Provide Acces� to Coerrmercial Areas" ' '17�aId Tlansportatlon System P/an ""`DRAFT*•* P99161 , Transit 7-4 October 13,200� � .. . ' .. � s . . � � � �� C)/'C,S r4�,� I�feS � This strategy focuses on providing access to locations where people choose to do their sho�ping. Commercial areas in Tigard might include Washington Square, the Tigard Triangle, ORE 99W, Main � Street,and the area adjacent to Sequoia Parkway. Strategy�- "P'rovia+e �'ark � Ride Lot:�" This strategy provides park&ride lats at locatioris where concentrated transit demand exists or where it � is desirable for Tri-1VIet to stop. �fra�egy 9- "Provide Aecess t��ctiority� Servic� Centers" � Th:is strategy focuses on providing transit access to destinations such as aommunity centers, hospitals, ' schos�ls,churches,etc. Table 7-1 summarizes the strategies in ternis of ineeting the transportation goals and policies of Tigard. � The strategies are listed in the priority order as determ:ned by the TSP Task Force. Table 7-1 � 'Transit 5trategaes Compar�son� Policies , Strate . 2-2 2-7 2�� 5-1 4 ! • A 1. Provide Commuter Rail ' 2. �'rovide Service Often in Peak Commute Periods � , � ' 1 1 1 1 3. Provide Ex ress I2.outes to R� ional Em lo ent Centers , 1 1 O 1 4. Provide Bus Shelters/User Amenities 5. Provide Access to Em lo ent Areas , � / / ■ 4 1 O 1 ■ 6. Provi�de Iviore Local Transit Service 7. Provide Access to Com�mercial Areas ' � , , ' 8. Provide Paxk�c Ride Lots 9 i O / / 1 / 1 � 9. �'rovide.4ccess to Activity&Service Centers �t Does npt maet criteria O Partially meets criteria a 1 Mostly meets criteria �► Fully meets criteria ■ RECCIMMENDED TRANSIT PLAN ' � Tlgerd Trensportation System P/an ***DR4FT"'* P99161 Transit 7-5 October 13,2000 e 1 � � � �CS As�cr�►tes 1 The strategies that had been developed by the TSP Task Force were then ranked by the committee. Each � committee member was assigraed a certain number of points that he or she could allocate to each of the strategies accnrding to his or hex priorities. The rankinb of these strategies is the same as listed previously. rPotentia!Project�ist � Proposed transit routes/f�cilities are summarized in Table 7-2 and Figure 7-2. 'Transit projects were det�rmined based on strategies listed above and project feasibility. Park and ride lots,pedesYrian districts and potentially new service areas are shown on Figure 7-2. ' Table 7-2 Potential Transit lPro°ects Aank Pro ect I)escri tion � 1 Provide Commuter Rail Station As part of the Beaverton to Wilsonville Commuter Rail in Tigard system provide a park and ride station in downtown Tigard. � Support regional siudy of western extensions of commuter r�il service or com arable o tions . Z Frovide Tratasit.Amenities at Provide shelters,infozmation kiosks,etc key transit routes ' Major Transit Stops in Tigard with land use development. Focus on development of"SMART"bus stops. 3 Improve Pedestrian Conneetions Construct sidewalks,crosswalks,etc. adjacent to transit � to Transit Facilities routes and facilities(i.e.park-and-ride lots,bus stops, ete.).Within'/,mile of bus stops,focus on enhancing � pedestrian access. Enhance Regional Center and Town Center pedestrian access to transit. 4 I3ecre�se Headvvays Provide more frequent transit service during peak � coirunute periods. � Establish Additfonal Transit Provide service along I�urham][2oad and in the western � Ttoutes part�f the City(i.e.Durham Road,Barrows gtoad, Murray/Walnut/Gaarde) � 6 Add a new Transit Center at the Provide a new transit center with the development of the Munray/Scholls Town Center Nlurray/Scholls Town Center. T'he Dawntown Town Center and Washington Square Regional Center are the � existing Transit Center locations. ' � ' Tl�erd TranspoTfatlon System Plan ""DRAFT"*" P99161 Tra�alt 7-6 October 13,2000 r , �`" �' ��� % � ' Bus Lmes Serving ' � _ INashington Square TC #� �il� � f��.: ,,,� � .��_�_��� c�� .., + . , :: ; . F� - �� . h \�. � . • � _ Iy7 ...�`,�:.� , l i I.:w :J:�:� �,�' �:r1 / � ��. I. �. ll1 �� J Fl�: , �`�.T�ti - — � . m`J�{ -, ��3 =�e .�, '� � ' �� .,� � �°� L� E�Ya:I f� _ Fl� '���1 .� FF3 �. '� �i�.� :�: �: ' E�Y�i - � ����� ��� ` ,.. - � _ ; , � � ��` � . . � ���/ ' ���� = � � . F��:� ,;;. - .� - ,..:� .� . � iF � . �: ,� fY�:� , . ..:. . rt� �' r:�. �� , : , c�� � �� �, r� ,�g 1 ;- t r��j TC � �"�_ p� = � `� `i�J/. ,� �. �� l.,�` �`•' ► + \'tI�`� � _.,� ;�.�' � '•��TC: � .<, �` •,•� � � �,3 fl3 m � � ; ��� � .:� v:>i+t;a``��"° �h '�� �j � -��� j ;r}".}+it}'ZY. �o.� .�:t:�k.>.. a. . :. .>. fI� ``�,,.. ��>�: .,.:.> > +. �c ':N�..a('.,-;.......a.' �i���4 •.�.a. :�I� ..��� �a..r�?'.��b�c��v>:y t�� , /�,�l.���.. � 1 ii.T•]. .�, �.�r\�a„'q�'M1�i >r - - `,� . . ' {SJ •,,��,°. ��a"s� � t(�7 . �� X ia a���,y`O ��y���r klf�.�i' '•s +�, lL] i� ' a•��tJ.v.Qa 3.`Q r .2,:;:?;n:,�`:v`:`Q`.� � ' ,. '�' � r�, .. 1�ill. `\%�:tz��`o�`�:�'v.�`"..'Z`�� ,�°.'Y•a�<x' ar rr�.� ,�y„ �� . ���r� t�' _,�,:��.::,..�\:'�,`a�G�:�5.��"' ?�% �''s` '�•, ' vOa\A�„:J.�ci.``J,�`O ��'ti;:0�`G �a � : � . �Q+,pas .�._. .�\a raY,4s yJ �"4:a > �� v . .�� ��. v. ���. :�<:.���.�,�',�;�e..., �,�;a -.,�: n� ���i��vJi�a�`�'�@'`b`�t�'-�?: `� 1��. .. �����>���' �� � ' L�1 �� � �� � � '��� � y,� ,L .� �d' a� � 1'�.. �'•' Yp�s ) �. i► `r,� _ _ � ■�� 't�� � 'CL•! �� � Bus Lines 5erving • � /" ' Tigard TC ;� � iF� :. � : , �/// .. � . �� // �� , fiF� �1 . ,. ; '`� �I� � : E��j:l . � . �}I�•3 � �� } FZ�: : . � ,, :.; tL�FI� •. F1'3 - _ „ : • ., , � � �aCS ASS�I�tes O Ft��con�menaled Land Us�Actions ' The City of Tigard Development Code includes requirements for land use changes to address transit access.Section 18.360.090 prAVides approval criteria related to public transit. � a. Provisions within the plan shall be included for providing for transit if the developrment proposal is adjacent to existing or proposed transit route; � b. The requirements for transit facilities shall be based on: (1) 1'he location of other transit facilities in the area; an� ' (2) The size and type of the proposal. c. The following facilities may be required after City and Tri-Met review: � (1) Bus stop shelters; (2) Turnouts for buses;and (3) Connecting paths to the shelters. , Ths only modification to this code provision i.;to define adjacent as having a bus stap within 500 feet of the property. � , ' ' , ' ' � � �' 17gard Transportatlon System Plan ""*DRAFT*"* P99161 � ; Transit 7-8 October 13,2000 � � � L)K�S �4��OC%ateS 1 �hapter � 1 � �r,��F���� ' �Vl�to r i/e h i c l e� ORE� 1 This chapter summarizes needs for the motor vehicle system for both.existing and future conditions in the City of Tigard. This chapter also outlines the criteria to be used in e�aluateng needs,provides a � number of strategies and recommends plans for�notor vehicles(automobiles,trucks,buses and other vehicles). The needs,criteria and strategies were identified in working with the Cify's Task Force (which consisted primarily of the Tigard Planning Commission). This group exploaed automobile and , truck needs in the City of Tigard and provided input about how they would like to see the traiasporttation system in their city develop. 1'he Motor�/ehicle modal plan i�intended to be cnnsas�ent w+ith other jurisdictional plans including M[etro's Draft Regional Trcrnspareatzan Plcrn (RTP), ' Vslashington�ounty's Transportation Plan and ODC7'T's Oregon Hi�hway Plcan(OHI'). 'I'�e motor v�hic9�element af the'I'SP involves several elements as shown izb�iguz�e 8-1. This chapter is � separated into ttxe followi�ng ten sections: • �rit�r�a o k'unctionat Classificatlon�including summaay of cross sections and iocal street � connectivity) — o Circulation asad Capacity Ne�ds • Safety � • A�cess Management • Maintenance � • Neighborhood Trai�c Nianagement « Parking • Transportation System Managerne�at/Intelligent Transportation Systems � • Tntck Routes �:����R�� ? ' Ti�ard's TSP Task Foz�e created a set of goals and ps�licles to guide transportation sys�em d�velopment � ue Tigard(see Chapter 2). Many of these�;oals and policies perta►n specifically to motor dehicles. These ' goals and polscies represent the criteria that all rnotor vehicle unprovements or changes in Tigard should ' J be measured against to determine if they conform to the intended direc�ion of the City. 1 � Goall Livabilaty � � � Policy 1 Maintain the livability of Tigard through proper location and design of trac►sportation facilities. ` Policy 3Address issues of excessive speeding and thcough tr�c on local residential streets through ' a neighbnrhood tr�c program. The program should address corrective measures for existing problems and assure that development incorporates traffic calming. T°/garol Tr��sportatfon System Nlan *"D1�4FT** P99161 ' t�Aotor V�hieles 8-1 Actober 12,2000 � � _ . _ /. � � � . � y�;i;."��i�, . . , ,. � , ,�,o-i�7J w . ����. ��,,,ry ?��. �1 �.,�� `'. - r � �f� - � _ � v � � �; �., � _ �;,�'!� �� y��(�� �Y! K :;::i!�::;�:%�;y ..t .^`-^:%c:� ��'��`i a�2�" <L�.� �'r` Safety ' '� _ ���.. .:.a,v,� ��>� . '' �. ' �� CircUlation/Capacity�, Mainte�ance _ � : . �: <��: ����� " : -.��.;. ���$��:���; �: - ,,;; . ;� 1lEHlCLE�: � :, � ,: �� .,�-.� , . : . ,.,,,n,a�,``;.tf , ; _ % ... �s `�.� � � .�£; ::' `' �. � _, �� Transportafion Neighborhoo:al Traffic� System ManagQme,nt '-~- ' Management/lTS � � „ _ �� `.� t�� Q �� - � �� ����� � �;: �`"� ;; �'� z'��� .�� - ,.� `Truck Routing ' ° Parking � kccess"Control ' • : . - � � 4 � � ' D�S Associates 1 t�oa12 llaXae�c�d Transportation System � Poticy 1 Uevelop ax�d implement publ�c street standards ttsat reGO�ize the multi-purpose nature of fhe street right-of-way for utility,pedestrian,b9cycle,transit,tivck and auto use. r Podicy 6Loca1 streets shall be designed to encourage a reduction in trip length by providing corinectivity and limiting out-of-direction travel. Provide connec4ieity to activity centers and destinations vvith a � priarity for bicycle and pedestrian connecrions Policy 77figard.will participate in vehicle trip reduction stra4egies developed regionally. Goe�l3 Safety Policy 1 Des�gn of streets should relate to their intended use. � Poliay�5treet maintenance shall be a priority t�improve safe4y in Tigard. Poliay SAccess management standards for arterial and collector streets shall be d�veloped to iunprove safety in � Tigard. PoPrcy 6Establish a City manitoring system that regularly evaluates,prioritizes and mitigates high accident locatic�ns within tt�e City. , Policy 7lm�rove traffic safcty thraugh a comprehensive program of engineering,education and enforcement. �oal�4 .I'ewforntance 161easures � Policy dA minimtam intersection l�vel of serviee standas�d shall be set for the City of'�igard. All public ' facilitics shall be designed to meet this standard. Policy 3Work with Washington County,Ivletro,and ODOT to develop,operate and maintain intelligent transportation systems including coordination of traffic signals. � Goa15 �cee�stbildPy Policy 21�evelop neighborhood and local eonnections to provide adeq,uate circularion in and out of the � neighborhoods. Policy 3\1Jork to develop an efficient arterial grid system 4hat provides access within the City anid serves ' thro�gh City traffic. Ci�aB b Goo�Ps Movement ' Polrcy 1 Design arterial routes,highway ace�ss and adjacent land uses in ways 8hat facilitate the efficient movement of goods and services. ' � TOgard Transport��lon Sysfem�'lan '"'�ft�9�"!'""` P99161 ' Motor Vehicles 8-3 October 12, 2000 � , . � ' �KS �4SSOCi�tes r �'IJNCTIOINAL �LA�SIFICATION , Ytoade�vays have Ywo functions,to provide mobility and to provide access. From a design perspective, thesa functions can be incornpatible since high or continuous speeds aze desirable for mol'�ility,while low ' speeds are naor�desirabl�for land access. Arterials emphasize a high level of mobility for through moverment;local facilities�mphasize the land access function;and collectors offer a balance of both functions(Figur�8-2�. ' Functional classification has connmonly been rnistaken as a determinate for traffic volume,road size, urban desi�n,land use and various other features whiclt collectively are the elements o£a roadway,but � do not represent function. For example,the volume of traffic on a roadway is directly related to tand uses and because�roadway carries a lot or a little traffic dnes not necessarily determine its function. The tra�ic volume,design(including access standards)and size of the roadway are outcomes of function,but do not define function. F�anction can 4�e best defined by connectivity. Without connectivity,neither mobility nor access can be � seawed. I�oadways that provide the greatest reaah of connectivity are the highest level facilities. Artereals can be d�fined by regional level connectivity. These routes go beyond the city limits in providing connecBivity and can be defined inYo two groups:gru�ctpal artenals(typically state routes}and � �rterials. T'he e�cient movernent of persons,�oods and services depends on an interconnected arterial syst�m. � Col�ectors can be defined by citywide or district wide connectivity. These rautes spa�i large azeas of the city but typically do not extend significantly into adjacent jurisdictions. 'The�are important ta city circulation. �'he past textbooks on functional classifacation generally defined all other routes aslocai streets,providing the haghest level of access to adjoining land uses. These routes do not provide thraugh � connection at any signifcaxxt regional,cxty-wide or district level. �ased upon connectivity there is a fourth level of functional classification-meig6borhood ro�ate. In ' many past plans,agencies defined�aninor collector or a neighborhood collector,how�ver,use of the term cc�li�ctor is not appropriate. Collectors provide citywide or lazg�distric4 connectivity and �ircaalation. These is a fulaction betweeaa a collector and a local strect that is unique due to its lev�l of � csznnectivitgr. Loral streets can be cul-de-sacs or short streees that do not connect to anything! OYher routes p�opl�use to get in and around their neighborhoai. 'They have connections within the neighborhooci and betwe�n neighborhoods.These routes have neigh�orhood connectivity,but do not � serve as citywlde streets. They have been the most sensitive routes to through,speeding traffic due to the�r residential frontages. Because they do provide some level of connectivity,they can commonly be used as cut-through routes in lieu of congested or less direct arberial or collector streets that aze not � performnag adequately. Cut-through traffic has the highest prop�nsity to speed,creating negative impacts on these neighborhood routes. �y designating th�se routes,a more systematic citywide program of neighborhood traffic management can be undertaken to protect these sensitive routes. ; � 'Qr in the case of neo-traditional grid systems,txtensivc redundan in facilities results in local status to streots that have �Y greater tha�tt local connectivity. , Tlg�rrl Trarrsportatlon Sy�t�m Plan **DRAFT"" P99161 Motor V�ehicies 8-4 October 12,2000 �_ � _ _ � � ' DK,��i�S�C1�fGS � r � cir,r oF v���� �'rat�spos`tation � �,vs$ee� P1an .. �G 1 � ��,de.� Goa 5tt�e Q�e� � G �° tot� , .� � � Go`�eo m � � � . � � o � � � �� � ° �.s t��� � & �a 01Q� o ss ' �. .� � � � � � p d r". . . (�,a �°►�• � � � � o,� 8��5�0� �� E�P ' a� •�v `ee,�a� �� F � o� � GornpleP � ��cess ` conhol 01h�ough /ncv�osin�propo�tion of th�ough No oca/ l�offic 1ro/fic./ncreosing speed. troHic MOVEMENT FUIVCTION ' Sotnr�ce:unlverslty of CaNfomla, , �i U C@ �-� �undamenfals of Traffk EnglneeNng � war�an�s.Ho►,��u�a��,b �T'i�EET Fl1P1CTION h'.��►TIOIdSHIP Jsmea H.Kell � � � L��CS ,4ssoCiat�s 1 - � In th�past,traffc volum�and the size nf a roadway have been directly linked to functional �lassificatimn. More recently,urban design and land use designations have also been tied to functional classification. i7iscussions of ne�-traditional street grids that eliminate 41ae n�ed for functional ' olassifcation creates ano4her con�mentary on this issue. A11 of these apprnaches to functinn�l classifioation tend to be confusing and ever chagaging,complicatin.g an essential transporEation planning exercise. The planning effort to identify conr►ectivity of rou4�s in Tigard is essential to � preserve and protect future mobility and access,by all modes of travel. In Tigard,it is not possible to have a citywide neo-traditional layout. Past land use decisions,topography and environmental features preclude this2. Without defiraing the varying levels af connectivity now in the TSP,the future , impact of the adopted ConnprehensivE.Plan land uses will result in a degraded ability to move goods and people(existing and future)in Tigard. The outcome would be intolerable delays and much greater costs to address solutions later rath�r than sooner. � By planning an effective functional classification of Tigard streets3,tt►e City can ananage public facilities pragmaticaily and cost effectively. 'I'hese eDassifcations do not mean that because a route is � an arterial it is➢arge and has lots of traffic. Nor do the definitions dictate that a local street shouid only be small with iittle traffic. Tdentification of connectivity does not dictate land use or demand for facilities. The demand for streets is directly related to 4he land use. The highest level connected ' streets have the greatest potential for higher traffic volumes,but do not necessarily have to have hip,h wolumes as an outcome,depend'ang upon land uses in the area. Typicaily,a significant reason for high traffic volumes on surface streets at any poic�t can be relat�d to the level of land use intensity withan a � mile or two. Many arterials with the highest level of connectivity have only 35 to 65 percent"through traffc". Without the connectivity provided by arterials and colleotors,the impact o£traffic intruding into neighborhoods and local streets goes up substantially. � If land use is a primary determinate of traffic volumes on streets,then hov✓is it established? In Oregon,land use planning laws require the designation of land uses in the Comprehensive Plan. , Tigard's Comprehensive Plan land uses have been designated f�r over two decades. These land use designations are very impoa�tant not only to the City for planning purposes,'but to the people that own land in Tigae�d.The adopted land uses in Tigazd have been used in this study,working with 4he T�Ietro � regional forecasts for growth in the region for the next 20 years. A regional effort,coordinated by Metro and local agencies,has been undertaken to alloc�te th�determined overall land iase in the most beaeficial manner for tran.>portation. Without tlais allocation,greater transportation impacts would � occur(wider and more roads than identified in this plan). As discussed in Chapter 10, if the outcome of this TSP is either too many streets or solutions that are viewed to be too expensive,it is possible to reconsider the core assumptions regarding Tigard's livability-its adopted land uses or its service � ' sCandards related to cangestion. The charge of this TSP(as mandated by State law)is to develop a set of a�ulti�-modal teansportation improvemeaits to support th�Comprehensive Pian land uses. Key to this planning task is the functional classification of streets. ' ' Whi(e subdivisions or areas of neo-traditional deeelopment exist and are possible (even slesirable), on the whole, the , concept cannot be genorically applied citywide in lieu of functional classification. 'Tncluding definition of which routes connect through Tigard,within Tigard and which routes serve neighborhoods and the loc�l IeaGl in tho city. ' Tlgarr!Transporfaflon System Plan *"DRAFT'"' P99161 Motor Vehlcles �-6 Octob�r 12,2000 r � • � ��CS �►SSaci�te� 1 Fun�tfonai Classi�cation L���niti�ns � The prnposed functional elassification of streets in Tigard is represented by Figure 8-3. Any street not d�signated as either an arterial,callector or neighborhood route is considered a local street. � Principal Arterials are typic�lly freeways and state highways that provide the highest I�vel of regional aonnectivity. 'd'h�se roui:es connect over the longest distance(many miles long)and are less frequent � �t�an other arterials or collectors. These highways�enerally span several jurisdictions and many times have stntewide importance(as defined in the ODOT Lev�l of Impoa�tance categorization)t In'�igard,I-5 is designated an Interstate Highway and two routes(ORE 217 and ORE 99Vi�are designated Statewide Highways. All three of these routes are part of the National Highway System>V6�Yaile State Higlxv✓ays malce�.�p only 10 percent of Oregon's road mileage,they handle over 60 percent of the daily taaffi�. Arteri�l stXeets serve to interconnect and suppart Yhe principal arterial highway system. These streets � link major commercial,residential,inc3u�sstrial and institutional areas. Arterial streets are typicalfly spaced about one mile apart to assure accessibility and reduce the incidence of traffic using collectors or local � streets for through traffic in�lieu of a w+ell placed arterial street. Access control is t9ie key feature of an arterial route. Axterials axe typically multiple miles in length. Many of these routes connect to cities surtoundimg Tigard and cornmonly provid�access to freeways via interchanges. � Cellector streets provide both access and circulation v✓ithin and between residential and cota�merciaUindustrial areas.Coll�ctors differ from arterials in that they provide more of a citywede � circulation fi2nction,do not require as extensive control of access(compared to arterials)and penetrate residential gieighborhoods,dxstributing Yrips from the neighborhood and loca�l street system. Collectass are greater than O.S to 1.0 miles in length. � leleighborhood rou�es are usually lon�relative to local streets and provide connectivity to collectors or �rterials. Because neighborhood routes have greater connectivity,they generally have mor�traffic than ' local s4reets and are uss�id by residents in the area to get into ax�d out of the neighlborhood,but do not serve citywede/lazge area�ircuiation. They are typically about a quarter to a half mile in total length. Traffic from cul-d�-sacs and ofik��r local s4reets rnay drain onto neighborhood rout�s to gain access to collectors ' or aakerials. BecauSe traffic needs are great�r than a local street,certain measures should be considered to retain the neighborhood character aa�d livability of these routes. Ne�ghborhood tr�ffic management measures are oi�en appropriate(including devices such as speed humps,traff�c c�rcles and other d�vaces� � r�feir 4�later section in this chapter). However,it should not be construed that neighborhaod routes autornatically get sp�:ed humps or any other measures.While these routes have special needs, neighboehaxi traffic management is only one raieans of retaining neighborhood character ac�d vitality. � Local Streets have the sole function of providing access to immediate adjacent land. Service to °`dhrough traffic movement"on local streets is deliberately discouraged by design. ' •1999 Oregon Highway Plan,ODOT,March 1999. � °1999 Oregon Highway Plan,ODOT,Iviarch 1999,page 13. T/garol�'ranspor�tatlon System P/an °*DRAFT*" P99161 ' Motor Vehicies 8-7 October 1�,2000 � � � — � '� � :� � � _ � � � � � � � � —' DI�CSAs�oci�tt�.s . � �"`� � R° C11�Y o��'IGARD �aor TO SCALE °4 � T . � - � . - . � �� 0�,�5� e � AriQRS R?Y R4 . m i�GC� I�pOe LGi6f�f !�� . � . •.��� o.; ell�� ����.�s!11e7 ���i 1 � . � � �! ��^ Q � �� _�� '� $ o �v�. � �,r- . .i �� � T . LE�tj(� m .,..��"�.=y:..w=`" �. _ �-RoadC!a�e - _, e -� . . . > �� '� v � � G� � . �.....�-Mows��� � F.e.�yT� n 0i. . 2Z� ��� e � °j �_` PlanrrQd �R � , P� Road 210� .,r � Q-� ' _. (i�G `:� _-o � -FREEWAY ,�ys - .• � Kn7H sr 4 .��., '� jaa•.°_."'. -PftIMCIPALARTF.RlAL T qr,Q _,�( .-,t-- sr S��' � r ,� , li��.�"� i � f6 ! il f!-/i�lf� �;�s"` g � �� e e e e o s-CQ(�ECT� � ,/ � � � W .� ......._._._I�IC�iBORFI00DR0UTE _ � ;;�' �N� • �c � ~ �^ „� � o ° y ° �p � 99W.�� Q■� s�,4 0 Y� j 5 � ^� � 2 ff'� p9 � `j+ r� ■ (� � � � ¢� � ��! APIS71E70F � � 3 � �► GAARDE._ S , 3�� us � BULL M�U N °��. :� _.e`� ¢ �. N y,yE ,,�T � ;� aONrr, RD n CRp J� „ Q ¢ �i ' J:.y �OI � � ���r � �i.� � p r �'�' �i ¢ =i 5 _ , � � ;�f �r .�.....� sarr� sr , °0 uE sr: " _� � � w � ��R��� .� SUMMER 1ELD �R� �� . m BEN� ���:�s+as-.;.� DURHAM -��,,� �� - - BEEF ��:-f ¢ "e - ��� °� o�.� ? ,o � � � 2 n, � '' � � � ............_...... � � � . �8f...... � � � .. r; �. i t i � '� : ;;t ,. ....''' ` _� ,....: : ' :' 4 � ..:..........?�.�, . . ��- - �� _.....� �w � � igure �.. �.. �.. � �..:, .--�- t�� ;� �� PROPQS�D FUfd�TIONAL : - Gd�6� ..................... �' � �� m CLASSIFICI�TB�N SYSTEM � ' ,�� �4sSOCiate� � � uncta�na/C/ass��cateon Chan,g�s 'I'he proposed functianal classafication differs frora�the�xisting appro�ved functional classification. r 1>I�i�hborhood r�utes were not defined in the existing f�uicfiioraal classifieation. The�roposed functional olassi�cation wa�developed following detailed revAe�of Tigard's,Washington County's and Metro's cazPrer�t fiun�tional classification maps. Table 8-1 surnmarizes the major differences be�ween the proposer!functiomal cIassifcation anc�the existing designations for streets in Tigard. This table also outianes the streets which were previously designated collectors tk►at are now identified as neiglaborhood routes. � Criteria fo� I7�termining �hanges to Functional Cl�s�ificatic�n The cxiteria used to assess functional classification have two components: the extent of connectivity(as � defined above)and the frequency of th�faGility type. Maps can be used to determine aegaonal, city/disU�act and neighborhood corinections. The frequency or need for£acilities of certain classifications � �s not routine or easy ta package into a single criterion. While plarAning textbooks call for arterial spacing of a mile,collector spacing of a quart�r to a half mile,and neighborhood co�nnections at an eighth to a sixteenth of a mile,�this does not form the only basis for defining fiinctional class'sfication. CharAges a�x � land use,environmental issues or bazriers,topogaphic constraints,and demand for facilities Gan change the fr�quency for routes of certain functional cdassifications. VVhile spacing standards can be a guide, they must consider other featrxres and potentiat long term uses in the area(some areas�vould not experience significanit changes in demand,where others wnll). Linkages to regional centers and town cent�rs are another consideration for addressing frequency of routes of a certain functional classification. �oa�ectivity to these�r�as 3s irtir�c�cta�t,whereas luilcages that do not connect any of these centers�o�ald be clas5ified as lower levels in the functional classification. � Taible 8-� �rop�sed Ch�nges t�Existin�Roadw�ay Gl�ssificatioa► � Itoadway Cla�siticahon According to Juris�diction Ita�dway Tigard V6��s6 County Metro �rop��sed'T3P Cireenbur�Ytoad Major Collector Minor ArteriaU Major Arterial Artecial ' Major Collector 72 Avenue Major Collector Study Area Minor Arterial Arterial Durham�iiV.of Hall) Major Collector Study Area Minor Arterial Arterial ' ; Muirray(Scholis Major Collector Froposed�ollector Proposed Callector of Acterial � Ferry to Barrows) Regional Significance ' VVslneat Ivtajor Collector Propased Collector Collector of Regional Arterial (�arrows to Gaarde) Significance � e , Gaarde Street Major Collector Propased Collector/ Collectar of Regional Arterial ' Major Collector Significance j �eef�end Road MajoA�Collector Major Collector Collector of Regional Arterial ' '� '' Significance Barrows Road Arterial Major Collector Not Classified Collector Sequoia Parkway Not Classified Not Classified Not Classified Collector � Uak St(e of Lincoln) Not f�lassified Not Classified Not Classified Collector Oak St(w af Lincol�) Minor Callector Not CTassified Not Classified Not Classified Tlgard Transportatlon System Plan **DRAFT'"' P99161 t Motor Vehicles 8-9 October 12,200U ' ,, ������ e � � � D�� �sso�/ates , T�b9e 8s1�eon�.) Tech Centcr Drive Minor Collector Not Classified Not Classified Idot Classified , 97 /9$'�Avenue Major Collector Major�ollector Not Classified Neighborhood. Rout�s that C.'har�ge frorre Menor Coldector to Neaghborhood Itout� 135 (s/o Gaai°de) Sunrise Lane �1Vatfldns Q,venue Summerfield Drive 133r Avenue Benchview�'errace Csrant Av�nue Sattler Street 130 Avenue F'eachtree Drive P�rk Street Ross Street 128 Avenue Ivlorning�Iill Drive Johnson Street Aldeebrook Drive ' 115 Aeenue Falcon Rise�rive Commercial5treet Pinebronk Street 109 Avenae �Vinter Lake Drive Shady Lane 9� Avenue North Dakota St. Washington Drive � 95 Avenue 3prin�wood Drive Ash Avenue 79 Av�nue Tigard Street O'Mara Street 74 /?2� Avenue Fonner Street Canterbury Lane , Changes,fraon�ollector or Lacal designation to Neighborhood Route(see Figrare 8a4') e� k; u�h a�'�' �eiafxal��gard �'�l;o�t4��aku���4:r;ea�;�Squth estr '��:��c , Washington Drive Sattler Street Shady Lane Worth Dakota Street Horizon Boulevard Cedarcrest Street IPu►ebrnok 3tre�t 95 Avenue Springwood Drive Greekshire Drive 82 t1v�n�ae Alderbrciak Drivc Dakota Street 115 �,venu� Fem Street , I�ocust Sireet 92 Avenue 90 Avenue Tigazd Stxee�t Ascension I�riv� 74 Avenue In�z Street 48 Avenue Tigard I?rive Windsang Court 69 Avenue 93 Avenue Commexcial Street 116 Avenue Northview Drive .a►l�red Street 9 Avenue '�igard Sfreet Ann Staeet Mistletce Drive Ventura Caurt Murdock Street Grant Avenue Katherine Street 135 A.venue Ventura Drive 98 Avenue Johnson Street 125 Avenue Essex Drive , 72 Avenue 100 Avenue Brookside Avenue Kazen Street Benchview Tenrace $0 Aven�e 103 Avenue Watkins�►venue t2 Avenue 132 Avenue Pine 5treet Canterbuiy I.ane Park Slreet 128 Aaenue Gi�eenfield Driae 75 Sheeet Highland Drive 110 Avenue Winter Lake Drive YvYenlor Lane , Spruc�Street Sunnnne�eld Drive I 15 �►venuc 130 Avenue Sunrise Lane 78 Avenue 92 Avenue Fonner Street Brittany Drive I50 Avenue 69 Avenue 108 Avenue 116 Avenue Morning Hill Drive Uplands Drive � �' , Itiveivd+ood Lane Howard Drive Falcon Rise 141"Avenue Fanno Creek Drive Copper Creek Drive Garrett Stre�t 131"Avenue Woadhae Street 79 Avenue Millen Drive Frewing Street Tewkesb�ry Drive � Ross Street River�rrive Ash Avenue Bazrington Terrace Ashford Street Tualatin I)rive O'Mara Street V✓estmanster Drive Edgewood Stireet Feachtree Driv� ' 133 Aeenue The pRoposed changes in funotional classification on Durham Road,Murray Boulevazd,Gaarde Street, 72nd Avenue,Greenburg Road and Beef Bend Road affect�1Vashington County roadways. These � proposed changes havc b�en discussed with County staff and the County is in the process of reviewing these cha��es. ' Tlgard 7'ransportatlon System P'lan **DRAF7'** P99161 Motor Vehicles 8-10 October 12,2000 ' DICSAs.s��iat�s � _ � H�([ � R� ��������� TO�SCALE $ pr } �@�q s � O�SO TAYLORS ¢ERRY k0 �&�d!ie��O�Q`flsf i � , Q �� < , �y��t�rnS P�an a � ¢ -- — � � � - . n J �. . . - . � (�0 � LOCUST °� Z LQQe[1C� � � -� � . � m i c� �OAK T . �-R02dw105LH2 �- `� �......�./UfWYSII1d�IC�CS�iCCIL'C � FER¢� ^ 217 � route yetto be iden4fi�_ PPaesn� � GRF PFAFFLE ST � ProPos¢d Road . � � . � � J 210 Q-O ¢ ¢ P URG �, .:...,.....-NEh;NBORHOf)DROUiE � � o � e G�DyS awmeR ����.`� N��{ sr S {�,,� ST ,� 'Q �nZQ�, J� a S yG � . BP�R�WS � � �� tN���O ��F'� ( � : � m,� sr . � "' . 991N T �',r . � � � o � Q � � `��� � � '�` �p`� `�' f � � 3 MISTLETOE GAARDE' S McDQNALD ST R�� °� ' ¢ o � �OUN �N N suu x BONITA RD � Q ¢ ;RD ¢ � ¢ _ � � � Q T � <......7 sarne sr � � � � uESr: W o�O SUMMER fELD OR FL � m B�p DURHARf qp BEEF �i Q ' U � Q 4 � a � z ^ � ...................... � ' :.RNer....•— � i ., ::'•.: ,-- ': : �' : : :: . ..... , ,. . : � . . . . . . . . : . �.. ......................: : : , m �� FlgUT��--4� ... ... � �,��� PROP�SED ��.. : .; ... :.. ... r�,d� ;.. � ', �... � � �s� �d�IGH��RH�OD Rt�UTES �9 � � � � � — � � t��� A���cA�f�� � -- - � �h�ra�t�ristdcs o�Stree#s for�aclt Furrct6ona/Cla�si�catiorr � T"he de�sign characteristics of streets in'�igard were developed to aneet tJne fuaxction and demand for each facilit}�type. ��c�use the actual design of a roadway can vary frorn segment to segment due to adjacent land uses and demands,th�objectiv�e�vas to define a system that all�ws standardiaation of key ' character�stics to provide consistency,but also to provide criteria fan applicataon tha4 provides some fflexibility,while meeting standards. Figures 8-5 to�-10 depict sample street oross-sec4ions and desi�m criterla�or arterials,collectors,neighlwrhood routes�nd 1oca1 stree4s. Figure 8-5 shows the Existing � T'igard Standard Cross-Sectians,lFigur��-6 and 8�7 shov✓s VVashington Caunty's Staa�dard Crass- �ections(these apply to Washington C�unty owiaed roadways}and Figures 8-8 through�-10 show the proposed Tigard Standard Cross-Sections. I'lanaxing level right-of-way needs can be determined utilizing ' �.hese fgures and Table 8-2 and the lane geomstry outlined later in this chapter. Specifac righ�-of-way ne�ds vvill need to b�caionitored continuously t@irough the development review pracess to reflect current n�ds and condition�(that is tn say that more specific detail may beconne evident in development review � which a�equires improvemen4s other than these outlinerJ in this 20 year general planning assessment of s�e4 needs). ' ' The analysis of�apacity air►d circulation needs for Tagard outlines several roadway cross sections. The mo�cc�manon are 2,3 and 5lanes wide. Where center left turn lanes are identified(3 or S lane seations), 4he zc�tual design of the street may incl�ude sections without center tum lanes(2 or 41ane section�)or � with median treatments,where feasible. The actual ti°eatment will b�deterrnined within the design and public process�or irnptementation of eacla pmject. 'The plan outlines requirements which will be used in establl5hing right-af-wray needs for�the development review process. Th�right-of-�vay(ROV� � requir�men�s for�rterial and collector streefs on the�`Jashin�ton Coean4y system are 50-74 feet for collector streets,90 feet for three-lane arterials and 90-122 feet for four-tasev�n-lane arterial�. ' , ' ''. ' ' For example,designations by Metro,ODOT and Washington County all play a role in the ROW determination. ' ' For sxample,adjaconE to environmontally sensitive or physically constrained areas. ° Washingfon lCounty Uniform Road Improvement�CCSign Standards,Ordinance No. 524,Adopted July 28, 1998, pagesl3-i�. , , Tdga►id Yrensportat�on System Plan °i"'DRAFT"* P99161 Motor Vehicles �-12 October 12,2000 ' r ��c� �������t�� 1 �r�����-z ' Px�p�s�l Stre��Ctwar��teristics ���� '��hicle�ne iVVidth�: 'Truck Route=i2 feet � (m�inimwYa widths} �us Route= 11 feet Axter�at=1z feec �oliector=11 feet ' Neighborhood= 10 feet Loca1=99�0 10 feet TwYa Lane=10 fcek10 Oa-Street Paricia�g: Residential=6 to 8 feet � Comrnercial=7 to 8 feet Bicycle I.anes: N�w Construction=6 feet � (minimum widths) Reconstrucdon=5 to 6 feet Cearb Extensions foc Pedestrians: Coe►sidec on any Pedestrian Master Plan Route � Sidewalks: LoGa1=5 feet" (maninnum width) Neighbnrhaod=5 f�etl` Collector=6 to 8'Z feet , Arterial=6 to 10'=feet La�dscape Strips: E�esidentiaUNeighborhood=Optional Collector/Arterial=Required , Med'eanse 5-I,ane=Required 3-Lane=Optional l�eigi�borhood Trafiic Nianagement: I,oca1=Should not be neaessary ' Neighborhood=Should Consider Collectors=Under Speciad Conditions ' Arkerials=Only under Special Conditions Transit. ArteriaUcollectors=Approprlate � Neighborhood=Only in special circumstances ' Tua�I.��es: When Warranted" Access Control: See later section for Arterials a�rd Collectors e ' a � ' 4 foot lanes would only be used in conjunction wiih on-street parking. , i ; 1O Desitable 12 feet for arterial strects,bus and truck routes. � "S foot with landscape strip,6 foot ag�inst curb. ' � '=Larger sid�awalks than minimums should be considered for areas with significant pedestrian volumes.In commercial areas where pedestriar►flows of ovor 100 palestrians an houe are present oc forecast,specific nnalysis should be conducted to size sidewalks appropriately for safe movemcn� ' �' Tum lane warrants should be nviowed using Highway Research Record, No. 21 t, NCHRP Report No. 279 or other updatccUsuperseding refcrence. Tl�ard TranspoetatJon S�ystem P/an "'"DRAFT"" P99161 ' Motor Veh6cles g-13 October 12, 2000 � ' B � � � �4SS(��o�teS , � L.00a� �fl'�ef a f?esid�r�tial '� , • �� 5�' � 24'-32' �� 5'� �. L R/W 36'-50' ; � ��C'�l �t�'��� Corrrrrr�rcfal � Inalustrial � 2.5� ..1.. 34� � 2.5' � R/W 50r'trnl +lTYml � � d� l�ll6l7d�I'° �O�/@CfAf � :.:: ............. 2.5' 5' 40' S� 2.5' � (� R/W 80'Im) �m) �m � � � �a,o� �oel��tor b Tu�lta�ne cx Median r.. ,..• .. ...... .........:;:: � 1.5' 6' 16' 12' 16' 6' 1.5' r R/W 60'-80' __� � � , Qf't'el°%�l `� Tumlane a tuRedlan :��:.............. :::::: ................. � �' a� , ia� i r �z� i 2� ia� i��� �— R�w aa-9a � (m) - tu�rnurn R�r�wktth F i�u P� 8� I EXISTING 1'VPiCAL STREET CROSS SECTIONS � ' , ' DKS�i�SOClateS �' �► ���F���� � `I't-ar�spor-t�tiur� ' �ysterrr i�lat� ' � ,�r��real �. Majar and 1Vlirsor ' � ��,� r • Tum Lane or Median : ..!,;�,-:. �1.� �.�.... �, 6' 12' 12' 14' 12' 12' � 6' � 5,5'� fi.5'� rnr ��"�'� 3_M/9B' m� m�� � � � v L�aneS � � ��eri�i l�li��� Or�l,�r � � � cer,ter � Tum Lane or M�dlan .Y 1 ii'+'+"+J%.' .3 is,i lr f 14,5' S 5' 6' 12' 14' 12' S' lm�' 6' �� � R��N 90' —� � 3 Lanes � � � �igure 8-6 `m� . ��,�,�„�,r, Wl�►SHIIVGTON COUN1°Y/�RTEitIAL , 1"1�PICAL STRE�T CROSS SE�TlONS ' I �lC��Qssocl�fes � • � � cmr oF n�a�D � Transpoe-tation �y�tem Plar� IVlajor ColAeCfor S c�t�r � _ Tum Lane a Median 1' 6' b' b' 12' 14' 12' b' 5.b, , 6,,� � ( '�� ft/W 74' �m� � �n F°----- � ��n�5 1l�inoe� Co llec�r�r car Nlinimuen T°rans�t t . :...::::::.: ....::::::: .....<... ::.:....... ..............::.::.:::.. ......... . ` (1'��mT+�f--i- j—� 6� ' 5m� : 6m� : , R/W 60' r a �.�11 eS � Corn�er�sal and /n�ustrea� � 9 Conter Tum lane � 1+•5�5' '�—Lx__.�. 14' 12' , 6' � 5.5'1.5' r R/W 64' � � �.�11@5 ', Loca1 �treet (Standar-d) � � � .:...... ..,;,; . :............:.�s;tt� x:a.<...........:: ��; 5` 4' � N� 32' � � 4' , S' ��� � r�lml ImD R/y�038' Im) i^0! r Parking Bot�i Slrl�s � �igure 8-7 �� �m� - �,�„�,r��wknr, VlIASIiINC7°OI�! �OUNTY �- on-�reet�arrdn� T'YPICAls .STREE7' CROS�S° 6iEC7'IONS � � - .�:_ _..��..�. . , � � � ' �K,�ASSOCIatGS � � c�r o��tG�tn 'i°ran�poe°tation � Sys�err� i�lan p� � one stde � :::. :.::::::::: —r�^^"'3 � Access 20 .�:::5...: 2�4� 12'-16' 2-4' � R/W 25' , Grwel R/W 20' Grwel H (No parking) (No parldng) � �b p� � ::: `� `�%:�: �:' " *-AdJaoent fo prtvafe ' . .. .... . ... .,,..�,,,.. . *�1'� 5' � 5' � 24' � �' � 5' �''�k landscape �_ RlW 46' , Gul-de-sac/Lmcal Street � e .. (No parlvng) b e" � � � ^: •i::inSS?. ^iiiiii:: L: •:::::n i? � ................... .................... .. . ,l', 5' , 5' �A� 28' S� ,1� 5', 5' ,� 32' 1� , 5' ,��' �_ R/W 50' r (t/W 54' � On-sfreei Parking Local SQr��tlCuB-de�sac �. .. One Side On-street Paitcling �� �� ff parld�ng on both sldes, blodc lengfh not to exceed 600 feet � �o�s: Griteria l 1. Spece be(waen curb and me�an minimum 19'widi moun(able Vehicle Lane�dths: 9 to 10 tf. cu�b design(fo be coadlna(ed wilh Fre Deparfinent). (minimum wiJ�s) ' 2 Selec6on olplacement o/side►ralk and planferspeafic to On-S�eet Parking 6 to 7 ft. application.Cross sections show two choices/or reference. � 3. Widfh o/wnb ds lncM�ded in sidewalkor planters6ip widNi when Sidewalks: 51i. a�acant(o sEreet (minimum wid�) �4, Sampies show the desira6le epppcations g'nren number of fanes; Landscape Strips: Required minlmum s(ande►ds cen be appred casa by case. N�)��borhood Tra�c Should not be necessary � 5. Ac(ual widH�of s(reet and sidewalk area can be adjusfed within Management (und�f special cor►dl(ions) R/W based on modal prioriGes and ad',pcen(land use. F'igure 8-8 � ALL.EY, C!!L-DE-SAC AND � ° ��tP�'i°'"g LOCAL RESIDEN�'IAL STREET �s •. - Gulde forTialllc Vdume PerDay gp��p�� STREET CROSS SECTIf�(�1S �aoes n�r v9re ca►w,sda,os e���^�as� REQUIRED ROW WIDTH � � L? Associat�s • � � � c�N oF nC�A�D Tra r�s p c�r��►ti�a rr � S,/stem P�an � � �� <::::>:::: .::::::;> :. ,1; 5� 5'T,6��_ 28' � 5' , 5' ,1; �' S' 5' f:� 32' fd9, 5' , 5' ,1; , R/VJ 50' � r RNV 54' � � No Park6ng on One Side �fh Parking on Bofh Sides � o N I � � 1 .:: .::::.::::.:::.::.: :::::::::::.�: :.: :..... .. ...::::::::::::... ..... .. �� 5' b' 6'Blke 12' 12' 8'Blke b' S' �� �_ R/W 60' � �fh Bike Lanes/No Parking � � �'°�: Griteri� 1. Space be(we�n curb and median minimum 99'w1Th moun(able arrb design(to be 000rrfinated wifh Fire Depadment). Vehicle Lane�dths:(minimum wid�s) 10 ft 2 S�lec6oa►ol placemenf of sidewalk end pianfer speaflc to On-SG'eet Parkfng 6 to 81t. � applica(ian.Cross sections show two�oices for reference. Curdr F.mtenslons for Pedestrians: Consider on Pedes�ian Roufes 3. Widfh of curb!s included in sidewalk or planter s6ip widU►svhen Sddewalks;(minimum widfh) 5 R. e�acenf fo sfi�eL �, Samples show tl�e desirable applications given number of lanes; Landscape Strfps: Requir�ed � m�nimum standarr/s can be applied case by case. �yejg�6orhood Tra�c Management: Appropriate when Warranted 5. Actvaf+aidtl�of sPreet and sidewa►k area can be adjusied within R/W�based on modal prioriSes and ad'�acenf land use. 6. Typically 1'!s provided from R/Wline to�dge of cronaefe sudace � (lormalnfenance✓uG7i(ies). 7. These are quidelines for lufure neighborfiood route devefopmenf and does noi requlre changes/conversFon fo e�usting stree(s. ' � Fi gure 8-9 NEIGHBORHOOD ,� SAiVaPLE �TREET CROSS SECT'IONS � � . on-at�et�arwng REQUIRED ROW WIDTH �" � . � ' �I�A�SOCl�t@S • : � cmr oF n�aRD r p '7'ra�nsporta�ion � � � �y'sfierv� P6�n . ' <: :::i::i:•'{:•,:: i:i . :• �. . �� 5' b' b'Bfke, 12' 12' ,b'Blke� b' 5' �; 1-F--'r—i— r —i— 7--r--i—'r� � RIiN 60' 2 l.BA@ 60°R/b6/ � � �� � � � � � :;. .;:.::.::::.:: . .........::::...:. .:.;:.;:.;:.;:.: . �a�•i a�nneab�v . . .............�.: �; 5' , 6' ,6'Bke, 12'-13' , Tum Lana 12'-13' ,6'Etice 6' S' � � —�--�---F--4�; � RIW 74' r 3�'Lane 74'RIdY > e� o' � R � � �( � � 5' ,;::;:::;6'::::j:�b'Bike� 12' 12' �Tur�nLane�C� 12' � 12' ,6'Blke�;«.:b�<.�:•:>:I S� ��� �s' � � 5�Lane 98'�/W a a �o � t� � ta . . i:�<kn8t�:%:>.i �, 8's:x�':>:�'ti�?? .. :::: � 1: 6T,!�`6'�¢'��, 12' 12' 12' �T�rT n tn�na� 12' 12' 12' ,Bfke 6'�::: 6' 6' ,�� � RNV 98' 7�Lane 922'kIW � Vehlcle Lane Widths: TruckRoufe=12 l� (mintmum widths) Bus Route=12(� � 91�.(12�.Preferred) Cal/ector 10-91 ft On S�eet Parking: None(w'r(h few�xisting excepfions) Blcycle d.+wnes: New Gonsbucfion=6 fL (minimum widihs) ReconsUu�tkn=5 to 6�. &ld�walka:(minimum width) 5-13 R. CahaJder Curb Exfenslons a►Ped Routes Landscape SWps: Required MecNans: 5rl Lane=Requlred : 3 Lane=OpBor►al Nel�hborhoorl TmfBc Only Under Spedaf Cortd'dions: Maragem�n� Sslect�dMeas�ures Figure 8-10 *'Abb/p�+lde�wldtl�sebov�6lLmaynquheddidortd�Ro/-way. ARTERI/�L COLLECTOR w�,.�„�,�t.,r,.�,,,,y,,or��,�a,a,.,w�„�r�z,4,,,d S�►P�JIPLE STiaEET CROSS SECTI�N� ew»ao....�.n�.,�aa�.�r�.a,►�►.�.�x�ra��w, � REC!lJIRED ROIIV VUIDTH ,aANy.ndp.ds.edrn n�r. t � � � �KS �sso�i���� 1 - � Wherever arterial or collectors cross each other,planning for additional right-of-way to accommodate t�arn lanes should be considered�vitlal�a 500 fee�of the intersection. �igure 8-11 summarizes the Tigard streets that are anticipated within 4he TSP planning horizon to require right-of-way for more � thain two lanes. Planning ievel right-of-way�eeds can b�determined utilizi��g Figure 8-1 l and the lane geometry outlined later in this chapter. Specific right-of way needs will need to be monitored cnntinuausly through the development revi�w process ta reflect current needs and conditions. This will be necessary since tnore speci�ic detail may become evident in development re�iew which requires improvements other tlnan these outlined in this 20 year general planning assessment of street � n�eds. � T'hese cross sections are provided for guiding discussions that will update the City of Tigard Standard Specifications for Public Works Corrstruction.There is an on-going discussion at the regional leeel � regarding street cross sections. Several of the major streets in Tigard are maintained and operated l�y Washingtc�n County or�DOT. Metro has specified Regional Street Design designa4ions in their draft of the RTP�•.These designations change over the length of the road. The City of'I'igard will need to � coordinate with regional agencies to assure consistency in cross section planning as the�Coun.ty 7['ranspoztation Plan and the Metro Regional Teansportation Plan move�forward. 'The designations are summarized in Table 8-3. The Metro defini4ions fQr their designations are provided in the Appendix. � Talble&3 1Vletro Itegflonal Street Desigu and Motor Vebicle ID�signat6ons � � �, y.�rJ"I�lik' � ��I�.. il I I ���� ��L5�1� �Q � ��. .,. � .,�aa i il . li� :i ., . . . . t �F�y �1�il �4�6t ��@610I1�1 Stt°Cet�eSldn. �� ;i. .� ,:lbiotor:�ehicle'Gpassi�eahan ,� �� i,�O$f1�6'S :Iii c .i I�h.�,n�.#� 1 i�„ ��_�,�.dy�R i �I ,-r �RE 217 Freeway Prancipal Arterial(Freeway) I-5 Freeway Principal Arteriai(Freeway) � O�tE 99W Regional St./Regional Boulevard Major Arterial Saholls Ferry IZoad Regional St./Regional�oulevard Major Arterial t'sreenbur�Road Regional St./Regional Boulevard Major Arterial � Hall Boulevard Regional Boulevard Major Art�erial (5cholls Ferry to Greenburg) Hall�aulevard Conamunity 5t./Community Blvd P�Iinor Arterial � (Greenburg to South City Limits) Durham Road Community Street Minor Arterial 72� Avenue Urban Road Minor Arterial � Upper Boones Fer�y Raad Urban Road Minor Arterial �eef Bend Road(West of City Rural Itoad Itural Arterial Limn�s to Scholls Ferry) � Dartmouth Street Community Street Collector of Regional Significancs GaardeNValnut/Murray Community Street Collector of Regionad Significance MaI�onald 3treet Community Street Collector of Regional Significance � �eef Bend Rc�(East of City Limits) Community Street Collector of Regional Significance NOTE: Refer to Metro's RTP Policy Chapter for background on guidelines for streets, 1997. , "Itofer to Regional Street Dcsign System,Preliminary Draft RTP, MeUo,June 17, 1999. � 1'lgard Transportatlan System Plan "*Df�AFT`* P99161 Motor Vehicies 8-20 �ctober 12,2000 � r = � I DI�G'SAss�ei�ies _ � � �R�'OF�8GAi8� � 4i 3 Tr�r�s�or�a�i�r� > � � Sy�te�as �lan � � _ 7 4( � caxur� 41 sr I.egerld $ �e-?lanes � = r e�r�-4/5 L.anes � -213 Canes 41 s�� Q � .��eNe Row ro�s t�►,�� �o� r 6/8 � � F�fsre � � D @J G ldote:MArteria(/Arfenal,ARerfat�Cotbda 210 o end CdleeloNCotleotwinte+sx�s � 41 k sdwp'rttl�.�"n SOO�n.of�"mte�rsxlion-m �� 3 3 4i 3 3 sr�a � 3 $ 2I3 S S N � h � w 3. 99YV � 3 GAARDE � 'WbU � eONTA �1 . RD R� 4IJ J � Q � s�rr�x sr 5 � 3 Rp su � oR R DURHAM 3 e RD 41 ._... 3 .,.�a��-..... � ;^.�1 '` �j ,--� e Figure�-11 � ...r' , f, � ��..,.,, �..��~ �...: �.... --� FUTURE STREETS WHERE. �., � :' � ROiN IS PLANNED FOR ..,,�............� ' MORE THAN TWO LANES � - - � ti � � � � ��S ASS�C1�fes � Connectivity/Loca/Street Plan � Much of the local street network in Ti�ard is already existieag and,in many cases,fair(y well connected. In other words,multiple access opparlunities sxist for entering or exiting neighborhoods. However, � there;are a number of locatic�ns in'Tigard where,due to the lack of connection points,the majority of nei�tborhood tra�ic is funneled onto one single street. This type of street network results in ou4-of- darectinn travel for anotorists and an imbalance of traf�ic volurn�es that impacts residential frontage. The �, outcome can result in the need for wider roads,traffic signals and turn lanes(�11 of which negatively • iardpact traffic flow and degrade safety). By providing connectivity between neighborhoods,out-of- direction travel and vehicl�nniles traveled(dM'1�can be reduced,accessibility between various modes � can be enhanced and traffic levels can be balanced out between various streets. Several goals and policies established by 4his TSP are intended to accomplish these objectives. � In Tigard,5ame of these local connections can contribute with other street improvements to initigate capacity deficiencies by better dispersing tr�affac. Several roadl�vay connections tvvill be needed within neighbarhood areas to reduce out�£direction tra�✓el for vehicles,pedestrians arid bicyclists.This is most � impott�trt in the sub-areas to the west where a significant amount of new development is possible(i.e. Bull Mountain area). In many areas ofTigard,most ofthe land is built out.Figures 8-12 through$-17 show th�proposed Loca!Street Connectivity Plans for Tigard. In most cases,the connector alignments � are not specifc and are aimed at reducing patential n�ighborhoad teaffic impacts by better balancxng �ffi�c f9ows on neighborhood routes�The arrows shown in the figures represent potential connections ar►d the general direotion for the placement of the connection. In each case,the specific alignments and design vvill be be�ter deternnined upon developme�t review. The criteria used for providing conn�ctions is as follvws�s: � • Every 330 feet,a grid for pedestrians and bicycles • Every 530 f�et,a grid for automobiles Tc�protect existing neighborhoods from potential traffic ittapacts of extending skub end streets,connector raadways should incorporate neighborhood traffic management into their design and construction. Neighborhoocl traf�ic management is described later in this chapt�r. All stub streets should have signs � indicating the poten4ial far future connectivity. The arrows shown on the local connectivity figures indicate priority connections only. Topography, � railroads and environn�.ental conditions limit the Ievel of conn�ctivity in Tigazd. Other stub end strsets in the City's road network may become cul-de-sacs,extended cul-de-sacs or provide local connections. �'edestraan conaiections from the end of any stub end street that results in a cul-de-sac should be � considered mandatory as future developanent occurs. The goal would continue to be improved city coru►�ctivity for a�l modes of transportation. � "Metro Functional Plan Title 6 calls for pedestrian/bicycle connectivity every 330 fect and motor vehicle connectivi eve S30 fat for vacant areas of residential and mixed use zonin ty ry g greater than five acres. � Tlgard Trarasportat�c+n System Plan ""DRAFT** P99161 Motor Vehicles 8-22 October 12,2000 � / �. • . - �, �. ,r � • �_''�'� � �� �. � • • � . ° ,f - • � .��i=1:��� p�e I �. :��� �� ,���r . ,� . i:y•�.,. �� : ;�:���'w.:.r.■ 1 �_����,l�_��i' ' I r.�� IIII�C:�..i � �: � ��� (I�._=� .; 1 ����,:,�5� , ,:,��� .11..�,� :.�'•'• i S � �-�_'��E�� _ :�� ■ . �!;��� � .r�' r""i y,, 1:�1� , ����I�/,'���� 1:i iit r�r'...�� �' J��� ,r�ur�����1��._�� . �♦ • 1^. i�������� � �� ��� �■ . � �� '�, �r�r�, u� � . . - t � ;�► ' ,/1:�`- ` �n��1 � � .. ...-.,��� � ....� . �,► \ ,,�„_ _ � .... i� ::::�A11,�r' . :�qw'r�{/)��, ��. ��r,,!'�`.�i��ti�\''. .��....��I� . r � ,�/ 11lIf .. � ���;�`� ..� �•-„�, �! � � "��► .�_ �►:� ....iwon���'� �� ��� ��iau mau r\\t3."`�c �Illi.�tulllll����-',u�� ,, �_� 'UI ♦���f : / *III111111111��`/►�!��, �1� " ����'6 � '::�1►1h'F1:�� ��li• ��,���_=_If=�r n '� �r.�io�.a �'��� ,�,,.-����� �t/-\/-■��ry�:'� � ■���I/�• ,'�i����1111���� �. - �•�Illt� . � '��_ Ir W 11111���y f � �� I�n ir W���:�� � '�'. � iiv�1 t �/� uu/' � i . r�.,. -�C �= �r' � L�.,..�■w�.�o�.�` � �� . ;,����������������..:,���■... ■ � ;-�����.����-_-=��� .����. :.asa;�.,_�__:. 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