Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
Resolution No. 16-27
CITY OF TIGARD, OREGON TIGARD CITY COUNCIL RESOLUTION NO. 16--22-7 A RESOLUTION OF THE TIGARD CITY COUNCIL SUBMITTING TO THE VOTERS A PROPOSED AUTHORIZING ORDINANCE TO BE CONSIDERED AT THE NOVEMBER 8, 2016 ELECTION, WHICH WOULD AUTHORIZE SITING AND CONSTRUCTION OF A HIGH- CAPACITY CORRIDOR PROJECT IN THE CITY OF TIGARD S q MArlellegy' WHEREAS, the City of Tigard City Charter ("Charter"), Section 53A, requires the City to oppose the construction of a new high-capacity transit corridor within the City boundary unless voter approval is first obtained;and WHEREAS, the Charter, Section 53C, provides that the City may not amend its comprehensive plan or land use regulations to accommodate the siting of a new high-capacity transit corridor project if the project has not first received voter approval at an election on an authorization ordinance;and WHEREAS, after due consideration, the Tigard City Council has decided to forward to the voters a proposed authorization ordinance,to allow the siting and construction of a high-capacity corridor project. NOW,THEREFORE,BE IT RESOLVED by the Tigard City Council that: SECTION 1: An election is hereby called in and for the City of Tigard, Washington County, Oregon, for the purpose of submitting to the legal voters the question of whether or not to enact an ordinance allowing City support for extending MAX light rail service to Tigard,including downtown Tigard. SECTION 2: The measure election hereby called shall be held in the City of Tigard on the 8th day of November, 2016. The election shall be conducted by mail pursuant to ORS 254.465 and 254.470. SECTION 3: The Tigard City Council authorizes the mayor, the city manager (each an "authorized representative's or a designee of the authorized representative to act on behalf of the City of Tigard and to take such further action as is necessary to carry out the intent and purposes herein in compliance with the applicable provisions of law. SECTION 4: Pursuant to ORS 250.285 and ORS 254.095, the Tigard City Council directs the city elections officer to file a Notice of City Measure Election in substantially the form of Exhibit A with the Washington County Elections Office, unless, pursuant to a valid ballot title challenge, the Tigard City Council certifies a different Notice of City Measure Election be filed, such filing shall occur no earlier than the eighth business day after the date on which Exhibit A is filed with the city elections officer and not later than September 8,2016. SECTION 5: The city elections officer is further instructed to publish notice of receipt of the ballot title in a newspaper of general distribution in compliance with ORS 250.275(5). SECTION 6: Pursuant to ORS 251.345, the Tigard City Council directs the city manager to prepare a Measure Explanatory Statement for publication in the county voters' pamphlet; said statement shall be filed with the Washington County Elections Office at the same time the Notice of City Measure Election is filed by the city elections officer. Page 1 -RESOLUTION NO. 16-A2 50014-36799 Final Referral resolution.docx I CAKW2/2016 SECTION 7: The Act, containing the full proposed authorization ordinance, is attached hereto as Exhibit B and included in this resolution by reference. SECTION 8: This resolution is effective immediately upon passage. PASSED: This day of 52016. May City of Tigard ATTEST: City ecorder-City of Tigard Page 2 -RESOLUTION NO. 16- 50014-36799 Final Referral resolution.docx%CAKA12212016 EXHIBIT A Amended ended Notice of Measure Election SEL 802 City250.275,250.285,254.095,rev 1/14:ORS 250.035,250041, l 254.465 Notice Date of Notice Name of City or Cities Date of Election City of Tigard November 8,2016 The following is the final ballot title of the measure to be submitted to the city's voters. Final Ballot Title Notice of receipt of ballot title has been published and the ballot title challenge process has been completed. Caption 10 words which reasonably identifies the subject of the measure Allow City to support extending light rail service to Tigard. Question 20 words which plainly phrases the chief purpose of the measure Shall Tigard enact an ordinance allowing City support for extending MAX light rail service to Tigard, including downtown Tigard? Summary 175 words which concisely and impartially summarizes the measure and its major effect Tigard's Charter requires the City to oppose proposed MAX light rail service to Tigard ("Project")without voter approval. A yes vote approves the authorization ordinance, satisfies Charter allowing City support for Project, including service to downtown Tigard, and land use amendments. A no vote maintains Charter's opposition. City land use regulations would be amended to allow light rail maintenance yards in specified industrial zones and allow light rail to cross wetlands with proper mitigation. No housing density increase is proposed to accommodate the Project. and rP9ren41 -Fund fH The estimated$2.4-2.8 billion Project would only be built if federal grantsAare secured.^Ordinance does not impose or increase any fees or taxes. ' \,�is No traffic lanes or contiguous properties on Pacific Highway in Tigard are impacted. Project includes sidewalk, bicycle, and road improvements in Tigard. The total amount of road capacity on existing roadways along the route is reduced by 0.03%; unused public right-of-way is reduced by 5 acres. See www.tigard-or.gov/swc for authorization ordinance and details on Project. Explanatory Statement 500 words that impartially explains the measure and its effect,if required attach to this form If the county is producing a voters' pamphlet an explanatory statement must be submitted for any measure referred by the city governing body and if required by local ordinance,for any initiative or referendum. Measure Type I County producing voters' pamphlet I Local ordinance requiring submission I Explanatory statement required ®Referral ®Yes ❑No Not applicable ®Yes ❑No ❑Initiative ❑ Yes ❑No ❑ Yes ❑No ❑Yes ❑No ❑Referendum ❑Yes ❑No ❑ Yes ❑No ❑Yes ❑No Authorized City Official Not required to be notarized 4 By signing this document, I hereby state that I am authorized by the city to submit this Notice of Measure Election and I certify that notice of receipt of ballot title has been published and the ballot title challenge process for this measure completed. Name Title Work Phone Signature Date Signed Exhibit A 50014-36799 Final Refanal resolution.docx I CA KA222016 Exhibit B CITY OF TIGARD, OREGON TIGARD CITY COUNCIL ORDINANCE NO. 16- AN AUTHORIZATION ORDINANCE TO ALLOW SUPPORT FOR SITING OF A NEW HIGH-CAPACITY TRANSIT CORRIDOR FOR LIGHT RAIL TRANSIT SERVICE WHICH INCLUDES DOWNTOWN TIGARD, RELATED AMENDMENTS TO THE COMPREHENSIVE PLAN AND LAND USE REGULATIONS,PROVIDING REQUIRED INFORMATION AND OTHER ACTIONS.. WHEREAS, the City of Tigard City Charter, Section 53A. includes a policy that requires the City to oppose the construction of a new high-capacity transit corridor within the City boundary unless voter approval is first obtained;and WHEREAS,an extension of light rail transit service to and within the City of Tigard is being considered and such light rail extension constitutes a new high-capacity transit corridor under Section 53A. of the Tigard City Charter;and WHEREAS,voter approval of an authorization ordinance (under City of Tigard Charter Section 53) allowing the City to support the proposed light rail extension will substantially facilitate the development and construction of the light rail extension;and WHEREAS, the City of Tigard City Charter Section 53C. provides that the City may not amend its comprehensive plan or land use regulations to accommodate a new high-capacity transit corridor project unless the project has first received voter approval of an authorization ordinance; and WHEREAS, changes to City of Tigard land use regulations are required to accommodate the proposed light rail extension to the City of Tigard,including downtown Tigard;and WHEREAS, the Tigard City Council desires to refer the authorization ordinance required under Charter Section 53C. to the voters of the City of Tigard for voter approval on November 8,2016. NOW,THEREFORE,THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: A City of Tigard ordinance is hereby created as provided as follows: NEW HIGH-CAPACITY TRANSIT CORRIDOR AUTHORIZATION ORDINANCE SECTION A. City of Tigard support for a new high-capacity transit corridor in the City of Tigard boundary, including downtown Tigard, is allowed. The City shall send letters notifying the public officials listed in City Charter Section 53D. of this support. SECTION B. The City of Tigard is authorized to make changes to the comprehensive plan and land use regulations to allow: (I) light rail to cross wetlands with proper Page 2 - Ordinance No. 16- 50014-74648 Final Referral resolution.docx�CAK/6/22/2016 mitigation protecting natural areas, habitat, and water quality; and (II) a light rail maintenance facility to be sited in specified industrial zones. SECTION C. The following describes aspects of the new high-capacity transit corridor project,which would extend light rail service to the City of Tigard, including downtown Tigard ("Project") as required by City of Tigard City Charter, Section 53C.: 1. Road Capacity:The total change in road capacity as a result of the new high-capacity transit corridor is described in the attached Appendix A and incorporated herein by reference. 2. Housing Density: Increases in housing density are not required to site or otherwise accommodate a new high-capacity transit corridor. 3. Land Use Regulations and Comprehensive Plan: Changes anticipated to be proposed to land use regulations or the comprehensive plan to accommodate light rail are limited to: (I) allowing light rail to cross wetlands with proper mitigation protecting natural areas, habitat, and water quality; and (II) allowing a light rail maintenance facility to be sited in specified industrial zones. 4. Projected Public Cost: the current projected public cost of the entire Project is $2.4-2.8 billion. No new or increase in City of Tigard fees or taxes is proposed for the light rail project under Tigard City Charter Section 52. SECTION D. The information in this Authorization Ordinance is based on (I) information and data available at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council and (II) the light rail corridor project options sanctioned by the Southwest Corridor Steering Committee at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council. SECTION 2: The City Council of the City of Tigard finds that this Authorization Ordinance satisfies the requirements of Tigard City Charter Section 53 and Ordinance SECTION 3: The sections, subsections,paragraphs and clauses of this ordinance are severable. The invalidity of one section, subsection,paragraph or clause shall not affect the validity of the remaining sections, subsections,paragraphs and clauses. SECTION 4: This ordinance shall be effective upon certification by the County Elections official that it has received voter approval at an election conducted on November 8,2016. Page 3 - Ordinance No. 16- 50014-74648 Final Referral resolution.docxl CAK/6/21/2016 PASSED: By vote of all Council members present after being read by number and title only, this day of ,2016. Carol A. Krager, City Recorder APPROVED: By Tigard City Council this day of _, 2016. John L. Cook, Mayor Approved as to form: City Attorney Date Page 4 - Ordinance No. 16- 50014-74648 Final Referral re s o l u t i o n.Ao cx�CA K/6/22/7016 APPENDIX A Roadway Capacity Reduction Analysis June 20,2016 Appendix A 50014-74648 Final Referral resolution.docx\CAK/6/22/2016 MEMORANDUM ' 120 SW washkqton sc suKe sao ' PotUand,OA 97205 2 5 503 243 3500 DATE: June 20,2016 Fq L. C www dksassociates corn TO: City of Tigard [XPIRES: FROM: Peter L.Coffey,PE SUBJECT: Impacts on Road Capacity of Southwest Corridor Light Rail Transit Project Options The City of Tigard Charter requires the City to oppose any high-capacity transit project,such as the proposed options to extend light rail service to Tigard,unless the voters first approve an authorization ordinance supporting the project.The Charter also creates requirements for what must be included In the authorization ordinance.One requirement is that the ordinance must describe the total amount of road capacity or potential future road capacity that may be reduced by the project options. The Charter requirement does not call for a comprehensive analysis of the impacts and benefits of the light rail options on the road network,it solely focuses on the reduction in road or potential road capacity within the five mile radius around the City of Tigard boundary,A reduction in public right-of- way that is not currently used for a roadway but that could potentially be available for new road or highway lanes in the future must be addressed,whether or not there is any plan for the additional road or highway lanes. Thus the Charter requires road capacity to be measured on a spatial(or area)basis and to consider the capacity of unused rights-of-way on which no roadways are currently planned.To address the unique requirements of the Charter,the City enacted an ordinance that established the"Methodology to Estimate the Total Amount of Road Capacity Reduced by a New High-Capacity Transit Corridor,"which sets in the city's laws a definitive and transparent approach to addressing the Charter requirement regarding road capacity. This report is prepared in accordance with city's required methodology,and uses the terms defined therein.The analysis is based on alignment options,information,and data available at the time the authorization ordinance is referred to the voters by the City Council. The analysis and findings of this analysis do not supplant the need for future traffic analysis that will be done for the Environmental Impact Statement. The report finds that while causing a slight loss of road capacity along the overall transportation corridor between Tigard and Portland,the proposed light rail options cause substantial Increase In the person- trip capacity of the overall transportation corridor between Tigard and Portland.No loss of existing road capacity occurs In Tigard,although light rail options use some unused right-of-way,primarily alongside E1illlUlt B 50014-36799 Final Referral resolution.docACAK16/2212016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 2 of Interstate 5 that potentially could be available for added lanes should additional lanes be planned in the future. None of the light rail options impact Pacific Highway in Tigard. Background Traffic Analysis of Barbur Boulevard Corridor This analysis of the capacity impacts of the Southwest Corridor light rail options on existing roadways focuses on Barbur Boulevard because it is the existing roadway(as opposed to possible future roadways, which are addressed separately later in this report)affected by the proposed light rail options between Tigard and Portland. No lanes on Interstate 5 nor on Pacific Highway in Tigard are impacted by the proposed light rail options,except to the extent that the light rail options may attract more riders and thereby reduce auto traffic on these facilities.' There have been several recent traffic analyses of the Southwest Corridor and Barbur Boulevard in connection with the proposed options to extend light rail to Tigard that evaluated the corridor from downtown Portland to Tigard and Tualatin. ' These previous traffic analyses concluded that key signalized intersections in the year 2035 will either continue to operate within mobility targets s or will not significantly worsen from 2035 No-build conditions with the addition of light rail along Barbur Boulevard. The City of Portland recently adopted the Barbur Concept Plan for the six-mile Barbur Boulevard corridor from Portland's Central City to the Tigard city limit. Key provisions of this plan are to "establish safe and comfortable conditions for active transportation"in the corridor, "complete pedestrian and bicycle connections and access to transit throughout the corridor,"and "prioritize active transportation improvements on Barbur."4 To make Barbur Boulevard more pedestrian-and bicycle-friendly,the traffic signals on Barbur Boulevard will need to devote more"green time"for cross-streets to make n easier for pedestrians and bicyclists to cross Barbur Boulevard. Consequently there will be less"green time"for the north-south motor vehicle traffic on mainline Barbur Boulevard.This change in signal timing along Barbur Boulevard results in decreases in Motor Vehicle Capacity,and is anticipated whether or not light rail is extended to Tigard. 'Along Interstate 5,all existing lanes remain in each direction and along Barbur Boulevard,south of the Naito Parkway confluence,two through lanes remain in each direction. 'SW Corridor Supplemental Refinement Traffic Impact Analysis Executive Summary Traffic Report,DKS Associates, March 16,2016 and Final SW Corridor Traffic Analysis and Operations Memorandum,DKS Associates,July 29,2014. 'Mobility targets measured through a volume to capacity ratio(v/c ratio). `Barbur Concept Plan,City of Portland,April 2013 ipage 48),Resolution No.37014,adopted by City Council April 24,2013. Exhibit B 50014-36799 Foal Referral resolution.docx ICAK16122/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 3 Motor Vehicie Capacity Impacts on Existing Roadways The Vehicle Lane Impact Map, provided as Figure 1,shows the general location of vehicular lanes on Existing Roadways that will be displaced or that will be added for general public traffic by an Alignment Option.As shown,while there are no impacts along Interstate 5 or on Pacific Highway in Tigard,some use of existing lanes occur in locations along Barbur Boulevard in Portland. However,the changes in the configuration of lanes on Barbur Boulevard may not directly translate into a material change in the Motor Vehicle Capacity of Barbur Boulevard,as the operations of the intersections along Barbur Boulevard must also be taken into consideration. The design of intersections(including traffic signals)along arterial roadways and interchanges along freeway segments(where weaving and merging conditions exist)are major considerations in determining the Motor Vehicle Capacity of these facilities.Intersections and interchanges are typically the controlling bottlenecks of traffic flow and the ability of a roadway system to efficiently carry traffic is generally diminished in these areas.The main consequence of a bottleneck is an immediate reduction in capacity of the roadway.For arterial roadways such as Barbur Boulevard,the controlling bottlenecks are signalized intersections,and the most congested of these intersections are referred to as Critical Intersections. Net Motor Vehicle Capacity Reduction on Existing Roadways Using the recent traffic analyses for the SW Corridor,I the Barbur Boulevard corridor was assessed to identify Criticol Intersections associated with the proposed Alignment Options.Since Interstate 5, Pacific Highway in Tigard,and other corridor routes are not impacted by any Alignment Option,there was no need to assess Critical Intersections on those facilities. Intersections on Barbur Boulevard were identified as Critical Intersections if the overall intersection Volume to Capacity Ratio(V/C Ratio)forecasted for the year 2035 was greater than 0.90.The following intersections met this criterion' • Barbur Boulevard and 60�Avenue(AM peak) • Barbur Boulevard and Capitol Highway(AM and PM peak) • Barbur Boulevard and 24"'Avenue/1-5 SB Off-Ramp(AM peak) s SW Condor Supplemental Refinement Traffic Impact Anatos Executiwe Summary Traffic Report,DKS Associates, March 16,2016 and Final SW Corridor Traffic Analysis and Operations Memorandum,DKS Associates,July 29,2014.E The 4'"Avenue/Caruthers StreeVBroadway intersection in downtown Portland is controlled by downstream congestion at the 69'Avenue/Broadway intersection,the on-ramp to 1-405 and other downstream congestion locations.The reconfiguration of this intersection does not impact the Motor Vehicle Capacity of the roadway system in this area of closely spaced traffic signals.The downstream constraint(611vBroadway)is not changed by this project.Therefore,the 4t'Avenue'Caruthers StreeVBroadway intersection was not considered a Critical Intersection for this analysis. Exhibit B 50014-36799 Final Referral resolution.docx ICA K1612212016 SW Corridor 41 , Vehicle Lane F Impact Map 1 -South Portland ' ru a..�a P t C1�a♦,^, �a i Vrnve 2cf `,.,.. i 94 i 3-PCCj''/` TarFry ferry // ZC• 2-Old Barbur 3C6 j3Cav2 4-Downtown ! Tigard 6 Sed 4Ad I.✓ 4a 48 + 1_ i All 4Ce - - end '""" '" 5-Tech Center h� to Bridgeport SA a" ser F b - 9 Legend - i Includes an current Options option Mantesr earatng tla ough lerrla) Option Cawed,one veh cWar"lough lane Option Catverts aorta velauaai tun lane _ Sen option Mda al LRr lane tiny-No vehicle lane ompacts I t{ option Adds i-m vehicWar lanN.)-vehicle lane increase Note:Light Wue Yrs bacale arty Light Rail woua not be �- xd Y a ritedaw but Y iY own Rights of Way 1110" 9 Figure 1 Exhibit B 50014-36799 Final Referral resolution.docx ICAK/612212016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 5 • Barbur Boulevard and 19r Avenue/Capitol Hill Road IAM and PM peak) • Barbur Boulevard and Terwilliger Boulevard(AM and PM peak) • Barbur Boulevard and Hamilton Street(AM peak) • 4"Avenue and Caruthers Street/Broadway(AM peak)e Motor Vehicle Capacity and Volume to Capacity(V/C)Ratios for each of the Critical Intersections were estimated,using the practices described in the Highway Capacity Manual,'for the 2035 No-Build (without an Alignment Option)and the 2035 system with Alignment Options (with light rail transit). During the AM Peak-Hour(future year conditions)traffic volumes are very directional on Barbur Boulevard with northbound volumes approximately two-to-four times greater than southbound traffic volumes and VIC Ratios for the northbound through movements are also significantly higher than for the southbound movements(see Table 1A and Table 1B).Therefore,Motor Vehicle Capacity reductions for the AM Peak Hour were evaluated in the northbound(critical)direction.During the PM peak hour (future year conditions)traffic volumes were relatively balanced in both directions and therefore Motor Vehicle Capacity reductions were evaluated in both directions on Barbur Boulevard. Tables 1A and 1B show the estimated reduction in the Motor Vehicle Capacity of each Critical Intersection along Barbur Boulevard caused by the Alignment Options. Reduced Motor Vehicle Capacity is calculated as the difference of the Motor Vehicle Copocity of the Critical Intersection without the Alignment Option minus the Motor Vehicle Capacity of the Critical Intersection with the Alignment Option.To illustrate the range of potential impacts of the Alignment Options,Table 1A shows results for the Alignment Option having the greatest impact on Motor Vehicle Capacity on Barbur Boulevard and Table 1B shows results for the Alignment Option with the least impact. The Motor Vehicle Capacity impacts of Alignment Options on the Critical Intersections are used to determine the overall Motor Vehicle Capacity impact on the Barbur Boulevard corridor.Alignment Options impact the overall Motor Vehicle Capacity of a roadway in two distinct ways (i)changes in the physical configuration and traffic signalization of Critical Intersections,as described above,and Iii) changes in the volume of on-street buses on Barbur Boulevard.With the introduction of light rail,some buses currently operating on Barbur Boulevard are no longer required because they are replaced by light rail vehicles operating on a dedicated right-of-way.This makes additional Motor Vehicle Capacity °The 4''Avenue/Caruthers Street/Bioadway intersection in downtown Portland is controlled by downstream congestion at the 61 Avenue/Broadway intersection,the on-ramp to 1-405 and other downstream congestion locations.The reconfiguration of this intersection does not impact the Motor Vehicle Capacity of the roadway system in this area of closely spaced traffic signals.The downstream constraint(61h/Broadway)is not changed by this project.Therefore,the 4'"Avon ue%Caruthers Street/Broadway intersection was not considered a Critical Intersection for this analysis '2000 Highway Capacity Manual,Transportation Research Board,Special Report 209,2000,Chapter 16, Washington DC,2000. Exhibit B 50014-36799 Final Referral resolution.docACAK16/22/2016 Table 1A-Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on Existing Roadways(Barbur Boulevard) (Alignment Option with Greatest Impact on Motor Vehicle Capacity) Yrw IVlkrEapmvv V hkk rlraaln r Ilarrr or«tlYn s.rkYor�uncus- rlrEYwwr r.aar. YMMew.r ok. MI rl wrOrdq f.. rr Yserwy�.wr axE.rr. arrYrllal00e I.eeYrvYklinti W/irlearlt "*&Ai• oy/re' 01.Y.' raw'rYaar' ow ' 000. k Com. Crwldgr arae.11.�rCar..11rhe.0 0 k kind C.-W .11 alb•0r.ta7'.h%.W ./i rer' drYnrtlM' Irlrnrir I.lrregbe' aw' nla H— .W&~OW aSW 1 Q31 1 014 0!1 2 nE V 251 a/ 14 bf W MINaYa a w l" IWA CAJ IVY 0.91 Itz am 1 ¢9 197 N lY iEl ll iS9 W OY.b ow a SW 1 ow 1 LD A 1 W I.Ill 1W a7S I.J4 ¢ I" N Ito IID Ja 156 rrr 111 w tam.OW W"WA)a WO 15 O)1 1501 091 O.Y ¢ to N 4 Wa.Wrrra aS1Y 152I 0 1lOa 0.0 0./C a 17 N f/ Wrxrs.owl(iir9»I.1 a lllllili 0aawlp 219/ 0. 24 090 0.11 Ol ' . 11 N Iln W r.Wr ara a COW W Woo IN6 101 ¢aI 0 Ito N is ' W rarr..arr(eery 9rwl a SW 2 alwl 16SY 1 191 waarowabr asWr..aYns..w n u 7a2 Inr ¢u ¢ tIl Y Im ..7YI nr.r MY krr t�Ynr YeYy ar rra aelr.Ye r IJr.r.Ywrr..wrosr•aYr..r Y.n 1l�fa+r.Rrlrnr.e�Yiiww.f�tllk ..rbr..n.w rwr.irYlur aY.wYr lr..11r�ia....br rr.I .�oan M.hw 7rvn.ra..nen IeMY Yr.l in rruwea wa Y.IOf/w 1)h�Y sr roH l r¢ri..lvwlwlw Elare.Y7IIe1rI rYr eatYlwrrrYr U nrn.l.rw wawarr Ilin..Inw.M1 aasY..i.9er asi x wY. rrr.11.Ole.rrr aoY.awwW rw w/rHlwlw.lrr •�1>taVtl/rYrMYYir r 1 r 1�r1YAYilY/IT.r/r lr.a ir.E.re.epe.Y rreYt l l.r.r/u.iArn Ya.VirY.a.rNrOi.r M9ww.w1YW Y.1rrY/ti Ilr YIYr V Wt10yYdA Yrlrrr.Yd11 YI rGr9lMrYiK myr•OnrrPM.yYaV.y.r.YOr�rY Y.r1�WrYr wileskOhN~YYrora.l grr .w,l.a llr Wlr WYbCNIO►'YYtr�r:/70 M.YL Y.pYen Yarenb w..loer4.ar.i.r/l.rar rwnr ryeerrew rW7.e.Yer wk..wrlY alr Yw e.arwrrrrw ryrEy wMer rrwYrYreewNwrrarlsa..aa..rr.wY.. aY.a.rrr.rweww.rrkan.rrq rw.rrr rrrWr..rr.w ar rY Ye.rrrarrmwoarr...wYw r:w.rr. o.rr+r•om.rrrx 'rr.lr'rr5rr rwrwr�wr q�.•,•Md.+.kgr.•rr role f: wrY YY WYWeCewbY rwr.erlYn.rWi blW 4wr.wlsr IIIMWelnrrrYr a..l.r lw^rr Yrr w+r tr.w rw. ¢o.r�' Trrr/M tlYr Vw.r c1Yes.I w vR rrrltlelwr rtar.a9 Eierl Mora ke.Illnr.011.ir.Y.eli a9rlr rr..rrr.�wl.r rarcr.nrb..M111 Y.wrirYbr. r ar.rl aar r..1®Ara11r wk.riarory rYalvr ew aw aei.wr.Y .rrw+wrr.rrrw..rrr�,ro.r.ni.o✓1 mirk.eYwr WlwrrGWrrarr rrerrr/r.selwreepvsrlr yirwr leers: 6e Th.rw.r."Mar MrIrr,acrd.-Moor wer awr reYrr .O.W o s rY.ONear w ref)kr fi+1'�1 rrlk.iY.nr an rirrr wM rrr.r W rrnrnYpr.Yrara rwrwrr.keY .iaa.Yw r.r.a E '- blt B 50014-36799 Final Referral resolution.docx I CAKE/22/2016 Table 1B-Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on Existing Roadways(Barbur Boulevard) (Alignment Option with Least Impact on Motor Vehicle Capacity) rra..wnia. Yr kt%~-wasw tr\YIYw ir..uwr oY.rl.� s.rYrw oY r. YY�MYwYa aws..� s.ea..wa oY.w., anus w..a •rs rrw \r.a.a or.wr rnr lar r.v �aas.Y.Y ayrr��\ r1aN\uan w F wear rar wwrr Iry F wars Is.trw' wort gaYr' oprn' rr\a'rwl! QlrlYn' prw' wrwapur rlsasr�r c+wur c.wYusr aMeruand V/Yrb rarww' ar.IM• rrc\rr' a .h\r.' a^as•ds\Irs• ar.an/' •h rr' r Yrr�rlw' ar.• ..wrm.�' Yr�rrl..' ►�' a.r.r.�' r..Ylrw ..sa\ w Hrb.r Nla/ fiW\SW 1<nwY Wh 11.r 1424 Sib 1111 IWq 1 .&J la• N I>c Ir 1a lsa hr IIwY ai! w arb.�\l.e INry fYwl\SW Ielri'.rr IH7 1 iSN Q Q d ' w\xW�sna swn\SW w.ar.Leat 1\li 13] 7asa Im 1 GZ4 1a I]a IU: rre lYS rar Ira rrr wrYr[yYu�NM�m M farNl Yerrp Ir�r•obol rrnrrrr rnw Yom.U7r'rinrr\rraYri�l Yrrrtr+.. wr�arsr.arr Yrrll rrr�)r r rrrrlMb^r r hml w'IrIMMWtroNYrrwrrllr[\I�r1.00arYlY4YYwt a7\Iar711rr 1w ry\ t4YYa YYYYr rr MY)wer irWn rrarlY awttt\Y�rU Q.rrarr•rs raNrlrr.r.rrr•maela rr a iM\ w W Orwalnr rYr Wt Yr rYr aocrrra.aw rYN aYYtlrrlYlr�r rrr r 1 V carr arrYrrr 7 wwr r..a ArF' rr eaYrWyyrrlsrVrwrrlrrYsrY d tiYw Yir✓rw Yarr Warr Qranh YIY YrrY AYrlrrr4YYrIYr��un rwwYr+wrrrra"aww.rrr�sre�rr,wrYlamrrrr rr�Y\YII/iarsr ararar rr w+r f�rY\Y\YYnr IA rrr 1:arwrrr eyrl�rart/lr�wrrnr rr..rrs..aYrwr r�Ymrwrr Yrr7 rwwr/r rYrw rlrYn/rYerr�lf/�wJ•!•Yb rra.yrssrrr�wr..ws...rrr.rrvw•ti.Yrw.r.... wwrrrrr.r rw.wraw msr.r�.wrr.w r W aYlYw wrrr�rrw aYw rarr,.Y.orYM. O IMIIYYY Ytr*IrrrrYs M M aarrY raor l Ylrw MY..IIIr er mrllr r bw rr Yr.Q:rwr wwr 4anN Mier YEYar Irr\ rrr waan cyaey r rrawaYn Ypu Ir W raMl\r Mu 4w'aar�dlr. Fawba.Y+rraY Mrrr wrnorY.slr YlCWMrr rCrrgdYr rrr a. NW-"Cray YYwW wlr.arrwwr..rr�.aw ybr rr rrU casrsl•w.wrraY. dYr r W i✓1 w flYr'iflYrY sMNar rr arrrl r rrr�a r<n YYYwrYa wYM�IarY+rrw W rYv rr�Yrr rrr.rlmY•r� wrwr r C�Ytl►Yb Y•r rrer a.ar.w rw yi\IrrN uIr rw r mors rrlarraYYaw.iYwrYaryrar rrY w.o.Yur rrarYw.wYrrwr .rww r awa.«.r.+..dy r rasr w Mr xslwr.wr.w rwrrrrrr r rw as.a.r rY.r.sarsr raww�.rYYwrY r torr WYa Wa Exhibit B 50014-36799 Final Referral resol ution.docx 1 CAK16/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 8 available on Barbur Boulevard for auto and truck traffic.The composite effect of these impacts is referred to in this analysis as the Net Motor Vehicle Capacity Reduction. In calculating the Net Motor Vehicle Capacity Reduction caused by an Ahgnment Option,the reduction in the overall corridor capacity of Barbur Boulevard is estimated as the highest Reduced Motor Vehicle Capacity among all of the evaluated Critical Intersections for the Alignment Option. The capacity made available to truck and auto traffic by reducing the volume of on-street buses is estimated by multiplying the reduction in the forecasted 2035 Peak Hour,Peak Direction on-street bus volume caused by the Alignment Option by the bus-auto capacity equivalence factor I bus uses capacity of 2 autos).These factors yield the following estimated Net Motor Vehicle Capacity Reduction on Barbur Boulevard in year 2035: Northbound PM Peak Hour: 170 vehicles per hour° Southbound PM Peak Hour. 160 vehicles per hour° Northbound AM Peak Hour: 100 vehicles per hour"to 190 vehicles per hour" As mentioned earlier,the Alignment Options do not impact motor vehicle capacity on Interstate 5 or Pacific Highway in Tigard. Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity The estimated Net Motor Vehicle Capacity Reduction on Barbur Boulevard can best be understood in the context of the overall transportation corridor serving travel between Tigard and Portland While there are many routes that may be used to travel between Tigard and Portland,this analysis uses the three major routes included in Metro's Mobility Corridor#21'as the overall Portland Central City to Tigard/Tualatin motor vehicle corridor.As shown in Figure 2,Metro's Mobility Corridor#2 includes: • Interstate 5(shown in blue in Figure 2) • SW Barbur Boulevard (99W),then along Pacific Highway and 72"c Avenue(shown in red in Figure 2) • SW Macadam Avenue/OR 43/A Avenue/Boones Ferry Road(shown in yellow in Figure 2) Using the Metro Transportation Model and more detailed estimates for some segments of Barbur Boulevard,the aggregate Motor Vehicle Capacity for each of four segments of each of the three routes F 170 vehicles per hour for both the most and least impactful Alignment Options 160 vehicles per hour is rounded up from 156 or 159 vehicles per hour,and is the same for the Alignment Options with the least and greatest impact on Motor Vehicle Capacity. "100 vehicles per hour for the Alignment Option with the least impact on Motor Vehicle Capacity " 190 vehicles per hour is rounded up from 186 vehicles per hour for the Alignment Option with the greatest impact on Motor Vehicles Capacity. "http://www,oregonmetro.gov/mobility-corridors-atlas Exhibit B 50014-36799 Final Referral resolution.docACAK16/22/2016 S:. IL Portland— lox lox ' . . !. �> Y Terwilliger t; v •, Crossroads. •. , Tigard . 4., W ; � � �u� r ttr•� - . -,s ti i 't ti IT ,Bridgeport • 2_ '• Village • • Table 2 -Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity Motor Vehbde Neale 44.11 b:bsw North Sgmarn: :,antes[: bird Segment South Sepnent Metro's Magni C40 WIN 627 PurtlaM- I ervd Crossroads OR227/krute Terwilliger �raastbi drs 0R2111Wse ubridgepon Wage Red Route barbur blvd-PacHk"wry•72nd f6W 1,7001 900 900 out Route .edentate 5 6,100 6" 6.300 7,200 Yellow Route- Matadani/OR 411•A Avenue-bones Ferry 1.200 700 1 100 1,600 TOW tbadtd Corridor Motor VvWde Capacity RAW &760 SAM, 1 9,500 YOU Radia' Net Motor Net Total Rodin PaPoarwge Reduction Corridor Motor Vehicle Capacity Corridor Moto M TOM Radial Corridor Vehicle Capackys Raductions Vehicle Capadtyr Meter Vehicle CapadtY Alignment Option with Greatest Mnpact on Motor Vehkk RAW I" MA16 ::k AI' sorest with t Motor Vehk3e ! 70 b t-0% Nate 1:MaRb VshK1e CRDWWv based en Metro's Trwdocr abon Model nraswd in veMOes per hour in Unca Dhraahon linen as nm I Metra has dell od a sones of MobiRv ConWms(http://www.oregannwtro4ov/ntobUtyinrr%iws-odat)for tlw region Nobe 2:and for tel the Portland CanCity to Tgard/TuaiNln corridor(Mobkitv Corridor 21 three perallef routes(Inchrdehg borbur boulavio d)have been considered part of the Mabbtty Corridor.The throe routes are shown in figure 2 and us"in the above labia. Note 3: hated on 0111ftway Capeatil Manaal s of corridor load htrraaenorw Total Rada Corridor Motor VeNde Capacky for the sporont having the lowest total capaory The Vheaow hiollgheed cell Note A:shown the lowest segment agacfty and hunts the Total Radial Corridor Motor Vehicle Capacity w l adh h 6,600 ve hides per hhov. Note 5;Not Motor Vehicle Capacitv Reduchoh veum oatasied from Table U(terbest'Net Motor Vehicle Capacity Reducbon' and Table is ILVEM-Net Motor Vehicle Capacity Reductlon'value- Note 6:WW%%t AbpvnwR Option Notr 7;Net Total Rada;Corridor Mater Vehide Capacity Is the Total Radial Corridor Motor Vehl]e Capacity mYwn the Net Motes Vahide " Reduction Exhibit B 50014-36799 Final Referral resolution.docxICAKA 122/2016 Impacts on Road Capacity of the Southwest Corridor Light Rall Transit Project Options June 20,2016 Page i l comprising Metro Mobility Corridor#2 was estimated(see Table 2) The aggregate Motor Vehicle Capacity of each segment was estimated by summing the Motor Vehicle Capacity of the three routes in each segment(see Table 2).The controlling Total Radio)Corridor Motor Vehicle Capacity is estimated as the capacity of the segment with the lowest aggregate Motor Vehicle Capacity,which in this case is the Tigard Segment between Crossroads(Capitol Highway)and OR 217 with an aggregate Motor Vehicle Capacity of 8,600 vehicles per hour per direction. The Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity is the Net Motor Vehicle Capacity Reduction of an Alignment Option(from Table lA and Table 1B)divided by the Total Rodio) Corridor Motor Vehicle Capacity(8,600 vehicles per hour).To estimate the range Net Motor Vehicle Capacity Reduction of the Alignment Options,the largest value from Table 1A(190 vehicles per hour- rounded)and the largest value from Table 1B(170 vehicles per hour)were used- As shown in Table 2,the combination of the changes in traffic signalization(which are planned with our wrthout light rail)and the lane displacements and additional changes in traffic signalization caused by the Alignment Options reduce the motor vehicle capacity on the main facilities serving Tigard-Portland traffic by about a two percent(2%)(the high and low estimates round to about same percent). Percentage Reduction in Tigard Subarea Motor Vehicle Capacity Section 53 of the City of Tigard Charter focuses on an area that extends five miles from the boundary of the City of Tigard.To consider Motor Vehicle Capacity impacts in this context,a Tigard Subarea was created as an area with a boundary that is five miles in all directions from the boundary of the City of Tigard. While the capacity of each(non-local)roadway link in the Tigard Subarea is available from the Metro Transportation Model,a methodology is required to determine the composite capacity within the Tigard Subarea.The Total Tigard Subarea Vehicle Capacity was estimated as the aggregate sum of the weighted capacity of each link coded in the Metro Transportation Model within the subarea.The weight for a link was calculated as the length of the link.The length and bi-directional capacity of each link was derived from the Metro Transportation Model.The length-weighted capacity of the Tigard Subarea was calculated for the No Build scenario(without any Alignment Option)and a scenario with an Alignment Option and the Percentage Reduction in Tigard Subarea Motor Vehicle Capacity was estimated as the percentage difference in these scenarios. As shown in Table 3,the Alignment Options are estimated to decrease the length-weighted Motor Vehicle Capacity of the Tigard Subarea by about 0.03 percent(3/1001,of 1%).This value will be similar for any of the Alignment Options. E XI11Ult 13 50014-36799 Final Referral resolution.docxlCAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 12 Table 3 - Percentage Reduction in Tigard Subarea Motor Vehicle Capacity Total Tigard Subarea Percentage Reduction in Tigard (length-Weighted)Capacity' Subarea Motor Vehicle Capacity No Alignment Option (No Build) 1,600,864 Not Applicable Alignment Option 1,600,399 0.0390 Note 1:The Total Tigard Subarea Copoory is calculated by using the length and bi-daectional capacity of each link coded in the Metro Transportation Model located within five miles of the City of Tigard.The Total Tigard Subarea Capacity is calculated as the aggregate sum of the weighted capacity of each link within the subarea,where the weight for a link is calculated as the length of the link Person Trip Capacity Impacts The Motor Vehicle Capacity measures evaluated above describe only part of the overall transportation capacity impact of the proposed fight rail options to Tigard and Tualatin.While Motor Vehicle Capacity is slightly impacted in limited locations on Barbur Boulevard,these impacts are mitigated by the added Person Trip Capacity from introducing light rail Into the corndor.The impacts on travel(whether by motor vehicle or transit)can be measured as Person Trip Capacity,which estimates the maximum number of persons that can pass through a Critical Intersection in the Critical Direction in motor vehicles or on transit. The Person Trip Capacity of the Radial Corridor was determined for Alignment Options with the greatest impact on Motor Vehick Copocity and the least impact on Motor Vehick Capacity, as well as for a scenario without an Alignment Option(No-Build).Table 4 shows the steps utilized to determine the Percentage Increase in Person Trip Capacity.The Increased Person Trip Capacity on transit resulting from the introduction of the light rail options was determined by multiplying the estimated maximum number of light rail trains that can be operated in the Peak Hour by the person capacity of a light rail train,and then subtracting the person capacity of the on-street buses that were removed from Barbur Boulevard due to light rail.The Person Trip Capacity in motor vehicles was estimated by multiplying the Net Total Radial Corridor Motor Vehicle Capacity from Table 2 by an assumed vehicle occupancy rate of 1.4.The Increased Person Trip Capacity of the Radial Corridor is the sum in the Radial Corridor of the increased person trip capacity on transit and the decreased person trip capacity in motor vehicles. The Percentage Increase in Person Trip Capacity is estimated to be 36 to 37 percent for all Alignment Options(the high and low estimate round to about the same percentage).Thus,while the introduction of light rail reduces the Motor Vehicle Capacity of the Radial Corridor by about 2%,it increases the Person Trip Capacity of the Radial Corridor by about 36 to 37 percent. Exhibit B 50014-36799 Final Referral resolution docxlCAK/6/22/2016 Table 4-Person Trip Capacity Impacts tenon Trp Capac"y d High Capacrry Trem"Per Dlnctlaii kNx*mo in Tr" t of u1M Red Person Capwry Trr.to Person ►enan C.pwty tenon Trip Capec/y Trar"Trym pa Per Usint RM CapAcdy Per Nunper of Buser Nunbr of Panora Bad,—Ifrom Per"our Out to NO Abgm.er,t Opuans hour' Tram"Train tides Removed Per Lour' Per Rus' Runes)Pel Hour Cepacm TrrWl' ipwnenf Option wRh Greatest trrpect 20 Motor Vdede C&PMAV 266 5.320 li 56 612 1,61! Krwnent Oistion.rRn L.49 brpatt en 20 266 S.32o u x 6n 4A411otor vehicle Capacity P~I Ce f boo n OptW., Person Trp uhcrease in Peron NM I,A,na0,.1 CAPacRYa, Trp Capaceyof Pacerupenotase Cmrrdur Motu. A—wd Vex* KadW Cwfidor MC--r!Options M Paton Trip VeAKk Capacity OUsrpancy Rate' Per Hour' Peh H— Capacity" No Algrnent Option(No wild) 6,600 1 a 12,040 . AUW~tOF4ioo wain Geieesf ct e,411 Mar WWII Caw" 14 16,42a 4.3fie Mn>.nm vetecle 2,130 1/ 16150 1110 3 21 Nae 1 Anumed headtway of 3 menutes per W red trhn per M 20 lot W tr&ft per how per drrattlm Aor AJrwn@M Option Note 2 Auumd tyro-comes ISM red trrm welch u acsomnodne 266 tons seiU rd s Noce 3 The foraasted reduction in the 2035 volume of on-"reel buw etenwated W-apicIlty trarW a 12 bmn per hour per drection Nae 1 uied 40 ssaMrd bus wlod+un rmmnodMe S6 prams(>! ands I lncr*s 1n Tranut Person Trip CapbMV Per Hour D w to tho Capacity Trarail equals Tranut►erten Capacity Per"our nw A person CapKKV Rlducua Nae 5 (from Rut")per Hae Nae 6 Seel"2 For''lel Total Ibd W Cantor Motor V*Nde CaoKW for dlfMeat Alpnrnt Option. Nae l An rrtrap peak Hour cute oaupwxV rata for des corridor a 1.1 wilont per woods which is cordbtaie with the Macro Transportation Model Nae 6 Pawn Trip Capacity of Radial Condor pec Hou wp*NO Taal Be"Cofrs/or Moir VeMcle CpadtV Men Af"rned VeNde Mwpwwv Hate pluh kwease In Person trip Capacity Per Hou Ow t0 fth Capadty Transit fncrtated►awn Trip CapdcRt o1 an AlW wA Option tiro be calculated as the wine'''.dtlerena of ft Pawn trip CspwW of the Rad W Comdor vnt Nae 9 the Ailigninere Option Reins the Person Trip CapacYy of the Reba)Corridor wthow Me Aftntnerd Option Note 101 The PauntW In rum M Mson Trp Capacly of an Aiprrtanl Option a des fraction.erpres»d n s ewrmea6e.a"laled w III V*inut"ed Petwn Trp Cpedty of the Mipmenl Option,dloided M(n the Paton Trp Capanq of the Rabat Carred«without the Aisnn ent Operon. Exhibit B 50014-36799 Final Referral resol ution.docx I CAK16/2212016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 14 Reduced Motor Vehicle Capacity of Unused Public ROW Section 53 of the City of Tigard Charter includes a requirement to describe the reduction in road capacity caused by the displacement(by the light rail options)of"public rights-of-way that could otherwise provide additional road capacity at a future date."These are not lanes or roads that currently exist and, in the affected parts of the Southwest Corridor,there are not any planned lanes or roads to serve as a basis for estimating such impacts. As a practical matter,there are many constraints to adding Motor Vehicle Capacity to either Interstate 5 or Barbur Boulevard.The most significant constraint may be a lack of nght-of-way in the necessary (bottleneck)locations.Adding a travel lane along Interstate 5 will require widening the roadway for an additional travel lane or lanes and widening the shoulders on both sides of the roadway to bring them up to ODOT/US DOT standards. It also likely requires reconstruction of all interchanges, reconstruction of many bridges and overpasses which connect surface streets over 1-5,substantial new walls and most likely an adjustment to the roadway alignment to straighten out some of the curved sections to provide adequate sight distance meeting current standards.In addition to the reconstruction challenges,this will require ODOT to obtain additional right-of-way that they do not currently own. Along Barbur Boulevard, expanding capacity from today's conditions requires not only additional travel lanes at bottleneck locations,but the addition of standard-width sidewalks,bicycle facilities,ADA treatments,water quality facilities,and other improvements to bring the roadway up to applicable standards. Reduced Motor Vehicle Capacity of Unused Public ROW To address this Charter requirement,the Reduced Motor Vehicle Capacity of the Unused Public ROW was estimated for the Alignment Options with the greatest and least impact on Unused Public ROW that 'could otherwise provide additional motor vehicle capacity at a future date.' This does not include all public right-of-way in the corridor currently not being used for a transportation facility(Unused Public ROW),as much of the Unused Public ROW is too small to accommodate a new lane or road and/or is located where a new lane or road cannot efficiently function.The Reduced Motor Vehicle Capacity of the Unused Public ROW only considers Unused Public ROW that 'could otherwise provide additional motor vehicle capacity at a future date,"which is referred to as Useful Unused Public ROW in this analysis. For each applicable Alignment Option,Useful Unused Public ROW was identified as follows • The roadway design standards or criteria (including cross-section specifications) applicable to expanding the number of lanes on the roadway was identified, cross-sections include the width of all bicycle facilities, sidewalks, shoulders, medians, or other features needed to comply with the design standard or criteria. • Based on the cross-section required to comply with applicable design standards or criteria, the width (i.e., distance from the centerline of the roadway) of Unused Public ROW needed to added one or more lanes was determined. Exhibit B 50014-36799 Final Referral resolution.docx ICAK/6/2212016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 15 • Useful Unused Public ROW was identified as the area of Unused Public ROW displaced by an Alignment Option 13 where : The width of the Unused Public ROW is sufficient to accommodate one or more additional lanes in compliance with applicable design standards and criteria,and : If the roadway to be expanded is a freeway or throughway (i.e., 1-5),the location of the Unused Public ROW either (1)extends along the roadway for a distance of at least one- half of one mile or(II)addresses a system bottleneck;or : If the roadway to be expanded is an arterial (i.e., Barbur Boulevard), the location of the Unused Public ROW addresses a system bottleneck. The location of Useful Unused Public ROW and Unused Public ROW impacted by the Alignment Options was identified, based on the criteria described above Figure 3 shows the Unused Public ROW for the highest impact scenario while Figure 4 shows the Unused Public ROW for the lowest impact scenario. Table 5 shows the Reduced Motor Vehicle Capacity of Unused Public ROW,which is measured by the area(in acres)of Useful Unused Public ROW displaced by the Alignment Option. Table 5 - Reduced Motor Vehicle Capacity of Unused Public ROW' (Measured in Acres) Low 2 High ' Unused Public ROW underlying Alignment Option' 28.3 33.9 Reduced Motor Vehicle Capacity of Unused Public ROW due to 1.3 5.0 Alignment Option 3 Unused Public ROW Impacted by Alignment Option that does not 27.0 28.9 Reduce the Potential Future Motor Vehicle Capacity of the ROW Note 1 Unused Public Right-of-Way(ROWJ is right-of-way underlying an Alignment Option that is currently in public ownership and is not improved for general public use as a transportation facility Useful Unused Public ROW is Unused Public ROW potentially available for future Motor Vehicle Capacity. Note 2 Low estimates are for Alignment Options that have the least impact on Useful Unused Public ROW(Alignment Options Nos IAb/28s,2Ca,3Ca v2,48g/4Ce/4Bh,4Bh/SAh/S8h) Note 3 High estimates are for Alignment Options that have the greatest impact on Useful Unused Public ROW(Alignment Options Nos.IAf/28s,2Cf/2Ce,3Cb,48g/4AI SAd/51lkh/511h) "This analysis only identified Useful Unused Public ROW that would be used by an Ahgnmenr Option;it did not estimate the total amount of Useful Unused Public ROW in the Radial Corridor of the Tigard Subarea. Exhibit It B 50014-36799 Final Referral resolution.docxlCAK16/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rad Transit Project Options June 20,2016 Page 16 Note 4 The amount of Unused Public ROW that is impacted by an Alignment Option,whether or not the amount of potential future Motor Vehicle Copocity on such ROW is impacted Note 5 Reduced Motor Vehicle Capacity of Unused Public ROW estimates the amount that potential future road capacity is reduced,measured in acre,by constructing an Alignment Option on Unused Public ROW. Thus,the Alignment Options are estimated to displace 1.3-5.0 acres of public ROW could potentially provide additional motor vehicle capacity at a future date.Keep in mind that this estimate does not consider all of the practical limitations of providing additional lanes. Exhibit It B 50014-36799 Final Referral resolution.docxlCAK/6/22/2016 SW Corridor Unused Public ROW Highest Impact 1 •South Portland Scenario IA1 1Ab �a 2©a t 7 ?Ba r act ' ao,.aa� 3-PCC ••"•," zta 2-Old Barbar s Imo. 4•Downtown ' Y Tigard R ied 480 ii 4Ca 48h SAd bW SAh Highest Impact to Unused Useful ROW tl ivies oMma:1AMe,2CVKe,Xb,49004Af.SAMAN58h 7! M.ev."on W-11.have rnolor voM k caPrM 26.9 acer r I Potie ial M*4d w IHNW Un—d PWic ROW-5.0 ww (Reduced Mea Veti ck CaPxny of UMebbd POW ROW) r' \ Nae:Pubic RMM%a Way(ROW) i. .W bre cur—My 1 \ --Pd by b—ponaban rehbM fte,11141M 7Mbb bfabe Mw/d be udued byone a mae a the Me*rkd(1Ab tae 44"taWroW 'l F a W—i,bpb— Th!MV—M opi-I—pnl bbopb/YbdbM baneb - fac.1—ae wed N—tiled—&—y.bicycle 41ii1d psdbblibn/bcfibes. Figure 3 01' Exhibit B 513o1:i_;>>9y F,„a� aere�ia, resolution.docx ICAM12212016 SW Corridor Unused Public ROW J Lowest Impact 1 -South Portland ; Scenario IAf � Lte IAb } t n§ta lr.r. b� YYwet 4% 2CG 3-PCC xo 2-Old Barbur !' Ka v2 4-Downtown Tigard �!._ -- 489i 4M) V 5-Toch Center to Bridgeport 56, Lowest Impact to Unused Useful ROW Yl kMwopaats:V b2ft ML xa v2.4BW4C&48h.4PASAN56h ll No of ow on o.1wtsti sot kart wmm write caoauy.27.o ane, Arg Pt."ew+u on uaeTr Unu.dwere pow-sas 't (R�d+-d M.C.vehicb C.apwft of used Heat F10" 4 SBh Nae:Pubk RPMs o/W y 010M in eolor are cure.rly U—"W"by bansportM"re4bd ladmd.These areas woNd be wk'd by one or more a the rdervisal JIM-tor a:apple)Poeerr W ? sapnsnr oWro The al V-m oot tom prid napped i kdwe raon m tra f ' I 6cn wea as assocWM roadway.bicycle and pedeanan racuNms. It t iFigure 4 �Olo-Oc.,E. Exhibit B 5001-!-^6799 Finan Referral resolution.docx I CAK/6/22/2016