12/05/1985 - Packet CITY OF TIBARD
TRANSPORTATION ADVISORY COMMITTEE
MEETING AGENDA
December 5, 1985
70
Tigard-City Hall
Members: Thomas J. Sullivan , Chair; Mark Padgett , Vice-chair; Lidtja
Balodis; Wilbur Bishop; Milt Fyre; Dennis Hummel ; Joe Schweitz .
MEETING AGENDA:
1 . Review of Previous Meeting.
2. Additions to agenda.
3. Discussion on proposed transfer site.
4. Discussion on half-street vs. center line improvements
5. Presentation on 99-W signalization (possibly)
6. What 's Beaverton 's Transportation committee up to? (possibly)
B. Adjournment
Should be a short meeting. . . .
MEETING REPORT
DATE OF MEETING: Thursday, December 19 , 1985 , 7 :30 a.m.
GROUP : Southwest Corridor Policy Advisory Committee
PLACE: Portland Community College, Sylvania Campus
PERSONS ATTENDING: Larry Cole, City of Beaverton; Bill Stark, City of
Wilsonville; Kathy Lairson, City of West Linn;
Roy Rogers, Washington County; Tom Brian, City of
Tigard; Bill Manderfeld (for Ben Reid) , City of
Sherwood; Margaret Strachan, City of Portland;
Richard Devlin (for Charlie Brown) , City of Tuala-
tin; Barbara Nordeen, Tualatin Valley Economic
Development Corporation; Doug Seely, City of Wil-
sonville Citizens Committee; Rick Gustafson, Metro
Executive Officer; Geraldine Ball, CWFF; Ben Alt-
man, City of Wilsonville staff; Steve Dotterrer
and Greg Jones, City of Portland staff; Mike
McKillip, City of Tualatin staff; Jim Rapp, City
of Sherwood staff; Bill Monahan, City of Tigard
staff; Rod Sandoz , Washington County staff ; Andrew
Cotugno, Metro Transportation Director; and James
Gieseking, Bob Hart and Terry Bolstad, Metro staff
SUMMARY:
Metro Executive Officer Rick Gustafson opened the Policy Advisory Com-
mittee (PAC) meeting. Andy Cotugno, Metro Transportation Director,
presented a brief review of the first Citizens Advisory Committee (CAC)
meeting, which took place December 4 , 1985 . A copy of the meeting re-
port was distributed to all PAC members. Mr. Cotugno also stated that,
with the approval of the defined alternatives by the Policy Committee
and review by the Citizens Committee in January, it is an appropriate
opportunity for jurisdictional staff to schedule meetings with local
neighborhood and business groups . Metro staff will be available to
assist in these presentations .
Mr. Cotugno described the transit system embodied in both alternatives
as consisting of a significant increase in transit service called for
in the currently adopted RTP and a system of trunk routes connecting
to local feeder service at a variety of transit centers in the corri-
dor. In addition, the Sunset LRT is assumed as part of both alterna-
tives .
On the highway side, the concepts and projects associated with each
alternative were detailed. The 217/Sunset alternative calls for major
improvements to Highway 217, the Sunset Highway and Highway 99W through
Tigard. In addition, a two-lane north/south arterial is proposed con-
necting Highway 99W at Edy Road with Scholls Ferry Road to accommodate
forecast traffic growth in that area. The Bypass alternative calls
for a new four-lane arterial in western Washington County to relieve
some of the traffic burden from Highway 217 and accommodate a growing
. Southwest Corridor PAC
December 19 , 1985
Page 2
circumferential travel demand. The bypass would connect I-5 (from
some as yet undetermined location south of I-205) to the Sunset High-
way.
Both alternatives also contain a series of projects that are common
to both and will be needed regardless of which alternative is even-
tually preferred. These projects were recommended to be forwarded for
inclusion into the next RTP update after appropriate review by citi-
zens and business groups .
Detailed descriptions of the scope of the projects associated with
each alternative were presented and are included in the draft report
of the Southwest Corridor Study -- Description of Alternatives, which
was distributed at the meeting.
The Policy Committee approved the two alternatives to be carried for-
ward into the evaluation phase of the study and identified several
additional issues to be addressed.
Larry Cole requested that light rail transit (LRT) on Highway 217 from
the Sunset Highway to Tigard be incorporated into this study, perhaps
as a third alternative. Mr. Cotugno responded that the LRT issue will
be addressed as part of the criteria for the evaluation phase of the
study. Specifically, further studies will identify the effects of
both alternatives separately on LRT ridership in both the Highway 217
and I-5 corridors . Furthermore, the Highway 217/I-5 corridors are the
next corridors scheduled for LRT feasibility studies as part of the
overall regional LRT study process .
Committee members were concerned that more information about transit
be included in the overall evaluation of alternatives . Rick Gustafson
suggested that a more detailed description of the transit service and
ridership expansion called for in the alternatives be included. Mar-
garet Strachan added that trade-offs should also be examined in terms
of the cost of transit versus the cost and project effects on the
highway system if there was no increase in transit service .
Questions were raised concerning the process of obtaining input from
the CAC on the two alternatives in addition to incorporating the com-
mon projects into the next update of the RTP. Mr. Gustafson responded
that review and approval of the alternatives will be sought from the
CAC. After the recommended approval from the CAC and the PAC is con-
firmed, neighborhood groups will be informed and the final approval
process will go through Metro's transportation committees , TPAC and
JPACT. Prioritization for construction would occur after all the
recommended projects are adopted into the RTP.
Ted Spence relayed ODOT' s concern that the connection of a bypass
should not disrupt the efficient operation of the I-5 and I-205 free-
ways and that ODOT would prefer to tie into or relocate an existing
interchange rather than build a new interchange .
Southwest Corridor PAC
December 19 , 1985
Page 3
Margaret Strachan also stressed the importance of land use issues in
terms of effects on the Urban Growth Boundary (UGB) between the two
alternatives . Mr. Cotugno amplified the need for an examination of
UGB issues such as : a) would the Bypass alternative have an impact
on land use; b) what kind of impact would it have; and c) how can this
impact be mitigated by design features and local land use actions?
Mr. Cotugno then reviewed the general criteria for evaluation of the
alternatives . The criteria are identified in three parts : overall
system performance and generalized costs for improvements in each al-
ternative; more detailed cost and impact comparisons for those pro-
posed projects which differ between the alternatives; and the evalua-
tion of the impact of each alternative on potential LRT ridership.
The PAC had no objections to approval of the two basic alternatives
as well as the general criteria for evaluation of the alternatives .
They recommended to proceed with the cost and impact evaluation phase
of the study and to incorporate those specific issues raised at the
meeting into the analysis : a) impacts on the UGB; b) transit system
costs and benefits; and c) an interchange design to protect the opera-
tion of I-5 and I-205 .
The next meeting of the PAC was tentatively scheduled for early March
and it will address the detailed evaluation of alternatives plus ODOT's
design information for the alternative projects .
"DRAFT
SOUTHWEST CORRIDOR STUDY
DESCRIPTION OF ALTERNATIVES
aw ,
I. Introduction
Four major travel movements that affect the Southwest Corridor
were identified in the earlier portions of the study:
l') Southwestern Radial movements comprising generally north/-
south trips between the Portland Central Business District
(CBD) and both the Close-in Southwest and Far Southwest areas
along 1-5 South, Barbur Boulevard/Highway 99W and Macadam;
2) Western Radial movements between Washington County, the
Close-in Southwest and the Portland CBD along the Sunset
Highway and Beaverton-Hillsdale Highway; 3) Circumferential
movements between the Far Southwest and Washington County West
along Highway 217, Murray Boulevard and a combination of
Tualatin-Sherwood Road, Tualatin Road, Durham Road, and rural
roads in Western Washington County; and 4) Internal movements
within each of the zones, which are carried by the local minor
arterial and collector system within each of the various
jurisdictions.
Due to the significant population and employment growth
expected west of the Willamette River by the year 2005, each
of these movements is anticipated to grow substantially over
the next 20 years:
• Southwestern Radial Movement +20% to 350,000 daily trips
• Western Radial Movement +25% to 270,000 daily trips
• Circumferential Movement +40% to 270,000 daily trips
• Internal Movement +100% to 1,245,000 daily trips
As a result of these projected increases in trip-making
activity, numerous problem areas are forecast to remain on the
transportation system in the corridor, even with the imple-
mentation of the highway and transit improvements already
called for in .the currently adopted RTP (Figures 1 and 2) .
The Southwest Corridor Study has identified two basic alterna-
tive ,packages of additional transit and highway improvements
in the corridor to solve the identified problems. The first,
the 217/Sunset Alternative is based on the concept of improv-
ing the existing system without adding a bypass facility. The
second, or Bypass Alternative, is based on smaller-scale
Improvements to the existing system and the addition of a new
arterial-type bypass facility connecting 1-5 South with the
Sunset Highway in western Washington County.
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Description of Alternatives
Both alternatives are based on particular concepts regarding
how the regional system is improved to accommodate specific
movements that make up the forecast travel demand. In some
cases (Western Radial movement, Southwestern Radial movement
inside of Highway 217, and Internal movements) , the concepts,
and, therefore, the project recommendations, are the same
between the alternatives. In other cases, such as for the
Circumferential movement and the Southwestern Radial movement
south of Highway 217, there are fundamental differences in the
system concept as to how the travel demand is accommodated,
and, therefore, significant differences in the proposed
project solutions.
In both cases, the alternatives call for a slightly modified
transit route structure, but the same basic level of transit
service defined in the currently adopted RTP (Figure 3) .
These modifications consist of: a) improved local feeder
service to southwest Transit Centers to provide accessibility
to currently unserved areas where future growth is anticipated
to occur; and b) the addition of a transit trunk route connect-
ing the Tualatin Transit Center and Park-and-Ride with downtown
Pprtland via 1-5.
It should be noted that the project improvements recommended
in the alternatives are subject to modification in the cost
and impact evaluation phase of the study.
A, Southwestern Radial Corridor
Inside of Highway 217, both the 217/Sunset Alternative
(Figure 4) and the Bypass Alternative (Figure 5) emphasize
the use of 1-5 South, Barbur Boulevard, and to a lesser
extent, Macadam Avenue to accommodate the expected travel
demand. As a result, a common set of improvements to the
facilities in this corridor is recommended (Table 1) .
These improvements are illustrated in Figure 8 and include
improvements to 1-5 from 1-405 to Terwilliger Boulevard
and Barbur Boulevard from the Front Avenue tunnel to S.W.
49th.
Outside of Highway 217, the 217/Sunset Alternative
envisions the use of both Highway 99W and 1-5 South to
accommodate the Radial movement, with Tualatin-Sherwood/
Edy Road serving as both a bypass around downtown Tigard
and a local access function from Highway 99W and 1-5 into
the Tualatin-Sherwood area. As a result, major improve-
ments to Highway 99W through Tigard, 1-5 (Carmen-Nyberg)
and Tualatin-Sherwood/Edy Road are called for (Table 2 and
Figure 9) .
In the Bypass Alternative, the use of Highway 99W through
Tigard is de-emphasized for accommodating the Radial move-
ment, which is encouraged to use 1-5 South to the new
5
Bypass and then connecting to Highway 99W north of
Sherwood. As a result, a lesser improvement to Highway 99W
'through Tigard would be required (Table 2 and Figure 10) ,
but the addition of auxiliary lanes on 1-5 from 1-205 to
Nyberg would be needed, as well as a Norwood area 1-5
interchange to the new Bypass facility (see Attachment A) .
B. Western Radial Corridor
Both the 217/Sunset (Figure 4) and Bypass (Figure 5)
Alternatives emphasize the use of the Sunset Highway and
the Wegtside LRT to accommodate the Western Radial travel
demand . As a result, a common set of improvements
(Table 1) is called for in the corridor , including the
addition of a westbound Sunset on-ramp at the Zoo inter-
change and a widening of Sunset Highway to six lanes from
Canyon Road to Highway 217 (Figure 8) .
C. Circumferential Corridor
The concepts differ markedly between . the two alternatives
'in how they accommodate the cirumferential traffic move-
ments. The 217/Sunset Alternative (Figure 6) envisions
the existing system of the Sunset Highway, Highway 217 and
1-5 as the backbone of the system, distributing fairly
heavy movements onto the major east/west facilities
(Highway 99W, Scholls Ferry Road, T.V. Highway) connecting
to the available north/south facilities (185th,
216th/219th, Murray Boulevard, Tualatin-Sherwood Road) .
As a result, major improvements, such as a widening to six
lanes, are called for on the Sunset Highway, Highway 21.7,
and Highway 99W through Tigard (Table 2 and Figure 9) . In
addition, a new two-lane arterial is proposed to accommo-
date north/south movements in Southwestern Washington
County connecting Highway 99W at Edy Road with Scholls
Ferry Road (see Attachment B) .
The Bypass Alternative envisions a splitting of the
circumferential movement between Highway 217 and a new
four-lane arterial Bypass connecting 1-5 with the Sunset
Highway in Western Washington County (Figure 7) . Traffic
is then distributed more evenly along the east/west
arterials for local access. As a result of this alterna-
tive concept, smaller-scale improvements to the Sunset
Highway, Highway 217 and Highway 99W and possibly
Tualatin-Sherwood/Edy Road are proposed (Table 2 and
Figure 10) , but additional improvements to 1-5 (1-205 to
Norwood) and the Bypass facility itself would be needed.
D. Internal Movements
Both alternatives require a series of common improvements
(Table 1 and Figure 8) to the rest of the system in order
to support the basic concepts and ensure adequate arterial
6
operations. These proposed improvements will be required
regardless of whether the Sunset/217 Alternative or Bypass
Alternative is chosen as the preferred method of solving
the transportation problems in the corridor.
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TABLE 1
PROPOSED HIGHWAY PROJECTS COMMON TO
BOTH 217/SUNSET AND BYPASS ALTERNATIVES
Facility Proposed Improvement Status
Sunset Highway
Canyon Road —Vista Ridge Tunnel Add westbound climbing lane In RTP
Canyon Road/Highway 217 Widen to six lanes Proposed Additic
Zoo interchange Add westbound on-tamp to Sunset Proposed Additic
Highway 217
Sunset - Walker Add southbound auxiliary lane Proposed Additic
1-5
1-405 to Terwilliger Add southbound climbing lane Proposed Additic
Terwilliger 'to Multnomah Improve northbound curve and weave Proposed Additic
Highway 99W - Highway 217 Widen to six lanes In RTP
Carmen Drive - Nyberg Add auxiliary lanes Proposed Additic
Haines Interchange Reconstruct In RTP
Barbur Boulevard
Over tunnel.'to Hamilton Add southbound travel lane Proposed Additic
Hamilton Intersection Redesign In RTP
Hamilton - Beaverton-Hillsdale/
Capitol Add southbound travel lane Proposed Additic
S.W. 26th 49th Add continuous turn lane (CTC) Proposed Additic
Barbur/49th/I-5/Taylors Perry Improve circulation and geometry Proposed Additic
Highway 99W
..S. *end of viaduct - Tualatin Road TSM Proposed Additic
Six Corners Intersection Realignment Proposed Additic
Baseline Road
158th - Brookwood Widen to four lanes Proposed Additic
216tM219th ' Proposed Additic
T.V. Highway - Cornell Improve to urban arterial (two
lanes with turn lanes)
Cornelius Pass Road
Cornell - Rock Creek Widen to four lanes In RTP
Baseline/216th/219th
Intersection Realign Proposed Additic
231st/234th
Baseline - Cornell Improve to urban arterial (two Proposed Additic
lanes with turn lanes)
Taylors Perry Road
Near 'Oleson- Connect to Oleson Proposed Additic
Tualatin Valley Highway
Murray - 185th TSM (see Attachment C) Proposed Additi,
15
TABLE 1
(continued)
Facility Pressed Improvement . Status
TUlors Perry_@ Boones Prohibit left turns Proposed Additic
Taylors Ferry
Macadam - Terwilliger Complete westbound climbing lane Proposed Additic
Terwilliger.- Spring Garden Minor improvement Proposed Additic
Spring'Garden - Barbur Minor improvement Proposed Additic
(see Attachment D)
Murray Boulevard
Ext. to Gaarde New facility and upgrade Proposed Additic
RRxing @ Terman Widen to four lanes Proposed Additic
T.V. Highway - Allen Widen and improve intersections Proposed Additic
with T.V. Highway and Farmington
Capitol Highway
Barbur - Terwilliger Add westbound .climbing lane Proposed Additic
Boones Ferry Road
Tualatin River Bridge area Widen to three lanes Proposed Additic
Cornell Road
Barnes - Murray Minor widening/improve intersections Proposed Additic
Leahy - Barnes Add continuous turn lane Proposed Additic
Scholls Ferry Road
217 - Sorrento TSM and turning lane In RTP
Bypass, - Murray Widen Proposed Additio
Farmington Road
Murray - 185th Widen to four lanes Proposed Additio
Hall Boulevard f
Scholls Ferry - Greenburg Widen to ,4/5 lanes Proposed Additio
Greenburg --Durham Road Improve to urban arterial (two Proposed Additio
lanes with turn lanes at
intersections)
Greenburg Road
Hall - Highway 217 Widen to 4/5 lanes Proposed Additio
Durham Road
Hall - 72nd Improve to urban arterial (two Proposed Additio
lanes with turn lane)
Kerr Road
Boones Ferry to PCC Minor improvements (turn lanes, Proposed Additio.
etc.)
4851C/446-2
- 16 -
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1 1
Southwest PROPOSED PROJECTS FOR
Study°T BYPASS ALTERNATIVE FIC. 10
- 18 -
TABLE 2
PROPOSED HIGHWAY PROJECT DIFFERENCES
BETWEEN 217/SUNSET AND BYPASS ALTERNATIVE
f
r
217/Sunset Bypass
Alternative Alternative
Sunset Highway
Highway. 217 to Cedar Hills Boulevard Widen to six lanes No improvement
beyond RTP
Cedar Hills Boulevard - Murray Widen to six lanes Add auxiliary lanes
Murray -,185th Widen to six lanes No improvement
beyond RTP
i
Highway 217
Sunset .- Walker Add southbound Add southbound
auxiliary lane auxiliary lane
Beaverton-Hillsdale Highway - Greenburg Widen to six lanes Add auxiliary lanes
Greenburg - Highway 99W Widen to six lanes Widen to six lanes
Highway 99W - I-5 Widen to six lanes Add auxiliary lanes
Interchanges at Beaverton-Hillsdale Design differences Design differences
Highway, Hall Boulevard, Greenburg Road, may exist between may exist between
Highway 99W, and 72nd Avenue alternatives alternatives
I-5
I-5/Highway 217/Kruse Way Interchange Design differences Design differences
may exist between may exist between
alternatives alternatives
I-205 to Norwood Interchange No improvement Add auxiliary lanes
Norwood Area Interchange No improvement Construct
Highway 99N
I-5 to Highway 217 Widen to six lanes TSM channelization
Highway 217 Interchange Design, differences Design differences
may exist between may exist between
alternatives alternatives
Highway 217 to Main Street Widen to six lanes TSM
Tualatin-Sherwood/Edy Road
Boones Ferry - Edy Widen to 4/5 lanes Widen to 3/4 lanes
Edy - Highway 99W Widen to 4/5 lanes Widen to 3/4 lanes
Highway 99W Intersection Design .differences Design differences
may exist between may exist between
alternatives alternatives
Western Bypass
Norwood Interchange - Edy No improvements New 4 lane arterial
Edy - Highway 99W No improvements, New 4 lane arterial
99W - Scholls Ferry Road two lane arterial New 4 lane arterial
with turn lanes
Scholls Ferry Road - T.V. Highway No improvements New 4 lane arterial
4851C/446-3
-•19 -
III . Next Steps in the Study
Metro, local jurisdictions, and ODOT- staff will commence a
cost and impact evaluation of the approved alternatives.
The following criteria will be compared for the two identified
alternatives in the next phase of the Southwest Corridor Study:
A. Overall system performance and costs for the total package
of improvements in each alternative, including accessi-
bility to jobs and shopping opportunities, travel time and
distance characteristics, transit coverage and accessi-
bility and generalized total cost;
B. More detailed cost and impact comparisons for those
proposed projects which differ between the alternatives
(Table 2 and Figures 9 and 10) to include: project cost,
land use impacts,* neighborhood impacts, displacement,
disruption,-. and impacts on the regional system perfor-
mance; and
co Evaluation of the impact of each alternative on potential
LRT ridership.
Upon completion of this phase, the Policy Advisory Committee
will review the evaluation and release the information pro-
duced for public review and comment.
JG/gl
4851C/446-3
21
ATTACHMENT A
SUMMARY OF PRELIMINARY ANALYSIS
OF BYPASS TERMINI AND TAC RECOMMENDATION
1. Southern Termini
Traffic . forecasts were evaluated for the following southern
termini connections from 1-5 to a 185th alignment: Norwood (new
interchange) ; and Stafford and Boeckman (new interchange) . The
resulting analysis indicates that only the Norwood connection
adequat6ly .provides .the bypass function intended. Specifically,
.west of 1-5, the Norwood alternative attracted approximately
1,250 p.m. peak-hour vehicle trips in each direction. These
trips are removed from Durham Road (-250) , Tualatin/Sherwood
Road (-425) , Highway 217 (-150) , as well as. a multitude of other
routes compared to RTP volumes.
The Stafford connection to the bypass performs noticeably less
well than Norwood -- attracting only about 1,000 p.m. peak-hour
Vehicle trips (20 percent less than Norwood) west of 1-5 and
providing. only one-half as much relief to Durham Road (-125) , an
insignificant diversion from Tualatin/Sherwood Road (-50) and
about the same degree of relief to Highway 217 '(-150) compared
to RTP volumes.
Boeckman performs about 10 percent less well than Stafford.
As a result of the foregoing analysis, the TAC recommends that,
barring any fatal flaw in the feasibility of the Norwood area
connection, the Norwood interchange be the only southern
terminus carried forward in the Bypass Alternative. A concept
.and preliminary analysis design for this interchange is being
developed by ODOT.
2. Northern Termini
Three northern termini connections at the Sunset Highway from a
Norwood connection were examined: Murray, 185th, and
216th/219th. Preliminary analysis indicates that a close-in
alignment (Murray) alone would attract p.m. peak-hour volumes
that are patently unworkable in the area north of Allen
Boulevard, requiring eight-lane crass-sections and possible
overpasses at Farmington and T.V. Highway.
The other two alternatives, 185th and 216th/219th, attract
comparable volumes to each other and are equally valid at this
preliminary stage of the analysis.
As a result, the TAC recommends that both the 185th and
216.th/219th generalized alignments be. carried forward in the
study pending a more detailed examination of impacts, feasbility
and cost.
23
3. Bypass Characteristics
The .traffic analysis indicated that a two-three lane bypass
facility was inadequate to carry the travel volumes associated
with the Bypass Alternative. In addition, a freeway-type
facility was found to be unwarranted in that the additional
speed and capacity was not necessary to adequately serve the
forecast volumes. As a result, a four-lane arterial facility
with appropriate intersection treatments was deemed by the TAC
as the most appropriate design characteristic of the Bypass
facility.
4851C/446-3
- 24 -
ATTACHMENT B
A new two-lane arterial facility connecting Highway 90W at Edy Road
with .Scholls Ferry Road is proposed in the 217/Sunset' Alternative as
a result of a traffic analysis which showed:
that the traffic demand for north/south movements in this
area exceeded the limited capacity and inadequate geometry
of the currently available rural facilities;
* that construction of a new arterial to serve this demand
also provided marginal relief to Highway 217 (Scholls
Ferry-Highway 99W) , 121st/Gaarde/135th/Walnut, the Murray
extension and Durham Road west of Hall Boulevard; and
reduced interchange volumes at the Highway 99W/Highway 217
interchange, which is identified as requiring major improve-
ment in both alternatives.
4851C/446-2
25
ATTACHMENT C
T.V. HIGHWAY ANALYSIS AND TAC RECOMMENDATION (MURRAY-185th)
The common recommended improvement in both alternatives in this
section ' Is to not widen T.V. Highway to six lanes and to instead
improve Farmington Road and Baseline Road to four lanes in this area.
A number of alternatives were examined to determine an improvement
strategy for the T.V. Highway Corridor.
They consisted of: * -1) widen T.V. Highway to six lanes; 2) widen
T.V. .Highway to six lanes and improve Farmington and Baseline to
four lanes; and 3) -improve Farmington and Baseline to four lanes and
.not improve T.V. Highway.
T.V. Highway is not expected to operate At an acceptable level of
service in any of. the three alternatives.
Traffic demand in this corridor is very high and T.V. Highway is the
most direct east-west facility serving the area. Projected 2005 '
traffic volumes on the segment between 185th and Murray will cause
it to operate at or above capacity regardless of whether T.V.
Highway is four or six lanes.
Farmington and Baseline operate at or near capacity in the RTP
scenario and will require additional capacity to operate at an
acceptable level of service. Widening T.V. Highway would reduce
volumes on Farmington and Baseline, but not enough to negate the
requirement for additional capacity.
Also, if .T.V. Highway is widened to six lanes,, excessive volumes are
attracted to Murray Boulevard between Farmington and T.V. Highway,
causing Murray to operate at level of service "F.*
4851C/446-3
26
ATTACHMENT D
a' OUTSTANDING ISSUES BEYOND SCOPE OF SOUTHWEST CORRIDOR STUDY
As a result of the analysis- performed as part of the Southwest
Corridor Study, several outstanding issues were identified that
require further analysis outside the scope of the Southwest Corridor
Study effort:
1. Circumferential travel movement issues in the Close-in
Southwest affecting the Sellwood Bridge (improvement or
construction of an additional Willamette River crossing) ,
Macadam Avenue, Taylors Ferry Road, Terwilliger Boulevard,
and other street connections to I-5 and Barbur Boulevard
(Spring Garden, etc. ) ;
2. Western radial and internal movements north of the Sunset
Highway using Barnes Road and Cornell Road; and
3. Local circulation and access capacity in the Wilsonville
area connecting to .I-5. With the decision that a new
Boeckman Road interchange with I-5 is not suitable as a
connection to the Western Bypass facility, the question of
whether Wilsonville can be cost-effectively served by
improving the existing I-5 interchanges at Stafford and
Wilsonville Road or requires a new interchange at Boeckman
Road is more appropriately handled through ODOT and
Wilsonville as the impact on the regional system outside of
the immediate I-5 section is negligible. When the appro-
priate solution is determined, the RTP should be amended
accordingly.
4. Tigard Triangle circulation improvements and connections to
Highway 99W and I-5 via the Haines Road interchange.
4851CJ446-3
27 _,
December 12, 1985
Mr.Rick Gustafson
Executive Officer
Metropolitan Service District
527 S.W. Hall
Portland, Oregon 97201-5287
RE: Washington County Transfer Center
Tigard Site
Dear Rick,
I am writing as chairman of Tigard' s Transportation Advisory
Committee. I was directed by the committee to notify you of our
concerns regarding the selection of the Hunziker site in Tigard as a
potential location for Washington County' s Garbage transfer center. Our
commmittee discussed this issue at its December 5th meeting and
unanimously agreed that the traffic situation in this area makes this
site a most inappropriate location.
The members of my committee asked me to stress that we support a
rational approach to dealing with the garbage problem in Washington
county, and that the concept of a transfer center appeared to be a good
one. We also agreed that we are not opposed to having the center in
Tigard, however we felt that the selection of the site should be made
on a rational basis and that the Transfer Advisory committee not only
did not utilize its own standards in recommending the Tigard site but
it seriously breached any semblance of appropriate procedural process
in making the decision that it made concerning the Tigard site .
From the information that we have concerning this matter it appears
that the advisory committee succumbed to pressure to abandon the sites
that it initially selected using the standards that it so carefully
selected and jumped into the Tigard location without any intention to
listen to the citizens of Tigard. In fact, it is our understanding that
the committee had no intention of holding a public meeting in Tigard,
that only two of the members of the committee showed up for the meeting
that was demanded, that the staff of metro stated that they were going
to pay no attention to the information that they received at that
meeting, and that the two members of the committee who did attend the
meeting were not even present or heard when the committee voted. It is
also our understanding that the committee and the staff did not gather
sufficient information about the Tigard site to enable them to make a
rational decision.
It is for this reason that our committee wishes to provide you with
the following information concerning the traffic situation surrounding
the Hunziker road site:
First of all, as I am sure you are aware, because of its location,
Tigard is at the focal point of a number of major travel routes in
Washington county and the Portland metropolitan area. Because of this,
traffic congestion is a major problem in Tigard; everywhere in Tigard.
Mr. Rick Gustafson
December 12, 1985
Page 2
Because of the congestion on the major thoroughfares there is also a
serious conflict between local traffic and through traffic.
As you are aware, Metro' s transportation staff has predicted that
the local traffic in Tigard is going to more than double in the next
twenty years and that traffic on the major routes is going to increase
significantly as well. Mr. Ed Hardt, Metro Region Engineer for ODOT,
has stated that all three state highways in the area (1-5, 99W, 217)
are presently, or soon will be, operating at capacity levels. Highways
217 and 99W are experiencing current problems and are expected to have
much more severe problems in the future.
The major problem that the committee identified with this location
is the extreme difficulty with access onto 217 both north and south
bound. According to information that we received from the Oregon
Department of Transportation, the projected large truck traffic from
the transfer site would alone be more than the maximum desirable volume
for the ramps to carry with the current number of lanes and configur-
ation. In addition, the north bound entrance from 72nd onto 217 is a
substandard grade entrance, involves a very tight 180 degree curve and
has a minimum of room for acceleration onto 217 . Because of its close
proximity to the 1-5 interchange and the northbound exit from 217 onto
72nd, there is a great deal of traffic in that lane making it extremely
difficult for a vehicle to enter onto 217 northbound safely.
The southbound entrance from 72nd onto 217 is also the exit lane
from 217 onto 1-5 southbound. Any vehicle trying to enter at this
location has to weave through the traffic exiting 217 . In addition,
since the end of 217 is only a few hundred yards away, the traffic is
frequently stopping for the lights . Any vehicle that wants to take the
northbound 1-5 entrance from 72nd has to weave through the southbound
traffic, cross three lanes, and watch for the traffic signals. Since
all of the large transfer trucks would be taking this route to go to
the St. John's landfill, it would be adding a major safety problems to
this interchange.
Hunziker road itself is a two lane road with steep hills at both
ends and a sharp S curve at the southeastern end. This hill is very
difficult to maneuver in bad weather. At the northwestern end of
Hunziker, at the corner of Hall Blvd. , is a day care center and a light
that takes two full minutes to cycle. The intersection is very small
and consists of a convoluted shape. Hall Blvd to the left is a narrow,
winding road with a great deal of traffic. Since it is a major route
for high school children bicycling and walking to the high school
located at Hall and Durham roads and there are no shoulders or bike
lanes it is already a major safety problem for the City.
Hall Blvd to the right from Hunziker leads to 99W. The light at
Hall and 99W has no left turn lanes, cycles at 120 seconds, and is one
of the major causes of traffic congestion on 99W. The traffic
Mr. Rick Gustafson
December 12, 1985
Page 3
signalization on 99W is poor at best and the traffic through Tigard is
congested all day long. The left turn traffic off of 99W onto Hall has
a major impact on that through traffic by extending the length of the
red time and disrupting the flow of through traffic.
The interchange at 72nd and Hunziker is also a problem. There are
four lights on 72nd at 217 that are traffic activated. There is a very
short space between them and a high possibility for a "gridlock" type
situation arising; especially when a large truck is trying to turn
right from 72nd onto Hunziker. There is also a school on this corner,
and there are between 75 and 100 children who walk to school daily.
Another potential problem with this intersection is the fact that
the Tigard Triangle is slated for major development in the next few
years and the traffic impact from the expected development will create
an unacceptable level of traffic to those roads by itself.
When Metro' s staff members presented their preliminary traffic
impact figures for this location they seemed to indicate that they felt
that since the increased volume of traffic would only be a small
percentage of the traffic already using these roads it would have a
negligible impact. We would like to state that this thinking is
erroneous. The facts are that the area is already over burdened and
dangerous. Adding 600 more trips per day, including over 200 large
trucks, is going to make the situation untenable.
In conclusion the Tigard Transportation Advisory Committee, and the
citizens of Tigard, request that you, Metro council, and the Transfer
Advisory committee, reconsider the decision to include the Hunziker
site as a possible location for the Garbage Transfer Center. We suggest
that you use the criteria that the committee so carefully drew for
making a rational selection of the most appropriate site and that you
utilize the appropriate procedures for making the decision.
Thank you.
Sincerely,
THOMAS J. SULLIVAN
Chairman,
Tigard' s Transportation Advisory Committee
cc : Metro Council
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