Ordinance No. 16-12 CITY OF TIGARD, OREGON
TIGARD CITY COUNCIL
ORDINANCE NO. 16-L
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.
Page 1 - Ordinance No. 16- /e'Z, 50011-74(.JA 1'_inv/A.0.i iq 0,&'wm -
cr).a \<:AK1612212016
SECTION B. The City of Tigard is authorized to make changes to the comprehensive plan
and land use regulations to allow: (1) light rail to cross wetlands with proper
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 16-h .
SECTION 3: The sections, subsections,paragraphs and clauses of this ordinance are
severable. The invalidity of one section,subsection,paragraph or clause shall
Page 2 - Ordinance No. 16-12. 50014-74048 -1A.Mmiig0,Ai -
cay.dm \(:AK/GJ22/20I6
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.
PASSED: By U rl vo e of all Council members present after being read by number
and title only,this day of 2016.
Carol A. Krager,City Recorctefr
APPROVED: By Tigard City Council this ;2 30*'day of 4 2016.
Joh . Cook, Mayor
Approv d as to form:
City a ttorney
S 0M
v�t�
Page 3 - Ordinance No. 16- T0014.74648 Fi-1Awhmi#q 0,i- -
(,0y.d--\iK/6I22/2016
APPENDIX A
Roadway Capacity Reduction Analysis
June 20, 2016
Appendix A 50014-74648 H,dl 1„rba,;qB-
(xp)don\CAK/6/22/2016
1#G MM
MEMORANDUM ' _ 720SwwashwatonSt
Suite 500
Portland,OR 97MS
503 243 3500
DATE: June 20,2016 E'q L. G www dksaswdates cam
TO: City of Tigard
I xPIRES:
FROM: Peter L.Coffey,PE
SUBJECT: Impacts on Road Capacity of Southwest Corridor Ught 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 Rood Capacity Reduced by o 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
Appen&x A 5(K)14_74648ri„iiaalmi ,go„d,,,,,„,r-Cr).d..\c:nK1r1z21zor6
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 rad 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_2 These previous traffic analyses concluded that key
signalized intersections in the year 2035 will either continue to operate within mobility targets'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 it 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
rad 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.
1 Mobility targets measured through a volume to capacity ratio(v/c ratio).
4 Barbur Concept Plan,City of Portland,April 2013(page 48),Resolution No.37014,adopted by City Council April
24,2013.
Appendix A 50014-74648 Fia111Wh.iiq Ordin—,(:af).d \CAK1612212016
Impacts on Road Capacity of the Southwest Corridor Light Rad Transit Project Options
June 20,2016
Page 3
Motor Vehicle 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 Cnrkal
Intersections
Net Motor Vehicle Capacity Reduction on Existing Roadways
Using the recent traffic analyses for the SW Corridor,5 the Barbur Boulevard corridor was assessed to
identify Critical 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)
`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.°
The 4"Avenue!Caruthers Street,Broad way intersection in downtown Portland is controlled by downstream
congestion at the 6"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(6"/Broadway)is not changed by
this project.Therefore,the 4"'Avenue!Cafuthers Street)&oadway intersection was not considered a Critical
intersection for this analysis.
Appendix A 54)14-74648Fr)mlAnlbai ug 0,di-n.-Copp.dax\CV16/2111016
SW Corridor
Vehicle Lane
Impact Map 1 -South Portland
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Appendix A f/g11-71618 Fina1A,1 mi,,q Ordln—,Qpy.d—\CAK/6/11/1()16
Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options
June 20,2016
Page 5
• Barbur Boulevard and 19`"Avenue/Capitol Hill Road(AM and PM peak)
• Barbur Boulevard and Terwilliger Boulevard(AM and PM peak)
• Barbur Boulevard and Hamilton Street(AM peak)
• 47 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,7 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 SA 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 Capacity 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 lA 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 signahzation of Critical Intersections,as described above,and Ili)
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/Broadway 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 16°vBroadway)is not changed by
this project.Therefore,the 4`°Avon ue/Caruthers StreeVBroadway 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.
Appendix A sain4-74648 fir lAwb, i,,Ro,r,.„<e-Qp)}du \CAK1612212016
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)
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Appendix A 50014-74648 FivadAWhod iq Ordi---Copy.daa\CAK/6/221N 16
Table 18-Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on Existing Roadways(Barbur Boulevard)
(Alignment Option with least Impact on Motor Vehicle Capacity)
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Appendix A 50014-7464817brmlAulhoi eg Ordiam,ie Gfj4d \CAK/6/1212016
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 Alignment 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 11 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 hour10 to 190 vehicles per hours'
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 72nd 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
170 vehicles per hour for both the most and least impactful Alignment Options.
160 vehicles per hour is rounded up from 156 or 1 S9 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 1 B6 vehicles per hour for the Alignment Option with the greatest
impact on Motor Vehicles Capacity.
"http:lIwww.oregonmetro.gov/mobility-corridors-atlas
Appendix A 50011-74648 Fia 1Awh-,X 0,din-a-Copy.d\(AK/6122/2016
''.Aortland— »
If. 2 •
y
r. Terwilliger r `
Crossroads ■. ,
Tigard=
• 1
t � �
T
Aridgeport •
IL =• Village • • • •
Table 2 - Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity
Moor Vehtae Pae►Hour c
Ni�K'�S�yrreni M,d Barty POwd SeprhenC South Seytart
Metro's MobBRv Corridor B2s ihwlanc 5egrrhent. crommed►- OR217/Kruse
1-w0he" I ervA§I r OR217/Knee bridoepon VIRni,
Crossroads
Red Rwte Bamur Blvd-Pacilk Hwv 72nd lt,'a:' 1 tuU' 90o goo
Blue Route- lift.go a 5 6,300 G 100 6.300 7,200
valvar Route- Macadarrs/OR 43-A Avemie-Soong Ferry 1,200 nK 1,400 1,400
Tod Radial Carridor Motor VeMde Capadry, 9,100 9,700 9,500
Total Radlai Net Motor he Total Radv FWtanta�e Reduction
Corridor Motor Vehicle Capwft Ca"Wor Moto, In Tato Radial Ca.War
Vehkle CapacW Redsrcbons Vehkla Capacity' Motor Vylkle Capedy
Alignment Option with Greatest Irnpxl on Moto Vehicle 6,600 106 81411 12%
AI nmenl Option with Loot knoact an Wow Yehtcv 170 8430 2.01E
hole 1:Mawr lrefhhcle Calmer based on Metro`s Transpatatm Maas,+Naswed in whvices Pe'nor to Crw Daemon lunge as mau.1
Metro has defined a series of Moblitty Corridors(hop-//www.wegommptra joy/nhoblatytomdors-oda)far the rmoon
and for the Portland Central City to Thgrd/lualattn corridor(Moblaty Corridor 21 three parallel routes(Including Berbut
Note 2 Boulevard)have been consideree part of the Mobility Co"low The three fortes re show"On F*Wm 2 and Rstad in the
above Table.
Note 3 C&WMV based an Mjhwvy U Man"anaysig d COTaor agmaltrod rmrvcno'%
loth Radiad Corridor Motor Vehicle Capacity for the wgn nt having the iowest total capacity The vellorr MgfsBgMed call
Note 4:stows the lowest segment capacity and home the Total Radial Conlow Motor Vehkte Capacity wtw*Is 3,6W vehicles per
haw.
Note 5:Net Motor Wilde Capacity Reduction va4es obt&vw4 From T abe JA pa,gnt'Net Motow Vehkk Capacity Reduction'
Rvalue and Table 1B 'Nat Motor VeNck Reduction'v a mel
Note 6: out AR�nftrnt Optiln
Note 7: otal Racily Corridor Mata Vehicle Capacity Is the Total Radial Co•rdor Moto Vehicle Capaty w*wA the Net 10,
e Raductkpm
Appendix A 50014-74648 FiaalAwhwi iq 0,&-re-COj.don\C4K16/22/7016
Impacts on Road Capacity of the Southwest Corridor Light Rall Transit Project Options
June 20,2016
Page 11
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 Radial 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 1A and Table 1B)divided by the Total Radial
Corridor Motor Vehicle Copociry(8,600 vehicles per hour).To estimate the range Net Motor Vehicle
Capacity Reduction of the Alignment Options,the largest value from Table IA(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
without 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(3/1000,of 1%) This value will be similar
for any of the Alignment Options.
Appendix A 50014-74C48 Final Au/ho ng 04--
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 0.03%
Note 1:The Total Tigard Suborea Capacity is calculated by using the length and bi-directional capacity of
each link coded in the Metro Transportation Model,ocated 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 Imk is calcuated 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 light 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 Vehicle Capacity and the least impact on Motor Vehicle 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 Copocity 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.
Appendix A f0011-74618 F,m1A,,fY dli+d 04-na-Copy.da \CAK1612212016
Table 4.Person Trip Capacity Impacts
Pwsan Trp Capacity at Nigh CNWIy TlarrR Pw DltetNon
Jew"Me in IT"
e d Light Rel Person Capably TIMOt Penn person Upusty Person Trip GWc"
Trine Traw Pet Par UOM 141 Ceps DW Per Wiliw of Bales PAOtBM of hesoro R dvKfipn I11om per Mout Due to No
pons Nour' Iransd Item HOW Mn1Dred Per NOia' M Bui Ouses)Pet Hour cap"TraroNs
IwY q Opum stat Greatest Impact 201 266 5,320 a 56 672 6.64
Motor Ve 4cle Capacity
to t Optrn u*h least Impact or, :u 266 5.120 12 56 612 6.64
dor Vehw-C6PadY
►writ"Tr Ca ci i It tot Akha,, I ions
Prson Trip Invent in Peron
Net TOW RAdW CapacRV Of Trp CaWlty d Percentage lrwease
C—da Muio, A,wined Vet-x Radial Corridor Akgnrnrht Options m PetsOn Trp
VehWJV CaPautV Lk-P—y Rate Per NOW' Pr Noun C+Wcig10
O Allprnent Option(No Build) SAW l a 12.060 -
All Mrnt eatest Impact
Motor vehode Capacity 9.434 1 a 16,4284.3iD
hgrmrw Litt.W"Least wp.on
or Vehicle Capacity 1 8.430 a 16 450 uo 3
Note I AssUmed headway of 1 mattes per fight rad train Net dlreclon remftq in 2OP41H rW VaNs per hotw pr sMectan for the Ali Option
Note 2 Assumed lwmi—"I trail Vams srfdch ran aaomtsiodau 266 and f
Note 3 The forecasted reduction in the 203S rok~of onetred Bush eb*""by - trarssit a 12 Eustis per hour per direction
Ndt a Ante - e0 fool stardrd bins wlydh can accommodate 56 persons(M ands )
inueaN M iratsit Peron Trip Capecsty Pit How Ove to Nigh Capeaty transit equals Transit Person Capamy Po Hour minus Person Capacity Reducthoh
Notes Thom vu:l Per NOW
Note 6 See Table 2 for oNo ToW Ra"Corridor Moloy WMde CapKW for df1wem AkgMrns Option
Note 7 An~ap Peak Nor aieo occupancy rote for the cors"is 1.6 persons pas vetode which is cnesatr,t with the Meso Trwuponati Model-
Notes
odel.Nae1 ►coon Trp CapatAy Of Radial Carlo Per Noun equals Net TOW Mind Car dor Motor Vehxle Capacity times Assumed VeMde Occupancy Rote plus
Ywease m Person Trp C.apWt per NoW Ove to H4h CAWAv IramA
11--"Poson Trp Capacity d an Alq"mt Option died be cakaiWed as the nWnenc Aflren[e of the Person at Trip Cap—TV of tRadial Corridor with
Hott 9 the AI mews the tenon Trp CAp4Xft Of the Radial Corridor wilhcsA the
Hou 10 The Per mL&p ku0ane io Person Trp Capacity of an Akr~t Option a the fransert eiptap.essed n a pwcwcalcu WlPar ad as(q Ow rcreased Pso
Trip CapKRV of dr shipment OpBon,dMded by IRB the Penn Trip CapKNy of Vhf Rebel Corndor withosR the Alprivem Option,
Appendix A 50014-74648 PiiealAmhon,i g Onixaita-Co/ij.Aon\CAK/6/2212016
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 of 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 right-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 of 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.
Appendix A 50014-74648 Fm,1Aw1mii ag 0,dirmars-Qpp.das\CAK16122/2016
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(Le., 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 Nigh 3
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 '
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 lAb/28a,2Ca,Ka v2,48g/4Ce/48h,48h/SAh/SBh)
Note 3 Nigh estimates are for Alignment Options that have the greatest impact on Useful Unused Public
ROW(Alignment Options Nos.1Af/28a,2Cf/2Ce,3Cb,48g/4AJ SAd/SAh/SBh)
This analysis only identified Useful Unused Public ROW that would be used by an Akgnrrwnt Option;it did not
estimate the total amount of Useful Unused Public ROW in the Radial Corridor or the Tigard Subarea.
Appenchx A 50fd4-74649 h-1Aw&,i#q 0,din--Cbpj.d--\(AK/6/22/2016
Impacts on Road Capacity of the Southwest Corridor Light Rall Transn 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 Capacity 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.
Appendix A 500147648r-,„vin,1hwi;go,ain—(.op).d—\C-1K16122121i1c
SW Corridor
Unused Public ROW
Highest Impact 1-South Portland
Scenario
iAb
�r
d
I .
2ft4 vm+
f
a�
20
&"a.-
3
"a. eS-PCC
2-Old 8nbur
Xb
lxa V2
4•Downtown °
Tigard $
,Ad � _. .
4Aj 40q
411,
4(.e
4Bh
5Aa 6-Tech Center
5Ah to Bridgeport
ser
Highest Impact to Unused Useful ROW
krctudes gnrons:1AMAK 2C42Ca,7Cb,4BOA04.SAMAW%h
N.Nprr nn P.—W for ft"e—W v h ie—Pp ty.24.1.aas
Polantwl Yrpxl m L-.~U.—d P dit RM-5.0 saw
/ (Rstlucaa Yota Veh k Cap."W Unused PW.ROW)
v SBh_ ",PWhc RW"of way(ROW)h$gtftMed n cola aro a mft
(; urwicipwd by 1r nsponwon mated W Mres.Th Grew would Pe
.,� � innrea try owe«m.+re d the rderar5ea I/Ah la eaarpMl pofrareM
J a�Wrrwer+gHrons.
Th*.WWp m op[a ba p,"er)ped vwN 1-0
',� `�✓ facdmcs as eee as ass«used roadway,eicWk and pedesmsn fsestitrn.
Figure 3 — _016n
Appendix A 510/14-74648Pica/ Ird/mfi i�0,di, rn-Qp)J daa\(AK16122/1116
SW Corridor ^_
r0.
Unused Public ROW
Lowest Impact t-south Portland
Scenario
lAb
28a
a. r V. r
.:> 2Cr
} 2Ca
?p
U
3-PCC ' '
7--F" S Ke 2_Old Barbur
4�a r2
4-Downtown
Tigard a #
8d
F 4Ad -
4Aj –
`.� 46a
� ec•
t
..4Bh
7Me0r'" 1 6-Tech Center s
to Bridgeport
5Ah 1;
alit'
Lowest Impact to Unused Useful ROW
hcNldes opbom:TAb2Ba.2Ca.3Ca V2,4Bp'4Ce14Bh.4BWSAM5Bh
..� No wrpacf or Mental to harre wwbr VSWC*capwft-27.0 acres
Potenum Ynp i or Uaefra Unwed Pubbc ROW-1.75
9 (Reduced Moa Vehicle Capacity of UnLmd PMAc c ROW)
5HIf N w P.rbW Rrhls of Way(ROVE)1.0*4 ed n cab.are--cly
.awocufwed by trwnportfAm revved facaawx.These a wand be
u Meed by one or more of NM idefwiaed(1Ab-for eMn&)poWWwA
t skUrww.r oow The abW—i option fool prbd rwapped kwkdea lran d
l { - facdihta as we*w a Meed roadway,bkWbe and pedeahian Ia M—
» /lri Figure 4
Appendix A 50014-74648 Fi-lAn7hoding Ordi a,ce-Ce pdo \CAK/6121/2016