08/19/1993 - Packet CITY OF TIGARD
OREGON
99W TASK FORCE AGENDA
THURSDAY, AUGUST 19, 1993
7:00 P.M.
TIGARD CITY HALL - TOWN HALL
13125 SW HALL BLVD.
TIGARD, OREGON 97223
1. Call to Order/Introductions
2. Roll Call: Reilly ❑ Deuth ❑ Gervais ❑ Clark ❑
Cook ❑ Moore ❑ Holland ❑
Edwards ❑ Schweitz ❑ Hawley ❑
Alternates: Carver ❑ Hopkins ❑
3. Visitors' Comments
4. Approve 4/15/93 Meeting Minutes Action Item
5. 99W STUDY - (Scope of Work Attached) Action Item
6. Discussion of Management Team
7. Discussion of Citizen Participation
8. Other
9. Adjourn
99W TASK FORCE MINUTES
Thursday, April 15, 1993
1. Meeting was called to order at 7:05 PM.
2. ROLL CALL
Present:
Clark, Cook, Carver, Deuth, Edwards, Hawley, Holland, Hopkins,
Moore, Reilly and Schweitz
Also Present:
City Staff: Community Development Director, Ed Murphy,
Senior Planner, Carol Landsman
Ernest R. Munch, Kimley-Horn & Associates
Steve Russ, Russ Chevrolet
Gordon Martin
3. MUNCH PRESENTATION
Ernest Munch discussed the proposal to ODOT and series of considerations
regarding traffic impacts with and without new east/west road in vicinity of SR217. Mr.
Munch handed out a packet to each member of the Task Force (see attached exhibit).
ODOT did not approve the recommendations. General discussion ensued regarding this
topic. Several of the Task Force members agreed that more people need to become
involved with this project --the more voices the better -- such as Tri-Met, Metro and the
public in general. It was stated that a good way to make the general public aware of the
dilemma of the 99W expansion is via "Letters to the Editor."
It was suggested that a representative from ODOT be invited to a 99W Task Force
meeting so that not only can the Task Force clearly explain its position to ODOT on the
99W expansion but they can also hear ODOT's side.
4. CONTINUATION OF THE 99W TASK FORCE
All members agreed that the Task Force should continue and each member wants
to stay involved with the 99W project.
5. 99W STUDY
Carol Landsman discussed the proposed 99W Study Scope of Work. This
transportation systems study would identify ways such as access management, lane
stripping and accessibility improvements, to improve efficiency on existing pavement.
Landsman explained that staff suggested to ODOT a joint study in which city would pay
Page 1 - 99W TASK FORCE MINUTES - April 15, 1993
20°x, ODOT 80%, but ODOT staff declined to participate in study. Task force decided to
recommend that the city council requested ODOT support and fund the project.
A motion was made by Clark and passed unanimously by the Task Force
recommending that the City Council request that ODOT Region 1 finance 80%of the
Transportation Systems Management (TSM) and the City of Tigard finance 20%
the total amount not to exceed $75,000.
ADJOURNMENT: 8:50 PM
Ic\TF4-15.MIN
Page 2 - 99W TASK FORCE MINUTES - April 15, 1993
CITY OF TIGARD
OREGON
- TO: 99W Task Force Members
FROM: Carol-A. Landsman G v"
DATE: August 11, 1993
RE: 99W Study Scope of Work
Attached is the proposed 99W study scope of work that the City of Tigard and
ODOT staff have been working on. 1 would like you to recommend this project
and proposed funding to the City Council. ODOT proposes to contribute$20,000
and we would contribute $18DW -20,000. While this project is trimmer than our
original proposal, I thunk it covers the important issues.
The study would be managed by a team consisting of 2 representatives from
ODOT,2 from the 99W Task Force, Randy Wooley and a Metro representative,if
available. This committee would make decisions by consensus. This management
teen would be responsible for any additional fine tuning of the scope,selection
of a consultant and oversight of the actual study.
I hope the 99W Task Force as a whole would continue the task of citizen
involvement and hold public information and input meetings as the project
progresses.
8-19-99w.mtg
August 11.1993
13125 SW Hall Blvd., Tigard, OR 97223 (503) 639-4171 TDD (503) 684-2772
. . . . . . . . . . . . . . . . . . . . . . . .Noor'. . . . . . . . . . DRAFT . . . . . . . . :` . . . . . . . . . . . . . . . . . . . . . . . .
99W TSM IMPROVEMENTS SCOPE OF WORK
Purpose:
To Identify problem areas and points of conflicts on 99W and determine a package of actions and
projects to improve mobility and safety while not unnecessarily undermining economic
development. These projects will be relatively low cost and use existing capacity more efficiently.
Study Area:
99W in Tigard.
Background:
99W is a principal arterial connecting Portland and communities to the Southwest; it moves large
amounts of commuter and recreational traffic. It is a State-owned Access Oregon Highway which
must conform to certain state standards. It is also a major commercial district with many types of
busy activities that attract trips, conflicting turns and congestion.
Improvements on 99W have implications for the region. The regional transportation plan identified
the need for improvements to 99W in Tigard. ODOT has conducted studies of this corridor. The
results of the western bypass study will affect traffic on 99W as will the proposed Barbur LRT study,
the Metro's 2040 effort, the RTP update. Whatever the results of these studies, mobility and safety
need to be improved on 99W. This study will identify low cost interim improvements that will not
preclude, as much as can be determined, mode assignments, functional classification and
associated multi modal improvements these other studies may recommend in this corridor.
Study:
This study will review existing conditions and identify points of conflict, accident locations, and
unsatisfactory service levels. It will explore a range of low cost actions and projects to improve
mobility, safety and access on 99W and determine and discuss their costs and benefits. It will
involve and inform the business community and general public and build a consensus for a series
of road improvements and regulatory mechanisms.
Options Considered in Study:
• Access management techniques such as consolidating driveways, closing off non essential
driveways and streets, adding frontage roads and medians; identification of missing links in
local street systems to avoid reliance in state highway for direct access to abutting land uses.
This option includes assigning an access management category and designing regulatory
mechanisms for implementation by City in coordination with ODOT road approach system.
• Transportation systems management improvements such as modifications to signal system
or lane striping patterns and adding turn lanes.
• Improved signs to reduce driver confusion and last second lane switching.
Any proposed improvements should either meet ODOT standards or an exception should be justified.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Proposed Scope of Work:
The following tasks are those for which the consultant will be responsible. The City,working with the
project management team,will establish a policy and technical oversight mechanism,and design
and implement a public participation and information program. The project management team
will review the consultant's report and make recommendations to the appropriate policy boards.
The City will provide the consultant existing data and reports (see attached list),a map of driveway
and sign locations, and GIS generated base maps.
• Develop study methodology.
• Gather and analyze existing studies and applicable policy statements; create databases
and maps.
• Identify trouble areas and deficiencies.
• Inventory existing conditions, emphasizing trouble areas, including, but not limited to the
width and condition of travel lanes, bicycle lanes, sidewalks, signals, signs and other traffic
control devices, accident history, traffic volumes and delay times; adjacent existing and
planned land uses; location, width and spacing of existing driveways.
• Identify range of possible improvements including design, management and regulatory
approaches.
• Determine and discuss total social impacts of each improvement,quantifying where possible
or giving magnitude and direction of each. Determine who benefits or bears cost. Evaluate
improvements on other criteria including compatibility with future improvements determined
in consultation with management team.
• Attend and make presentations at 3-4 public meetings/hearings.
• Develop a package of recommended improvements and implementation techniques.
• Provide a final report including evaluated improvements,recommendations and appropriate
graphics.
Project Management:
The 99W TSM study will be managed jointly by the City of Tigard and ODOT. The City of Tigard will
administer the project and provide staff support. Tigard and ODOT will establish a project
management team consisting of two representatives from the Tigard 99W Task Force, two
representatives from ODOT, one from Tigard City Staff, and one from Metro based on availability.
This policy oversight committee will meet regularly with and direct the consultant and the study.
The management team will make decisions by consensus.
PII/99Wscope.Mst
August 10, 1993
CHRONOLOGY OF EVENTS
AUGUST 11, 1992 City Council adopts Task Force recommendations.
Smith's/Spieker presents traffic and policy
analysis.
OCTOBER 16, 1992 Meeting with Don Adams of ODOT.
Smith's/Spieker agrees to do two drawings:
1. Frontage road with interim improvements
2. Frontage road with long term improvements
and
A year 2015 traffic analysis of an arterial parralell
to 99W.
FEBRUARY 16, 1993 Meeting with Bruce Warner, Don Adams'
replacement at ODOT
March 25, 1993 Letter from Bruce Warner
SUMMARY OF CONCLUSIONS
TRAFFIC ENGINEERING WORK PERFORMED FOR
SPIEKER PARTNERS AND SMITH'S HOME FURNISHINGS
This is a summary of reports by BDI now Kimley-Horn dated May 5, 1992;
July 15, 1992; July 31, 1992; August 11, 1992, and; February 3, 1993.
1. The intersection of 99W and Hall Blvd is the most critical in terms of
traffic capacity both today and in the design year 2015.
2. With today's traffic volume, the proposed interim improvements will not
work at an acceptable level of service, during the PM peak hour, without
the construction of the frontage road. In fact, congestion would get worse
in the PM peak with the interim improvements alone. AM traffic
congestion would improve in either case.
AM PM
Existing: 44.9 E 40.4 E
ODOT improvements only: 36.4 D * 43.5 E
With ODOT improvements and frontage road: 30.1 D 39.4 D
* If U-turns are allowed at the Hall/99W intersection in order to access
Garden Place, the level of service will likely drop further due to the
increased time it takes to make a U-turn as compared to a left turn.
3. In order to make the Hall/99W intersection work at level of service D,
during the PM peak hour, in the year 2015**, both the frontage road and
a road parallel to 99W would have to be constructed. Another east to
north bound left turn lane at the Hall/99W intersection, may also be
required.
AM PM
With long term improvements and frontage road: 32.8 D 81.6 F
With long term improvements and frontage road
and a road parallel to 99W: 30.8 D 50.1 E
** This analysis assumes that the "Western By-pass" is constructed from I-5 to
99W;Hwy 217 is widened to 6 lanes; I-5 is improved from Tigard to I-205;Hall
Boulevard and Scholls Ferry Road are improved. The base data, supplied by
ODOT also assumed the Dartmouth extension over Hwy-217. Accordingly,the
analysis may understate the level of service improvements on Hwy 99W with the
construction of a parallel roadway.
ERNEST R.MUNCH ARCHITECT &URBAN PLANNER,i I I S.W.OAK STREET, SUITE 300,PORTLAND,OREGON
4. Construction of the frontage road will not significantly degrade
southbound access to Hwy 217.
With today's traffic volume the intersection of 99W with the Southbound
access to Hwy 217 will stay at level of service C.
AM PM
Existing: 17.7 C 15.5 C
ODOT improvements only: 14.0 B 17.7 C
With frontage road only: N/A 18.1 C
With ODOT improvements and frontage road: 18.3 C 20.4 C
In 2015 traffic, the intersection of 99W with the Southbound access to
99W will operate in the C/D range.
AM PM
With ODOT improvements and frontage road: 21.2 C 25.3 CJD
With ODOT improvements, frontage road and
a road parallel to 99W: 23.7 C 25.1 C/D
Sight and stopping distances along the frontage road are sufficient under
today's conditions, and if ODOT widens 99W in the future.
5. Before closing Garden Place at 99W, the intersection Garden Place and
Hall Boulevard must be signalized and improved.
Notes on "Levels of Service":
Average Delay per
Vehicle (in seconds) Level of Service
Less than 5.0 A
5.1 - 15.0 B
15.1 - 25.0 C
25.1 - 40.0 D
40.1 - 60.0 E
Above 60.0 F
Level of service D is usually considered a minimum acceptable condition in urban
areas.
ERNEST R.MUNCH ARCHITECT &URBAN PLANNER,111 S.W.OAK STREET, SUITE 300,PORTLAND,OREGON
Kimley-Horn and Associates, Inc.
ENGINEERING,PLANNING,AND ENVIRONMENTAL CONSULTANTS
319 Southwest Washington,Suite 905,Portland,Oregon 95204 503-227-1666 Fax 503-227-4630
February 3, 1993
Mr . Ernest R. Munch
111 S.W. Oak Street
Suite 300
Portland , Oregon 97 204
Subject : Analysis of Traffic Impacts Associated with New East-
West Road in Vicinity of SR 217 in Tigard
Dear Ernie :
Per your request , I have conducted a traffic operations analysis
of the long-term impact of building a new east-west road south of
and parallel to Highway 99W in the vicinity of SR 217 in the City
of Tigard . My analysis is based on the year 2015 travel demand
projections provided by ODOT, which were prepared for the July
1988 "Tigard Triangle Area Traffic Circulation Analysis" . I have
analyzed conditions both with and without the proposed east-west
road ( identified in the ODOT report as the Dartmouth Street
extension) .
My analysis is focused on Highway 99W and includes the intersec-
tions with Hall Boulevard , the southbound SR 217 ramps , and the
northbound SR 217 ramps . My analysis also includes the proposed
interim and ultimate improvements recommended by ODOT for this
section of Highway 99W.
The results of my analysis are discussed on the following pages
and a brief summary of level of service impacts is presented in
Table 1 . Major conclusions of this analysis are as follows :
1 . The addition of the new east-west road could result in the
diversion of a significant level of through traffic from
Highway 99W to the new facility ( in the order of 15 to 25
percent of the year 2015 projections depending upon loca-
tion) .
2. With the interim improvements proposed by ODOT for the
intersection of Highway 99W with Hall Boulevard , the average
delay experienced by motorists at the intersections in the
study area is expected to drop if the new east-west street
is constructed . However , given the significant increase in
2015 projected traffic over existing conditions , it is not
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B u i l d i n g c 1 1 e n t r e I a t i o n s h i p s s i n c e 1 9 6 7
Mr . Ernest R. Munch
February 3 , 1993
Page two
anticipated that acceptable levels of service could be
maintained at either the intersection of Highway 99W with
Hall Boulevard or with the southbound SR 217 ramps .
3 . With the proposed interim improvements , the intersection of
Highway 99W and the northbound SR 217 ramps is not expected
to be significantly affected by the new east-west road
during the AM peak hour and to improve from level of service
(LOS) "D"/" E" to a very good LOS "D" during the PM peak
hour .
4. With the ultimate improvements proposed by ODOT for Highway
99W in the study area , the addition of the new east-west
road is expected to significantly improve level of service
at the intersection of Highway 99W with Hall Boulevard
during the PM peak hour . If the proposed improvements were
modified to include a dual eastbound left turn lane to
offset the proposed dual westbound left turn lane acceptable
level of service could be achieved with the addition of the
east-west road . It is not anticipated that acceptable
traffic operations could be maintained during the PM peak
hour without the diversion of through traffic resulting from
construction of the east-west road .
5 . No significant changes in levels of service are anticipated
with the ultimate improvements and the new east-west road at
the intersections of Highway 99W with the north- and south-
bound SR 217 ramps . While the new east-west road would be
effective in reducing through traffic volumes on Highway 99W
in the study area , the impact of additional turning move-
ments to/from the ramp intersections/frontage roads would
generally offset any improvement in level of service .
6 . It should be noted the year 2015 traffic volume projections
analyzed in this letter were developed on the basis of an
east-west roadway improvement option which is somewhat
different from that which you have proposed for considera-
tion . The ODOT option does not include frontage roads nor
does the Dartmouth Street extension actually parallel High-
way 99W and provide the same degree of access to the Tigard
central business district and points east of the Tigard
Triangle which your option would provide . Accordingly, the
traffic volume projections for the new road as presented in
this report may understate the level of service improvements
which might actually be experienced with construction of
your proposal .
` %Woo,
Mr . Ernest R. Munch
February 3, 1993
Page three
TRAFFIC IMPACTS OF ACCESS ALTERNATIVES
Introduction
As previously indicated , analysis of the three Highway 99W inter-
sections in the study area was based on year 2015 traffic volume
projections developed by ODOT for the " Tigard Triangle Area
Traffic Circulation Analysis" dated July, 1988. These projec-
tions were developed from the regional population and employment
assumptions for the area and assume that the RTP transportation
network would be in place . In particular , the projections assume
completion of the Western Bypass between Interstate 5 and Highway
99W, 6-laning SR 217, improving I-5 between the south Tigard
interchange and I-205, 6-laning Highway 99W from I-5 to Greenburg
Road , reconstruction of the I-5/SR 217 interchange , widening
Scholls Ferry Road and improving Hall Boulevard .
The ODOT study focuses on access alternatives to the Tigard
Triangle and including conditions with and without construction
of a new east-west road south of and parallel to Highway 99W
( referred to in the ODOT report as the Dartmouth Street exten-
sion) . This new road would begin at Dartmouth Street in the
vicinity of S.W. 78th Avenue , travel southwest to cross over or
under SR 217, intersect Hunziker Street south of Park 217 and
terminate at Hall Boulevard south of the Burlington Northern
Railroad tracks .
The ODOT projections include link volume assignments for both the
AM and PM peak hours . These projections were compared to the
1987 base year modeled traffic volumes to identify the rate of
traffic growth anticipated by 2015. This rate was then applied
to existing peak hour turning movement counts at the three inter-
section on Highway 99W in the study area By applying this rate
to existing counts , a better representation of future year turn-
ing movements can be obtained . These modified projections were
then used to identify the effectiveness of the new east-west
street in reducing travel demand on Highway 99W.
It should be noted that the ODOT study does not include a north-
and southbound frontage road system paralleling SR 217 between
Highway 99W and the new east-west road . It should also be noted
that the new roadway analyzed by ODOT runs more nearly northeast
to southwest than east-west . Consequently, the traffic volume
projections developed by ODOT are not completely representative
of the alternative under analysis in this letter . Some modifica-
tion has been made to the ODOT projections to reflect the front-
age road system . However , it should be noted that future traffic
Mr . Ernest R. Munch
February 3, 1993
Page four
volumes identified in this report may understate the actual
effectiveness of a roadway which parallels Highway 99W and which
connects the Tigard central business district to a point east of
the Tigard Triangle as you have proposed . Accordingly, the level
of service actually experienced as a result of constructing this
east-west road may be higher than indicated in this report .
Traffic Volumes and Level of Service Summary
Existing peak hour traffic volumes are illustrated in Figure 1
which is attached to this letter . Existing AM and PM peak hour
traffic volumes on Highway 99W at Hall Boulevard and the south-
bound SR 217 ramps were counted for the City of Tigard in April ,
1992 . Existing peak hour volumes at the intersection of Highway
99W and the northbound SR 217 ramps were counted during early
December , 1992. Year 2015 projections without the Dartmouth
Street extension are presented in Figure 2 and projections with
the new street extension are shown in Figure 3 .
The analysis of traffic operations with and without the Dartmouth
Street extension was conducted using the Passer II traffic opera-
tions software package . This package calculates the average
delay experienced by vehicles using each intersection and relates
this delay to a level of service (LOS) . The relationship between
average delay and level of service is as follows :
Average Delay per
Vehicle ( sec . ) Level of Service
< 5 . 0 A
5 . 1 - 15. 0 B
15. 1 - 25. 0 C
25. 1 - 40. 0 D
40. 1 - 60. 0 E
> 60. 0 F
Level of service "D" is usually considered a minimum acceptable
condition in urban areas.
The analysis of future traffic operations with and without the
new east-west road also considers two roadway improvement options
proposed by ODOT for Highway 99W in the study area . These op-
tions include interim improvements to the Highway 99W/Hall
Boulevard intersection , and ultimate improvements which include
6-laning Highway 99W through the study area . Figure 4 depicts
existing intersection channelization in the study area . Figure 5
presents the proposed interim improvements and Figure 6 shows the
ultimate improvements.
Mr . Ernest R. Munch
February 3, 1993
Page five
The results of intersection capacity analysis for conditions with
and without the new east-west road and for the two improvement
options on Highway 99W are presented in Table 1 and summarized in
the following paragraphs .
Table 1
Summary of Intersection Levels of Service
Year 2015 on Highway 99W in Vicinity of SR 217
2015 Interim Impvmts 2015 Ultimate Impvmts
AM Peak PM Peak AM Peak PM Peak
Avg . Avg . Avg . Avg .
Intersection Delay LOS Delay LOS Delay LOS Delay LOS
Without New East-West Road
Highway 99W at :
Hall Boulevard >100 F >100 F 32 . 8 D 81 . 6 F
SB 217 ramps 79. 8 F 83 . 5 F 21 . 2 C 25. 3 C/D
NB 217 ramps 19. 3 C 40 . 1 D/E 6 . 7 B 9. 4 B
With New East-West Road
Highway 99W at :
Hall Boulevard >100 F >100 F 30 . 8 D 50. 1 E
SB 217 ramps 50. 0 E 61 . 5 F 23 . 7 C 25. 1 C/D
NB 217 ramps 17. 2 C 26. 1 D 8. 8 B 13 . 8 B
Note : SB means southbound
NB means northbound
Levels of Service With Interim Improvements on Highway 99W
Construction of the new east-west road would divert sufficient
traffic from Highway 99W to improve traffic operations at all
intersections in the study area , although Hall Boulevard and the
southbound SR 217 ramps would continue to operate at level of
service " E" or " F" . While by the year 2015, the interim im-
provements to the Highway 99W/Hall Boulevard intersection would
not be sufficient to maintain an acceptable peak hour level of
Mr . Ernest R. Munch
February 3, 1993
Page six
service , the addition of the new east-west road would reduce the
average delay experienced by each vehicle at this intersection .
The same is also true for the intersection of Highway 99W with
the southbound SR 217 ramps .
The future level of service during the AM and PM peak hours at
the intersection of Highway 99W with the northbound SR 217 ramps
is expected to be largely unaffected by the new east-west road
during the AM peak hour and to improve from LOS "D "/" E" to a very
good LOS "D" during the PM peak hour .
Levels of Service With Ultimate Improvements on Highway 99W
When the proposed ultimate improvements to Highway 99W are con-
structed , the addition of the new east-west road is expected to
improve traffic operations at the intersection with Hall Boule-
vard from LOS " F" to LOS " E" during the PM peak hour . Improve-
ments to average delay per vehicle would also be experienced
during the AM peak hour ; however , level of service "D" is expect-
ed with or without the new east-west road .
No significant change is expected in AM or PM peak hour levels of
service at the north- and southbound SR 217 ramps with or without
construction of the new east-west road . While this road would be
effective in reducing through traffic volumes on Highway 99W in
the study area ( by approximately 15 - 25 percent depending on
location) , the impact of additional turning movements to/from the
frontage roads would generally offset any improvement in level of
service .
As noted previously, the ODOT traffic volume projections which
were used as the basis for the foregoing analysis assume a
slightly different set of roadway improvements than those which
you have proposed for the Highway 99W/SR 217 area . In particu-
lar , they do not include a north- and southbound frontage road
system paralleling SR 217 between Highway 99W and the new east-
west road , nor does the Dartmouth Street extension as proposed by
ODOT reflect the same orientation and access as the east-west
road which you have proposed .
The analysis in this report includes some modification of future
year projections to take into account the frontage road system .
However , because the roadway extension analyzed by ODOT is ori-
ented in a northeast-southwest rather than east-west and because
it would not connect as extensive an area as the road which you
have proposed , the future traffic volumes identified in this
report may understate the actual effectiveness of the east-west
Mr . Ernest R. Munch
February 3, 1993
Page seven
road . Accordingly, the level of service actually experienced on
Highway 99W as a result of constructing this east-west road may
be higher than indicated in this report.
I hope that the information presented in this letter is suffi-
cient to meet your needs at this time . If you have any questions
please feel free to contact me .
Sincerely,
KIMLEY-HORN AND ASSOCIATES, INC
a_zll� AL �--
Anne Sylvester , P. E.
Project Manager
Attachments
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Existing Intersection Channelization
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August 7, 1992 (Ae%on
+e
Ernest R. Munch DEPARTMENT OF
Architect Urban Planner TRANSPORTATION
111 S.W. Oak Street, Suite 300
Portland, Oregon 97204 HIGHWAY DIVISION
Region 1
FILE CODE:
Please refer to your letter of August 5, 1992 regarding specific Highway Plan and AASHTO
policies which would preclude your proposal.
First, I would like to refer you to Don Adams' letter to you (July 24, 1992) and his letter to
Mayor Edwards of August 4, 1992. Both letters explain the function of OR 217 and the
interchange ramps and highlight the fact that there are no design solutions which will make
your proposal acceptable.
Your letter asks for specific portions of the Highway Plan, Access Management Policy which
would preclude your proposal. First, OR 217 is classified as a statewide highway and has
been given a preliminary access management category of 1. This category also governs the
interchange access ramps and does not allow access to public or private development from
the highway or the ramp. Also, on page B-1 of the policy, number 2 states, that existing
access control levels will be retained. This means ODOT currently has a highway and
interchange ramp where access rights to adjoining property do not exist and that level of
access control will be retained.
Appendix C is a policy to guide planning and project development on the Access Oregon
Highway (AOH) system. OR 217 is not an AOH road. Copies of sections of the ODOT
Highway Design Manual and AASHTO are attached per your request.
In closing, you appear unwilling to understand that ODOT will not advance your proposal.
When I met you at the July 16th 99W Task Force meeting, you told me to state ODOT's
position so you could avoid wasting your client's money on a proposal that will not go
anywhere. I feel we have made our position very clear. Given our policies there is no
design solution to your proposal.
?A 6,
Bill Ciz
Project Team Manager
F.
BC:po:afm 9002 SE McLoughlin
URBAN Milwaukie, OR 97222
(503) 653-3090
734-1850(Rev.3-91) FAX (503) 653-3267
-188- July '88
utilities- Tile 'location, Idispus- it-iOF1, s;.ze, etc , , of existing or p!anned
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1991 OREGON HIGHWAY PLAN
APPENDIX B
ACCESS
C
MANAGEMENT
i
POLICY
Background and Pur ose Policy
P
The people of Oregon have an enormous The Oregon Transportation Commission recognizes
investment in their state highway system. At one the importance of an effective access policy in
time highways could link the state's activity managing and protecting the system of state
centers to each other and serve as "Main Streets" highways. The access management categories listed
for communities, facilitating roadside de- in Table 1 were developed to assist the OSHD in
velopment. This is no longer the case. Highways achieving effective access management. They are to
are costing more to construct, and poor access be applied to all sections of the state highway system
management in the past has made it necessary to in accordance with procedures that appear below.
build new bypasses when old bypasses have
become congested because of new development Standards were developed for each category to
along the route. This presents a sizable challenge ensure that all state highways will continue to
to protecting the system and maintaining function safely and efficiently consistent with the
reasonable levels of service for users. The Level of Importance Policy. These standards,
Oregon Transportation Commission is looking for covered in Table 2, will be applied to OSHD's
more cost-effective ways to respond to this access management, operation, design and local
challenge. planning coordination actions in accordance with the
following:
Several factors, including the number, spacing, type
and location of accesses, intersections, and traffic 1. The existing connections, median openings
signals have a significant effect on the capacity, and traffic signal spacings of a highway
speed, safety and general operational efficiency of segment are not required to meet the
the highway. These factors need to be effectively spacing standards of the assigned category at
managed in order to operate the highway system the time of assignment. The assigned
safely, at reasonable levels of service and in a cost- category provides a mechanism for
effective manner. Collectively these factors comprise improving a highway to its eventual
access management. functional purpose. The use of existing
permitted connections, not conforming to the
This policy also provides a framework for making standards, will continue to be allowed,
access decisions which will be consistent with the unless a traffic problem develops.
function and operating levels of service identified However, such features shall be modified or
in the Level of Importance Policy. It will be used removed as changes to the property use or
by the OSHD to carry out its responsibilities for roadway design allow.
managing access under statutes and administrative
rules. It will also be used by the division to guides 2. The access management category standards
the design of highways and coordination with local represent minimums for each access. More
comprehensive planning. stringent levels of access management will
B-1
0 1991 OREGON HIGHWAY PLAN 19
be retained where they already exist. For 7. Connections permitted in accordance with
engineering design reasons, the minimum this policy shall be designed and managed to
distances for spacings may have to be be consistent with the function and purpose
greater than those specified in Table 2. of the state highways as presented in this
Examples include the need for auxiliary and other policies, and to operate safely,
lanes and additional storage. Traffic signals efficiently and cost effectively.
may be spaced at intervals that vary from the
specific standards to optimize capacity and g. In conjunction with major improvements to
safety. interstate, statewide or regional highways in
rural areas, access will be managed to be
3. The OSHD, in cooperation with the consistent with the requirements of
appropriate local governmental entity, may Statewide Planning Goals 11 and 14 and
enact different standards to meet the administrative rules adopted by the Land
requirements of the Level of Importance Conservation and Development Commission
policy and this policy through the adoption to carry out those goals. Major improve-
of individual corridor access management ments include major realignments, the
plans. Local government agencies affected addition of travel lanes and new
by these access management plans will be interchanges and intersections.
notified and their input requested.
9. Spacing at less than distances shown will
4. Although this policy focuses on new and only be considered where safety and
emerging areas, it is meant also to encourage operational effectiveness can be retained or
"retrofitting" problem areas with better improved based on clear traffic analysis
access management plans in cooperation evidence. Such situations must be assessed
with local governments. for long-term future performance and cannot
create a precedent which will lessen the
5. A permit may be issued for a single effect of the general spacing standard.
connection to a property that cannot be Generally, consideration will only be given
accessed consistent with the highway access where there is median control.
spacing standards and either has no
reasonable access or cannot obtain
reasonable alternative access to the public
road system. In such cases the design of the Assignment of Access
access should be done so as to be consistent
with the level of service standards in the Management Categories
Level of Importance Policy. The permit
should also carry a condition that the access
be closed at such time that reasonable access Access management categories will be assigned to
becomes available to a local public street. all sections of the state highway system to ensure
that the Level of Importance Policy and this policy
6. Single ownership properties with frontage are effectively carried out. The assignments will
exceeding the minimum spacing standards be based on this policy (including descriptions in
shall not be permitted the total number of Table 1 and Table 2), be consistent with the
connections, median openings or traffic classification of the highway, and be adequate to
signals possible based on the spacing meet the operating level of service standard which
standards. The total number of connections applies to the highway section. These deter-
permitted shall be the minimum necessary to minations shall be based on projected cumulative
provide reasonable access based on effects of highway access considering projected
operational, safety and functional integrity future traffic volumes and the amounts of
considerations for the highway. development authorized by comprehensive plans
B-2
1991 OREGON HIGHWAY PLAN
of affected local governments. The following applied in conjunction with the development of
factors will also be considered when making highway corridor plans. They may also be applied
assignments: for shorter segments of highway corridors in
coordination with affected local governments. The
• Existing and proposed roadside division will follow the procedures in the
development patterns; department's State Agency Coordination Program
• Regional and local transportation system for coordinating facility planning to assure that
plans and comprehensive plans; access management categories are assigned in a
• The potential for increasing the use of manner compatible with comprehensive plans of
local roads to provide property access and affected local governments.
local circulation;
• Topography, drainage or other land Prior to the assignment of access management
characteristics; categories, the department will apply the policy to
• Existing access agreements between OSHD the review of road approach permits, project
and local jurisdictions; design, and local land use planning actions. The
• Other operational aspects of access. respective coordination procedures contained in
the department's State Agency Coordination
Access management categories will ordinarily be Program will be followed.
B-3
r
1991 OREGON HIGHWAY PLAN
TABLE 1
HIGHWAY ACCESS
MANAGEMENT
CATEGORIES
1 where financial and social costs of attaining full
Category 1: (OV- Z (I
I access control would substantially exceed benefits.
i These highway segments provide for efficient This category includes some of the statewide
and safe high speed and high volume traffic facilities.
movements, on interstate, interregional,
intercity, and some intracity routes in the Category 4: qQv�
largest urbanized areas. The segments do not
provide direct land access. Access control and These highway segments provide for efficient
other methods will be used on nearby cross and safe medium to high speed and medium to
streets in the area of interchanges to protect the high volume traffic movements, on higher
operation of those interchanges. This category function interregional and intercity highway
will apply to all interstate highways and other segments. They also may carry significant
highways that function like freeways. volumes of longer distance intracity trips. They
are appropriate for routes passing through areas
Category 2: which have moderate dependence on the
highway to serve land access and where the
These highway segments provide for efficient and financial and social costs of attaining full access
safe high speed and high volume traffic control would substantially exceed benefits.
movements, on interstate, interregional, intercity This category includes a small part of the state-
and longer distance intracity routes. They should wide facilities and most regional facilities.
not provide direct land access. This category is
distinguished by highly controlled connections, O Cate C
and medians. Traffic signals should be avoided Category 5'
and where they must be installed, their effect on These highway segments provide for efficient and
mainline traffic'flow should be minimized. Grade safe medium speed and medium to high-volume
separations should be considered for high volume traffic movements, on intercity, intracity and inter-
cross streets or other cases where signals are not community routes. There is a reasonable balance
appropriate. Some category 2 facilities may be between direct access and mobility needs within this
developed into category 1 facilities over time. category.
This category includes many of the statewide
facilities. Category 6:
Category 3: These highway segments provide for efficient and
safe slower to medium speed and low to high-
These highway segments provide for efficient and volume traffic movements, on intracity and inter-
safe medium to high speed and medium to high community routes. This category will be assigned
volume traffic movements, on interregional, intercity only where there is little value in providing for high
and longer distance intracity routes. The segments speed travel. Providing for reasonable and safe
are appropriate for areas which have some access to abutting property is a major purpose of this
dependence on the highway to serve land access and access category.
a
B-4
Y
1991 OREGON HIGHWAY PLAN
ACCESS MANAGEMENT CLASSIFICATION SYSTEM
Intersection
Access Urban/ Public Road Private Drive(3) Signal Median
Category Treatment LOI(1) Rural ' Type 2 Spacing Type Spacing Spacing 4 Control
1 Full Control Interstate/ U Interchange 2-3 Mi. None NA None Full '�)Q 7.I7
(Freeway) Statewide R Interchange 3-8 Mi. None NA None Full
2 Full Control Statewide U At rade/Intch 1/2-2 Mi. None NA 1/2-2 Mi. Full
(Expressway) R At rade/Intch 1-5 Mi. None NA None 5 Full
3 Limited Control Statewide U At rade/Intch 1/2-1 Mi. At.Turns 800' 1/2-1 Mi. Partial
(Expressway) R At rade/Intch 1-3 Mi. At.Turns 1200' None 5 Partial(6)
4 Limited Control Statewide/ U At rade/Intch 1/4 Mi. Lt./Rt.Turns 500' 1/2 Mi. Partial/None( qq�^J
Regional R At grade/Intch 1 Mi. Lt./Rt.Turns 1200' None 5) Partial/None (7)
5 Partial'Control Regional/ U At rade 1/4 Mi. Lt./Rt.Turns 300' 1/4 Mi. None
District R At rade 1/2 Mi. Lt./Rt.Turns 500' 1/2 Mi. None
6 Partial Control District U At grade 500' Lt./Rt.Turns 150' 1/4 Mi. None
R At grade 1/4 Mi. Lt./Rt.Turns 1 300' 1/2 Mi. None
Notes:
1) The Level of Importance (LOI) to those shown to optimize capacity and
which the Access Category will gener- safety.
ally correspond. In cases where the
access category is higher than the 4) Generally, signals should be spaced to
Level of Importance calls for, existing minimize delay and disruptions to
levels of access control will not be through traffic. Signals may be spaced
reduced. at intervals closer than those shown to
optimize capacity and safety.
2) The basic intersection design options
are as listed. Special treatments may 5) In some instances, signals may need to
be considered in other than category be installed. Prior to deciding on a
1. These include partial interchanges, signal, other alternatives should be
jughandles, etc. The decision on examined. The design should minimize
design should be based on function of the effect of the signal on through
the highway, traffic engineering, cost- traffic by establishing spacing to
effectiveness and need to protect the optimize progression. Long-range
highway. Interchanges must conform plans for the facility should be
to the interchange policy. directed at ways to eliminate the need
for the signal in the future.
3) Generally, no signals will be allowed
at private access points on statewide 6) Partial median control will allow some
and regional highways. If warrants are well-defined and channelized breaks in
met, alternatives to signals should be the physical median barrier. These can be
investigated, including median allowed between intersections if no dete-
closing. Spacing between private rioration of highway operation will result.
access points is to be determined by
acceleration needs to achieve 70 7) Use of physical median barrier can be
percent of facility operating speed. interspersed with segments of
Allowed moves and spacing requir- continuous left-turn lane or, if demand
ments may be more restrictive than is light, no median at all.
B-5
Excerpts from
AASHTO. A Police on Geometric Design of Highways and Streets, 1990.
American Association of State Highway and Transportation Officials
and
The ODOT Highway Design Manual, Jule 1988.
Submitted by
Spieker Partners and Smith's Home Furnishings
August 11, 1992
Prepared by
ERNEST R. MUNCH
ARCHTTECr URBAN PLANNER
2
Excerpts from
AASHTO. A Policy on Geometric Design of Highways and Streets, 1990.
American Association of State Highway and Transportation Officials
Concerning
The Role and The Design of Frontage Roads
Submitted by SpiekerlSmith in support of construction of a Frontage Road
CHAPTER IV: CROSS SECTION ELEMENTS
p. 370 "Frontage Roads.
"Frontage roads serve numerous functions, depending on the type of arterial they
serve and the character of the surrounding area. They may be used to control
access to the arterial,to function as a street facility serving adjoining property,
and to maintain circulation of traffic on each side of the arterial. Frontage roads
segregate local traffic from the higher speed through traffic and intercept
driveways of residences and commercial establishments along the highway.
Cross connections between the through-traffic lanes and frontage roads,usually
provided in conjunction with crossroads, furnish the means of access between
through roads and adjacent property. Thus,the through character of the highway
is preserved and is unaffected by subsequent development of the roadsides.
"Frontage roads are used on all types of highways,and they are further discussed
in the chapters following for each type of street or highway. Their greatest use is
on freeways where their primary function is to distribute and collect traffic
between local streets and the freeways interchanges."
p. 373 "The design of a frontage road is affected by the type of service it is intended to
provide. Where a frontage is continuous and passes through highly developed
areas,its primary function is that of general service,and assumes the character of
an important street. . . . At the other extreme, where the frontage roads are only a
few blocks long, follow an irregular pattern,border the rear and sides of
buildings,or serve only scattered development, traffic will be light and operation
will be local in character."
CHAPTER VIII: FREEWAYS (urban).
p. 587 "Outer Separations, Borders, and Frontage Roads"
The outer separation is the area between the traveled ways of a roadway for
through traffic and a frontage road or street.". . .'Because of dense development
along urban freeways,frontage roads are often necessary to maintain local service
and to collect and distribute ramp traffic entering and leaving the freeway."
CHAPTER X: GRADE SEPARATIONS AND INTERCHANGES
p. 864 "Types of Separation Structures"
"Terminated and through streets may be intercepted by one-way frontage roads on
each side of the main facility. Access between the main roadway and frontage
roads can be provided by slip ramps at prescribed intervals to meet traffic
requirements."
3
Grade Separations and Interchanges 897
-A-
-B-
-C-
Figure X-17. Diamond interchanges, conventional arrange-
ments.
CHAPTER X: GRADE SEPARATIONS AND INTERCHANGES Interchanges
p. 896 "Diamond interchanges can assume a variety of patterns as illustrated in Figures
X-17 and X-18. Figure X-17 shows those most commonly used. They may be
designed with or without frontage roads. Designs with frontage roads are likely
in built-up areas,often as part of a series of such interchanges along a freeway."
� � 4
372 AASHTO—Geometric Design of Highways and Streets
FRONTAGE ROI�D� FIC
FREEWAY
_J G- •I
�oaa U'L—�I
WITH TWO FRONTAGE ROADS
—a—
JL_.Ul____J
1H pFIFIF- C
L 8
p � -
FREEWAY
y
17
F ❑ rFj
RU GU AD F-1�
WITH ONE FRONTAGE ROAD
_b_
Figure IV-7. Typical frontage road arrangements.
CHAPTER IV: CROSS SECMON ELEMENTS Frontage Roads.
p. 371 "Frontage roads generally are,but need not be,parallel to the through traffic,they
may or may not be continuous,and they may be provided on one or both sides of
the arterial.". . . "Arrangements and pattern of frontage roads are shown in
Figures IV-7 and IV- 8."
"From an operational and safety standpoint,one-way frontage roads are much
preferred to two-way."
S
ll
C
p'
-A- -B-
(ONLY ON TWO-WAY
FRONTAGE ROAD)
FRONTAGE
ROAD
-C- -D-
Figure X-59. Ramp shapes.
CHAPTER X: GRADE SEPARATIONS AND INTERCHANGES Ramps
P. 962 "Diagonal ramps may assume a variety of shapes, depending on the pattern of
turning traffic and right-of-way limitations." . . . "Diagonal ramps,of a type
usually called'slip ramps',connect with a parallel frontage road as shown in
Figure X-59C. Where this design is used,it is desirable to have one-way
frontage roads."
L__J U U U U L
Plan
----------- -- ---- — ----'— -- -----� I
A 8 c
Note objectionable
Profile roller coaster profile
o
Figure V111-22. Profile control—flat terrain combination-type freeway. w
Freeways(Urban) 647
jBus Stop
f__ Through Pavements
ItBus stop
—A—
a
0
N
N
7
CO 0.
0
y
' N �
to
f r Bus Stop. ' I ~— Frontage Road
Through I f
a Pavements c
Fronts Road —� 1 i Bus Stop_,
9e —� — �—_—_—
-- -- 7 1 f
0.
0
O. y
O
r/1
CON O
ma
—B—
Figure VIII-38. Bus stops at street level on diamond interchange.
Freeways(Urban) 653
1
r
w
f �
Figure VIII-42. Depressed freeway with rail rapid transit in the
median.
9
Excerpts from
The MOT Highway Design Manual, July 1988.
submitted by
ODOT supporting their refusal to consider construction of a Frontage Road
and by
Spieker/Smith in support of construction of a Frontage Road
"921.00 ACCESS CONTROL
"Complete restriction of access will be employed in the following manner:
Where interchange ramps terminate at a frontage road,access will be controlled a
minimum distance of 100 feet (with a recommended distance of 300 feet) on
either side of the end of the ramp terminals'radii with an equal restriction on the
opposite side of the frontage road.
"Where interchange ramps terminate at a crossroad,access will be controlled a
minimum distance of 100 feet(with a recommended distance of 300 feet)past the
end of the radii on both sides of the road. When a 20:1 taper is used,access will
be controlled at least to the end of the taper (with a recommended control distance
of 200 feet beyond the end of the taper) on both sides of the cross road."
NOTE: ODOT highlighted the second paragraph.
However, Spieker/Smith's asserts that the first paragraph relates to their
proposal,and that their proposal could comply with the first paragraph.
PACIFIC Hlr=HWAY WEST
WARNER . VENUE CONNECTION TO HALL BLVD
PFAFFLE ST. TI_ )OMMERCIAL ST. 40 RAO. 6•
� vement, Curbs. Sidewalk $86,000 C� \
@ HALL BLVD. _ '_ -- Right Of Way $283,000
RIGHT TURN LANES, WARNER AVE. CONNECTION ° FTOTAL $369.000
\ gy NA 32'
ti
AND 99W MEDIAN BARRIER OPTIONS
MARCH, 1992 .9 ' 55 RAD, \• \
i 40' RPD• \\ \
\ N \\
SAFEWAY
Za` \ yCUNG'S FUNERAL
FIRST INTERSTATE 9� \
V BANK
SIF NOTE: TOTAL RIGHT OF WAY COST FOR HALL BLVD
RIGHT TURN LANES IS ESTIMATED AT $173.000. r s\
FOR EASE OF PRESENTATION THE COST IS SPLIT \ 45 RAO. �
i
EVENLY BETWEEN BOTH IMPROVEMENTS. \
SIGNAL COST FOR MORE THAN ONE OPTION
WILL TOTAL APPROXIMATELY $100.000. RAISED MED 1 AN FROM 217 TO HALL BLVD .5
TIGARD PLAZA oD I
Pavement, Curb. ! 3.000
,. ,
coNSTRUCTICW
o
WALL SYSTE
PLUS
SOUTH BOUND HALL BLVD RIGHT TURN LANE Z) 1 \
Pavement, Curbs, Sidewalk $29,000 1
Signal $94,000
° .$87.000B'1 SCHCOLHOUSE
Right Of Way 114' I FURNIrURE ` �N
TOTAL $210.000 1\ .j 1 — 40 RAO• ]i
� r£xaco II
/) 1 •P� 40' 0.AD•
� 55, RAD. I b ..``• d
SHOPS
~ d /
.'° f r= SEARS
MAGICS�wp� .'LOWER LEVEL) �—
MAGIC
rn THEATER
° EAST BOUND 99W RIGHT—THROUGH LANE
Ftp
55 RAO'
1 � Qeo ti \ Pavement. Curbs. Sidewalk $32.000
CO"EAR D'S TION RELA IDT O .1< $ P I mew Right
$88,000
\ CYCLE I
i\\Y✓/_T NIDAY AI 1 Right Of Way $570.000
CONSM o y I RUSS CHEVRC.ET TOTAL *690.000
A� 1ODOT PROPOSED
I
SED
I ON57RUCT II' RAD•
0 RT. TURN LA 1
NINE-T-NINE I INTERIM
SECURITY PACIFIC RESTJ �
BANK e
COLOR TILE 6 1e IMPROVEMENTS
12 14'12' 4'1
_ I
tart y`J EAST BOUND 99W CURB RADIUS IMPROVEMENTS j NORTH BOUND HALL BLVD RIGHT TURN LANE
Pavement, Curbs, Sidewalk Option A $9,000 Pavement, Curbs. Sidewalk $30.000 \
Signal $30.000 I
PIONEER PIES Right Of Way $340.000 I S i qna I $88.000
TOTAL 5379.000 I � Right Of Way $87,000
tRre o TOTAL 0205.000
0
G 1
/ N4GEM G Pavement, Curbs. Sidewalk Option 8 $15,000
IipjAR4 ,o` S i qna I . 030.000—
Right Of Way $340,000
TOTAL
AL $385.000
ON q"S J
vn21
99W
�Arlh
UN
r
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LONG TERM
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-- --_- - - - - -- - -__ -- -
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-- - �-•-- - - - - _- - - -_ -- _-- --- ___- -- --_ _-. - - - _--..
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--+ -- - -- — - r----_ — — -----, -+- PPOFf —
-- -— -- - -; D,a is A_. FRONTAGE ROAD
--- - - - - - + - -- __ = ---- PLAN and PROFILE
e.F-- x'12-9� t'=yON._t' Z_.- _5--
C'oneWt/ng En veers -�.
I
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40
PROPOSED RIGHT-OF-WAV
i - NEW SIDEWALK
PARKING
�'� �.• PROPOSED ACCESS STREET
PER CITY STANDARDS
10+00 11+00 121-00 - - 13#M
- — --
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PARKING
NEW SIDEWALK
PROPOSED RICH .
t
T OF WAY
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9+00 _. _. 10+00.. _.__.- - -`----- -- - -- -- - - ---- --. 11+00. ---- -----. - ._ _. __---- ---'- -12+00 13+00--- - - - ------. .._.. - -- --- 14+00_. _--- -------
175
175
170 -- -- �--- —— -1---- :- ?- 16640 ;70
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-- - - .- FRONTAGE ROAD
c» ------- PIAN and PROFlIE
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