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Washington Square Regional Center Plan - Phase II: Implementation THE WASHINGTON SQUARE REGIONAL CENTER PLAN PHASE II: IMPLEMENTATION PaYism MU t I t LIIIPA:A.t. 701,, 1..41%i 4 WASHI NCTON SQUARE_ 10CIOSAL C1A1 LR ST LOY C1 -1 Y 01 1ICARL1 TASK FORCE FINAL WORK PRODUCTS JULY 2001 TABLE OF CONTENTS TOPIC RELATED DOCUMENTS LOCATED IN SECTION: Washington Square Phase II: Summary Report: Conclusions and Recommendations, Washington Implementation Square Regional Center Implementation, Spencer&Kupper, June 1 Summary 29, 2001. Report Recommendations for Comprehensive Plan Amendments to 1 Implement the Washington Square Regional Center Plan, August 25, 1999,Revised 06/28/01. SUPPORTINGDOCUMENTS Public Involvement Washington Square Regional Center Plan Implementation, Recommended Public Involvement Plan, Cogan Owens Cogan, 2 January 2001. Washington Square Regional Center: Task Force and Technical 2 Advisory Subcommittee Membership. Task Force Agendas, Arranged by Date 2 Task Force Meeting Minutes, Arranged by Date 2 Public Event Summary Reports 2 Transportation Impact and Feasibility Analysis Technical Report for Natural Work Elements Resources,Mason Bruce&Girard, Inc. May 16, 2001. 3 Comparative Evaluation of Study Area Trip Generation, Technical 3 Memorandum, Kittelson&Associates, Spencer&Kupper, April 17, 2001. Project Recommendations, Evaluation and Implementation, Memorandum,Kittelson&Associates, June 19, 2001 3 Washington Square Transportation Demand Management Report, Michael R. Kodama,Kittelson&Associates, June 25,2001. 3 (included as Appendix C of the Project Recommendations) Minutes from the Transportation Technical Advisory Subcommittee 3 Meetings (TAS) Natural Resources Work Natural Resources Assessment Report, Mason, Bruce &Girard, Inc., 4 Element June 26, 2001. Natural Resources Regulations and Development Practices Report, 4 Spencer&Kupper with Mason,Bruce&Girard,Inc., June 20, 2001. Minutes from the Natural Resources Technical Advisory 4 Subcommittee Meetings (TAS) Stormwater Management Stormwater Management Assessment Report,URS/BRW, June, 5 Work Element 2001. Minutes from the Stormwater Technical Advisory Subcommittee 5 Meetings (TAS) Greenbelt, Parks and Open Space Greenbelt, Parks and Open Space Concept Plan, Implementation 6 Work Element Strategy, Lloyd D. Lindley,ASLA, June 27, 2001. Minutes from the Greenbelt,Parks and Open Space Technical 6 Advisory Subcommittee Meetings (TAS) Financing and Implementation Financing Strategy, Washington Square Regional Center, Spencer& 7 Work Element Kupper,June 28, 2001. • 1 I WASHINGTON SQUARE REGIONAL CENTER I PHASE II IMPLEMENTATION PROGRAM I SUMMARY REPORT 1 TASK FORCE MEMBERS I Tom Archer, Spieker Properties (Equity tyOffice) Dr. Gene Davis, Property Owner David Drescher,Fans of Fanno Creek Kimberly Fuller, Spieker Properties (Equity Office) Nic Herriges,Nimbus Business Commuters I Carl Hosticka, Metro Council (District#3) Ron Hudson, Tigard-Tualatin School District I Leo Huff,Oregon Dept. of Transportation Kathy Lehtola, Washington County I Dan McFarling,Association of Oregon Rail and Transit Advocates Robert Mixon, Bicycle Transportation Alliance Lyndon Musolf, Lyn Musolf& Associates I Michael Neunzert, Metzger Resident Adele Newton, Washington County League of Women Voters Nawzad Othman, OTAK Steve Perry,Metzger Resident Lynn Peterson, Tri-Met Jack Reardon, Washington Square Mall I Rick Saito, Group Mackenzie Ken Scheckla, Tigard City Council Forrest Soth, Beaverton City Council I Ted Spence,Tigard Resident Dave Stewart, Citizens for Sensible Transportation I Pat Whiting, Citizen Participation Organization (CPO)4-M Nick Wilson,Tigard Planning Commission 1 I I I I • • ITABLE OF CONTENTS I1. INTRODUCTION& SUMMARY OF RECOMMENDATIONS 1 1. Charges from the Tigard City Council 1 1 2. Findings, Conclusions and Overall Recommendations 2 3. Financial Strategy Summary and Recommendations 3 I 2. PUBLIC INVOLVEMENT 5 1. Technical Advisory Subcommittees (TASes) 5 2. Washington Square Regional Center Plan Task Force 5 I3. Public Events 6 3. TRANSPORTATION 6 I 1. Engineering and Environmental"Fatal Flaw"Analysis 6 Pedestrian,Bicycle and Transit 8 Auto and Roadway 10 I 2. Comparison of Existing and Proposed Zoning and Transportation 19 Implications 3. Transportation Demand Management Strategy 20 1 4. NATURAL RESOURCES 22 1. Wetland and Habitat Mapping 22 1 2. Evaluate Natural Resource Policies and Standards 24 5. STORMWATER MANAGEMENT 26 1 6. GREENBELT, PARKS AND OPEN SPACES 27 I7. FINANCIAL STRATEGY 29 1. Transportation Financing Strategy 29 2. Stormwater Management and Natural Resource Financing Strategy 30 I3. Greenbelt, Parks and Open Spaces Financing Strategy 31 4. Return on Public Investment 32 I8. REFERENCES 39 I APPENDIX A 41 WASHINGTON SQUARE REGIONAL CENTER PHASE II IMPLEMENTATION TASK FORCE FINAL RESOLUTION I I I . • • 1. INTRODUCTION AND SUMMARY OF RECOMMENDATIONS In February 2000, the Tigard City Council approved the Washington Square Regional Center Plan, September 1999 (WSRC Plan) and related Comprehensive Plan and Zoning Code amendments, withholding enactment of these policies and standards until a number of transportation, natural resource, stormwater, and parks and open space issues were addressed. The City provided resources and secured grants from the Transportation and Growth Management(TGM)Program and the State Department of Land Conservation and Development ' (DLCD), of the State of Oregon, to undertake additional technical studies to address these issues This became the Phase II Implementation process. ' This report summarizes the conclusions and recommendations from the Washington Square Regional Center Task Force charged with overseeing the Phase II work, and four Technical Advisory Subcommittees (TASes) that reported to the Task Force and worked closely with City ' staff and a consultant team led by Spencer&Kupper. Figure 1 shows the Washington Square Regional Center Boundary. ' CHARGES FROM THE TIGARD CITY COUNCIL The Phase II Implementation work effort focused on a number of issues first articulated by the Tigard City Council, and then defined as the work program of the Task Force, TASes and the consultant team. They are: ' Transportation • Advise whether the major transportation improvements identified in the Regional Center Plan are physically feasible, and whether environmental or other permitting issues represent a"fatal flaw" for project implementation. • Determine whether the proposed Regional Center Plan zoning creates the need for significant additional transportation improvements compared with existing zoning. ' . Prepare a transportation demand management strategy for the Regional Center. • Develop a long-range transportation implementation program that addresses public policy, financial resources and responsibilities, and short-term priorities. Natural Resources I .' Map and confirm the hydrological characteristics (wetlands and fish habitat) of the Fanno and Ash Creek Watersheds within the Regional Center. 1 1 Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 1 • • 1 I Compile policies and standards for these watersheds related to development impacts, including the extent that parks and open spaces activities can exist within the 100-year floodplain area. ' • Recommend modifications (as necessary) to the City's natural resource regulations. Stormwater Management • Assess the stormwater management needs for the Regional Center Plan and a recommended approach for storm water management. • Develop a long-term funding strategy for storm water management. Greenbelt, Parks & Open'Space • Confirm the parks and open space needs for the Regional Center Plan and a recommended approach for identifying, acquiring, improving and maintaining parks and open space in the area. • Develop a long-term funding strategy for parks/open space. This report is organized to address each of these charges. Sections on transportation, natural resources, stormwater management and parks and open spaces summarize the technical and policy analysis undertaken, identify the major conclusions resulting from this work, and include recommendations for further action. A separate section is devoted to an overall financial strategy 111 that identifies transportation and infrastructure improvements needed to achieve the WSRC Plan, and short and long-term recommendations to fund these improvements. The primary technical reports and memoranda prepared during this Phase II work effort are appropriately referenced in each section and published in a separate document. FINDINGS, CONCLUSIONS AND OVERALL RECOMMENDATIONS The findings and conclusions are based on the work of the Task Force, Technical Subcommittees, staff and consulting team, and consultation with the public. • The results of the engineering and environmental analysis show that all of the ' transportation recommendations from the WSRC Plan can be implemented; no project is fatally flawed. • A comparison of the traffic trip generation potential of current zoning within the Regional Center to that proposed in the WSRC Plan shows very similar future peak hour trips. The transportation system required to serve the WSRC Plan is the same as that required to serve the area under current zoning. • A long-term transportation implementation program is described later in this report, I including a transportation demand management strategy. The recommended financing strategy produces sufficient revenues over a 20-year period to implement the improvement program. I Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 2 ' • • WASHINGTON SQUARE REGIONAL CENTER ' PHASE II IMPLEMENTATION PROGRAM • SUMMARY REPORT June 29, 2001 CITY OF TIGARD Jim Hendryx, Community Development Director Nadine Smith, Project Manager Julia Hajduk, Associate Planner Beth St. Amand, Assistant t ' PREPARED BY: Spencer&Kupper, Project Management with. tCogan Owens Cogan, LLC Kittelson& Associates, Inc. Lloyd D. Lindley, ASLA Mason, Bruce & Girard, Inc. URS/BRW, Inc. Deirdre Steinberg Communications This project is partially funded by a grant from the Transportation and Growth Management(TGM)Program,a joint program of the Oregon Department of Transportation(ODOT)and the Oregon Department of Land ' Conservation and Development(DLCD). This TGM grant is financed,in part,by federal Transportation Equity Act for the 21st Century(TEA-21),local government,and State of Oregon funds. Additional funding was provided by the City of Tigard and a Technical Assistance Grant from DLCD. The contents of this document do not necessarily ' reflect views or policies of the State of Oregon. Cover Design by Christine Rains Graphic Design 1 i I _ NM 11111111111 ■ -.111/r h_ •►!1 ■� _ ;—�r — ■IilL: :IIIII�u�� ■_ = 1111. ■1 ■ �I,ti� ■i■■■■1��/1_� uui�/�-_��■:, Erma iiu■��a in I �. �>t�' ■■■t I xVL-------- i § y C i git 1 I ,■■,�, . __immorovfflost 3AY XIS: \■■- - / 11■11-,.�0 lik.'�� f-- ��1Y !11NI .56 Mr. ^ m ill t • mum .v ■.�� .��II. -■:■■ . ■�.'0 1.=-1 -,„ •• ■m,1®��■ 17 a ii _,w,_ AIM..Mini am ■ ■■ ■ ■ ■..■1 ■ . i ■11■�■�■�u ■nom��■-. ■■■■r .�.A mil 1` �� 1-- ,/AN'll WANIIIVIIIII9R11.1111111111111n1 rall'alVig";01114. -lit ...- # ti) .-■ ��, ill k is Num11111.411aaVErtilifir A alam. ... ,A A AM. illimMIMII MEM ■■EMtiritlincallk. loljaallpirri= L. ,i'ilimi! !Eli _To! IrJ !T' 'pJdL It II. 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H�� / II" '::i %��. ♦�j� lp a bit 4-+ IIIIIPP so Imo iI ■■ gall'*1 66 .� ��_ ■vi I I I ° .■. ■ ■N *ill MI• �', • I ,,. • �� J J l 4ii`IFAin \ ��=mss lir�IEC 1111. �®•' Ai 14 41;;141:::---z-::::11 %# ii Q♦ pill �� WM�a) m 1111 "V . dit if ' 16.--1 -1 i ) lei 4.s.. . . 1111.8MW"....''' ring !MI 4-) I■I • i I f''1 a I - " 111. 00%** At- , X ��■■a v WIWI �111i44H x,4. 1_ ■• A! ■ ■■ . �i �■ dP� ■■ ■ .��I� ' . Detailed field reconnaissance was undertaken and existing vegetative communities and wetlands within the Regional Center were mapped. It is recommended that the Tigard Wetlands and Stream Corridors Map be amended to reflect this work. • Current federal, state and local regulations and impact reviewPP rocedures applicable to P public and private developments within the Regional Center protect the identified natural ' resource areas. Existing regulations and any new regulations protecting natural resources take precedence over any local zoning designations, existing or proposed. • Proposed zoning designations that apply to resource areas do not in and of themselves threaten natural resource values or potentially cause environmental impacts any more or less significantly, compared to existing or less intensive zoning. • Modifications to the City of Tigard's development standards that apply to sites that include natural resource areas along Ash and Fanno Creeks to minimize environmental impacts are recommended. Applicable development standards include waiving minimum FAR and residential density standards, adjusting building setbacks, and others. ' . The results of an assessment of existing and future flooding and water quality needs within the Regional Center show that existing stormwater facilities are inadequate and that identified regional stormwater improvements are unfunded. • A long-term stormwater management program is described later in this report. A financing strategy that produces sufficient revenues over a 20-year period to implement the improvement program is recommended. I .' A greenbelt,parks and open spaces concept plan that refines the proposals made in the WSRC Plan is recommended. . A long-term greenbelt,parks and open spaces implementation program is described later in this report. A financing strategy that produces sufficient revenues over a 20-year period to implement the improvement program is recommended. • All elements of the �eenbelt, parks and open spaces concept plan are feasible. ' FINANCIAL STRATEGY SUMMARY AND IMPLEMENTATION RECOMMENDATIONS The Washington Square Regional Center is second only to the Portland Central City in terms of improvement needs and concentration of jobs and private investment. Due to years of neglect, ' many of the recommended transportation and other infrastructure improvements described in the WSRC Plan and summarized in this report are necessary to address existing needs and deficiencies, not just the impacts caused by growth. I Summary Report: Conclusions and Recommendations June 29,2001 ' Washington Square Regional Center Implementation Page 3 1 The financing strategy approved by the Task Force identifies more than$160 million in transportation, stormwater, parks and open space improvements needed over the next 20 years to support existing and anticipated businesses and residences in the area and to preserve its livability. A summary of the improvements and costs are: 111 Unfunded Transportation $115.7-121.7 million Stormwater/Natural Resource $15.2-18.0 million Greenway, Parks and Open Space $13.1-20.9 million Total Needed Improvements (Over 20 years) $144.0- 160.6 million The financing strategy is described in detail for each of these major improvements. Based on the 1 analysis of revenue from the variety of sources that can be expected, adequate resources will be available during the next 20 years to fund the public improvements necessary to implement the WSRC Plan. The primary elements of the financing strategy are: • Aggressively pursue transportation funding, including the Highway Trust Fund, state and local sources, and Metro's Metropolitan Transportation Improvement Program(MTIP). • Establish priorities for disbursement so that locally generated fees from existing businesses and residents and new development activity within the Regional Center are allocated to the transportation and infrastructure needs within the Regional Center. • Pursue the formation of local improvement district(s)(LIDs) where existing businesses and residents benefit directly from improvements to existing transportation and stormwater facilities, or relatively modest new improvements that benefit multiple , property owners are needed. • For specific improvements, aggressively pursue regional, state, and national grants and I funding programs and dedications, donations and contributions from the private sector. • Seriously consider the formation of an urban renewal district for the Regional Center as a local funding source for major transportation, stormwater, resource enhancement and parks and open space improvements that benefit the entire area. Based on the growth projections utilized for the Washington Square Regional Center Plan, approximately$92- 162 million in accumulated urban renewal revenues can be available for activities within the Regional Center over a 20-year period. An important recommendation of the financial strategy is the creation of this new urban renewal district to include areas within the City of Tigard, City of Beaverton, and unincorporated Washington County. This will assure that the entire Regional Center is eligible for urban renewal investments and provide an economic development focus for the Regional Center itself. Figure 2 shows the political boundaries within the Washington Square Regional Center. 1 i Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 4 all MO 411111 e E 1.11 MN MB N M all N M Mill EMI # NEM MUM IIIIII € , Ti . . ; ; - ' •`�itlt:}tt1 i F I.TLY-f'1 : fl. : E x �ir '.' :I. • 1.. Ier»'xi': . . . 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Cti.4 t!! ^',i t- f .. • L • - �N �. '' «..... '� • • ilflt ilk: MF a I • I _ • NO. , vaf. a ,« .,"» 11 f I • ll I " i • • } a''. t• •? .,,• I 't '•• ... •� I• - i � 'fir: ;.. , 'III '. ,: 1 .<.: . t' I .I> • i • l'' „; i .•t.— '1'''•' • ,. i I • I 'i"t,, .. F`: • F . , . .. x ',2 , . .., : / t , : ,: • ' I x' k ' c i f •• j' i I f; iI I . 1 :£ i , ' 13 4•k F4i:I t I I • t , t.11114:.. * € 1 { £ 1 _. t I : II ' I' • r' I I ftIiI : tac=-:'I 'i .I . st' ' t - +. x.l t '-, [ , I t !: rt .. , 1r; .I : ,. • FIGURE 2 Washington Square Regional Center LG, ."d te;Study At ttit AJltris.cite'liur:�i Eic}ur,l,.inw,it/tlt:t I 8t:':-IVtltlC:rI ' i,Ia:3ri1 �2 ''::. •t 4!N, Y•;j'i .!x; 'rrt 1AJ:rtlitlgtfN•C4•'11t#V iww»»owiwrwey $1111111111t Iii.'' '.ti'Hail • R d ,':I3ti.t 1E.` '4 f 1 Ir"s n:,r�,r<es...,,loo-1m 5....111,c. .• ,ar+u. ••,(}I:t,i=3_11 '■■`7T3; in,. aWyM•.u,«.,i+,ty.,w+:11.11 s.... ; { tt. y. .,.,V9.,,.#,Ant..t r 4•tF"'' rt 4'„Fo,Nun.ts Ih'ielc-..fnant €!•xt•rug. :MF F1 2.,. • • r It also is recommended that an Economic Improvement District (EID)be formed for the entire Regional Center. An EID will involve participation and contributions from businesses throughout the area and will provide funding for overall management, coordination and advocacy for businesses and residents within the Regional Center. 2. PUBLIC AND AGENCY INVOLVEMENT PROCESS The purpose of this Public and Agency Involvement Process was to insure that all stakeholders were involved early and throughout this project and that relevant issues were discussed and resolved to the extent possible. Interested individuals and groups were included on the project's mailing list and notified of meetings, events and updates on work progress. A summary of specific elements follows. TECHNICAL ADVISORY SUBCOMMITTEES (TASes) A creative addition to thisP roject not present in Phase I consisted of four Technical Advisory Subcommittees (TASes), covering the subjects of natural resources; parks and open spaces; stormwater; and transportation. At the Tigard City Council meeting in January 2000 the Regional Plan was approved; these issues were noted as expressly in need of additional study. TASes were comprised of about 12-15 members: those from the Task Force and the public who 111 indicated an interest in the subject and representatives from appropriate jurisdictions and agencies. The City invited community members to participate through its citizen involvement and outreach channels. Each TAS met at least four times between March and June with a consultant team member and staff to provide input on work program elements. The meetings were facilitated by trained volunteers. TAS findings were presented to the Task Force at strategic points in the study, with the understanding that the Task Force would make the final recommendations. WASHINGTON SQUARE REGIONAL CENTER PLAN TASK FORCE All members of the original Washington Square Regional Center Plan Task Force were invited to participate once more in this project. Additional representatives for individual interests who were not able to continue were recruited. The Task Force for this project consisted of 25 members representing neighborhoods, schools, business and property owners, state and local ' governments, and interest groups. (Please refer to the title page of this document for a complete list of Task Force members.) The charge of the Task Force was to review the work of the Technical Advisory Subcommittees (TASes) and participate if they chose; provide guidance to staff, consultants and the TASes on major policy issues; give input into public events and other outreach activities; and agree upon and make final recommendations on implementation actions to the Tigard City Council. r ' Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 5 • • r r The Task Force held six open meetings between December 14, 2000, and July 25, 2001. The r agenda for each meeting related to the technical and TAS timetable. Members received information generated by the TASes and provided comments and insight that were taken into account as the project proceeded. Every effort was made to reach consensus on issues of concern. PUBLIC EVENTS I Two public events were held during the process to provide an opportunity for the general public 1 to gain information about the project and provide input at key steps in the planning process. The first was held on April 4, 2001; midway through the project. Attendees participated in an open house and work sessions with the consultants in which they discussed the four issues being , discussed by the TASes: natural resources; parks and open spaces; stormwater; and transportation. Their verbal and written comments were considered as the project progressed. The second event was on June 5, 2001, near the end of the project, to present components of the draft Plan. The four topic areas listed above were consolidated into three discussion groups (storm water/development, transportation/environment, and parks and open space). Consultants presented a more complete picture of the plan and its interrelated components to groups of attendees. I Both events were held at the Metzger Park Hall from 5 to 8 p.m., and were attended by approximately 40 people each time. ' Both events were advertised through flyers in neighborhood gathering places; the City newsletter, Cityscape; and local newspapers. The TASes and the Task Force carefully I considered the public input from these events when making their recommendations. Written summaries of all Task Force and TAS meetings, as well as the two public events are i included in the appendix to this report. r 3. TRANSPORTATION ENGINEERING AND ENVIRONMENTAL "FATAL FLAW"ANALYSIS r The charge to "advise whether the major transportation improvements identified in the Regional Center Plan are physically feasible and whether environmental or other permitting issues represent a `fatal flaw' for project implementation" is addressed specifically in two reports: Project Recommendations, Evaluation and Implementation,Memorandum, Kittelson& I Associates, May 23, 2001, and Impact and Feasibility Analysis Technical Report for Natural Resources, Mason Bruce & Girard, Inc. May 16, 2001. Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 6 • • I The results of the feasibility analysis show that from a transportation perspective all of the recommendations from the WSRC Plan can be implemented; no project is fatally flawed. The recommended WSRC Plan calls for a comprehensive multi-modal transportation system for the Washington Square Regional Center. With full implementation, there would be improvements in regional connections to and from the area(i.e., commuter rail, transit center improvements, Highway 217) and within the area(i.e.,Nimbus overcrossing connecting the Mall and the Nimbus Business Park, pedestrian facilities along and across major roadways, and recreational pedestrian and bicycle facilities surrounding the area). The transportation plan has a holistic perspective, providing regional connections for regional travelers, local connections for local travelers, and collector level connections to provide access for people traveling between the regional and local transportation system(e.g., people mover, Locust Street Improvements, Oak Street improvements). Work conducted by the consultant and the Transportation TAS and verified by the Task Force and the public shows that there is substantial support for many of the projects recommended in the WSRC Plan: • Members of the TAS and Task Force strongly recommend planning for and implementing transportation improvements on the Highway 217 corridor. Regional connectivity to and from the area is and will continue to be integral to the economic success of the Regional Center. • Members of the TAS, the Task Force, City of Beaverton, Tigard and Washington County Staff and Staff at Tri-Met and Metro recognize the opportunity to link the Nimbus ' Business Park, Commuter Rail, and the Washington Square Mall physically with a structure and subsequently, with a shuttle or People Mover connection. • Members of the TAS and Task Force strongly recommend planning for and implementing transportation improvements on the Highway 217 corridor. These Committees believe that regional connectivity to and from the area is and will continue to be integral to the economic success of the Regional Center. • City staff, the TAS and the Task Force view the implementation of the Regional Center plan as an opportunity to improve pedestrian, bicycle and transit connectivity and circulation within the Regional Center Area. Additional projects in the WSRC Plan are not as unanimously accepted: • The TAS and Task Force agree that widening Hall Boulevard to five lanes from Oleson Road south to Highway 217 is possible. The Task Force endorses an expansion to three lanes while acquiring right of way for a five-lane roadway. • The TAS and Task Force support the Nimbus-Greenburg connection, but also express concern about the potential environmental impacts associated with this facility. This roadway can be constructed to minimize environmental impacts;depending on its final alignment, it could provide an opportunity for large wetlands mitigation. However, wetland and open space advocates and surrounding neighbors remain concerned. Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 7 • • ' 1 I • The TAS and Task Force support the concept of improving connectivity and circulation opportunities within the Regional Center; however, they are also want to be sure that the improvements do not cause negative traffic impacts to surrounding neighborhoods and businesses. For example, there is concern that improvements on Locust between Hall Boulevard and Greenburg Road and the Locust Overcrossing of Highway 217 could create a neighborhood"cut-through"route. As these facilities are designed, special attention should be given to the potential neighborhood impacts. Regardless of the project under consideration, the partnerships and working relationships that have developed over the course of this project and the previous WSRC Plan should continue. The TAS and Task Force were composed of a diverse membership that worked together for three years to forge consensus on transportation issues in the Regional Center. The City of Tigard should strive to build on this momentum as it continues the implementation of the Regional Center Plan. The following summarizes the evaluation and results of the feasibility analysis for each of the recommendations. The recommended projects are in two categories: non-auto modes and auto modes and are not in priority order. Figure 3 shows the general location of the major transportation improvements. I Pedestrian, Bicycle and Public Transit Recommendations The following is a list of the non-auto related(transit,pedestrian,bicycle, commuter rail, etc) transportation recommendations from the WSRC Plan. These are listed in alphabetical, not priority order. Commuter Rail Service and Station Washington County is considering the feasibility of commuter rail services from Wilsonville to Beaverton on the existing freight line to the west of Highway 217. The WSRC Task Force supports a commuter rail station in the vicinity of the North: Mall to Nimbus Overcrossing. Conclusions and Recommendations • The proposed commuter rail station be permanently located between Scholls Ferry Road and Hall Boulevard in the vicinity of the proposed overcrossing between Nimbus Business Park and the Washington Square Mall. • A park and ride facility not be constructed in conjunction within the Regional Center or the future commuter rail station. • Local transit service connecting the commuter rail, Nimbus Business Park, Washington Square Mall and Lincoln Center be developed. 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Community Development • Plot date:May 9,2001 ., 41111 I Pedestrian Improvements—SW Greenburg Road Build pedestrian improvements on SW Greenburg Road between SW Hall Boulevard and Highway 217 to improve pedestrian crossing opportunities and safety. Conclusions and Recommendations • As SW Greenburg Road is a Washington County facility,Tigard should coordinate with Washington County to include these projects in the ongoing Washington County Transportation System Plan. • Pedestrian refuges at non-signalized intersections minimize crossing distances and provide a safe stopping location for pedestrians as they cross Greenburg Road. These improvements have minimal impacts on traffic operations. Pedestrian Improvements—SW Hall Boulevard Construct pedestrian crossing refuge(median) on SW Hall Boulevard between SW Pfaffle Street and SW Locust Street to improve safety and pedestrian crossing opportunities. Conclusions and Recommendations • As Hall Boulevard is a state facility, Tigard should coordinate with ODOT for early implementation or as part of any future roadway plans. • Pedestrian refuges at non-signalized intersections minimize crossing distances and provide a safe stopping location for pedestrians. These improvements have minimal impacts on traffic operations. Pedestrian And Bicycle Improvements- SW Locust Street Realign SW 90th Avenue across SW Locust Street to provide a four-legged intersection at Locust Street. Construct curb extensions, sidewalks and bicycle lanes to provide improved non- auto accessibility across and along the street. Conclusions and Recommendations • Build a four-legged intersection at 90th Avenue/SW Locust Street to provide a focal point for streetscape design; provide an accessible crossing to and from Metzger School. Pedestrian Access Improvements—Washington Square Mall ' Build pedestrian improvements (e.g. sidewalks, landscaping, and connections from parking to the mall and surrounding arterials) in the Washington Square Mall area. Conclusions and Recommendations • The TAS and Task Force recommend that roadways within the Mall ultimately should be designed to include sidewalks that connect to the surrounding street system. Shuttle/People Mover Develop local area transit service between the Washington Square Mall area, the Nimbus/ ' Cascade districts and Lincoln Center. The service could use the proposed connections across Highway 217. Initially a shuttle bus, in the future this service could be converted to some type of fixed route system. Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 9 110 1 I Conclusions and Recommendations • Beaverton, Tigard, Tri-Met, Metro, Washington County, the Transportation TAS and the WSRC Task Force agree that significant benefits are associated with connecting the proposed Commuter Rail to the many activity centers in the WSRC. • There appear to be limited benefits to the Regional Center if the commuter rail is not connected to the Mall and Lincoln Center by some type of people mover system. • The people mover could initially be shuttle buses (electric or hybrid powered). In the future, the system could be upgraded to a more capital-intensive facility. Transit Center Improvements Build capacity and facility improvements (e.g. real time transfer information, lighting, covered connections to the Mall, and additional bus bays) to the existing transit center at the Washington Square Mall. I Conclusions and Recommendations • As improvements are considered to the Transit Center, Tri-Met, Tigard, Washington County, Beaverton, and the Washington Square Mall should choose the most appropriate future location, capacity and transit center facilities. Transit System Improvements The TAS and Task Force support transit routing and frequency improvements in the Regional Center. Tri-Met has provided an outline of potential service improvements and planning needed to implement these improvements, including relocating the Transit Center to provide better connections into the Mall; coordinating park and ride facilities with the future commuter rail service; improving bus stops; and decreasing transit service headways. Tigard, Tri-Met and I employers or developers in the district should begin to develop a transit improvement plan. Travel Demand Management Program , The TAS and Task Force recognize the importance of developing a travel demand management program for the Regional Center area. A key feature of this program is a Transportation Management Association(TMA) that coordinates demand for single occupant vehicles within the Regional Center area; parking management strategies; transit system improvements; and travel demand management programs. The City of Tigard, Beaverton, Washington County, Tri- Met, Metro, ODOT and employers in the area should begin to work together on a detailed plan for the area. Auto and Roadway Recommendations I The following is a list of the auto and roadway related projects recommendations from Washington Square Regional Center Plan. The first seven projects are listed in the priority established by the Transportation TAS and Task Force. The remaining projects are listed in alphabetical order. , I Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 10 I I . Near Term Traffic Operations Improvements In addition to the long-term projects in the Washington Square Regional Center Framework Plan, the Task Force recommends that small-scale roadway operations improvement projects be implemented in the near future. These improvements can correct existing system deficiencies or provide needed pedestrian, bicycle or transit facilities. Conclusions and Recommendations . The following near term improvements that should be considered for implementation as soon as possible: o Develop signal timing improvements on Greenburg Road between Highway 217 and the Washington Square Mall. o Build a separate eastbound right turn lane from Hall Boulevard to Scholls Ferry Road. This may require Hall Boulevard overcrossing improvements. o Construct pedestrian improvements throughout the district. o Develop a shuttle system connecting Lincoln Center, Washington Square Mall and Nimbus Business Park. o Evaluate and confirm that the southbound Hall Boulevard right turn only lane into the Washington Square Mall at Palmblad Lane should be eliminated. Re-stripe as appropriate. o Develop signal timing improvements on Hall Boulevard that allow buses behind schedule to move to the front of the queue and through the signal prior to other traffic ("queue jumping capabilities"). o Develop direct access from the Washington Square Mall to Target so that motorists do not have to travel on Hall Boulevard when traveling between the two facilities. Highway 217 Identify and plan for the implementation of improvements to Highway 217 and its interchanges between Interstate 5 and Highway 26. Conclusions and Recommendations • The WSRC Task Force strongly recommends that Highway 217 be identified as a priority for engineering studies, regional funding, and ultimately improvements. I . The economic vitality of the Regional Center could be at risk without people moving capacity improvements to Highway 217 and its interchanges with the surrounding transportation system. Interchange improvements to improve pedestrian and bicycle access across Highway 217 also should be developed. North: Mall to Nimbus Connection The Washington Square Regional Center Task Force identified this project as the first priority for implementation in the Regional Center area: . Build a bridge over Highway 217 connecting the Washington Square Mall with the Nimbus Business Center. The bridge is intended to be a facility for local travel within the Regional Center. It would include a two-lane roadway,bike lanes, sidewalks and facilities for transit. Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 11 Of There are two options for this connection: , • A bridge from the Washington Square Mall extending over Scholls Ferry Road, Highway 217, and the commuter rail tracks, connecting to Nimbus Avenue. As this project is developed, the actual alignment will be identified. • A new intersection with Scholls Ferry Road, a bridge over Highway 217, the commuter rail tracks connecting to Nimbus Avenue. This option requires re-aligning the existing 111 northbound Highway 217 to the Scholls Ferry Road off-ramp. Conclusions and Recommendations 1 • This project because it extends the life of the Highway 217 interchanges by providing an alternative route for motorists traveling from the Nimbus Business Center to the Washington Square Mall. • It does not preclude most future interchange configurations at Scholls Ferry Road/Highway 217 or Hall Boulevard/Highway 217. • As this project is developed further, consideration should be given to the overcrossing as a pedestrian/bicycle/transit bridge. • Right of way is required on the east and west side of Highway 217. On the east side of Highway 217, the structure would provide an opportunity for new land use development at the north side of the Mall. • The project would be built in one phase. It could be designed to be widened in the future. • Implementation would result in the loss of a relatively small amount of wetlands (approximately 0.004 ha [0.01 ac]). This filling or alteration of the wetland ditch/swale is • considered minimal and would be authorized under the existing Nationwide Permit (NWP) Program administered by the Corps of Engineers (COE), in accordance with Section 404 of the Clean Water Act. The NWP No. 14(Linear Transportation Crossings) would be applicable to this alternative. The wetland fill also would qualify for a General , Authorization for Road Construction by the Oregon Division of State Lands (DSL) under the Oregon Removal/Fill Law. • Given the existing characteristics of this wetland (i.e. drainage ditch/swale) and the minimal amount of impact, both the COE and DSL may waive the requirement for mitigation for the filling action. Potential mitigation would likely be direct in-kind replacement of a new ditch/swale along the P&WRR right-of-way. • Given the distance of the proposed alternative alignment to Fanno Creek(approximately 480 m [1570 ft]), the potential for adverse impacts on fisheries resources and habitats within Fanno Creek is likely to be minimal. The minimal impacts may result in a finding of"No Effect" under the Endangered Species Act (ESA), so that formal consultation with National Marine Fisheries Service(NMFS) would not be necessary. Although it is unlikely, formal consultation with NMFS would require the preparation of a Biological Assessment (BA) to document potential impacts to fisheries. The COE cannot authorize the filling of the wetlands without receiving concurrency with the BA's finding of effect or a Biological Opinion (BO) from NMFS. I Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 12 I • • The project would be built in one phase. It could be designed to be widened in the future. • The project will provide a new connection between the Nimbus Business Center and Washington Square Mall and effectively connect Hall Boulevard west of Highway 217 to the Mall via Nimbus Avenue. Before improvements to the Hall Boulevard/Highway 217 interchange are made, this may become a short-cut route for motorists traveling from west of Highway 217 to the Mall. The bridge is intended to provide a local connection from Nimbus Business park to the Mall(e.g. two-lane roadway including facilities for transit,bicyclists, and pedestrians). • The design of the facility and the roadway treatments should be sensitive to its intent and the potential that motorists would use it to avoid the Hall Boulevard/Highway 217 interchange. • Traffic impacts at the existing southbound Progress off-ramp from Highway 217 to Hall Boulevard should be evaluated and coordinated with the Hall Boulevard/Nimbus Avenue. Improvements to this intersection may be necessary. An additional option is to connect the Mall to Scholls Ferry Road with a signalized intersection, build a bridge over Highway 217, and a commuter rail connection to Nimbus Avenue. Conclusions and Recommendations I . Due to the potential traffic operations impacts to Scholls Ferry Road,and the potential constraints on future Highway 217 interchange improvements, the TAS and Task Force do not support this project. • This project extends the life of Highway 217 so that local trips from the Nimbus Business Center to the Washington Square Mall can avoid the Hall Boulevard and Scholls Ferry Road interchanges with Highway 217. • This configuration of the Nimbus crossing requires relocating the northbound Highway 217 to Scholls Ferry Road off-ramp. If built prior to improvements on the Highway 217 corridor, this is likely to preclude future efficient configurations of the Highway 217/Scholls Ferry Road interchange. Once a bridge is constructed, it is expensive to expand or modify it. Therefore, according to the phased implementation and expandability criteria, this project receives a low rating. • Implementation of this alternative is likely to result in the filling of approximately 0.16 ha(0.37 ac) at two locations. This proposed wetland fill is likely to be authorized by a Nationwide Permit No. 14 (Linear Transportation Crossings) as the fill area is below the permit's 0.20 ha(0.50 ac) limitation for public transportation improvement projects. NWP No. 14 would be authorized by the Corps of Engineers (COE) in accordance with Section 404 of the Clean Water Act. The wetland fill(s)would also qualify for a General Authorization for Road Construction by the Oregon Division of State Lands (DSL) under the Oregon Removal/Fill Law. • Given the distance of the proposed alternative alignment to Fanno Creek(approximately 480 m [1570 ft]), the potential for adverse impacts on fisheries resources and habitats within Fanno Creek would likely be minimal. These minimal impacts may result in a finding of"No Effect"under Endangered Species Act (ESA), which means that formal consultation with National Marine Fisheries Service(NMFS) is not necessary. Preparation of a"No Effect"memorandum could be prepared to show justification for not I Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 13 • • initiating consultation with NMFS. Although it is unlikely to occur, formal consultation with NMFS would require the preparation of a Biological Assessment(BA) to document potential impacts to fisheries. The COE is not likely to authorize the filling of the wetlands without receiving concurrency with the BA's finding of effect or a Biological Opinion(BO) from NMFS. • Relocating the existing northbound Highway 217 to the Scholls Ferry Road off-ramp and adding a new intersection on Scholls Ferry Road would negatively influence traffic on Scholls Ferry Road and Highway 217. SW Nimbus Avenue The Washington Square Regional Center Task Force identified this project as the second priority for implementation in the Regional Center area. Its two components are as follows: North of Scholls Ferry Road: Modify the existing roadway to a three-lane facility with parking, bike lanes and sidewalks. Potential for streetscape improvements include a solid median with specific turn slots to individual properties. Nimbus to Greenburg Connection: Extend SW Nimbus Avenue to meet Greenburg Road. This would be a five-lane roadway with bike lanes and sidewalks,but no on-street parking. 111 North of Scholls Ferry Road Conclusions and Recommendations • With the connection to Greenburg Road(and potentially north to Denny Road), this facility would provide increased north-south connectivity on the west side of Highway 217 for local and sub-regional trips. • This project could be constructed with or without improvements to Highway 217 and not significantly influence the future nature of Highway 217. • This project would not be built without the connection to Greenburg Road. If connected to the Nimbus-Greenburg connection, it would extend the life of Highway 217 by providing an alternative travel route through the west side of the WSRC. • Right-of-way along the existing Nimbus Avenue may be required. • There may be traffic issues at the intersection of Nimbus Avenue with Hall Boulevard. Traffic operations at this intersection would have to be coordinated with the future configuration of the Highway 217/Hall Boulevard interchange. • This facility could be built as a three-lane facility south of the Locust Street Overcrossing. Future volumes partially dependent on the future capacity of Highway 217. 1 1 1 Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 14 • S i Nimbus-Greenburg Connection Conclusions and Recommendations • The City of Tigard should begin planning for and designing this facility as soon as possible. The potential environmental issues and mitigation opportunities require substantial analysis and federal review. • Connected to a widened Nimbus, this facility would provide alternate access for motorists on the south and west side of Highway 217. They would no longer have to choose between Hall Boulevard and Highway 217 for north-south access. • Right-of-way would be required. • There are environmental impacts associated with building this facility. • Depending on the design, there are associated wetland, stream, and floodplain mitigation opportunities in the vicinity of the connection with Greenburg Road. • This alternative has the potential to affect 0.08 ha(0.21 ac)of wetlands at three locations.The wetland impacts would be largely the result of re-aligning SW Nimbus Avenue and building bridge piers within the wetlands adjacent to the P&WRR right-of-way and Ash Creek. For the bridge piers,the wetland fill could be authorized by either a NWP No. 25 (Structural Discharges)or a NWP No. 14(Linear Transportation Crossings.).The NWP No.25 authorizes the discharges of concrete or other fill material into tightly sealed forms or cells where the material is used as structural member or footing for a bridge pier(Wetland Training Institute 2000.)The NWP No. 14 authorizes fills up to 0.20 ha(0.5 ac) for pubic transportation improvement projects.The wetland fill associated with the realignment of SW Nimbus Avenue could be authorized through a NWP No. 14. The NWP would be authorized by the Corps of Engineers(COE)in accordance with Section 404 of the Clean Water Act. The wetland fill(s)would also qualify for a General Authorization for Road Construction by the Oregon Division of State Lands(DSL)under the Oregon Removal/Fill Law. • Authorization for the wetland fill by the COE through either a NWP No. 25 or a NWP No. 14 constitutes a federal action or"nexus."This may require consultation with the 1 National Marine Fisheries Service (NMFS) under Section 7 of the Endangered Species Act (ESA) to assess potential impacts to fisheries listed as threatened within Fanno Creek and Ash Creek. Surface runoff from the impacted wetlands drains to Ash Creek via broad drainage swales located along both sides of the P&WRR right-of-way. Stormwater from SW Nimbus Avenue drains to Fanno Creek. Without proper stormwater controls, water quality within Fanno and Ash Creeks could be further degraded. To fully address potential water quality impacts to fisheries, the consultation with NMFS would require the preparation of a BA to document potential impacts to fisheries. The COE is not likely to authorize the filling of the wetlands without receiving concurrency with the BA's ` finding of effect or a BO from NMFS. • Given the extent of wetland impact and the location of these impacts in proximity to Ash Creek, the COE and DSL would likely require mitigation as a condition of permit authorization. Fortunately, there are significant opportunities for mitigation along both Ash and Fanno Creeks. For example, the potential exists that up to 1.1 ha(2.8 ac) of impervious surfaces would be removed and converted to wetlands and floodplain along Ash Creek when the elevated roadway is built over existing commercial buildings. Other potential mitigation opportunities include creation of existing wetlands; restoration of 1 Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 15 • • I existing degrading wetlands; and enhancement of existing wetlands along Ash or Fanno Creek. The DSL would likely require at least a 1.5 to 1 replacement ratio. The overall intent of the mitigation requirements established by the COE and DSL is that there would be no net loss of wetland values and functions within the project area. South: Mall to Nimbus Connection The Washington Square Regional Center Task Force identified this project as the third priority for implementation in the Regional Center area: build a new bridge from SW Locust St/Greenburg Road, through Washington Square, over Highway 217, terminating at the extended SW Nimbus Avenue south of Scholls Ferry Road. This facility would include bike lanes and 111 sidewalks. Conclusions and Recommendations • This facility will improve connectivity between the east and west sides of Highway 217; it is important to avoid or minimize potential negative neighborhood traffic impacts east of Greenburg Road. • This improvement provides more connectivity benefits and significant congestion relief on Highway 217. • The location of the intersection of this facility with Greenburg Road will influence traffic I volumes on Locust Street east of Greenburg Road. • The-final alignment of the roadway and overcrossing should be designed to minimize negative traffic impacts to the neighborhood adjacent to Locust Street. This facility could t be constructed independent of the future form of Highway 217. • Right-of-way through the Washington Square Mall and on the west side of Highway 217 at the connection back to Nimbus Avenue would have to be acquired. • To complete the connection from the bridge to Nimbus, it would be necessary to raise a portion of Nimbus Avenue on the west side of Highway 217. Maintaining traffic during construction will be a challenge. • The intersection of this facility with Greenburg Road influences the extent of neighborhood impacts to Locust Street east of Greenburg Road. As a four-legged intersection with Greenburg Road, there is potential for more cut-through traffic on Locust Street east of Greenburg Road. If the intersection is created opposite the existing Lincoln Center access, this would minimize the potential for neighborhood cut-through traffic; but also would decrease traffic flow and operations on Greenburg Road. • An alternate potential mitigation to minimize neighborhood cut-through traffic is to prohibit traffic from traveling east and westbound across Greenburg Road on Locust Street. • As this facility is designed, neighborhood impacts should be considered and balanced with traffic level-of-service (LOS) considerations on Greenburg Road. • Engineering criteria may require the placement of bridge piers within the wetlands adjacent to the P&WRR right-of-way. This would require the filling of approximately 0.024 ha(0.06 ac) at possibly two locations. In addition, the realignment of SW Nimbus Avenue would result in approximately 0.020 ha(0.05 acre) of wetland fill. For the bridge piers, the fill could be authorized by either a NWP No. 25 (Structural Discharges) or a NWP No. 14 (Linear Transportation Crossings). i Summary Report: Conclusions and Recommendations June 29, 2001 Washington Square Regional Center Implementation Page 16 • • I . Given the relatively small size of proposed wetland fill, the Corps of Engineers (COE) and Division of State Lands (DSL) may waive mitigation requirements. In the event that mitigation is required, ample opportunities for mitigation along either Ash Creek or Fanno Creek exists. Potential mitigation opportunities include creation of existing wetlands, restoration of existing degraded wetlands, and enhancement of existing wetlands. The DSL would require at least a 1.5 to 1 replacement ratio. The overall intent of the mitigation requirements established by the COE and DSL would be no net loss of wetland values and functions. SW Lincoln Street The Task Force chose this project as the fourth priority: modify Lincoln Street to provide a three-lane section with parking,bike lanes and sidewalks between SW Locust Street and SW Oak Street. Conclusions and Recommendations . This improvement would enhance local circulation for motorists and non-auto modes of transportation within the Regional Center. . It would have no impacts on the future form and function of Highway 217. . Some right-of-way to complete this connection between Locust and Oak Street is required. SW Hall Boulevard The Task Force identified this project as its fifth priority for implementation: first,build a three- lane facility with sidewalks and bike lanes between Oleson Road and Highway 217. If after other project recommendations have been built and it is found that Hall Boulevard still needs to be a five-lane facility, the roadway would be widened again. In the interim, and as possible, the City of Tigard or ODOT would acquire the right-of-way necessary. As a three or five-lane facility, this project includes a landscaped median with designated left turn pockets that also provide for improved pedestrian crossing opportunities. This is consistent with Metro's Regional Boulevard Designation for Hall Boulevard. Conclusions and Recommendations . The roadway should be improved to three lanes with sidewalks, bike lanes and pedestrian refuges. If, after other improvements have been implemented and further capacity is needed, the Task Force recommends that the roadway then be widened to five lanes with sidewalks, bike lanes and pedestrian refuges. . The surrounding neighborhoods and businesses oppose widening Hall Boulevard to a five-lane section given concern for hundreds of children who walk to school and cross Hall Boulevard and for children and adults who use Metzger Park and small stores on each side of Hall. Many people currently bicycle and walk given the current lane design. . There is regional support for Hall Boulevard being widened to a five-lane section. This project is included in the Metro Regional Transportation Plan(RTP). . Significant right-of-way would have to be acquired to achieve the five-lane cross section. Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 17 • • , I If widened to five-lanes before Highway 217 is improved, some improvement to traffic operations on Highway 217 may be realized. 111 • Maintenance of traffic as the roadway is widened to five lanes is a challenge. • The proposed widening of SW Hall Boulevard is likely to require replacement or extension of the existing culvert crossings for Ash Brook and Ash Creek. The extension I of the culverts would require work with the channels of both creeks. From a regulatory standpoint, both Ash Brook and Ash Creek are considered"waters of the United States" under Section 404 of the Clean Water Act. As such, any construction below the ordinary I high water mark (2-year floodplain elevation) requires authorization from the Corps of Engineers (COE). The proposed culvert replacement can be authorized under a NWP No. 14 (Linear Transportation Crossings). It also would qualify for a General Authorization for Road Construction by the Oregon Division of State Lands (DSL) under the Oregon Removal/Fill Law. • Historically, both Ash Brook and Ash Creek have been inhabited by steelhead trout and chinook salmon, which are listed as threatened under the Endangered Species Act(ESA). Given the potential for in-water work associated with the culvert replacement and the a potential authorization of this work by the COE through a NWP No. 14, consultation may • be required with the National Marine Fisheries Service(NMFS) in accordance with Section 7 of ESA. The issuance of a NWP No. 14 by the COE constitutes a federal action or"nexus,"the COE must consult with NMFS on potential impacts to threatened fisheries before the permit is issued. The consultation with NMFS would require the preparation of a BA to fully document potential impacts to fisheries. The Biological Assessment(BA) would have to address direct and indirect construction related impacts as well as the long-term effects on water quality and the loss of riparian habitat. The COE may not authorize the in-water construction work without receiving concurrency with the BA's finding of effect or a Biological Opinion(BO)from NMFS. • Mitigation required by NMFS would likely require full streambank stabilization of both Ash Brook and Ash Creek following construction. Replacement of lost riparian vegetation along Ash Creek also would be required. Stormwater originating from SW Hall Boulevard is likely to have to be pre-treated prior to discharge into either Ash Brook or Ash Creek. All new culverts would likely have to be designed and constructed in accordance with ODFW fish passage standards. In-water work would likely have to be conducted during ODFW approved in-water work periods (June 1-September 30) (ODFW 2000). 1 SW Cascade Avenue Improve the existing roadway(north and south of Scholls Ferry Road) to three-lane standard with parking, bike lanes and sidewalks. Potential for streetscape improvements include a solid median with specific turn slots to individual properties. 11/ Conclusions and Recommendations • The City of Beaverton and Tigard should coordinate with property owners to ensure that the proposed streetscape for this facility is consistent with the property owners' needs. The City of Beaverton has indicated that in the past, parking was a priority. I Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 18 1 • • SW Locust Street Modify between Hall Boulevard and Greenburg Road to include a three-lane section with parking,bike lanes, sidewalks and other streetscape improvements; maintain as a lower speed street. Conclusions and Recommendations • Improvements to this roadway should be consistent with the surrounding neighborhood land uses. The street should be planned to carry neighborhood and sub-regional trips at low travel speeds. . The surrounding neighbors would prefer that this street remain a neighborhood collector. • There would likely be diversion of traffic onto Oak Street. • Right-of-way may be required. • The facility has little influence on the future form and function of Highway 217. SW Oak Street Modify the roadway to provide a two-lane section with parking, bike lanes and sidewalk between SW Hall Boulevard and SW Lincoln Street. Conclusions and Recommendations I . Coordination between Tigard and Washington County is required. • There is likely to be diversion of traffic onto Locust Street during construction. . Right-of-way may be required. Washington Square Internal Roads Build improvements to existing Washington Square Mall internal circulation roads to meet public street standards, with bike lanes and sidewalks. Conclusions and Recommendations I . As Tigard does not have jurisdiction over these roadways,the City would either have to acquire the right-of-way, condition the improvements with further Mall development, or obtain cooperation from the property owners. • The roadways could be modified to public street standards easily. COMPARISON OF EXISTING AND PROPOSED ZONING, AND TRANSPORTATION IMPLICATIONS At the conclusion of the Washington Square Regional Center Plan, it was clear that a number of traffic-related questions needed to be addressed in the WSRC Implementation study, including whether the proposed land use zoning would yield worse traffic conditions than currently experienced. Specifically, a key transportation issue is comparing the trip generation potential in the Regional Center area assuming buildout under current zoning as compared to buildout under the proposed WSRC Plan zoning. (Figure 4, WSRC Plan zoning.) Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 19 • • I Conclusions and Recommendations The memorandum, Comparative Evaluation of Study Area Trip Generation, Technical Memorandum, Kittelson& Associates, Spencer& Kupper, February 20, 2001, concluded: Existing• congestion traffic con estion in the area will worsen, either under the current zoning or the proposed zoning scenario. • Significant transportation system improvements are required in the Regional Center area, I regardless of the current or proposed zoning. • At buildout, the proposed WSRC Plan land uses will generate the same number of p.m. peak hour trips as would be generated assuming buildout under current zoning. • The transportation system required to serve the proposed Regional Center land uses are the same as required to serve the area assuming buildout under current zoning conditions. • By adopting the WSRC Plan, the City of Tigard has the opportunity to plan for this111 growth in a manner consistent with regional policy; in addition, there is greater likelihood of funding. TRANSPORTATION DEMAND MANAGEMENT STRATEGY The report, Washington Square Transportation Demand Management (TDM) Report, Michael 1 Kodama Planning Consultants, June 25, 2001, describes a framework for the development, refinement and adoption of a TDM program that would complement the transportation improvements identified in the Washington Square Regional Center Framework Plan. TDM strategies focus on reducing single occupant vehicle trips and encouraging use of alternative modes. They seek to modify travel behavior to make better use of transportation resources and infrastructure. The 1999 WSRC Plan identifies the following potential TDM strategies: • Free monthly or daily bus passes for employees • Parking management • Designated and preferential carpool parking for employees 111 • Shuttle to nearby park and ride lots • Employee shuttle • People mover system • Flexible or staggered work hours • Guaranteed ride home program • TMA development • Transit priorities • Pedestrian infrastructure and facilities • Bicycle infrastructure and facilities Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 20 1 I • • I Of these,people seem more likely to support bus pass programs (not necessarily free), increased transit options, guaranteed ride home programs and shuttle options. Flexible/staggered work hours are attractive to some employers/employees but do not apply to all business in the area, • such as retail operations. A people mover system connecting the Mall, Nimbus Business Center and Lincoln Center should concentrate initially on rubber tire alternatives that are flexible and can shift with demand and future development. Additional possible TDM strategies include further development of the regional carpool matching system and additional cost effective and convenient transit system improvements that make it easier for discretionary riders.There are connectivity issues related to MAX,commuter rail and the more suburban and rural parts of the metropolitan area. Connectivity issues within WSRC,specifically include connecting destinations at Washington Square Mall and the Lincoln Center and Nimbus areas. Conclusions and Recommendations The following are based on stakeholder interviews, discussions with regional agencies and past experience in transportation demand management: . The City of Tigard should implement transportation demand management policies and strategies that reduce Single Occupant Vehicle(SOV) trips and increase use of alternative modes. As the cities of Tigard and Beaverton, and Washington County proceed with their transportation system planning projects, they should incorporate TDM program development into their work programs. • Beyond the TDM programs, Tigard should continue to facilitate discussions with key stakeholders to determine the viability and level of employer and jurisdictional interest in a TMA program for the entire Regional Center area. 111 . Pursue TMA funding from Metro. Metro allocates federal flexible funding for TMA start- ups through its bi-annual planning process. Subject to funding availability and interest from other areas of the region, the Washington Square area could be awarded funding of up to $32,000, with a$3,000 local match to conduct an exploratory study to refine the potential for and procedures for developing a TMA for the Washington Square area. I . As a complement to the development and implementation of TDM and TMA programs, the City of Tigard should conduct a detailed review of existing and future parking supply and peak period demand as compared to supply(i.e. utilization). As an outcome of this analysis, the City could develop and implement parking code modifications and a parking management plan as necessary to reflect mode split goals for the area. . Parking management strategies that may be implemented in the area include educating businesses about the true value/cost of parking spaces; facilitating shared use parking (perhaps through a partnership between Tigard and local businesses); encouraging employees to use alternative modes; clustered parking; and preferential parking for carpoolers. In the long-term, parking pricing strategies (e.g., fees for long-term, and short-term parking) or new parking structures also could be implemented. . The City of Tigard, Washington County,Beaverton and employers in the area should actively work with Tri-Met to attain transit improvements in the area. As part of its Regional Center feasibility analysis,Tri-Met identified a series of recommendations for the area that would improve transit service. t Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 21 • I I 1 4. NATURAL RESOURCES WETLAND AND HABITAT MAPPING I The report, Natural Resources Assessment Report, Mason, Bruce& Girard, Inc., March 12, 2001 addresses the charge to "map and confirm the hydrological characteristics (wetlands and fish habitat) of the Fanno and Ash Creek Watersheds within the Regional Center." Figure 5 shows the location of vegetation communities within the Regional Center; Figure 6 identifies wetlands. Conclusions and Recommendations • Palustrine Emergent Wetlands comprise the majority of the total wetlands in the Regional Center and are primarily associated with the flood plains of Ash and Fanno Creeks. The vegetation in these wetlands is generally free of tree and shrub cover and comprised of herbaceous vegetation: reed canarygrass and other species. These wetlands provide 1 several important functions and values including floodwater storage, groundwater recharge, sediment and nutrient retention and wildlife habitat. Their value for all these functions is considered to be high. • Palustrine Scrub-Shrub Wetlands are primarily associated with the floodplain of Fanno Creek. This community is characterized by small trees and shrubs, generally intermixed with large open areas dominated by herbaceous vegetation. They function primarily as collectors and conveyors of stormwater; their small size precludes any significant retention of stormwater flows. Their overall value in performing these functions is considered low to moderate. In addition, they likely function more as migration or travel corridors rather than as nesting or resting habit for wildlife. Their overall value as wildlife habitat is considered low to moderate. • Palustrine Forested Wetlands occupy only small areas within the floodplains of Ash Creek and Fanno Creek. The forested areas are generally discontinuous and occur as small isolated stands separated by the larger emergent wetlands where tree cover is absent. They have a relatively high value for wildlife habitat, riparian cover, noise reduction and aesthetics to the urban environment but provide only limited function for stormwater retention and sediment trapping. The vegetative structure of these wetlands provides shade along streams, lowering overall stream temperatures. The forest structure also provides habitat for various species of wildlife that depend on forested conditions for parts of their life cycles. I • Palustrine Open Water wetlands are characterized by shallow ponds and open water areas within the floodplains of Ash and Fanno Creeks. They include Creekside Marsh in the northwestern portion of the study area just west of Nimbus Drive and several ponds I adjacent to Ash Creek in the southeastern portion of the study area. These wetlands have a relatively high value for wildlife habitat, floodwater storage, groundwater recharge, sediment and nutrient retention, and aesthetics to the urban environment. 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I i • . . , , " 47, • I . � , . . ., , , I .0 . . , ' 1i y r [ 4. y :« J :.ref '''• I t M' FIGURE 6 Legend Washington Square Regional Center : ,: WETLANDS ()iv Ot igaI.i ____My,I .111111111111111111111111111111 rfi # «` P.1•,tr I• , 'lk hall HI:. 1",t.,.rVr r,:•1*..ax8.",•a. rr«,3K. r'.>:a {+s: .cili'( 1 I,•.v<�'aa 8•aea rr ns«a�,aMw."��t.:4 vhi. raMr i • • I t . Linear Wetlands include stormwater swales and roadside ditches in developed areas. Most of these have been artificially created to remove stormwater from developed areas. They are considered to have low function and value or stormwater retention, sediment and nutrient retention, groundwater recharge,wildlife habitat and aesthetics. • Ash Creek and Fanno Creek are the perennial streams within the Regional Center. Both support or supported anadromous runs of winter steelhead trout and chinook salmon species that are listed as threatened under the Federal Endangered Species Act(ESA). Development or other activities that pose fish passage issues and habitat degradation are subject to the jurisdiction of the National Marine Fisheries Service (NMFS). . Currently,both Ash Creek and Fanno Creek offer poor habitat for fish. Important habitat elements such as large woody debris, cold water temperatures,pool and riffle complexity and quality spawning gravels are absent from both stream systems. No fish were observed in the streams during field studies conducted for this project. I I 1 I I I I I Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 23 • • EVALUATE NATURAL RESOURCE POLICIES AND STANDARDS The report, Natural Resources Regulations and Development Practices Report, Spencer& Kupper with Mason, Bruce & Girard, Inc., June 20, 2001 addresses the charges to "compile policies and standards for these watersheds related to development impacts, including the extent that parks and open spaces activities can exist within the 100-year floodplain area" and to "recommend modifications (as necessary) to the City's natural resource regulations." This report first summarizes federal, state and local regulations that apply to both public and private developments near floodplains, wetlands and sensitive stream corridors. These existing regulations protecting natural resources take precedence over any local zoning designations, existing or proposed. Policies and standards for mixed-use zones designed to implement the Washington Square Regional Center are then summarized, including provisions to provide incentives for new developments adjacent to resource set-back areas to improve adjacent wetlands, fish habitat and 1 floodplains. These requirements have been approved by the Tigard City Council, but full enactment has been postponed pending resolution of the issues noted above. addition, a number of Best Management Practices are included,g taken from Natural Resources and Assessment Report, Washington Square Regional Center Study, Mason, Bruce & Girard, Inc., March, 2001 that describe construction, development and landscaping techniques that can L' minimize impacts to vegetation communities, fisheries resources and wetlands. Conclusions and Recommendations , Based on the information in this report and on other technical work completed as part of the Phase II Washington Square Regional Center project, the following conclusions and recommendations are made: • Existing federal, state and local regulations and impact review procedures applicable to public and private developments within the Regional Center address the protection of identified natural resource areas. If new environmental protection requirements are enacted, particularly for storm water and floodplain protection and the Endangered Species Act, they will apply to the Regional Center. • These existing regulations and any new ones to protect natural resources take precedence over any local zoning designations, existing or proposed. • Proposed zoning designations applying to resource areas,particularly Mixed-Use Employment-1 and Mixed-Use Residential-1 designations along Ash Creek east of Highway 217 to Hall Boulevard, and Mixed-Use Employment 2 east of Fanno Creek,do not in and of themselves threaten natural resource values or potentially cause environmental impacts, any more or less significantly compared to existing or less intensive zoning. • Notwithstanding the findings noted above, modifications to City of Tigard development standards that apply to sites that include natural resource areas along Ash Creek and I Fanno Creek are warranted.•Development on sites where a 50-foot riparian setback is required should be subject to development standards that provide a wide range of Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 24 I a • I. flexibility, to minimize potential environmental impacts. Applicable development standards include waiving minimum FAR and residential density standards, adjusting building setbacks and others. Standards should be adjusted only when it is demonstrated that the adjustment is the minimum necessary to avoid potential environmental impacts. • The identification and mapping of wetlands, stream corridors and other features contained in Natural Resources and Assessment Report, Washington Square Regional Center Study, Mason, Bruce & Girard, Inc., March, 2001 should be used to update the Tigard Wetlands and Stream Corridors Map. • The City of Tigard, with Clean Water Services (USA), Washington County, Metro, 1 ODOT, ODF&W and key property owners, should develop a wetland and open space enhancement and mitigation program for the lower Ash Creek corridor from Fanno Creek to Hall Boulevard. The plan should identify improvements within the floodplain, wetlands and stream corridor to enhance endangered species habitat, and improve wetland functional values. It should focus any necessary mitigation activities required within the Regional Center and nearby areas. Funding for the enhancement and ' mitigation program should utilize a variety of sources, including the following: o Require that public and private wetland mitigation activities be undertaken within I the area. o Pursue funding for acquisition and enhancement through Metro's Greenspaces Fund. o Establish a Local Improvement District within the Washington Square Regional Center for stormwater improvements and resource enhancement activities. o Create an Urban Renewal District for the Washington Square Regional Center area,and authorize funding for resource enhancement activities. o Coordinate with the Parks and Open Space Implementation Strategy to identify improvements appropriate for the area. o Pursue regional, state and federal grants for these projects. Provide matching funds from LID revenues and/or urban renewal funds. o Incorporate the Best Management Practices outlined in this report into the plan. o Develop an on-going maintenance and management plan and funding program. • Implement the recommendations in the Fanno Creek Watershed Management Plan for the reach of Fanno Creek within the Regional Center. Coordinate with the cities of Tigard and Beaverton, Clean Water Services(USA), and other stakeholders for the following: o Pursue funding for acquisition and enhancement through Metro's Greenspaces Fund. o Establish a Local Improvement District(LID) within the Washington Square Regional Center for stormwater improvements and resource enhancement activities. o Create an Urban Renewal District for the Washington Square Regional Center area, and authorize funding for resource enhancement activities. 111 o Coordinate with the Parks and Open Space Implementation Strategy to identify improvements appropriate for the area. �. o Pursue regional, state and federal grants for these projects. Provide matching Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 25 • S I funds from LID revenues and/or urban renewal funds. o Incorporate the Best Management Practices outlined in this report into the plan. 111 o Develop an ongoing maintenance and management plan and funding program for the area. • Develop a natural resources mitigation handbook, which incorporates, describes and illustrates the best management practices summarized in the report. I 5. STORMWATER MANAGEMENT The report,Assessment Report for Stormwater Management,URS, Inc., June, 2001, identifies the public improvement needs for stormwater quality and quantity, evaluates alternatives and recommends an approach to storm water drainage improvements. This assessment led to the following: Conclusions and Recommendations • Stormwater facilities that serve existing developments are generally inadequate to address the water quality and quantity needs in the area; conditions do not meet current standards. • The Fanno Creek Watershed Management Plan defines a number of stormwater improvements in the Regional Center that address the overall stormwater needs in the area. Funding has not been identified. • The Regional Center area does not contain adequate or appropriate locations for regional stormwater facilities; thus, new developments are required to provide on-site stormwater improvements. • New on-site stormwater improvements should be designed so that the post-development 111 peak discharge rate, volume, and pollutant loading to the receiving waters are the same or better as predevelopment values. • Existing regulations of Clean Water Services (USA), and the cities of Tigard and Beaverton are adequate to assure that new stormwater improvements meet applicable goals. - I Based on these conclusions and the findings, the following stormwater management strategy is recommended. I • The City of Tigard, together with Clean Water Services and the City of Beaverton, should develop a stormwater facility upgrade and replacement program designed to improve existing stormwater facilities. Major property owners within the Regional Center should also participate. Funding for the upgrade and replacement program should be focused on local sources, including the following: o Establish a Local Improvement District within the Washington Square Regional Center for stormwater upgrade and replacement programs. o Earmark 100% of the Stormsewer Service Charge, Water Quality/Quantity Fund and Stormwater Systems Development Charge generated by existing and new developments within the Regional Center to these projects. • . Pursue regional, state and federal grants for these projects. Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 26 • • I I • Create an urban renewal district for the for the Washington Square Regional Center area. The urban renewal plan should authorize projects to improve existing water quality and I flood protection improvements and build new water quality and flood protection projects. • Implement the stormwater and natural resource enhancement improvements identified in the Fanno Creek Watershed Master Plan. Develop a funding program focused on city and regional sources for these projects, including: o Clean Water Services (USA) Capital Improvements Projects o Local Improvement District Io Creation of an Urban Renewal District for the Washington Square Regional Center area o Regional, state and federal grants. o Provide matching funds from LID revenues, and/or urban renewal funds. • Prepare a stormwater management best practices handbook to be utilized with regulations ' for new development projects administered by the cities of Tigard and Beaverton and the Clean Water Services (USA). Provide an incentive program for developments and projects that implement innovative stormwater management practices. I 6. GREENBELT, PARKS AND OPEN SPACES The Parks/Open Space Technical Advisory Subcommittee(POSTAS) reviewed background materials including policies, existing parks,natural features and mapping that relates to the Washington Square Regional Center Plan's Greenbelt, Parks and Open Space Concept Plan. The POSTAS also identified opportunities and constraints, missing links, needs and potential projects. Park development criteria helped define various park types and uses. This assessment Iand recommendations was coordinated with the City of Tigard's Park System Master Plan and the Tualatin Hills Park and Recreation 20-Year Comprehensive Master Plan. IThe focus of this work effort was to refine recommendations in the WSRC Plan for open space developments, including needs assessment, and preparation of final recommendations for open I space preservation, new park identification, and an implementation and financing strategy for needed improvements. The results of this assessment and recommendations are included in the report, Greenbelt, Parks and Open Space Concept Plan Implementation Strategy, Lloyd D. JLindley, ASLA, May, 2001. Conclusions and Recommendations I This Concept Plan provides more detail and focus, and builds on the recommendations contained in the WSRC Plan. Its primary elements, shown in Figure 7, include: • A natural greenbelt surrounds nearly the entire regional center. The Fanno and Ash I Creek floodplains define its west, south and eastern reaches, while Red Tail Golf Course and Whitford School partially completes the north link. A range of public and private ownerships currently exists. I ISummary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 27 • • I • A number of missing links and improvements that are needed to complete a continuous greenway. o Fanno Creek linear park development: connections from the existing Fanno Creek greenway trail to the Regional Center to the east and to other parks and trails. o Ash Creek linear park development: connections along Ash Creek and to the 11 Fanno Creek trail system and Hwy. 217 crossing. o Fanno Creek to Red Tail Golf Course: a connection over Hwy. 217 between the Fanno Creek greenway to Whitford School and the Red Tail Golf Course. o Red Tail Golf Course Trail: connections through or around the golf course. o Oleson Road to Hall Blvd.: connections between Red Tail Golf Course and Hall Blvd. o Hall Blvd. to Metzger Park: sidewalk widening and improvements along Hall Blvd. to the park. I' • Metzger and Whitford School: improvements to recreation, sports and playground facilities are needed. • Ash Creek Neighborhood Park: a new neighborhood park east of Greenburg Road. • Washington Square Urban Open Space: a new urban plaza near the center of the Regional Center. • Highway 217 Corridor Trail System: a bicycle and pedestrian trail system to provide I� connections to the greenbelt, enhanced pedestrian streets,bridge crossings and open space facilities. • Special Parks and Facilities: opportunities exist along the greenbelt and within the Regional Center to create local recreation and interpretive facilities such as an arboretum, butterfly park, community center, swimming pool, tennis facility, skating parks, museums, interpretive facilities and others. • Implementation of the Concept Plan would result in from 20 to 50 new acres of land for parks and open space uses. • A Parks and Open Space Master Plan as a first step to identify sites and specific improvements for selected uses is needed. I t Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 28 M Ili iiiii I M MO ' allall 1111111 ONO alli -no on • ' 1 I . LTi+ I i I • f,' { I . rM 7 C`> £� #':3fTf{;rs{',€t''e =, '44::** ' �e*•ae£•*'r! .. ir, r. <, s .::.:..:: `to wpt w» r:::::' '.. _tom.- .ic.,, ..... .. ........ I - • ..wrr rMiM.m'£�MM!'L. .._ ..tt I i , • • .° ••' Red Teti SO 1.. :1 . :j F ra(1tK31 ri7R3ETCH:`.'E' i?� ' flt i= . . . , '..,af—:,E•till=i 1 '"""_. ', i• - • r , 4111111411; 1,:l• 1.1 ...:.:. . .:...... • � � } :it. * . ;•t :1;'\,:i ' • • i - .£ £j!lx 'EEFISI;j,..: ::• r t 7 .£»,.,{f" �• f r- j '..x''i:"!.•::'It;.r,:7,l:":i,'iiri[':` `::% :E ( 3 • • ........•. .:::.:...; t CrtY.xent Grove `'. • % %%x ._. x.isi N.:4 '{ .?'i::.. ..i., . r SAI' .... it -i i �µ • ::. Metger ES - ^r' 1. • ,• : x :�' r t' .tt :_, ' fix.. -Y -ow.-.1Y� rr /'`. .„'..... • �,. `. „ 444=4,_I. : __ • K ` .• t; iti li ''r r jjj• zr • f. E f.+ t • • Ftt Fowler M5 '�` .. "" end FIG�RE 7 m EniSLittit£i3 Features Washington Square Regional Center A 411 P€opo'ed Greenbelt Concept & ill of i !}.'art ..;.: :• :'F'•i+r' t I: ''F.i ono II I:!1 i (iC . t , ..•.{.,:.•., =F.,:-.'H'•_7".3:.i=•.•-.£- �' e-•y ai .. K AU'•xriw f.•DV ,Jt<•= x •., < ».. -E;:I+i t t„> :, a :'.u':n.:'=ni.<.x tat^•tt,t a'xx .-'I,, •, .-.I I 'l ••wroa«ro£f ro'»..•»..nw S••i' .rt•:,,.z+f• .,et.(�.x-•,:.(.t.,..i£ ..'.'ifi« .(: .,. •x rz,dw.t.r•�3<, ' • • I 7. FINANCIAL STRATEGY The Washington Square Regional Center Plan and the various reports prepared for this Phase II work effort identify ambitious but workable improvements needed to correct deficiencies in the transportation system. There is also the need to correct existing flooding problems within the area, to anticipate needed improvements related to stormwater quality and quantity in response to the recent listing of several fish species subject to the Endangered Species Act (ESA); and to .,, acquire and improve parks and open spaces. The report, Financing Strategy, Washington Square Regional Center, Spencer& Kupper, June 28, 2001 outlines overall funding recommendations for these needs and priorities. Tables 1, 2 and 3 summarize the improvements recommended for each subject area, costs, overall funding strategy, responsibility and phasing. Generally, cost estimates are in constant 2001 dollars. Funding projections do not account for inflation. Phasing is described as Short-Term(1- 6 years); Medium-Term (7-12 years); and Long-Term(13-20 years). TRANSPORTATION FINANCING STRATEGY As noted previously, a Transportation Technical Advisory Subcommittee (TAS)was convened as part of this Phase II effort. The TAS met five times from January 2001 through June 2001 to review the Washington Square Regional Center Plan recommendations, and identify whether or not any of the recommendations were fatally flawed. The group's review was based on evaluation criteria addressing environmental impacts, traffic operations, neighborhood, and alternative mode performance measures. The report, Project Recommendations, Evaluation and Implementation, Kittelson & Associates, May, 2001, describes the analysis, conclusions and recommendations from this effort. The following TAS recommendations for transportation funding were adopted by the Task Force. 1. Aggressively pursue transportation funding, including the Highway Trust Fund, state and local sources, and Metro's Metropolitan Transportation Improvement Program (MTIP). Earmark these funds for major transportation improvements that benefit the entire Regional Center. 1 2. Establish priorities so that locally generated transportation-related fees from existing businesses and residents and new development activity located within the Regional Center 11 pay for transportation needs within the Regional Center. 3. Pursue the formation of local improvement district(s) (LIDs) where existing businesses and residents directly benefit from improvements to existing transportation facilities, or relatively modest new improvements are needed that benefit several property owners. 4. Seriously consider the formation of an urban renewal district for the Regional Center as a local funding source for major transportation improvements that benefit the entire area. Utilize this funding to leverage other significant sources. Summary Report: Conclusions and Recommendations June 29, 2001 Washington Square Regional Center Implementation Page 29 • • I 5. Maintain development approval practices that require new developments to pay for or provide transportation improvements in a manner proportional to their impacts on the local transportation system. The following table summarizes possible results from this transportation financing strategy: Total Unfunded Transportation Improvements $115.7-121.7 million Sources: MTIP (Federal Funding) $43.7-65.6 million State Gas Tax 3.9 million Local Transportation Impact Fees $10.6 million Local Improvement District $7.0-10.0 million Urban Renewal Program $46.5-81.0 million I Total Transportation Resources Available(20 yrs) $111.7-171.1 million STORMWATER MANAGEMENT & NATURAL RESOURCE ENHANCEMENT FINANCING STRATEGY I The Washington Square Regional Center Plan identifies a number of natural resources, open space and stormwater issues;and the need for a funding strategy to implement the Plans. The I Phase II work effort assembled technical expertise in the areas of natural resource assessment and stormwater management, and created a Natural Resources Technical Advisory Subcommittee (NRTAS) and a Stormwater Technical Advisory Subcommittee(SWTAS) to evaluate issues and prepare recommendations for the Task Force. Issues identified by the City Council in its assessment include storm water management needs related to quantity and quality and existing flood problems within the area;and the need to adequately protect and enhance the natural resources found within the Regional Center, notably the Fanno Creek and Ash Creek floodplains. The report, Natural Resources Regulations and Development Practices, Spencer& Kupper/Mason,Bruce and Girard, Inc.,June, 2001, describes the findings and recommendations related to natural resource protection and enhancement.Assessment Report for Stormwater Management, URS, Inc., June, 2001 identifies the public improvement needs for stormwater ,11 quality and quantity, evaluates alternatives and recommends an approach to stormwater drainage improvements. Recommendations for funding follow. I 1. Establish protocols that focus locally generated stormwater and water quality-related fees from existing businesses and residents and new development activity within the Regional Center on the water quantity and quality needs within the Regional Center. Two existing local funding sources should be targeted for this strategy. The City of Tigard and Clean Water Services (formerly USA) collect monthly storm sewer service charges from businesses and some residential developments within the service area. Tigard also collects a storm water systems development charge (SDC). Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 30 • • 1 2. Pursue the formation of local improvement district(s) (LIDs) where existing businesses Iand residents will directly benefit from improvements to existing stormwater facilities;or relatively modest new improvements are needed that benefit several property owners. i3. Establish an urban renewal district for the Regional Center as a local funding source for major improvements that benefit the entire area, including stormwater,water quality and natural resource protection. Utilize urban renewal funding to leverage other significant 1 funding sources. In summary, based on the stormwater management and natural resource enhancement financing I strategy outlined above, the following program results: $ Total Stormwater/Resource Improvements $15.2-18.0 million Sources: Stormwater Service Charge 6.0 million Local Storm Sewer SDC $1.2 million Local Improvement District $3.0-5.0 million Urban Renewal Program $9.3-16.4 million I Total Resources Available(20 yrs) $19.5-28.6 million I IGREENBELT, PARKS AND OPEN SPACE FINANCING STRATEGY As part of the Washington Square Regional Center Phase II Work Effort, a Parks/Open Space Technical Advisory Subcommittee(POSTAS) reviewed background materials including policies, existing parks, natural features and mapping that relates to the Washington Square Regional Center Plan's Greenbelt, Parks and Open Space Concept Plan. The focus of this work effort was ti to refine recommendations made in the WSRC Plan for open space preservation, new park identification, and an implementation and financing strategy for needed improvements. The results of this assessment and recommendations are included in the report, Greenbelt, Parks and I Open Space Concept Plan Implementation Strategy, Lloyd D. Lindley, ASLA, May, 2001. I The primary elements of a Washington Square Regional Center greenway, parks and open space funding strategy are: I 1. Establish protocols that focus locally generated parks and open space-related fees from existing businesses and residents and new development activity within the Regional Center on the parks and open space needs within the Regional Center. 2. Pursue funding from the Metro Greenspaces Fund to acquire open space along Ash and Fanno Creeks. I Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 31 • • �. I 3. Develop a coordinated fund-raising program involving the cities of Tigard and Beaverton, Washington County, Tualatin Hills Parks and Recreation District (THPRD), and Metro to aggressively pursue a wide variety of funding opportunities. 4. Establish an urban renewal district for the Regional Center as a local funding source for major improvements that benefit the entire area, including greenbelt, parks and open space acquisition and improvements. Utilize urban renewal funding to leverage other significant funding sources. In summary, based on the greenbelt, parks and open space financing strategy outlined above, the following program results: Total Greenway, Parks and Open Space Improvements $13.1-20.9 million Sources: Local Parks SDC $2.5 million Metro Greenspaces Fund $1.0-2.0 million Targeted Fund-Raising $1.0-2.0 million Urban Renewal Program $9.3-16.2 million Total Resources Available (20 yrs) $13.8-22.7 million I RETURN ON PUBLIC INVESTMENT The Washington Square Regional Center currentlycontains one of the state's largest and most g successful retail districts in the Washington Square Mall and a concentration of office and light industrial employment supporting over 18,000 jobs. About 5,000 people live within the Regional Center boundaries. During the next 20 years, growth in office and retail employment is expected to add an additional 9,800 jobs; and 1,500 new housing units will accommodate an additional 2,500 people. With future employment of about 27,800 and housing for 7,500 residents, the Washington Square Regional Center is second only to Portland's Central City as a retail/employment center; in fact, it is larger than most cities in Oregon. The vision for the Regional Center outlined in the WSRC Plan calls for a dynamic, compact and interconnected community: o A vital Regional Center serving the needs of Washington County residents o Where stable residential neighborhoods are preserved o Innovative transportation services are offered that make it easy for people to reach their destinations o Washington Square Mall is a focus and a community resource o A linked greenbelt of parks and open spaces is easily reached by residents and employees I Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 32 • • 1 IThis financing strategy report identifies more than$160 million in transportation, stormwater, parks and open space improvements needed to support existing businesses and residences in the area;and to preserve the livability for the Regional Center's future. In fact, many of the I, recommended transportation and other infrastructure improvements described in the WSRC Plan and summarized in this report are necessary to address existing needs and deficiencies, not just ,t the impacts caused by growth. Achieving this vision will require significant commitment and investments from both the private and public sectors. Public investments in the Regional Center are needed in order to address current deficiencies and to provide for future growth. IThe current assessed value of retail, employment and housing in the Regional Center is about $850 million. Another$400-600 million, in current dollars, in assessed value will be added due Itofor growth during the next 20 years. When fully realized, the Washington Square Regional . Center will have almost$1.4 billion in assessed value. This represents about $9 in private investment value for every$1 in transportation and infrastructure investment, assuming this financing strategy is implemented. 11 It should be noted, however, that achieving the full vision described above is dependent on I making the public and private investments that form the"cost" side of this financing strategy. In particular, if key transportation investments such as improvements to Hwy. 217, transit, and streets that more effectively connect the sub-districts within Regional Center are not made, 1 existing traffic congestion will continue to worsen to the point that private investment may seek opportunities elsewhere. ITo retain and enhance the Washington Square Regional Center as one of the most significant and important areas in Oregon, public investment of approximately$160 million over the next 20 years is needed to support: I . 18,000 existingand new jobs 9,800 I . A resident population of about 7,500 people . Countless shoppers and merchants that are attracted to the area . A compact urban center surrounded by a greenbelt I . An assessed value of approximately$1.4 billion Details of this recommended financial strategy follow. I I :I I. Summary Report: Conclusions and Recommendations June 29, 2001 I' Washington Square Regional Center Implementation Page 33 Table 1 Washington Square Regional Center July, 2001 TRANSPORTATION IMPROVEMENTS Project Description Costs (1000 $) Financing Strategy Jurisdiction Phasing iii "'^+^""": :cn rrc w-.x'-: rh:r a;ur +.w!wf...y .� ,...x.,.wi.,,,:«..e w....y .:....:. ..ww� a...+ cA.S't.. �C., a,J.v 1 !+. `%h'"'x;.. �`k'�.,r '\. w.7"': �: w...e 5:.:,.. # vE x, .,.,� a... .ti` 5 ., ,; a ri ;.�+,4<r :'C;^vi ,w t:"cs.w�k. '+E�:�,-fi' �h�,t�+"+n m+y C«..;�, t�Tw .'P�.e�" ',4 C,� hI'.-tri rpt x lr r�5�.�' �*�e: ,F i' :�.,.,,,,., TRANSu. . , �, �, tr.r S , �. �� },�, �\.� .� Via.: a�z. E >� � c d+ [ ._ x a 9 - r.. �. ;h ;..�} s x''s,^,""*4 °a4sv"r' ^� tt. :a. .>"2 a t .:l '".t`t '.r 3 .a'� �,t� 3' ..i.fi +...� �t.;. ®RT fiION Is,: .sROVEM I . . � �, z �� 3 ., .; z r„�,�_.,w AT ,��.�.� _�..�.. . ��e ..��<�, .��...��.,..�,._._�..�,�,.�,«:,,w,,��,_.k��.�.�...�`. a � ,�,��.,� _w.,�,.,.,��, �,�.��,��,_.. _ .. . • Non-Auto Modes-Regional Commuter Rail Service and Station* NAI Financing Strategy already in place: WC, TM, T,B Short Range State Lottery Funds-$35m requested County/City MSTIP-$25 m Federal New Rail Starts Prog.-$25m+ Non-Auto Modes-Local Regional Center Washington Square Mall Pedestrian NA New development responsibilities T, M Short- Access Improvements* MRTP Funding Medium Transit Center Improvements* NA Tri Met; Urban Renewal Program TM, T, M Short- Medium SW Greenburg Rd. Pedestrian Refuge 30-50 Local Improvement District WC, M, T Short Urban Renewal Program SW Hall Blvd. Pedestrian Refuge* 40-80 State highway responsibility. Would be ODOT, M Short included in Hall Blvd.widening projects.MRTP Funding, LID,Urban Renewal • SW Locust St. Bike/Ped. Improvements 30-45 Local Improvement District WC, M, T Short Urban Renewal Program People Mover NA Tri Met. Roadway system provided as WC, TM, M, T, Medium- part of street improvement B Long recommendations. Key: WC=Washington County,TM=Tri-Met,T=Tigard,B=Beaverton,M=Metro,ODOT=Oregon Department of Transportation I Project funded separately. Illir NM Mil M Mil a O M N alt MI M) OM r Oa MIN N 'I MOM MI PM .11111 1111. NIP Si in. OM um Mt am Im pm am goo gja En MI IMO Table 1 Continued, pg. 2) Project Description Costs (1000 $) I Financing Strategy Jurisdiction Phasing ,� ', .7 �` a.,...�? § �.,'�J3tLl5...frc`"i t ...7'4v^<[r "T d �.> ,',�'x cs _ � e � ,'� �, ,�>,� �`+`r o- xx ,�,1. ,,,°ra::s��s �� .k"'' �;s� r $`�c� �Y,�,.:. � ;'„�»3 }� � fj { 1R ” - M f A M fi '�.;.M .�nA?+- nikY...1, rtw" G.-:e�• :,. _.fch e.Nmnin "k .v Vi e.•.';i+:.. ,�... J\.'a} i. $':: Y e x�T�RANSPORTA wION IMPROvEME= T � "� ��.. F�4 ,��, ��. ,�� :3 w � ��.�t �.:�r�. i...�r<,- � .� � :-�,t� .�, x�. ?� __. �,.rw 8e«,_.._.,. �. Se :..,�� e{,�5_�2zK,aw�"+� r�'L.€�3�.,v �v �$".f:�.cR�.e �e x�'q,;�,_3x+.� i` ..�r an.,.�a�a k vssd�•_^iwas4..J.� �a �t .'"i` �� `�a�sz: r z.:n.b�i Auto Modes-Regional Highway 217 Improvements* NA Federal and state highway funds. Part ODOT, M Medium- of a freeway corridor improvement Long program from I-5 to Hwy. 26. Auto Modes-Local Regional Center North: Mall to Nimbus Connection- 30,000 MRTP Funds, Urban Renewal T, B, M, ODOT Medium • Options A &B* Program SW Nimbus Avenue North of Scholls NA Included in City of Beaverton TSP. B Short Ferry Rd. Local improvement district Transportation impact fees SW Nimbus-Greenburg Connection* 38,000 MRTP Funds, Urban Renewal T, M Medium Program South: Mall to Nimbus Connection 26,000 MRTP Funds, Urban Renewal T, B, M, ODOT • Medium Program SW Lincoln Street (Locust to Oak) 3,000 Local improvement district T Short- Transportation impact fees Medium SW Hall Boulevard Widening* State of Oregon,MRTP Funds, ODOT, M Long Three Lanes 18,000 Urban Renewal Program Five Lanes 24,000 SW Locust Street (Hall to Greenburg) 40-55 Local Improvement District,Urban T, WC Short Renewal Program,Transportation • Impact Fees Key: WC=Washington County,TM=Tri-Met,T=Tigard,B=Beaverton,M=Metro,ODOT=Oregon Department of Transportation • Table 1 Continued,pg. 3) Project Description Costs (1000 $) I Financing Strategy Jurisdiction Phasing -....,,.., .. .... .:.... r, .;,y 8. ,r:: ......:., < ,...-. .. .. - r .. . ..:e „., t 4 . ... ,�x� z •.:?i .4=:r �i� t.} ,�� m.. a `. .< «-,: .-, � a „ ,„ _,, §.� ,?�Y --k�'�,.,^^��.-;X.z;”a. �.." >: ..3..< i ;.tz `�•,..tt r r�� s.� - �' ^_"w 9 k t F u y r..,;m.w t�.4.sa �A. `69 ,,, t �7 5{, x•54;, *. TRANSPORTATION,I•MPROVEN�TS,k,,..��>;��:, :,,�.��.,�� ,°..��. ,,.:�..,�_,..,.�,,. �...� h � ..�r:��, _.t -�,. Near Term Traffic Operations Cost varies. Say Local improvement district T, WC Short- Improvements 500 Transportation impact fees Medium Signal timing on SW Greenburg Rd. EB turn lane from SW Hall to • Scholls Ferry Rd. District-wide pedestrian improvements Shuttle system SB turn lane on SW Hall at • Palmblad Ln. Auto Modes-New Development Responsibilities Washington Square Internal Roads* Varies New development responsibilities T Short- Local improvement district Medium SW Cascade Avenue Varies New development responsibilities B Short- Local improvement district Medium SW Oak Street Improvements (SW 40-55 New development responsibilities T Short- Hall to Lincoln) Local improvement district Medium Total Unfunded Transportation 115,680-121,680 1110 Improvements Key:WC=Washington County,TM=Tri-Met,T=Tigard,B=Beaverton,M=Metro,ODOT=Oregon Department of Transportation * Project on 2000 Metro Regional Transportation Plan (MRTP) • O M — MS' N •*i lid g — M a l mot Op go am - lilt NM — M `ion Am - m img gog — — r Table 2 Washington Square Regional Center . June, 2001 STORMWATER MANAGEMENT & RESOURCE ENHANCEMENT IMPROVEMENTS Project Description Costs (1000 $) Financing Strategy Jurisdiction Phasing -..,. ,�,..k""..,,,... 3....,... �i xW,c>xHs.. .w.:.4,W 1 a+ �;.,;... .».x-..:� :,,...„.�,wb ...�, ,., _n,...:., �,, ,';., �...- .F tl 7 f bw;y: m a u Yep .gib ' i '.w �:"' �:�'��a �+ :�, e;) ,2., 4 � .. �. «, :.ety. � > �;,xt� 4,�c,,y x r�. �-_�A ra` tl, fi i o.S. 1, a .' .°� S: `& d' z .kms_ t. s d n�"yy c,: e a,v .i,.t ck.. ,ds..+ 't, $TORMWATER MANAGEMENT.&.,RESOURCE. ENHANCEMENT,IMPROVEMENTS t �.,�� .; a , .s u., :�.. .e.....a__.......w..,«�.,n...��.......o._... .._..,..,..._..,..,.t._n.,w...w.,..,...e . ,a,,y_�,�a�,....M„�.......,.�._.6��................. , ._ .�a....m..,.�;.._...x. ., .._._.z., �._ ..__.._ ,...v�,..�....- ..o ...... ........_._>.�'w�.u�. ,�:'n ._.....�.a,.�,k., a.....s._.� Existing Facility Upgrade And Replacement Program Upgrade residential area north of Oak 2,500-3,500 Service Charge Dedications T, WC Short- Stormwater SDC Medium Upgrade/replacement for other areas 1,000-2,000 Local Improvement District T, B Medium Demonstration project 230 Urban Renewal Program T, WC Short • Regional Center Stormwater Improvements' Ash Creek Middle Fork-Park Place to 130 Service Charge Dedications T, WC Short- Cedarcrest Rd Stormwater SDC Medium Ash Creek-Hall to Metzger 168 Local Improvement District Urban Renewal Program Ash Creek-Confluence to Highway 217 365 Ash Creek-Phase 2 Washington Square 250 Pre-Treat. Regional Center Resource Enhancement Improvements' Ash Creek-Highway 217 to Hall Blvd.2 2,350 Urban Renewal Program T Medium- Fanno Creek-Engle Wood Park 2,800 T, B Long Enhancement3 Best Practices Handbook 30 Urban Renewal Program T Short Incentive Program for Innovative Stormwater Mgmt. • Handbook' 30 Service Charge Dedications T Short Incentives/Grants 1,000 Urban Renewal Program T, B, WC Short- Medium Sub-total Construction 10,853-12,853 Total Stormwater/Natural Resource Program 15,200-18,000 Key:WC=Washington County,T=Tigard,B=Beaverton I Source: Fanno Creek Watershed Master Plan 2 Includes the removal and redistribution of fill to increase flood storage within the Ash Creek floodplain and planting of native vegetations. Includes master plan preparation. Includes enhancement of the existing pond by planting native vegetation,enhancing and creating wetlands,sloping the stream banks and stabilizing the streambed. Includes master plan preparation. Table 3 Washington Square Regional Center June, 2001 GREENWAY, PARKS AND OPEN SPACE SYSTEM IMPROVEMENTS Project Description ......,.. Description Costs (1 000 $A ) Financing Strategy Jurisdiction sdlction Pha sm g � •'162',.,*: � ° 5AY; � -N ,'4'.3. 44 wP,,�,A‘RK, " .S"sdJ� pOPENrSA�EYS,TEM>I€MPVMNSu � t ; :N _ F� .f,^ <YG �e. � ,, ;, ,. :. AAA1H... ,a fi .....� `,tP� s. ,: � ; RO.� E,AET.,. � cit, 4�iA �:�A� } : :K �� c A�:F 6 , Parks & Open Space Master Plan 250 Parks SDC T, B, M Short Fanno Creek Linear Park Development'. 425-700 Parks SDC T, B, M, WC Short-Medium Metro Greenspaces Program • Ash Creek Linear Park Development2 1,710-2,850 Parks SDC T,M Short-Medium Metro Greenspaces Program Urban Renewal Program Greenway Trail Connections Fanno Creek to Red Tail Golf Course 838-1,234 Parks SDC B, WC Medium-Long Red Tail Golf Course Trail 245-555 Urban Renewal Program T, B, WC Oleson Road to Hall Blvd.3 345-1,540 T, WC Hall Blvd. to Metzger Park 150-275 T, WC Short Metzger School Improvements 150 Parks SDC, School District T, SD Short Whitford School Improvements 150 Urban Renewal Program T, SD Ash Creek Neighborhood Park4 755-1,585 Parks SDC,Private T Short-Medium Washington Square Urban Open Spaces 7,675-10,645 Urban Renewal Program T Medium-Long Highway 217 Corridor Trail System 240-790 Complete as part of Hwy.217 ODOT Medium-Long widening improvements. • Special Parks and Facilities6 175 Parks SDC,Urban Renewal Program, T,B, WC Medium Targeted Fundraising,Private Total Parks & Open Space Improvements 13,108-20,899 Key: WC=Washington County,T=Tigard,B=Beaverton,M=Metro,ODOT=Oregon Department of Transportation,SD=School District I Assumes property acquisition of from 5-10 acres 2 Assumes property acquisition of from 2.25 to 21.0 acres. 3 Higher cost assumes property acquisition of 6-8.5 acres. 4 Assumes property acquisition of 6 acres. 5 Assumes property acquisition of 4 acres. 6 Special Parks and Facilities will be funded by specific fund-raising activities associated with individual improvement proposals. • • 8. REFERENCES Public Involvement Washington Square Regional Center Plan Implementation, Recommended Public Involvement Plan, Cogan Owens Cogan,January 2001. Washington Square Regional Center: Task Force and Technical Advisory Subcommittee Memberships. Summaries of meetings of Washington Square Regional Center Task Force. Summaries of two public events at Metzger Park. Transportation Work Elements Impact and Feasibility Analysis Technical Report for Natural Resources,Mason Bruce&Girard, Inc. ' May 16, 2001. i! Project Recommendations, Evaluation and Implementation, Memorandum, Kittelson&Associates, June 19, 2001 111" Comparative Evaluation of Study Area Trip Generation,Technical Memorandum, Kittelson& Associates, Spencer&Kupper,April 17, 2001. Washington Square Transportation Demand Management Report, Michael R. Kodama, Kittelson& Associates, June 25, 2001. Agendas and summaries of meetings of the Transportation Technical Advisory Subcommittee(TAS) Natural Resource Work Element ', Natural Resources Assessment Report, Mason,Bruce&Girard, Inc., March 12, 2001. Natural Resources Regulations and Development Practices Report, Spencer&Kupper with Mason, Bruce&Girard, Inc., June 20, 2001. Agendas and summaries of meetings of the Natural Resources Technical Advisory Subcommittee(TAS) Stormwater Management Work Element Stormwater Management Assessment Report,URS/BRW,June, 2001. 1 ' Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 39 • • I Agendas and summaries of meetings of the Stormwater Technical Advisory Subcommittee(TAS) Greenbelt, Parks and Open Space Work Element Greenbelt, Parks and Open Space Concept Plan, Implementation Strategy, Lloyd D. Lindley, ASLA, I May 16, 2001. Agendas and summaries of meetings of the Parks and Open Space Technical Advisory Subcommittee 11' (TAS) Financing and Implementation Work Element Financing Strategy, Washington Square Regional Center, Spencer&Kupper,June 28, 2001. 1 Summary Report: Conclusions and Recommendations, Washington Square Regional Center Implementation, Spencer&Kupper, June 29, 2001. 1 1 1 1 'i 1 1 1 I Summary Report: Conclusions and Recommendations June 29,2001 Washington Square Regional Center Implementation Page 40 i , APPENDIX A THE WASHINGTON SQUARE REGIONAL CENTER PHASE II IMPLEMENTATION TASK FORCE A RESOLUTION REPORTING TO THE CITIES OF TIGARD AND BEAVERTON, AND WASHINGTON COUNTY THE TASK FORCE'S CONCLUSIONS AND RECOMMENDATIONS ' CONCERNING THE WASHINGTON SQUARE REGIONAL CENTER PLAN AND IMPLEMENTATION PROGRAM. • WHEREAS, in January 2000, the Tigard City Council approved the Washington Square Regional Center Plan, September 1999 (WSRC Plan) and related Comprehensive Plan and Zoning Code amendments, withholding enactment of these policies and standards until a number of transportation, natural resource, stormwater, and parks and open space issues were addressed; and /11 WHEREAS, the Tigard CityCouncil appointed a Task Force of stakeholders to provide recommendations to the Tigard City Council, Beaverton City Council and the Washington County Commission regarding the Regional Center. The Task Force formed four Technical Advisory Subcommittees (TASes) to undertake detailed work on issues identified by the Council; and IWHEREAS, the Phase II Implementation work effort focused on a number of issues first articulated by the Tigard City Council and then defined as the work program of the Task Force, TASes and the consultant team. These charges to the Task Force are described in the Summary Report; and WHEREAS, the Task Force, TASes, and consultants undertook technical and policy studies to address these charges, and involved the general public throughout the planning process. The reports and studies prepared, and the summaries of the public involvement process are included in the Summary Report and supplemental technical reports (collected in The Washington Square Regional Center Plan Phase II: ' Implementation, Task Force Final Work Products, July 2001). The findings and conclusions are based on the work of the Task Force,TASes, staff and consulting team, and consultation with the public; and WHEREAS, the financing strategy described in the Summary Report identifies more than $160 million in transportation, stormwater, parks'and open space improvements needed over the next 20 years to support existing and anticipated businesses and residences in the area and to preserve its livability. Based on the analysis of revenue from the variety of sources that can be expected, adequate resources will be available during the next 20 years to fund the public improvements necessary to implement the WSRC Plan; and • NOW,THEREFORE,BE IT RESOLVED by the Washington Square Regional Center Task Force that: SECTION 1: The Washington Square Regional Center Task Force accepts the technical work products produced during the Phase II Implementation process, and endorses the overall findings, conclusions and recommendations contained in the Summary Report. The Task Force recommends that the cities of Tigard and Beaverton,and Washington County take ' immediate steps to implement the Washington Square Regional Center Plan, and initiate actions to carry out the recommendations contained in the Summary Report. These actions include the following actions: Page 1 • • , 1 1 SECTION 2: Aggressively pursue transportation funding, including the Highway Trust Fund, state and local sources, and Metro's Metropolitan Transportation Improvement Program (MTIP). 1 SECTION 3: Establish priorities for disbursement of system development charges from existing businesses and residents and new development activity within the Regional Center are allocated to the transportation and infrastructure needs within the Regional Center. SECTION 4: Pursue the formation of local improvement district(s) (LIDs) where existing businesses and residents benefit directly from improvements to existing transportation and stormwater facilities, or relatively modest new improvements that benefit multiple property owners are needed. 1 SECTION 5: For specific improvements, aggressively pursue regional, state, and national grant and funding programs and dedications, donations and contributions from the private sector. j SECTION 6: Seriously consider the formation of an urban renewal district for the Regional Center as a local funding source for major transportation, stormwater, resource enhancement and parks and open space improvements that benefit the entire area. I PASSED: This -25'"' day of 9ultd, 2001. c_514Ak C4 i John C. Spencer Lead Consultant Spencer and Kupper ATTEST:Aiaat 1 1 James N.P. Hendryx Community Development Director City of Tigard 1 i Page 2 I WASHINGTON SQUARE REGIONAL CENTER STUDY Final Draft Recommendations for Comprehensive Plan Amendments to Implement the Washington Square Regional Center Plan August 25, 1999 (Revised 06/28/01) Add the following to implementation strategies, under policies 1.1.1 and 1.1.2: Implementation strategies 1. The Comprehensive Plan Future Land Use Map and the Official Zoning District map will reflect the plan policies and apply land use categories in the following manner: n. Mixed Use Commercial District - Principle development in these areas will be high density office buildings, retail and service uses. A zoning designation of MUC will also allow mixed-use development and housing at densities of 50 units an acre. MUC districts will encourage larger buildings with parking under, behind or alongside the structures. The Regional Center Plan recommends that land around the Washington Square Mall and land immediately west of Highway 217 be designated a mixed-use commercial district. o. Mixed Use Residential District - The MUR designation is appropriate for predominantly residential areas where mixed uses are permitted when compatible with the residential use. Areas will be designated high density(MUR-1) or moderate density(MUR-2). Locations within the Washington Square Regional Center are appropriate for this mixed-use designation. Add a new section 11.8 with the following: 11.8 WASHINGTON SQUARE REGIONAL CENTER In 1995, Metro Council adopted a visionary plan for regional development. The 2040 Growth Concept described strategies to make the most efficient use of urban land in the face of dramatic population growth, to create and preserve livable neighborhoods, and to promote a useful, accessible transportation system. One of the key elements of the 2040 Growth Concept, was the designation of regional centers. These are areas of concentrated commerce, local government services and housing served by high-quality transit. Washington Square is one of three regional centers in Washington County and one of nine in the region. The 2040 Growth Concept resulted from extensive regional discussion about the future of the Portland metropolitan area. Metro, working with local jurisdictions, then developed the Urban Growth Management Functional Plan in 1996 to implement the Growth Concept. Local citizens Page 1 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments and governments were then to determine the best way to create regional centers given the values, interests and needs of residents and businesses of that community. The following findings and policies summarize the results of a thorough public discussion about the future of the Washington Square Regional Center area. It demonstrates the way the people of Tigard and Washington County incorporated their expectations for the future into the Regional Center Plan. Findings 1. With the adoption of the Urban Growth Management Functional Plan, local governments, businesses, residents and property owners in Washington County began a study of land use, transportation and other functions around Washington Square. 2. In 1998, the Tigard City Council appointed 23 people to serve on the Washington Square Regional Center Task Force. Task Force members represent neighborhoods, schools, business and property owners, state and local governments and public interest groups. The task force's charge was to identify issues and set general policy for recommendations about land use, transportation, open space, aesthetics and other issues relevant to development around Washington Square. The Task Force also oversaw a public involvement process. 3. The Task Force agreed on a study area that includes 1250 acres, with Washington Square Mall approximately in the center. The area is bounded by Fanno Creek on the west, SW Greenburg Road and Hall Blvd. on the east, Progress Downs Golf Course to the north, and Highway 217 and Ash Creek on the south. 4. The Task Force members agreed on a set of principles that would guide development of all recommendations. These principles are as follows: Creation/Preservation of Area Identity 1. Reinforce a distinctive Regional Center while recognizing and respecting the character of the nearby residential community. 2. Retain and develop quality housing, including affordable housing, for all income levels. 3. Facilitate transitions from one use to another; for example, single to multifamily residential uses. 4. Preserve and enhance Metzger Park and consider additional parks. 5. Encourage environmentally friendly development. 6. Try to keep historic trees. 7. Build for our children: Have a sense of stewardship. 8. Think creatively and be innovative in improving/maintaining quality of life. 9. Consider market forces and development patterns. 10. Maintain and preserve floodplains and wetlands. Page 2 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments Government/Institutional Issues 1. Consider all political boundaries and facilitate cooperation among jurisdictions. 2. Maintain neighborhood schools. 3. Identify and reinforce what makes the learning (educational) environment viable. Transportation 1. Strive for a self-sufficient, connected transportation system. 2. Consider transportation needs for the whole study area. 3. Plan for a multi-modal transportation system that accommodates increased auto and non-auto travel needs. 4. Respect and enhance local street networks and neighborhood livability. 5. Maintain an acceptable level of service and safety on regional roads, minimizing the effect on regional roads outside the study area. 6. Provide good transportation access to the rest of the region. 7. Make the community accessible for all people and modes with connections for cars, bikes, pedestrians and transit. 8. Maintain a high level of accessibility within and to the regional center. 9. Use appropriate street and streetscape design. 10. Encourage attractive, high quality development. 11. Promote long-term viability for the area. Assure infrastructure is available prior to or with development. The Regional Center Plan Should 1. Be understandable to lay people 2. Be implementable within a reasonable, staged period of time 3. Help develop a sense of community with a common vision, hope and optimism 4. Be based on statistics and facts for population, employment and other factors 5. Use existing resources as much as possible 6. Encourage compatible and complementary uses 7. Contain solutions to common problems 8. Avoid conflict with other regional centers. 5. The Washington Square Regional Center study area includes land within the City of Tigard, the City of Beaverton and in unincorporated Washington County. The study covers approximately 1,074 acres exclusive of public rights-of-way and 1,250 total acres. About 4.2 percent of the net land area within the study area is vacant. 6. The Task Force evaluated all lands within the study area for future development or redevelopment capacity through 2020. Land identified as having development or redevelopment potential if it is currently vacant, has infill capacity, holds an opportunity for redevelopment or currently is used as a large (greater than one acre) surface parking lot. The vast majority of growth potential will come from redevelopment of existing structures and infill on sites currently used for surface parking. Over the next 20 years, approximately 192 acres of land will become available to accommodate employment and residential growth within the study area. Page 3 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments 7. Metro' s Regional Urban Growth Management Functional Plan established "target growth capacity" for each jurisdiction in the region. The goal of setting these target numbers is for each part of the region to be prepared to accommodate housing and job growth. The target growth capacity for the Washington Square Regional Center is based on accommodating the following new jobs and housing units between 1998 and 2020: Employment: 9,804 jobs Retail: 1,188 jobs Office: 8,436 jobs Lodging: 180 jobs Housing: 1,500 units Residents: 2530 people 8. A development program for the Washington Square Regional Center provides for the target employment and housing growth capacity. Areas including the districts around the Washington Square Mall, the Lincoln Center office complex, and an emerging mixed-use district south of Locust will develop at relatively high densities. Areas north of Locust and west of Highway 217 will develop at more moderate intensities,but generally greater than existing intensity in these areas. Density assumptions are summarized below: Land Use: High Density: Moderate Density: Office @ FAR 1.25 @ FAR 0.6 Retail @ FAR 0.6 @ FAR 0.3 Lodging @ FAR 1.0 @ FAR 1.0 Housing @ 50 DU/Acre @ 25 DU/Acre 9. This development program will require approximately 170-200 acres over the next 20 years. Adequate development and redevelopment capacity exists within the study area as a whole to accommodate development as long as densities assumed above are achieved. 10. The Regional Center Task Force reached agreements on basic elements of urban development, environmental protection, and transportation facilities. The Washington Square Regional Center Plan describes the vision for the regional center. 11. The Task Force demonstrated an impressive amount of interest in mixed-use neighborhoods and developments. Increasing land value and transportation costs will contribute to the desire of workers and employers for proximity of housing and work sites. The regional center' s urban design concept incorporates the need for improved transportation links, higher density, variety of land uses and services and a quality of environment necessary to create a desirable, livable community in the face of dramatic population growth. 12. Major roadways in the study area experience significant traffic congestion during weekday peak periods. Highway 217, Greenburg Road, Hall Boulevard and Scholls Page 4 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments Ferry Road are subject to traffic delays. The major capacity constraints occur at the Hall Boulevard/Scholls Ferry Road intersection, the Scholls Ferry Road/Nimbus Avenue intersection, and the Greenburg Road/Highway 217 ramp intersections. In addition, Highway 217 itself is highly congested. 13. The majority of the arterial and collector streets in the study area have sidewalks. Scholls Ferry Road and Hall Boulevard have bike lanes within the study area. Highway 217 presents a major barrier for pedestrians and bicyclists. The only connections between the east and west sides of the highway in the study area are overcrossings on Hall Boulevard, Scholls Ferry Road and Greenburg Road. Of these three crossings, sidewalks are found only on Hall Boulevard and Greenburg Road, with bicycle lanes only on Scholls Ferry Road. The only bike lanes on the east side of the Washington Square Mall are on Hall Boulevard. 14. The Washington Square Transit Center is located in the northeast parking area of the Washington Square Mall. This transit center serves as a bus stop for routes 43, 45, 56, 62, 76 and 78. These routes connect Washington Square to transit centers in downtown Portland, Beaverton, Tigard and Lake Oswego, as well as providing service to the Tualatin area. A wider selection of transit tools could create a less congested, auto- dependent transportation system within and connecting to the study area. 15. In the future, those areas already identified as experiencing traffic congestion will continue to be clogged. In addition, other sections of Hall Boulevard, Greenburg Road, and Cascade Avenue and Oleson Road will also experience congestion. Traffic estimates do not predict congestion on local Metzger area streets directly east of Washington Square Mall. 16. The Tigard City Council approved the Washington Square Regional Center Plan, September 1999. (WS'RC Plan) and related Comprehensive Plan and Zoning Code amendments, but withheld enactment of these policies and standards until a number of transportation, natural resource, stormwater, and parks and open space issues were addressed. 17. The City provided resources and secured grants from the Transportation and Growth Management (TGM) Program, State of Oregon, and the Department of Land Conservation and Development (DLCD), State of Oregon, to undertake additional technical studies to address these issues during the Phase lI Implementation process. 18. The Phase 11 Implementation work effort focused on a number of issues that were first articulated by the Tigard City Council, and then defined as charges to the Task Force, Subcommittees. These charges were: 1. Advise whether the major transportation improvements identified in the Regional Center Plan are physically feasible, and whether environmental or other permitting issues represent a"fatal flaw" for project implementation. 2. Determine whether the proposed Regional Center Plan zoning creates the need for Page 5 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments significant additional transportation improvements compared with existing zoning. 3. Prepare a transportation demand management strategy for the Regional Center. 4. Develop a long-range transportation implementation program that addresses public policy, financial resources and responsibilities, and short-term priorities. 5. Map and confirm the hydrological characteristics (wetlands and fish habitat) of the Fanno and Ash Creek Watersheds within the Regional Center. 6. Compile policies and standards for these watersheds related to development impacts, including the extent that parks and open spaces activities can exist within the 100-year floodplain area. 7. Recommend modifications (as necessary) to the City's natural resource regulations. 8. Assess the stormwater management needs for the Regional Center Plan and a recommended approach for storm water management. 9. Develop a long-term funding strategy for storm water management. 10. Confirm the parks and open space needs for the Regional Center Plan and a recommended approach for identifying, acquiring, improving and maintaining parks and open space in the area. 11. Develop a long-term funding strategy for parks/open space. 19. Based on the work of the Task Force, Technical Subcommittees, and consultation with the public, the following findings and conclusions are made: 1. The results of the engineering and environmental analysis show that all of the transportation recommendations from the WSRC Plan can be implemented, and none of the projects are fatally flawed. 2. A comparison of traffic trip generation potential of current zoning within the Regional Center to that proposed in the WSRC Plan showed very similar future peak hour trips, and that the transportation system required to serve the WSRC Plan is the same as that required to serve the area under current zoning. 3. A long-term transportation implementation program is described later in this report, including a transportation demand management strategy. A financing strategy is recommended that produces sufficient revenues over a 20-year period to implement the improvement program. 4. Detailed field reconnaissance was undertaken, and existing vegetative communities and wetlands within the Regional Center were mapped. It is recommended that the Tigard Wetlands and Stream Corridors Map be amended to reflect this work. 5. Existing federal, state and local regulations and impact review procedures applicable to public and private developments within the Regional Center address the protection of identified natural resource areas. These existing regulations and any new regulations protecting natural resources take Page 6 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments precedence over any local zoning designations, existing or proposed. 6. Proposed zoning designations applying to resource areas do not in and of themselves threaten natural resource values or potentially cause environmental impacts any more or less significantly compared to existing or less intensive zoning. 7. Modifications to City of Tigard development standards that apply to sites that. include natural resource areas along Ash and Farm.° Creeks are recommended in order to minimize environmental impacts. Applicable development standards include waiving minimum FAR and residential density standards, adjusting building setbacks and others. 8. The results of an assessment of existing and future flooding and water quality needs within the Regional Center showed that existing stormwater facilities are inadequate, and identified regional stonnwater improvements remain unfounded. 9. A long-term stormwater management program is described later in this report. A financing strategy is recommended that produces sufficient revenues over a 20-year period to implement the improvement program. 10. A Greenbelt, .Parks and Open Spaces Concept Plan is recommended which refines the proposals made in the TESRC Plan. All elements of the Concept Plan were found to be feasible. 11. A long-term greenbelt, parks and open spaces implementation program is described later in this report A financing strategy is recommended that produces sufficient revenues over a 20 year period to implement the improvement program. 20. A financing strategy was developed in detail for transportation, storm.water, and parks & open space improvements. Based on the analysis of revenue expected from the variety of sources described in the strategy, adequate resources were determined to be available during the next 20 years to adequately fund the public improvements necessary to implement the 147.5RC Plan. The primary elements of the financing strategy are: 1. Aggressively pursue federal highway trust fund sources through Metro's Metropolitan Transportation Improvement Program. (MTIP). Metro estimates that approximately $874 million in federal highway trust fund money will be allocated directly to the Metro region during the years 2000 through 2020. 2. Establish priorities so that locally generated fees from existing businesses and residents and new development activity located within the Regional Center are focused on the transportation and infrastructure needs within the Regional Center. Page 7 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments 3. Pursue the formation of local improvement district(s) (LIDS) where existing businesses and residents will directly benefit from improvements to existing transportation and stormwater facilities, or relatively modest new improvements are needed that benefit multiple property owners. 4. Aggressively pursue regional, state, and national grants and funding programs for specific improvements, and pursue dedications, donations and contributions from the private sector. 5. Establish an urban renewal district for the Regional Center as a local funding source for major transportation, stormwater, resource enhancement and parks and open space improvements that benefit the entire area. Based on the growth projection utilized for the Washington Square Regional Center Placa, approximately $92-162 million in accumulated urban renewal revenues would be available for project activities within the Regional Center over a 20-year period. Animportant recommendation of the financial strategy is the creation of a new urban renewal district. It is recommended that the urban renewal district be created to include areas within the City of Tigard, City of Beaverton, and unincorporated Washington County. This will assure that the entire Regional Center will be eligible for urbanrenewal investments. POLICIES 11.8.1 THE CONCEPTS AND PRINCIPLES CONTAINED IN THE WASHINGTON SQUARE REGIONAL CENTER PLAN SHALL PROVIDE THE OVERALL GUIDING FRAMEWORK FOR MORE DETAILED IMPLEMENTING ACTIONS FOR THE AREA. THE IMPLEMENTING ACTIONS INCLUDE AT A MINIMUM: a. Comprehensive plan map and zoning map amendments including transportation plan. b. A public facilities plan for the area including a financing plan. c. A transportation improvement plan for the area including a financing plan. d. A parks and open space plan for the area including a financing plan. e. A recognition of the Regional Center Boundary for the purpose of establishing local, regional and state funding priority in order to accomplish the concepts and principles of the plan. 11.8.2 THREE DISTINCT TYPES OF MIXED USE DISTRICTS SHALL BE ESTABLISHED FOR THE WASHINGTON SQUARE REGIONAL CENTER. THESE DISTRICTS ARE: a. MIXED USE COMMERCIAL DISTRICTS (MUC). THE REGIONAL CENTER PLAN RECOMMENDS THAT LAND AROUND THE WASHINGTON SQUARE MALL AND LAND IMMEDIATELY WEST OF • Page 8 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments HIGHWAY 217 BE DESIGNATED A MIXED USE COMMERCIAL DISTRICT. PRINCIPAL DEVELOPMENT IN THESE AREAS WILL BE OFFICE BUILDINGS, RETAIL AND SERVICE USES. A ZONING DESIGNATION OF MUC WILL ALSO ALLOW MIXED-USE DEVELOPMENT AND HOUSING AT DENSITIES OF 50 UNITS AN ACRE. MUC DISTRICTS WILL ENCOURAGE LARGER BUILDINGS WITH PARKING UNDER, BEHIND OR ALONGSIDE THE STRUCTURES. b. MIXED USE EMPLOYMENT DISTRICT (MUE). MIXED USE EMPLOYMENT DISTRICTS REFER TO AREAS WITH CONCENTRATIONS OF OFFICE, RESEARCH AND DEVELOPMENT, AND LIGHT MANUFACTURING INDUSTRIAL USES. COMMERCIAL AND RETAIL SUPPORT USES ARE ALLOWED, BUT ARE LIMITED. THE ZONING WILL PERMIT RESIDENTIAL DEVELOPMENT COMPATIBLE WITH THE DISTRICT' S EMPLOYMENT CHARACTER. LINCOLN CENTER IS AN EXAMPLE OF AN AREA DESIGNATED MUE-1, THE HIGH DENSITY MIXED-USE EMPLOYMENT DISTRICT. THE NIMBUS AREA IS DESIGNATED MUE-2, REQUIRING MORE MODERATE DENSITIES. c. MIXED USE RESIDENTIAL DISTRICTS (MUR). THE MUR DESIGNATION IS APPROPRIATE FOR PREDOMINANTLY RESIDENTIAL AREAS WHERE MIXED USES ARE PERMITTED WHEN COMPATIBLE WITH THE RESIDENTIAL USE. AREAS WILL BE DESIGNATED HIGH DENSITY (MUR-1) OR MODERATE DENSITY (MUR-2). E CITY SHALL ADOPT THE FOLLOWING TRANSPORTATION IMPROVEMENT STRATEGY IN ORDER TO ACCOMMODATE PLANNED LAND '. e a . . . a. : 1 . a,---Addition of bus service for employees in the Nimbus office development. This service has been identified as a priority in Tri Mets Transit Choices for Livability study. Tri Met expects to begin service within one to five years. covered pedestrian path of the mall and improved connections to other retail and commercial establishments would create a significant difference in this area' a pedestrian environment. in cooperation with the City of Beaverton and Tri Met, identification of new Park& Ride site to replace the existing site that was intended to be temporary. d:- Sidewalks on Greenburg Road and completion of sidewalk system on Hall Boulevard will improve connectivity and access, plus construction of pedestrian crossings on Greenburg and Hall. Page 9 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments e A.pedestrian trail within and/or around the Progress Downs Public Golf Course presents an opportunity to provide a safe neighborhood walking/exercise arca and to serve more of the population using existing resources. Recommended mall arca street improvements include bringing SW Eliandcr Lane, SW Washington Square Road, SW Palm Boulevard and the roadway around the Lancs. designated walkways to connect bicyclists and pedestrians to the mall and Improve multi modal accessibility, safety and neighborhood traffic management on Locust Street between Lincoln Street and Hall Boulevard, Lincoln Street Between Locust and Oak Streets, Oak Street between Lincoln Street and Hall .. pedestrian connections. Develop Oak, Lincoln and Locust as collectors. Acquire right of way to allow a p l Provide pedestrian/bicycle connections between SW Borders Street and Greenhur<g Road. Provide pedestrian/bicycle connections on local streets to, from and within new developments and redevelopments. 1- Create a two lane, local level over crossing of Highway 217, from Washington Square to Nimbus Avenue, including pedestrian and bike facilities and people mover extending to Fanno Creek Bikeway. Extend Nimbus Avenue to Greenhurg Road, including hike and pedestrian facilities. This includes realignment ofGreenhure Road and related improvements. to Nimbus Avenue and providing for a people mover. Reinforce need for interchange capacity improvements at Hall Boulevard and Scholls Ferry Road in the upcoming Highway 217 Major Investment Study. Design a frontage road to improve access to 1Vashineton Square Mall. Page 10 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments ; edifies on Cascade Avenue. Identify potential bicycle network alignments with connections to existing bikeways, neighborhoods and activity centers, with particularly emphasis on extendiw.,_, the Fanno Creek .Bikeway along, Ash. Creek. 6,----Stromfly support commuter rail service and a commuter rail station within the people mover system Adopt the functional classification plan for streets internal to the Washington Square Regional Center as shown on Figure I. The following policies apply to local streets within the re6onal center: -17 Local street spacing shall be a maximum of 530 feet. Access way spacing shall be a maximum of 330 feet. Spacing of signalized intersections on Major Arterials shall be a minimum of 600 feet, Existing rights of way will, to the greatest extent possible, be utilized for a local street system. Right of way vacations will he considered only when all other policies in this subsection arc met. The transportation projects described in this section should be added to the City of Tigard' s Transportation System Plan. The City, ODOT and Metro should work to include these improvements in regional and state implementation programs. Proposed Amendment to Chapter 8. Transportation. Add new Policies: 8.1.9 THE CITY SHALL ADOPT TH..E FOLLOWING PEDESTRIAN, BICYCLE AND PUBLIC TRANSIT IMPROVEMENT STRATEGY TN ORDER TO ACCOMMODATE EXISTING AND PLANNED LAND USES IN THE WASHINGTON SQUARE-REGIONAL CF.',NTER: 1. Commuter Rail Service and Station: Washington County has proposed commuter rail services from Wilsonville to Beaverton on the existing freight line to the west of Highway 217. The City supports a commuter rail station in the vicinity of the North: Mall to Nimbus Overcrossing. 2. Pedestrian Improvements — SW Greenburg Road: Construct pedestrian improvements on SW Greenburg Road between SW Hall Boulevard and Highway 217 to improve pedestrian crossinv, opportunities and safety. 3. Pedestrian Improvements- SW Hall Boulevard: Construct pedestrian crossing refuge (median) on SW Hall Boulevard between SW Pfaffl.e Street and SW Locust Street to improve pedestrian crossing opportunities and safety. Page 11 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments 4. Pedestrian And Bicycle Improvements- SW Locust Street: Realign SW 90th Avenue across SW Locust Street to provide a 17our-legged intersection at Locust Street. Construct curb extensions, sidewalks and bicycle lanes to provide improved non-auto accessibility across and along Locust Street. 5. Pedestrian Access Improvements- Washington Square Mall: Construct pedestrian improvements (e.g. sidewalks, landscaping, and connections from parking to the mall and surrounding arterials) in the Washington Square Mall area. 6. Identify potential bicycle network alignments with connections to existing bikeways, neighborhoods and activity centers, with particular emphasis on extending the Fanno Creek Bikeway along Ash Creek. 7. Construct a pedestrian trail within and/or around the Red Tail Public Golf Course. This presents an opportunity to provide a safe neighborhood walking/exercise area and to serve more of the population using existing resources. 8. Provide pedestrian/bicycle connections on local streets to, from and within new developments and redevelopments. 9. Identify potential bicycle network alignments with connections to existing bikeways, neighborhoods and activity centers, with particular emphasis on extending the Farm° Creek Bikeway along Ash Creek. 10. Shuttle/People Mover: Develop local area transit service operating between the Washington Square Mall area, the Nimbus/Cascade districts and Lincoln Center. The service could use the proposed connections across Highway 217. Initially a shuttle bus, in the future this service could be converted to some type of fixed route system. 11. Transit Center Improvements: Construct capacity and facility improvements (e.g. real time transfer information, lighting, covered connections to the Mall, and additional bus bays) to the existing transit center at the Washington Square Mall, 12. Transit System improvements: The City supports transit routing and frequency improvements in the Regional Center. Tri-Met has provided an outline of potential service improvements and planning that would need to occur to implement these improvements. The range of improvements include relocating the Transit Center to provide better connections into the Mall, coordinating park and ride facilities with the future commuter rail service, providing bus stop improvements in the Regional Center area, and decreasing transit service headways. Tigard, Tri-Met and employers or developers in the district should begin to develop a transit improvement plan for the district. Page 12 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments 13. Travel Demand Management Program: The City recognizes the importance of developing a travel demand management program for the Regional Center area. A key features of this program will be a Transportation Management Association (TMA) that coordinates the means of decreasing demand for single occupant vehicles within the Regional Center area, parking management strategies, transit system improvements, and travel demand management programs. The City of Tigard, Beaverton, Washington County, Tri-Met, Metro, ODOT and employers in the area should begin to work together to refine this framework into a detailed plan for the area. 8.1.10 THE CITY SHALL ADOPT THE FOLLOWING AUTO AND ROADWAY IMPROVEMENT STRATEGY IN ORDER TO ACCOMMODATE EXISTING AND PLANNED LAND USES IN THE WASHINGTON SQUARE REGIONAL CENTER: 1. Near Term Traffic Operations improvements: Small-scale roadway operations improvement projects shall be implemented in the near future. These improvements correct existing system deficiencies or provide needed pedestrian, bicycle or transit facilities: a. Develop signal timing improvements on Greenburg Road between Highway 217 and the Washington Square Mall. b. Construct a separate eastbound right turn lane from Hall Boulevard to Scholls Ferry Road. This could require Hall Boulevard overcrossing improvements. c. Construct pedestrian improvements throughout the district. d. Develop a shuttle system connecting Lincoln Center, Washington Square Mall and Nimbus Business Park. e. Evaluate and confirm that the southbound Hall Boulevard right turn only lane into the Washington Square Mall at Palmblad Lane should be eliminated. Restripe as appropriate. f. Develop signal timing improvements on Hall Boulevard that include capabilities to allow buses that have fallen behind schedule to travel to the front of the queue and travel through the signal prior to other traffic ("queue jumping capabilities"). g. Develop direct access from the Washington Square Mall to the Target Store so that motorists do not have to travel on Hall Boulevard when traveling between the two facilities. h. In cooperation with the City of Beaverton and Tri-Met, identify a new Park & Ride site to replace the existing site that was intended to be temporary. 2. Highway 217 Improvements: Identify and plan for the implementation of improvements to Highway 217 and its interchanges between Interstate 5 and Highway 26. 3. North: Mall to Nimbus Connection: Construct a bridge over Highway 217 connecting the Washington Square Mall with the Nimbus Business Center. The Page 13 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments bridge would include a two-lane roadway,bike lanes, sidewalks and facilities for transit. The bridge is intended to be a facility for local travel within the Regional. Center. 4. SW Nimbus Avenue: There are two components of the SW Nimbus Avenue Improvements: a. North of Scholls Ferry Road: Modify the existing roadway (north of Scholls Ferry Road) to a 3-lane facility with parking, bike lanes and sidewalks. Potential for streetscape improvements including solid median with specific turn slots to individual properties. b. Nimbus to Greenburg Connection: Extend SW Nimbus Avenue to meet Greenburg Road. This would be a 5-lane roadway with bike lanes and sidewalks, but no on-street parking. 5. SW Lincoln Street: Modify Lincoln Street to provide a 3-lane section with parking, bike lanes and sidewalks between SW Locust Street and SW Oak Street. 6. SW Hall Boulevard: The Washington Square Regional Center Task Force identified this project as the fifth priority for implementation in the Regional Center area. The project would first be constructed to 3-lane standards with sidewalks and bike lanes at five lane limits between Oleson.Road and Highway 217. If after other project recommendations have been constructed, it is found that Hall Boulevard still needs to be a five-lane facility the roadway would then be widened again. In the interim, and as possible the City of Tigard or ODOT would acquire the right of way necessary for a five-lane section As a three or five-lane facility, this project includes landscaped median with designated left turn pockets that also provide for improved pedestrian crossing opportunities. This is consistent with Metro the Regional Boulevard Designation for Hall Boulevard. 7. SW Cascade Avenue: improve the existing roadway (north and south of Scholls Ferry Road) to 3-lane standard with parking, hike lanes and sidewalks. Potential for streetscape improvements including solid median with specific turn slots to individual properties. 8. SW Locust Street: Modify Locust Street between Hall Boulevard and Greenburg Road to include a three-lane section with parking, bike lanes, sidewalks and other streetscape improvements to maintain as a lower speed street. 9. SW Oak Street: Modify the roadway to provide 2-lane section with parking,bike lanes and sidewalk between SW Hall Boulevard and SW Lincoln Street. 10. Washington Square internal Roads: Construct improvements to existing Washington Square Mall internal circulation roads to public street standards with bike lanes and sidewalks. Page 14 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments 11. Adopt the functional classification plan for streets internal to the Washington Square Regional Center as shown on Figure 1. The following policies apply to local streets within the regional center: a. Local street spacing shall be a maximum of 530 feet. b. Access way spacing shall be a maximum of 330 feet. c. Spacing of signalized intersections on Major Arterials shall be a minimum of 600 feet. d. Existing rights of way will, to the greatest extent possible, be utilized for a local street system. Right of way vacations will be considered only when all other policies in this subsection are met. 12. The transportation projects described in this section should be added to the City of Tigard's Transportation System Plan. The City, ODOT and Metro should work to include these improvements in regional and state implementation programs. 11.8.3 NECESSARY PUBLIC FACILITIES INCLUDING SEWER, WATER AND DRAINAGE FACILITIES, SHOULD BE IN PLACE OR PLANNED TO BE CONSTRUCTED IN TIME TO SUPPORT NEW DEVELOPMENTS. 11.8.4 NECESSARY TRANSPORTATION FACILITIES, AS DETERMINED BY A TRAFFIC IMPACT ASSESSMENT, SHOULD BE IN PLACE OR PLANNED TO BE CONSTRUCTED IN TIME TO SUPPORT NEW DEVELOPMENTS. Proposed Amendment to Chapter 12. Locational Criteria. Add a new Section 12.5: 12.5 MIXED USE DISTRICTS POLICY 12.5.1 THE CITY SHALL PROVIDE FOR MIXED USE DEVELOPMENTS IN ACCORDANCE WITH: a. APPLICABLE PLAN POLICIES; b. APPLICABLE PURPOSE STATEMENTS; AND c. APPLICABLE COMMUNITY DEVELOPMENT CODE PROVISIONS. 1. Mixed Use Commercial A. The purpose of the Mixed Use Commercial (MUC) land use designation is: Page 15 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments a NORTH (NOT TO SCALE) a — f-`.". 0 Q2 vyA<4 841/0 c co al T w Z= /W likal ' > 3 CO PI/Ai _ t iii z r , j/ d CfrD , a 0� / H/ z SQUARE Q a SW BORDER ST cv 09 g cWASHINGTON MALLI- Qom z > � / m rn aSW LEHMAN i -�1 Fc% z ST N PO O oilSW CORRAL I SW LANDAU ST 3 ST i - \"*.°. V11■1■1■1■1 11111+I■LOC S■IrS■I■I■1■I SW LOCUST ST OS- p�.- ` - .\$\ , SQUARE RD • .,>. 7 ■I I lc. ■I■I■I■I■I■I■I■ 9'„..---2---... •%---")- 111411 tL I 04 SW OAK ST �� "' milli" — — - OAK ST — — I 9� ' �� 7 � � m � m % m SW PINE ST _ASH _ CRE / 9Z ` �`_ a' SW SHAD - FK - SW SPRUCE ST ti LN / =i O9F Z - - - 01 I 2 COJ ^‘ ��Ly rn Q > > > a r cc z co ,_ q 9�F� � � ®, cof . �rco ' 6URC 9i SW PFAFFLE ST J i =Q' ��Q I O �� H LEGEND RECOMMENDED ROADWAY iiimenn ARTERIAL FUNCTIONAL CLASSIFICATION n■1■I■I■I■I■ MAJOR COLLECTOR WASHINGTON SQUARE REGIONAL CENTER FIGURE MINOR COLLECTOR TIGARD, OREGON 1 K JULY 2001 4522FUNC 1. To create a dense mixed-use commercial district that forms the commercial core of the Washington Square Regional Center; 2. To provide opportunities for major retail goods and services, office employment, and housing in close proximity, and with good access to transportation services; 3. To implement the Metro 2040 Growth Concept and Urban Growth Management Functional Plan for areas designated Regional Center within the City of Tigard. 2. Mixed Use Employment A. The purpose of the Mixed Use Employment (MUE) land use designation is: 1. To create a mixed-use employment district that is complementary to the rest of the community and the region; 2. To provide opportunities for employment and for new business and professional services in close proximity to retail centers and major transportation facilities; 3. To provide for major retail goods and services accessible to the general public, and minor retail goods and services accessible to the public which works and lives within the MUE district; 4. To provide for groups and businesses in centers; 5. To provide for residential uses which are compatible with and supportive of retail and employment uses; 6. To implement the Metro 2040 Growth Concept and Urban Growth Management Functional Plan for areas designated Regional Center and Employment within the City of Tigard. 3. Mixed Use Residential A. The purpose of the Mixed Use Residential (MUR) land use designation is: 1. To create moderate and high density mixed use residential districts in close proximity to other mixed-use districts; 2. To provide opportunities for a variety of housing types and densities, and to produce that housing in ways that residents have a high degree of Page 16 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments pedestrian amenities, recreation opportunities and access to transit; 3. To incorporate limited commercial and service uses within mixed-use projects that provide benefits and amenities to residents, but are compatible with residential uses. 4. To implement the Metro 2040 Growth Concept and Urban Growth Management Functional Plan for areas designated Regional Center within the City of Tigard. Policies 12.5.2 THE CITY SHALL APPLY A MIXED USE COMMERCIAL LAND USE DESIGNATION FOR AREAS SHOWN AS REGIONAL CENTER IN THE METRO 2040 GROWTH CONCEPT. 12.5.3 THE CITY SHALL APPLY A MIXED USE EMPLOYMENT LAND USE DESIGNATION FOR AREAS SHOWN AS REGIONAL CENTER AND EMPLOYMENT IN THE METRO 2040 GROWTH CONCEPT. 12.5.4 THE CITY SHALL APPLY A MIXED USE RESIDENTIAL LAND USE DESIGNATION FOR AREAS SHOWN AS REGIONAL CENTER IN THE METRO 2040 GROWTH CONCEPT. IMPLEMENTATION STRATEGIES 1. The Community Development Code shall: a. Include a Mixed Use Commercial District; b. Include high density and moderate density Mixed Use Employment Districts; c. Include high density and moderate density Mixed Use Residential Districts. d. Require that: 1. Minimum residential densities and floor area ratios (FAR)be achieved; 2. Certain commercial uses be limited so that a pedestrian-oriented development pattern is achieved; 3. Design standards for pubic improvements, site design, building design, signs and landscaping are achieved in order to create high quality, pedestrian-oriented developments; 4. All areas be subject to Site Development Review. e. Provide for: Page 17 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments 1. Limited adjustments, and phasing so that development standards can be achieved over time; 2. Limited adjustments in development standards, including minimum density and FAR requirements, in cases where adjustments are necessary to avoid environmental impacts; 3. Improvements to pre-existing uses and developments so that existing residents and businesses may continue to thrive; 4. Incentives to preserve and enhance significant wetlands, streams and floodplains. Page 18 Washington Square Regional Center Revised 06/28/01 Comprehensive Plan Amendments WASHINGTON SQUARE REGIONAL CENTER IMPLEMENTATION PLAN PUBLIC AND AGENCY INVOLVEMENT PROCESS (City of Tigard) January 12, 2001 The purpose of this Public and Agency Involvement Process is to insure that all stakeholders are involved early and throughout this project and that relevant issues are discussed and resolved to the extent possible. It consists of the following tasks: Task 1: Reconvene the Washington Square Regional Center Plan Task Force to review work of the Technical Advisory Subcommittees (TASes); help develop, review and provide comments on project work program elements and develop final recommendations. Invite all members of the original Task Force to participate again in this project as the Task Force was broadly based and representative of all appropriate stakeholder interests. Work with the City to recruit additional representatives for any individual interest who cannot continue. The Task Force will be reconvened to provide project oversight, address the major issues of the study, resolve potential conflicts, and give guidance on funding and all other implementation recommendations developed by the Technical Advisory Subcommittees. The City will invite the participation of the original Task Force members and announce initiation of this process through its citizen involvement and outreach channels (Cityscape, etc.). The Task Force will meet at strategic points in the project to receive information generated by the TASes (described in Task 3) and provide comments and insight that will be taken into account as the project proceeds. The agenda for each meeting will relate to the technical and TAS timetable so that the Task Force has meaningful input as the study proceeds. Every effort made to reach consensus on issues of concern. Objective: Develop an informed and communicative constituency for the project that is a sounding board for development of project objectives and implementing measures and recommendations. Methodology: The Public Involvement member of the consulting team will develop a schedule of Task Force meetings that follows the TAS schedule and technical workplan so that citizens have meaningful ways to affect the project. We also will solicit the names of interested individuals and groups who will be on the project mailing list for notification of meetings, events and updates on work progress. Products: New Task Force mailing list and list of interested citizens. Meeting schedule for Task Force. Schedule: Month 2 Task 2. Conduct meetings of the Washington Square Task Force. Design and facilitate meetings on project elements throughout the process. Objectives: Carry out a meaningful public participation program that insures useful community 1 input throughout the project. As noted above, in addition to citizen interests, the following agencies shall be asked to be represented on the Task Force: ODOT, Metro, City of Beaverton, Tri-Met, DLCD and Washington County. Task Force members shall be expected to coordinate with their respective agencies and/or constituents, and to participate in Task Force meetings as reasonably expected. Methodology: Conduct up to six meetings as appropriate for project elements. Maintain summaries of meetings and provide necessary follow-up to enhance public participation. Products: Meeting agendas,meeting summaries and backup materials. Schedule: Ongoing throughout the project. Task 3. Develop and Facilitate Technical Advisory Subcommittees (TASes) as appropriate, to provide technical input on work program elements. An added element in this project not present in Phase I consists of four Technical Advisory Subcommittees (TASes), on the subjects of natural resources; parks and open spaces; stormwater; and transportation. At the Tigard City Council meeting where the Regional Plan was approved, these issues were noted as expressly in need of additional study. TASes will be comprised of about 12-15 members: those from the Task Force and the public who have indicated an interest in the subject and representatives from appropriate jurisdictions and agencies. The City will invite community members to participate through its citizen involvement and outreach channels. Each TAS will meet at least four times between March and June in meetings facilitated by trained volunteers. The consultants will provide agendas, continuity and technical information as needed. Their findings will be presented to the Task Force at strategic points in the study, with the understanding that the Task Force will make the final recommendations. The subcommittees will include no more than three (3) Task Force members, no more than three (3) citizens at-large, three to six (3-6) agency/ special interest representatives; and no more than three (3) representatives from the business community. The subcommittees will meet between full Task Force meetings. Each TAS will be staffed with a trained facilitator, recorder and technical consultant. The meetings will be approximately two hours each. TAS staff and consultants will confer between TAS meetings to identify areas that are overlapping or in need of collaborative efforts. Objective: Include participation of relevant citizens working with agencies in technical review of work program elements. Methodology: Identify citizens and appropriate agency staff to participate in the TAS process. Establish meeting schedules based on work program elements. Conduct up to five meetings; update work program accordingly. Products: Meeting agendas, summary minutes, backup materials, and other written documents and correspondences. Informed scrutiny by interested parties of key elements in the study for eventual deliberation and decisions by the full Task Force. 2 e Schedule: Ongoing throughout the project. Task 4. Design and Facilitate Public Events. Outreach to the general public will occur at least twice during the process: midway or later when draft concepts/solutions are proposed; and near the end when the final plan is recommended. Among the range of constituencies that should be reached are residents in Metzger and others closeby; employees, shoppers and users of the Washington Square Mall, Nimbus, Lincoln Center and other office buildings; and business owners and managers. Objective: Provide opportunity for the general public to gain information about the project and provide input at key steps along the planning process. Methodology: Develop communication materials; design, conduct and report on two public events. Products: Meeting agendas, notification materials and meeting summaries. Schedule: Midway or later in the project, when draft concepts/solutions are proposed; and near the end when the final plan is recommended. Task 5. Conduct Additional Outreach as Needed Flyers/written materials. We will utilize the logo designed for the previous study, using it on all written materials to maintain a clear identity throughout the project. At strategic intervals...at least before each public event...flyers explaining the work to date and inviting public participation will be produced and widely disseminated. We also will solicit citizen interest through the City newsletter. Speakers Bureau. If further outreach is needed, a speakers bureau, comprised primarily of Task Force members assisted by staff and consultants, may be trained and made available to speak to any groups interested in hearing about the project. Objectives: Provide opportunities for the public to receive information about the project as it progresses. Methodology: The City currently manages a variety of public education and involvement opportunities; for example, the CIT meetings, broadcast on community access cable, are a forum for promoting the process and opportunities to participate. Other venues are the Cityscape newsletter; and the City's website. The consultant will work with City staff to provide information about the project to be disseminated through these channels. Products: Continued opportunities to update members of the public on the work as it progresses. E:\Current Projects\0029-WS2\pi process city.doc 3 WASHINGTON SQUARE REGIONAL CENTER PHASE II IMPLEMENTATION PROGRAM TASK FORCE MEMBERS Tom Archer, Spieker Properties (Equity Office) Dr. Gene Davis, Property Owner David Drescher,Fans of Fanno Creek Kimberly Fuller, Spieker Properties (Equity Office) Nic Herriges,Nimbus Business Commuters Carl Hosticka,Metro Council (District#3) Ron Hudson, Tigard-Tualatin School District Leo Huff, Oregon Dept. of Transportation Kathy Lehtola, Washington County Dan McFarling, Association of Oregon Rail and Transit Advocates Robert Mixon, Bicycle Transportation Alliance Lyndon Musolf, Lyn Musolf&Associates Michael Neunzert,Metzger Resident Adele Newton, Washington County League of Women Voters Nawzad Othman, OTAK Steve Perry, Metzger Resident Lynn Peterson, Tri-Met Jack Reardon, Washington Square Mall Rick Saito, Group Mackenzie Ken Scheckla, Tigard City Council Forrest Soth,Beaverton City Council Ted Spence,Tigard Resident Dave Stewart, Citizens for Sensible Transportation Pat Whiting, Citizen Participation Organization(CPO) 4-M Nick Wilson, Tigard Planning Commission PARKS AND OPEN SPACES TECHNICAL ADVISORY SUBCOMMITTEE (TAS) Ann Busse Larry Eisenberg (Washington County) Sheila Fink Jane Hart (Metro) Ron Hudson (Task Force member/School District) Mike Miller Lyndon Musolf(Task Force Member) Kristina Nickerson Duane Roberts (City of Tigard—Long Range Planning) Carolyn Sharp (THPRD) Ed Wegner (Tigard Public Works) Robin Yim Consultants and Staff: John Spencer Lloyd Lindley Nadine Smith Facilitator: Bev Froude NATURAL RESOURCES TECHNICAL ADVISORY SUBCOMMITTEE (TAS) Warren W. Aney Dean Brice David Drescher or Kitty Firth (Task Force Member) Melissa Gall (Washington County Planning) Rich Gebhart(US Army Corps of Engineers) Jim Grimes (Oregon Department of Fish and Wildlife) Carol Krigger (Metro) Karen M"Frieda" Flint Barbara Fryer (City of Beaverton) Nawzad Othman (Task Force Member) Bill Parks (Division of State Lands) Rick Saito (Task Force Member) Kendra Smith (USA) Consultants and Staff: John Spencer Julia Hajduk Facilitator: Mark Mahon TRANSPORTATION TECHNICAL ADVISORY SUBCOMMITTEE (TAS) Bill Barber(Metro) Judy Edwards (Westside Transportation Alliance) Steve Kelly (Washington County) Trudy Knowles Dan McFarling (Task Force Member) Margaret Middleton (City of Beaverton) Robert Mixon (Task Force Member) Brenda Peterson Lynn Peterson (Tri-Met) Brian Rager(City of Tigard—Engineering) Lidwein Rahman (ODOT) Jack Reardon (Task Force Member) Rick Saito (Task Force Member) Nick Wilson (Task Force Member) Consultants and Staff: John Spencer Beth Wemple Julia Hajduk Facilitator: Wayne Pruner STORMWATER TECHNICAL ADVISORY SUBCOMMITTEE (TAS) Tom Archer (Task Force Member) Brenda Bernards (Metro) Greg Berry (City of Tigard Engineering) Pieter Braam Dr. Gene Davis (Task Force Member) Michael Freudenthal Dennis Rakowski Kendra Smith (USA) Forrest Soth (Task Force Member) Jill Tellez Karen Thorin Consultants and Staff: John Spencer Henry Young Nadine Smith Facilitator: Joel Stevens CONSULTANTS AND STAFF CITY OF TIGARD Jim Hendryx, Community Development Director Nadine Smith, Project Manager Julia Hajduk, Associate Planner Beth St. Amand, Assistant CONSULTANTS Spencer & Kupper, Project Management Cogan Owens Cogan, LLC Kittelson & Associates, Inc. Lloyd D. Lindley,ASLA Mason, Bruce & Girard, Inc. URS/BRW,Inc. Deirdre Steinberg Communications MMMT . Mil ib WASIIIN CTON WASHINGTON SQUARE REGIONAL CENTER SQUARE IMPLEMENTATION PLAN Far_rF +, r CENTERSTUDYTASK FORCE MEETING #1 TIGARD CITY HALL csrV OF I ICARD December 14, 2000 6-8 p.m. AGENDA 1. Welcome/Introductions (Elaine Cogan) 2. Background (Nadine Smith and Julia Hajduk) 3. Project Work Plan/Roles and Responsibilities (John Spencer) 4. Schedule Upcoming Meetings (All) 5. General Discussion 7. Public Comments 8. Adjourn 11111: tot Mit WASI III\CTON WASHINGTON SQUARE REGIONAL CENTER SQUARE IMPLEMENTATION PLAN �tE :Iunr CENTER so TASK FORCE MEETING #2 TIGARD CITY HALL CI F Fi OF '.. ICAftft March 21, 2000 6-8 p.m. AGENDA 1. (6:05) Summary from first meeting (John Spencer) 2. (6:10) Updated schedule (Julia Hajduk) 3. (6:15) Natural Resources status report (Mark Hynson) 4. (6:45) Stormwater status report (Henry Young) 5. (7:15) Transportation status report (Beth Wemple) 6. (7:30) Open Space status report (Lloyd Lindley) 7. (7:45) Public Event update (Elaine Cogan) 8. Public Comments 9. Other Business 10. Adjourn MililMU 0 * MUE liiii w � 7.4 ` WASHINGTON WASHINGTON SQUARE REGIONAL CENTER SQUARE IMPLEMENTATION PLAN TASK FORCE MEETING 3 itt CLONAL (° r1{ Si LOYWASHINGTON SQUARE MALL MANAGEMENT OFFICE — II CONFERENCE ROOM (MAP ATTACHED) CI I1' Of 1 IGARU April 26, 2001 4-6 p.m. AGENDA 1. (4:05) Summary from second meeting (John Spencer)*** 2. (4:10) Updated schedule (Julia Hajduk)*** 3. (4:15) Public Event Report (Elaine Cogan)*** 4. (4:30) Transportation status report (Beth Wemple) • Hwy. 217 Priority Recommendation*** • Future Travel Demand*** • Preliminary Project Evaluation 5. (5:30) Open Space status report (Lloyd Lindley)*** 6. Public Comments 7. Other Business 8. Adjourn ***Attachments included in packet Supplemental Information Included in Packet for Information Only: • Final Project Evaluation Criteria • Project Implementation Actions in .' inn s t ' tort e ipn. \ \\i JI MT N WASHINGTON SQUARE REGIONAL CENTER SQUARE IMPLEMENTATION PLAN TASK FORCE MEETING 4 r'IewnL c.r! t etaSTUDY WASHINGTON SQUARE MALL MANAGEMENT OFFICE al CONFERENCE ROOM (Map Attached) CI 1 V OF 11CARd May 24, 2001 4-6 p.m. AGENDA 1. (4:00) Summary from third meeting (John Spencer) 2. (4:05) Update (Jim Hendrix) 3. (4:15) Public Event #2 (Elaine Cogan) 4. (4:25) Parks/Open Space Recommendations (Lloyd Lindley) 5. (4:50) Environmental Evaluation of Transportation Recommendations (Mark Hynson) 6. (5:25) Financing Sources & Options (Spencer/Jan Newton) 7. Public Comments 8. Other Business 9. Adjourn Information included in packet: • Meeting Summary from April 25, 2001 • Draft Public Event 2 Outline • Parks/Open Space: Final Recommendations • Natural Resources: Impact and Feasibility Analysis Technical Report • Draft Financing Sources and Options Report minasiii . � � �" Y WASHIN TON WASHINGTON SQUARE REGIONAL CENTER SQUARE IMPLEMENTATION PLAN CIONAL CENTER STUD TASK FORCE MEETING 5 WASHINGTON SQUARE MALL MANAGEMENT OFFICE CONFERENCE ROOM (Map on Back of this page) CITY OF 1IGAR June 27, 2001 4-7 p.m. AGENDA 1. (4:00) Approval of Task Force#4: Comments(John Spencer) 2. (4:05) Update (Jim Hendryx) 3. (4:15) Results from Public Event#2 (Elaine Cogan) 4. (4:30) Natural Resources Recommendations (John Spencer) 5. (5:00) Stormwater Management Recommendations (Henry Young) 6. (5:30) Draft Financing Strategies(Spencer) 7. (6:00) Final Transportation Recommendations(Beth Wemple) Final Report to be provided at meeting. 8. (6:20) Transportation Demand Management Recommendations (Beth Wemple) Final report to be provided at meeting. 9. (6:30) Draft Summary Report(Spencer).—Draft report to be provided. 10. Public Comments 11. Other Business 12. Adjourn Information included in packet: • Meeting Summary from May 24, 2001 • Meeting Summary from Public Event#2 • Natural Resources Regulations and Development Practices Report: Final Recommendations • Stormwater Management Strategies: Final Recommendations • Draft Financing Strategy VMS aina 11111111 TI irta WASHINGTON WASHINGTON SQUARE REGIONAL CENTER SQUAIIE IMPLEMENTATION PLAN TASK FORCE MEETING 6 rEr'°` "' LrTEEI STUDY WASHINGTON SQUARE MALL MANAGEMENT OFFICE — U CONFERENCE ROOM (Map on back of this page) CIEV 0E lt ARfl July 25, 2001 4-7 p.m. AGENDA 1. (4:00) Approval of June 27, 2001, Task Force Meeting Summary (John Spencer) 2. (4:05) Update (Jim Hendryx) 3. (4:15) Final Natural Resources Recommendations (John Spencer) 4. (4:30) Final Financing Strategy (John Spencer) 5. (5:00) Final Summary Report (John Spencer) 6. (6:00) Draft Task Force Resolution (John Spencer) 7. Public Comments 8. Other Business 9. Adjourn Information included in packet: • Meeting Summary from June 27, 2001 • Final Natural Resources Recommendations • Final Financing Strategy • Final Summary Report • Draft Task Force Resolution • Letter to Metro on behalf of Task Force 00,62,4402„ JCPENNEY via 0 °FYN j77 DEPARTMENT \I ) Eli ........ Ej vez• EA ST:RES L— BLOCK K ; r-H." Ns lk .. . 1,,,. 2,,e JO, t..-, ' 0'"u•r— — BLOCK A 13 Of r IS =Am ma • — — Vt,V,5 C:-.3 JCP,KA,' :26 Onf '-' CI Vs'`.( CZT,° 0 , ,;' 0 ,,OWL aa ta MAII,A.F. Or0, i all•i°,::•-: SMALL STORES . E iej,°' 1*t,:'i' '''. 5. MEZZANINE 0 A On ON IC 0 !Do jAPAK 55. ; ,...,00, ' CE 2i w-AK;.:0 7'" 0 '° 0 vf5,v5 ,-.2:. 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'27'7, g g 1 :111 igi — — ota.`0'1','I -ii ,„„„ az 0 . i„„ r I ' .. ..L...._...) ••2°,” :i8,, i; NORDSTROM I —I I —_ BLOCK J ,..,---- BLOCK 1-1 BLOCK G \ ‘ /--....... BLOCK F 'i 2 l' Meeting Summary Washington Square Regional Center Implementation Plan Thursday, December 14, 2000, 6 p.m. Tigard City Hall 13125 S.W. Hall Blvd. Tigard, Oregon 97223 Task Force Members Present: Kitty Firth, Karl Hosticka, Dan McFarling, Michael Neunzert, Steve Perry, Jack Reardon, Ken Scheckla, Tigard City Councilor. Members Absent: Tom Archer, Dr. Gene Davis, David Dreshler, Nic Herriges, Ron Hudson, Leo Huff, Kathy Lehtola, Robert Mixon, Lyndon Musolf, Adele Newton, Nawzad Othman, Rick Saito, Forrest Soth, Ted Spence, Dave Stewart, Nick Wilson. Other Interested Parties/Observers: Kristina Nickerson, Tigard resident. Staff: Elaine Cogan & Suzanne Roberts; Cogan Owens Cogan; Julia Hajduk &Jim Hendryx, City of Tigard; Lloyd Lindley; Nadine Smith, City of Tigard; John Spencer, Spencer& Kupper; Deirdre Steinberg, Deirdre Steinberg Communications; and Beth Wemple, Kittelson & Associates. Welcome/Introductions Elaine Cogan Elaine began the meeting by introducing herself and welcoming returning and new Task Force members. A final list of the Task Force members will be distributed soon. John Spencer, consulting team project manager, introduced the team and the schedule. Team members include: Lloyd Lindley, landscape architect, whose focus is open space, parks and recreational sites; Beth Wemple, transportation consultant, Kittelson & Associates; Elaine Cogan and Suzanne Roberts; Cogan Owens Cogan, responsible for public involvement; and Deirdre Steinberg, Deirdre Steinberg Communications, who will record the meetings and write the summaries. John mentioned two additional firms that are part of the consultant team, although representatives from those firms were not present. They are BRW, an international engineering firm that will be working on transportation feasibility and funding plans; and Mason, Bruce, & Girard, Inc., for natural resources. Then, Task Force members and interested guests introduced themselves. Washington Square Regional Center Implementation Plan Page 1 Meeting Summary—December 14,2000 Nadine Smith, City of Tigard Planning Manager and the City's project manager for the Washington Square Regional Center Implementation Plan, introduced Julia Hajduk, an associate planner with the City of Tigard, who will assist her. Ken Scheckla asked if the passage of Measure 7 would affect this project. Nadine replied that it might. However, she added, most governmental agencies are continuing to explore and recommend specific technical aspects of plans such as this one while the legal debate regarding the measure continues. Background Nadine Smith Nadine recounted the history of the project to date that resulted in the Washington Square Regional Center Plan. It was developed by a 23-member Task Force, which met 17 times and hosted three open houses over a 14-month period. All the Task Force members have been asked to return for this phase of the project and many have. In February 2000, after three public hearings, the Tigard City Council approved the master plan with the provision that it not be implemented until the following issues are addressed in more detail: Parks and Open Space, Natural Resources, Transportation, and Stormwater. The City received a grant from the Oregon Department of Transportation (ODOT) to pursue the transportation implementation issues. Funds from other sources will help address the remaining three. Project Work Plan/Roles and Responsibilities John Spencer John then explained how Phase 2, this project, the Washington Square Regional Center Implementation Plan, has been organized. He referred Task Force members to a handout/diagram outlining tasks in two broad categories: transportation feasibility and natural resources/stormwater management. The four core issues outlined by the Tigard City Council are encapsulated within these two delineations. Technical Advisory Subcommittees (TASes) and the technical consultant(s) assigned to each were also diagramed. John continued that all of the issues are interrelated and need to be considered in relationship to each other. The goal, he said, is to develop more definition and specificity to each. In Phase 2, he added, corridor-specific mapping and analysis will be developed to better define the relationships between the four core issues and uncover inconsistencies or flaws that can be rectified so that the plan is feasible and fundable. The work of the technical subcommittees is to recommend modifications and clarifications to plan components. These may include amendments to the proposed ordinances for the plan's zoning districts suggested in the previous study. A major component will be to consider funding sources and strategies for capital projects. The work of the technical subcommittees will be reported back to Task Force members who are to act as an oversight/recommendation committee, reporting to the Tigard City Council. The two overall questions that must be answered in Phase 2 are: 1) is the basic ideas of the plan sound? and, 2) how can the plan be funded? John noted that, based on the Washington Square Regional Center Implementation Plan Page 2 Meeting Summary—December 14,2000 ODOT grant, the time frame for completing Phase 2 implementation is six months—from January 2001 through the end of June 2001. Note: questions are in italics, followed by answers by staff or consultants. Task Force Member: What is the status of the plan in respect to the Beaverton City Council and the Washington County Board of Commissioners? Answer: Washington County has approved the boundary recommended in the Washington Square Master Plan. Nadine said she does not know what the status of the plan is in regard to the Beaverton City Council, but she will find out and report back to the Task Force. There is an "informal buy-in" to the plan by both governing entities. Task Force Member: Will citizens and public officials from Beaverton, Portland and Washington County be involved in the implementation phase? Answer: The consultant team is assembling interested citizens and the best technical experts available and some of them may come from other jurisdictions. Task Force members were asked to recommend individuals who may be interested in being on one or more of the TASes. Task Force Member: Should developers building in this particular area have some responsibility to help fund some of the plan's proposals? Elaine introduced Jim Hendryx, Community Development Director for the City of Tigard. He commented that developers must pay system development charges (traffic, park, water, sewer, etc.) to upgrade major facilities. Also, developers may be asked to pay other"reasonable" proportionality fees, but, funding for major improvements (i.e., a new Hwy. 217 overcrossing) that go beyond the scope of the impacts of the development are not allowed. This is state law. Task Force Member: What is the definition of "infrastructure"for developing funding strategies? Answer: Infrastructure primarily includes water, sewer, and roads. Discussion of the TASes (Technical Advisory Subcommittees) Elaine then led a discussion on the TAS structure and the need for Task Force members and other citizens to actively participate in these critical committees. To date, 15 people have signed up for TAS appointments through the City's newsletter. Each TAS will be led by a trained facilitator, recorder, and one or more technical advisors and will meet independently on its own time schedule. At strategic points, each TAS will report to the entire group of Task Force members. She estimated that between four and six meetings of each subcommittee will be necessary between now and June. Task Force members were asked to sign up for the committees as their time allows. Task Force Member: Is the cutoff date for TAS recruitment still December 15, 2000? Washington Square Regional Center Implementation Plan Page 3 Meeting Summary—December 14,2000 Answer: Anyone else who wants to apply should contact Nadine before the end of the year. A general discussion then followed as to the changed nature of the Task Force members' role from Phase 1 to Phase 2. Task Force Member: What do the "deliverables"for the committee now include? Answer: Deliverables may include a set of technical analyses on the four core issues, policy recommendations related to financing, and, possibly, amendments to zoning ordinances. The TASes will develop the technical documentation to verify master plan recommendations, and in the case where proposals need to be changed, provide the documentation and rationale for those changes. Another key charge is to develop financing feasibility studies in the core issue areas. Specific technical questions for each of the TASes has been set out in the work plan. The TASes work charge is ambitious and may not be finished by the end of June deadline, but there is an obligation to finish the transportation portion as a condition of the ODOT grant. Those "deliverables" are quite specific and can be accomplished by the deadline. Task Force member: What is affect of Title 3 on the Washington Square Regional Center Implementation Plan? Has the City of Tigard adopted Title 3? Answer: The United Sewerage Agency adopted design standards incorporating Title 3 measures, and the City of Tigard complies to the USA design standards. The City Code is being amended to reflect that. Task Force Member: How will we know what the TASes are doing? Answer: Task Force members will receive all TAS meeting summaries via e-mail or regular post. They are essentially advisory groups to the Task Force and the Task Force is advisory to the Tigard City Council. Asking the TASes to look specifically at the detailed questions to refine the master plan is a shift in methodology from the more active role of the Task Force in Phase 1. Task Force Member:Are there were any time limitations to development that needed to be addressed? Answer: The funding strategies will look at that particular question in relationship to each of the four core issues. Task Force Member(to Jack Reardon, general manager of Washington Square): Is the master plan's transportation plan sufficient in relationship to traffic at Washington Square? Reardon: It does not adequately address the projected growth in the Washington Square area and how it will affect the shopping mall. Washington Square Regional Center Implementation Plan Page 4 Meeting Summary—December 14,2000 Elaine then asked for final comments. Hearing none, she announced they will develop a schedule of future meetings based on the input from Task Force members on their availability and hopes to choose meeting times to accommodate as many of the Task Force members as possible. Responding to Task force members' requests, they will be sent an outline of the City's charge for this phase of work. Meeting adjourned at 7:55 p.m. Washington Square Regional Center Implementation Plan Page 5 Meeting Summary—December 14,2000 Meeting Summary Washington Square Regional Center Implementation Plan Task Force Meeting #2 Wednesday, March 21, 2001, 6-8 p.m. Tigard City Hall 13125 S.W. Hall Blvd. Tigard, Oregon 97223 Task Force Members Present: Tom Archer, Carl Hosticka, Kathy Lehtola, Dan McFarling, Lyndon Musolf, Michael Neunzert, Adele Newton, Jack Reardon, Ken Scheckla, Ted Spence, Pat Whiting. Members Absent: Dr. Gene Davis, David Drescher, Kitting Firth, Kimberly Fuller, Nic Herriges, Ron Hudson, Leo Huff, Robert Mixon, Nawzad Othman, Steve Perry, Lynn Peterson, Rick Saito, Forrest Soth, Dave Stewart, Nick Wilson. Other Interested Parties/Observers: Brenda Bernards, Metro. Staff/Consultants: John Spencer, Spencer& Kupper; Elaine Cogan & Suzanne Roberts; Cogan Owens Cogan; Nadine Smith & Julia Hajduk, City of Tigard; Lloyd Lindley; Beth Wemple, Kittelson &Associates; Henry Young, BRW; Mark Hynson, Mason, Bruce & Girard, Inc.; and Deirdre Steinberg, Deirdre Steinberg Communications. Summary of Task Force Meeting. #1 John Spencer Elaine began the meeting by noting that this would be the first meeting at which the entire Task Force would hear the preliminary reports and work to date of the Technical Subcommittees. The Technical Subcommittees are charged with providing more technical depth to key components of the Washington Square Regional Center Implementation Plan to make sure the plan is feasible and fundable. She said another critical task at this meeting was for Task Force Members to develop and frame the upcoming public meeting scheduled for April 4, 2001. John Spencer, consulting team project manager, asked for comments or corrections to the Task Force Meeting Summary#1. None were submitted. Julia Hajduk passed out an updated TAS meeting schedule, noting that the Transportation TAS has some meetings yet to be scheduled. So, a final TAS schedule will be distributed as soon as possible to the Task Force Members. Washington Square Regional Center Implementation Plan Page 1 Meeting Summary—Task Force Meeting#2 (3/21/01) There was a general discussion about whether or not to make the Task Force meetings earlier in the day. There is a problem with availability of the Tigard City Council meeting room earlier in the day. Jack Reardon offered the use of space at Washington Square Mall. Several Task Force Members said they would prefer earlier meetings. Julia will check the availability of Jack's meeting room and draw up a final schedule of dates and times of Task Force and TAS meetings. John Spencer reported that the TAS meetings are going well. All four TASes have been well represented, not only by committee members, but also by agencies, local governments, and the public. He said that each of the four TASes has met at least once. He reminded Task Force Members that the four TASes include: Parks & Open Space, Natural Resources, Transportation, and Stormwater. He reported that all four TASes have completed surveys of existing conditions for each specific committee, reported their findings to subcommittee members, and received feedback from members on the reports which would be presented to Task Force Members at this meeting. Natural Resources TAS Status Report Mark Hynson Mark Hynson of Mason, Bruce & Girard, introduced himself to Task Force Members and began his update of the work of the Natural Resources Technical Subcommittee. He said his firm conducted a baseline natural resources assessment report of the Plan's study area in January 2001. The key environmental issues are: vegetation communities, wetlands, and fisheries resources. Part of the field study included aerial photography. He also said that included in the definition of vegetation communities were developed areas with landscaping and parks. Mark pointed out that the natural vegetation areas mainly ran along the flood plain of Fanno and Ash Creeks. He said his study used the Army Corps of Engineers and Department of Fish and Wildlife methodology for determining the health of the wetlands. The study included spot-checking of the wetland soil. Generally, the study area's wetlands are dominated by reed canary grass, an invasive species. There are also open water wetlands in the study area, with a surprising number of wild fowl. Mark noted that the study area has quite a bit of wetland and water that make it a good area for mitigation. He said the report lists several mitigation options and opportunities. Regarding fisheries resources, the field study looked at both quantitative and qualitative factors (stream width, depths, evidence of erosion, spawning conditions, riparian cover). He said that the main factors affecting natural resources were, obviously, development and degradation of water quality. He noted that both streams (Ash and Fanno Creeks) were on the state's Department of Environmental Quality's 303D water-impaired quality list (high summer temperatures, high nutrient loadings, and high fecal content). Another finding, he said, included the fact that there is very little "off channel" refuge area (backwater areas)for fish spawning and survival. Water quality, he said, is poor (turbid), preventing the discovery of any significant fisheries populations at the time of the field study. Mark told Task Force Members that the federal Endangered Species Act views both creeks as having an historical presence of fish and therefore will regulate any future development that might have an impact on the creeks or the adjacent riparian corridors. Washington Square Regional Center Implementation Plan Page 2 Meeting Summary—Task Force Meeting#2 (3/21/01) He said it is a very stringent law with possibly expensive mitigation (on a project by project basis). He said the overriding goal of the Endangered Species Act is recovery. John Spencer said that, in general, the study area could be characterized as currently having low quality wetlands with bad water quality making it difficult for fish communities to survive. But, on the positive side, the study area has a good supply of water and is continuous—making it ripe for outstanding mitigation and reconfiguration and reestablishment of fish and wildlife habitats. John said that the next step for the Natural Resources TAS is to analyze how the transportation projects in the study impact the natural resources of the study area for comparison, evaluation, and recommendation. Questions: Some of the Title 3 Wetland mapping for the city of Tigard does not show the quantity of wetlands that this field study does. Which is correct? Mark said that the previous mapping relied mostly on aerial photography and that he walked the area and noted personally the wetland areas, which resulted in more area being noted as wetland, especially in Beaverton along Fanno Creek. Where will the opportunities for wetland mitigation arise? It could be a combination of transportation projects or if not on the immediate wetland, then in the watershed as a whole. Another idea is to create a possible "wetlands mitigation bank." What are the implications for agricultural land and urban park land for future development? The agricultural land here is really wet pasture and would revert to a wetland. In terms of park land, it is not a wetland but upland for regulatory purposes and development can occur. What is the benchmark for mitigation success? It would vary from project to project. Stormwater TAS Status Report Henry Young Henry Young, a civil engineer with URS/BRW, reported on the status of Stormwater management conditions in the study area. As with Natural Resources, a field study of existing conditions and stormwater management facilities was undertaken. He explained how management of stormwater was critical for both wildlife and fisheries habitats. Henry reported that currently stormwater in the city of Tigard discharges directly into both Ash and Fannon Creeks. Most stormwater sheds to the side of the road. Some Washington Square Regional Center Implementation Plan Page 3 Meeting Summary—Task Force Meeting#2 (3/21/01) parking lots have discharge points, but there is not too much treatment, management, detention, or containment. He presented his findings in a series of slides illustrating stormwater discharge points in the study area. He pointed out one area in Tigard where stormwater mitigation is occurring. Henry noted that stormwater management is important because untreated stormwater runoff contains items such as oil, grease, septic tank overflows, solids, fertilizers, and sediments from construction which affect water quality and temperature which in turn destroy fisheries. He said that the United Sewerage Agency developed a stormwater management plan for Fanno and Ash Creeks in June 1997 and then he showed slide examples of good stormwater management in places such as the Bonneville Power Administration and OMSI, the Oregon Museum of Science and Industry. Julia said that the Stormwater TAS discussed how new development will have to manage stormwater more effectively and what kinds of mitigation could enhance stormwater runoff in current development. Nadine Smith added that new development has different, stricter standards for stormwater management than does existing development. John Spencer said that the TAS will analyze the Washington Square Regional Center Implementation Plan for stormwater improvement and stormwater management in new development standards. He emphasized that the interrelationship of the TASes work is fundamental to developing recommendations that address all the issues of stormwater, natural resources, open space, and transportation. Questions: Who follows up on mitigation? Annual follow-up and monitoring must follow. It could be conducted by either a private or public entity. If it is not proceeding as it should then fines or the suspension of other projects could occur. What kind of mitigation is important for stormwater runoff? The kind of mitigation is divided into two areas: detention (with filtering) and containment. The former relates to quality and the latter to quantity of runoff. Transportation TAS Status Report Beth Wemple Beth Wemple, transportation consultant with Kittleson & Associates, presented a status report on the Transportation TAS. She said the second meeting of the TAS will take place tomorrow (3/22/01). She said the agenda for that meeting would include four key topics. One is review of the draft transportation evaluation criteria (engineering design standards, traffic operations standards, public transportation and pedestrian impacts, and land use integration). Washington Square Regional Center Implementation Plan Page 4 Meeting Summary—Task Force Meeting#2 (3/21/01) She said an important evaluation criterion is the relationship to Highway 217: How the Washington Square Regional Center Implementation Plan does or does not make it easier to implement improvements to Highway 217. Another topic will be the comparative evaluation of the trip generation impacts under current zoning versus proposed zoning. Beth said there have been several meetings with Tri-Met, Washington County, Beaverton, Metro, and ODOT to discuss how to implement the Washington Square Regional Center Implementation Plan. She said that there is quite a bit of support and enthusiasm for the Plan in these entities. She added that the city of Tigard and surrounding jurisdictions need to establish Highway 217 as a planning priority and to get it included in Metro's Corridor Study planning efforts. Nadine said the city of Tigard is approaching the Highway 217 issue as something that needs to be pushed politically. She reiterated the need for it to be part of the Corridor Study. She said that it is a good time for this movement to take place. She said staff would work with the Tigard mayor and city council on this and keep the issue in the spotlight with business leaders as well. Questions: Is the Transportation TAS analyzing the development of roads that go over the wetlands? No, we are analyzing the recommendations from the Washington Square Regional Center Implementation Plan and nothing else. Parks & Open Space TAS Status Report Lloyd Lindley Consultant Lloyd Lindley reported on the existing conditions for parks and open space in the Plan's study area. He said the TAS has met twice already. In the first meeting "opportunities and restraints" to open space and park development were outlined. At the second meeting, TAS members toured the greenbelt of the Plan's study area and what the whole system looks like. Metro provided some criteria for how added acres could be allocated. Natural areas, urban plazas, mini parks, neighborhood parks, trails and trailhead facilities, and golf courses were defined. The major criteria for these spaces is that they should be one-half mile from an existing neighborhood park. Lloyd mapped out one-half mile radiuses from existing parks to show possible allocations. The TAS is analyzing where there are deficiencies in park and open space facilities. He said that rather than being "park deficient" the area is "use deficient." The Washington Square Regional Center Plan identified the need for 12 additional acres for park use within the study area. There are "missing links" in both public and private ownership that would allow continuous access around the greenbelt. He said property purchases and easements may be needed. As in the other reports, Lindley emphasized the integrated nature of the Parks & Open Space TAS work with the other technical subcommittee recommendations and analyses. Washington Square Regional Center Implementation Plan Page 5 Meeting Summary—Task Force Meeting#2 (3/21/01) Finally, he said, some of the "specialty" uses that the TAS is investigating include: an arboretum, upland stream corridors, a greenbelt nature center, and bird-watching facilities. Questions What kinds of areas are we deficient in? We are deficient in active uses (tennis and sports courts, skateboarding, inline skating, etc.). Is Metro doing anything in this area regarding purchasing land for open spaces or parks? Metro is actively seeking to purchase properties. The city of Tigard is also looking at purchasing lands for parks with targets in the study area. One of the biggest opportunities and constraints is funding (it is both an opportunity and a constraint). Metro needs a willing seller and cannot pay more than fair market value for properties. Is the TAS exploring the idea of getting public access to the golf course? We received a memo from the city of Portland saying that it can be investigated. The TAS will probably ask for a feasibility analysis for a pedestrian connection in the golf course. There are some bits and pieces of pedestrian access there currently. Public Event Update Elaine Cogan Elaine Cogan told Task Force Members that the public event will take place on April 4, 2001 at the Metzger Park Hall. She said that it is vital that the public be brought up to date on the Washington Square Regional Center Implementation Plan and the Task Force's work (including the TASes). She said that each TAS will make two presentations in different time slots to give the public time to meet with the consultants. There will also be displays of the work to date in the areas of parks and open spaces, natural resources, transportation, and stormwater. There will be a questionnaire and displays in which the public can state their opinions on the Washington Square Regional Center Implementation Plan. The event will be publicized in local papers, a press release from the city of Tigard, and to a specific list of citizens who have expressed interest in the Plan. There was a suggestion from a Task Force Member that flyers be distributed at Tigard City Hall and to certain businesses and public places in study area. Questions Are there any open policy questions left at this point? Washington Square Regional Center Implementation Plan Page 6 Meeting Summary—Task Force Meeting#2 (3/21/01) No. But we would like people to comment on the technical findings to this point and add any ideas that might be still missing. Will Metro be reevaluating its population projections any time in the near future? And, if so, will that affect the validity of any of the recommendations in the Washington Square Regional Center Implementation Plan? Metro is always looking at the numbers. The Metro Council determined last October that the region does have the capacity to meet increased population demands until 2017. Metro is now looking at five years beyond that date, as well. Metro is also looking at how to help local centers grow and how that growth will impact regional growth and whether or not the regional boundaries will have to be altered. It would be very complex to have to come up with new numbers because the Washington Square Regional Center Implementation Plan includes parts of Beaverton, Tigard, and Washington County. It might be better to stick with the forecasting that is in place. Also, it is a political process. A Task Force Member requested that the appropriate TAS or John Spencer provide the entire Group with a definition of"carrying capacity"for the study area as it relates to LCDC's Goal #11 (2000). Elaine Cogan said that she would make sure this was taken care of. Elaine Cogan adjourned the meeting at 8:10 p.m. Washington Square Regional Center Implementation Plan Page 7 Meeting Summary—Task Force Meeting#2 (3/21/01) Meeting Summary Washington Square Regional Center Implementation Plan Task Force Meeting #3 Thursday, April 26, 2001, 4-6 p.m. Washington Square Mall Management Office Conference Center Task Force Members Present: Tom Archer, Dr. Gene Davis, Carl Hosticka, Kathy Lehtola, Michael Neunzert, Steve Perry, Jack Reardon, Ken Scheckla, Forest Soth, Ted Spence, Pat Whiting. Members Absent: David Drescher, Kitty Firth, Kimberly Fuller, Nic Herriges, Ron Hudson, Leo Huff, Dan McFarling, Robert Mixon, Lyndon Musolf, Adele Newton, Nawzad Othman, Lynn Peterson, Rick Saito, Dave Stewart, Nick Wilson. Other Interested Parties/Observers: Jerry Offer, Brenda Bernards, Scott MacTarnahan. Staff/Consultants: John Spencer, Nadine Smith, Julia Hajduk, Lloyd Lindley, Suzanne Roberts, Beth Wemple, Deirdre Steinberg. Note: Questions are italicized with specific answers following each question (in bold face type). Summary of Task Force Meeting#2 John Spencer John Spencer began the meeting by announcing that Nadine Smith, city of Tigard planner, is leaving her position as of May 11, 2001. Therefore this would be Nadine's last Task Force meeting. He expressed his gratitude and that of the entire Task Force and consultants for her excellent work. Nadine said that she will brief Tigard city staff on her work with the project and that Jim Hendrix of the planning department will be more involved with the Task Force until her replacement is hired. Nadine has taken a position with Tillamook County. Julia directed Task Force Members to the updated meeting schedule in their packets which included final dates and times for the Transportation TAS. John pointed out the Meeting Summary for the public event (4/04/01) at Metzger Park. He said the workshop format was well designed for community input and questions. Approximately 40 people had attended. He said one of the main concerns was the potential impacts to wetland areas and possible flooding caused by development. Washington Square Regional Center Implementation Plan Page 1 Meeting Summary—Task Force Meeting#3(4/26/01) The public event seemed to raise a lot of questions about traffic congestion. Were you able to illustrate where potential problems would be? Or, any solutions? Did people seem satisfied with your answers? Yes,we had discussions in the individual workshop sessions. We tried to characterize to the public that with or without the Washington Square Regional Center Implementation Plan, there would be a certain amount of increased traffic congestion. There are transportation system improvements needed for the future whether or not the Plan is adopted. We've actually tested beyond the point of our projections and determined that there would be no difference in congestion increases whether or not the Washington Square Regional Center Implementation Plan is in place. John Spencer added to the answer: Most of the people at the public event were from the Metzger area and their concerns focused on the possible widening of Hall Blvd. The Washington Square Regional Center Implementation Plan recommends a three-lane improvement to Hall Blvd. but will look at the possibility of five lanes. That decision will be made at a later date. Will Measure 7 impact the ability to widen Hall Blvd. to five lanes? Answer: the city of Tigard is consulting with attorneys over that and related issues. However,we must proceed with planning. If it means changes in the status of our recommendations,then we will confront those problems when and if they surface. Answer: I think the format of the event allowed for good give and take and that people felt their concerns were being heard. John distributed two documents to the Task Force. He noted that both the Task Force and the Transportation TAS have been focusing on bringing the issue of Highway 217 up for prioritized consideration in regional corridor studies. He and Julia then distributed two documents to the Task Force relating to Highway 217: 1) a motion by the Transportation TAS approving the transportation evaluation criteria. It also recommended strongly supporting the "issue for further study" outlined in the Executive Summary of the Oregon Highway 217 Corridor Study to ODOT and Metro (February 2000). The motion went further to add another recommendation: that future planning for Highway 217 be consistent with the Washington Square Regional Center Implementation Plan. Julia explained that the Transportation TAS is asking the Task Force to make Highway 217's inclusion in regional corridor studies a priority (ranking by Metro); 2) a letter signed by Jim Griffith, Tigard mayor, to several agencies and regional entities asking that Highway 217 be given a high priority in the corridor initiatives. Julia then distributed a draft letter for Task Force approval that would be signed by the Task Force and go to Metro asking Metro to make Highway 217's corridor study a priority for funding. Ted Spence (Task Force member) raised a motion to adopt the draft letter. It was seconded and approved. Washington Square Regional Center Implementation Plan Page 2 Meeting Summary—Task Force Meeting#3(4/26/01) A general discussion followed on Highway 217 and prioritizing regional corridor studies in general. It was pointed out that businesses, regional governments, agencies and entities cooperate on the corridor studies. Possible scenarios were considered for how Metro would prioritize one study over another. Metro representative Brenda Bernards, who attended this meeting, provided input. Ted Spence amended his motion to strengthen the Task Force draft letter to emphasize the strong connection between Highway 217, the Washington Square Regional Center Implementation Plan, and its tie-in with land use planning. It was noted that there is an assumption that Highway 217 needs to be improved and that the Washington Square Regional Center Implementation Plan will not succeed without those improvements. The amended motion was unanimously passed. Julia will re-draft the letter to include these comments. She asked Task Force members to send her any additional comments to be incorporated. The letter will be sent to the Metro Council, JAPAC, the Washington County Coordinating Committee, and the Tigard City Council. Transportation Status Report Beth Wemple Beth Wemple reported on the work of the Transportation TAS. She said the TAS had evaluated all the transportation projects in the Washington Square Regional Center Implementation Plan using certain evaluation criteria (which the TAS refined and adopted over the last few meetings). Beth referred the Task Force Members to a memo dated April 17, 2001, which outlines those evaluation criteria with guidelines for their application as well as key opportunities and restraints for each concept (reworded to: "Messages to Go Forward"). This involves defining messages for the public when they consider the impacts to the region. Beth briefly described the transportation improvement recommendations found in the Regional Center Plan. The five top projects, as prioritized include: ❑ The Nimbus overcrossing from the Washington Square Mall to the Nimbus Business Center. ❑ The Greenburg Connection (Nimbus to Greenburg) ❑ The Locust overcrossing o The Lincoln extension o Hall Blvd. She said the Transportation TAS has spent a great deal of time discussing the issue of Highway 217 and its relationship to the five priority projects, especially the Nimbus overcrossing. The Transportation TAS wants to make sure its recommendations do not negatively impact the ongoing improvements to Highway 217 and, in fact, might make it easier to implement improvements to Highway 217. Washington Square Regional Center Implementation Plan Page 3 Meeting Summary—Task Force Meeting#3(4/26/01) With that in mind, the discussion on the Nimbus overcrossing recommendation has progressed. The first concept, she said, makes a bridge connection over the circulation road to Washington Square Mall, over Scholls Ferry Road, over Highway 271, over the existing railroad tracks, coming back to grade level at Nimbus. She said bringing the road back to Nimbus could be accomplished by bending it either to the north or south. This concept would require acquisition of right of way through an apartment complex (and demolition of the apartments) and parts or whole sections of other properties. The second concept for the Nimbus overcrossing includes constructing new intersections with the Mall Road and Scholls Ferry Road and then construction along the same route as concept#1. This concept would require that the northbound off-ramp to Scholls Ferry Road be relocated which might significantly impact the future form and function of Highway 217 at this location. Beth then illustrated how the Transportation TAS developed key"Messages to Go Forward" for Concept#1 of the Nimbus overcrossing. The Task Force Members then discussed Concept#1 in detail and what the affect of that concept would be on future commuter rail. Beth reiterated that the Transportation TAS thinks commuter rail is a critical factor and is looking at options based on their ability to integrate commuter rail and a "people mover" into the priorities. John emphasized that the reason the studies of priorities and concepts are being undertaken is to make sure there are no "fatal flaws" in the transportation proposals. He acknowledged that each option would have tradeoffs but that the goal was to find a realistic option that could be implemented. Beth asked the Task Force Members to think of what fatal flaws might be inherent in Concept#1 or#2 for the Nimbus overcrossing. The Task Force Members discussed the issue and determined that there were no initial fatal flaws that they could detect. The Task Force Members then discussed the other priorities for fatal flaws and costs and opportunities. A major priority for the Transportation TAS was to keep impacts as far away as possible from wetlands and habitats. It was also possible, in some scenarios, for transportation improvements to help with wetland mitigation. John pointed out that the natural resources consulting firm is looking at the impacts in more depth and will provide findings and recommendations as well. Finally, Beth explained the concepts for Hall Blvd. for potential widening. She said that the Washington Square Regional Center Implementation Plan had determined that there is a need for more North-South travel. Hall Blvd. is a well-traveled route and one that will increase in the future. Metro's RTP calls for widening Hall Blvd. to five lanes. The Transportation TAS prefers a concept that would allow for acquisition of right of way for five lanes, make other improvements (in priorities 1-4) but keep Hall Blvd. at three lanes for the near future. If, with all the improvements, five lanes are needed, then the acquisition of right of way is in place and the full improvement could be constructed. Pat Whiting said that a fatal flaw in the plan for widening Hall Blvd. to five lanes is the fact that small businesses, some apartments, and some homes would have to be torn down, since there is not enough setbacks currently to increase to five lanes. This, she said, would irrevocably harm the existing commercial dynamic and vitality of the area. Washington Square Regional Center Implementation Plan Page 4 Meeting Summary—Task Force Meeting#3(4/26/01) She emphatically asked for it to be stated for the record that she considers this a fatal flaw. Julia said that as development occurred, right of way would be acquired and not done wholesale. Negotiations could take place incrementally, with each development, possibly stretching over the next 20 years. It was decided to include wording to the affect of recommending that any widening of Hall Blvd. be made the lowest of the five top priorities and that three-lanes be considered and not five unless determined to be necessary. This satisfied Pat's objections to the fatal flaw. John told the Task Force that based on the information available to date, the Consultant team and city staff conclude that there are no fatal flaws with any of the options presented. The Task Force unanimously concurred with that finding. Open Space Status Report Lloyd Lindley Lloyd said that he would report on three items: 1) links outside of the study area for the greenbelt; 2) terms that define components of the open space system; and 3) review the planning and projects that the Parks & Open Space TAS had identified so that cost estimating can take place and then plugged into the strategy. He referred Task Force Members to Item#6 of their handouts. Links: There are links outside of the study area that affect the parks and opens space recommendations of the Washington Square Regional Center Implementation Plan. Lloyd said the Parks & Open Space TAS wants direction from the Task Force Members as to management, acquisition, and operation, etc. of those links. One outside link is a stretch of Ash Creek that links to Metzger Park (tying into 85th Avenue) that could link to Hall Blvd. The other outside link is an area that runs from Hall Blvd. up to Oleson Road. These include vacant parcels that are privately owned that could be acquired. Lloyd asked for comments on how the Task Force Members would like to define these links in relationship to the Washington Square Regional Center Implementation Plan and ideas on which jurisdictions would be responsible. A discussion followed and several possibilities were discussed. It was determined that the Task Force recommend either that the Washington Square Regional Center Implementation Plan boundary be amended to include these linkage areas or the linkage areas become part of the Urban Planning Area Agreement. Lloyd said he would take those proposals back to the Parks & Open Space TAS for further technical refinement. Lloyd said The Parks & Open Space TAS is recommending to the Task Force that both Metzger and Whitford Schools be listed as areas to receive funding for improvements without the label of"neighborhood park." Washington Square Regional Center Implementation Plan Page 5 Meeting Summary—Task Force Meeting#3(4/26/01) There was a question as to whether a certain parcel of land south of Metzger Park had been evaluated as a wetland. Lloyd said the Parks & Open Space TAS has not taken that up yet. Lloyd said that the Parks & Open Space TAS recommends renaming the study area a "parks and open space system"for land use and zoning purposes. This would hopefully clear up ambiguities (about the golf course, the cemetery, the definitions of neighborhood parks, etc.) and allow the strategies for funding and implementation to progress. The Task Force Members agreed with that definition. Lloyd then discussed the issue of"missing links" and their jurisdictional management entities. He said the Parks & Open Space TAS recognized that varying responsibilities existed. Rather than proceed missing link-by-missing link or park-by-park, the plan should focus on a regional center parks and open space master plan. It would be a multi-jurisdictional activity, involving both private and public lands with varying responsibilities. Beyond acreage and parks, the master plan might include such things as an arboretum, butterfly park, community center, bird-watching area, tennis and skating facilities, museum, as well as nature and interpretive centers. He asked the Task Force Members to approve this master plan concept in theory so that the Parks & Open Space TAS could begin looking at funding and allocation possibilities. The Task Force Members unanimously approved the concept of a regional, multi-jurisdictional parks and open space master plan but chose to call it a "refinement" plan, so as not to confuse it with either the overall Washington Square Regional Center Implementation Plan, which the Task Force considers the "master plan." The Parks & Open Space TAS also discussed how on-going development and application permits could be supported as the refinement plan was implemented. A second task is to define the missing link areas that make meaningful connections between the west and east sides of Fanno Creek. One Task Force Member asked to see where the proposed additional 12 acres of active park land in the Washington Square Regional Center Implementation Plan are located (six acres, four acres, and two acres in various locations). Lloyd pointed those out on a hanging map. They are within one-half mile of other existing parks. These folded into an overall 500 acres of parks and open space for the regional center. He said that the city of Portland has agreed to have the Parks & Open Space TAS research this possibility and associated costs. He said the Parks & Open Space TAS was also refining other parks and open space concepts in specific locations, including a regional bicycle linkage along Highway 217 to 1-5 and Highway 26. If the refinement plan is not funded?Are there other costs that could be defined for various projects? Also, how much would the refinement plan cost? Yes, there were other projects that could be costed out if the refinement plan is not funded. I will estimate the cost of the refinement plan as well. Is it the responsibility of the Parks & Open Space TAS to define what regional entities or jurisdictions would be responsible for which projects or locations? Washington Square Regional Center Implementation Plan Page 6 Meeting Summary—Task Force Meeting#3(4/26/01) No, I don't think so. But the TAS could help sketch those jurisdictional responsibilities out on a broad-based level. Public Comments One citizen attending the meeting said that he wanted the communication with the public improved. He cited incorrect listings in the newspaper and other defects in directions to this particular meeting. Better communication would allow the public to respond more thoughtfully and correctly to the issues of the Washington Square Regional Center Implementation Plan. His comments were entered and would be acted upon. John Spencer adjourned the meeting at 6 p.m. Washington Square Regional Center Implementation Plan Page 7 Meeting Summary—Task Force Meeting#3(4/26/01) Meeting Summary Washington Square Regional Center Implementation Plan Task Force Meeting #4 Thursday, May 24, 2001, 4-6 p.m. Washington Square Mall Management Office Conference Center Task Force Members Present: Kathy Lehtola, Michael Neunzert, Adele Newton, Steve Perry, Jack Reardon, Ted Spence. Members Absent: Tom Archer, Dr. Gene Davis, David Drescher, Kitty Firth, Kimberly Fuller, Nic Herriges, Carl Hosticka, Ron Hudson, Leo Huff, Dan McFarling, Robert Mixon, Lyndon Musolf, Nawzad Othman, Lynn Peterson, Rick Saito, Ken Scheckla, Forrest Soth, Dave Stewart, Pat Whiting, Nick Wilson. Other Interested Parties/Observers: Brenda Bernards, Scott MacTarnahan. Staff/Consultants: John Spencer, Nadine Smith, Julia Hajduk, Lloyd Lindley, Suzanne Roberts, Beth Wemple, Elaine Cogan, Henry Young, Deirdre Steinberg. Note: Questions are italicized with specific answers following each question (in bold face type). UDATE Julia Hajduk Julia gave an update on the protocol for continuing city of Tigard staff involvement while she is on maternity leave and until Nadine Smith's replacement is hired. Planning Director Jim Hendryx will be the lead staff during this transition period. On other update issue, Julia discussed the progress of the Highway 217 corridor study. The Washington County Coordinating Committee has agreed to uphold the importance of a corridor study for Highway 217 as their highest priority. The WCCC has made that recommendation to Metro. Elaine pointed out that winning the WCCC endorsement was a tribute to the hard work of the Transportation TAS. Brenda Bernards of Metro said that the letters of endorsement were excellent and that they showed great enthusiasm on the part of the supporters. Ted Spence requested copies of the letters sent by the Transportation TAS to the regional authorities supporting the Highway 217 corridor study. Washington Square Regional Center Implementation Plan 3:26 PM 07/24/01 Page 1 Meeting Summary—Task Force Meeting#4(5/24/01) PARKS/OPEN SPACE RECOMMENDATOINS Lloyd Lindley Lloyd Lindley directed Task Force members to the document in their packet entitled, "Greenbelt, Parks and Open Space Concept Plan Implementation Strategy (DRAFT)". The report contains the recommendations of the Parks & Open Space TAS. The TAS reviewed background materials including policies, existing parks, natural features and mapping that relate to the Regional Center's Greenbelt, Parks and Open Space Concept Plan. As part of that analysis, the Parks & Open Space TAS identified opportunities and constraints, "missing links," needs and potential projects. The report also includes budget estimates (planning, design, construction and maintenance). The Greenbelt Parks and Open Space Concept plan area covers more than 500 acres, which includes the 12 acres identified in the Washington Square Regional Center Implementation Plan and meets the projected area needs for future residential and employment growth in the Regional Center. The Parks & Open Space TAS has concluded that there are no "fatal flaws" in the Washington Square Regional Center Implementation Plan and that there are sufficient alternative routes, locations and geographical areas to achieve the Plan's elements. Regarding the Regional Center plan for new parkland and uses, 12 acres of new parkland are identified as needed to support future residential and employment growth in the area. Ultimately, the Regional Center should include a total of 20 to 50 new acres of land for recreation, pedestrian, bicycle, interpretative and habitat uses. Lloyd directed Task Force members to page 14 of the document, a color-coded map, "Greenbelt, Parks, and Open Space—Project Areas for Budget Estimating Purposes" and referred them to the following page which outlined proposed costs for each component listed on the map, including an overall "master plan" to develop the entire project. He noted that estimates for the costs of Highway 217 bridge crossings had increased in particular. He also pointed out that the report includes, where appropriate, the number of acres for acquisition, linear feet for paths and parks and number of acres of parkland to compare with costs. As requested, low and high figures for plan components were added (this would make the acreage and possible usages vary as well). Lloyd said that the "first step of the next steps"would be the creation and publication of a comprehensive Parks and Open Space Master Plan that identifies sites and specific improvements for selected uses. It would include identification of environmental opportunities, constrains and design criteria and sub-plans for overall maintenance, management and operations. He estimated that the entire greenbelt, parks, etc. plan would cost somewhere between $14-21 million (divided between three or four jurisdictions possibly spread over 15 to 20 years). Julia pointed out that the Parks & Open Space TAS has identified some possible funding sources and that John Spencer has a more detailed analysis of the funding sources outside of the jurisdictional entities themselves that would be discussed later in the Washington Square Regional Center Implementation Plan 3:26 PM 07/24/01 Page 2 Meeting Summary—Task Force Meeting#4(5/24/01) current meeting. Lloyd directed the Task Force members to the report's appendices which includes funding ideas. Ted Spence asked if there was funding through Metro's 1995 regional centers study. Brenda Bernards of Metro said that she believed that the thrust of funding currently is on maintenance and not acquisition. Task Force members voted to draft a letter to Metro officials urging them to consider funding for parkland and open space since they are in the process of updating their 1996 open space plan. The Task Force members then discussed some of the talking points to be included in the letter: ❑ Metro created the regional center concept, which this group is attempting to carry out. o Metro should be apprised of the Washington Square Regional Center Implementation Plan's extensive work on this issue. o The plan is a cooperative effort and multi-jurisdictional. o The Washington Square Regional Center Implementation Plan is part of an overall regional center effort and should be considered in the updating of Metro's 1996 plan. Julia will draft a letter using these talking points. Nadine asked Brenda if there was any Metro funding for master plan development. Brenda said she was not aware of any. Lloyd Lindley suggested approaching Jane Hart of Metro. Lloyd said that Jane had quite a number of funding ideas. The Task Force could consult with her. Michael Neunzert asked how did the DRAFT Greenbelt, Parks and Open Space Concept Plan dovetail with other local parks and open space plans, specifically the cities of Tigard and Beaverton, Washington County? He felt that while the Regional Center plan might be on the periphery of some of those plans it was important to line up this concept piece with existing plans. Lloyd said that representatives of the stakeholder jurisdictions sit on the Parks & Open Space TAS. He added that the map on page 8 of the document is a multi-jurisdictional concept map, including existing and planned parks, facilities and trails. He said that it also was coordinated with Metro's green spaces program. Julia said that if the Task Force and then the city of Tigard approve the document, it will be added as a supplement to the city's parks master plan. Q: What is the procedure for other jurisdictions adopting this since some of the concept plan lies within the city of Beaverton? A: It is actually not the city of Beaverton but the Tualatin Valley Parks and Recreation District and they have been a part of the Parks & Open Space TAS. But it would be a good idea to formally have this entity adopt it. Nadine suggested in answer to the question that once the Task Force adopts this concept plan then a formal letter be sent to the affected jurisdictions asking for formal sign off. Q: What is the organizational structure for implementation once the Task Force has completed its work and is disbanded? Washington Square Regional Center Implementation Plan 3:26 PM 07/24/01 Page 3 Meeting Summary—Task Force Meeting#4(5/24/01) A: In the beginning,the city of Tigard went to the different jurisdictions and got their agreement to proceed with the original Regional Center plan. For example, Washington County has accepted the design boundaries of the Regional Center and the city of Beaverton has accepted (if not formally, then in spirit) the design boundaries as well. The city of Tigard will work out a multi jurisdictional agreement that is encompassing all of the aspects of the Washington Square Regional Center Implementation Plan, especially in relationship to funding. Elaine said that one of the overarching recommendations of the Task Force to the city of Tigard might be to require a multi-jurisdictional agreement. There was a discussion as to whether the Task Force should adopt the report or wait until after the public event, scheduled for June 6, 2001. It was decided to postpone adoption of the concept report until the next meeting of the Task Force and after the public event in case there are any comments from the public. Q: What guarantees are there that the properties outlined can be acquired? A: There are no guarantees. The report maps out alternative routes in case some of the desired properties are not available. Q: Was there any attempt to prioritize funding sources in this report? A: No,the Parks & Open Space TAS did not prioritize funding sources, but, rather, provided ideas and possible opportunities. Note: There was a suggestion to add "private donations" as a possible funding source to the concept report. Q:Are the land costs outlined in the concept plan averages? A: They are taken from the city of Tigard's park plan projections. I have sited the cost figures for their source. Q: Will this report be part of the Washington Square Regional Center Implementation Plan or be presented separately to the city of Tigard? A: It is part of the overall plan and will be presented with it once the Task Force has adopted all the elements of the TASes' proposals and recommendations. Elaine complimented the work of the Parks & Open Space TAS and the Greenbelt, Parks and Open Space Concept Plan. PUBLIC EVENT#2 Elaine Cogan Washington Square Regional Center Implementation Plan 3:26 PM 07/24/01 Page 4 Meeting Summary—Task Force Meeting#4(5/24/01) Elaine reminded Task Force members that the second public event would be held from 5 to 8 p.m., Wednesday, June 6, at Metzger Hall. She outlined the format of the workshop, noting that all four TASes would make presentations with ample time for public comment. The goal of the event, she said, was to explain the charge of each technical advisory subcommittee (natural resources, stormwater, open space and transportation), explain the findings and recommendations of each TAS to date and elicit from citizens what concerns they might still have regarding these issues, with an emphasis on looking for any"fatal flaws" that would prohibit the recommendations of the TASes to the full Task Force. ENVIRONMENTAL EVALUATION OF TRANSPORTATION RECOMMENDATIONS Mark Hynson Mark Hynson presented his firm's "Impact and Feasibility Analysis Technical Report for Natural Resources,"which summarizes the principal impacts to natural resources of the transportation alternatives recommended in the Washington Square Regional Center Implementation Plan (to vegetation communities, wetlands and fisheries resources). He cautioned that the report was intended to be a baseline comparison and not a "bona fide" environmental impact study. Mark presented the report accompanied by a power point slide show, illustrating the locations of the transportation improvements and describing the existing natural resources as well as potential impacts of those improvements. Mark proceeded to outline the potential impacts presented for each project and summarized in Table 5.1 of his report. He said that significant impacts would occur especially with the widening of S.W. Hall Blvd. at Ash Creek. The widening would probably require a re-alignment of Ash Creek. If that happened, the federal Endangered Species Act would be initiated as well as extensive mitigation requiring national permit consultations. Large trees might have to be removed that would affect level of shading for habitats. Mark told Task Force members that at the May 17th meeting of the Natural Resources TAS, subcommittee members had detected no preliminary"fatal flaws" in the analysis and had recommended forwarding the report to the Task Force." Q: Have the alternatives been discussed with ODOT? A: ODOT has been involved in the Transportation TAS so they are aware of these alternatives. We have consulted some of their design staff as well. ODOT does not actually have jurisdiction over much of the plan area, except aspects of Hall Boulevard. Mark pointed out a summary comparison of transportation alternatives re: natural resources located on page 25 of his report. He highlighted one potential scenario where consultation with the National Marine Fisheries Act might be required. That would be under the proposed widening of S.W. Hall Boulevard since it would likely require replacement or extension of the existing culvert crossings for Ash Brook and Ash Creek. He said the extension of the culverts would require work with the channels of both creeks. From a regulatory standpoint, both Ash Brook and Ash Creek are considered "waters of the United States" under Section 4040 of the Clean Water Act. In addition, steelhead trout and Chinook salmon have Washington Square Regional Center Implementation Plan 3:26 PM 07/24/01 Page 5 Meeting Summary—Task Force Meeting#4(5/24/01) historically inhabited both Ash Brook and Ash Creek, which are listed as threatened under the Endangered Species Act. He said that, given the potential for in-water work associated with the culvert replacement and the potential authorization of this work, consultation with the National Marine Fisheries Service might be required. Q: Wouldn't that only occur if Hall Boulevard was widened to five lanes? A: Correct. But we also took the position that if there was some widening of the shoulder it would affect the channel and that would initiate the consultation process. We were attempting to look at the consequences from a conservative viewpoint. There are many possible types of top-notch mitigation that could be done here, so this is not a fatal flaw. However, quality mitigation (which may be required in consultation) may be expensive and then the question of financing and prioritization comes into play. John Spencer noted that it was important to take a "system-wide" approach and to have a plan outlined for dealing with several different aspects of mitigation. He suggested the idea of a "mitigation bank" that would identify in advance a series of mitigations that might be required (including where they would be located) over the next two decades as the Regional Center is created and sustained. Elaine said that this report will be taken to the public event. Transportation and natural resources will be dovetailed together so that the public has a chance to hear the same report by Mark and discuss the transportation improvements in light of their impact on natural resources. FINANCING SOURCES & OPTIONS John Spencer John directed Task Force members to the report in their packet entitled, "Financing Sources and Options." The purpose of the report, he said, was to identify sources of federal, state, and local funds that might be employed to make the needed improvements outlined in the Washington Square Regional Center Implementation Plan for transportation, open space & parks, stormwater, and natural resources. The methodology employed, he said, was to first identify the sources of funding employed by the city of Tigard over the past ten years and then to examine funding prospects from these, and other sources in the short (five years) and longer-term (six or more years). He emphasized that this report did not yet constitute a strategy. His observations included that there is no one at the city of Tigard who is currently a strong advocate of the Regional Center. He said there needs to be more of a concentrated public-private partnership advocating and supporting the concept and development of the Regional Center. The second major observation, he added, was the fact that there are no real local funding sources that can shoulder the costs and new development cannot meet the burden either. Matching funds for federal monies (on a local level) need to be created, he added, especially for infrastructure and road improvements. Washington Square Regional Center Implementation Plan 3:26 PM 07/24/01 Page 6 Meeting Summary—Task Force Meeting#4(5/24/01) Federal funds are funneled through Metro for transportation and freeways, he said. A regional priority process administered by JPACT (the Joint Policy Advisory Committee on Transportation) sets the disbursement of those funds. Washington Square (regional center) needs to be more visible, since there is competition in the area. Key to raising the visibility of the Regional Center is its adoption by the city of Tigard. He discussed various development fees in different jurisdictions and how those development fees might be re-defined for dispersal. Q: Who speaks for us at JPACT? A: Rob Drake and Roy Rogers represent the cities of Washington County. Q: Could you describe the Urban Renewal District strategy? Would it force an advocacy of the Regional Center? A: The City Council would have to create it. It would have to be public vote. So far, the Council has declined to do so. John then described the process and potential of the Urban Renewal District (usually $12-15/per$1,000 assessed value). Land values increase at approximately 3% per year, he said. He estimated that perhaps $1 million could be generated yearly for city of Tigard through an URD. John said that he was currently working on an outline of a funding strategy that he would have completed for Task Force members at their next meeting. He emphasized that his report was "information-only" at this point. He also pointed out that the funding strategy would be viable and spread over an estimated 20 years. He said that one of his recommendations would be to strengthen the city of Tigard's economic development function, making it a public-private partnership that focuses on the importance of the Washington Square Regional Center Plan. John pointed out Appendix A of his report, which lists funding sources for Metro's Regional Transportation Plan 2000. He noted that many of the Washington Square Regional Center Plan's improvements are noted in the RTP 2000. OTHER BUSINESS Elaine Cogan Elaine noted for the record that Task Force member David Dreschler presented her with an archival copy of"Fish Stories, the Historical Occurrence of Salmonids in the Fanno Creek Water Shed" (A Report of Fans of Fanno Creek, January 12, 2000. Researched and written by Joe Blowers). The meeting was adjourned at 6 p.m. The next Task Force meeting will be held on either June 20 or June 27th, 2001, depending Task Force member availability. Details will be mailed to Task Force members on the date and location of the meeting. Washington Square Regional Center Implementation Plan 3:26 PM 07/24/01 Page 7 Meeting Summary—Task Force Meeting#4(5/24/01) Meeting Summary Washington Square Regional Center Implementation Plan Task Force Meeting #5 Wednesday, June 27, 2001, 4-7 p.m. Washington Square Mall Management Office Conference Center Task Force Members Present: Tom Archer, Leo Huff, Kathy Lehtola, Dan McFarling, Robert Mixon, Michael Neunzert, Nawzad Othman, Rick Saito, Ken Scheckla, Forrest Soth, Ted Spence, Pat Whiting. Task Force Members Excused: Dr. Gene Davis, David Drescher, Kitty Firth, Kimberly Fuller, Nic Herriges, Carl Hosticka, Ron Hudson, Lyndon Musolf, Adele Newton, Steve Perry, Lynn Peterson, Jack Reardon, Dave Stewart, Nick Wilson Other Interested Parties/Observers: Brenda Bernards, Scott MacTarnahan, Jo Ellen Shires, Basil Christopher, Trudy Knowles, Alice Estes, Ward Rader. Staff/Consultants: John Spencer, Elaine Cogan, Suzanne Roberts, Beth Wemple, Henry Young, Deirdre Steinberg, Jim Hendryx, Beth St. Amand. Note: Questions are italicized with specific answers following each question (in bold face type). UPDATE Jim Hendryx Elaine Cogan began the meeting by noting that the agenda included a new item, "Draft Financing Strategies," which was a key component of the charge by the Tigard City Council for completion of the Washington Square Regional Center Implementation Plan. She explained that since some of the Task Force members present would have to leave by 6 p.m. (before the meeting was to adjourn at 7 p.m.), the presentation and discussion on the draft financing strategies would take place beginning at approximately 5:30 p.m. Elaine introduced Jim Hendryx, City of Tigard Community Development Director, who is representing the city at these meetings. He introduced Beth St. Amand, a long-range planning intern with the city, who is also helping with the project. Jim said that the tentative schedule for presentation of the final Washington Square Regional Center Implementation Plan report had been set for August 21, 2001 before a joint workshop of the city of Tigard's council and planning commission. He said that an invitation to attend the workshop would be sent to all Task Force members. He added that the final Task Force meeting has been scheduled for Wednesday, July 25, 2001. Washington Square Regional Center Implementation Plan DRAFT-Task Force#5 Page 1 07/17/02 John Spencer added that the final Task Force meeting would be from 4 to 7 p.m. to allow for enough time to review all recommendations and documents. Jim said the final public hearings for the Washington Square Regional Center Implementation Plan had not been set yet, but would most likely take place in Fall 2001—in September or October. APPROVAL OF TASK FORCE MEETING SUMMARY#4 John Spencer The meeting summary for Task Force Meeting #4 was approved with the following revisions and corrections: [Page 7]: change "Rodgers" to "Rogers." It was agreed that Jim Hendryx's office would draft the letter to Metro from the Task Jsee page 3, Meeting Summary#41 urging that the agency consider funding for park land and open space within the Regional Center. This was to have been written by Julia Hajduk but was not completed before her maternity leave began. RESULTS FROM PUBLIC EVENT#2 Elaine Cogan Elaine briefly reviewed the outcomes of the second public event, held Wednesday, June 6, 5:30 to 8:30 p.m., at Metzger Park Community Center. She said approximately 40 people attended the event and all participated intently in the workshops which covered recommendations for transportation, storm water, parks/open space and natural resources within the Regional Center. She emphasized that the intent was not to ask citizens for consensus, but rather to record and discuss any and all questions and comments that the public might have on the recommendations. Brenda Bernards, Metro, noted that on page 3 of the Draft Public Event Summary Report [3rd paragraph, last sentence] it is stated that USA has established a 25-foot setback, while " She said that Clean Water Services (formerly USA) currently has a 50-foot standard for setbacks, not 25-feet as noted in the summary report. This standard relates to fish and wildlife habitats. John will rewrite the sentence to correctly reflect the setback standards as they relate to Metro's suggested regulations. Q: Is this 50-foot set back a "regulation"or a "guideline"? A: It is a proposed regulation that has not yet been formally published but will be 3, Goal 5. Pat Whiting presented several suggestions for rewording of certain sentences in the summary report. Elaine Cogan took notes on those suggested revisions and will take them into consideration when preparing the final summary report for the second public event. One issue was her comment on the school as a neighborhood park. The clarification should be that Lloyd noted that the Parks TAS recommended to designate Metzger School as a school with need for playground improvements, and to not designate the school as a neighborhood park. Q:Are the currently located golf course and cemetery included in the calculations of open space? Washington Square Regional Center Implementation Plan DRAFT-Task Force#5 Page 2 07/17/02 A: They are included in the inventory of open space for the Regional Center, but not in the calculations for anticipated need. They were never included in calculations for future needs. They are existing features in the open space framework of the Regional Center. Q: Has the Metzger Elementary School been dropped as a designated park in the Washington Square Regional Center Implementation Plan? A: It is not a neighborhood park. It is no longer designated as such. Currently, Metzger Elementary School is designated in the city of Tigard's master plan as a neighborhood park. The Washington Square Regional Center Implementation Plan is recommending that the school not be designated as a neighborhood park. At the same time, there are needed improvements to the school grounds themselves. NATURAL RESOURCES RECOMMENDATONS John Spencer John presented a report, "Natural Resources Regulations and Development Practices Report," for the Washington Square Regional Center Implementation Plan prepared by the Natural Resources technical advisory sub-committee (TAS). As part of its work, the Natural Resources TAS was assigned to: 3) "Compile policies and standards for these watersheds related to development impacts, including the extent that parks and open spaces activities can exist within the 100-year floodplain area;" and 4) "Recommend modifications as necessary to the city's natural resource regulations." The report contains eight detailed recommendations. A discussion followed with Task Force members offering suggestions for fine-tuning the recommendations for changes. John will add the Task Force members comments and provide an updated version of this report to them prior to the July 25th Task Force meeting. The updated report will also be sent immediately upon completion to the Task Force members unable to attend this meeting. Q: Does this report call for additional funding from Metro? A: Metro is currently considering whether or not to present a bond measure to the voters in order to fund the acquisition of more open space. Q:Are the natural resource areas and the areas adjacent to them, zoned the same? A: We will clarify the exact zoning that is recommended in this report in the revised version. Q: Has the city of Tigard conducted a wetland resources survey like that of the city of Beaverton? A: [Jim Hendryx] Inventories have been done in the past. I believe some revisions to those studies need to be made. We will make refinements and updates given the results of the study by Mason, Bruce &Girard, Inc. cited in this report. Washington Square Regional Center Implementation Plan DRAFT-Task Force#5 Page 3 07/17/02 Q: Is there some kind of requirement that outlines how these inventories should be conducted? A: There are several ways, including field studies but not limited to that. The city of Tigard adopted a uniform methodology that included a city-wide reconnaissance based on historic mapping and aerial photography. The wetlands survey conducted by Mason, Bruce & Girard included field work and confirmation of wetland areas. Their methodology is documented in the Natural Resources Report. Q: Has the area near the confluence of Ash and Fanno Creeks been inventoried or remapped? Would this area be considered as part of the area to reduce minimum standards for zoning if necessary? A: The area was remapped as part of this work, yes. Recommendation # 7 would include the southern area of Fanno Creek as well. It was agreed that revising the wording on certain recommendations was necessary. This re-wording will be reviewed by Task Force members at the July 25th meeting. The rewording affects particularly the following sections: • Recommendation 3 (from "adjacent" to "applying" [to resource areas]; recommendation • Recommendation 4: adding Fanno Creek and retaining Ash Creek in the wording; making it clearer how development should occur where there are 50-foot riparian setbacks and what standards should be adjusted when it is demonstrated that the adjustment is the minimum necessary to avoid potential environmental impacts. There was also a suggestion to list some of the "best management practices" manuals for development and construction (regarding protection of natural resources) that currently exist in the region. There were questions about how to be specific about financing strategies in the recommendations. John Spencer noted that the discussion of financing strategies might better take place later in the meeting agenda, when he presents his draft"Financing Strategy" report, dated June 21, 2001. Pat Whiting submitted a reprint of a June 27th, 2001 "Oregonian" news article concerning net wetland losses and development practices in the Pacific Northwest. It was accepted into the record of this meeting. DRAFT FINANCING STRATEGIES John Spencer Elaine noted that the financing strategy report is not the work of any of the four technical subcommittees, but has been complied and created by John Spencer. The purpose, he said, is to establish overall funding recommendations for transportation, stormwater/resource enhancement and parks/open spaces improvements in the Washington Square Regional Center Implementation Plan. He added that the report Washington Square Regional Center Implementation Plan DRAFT-Task Forcc#5 Page 4 07/17/02 includes cost estimates that are in constant 2001 dollars. Funding projections do not account for inflation, he said. The report also describes general phasing of needed improvements and the institutional and organizational structures best suited to provide leadership for the Regional Center. A key recommendation in the report, he said, is the need for prioritizing projects for pursuing federal funds, mainly for transportation. This is currently not happening. He noted that the strategy is complicated by the fact that the Regional Center includes three local jurisdictions (city of Tigard, city of Beaverton, and Washington County) and that the business community in the Regional Center is somewhat fragmented. It is therefore vital that a collected sense of vision and leadership must emerge to promote funding. He referred to the Task Force as a solid start in the development of the leadership circle. A key recommendation in the report is the development of an Urban Renewal District (URD). It would, he said, serve as a local funding source for major transportation and other infrastructure improvements that benefit the entire area. A possible outgrowth of the creation of an Urban Renewal District, would be the possibility of leveraging other significant funding sources. A substantive discussion followed John's review of all the recommendations for funding transportation improvements in the Regional Center. As outlined in his report, John said the recommended funding strategies included: federal funding [a portion of the Metropolitan Transportation Improvement Program administered by Metro], state gas tax, local transportation impact fees, and the creation of Local Improvement Districts [LIDs] and an Urban Renewal Program, for a projected total of$117-$171 million over the next 20 years. He pointed out that every one of the funding strategies had multi- jurisdictional implications to it. Therefore, he did not think a viable solution was to attempt to fund on a jurisdiction by jurisdiction basis. Regarding the creation of an Urban Renewal District (URD), John's report recommends the creation of a Washington County-based URD, governed by a proportional representation of the cities of Tigard and Beaverton and the unincorporated areas. There are a variety of scenarios for choosing a governing board, he added. John felt that a group such as the Task Force would be an excellent advisory body to prioritize projects for the URD. He urged members to think about participating in that advisory group. John said the biggest gap in funding is local funding and that the URD is a good strategy for creating local funding. He added that most every other regional center in the area has such a URD. Q: How does assessment work with an URD? A: Oregon law allows the use of tax increment financing within approved urban renewal areas. Tax increment financing produces revenues based on taxes levied on the growth of property values within the urban renewal area, beginning when an urban renewal plan is approved. These revenues (over and above the tax revenues allotted by other jurisdictions) are given directly to the URD and can only be spent for activities contained in the urban renewal plan and only within Washington Square Regional Center Implementation Plan DRAFT-Task Force#5 Page 5 07/17/02 the boundary of the renewal area. There are at least 20-30 URDs in the Portland metropolitan area. Q: What are the financial impacts of creating a URD on other funded services? A: Schools would not be affected given the current state-funded educational system, but other, overlapping service districts such as the city, county or fire districts would forego any increase in tax revenue assuming growth in the area continues. Q: Do citizens have to vote on establishing a URD? A: Yes, in the cities of Tigard and Beaverton, they do vote on a URD. However, state law doesn't require it, but it's never been tested in court. We are recommending that Washington County establish the URD for this Regional Center. In that case, there is no requirement for a vote. Q: If Washington County establishes the URD would it be a bigger area than just the Regional Center? A: Creating the boundary would be part of the initial process of creating a URD and would probably begin with the boundaries of the Regional Center, but may be expanded. The examples in this financing strategy report, however, assume the Regional Center boundaries. Q: If the URD is established by Washington County, how much control would it have over project management of local activities. A: URD law provides for the creation of an agency to oversee the process. An example is Portland,which has the Portland Development Commission as its URD agency. We are recommending the creation of an agency with appointed members who have a proportional relationship to the cities and Washington County and other overlapping jurisdictions. Q: How long does it typically take to create an URD? A: Anywhere from six weeks to six or nine months. In the case of the Regional Center, we have identified many of the necessary improvements needed. A key component that really drives the schedule is the public process. Q: Doesn't the creation of an URD mean that the district would then have the right of Eminent Domain? A: No, not necessarily. It can be structured in such a way as to not include authorization for Eminent Domain. We are recommending that the URD for the Regional Center have authorization to acquire right of way, some open space and park land. Whether or not we want to include authorization to acquire land and then turn around and sell it for redevelopment is a question that is yet to be determined. Q: Isn't there a strict requirement that URDs are created in blighted areas? Washington Square Regional Center Implementation Plan DRAFT-Task Force#5 Page 6 07/17/02 A: The definition of"blighted" is very broad. It this case stormwater management, transportation improvements, and parks/open space needs would qualify the Regional Center for an URD. Q:Assuming the URD for the Regional Center is formed, if the city of Tigard or Beaverton wants to look down the line at establishing another URD that might include areas within the Regional Center URD, how would that impact this URD? A: It would not preclude other URDs from being formed. There are limits to the total size and value of all urban renewal areas within a single jurisdiction. Adopting an urban renewal plan in Tigard would still allow the formation of other urban renewal districts. John will expand the introduction of his report to include the salient points in more depth and to tie the package together and will then distribute a revised version to Task Force members. At the next meeting of the Task Force (July 25th), there will be a chance to approve this financing strategy as part of the overall recommendations for the Washington Square Regional Center Implementation Plan. Q: Does the city of Tigard use its gasoline tax revenues for capital improvements or maintenance? A: We use a combination as is necessary. Generally it is used for maintenance. But there have been capital projects. The point of recommending some of these strategies was to have the city of Tigard goes back and look at its ordinances and possibly amend them. John pointed out that while the preceding discussion has been centered on funding for transportation improvements, the recommended financing strategies for stormwater, natural resources and parks/open space are also included in this report are similar, with variations specific to each issue area. The Task Force concluded, except for Pat Whiting who declined, that the URD should be a multi-jurisdictional effort with administration to be determined. City of Tigard staff will consult the city attorney on what are the requirements for voting on a URD in Tigard. Q: Is every improvement to Highway 217 an ODOT responsibility? If not, should we include some of those projects in an URD. A: The strategy does assume that the Hwy. 217 project is funded by state and federal sources. However, some urban renewal funds could be dedicated to assist in local project elements. STORMWATER MANAGEMENT RECOMMENDATONS Henry Young Henry Young presented an overview of the stormwater recommendations for the Washington Square Regional Center Implementation Plan, including financing strategies. He directed Task Force members to their agenda packets that included a report prepared by URS/BRW entitled, "Storm Water Management Assessment Report." Washington Square Regional Center Implementation Plan DRAFT-Task Force#5 Page 7 07/17/02 Pages 1-2 of the report outlined the conclusions and recommendations following its field studies and assessments review. He went over those recommendations with the Task Force via a slide show. As part of the slide presentation, Henry showed examples of work in Seattle in a storm water improvement called street edge improvement. He indicated where he thought this innovation might be applicable in the Regional Center and then discussed several funding options. John added that the Financing Strategies report contains a detailed section on storm water management funding proposals. He directed Task Force members to Table 2, following page 9 for a detailed summary of the elements of the improvement strategy, costs, financing strategy for each major element, responsibility and general phasing. The improvements cover existing concerns, new improvements, public and private property sites, etc. Q: On page 16 of the report, there is a chart outlining costs. Are these projections of costs to treat runoff on street surfaces only? A: No, it is for treatment of both street surfaces and drainage from adjacent properties. Q: Would the large trees on Oak Street between Hall and Greenburg be retained? A: We didn't go into that level of detail but the newest storm water management techniques provide for saving of trees as part of the streetscape. However it is a site specific design issue. As a rule of thumb, the principle is to save as many trees as possible. Approval of the stormwater report will be an agenda item for the July 25th Task Force meeting. TRANSPORTATION RECOMMENDATIONS Beth Wemple Beth Wemple distributed a report entitled, "Washington Square Regional Center Transportation Recommendations," prepared by Kittleson & Associates, Inc. This is the work of the Transportation TAS, which met five times between January 2001 and June 2001 to review the Washington Square Regional Center Implementation Plan recommendations and identify whether or not any of the recommendations were "fatally flawed." She said the Transportation TAS's review was based on a set of adopted evaluation criteria addressing environmental impacts, traffic operations, neighborhood issues, and alternative mode performance measures. The transportation improvements were outlined in detail, but re-ordered (not by priority) from previous draft reports. Her presentation then focused on an attached Transportation Demand Management (TDM) Report prepared by Michael R. Kodama (June 25, 2001). The TDM program would compliment the transportation improvements identified in the Washington Square Regional Center Implementation Plan. Q: What is the rationale of a TDM program? Why are we even looking at it? A: TDMS are as critical as infrastructure improvements. Transportation Demand Management should focus on reducing Single Occupant Vehicle trips and increasing the use of alternative modes such as transit,walking, biking, Washington Square Regional Center Implementation Plan DRAFT-Task Force#5 Page 8 07/17/02 alternative work schedules, parking pricing, telecommuting, and shared ride opportunities. Beth explained that within the larger context of transportation demand management, the recommendations are segmented to include transportation management associations (grass roots), parking management, and transit planning. Q: Does Tri-Met have any plans to increase bus service in the Regional Center area? And, if so, if federal funding to Tri-Met is reduced how will that affect these recommendations? A: Tri-Met has certain goals outlined in this report in Appendix B. The city of Tigard could probably have some direct influence on Tri-Met if it urged for service increases in the Regional Center. John pointed out that the creation of a URD could help fund street improvements that would make it easier for people to get to transit centers as part of a transportation demand management program. Then, when the ridership is there, Tri-Met would pick its service level up to meet customer demand. He offered the idea of a dual strategy—put pressure on Tri-Met to increase service and improve streetscape amenities to provide safe, convenient and pleasant access to public transportation. There also needs to be more streets for buses to travel on in the Regional Center. Task Force members agreed that the establishment of TMA would increase Tri-Met's response to service demand. The Task Force also recognized that the solution to transit problems in the Regional Center were multi-modal and multi-jurisdictional and did require an increase in ridership. Q: Should TDM strategies be part of our recommendations? A: TDM is summarized on page 15 of the report. Elaine suggested that all the recommendations be pulled out and examined as a package at the next Task Force meeting. Q: Can Tri-Met provide bus pass incentive programs to smaller employers in the Regional Center? What would be the cost(20 employees or less)? A: It may only apply to employers with 50 workers or more. We will check. Q: Does this report include the recommendation made by a couple of citizens at the second Public Event that they would prefer to see the Mall to Nimbus Connection be a local street? A: Yes, it is noted in the "Messages to Carry Forward," page 27 of the Transportation Recommendations Report. Washington Square Regional Center Implementation Plan DRAFT-Task Force#5 Page 9 07/17/02 DRAFT SUMMARY REPORT John Spencer Following Beth's transportation report, John distributed a "Draft Summary Report," that compiled all the conclusions and recommendations from the four TASes and the Task Force. It will form the basis of an advisory report to the Tigard City Council. He said that this draft did not include information on transportation demand management, which he will include in another draft for review by the Task Force before the July 25th meeting. Q: Should some of the discussion that we've had today about more global aspects of our planning and recommendations be included in this report? A: We will add an executive summary that will explain and include this. Elaine added that the Summary Report will be the basis for discussion at the July 25th meeting, since everything else feeds into it. The next meeting will be held form 4 to 7 p.m. at Washington Square Mall in the conference room. Leo Huff announced that on Friday, June 29th, the Transportation Planning Alternatives Committee of Metro would be recommending two corridor alternatives for funded study. Highway 217 is set to be one of them. He urged that Task Force members monitor this process as funding may be disbursed in a manner that prohibits the completion of large improvement items. Jim Hendryx suggested that concerned parties contact their TPAC representatives. The meeting was adjourned at 7 p.m. Washington Square Regional Center Implementation Plan DRAFT-Task Force#5 Page 10 07/17/02 Meeting Summary Washington Square Regional Center Implementation Plan Task Force Meeting #6 Wednesday, July 25, 4-7 p.m. Washington Square Mall Management Office Conference Center Task Force Members Present: Dr. Gene Davis, Rex Burkholder (for Carl Hosticka), Kathy Lehtola, Dan McFarling, Robert Mixon, Nawzad Othman, Lynn Peterson, Jack Reardon, Ken Scheckla, Forrest Soth, Ted Spence, Pat Whiting, Nick Wilson. Task Force Members Excused: Tom Archer, David Drescher, Kitty Firth, Kimberly Fuller, Nic Herriges, Ron Hudson, Leo Huff, Lyndon Musolf, Michael Neunzert, Adele Newton, Steve Perry, Rick Saito, Dave Stewart. Other Interested Parties/Observers: Brenda Bernards, Scott MacTarnahan, Jo Ellen Shires, Greg Berry, Gorton and Audrey Garmire, Trudy Knowles, Robin Yim, Pieter Braam, Warren W. Aney. Staff/Consultants: John Spencer, Elaine Cogan, Suzanne Roberts, Beth Wemple, Jim Hendryx, Beth St. Amand, Julia Hajduk, Mark Hynson, Deirdre Steinberg. Note: Questions are italicized with specific answers following each question (in bold face type). At the beginning of the meeting, Elaine reminded members that this was the last meeting of the Washington Square Regional Center Implementation Plan Task Force. She noted that several members of the various technical advisory sub-committees (TAS)were present as interested observers. She praised these TAS members for their hard work over many long hours. Each TAS member introduced himself or herself. Elaine noted that Kathy Lehtola would be attending the meeting, but would be late. John Spencer said that Tom Archer could not attend the meeting but had provided comments to the financing plan agenda item and the summary report. He added that Lynn Peterson would be arriving from another meeting later and that Michael Neunzert was out of the country but had provided written comments in the form of a letter to the Task Force. Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 1 APPROVAL OF MEETING SUMMARY#5 (JUNE 27, 2001) John Spencer Elaine noted that Pat Whiting had several written comments regarding the meeting summary for Task Force meeting #5 (June 25, 2001). Pat went over the suggested revisions. She asked that it be noted that there was a discrepancy in terminology from the May 24th, 2001 meeting to the June 25th meeting regarding members being "absent" or"excused." She felt strongly that it be recognized that she had always given staff notice if she would not be able to attend a meeting and she was proud of her record of attendance. John said that this comment would be noted but that the final minutes would not be revised from May 24, 2001. Pat asked that her comments regarding the need for the city of Tigard to take the lead in the creation and establishment of an URD (Urban Renewal District) be entered in the record. She added that she would not be in favor of a "regional consortium that bypassed the vote of the people" and that"creating a tri-jurisdiction from a regional governing level is bypassing the right of the voters to have a say in how their tax dollars are to be used concerning an URD." Elaine said that the discussion in the last meeting made it clear that nothing precludes the city of Tigard, Washington County, and the city of Beaverton from calling for a vote. It simply means that the city of Tigard requires it. Elaine added that the other two jurisdictional entities could call for a popular vote if desired. Pat requested that her comments regarding opposition to the expansion of Hall Boulevard to five lanes be recorded. She said they had not been included in the June 25th meeting summary. Her written comments read: "It is not mentioned in the minutes that I cited the problem of a 5-lane expansion on Hall Blvd. in the midst of established neighborhoods, a school and park. Nor is there reference to the problem of SW Locust extension to Nimbus resulting in regional traffic bypassing Pacific Hwy. and cutting through the Metzger residential neighborhoods to get to 1-5 which I cited." Elaine accepted the comments into this record with the correction of"sited" to "cited" in two places in Pat's comments. Following these comments, no other revisions or comments were made and the meeting summary from June 25, 2001 was accepted. UPDATE Jim Hendrvx Jim said that a finalized packet with all of the corrected documents would be handed out later in the meeting to replace Task Force members' current materials. He then thanked all Task Force members for their hard work and dedication to the process. He noted that once the Task Force's resolution is passed (at this meeting) it would go before the Tigard City Council and Tigard Planning Commission. A work session for these joint entities on the Task Force resolution has been scheduled for August 21, 7:30 p.m., in council chambers. Beth St. Amand will send a notice of the meeting to all Task Force members. Jim said the work session will include an overview of the process to date and an explanation of the recommendations. After that meeting, public hearings will be set at a later date, possibly in October, but more likely in November or December, 2001. Two other hearings with the city council and the planning commission must take place before the issue receives public hearings. Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 2 Q: Will there be more than one public hearing? A: In the past that has happened and if there is quite a bit of interest and involvement then more than one hearing may be necessary and will certainly be arranged. Pat commented that she felt it was important to have two public hearings so that citizens were fully informed and could attend the city council deliberations in an informed manner. On the question of Highway 217, Jim said that the city of Tigard and other jurisdictions have lobbied Metro to include the Highway 217 corridor project in its 5-year corridor study. He said that a hearing on the 5-year corridor study would take place on Thursday, July 26, at 2 p.m., in Metro Council chambers. He said that when he testified before Metro on the need for the Highway 217 inclusion in the corridor study, the Metro Council recognized the strong citizen support for the corridor study and the work that has been done by this Task Force. He said he anticipated that Highway 217 would be included in the corridor study. Funding is still an issue, he added. He urged Task Force members and other citizens to attend the July 26th meeting in support of the corridor study. Jim directed Task Force members to a letter in their agenda packets that he had written at their direction to Metro citing the work of the Washington Square Regional Center Implementation Plan in relationship to open space acquisition and urging Metro to earmark additional funds for parkland and open space acquisition in the Regional Center. Elaine then introduced Rex Burkholder, a Metro councilor, who was representing Carl Hosticka at this meeting. FINAL NATURAL RESOURCES RECOMMENDATIONS John Spencer John asked for comments and discussion regarding the final natural resources recommendations. He noted that per a previous discussion and directive by the Task Force, Fanno Creek was added to some of the recommendations regarding development standards. He specifically noted on page two of the report, item 4, Ash Creek and Fanno Creeks were cited in the recommendation. He said the recommendation also clarified the types of standards affected. He said no other substantive changes had been made to the recommendations since the prior discussions. Q: Does the Task Force need to approve this recommendation report now? A: We will review all the final draft recommendations and the summary report and then we will ask you to approve with discussion a resolution to take to the Tigard City Council an the other jurisdictional entities. Q: What if there are modifications that one or another of the jurisdictions would like to make to the resolution? Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 3 A: The resolution and its accompanying data will relay to each of the governmental jurisdictions what this Task Force has accomplished and what it is recommending. What happens after that is up to the communities and governing bodies and may be influenced in public hearings. Pat had written comments to the natural resources final recommendations. She felt that while items 1, 2, 4-8 were objectively written, item 3 was "speculative." She requested that the item be re-written as follows: "Proposed zoning designations applying to resource areas, particularly Mixed-Use Employment-1 and Mixed-Use Residential-1 designations along Ash Creek east of Highway 217 to Hall Boulevard, and Mixed-Use Employment 2 east of Fanno Creek shall not threaten natural resource values or potentially cause environmental impacts any more or less significantly compared to existing or less intensive zoning." John commented that the intent of the recommendation was to contrast and clarify the differences between mixed-use zoning and other zoning that might apply to the particular property. He said the technical conclusion was that mixed-use zoning does not create any more or any less environmental impacts that other types of zoning, especially in light of all the other federal, state and regional environmental regulations that are in place. Pat said that she was worried that floodplain and wetland areas were diminishing rapidly and that such land would be ripe for development because of its value. She cited an Oregonian article submitted at the June 25th Task Force meeting on wetland status and quoted a passage in the March 1999 Regional Center Plan. John said that a majority of the work done by both the Natural Resources TAS and the Stormwater TAS focused on evaluating the regulations in place that would protect floodplain and wetlands. He said item 3 and its wording were closely scrutinized by the technical subcommittees and passed by those committees. He added that federal and state regulations had become even stricter since the March 1999 Plan report had been written and adopted by the Tigard City Council. Elaine said that it was appropriate to define items 1, 2 and 3 as findings or conclusions. Pat said that in her opinion it was not necessary to upzone these areas. John reiterated that the finding of item #3 was that no matter what the zoning designation is, regulations are in place to protect natural resources. Forrest Soth noted that zoning designations follow property lines, rather than area or geographical lines. He also pointed out that public hearings will be held where more discussion can take place. Nawzad Othman said that on the Natural Resources TAS there was a tremendous amount of discussion about zoning impacts. He said the conclusion was that these sensitive areas were protected by federal, state, and local environmental impact regulations regardless of zoning designation. Ted Spence said that while he understood Pat's concerns, he felt that the areas were well protected and that the Task Force should move ahead and approve this report. Robert Mixon agreed with Pat's comments and said it was "disingenuous" to conclude that upzoning would not affect these areas negatively. Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 4 Elaine asked Task Force members if they felt that any of the wording or conclusions in item #3 were inaccurate. As a body, the Task Force did not. Mark Hynson added that in his career as an environmental planning consultant he has seen regulations become more stringent and comprehensive over the years. He added that wetland loss over the past decade has been minimized due to these tough regulations. He agreed that item #3 was a correct conclusion. Pat's comments were added to the record, but the wording of item #3 was not changed and no further changes to the report were made. It was approved by the Task Force. FINAL FINANCING STRATEGY John Spencer John called for discussion on the final financing strategy report included in the agenda packet. He reminded Task Force members that they had reviewed the recommendations at length at the June 25th meeting. Regarding changes, he pointed out that the report now included a substantial introduction and summary, pulling together all of the recommendations stated throughout the report for parks and open space, stormwater, transportation and natural resources enhancement (total: $160 million over the next 20 years). The primary, overarching elements of the financing strategy are: • Aggressively pursue federal highway trust fund sources through Metro's Metropolitan Transportation Improvement Program (MTIP); • Establish priorities so that locally generated fees from existing businesses and residents and new development activity located within the Regional Center are focused on the transportation and infrastructure needs within the Regional Center; • Pursue the formation of local improvement district(s) (LIDs) where existing businesses and residents will directly benefit from improvements to existing transportation and stormwater facilities, or relatively modest new improvements are needed that benefit multiple property owners; • Aggressively pursue regional, state, and national grants and funding programs for specific improvements, and pursue dedications, donations and contributions from the private sector; and • Establish an Urban Renewal District (URD)for the Regional Center as a local funding source for major transportation, stormwater, resource enhancement and parks and open space improvements that benefit the entire area. He emphasized that while the URD most probably would be initiated by the city of Tigard, it would have to involve the participation and cooperation of all three jurisdictions present in the Regional Center. Funding strategies will only work if all three jurisdictions are partners in the efforts. Forrest Soth noted that a funding might be affected by Measure 7, however it can not be determined currently what the impacts might be. Jack Reardon expressed concern about the creation of an URD. He is especially reluctant to support the idea because of the implications of property condemnation and the definition and perception of an URD as containing "blighted areas." Since he had been unable to attend the June 25th meeting, Jack wondered if those problems had been discussed. John Spencer said that there had been a lengthy discussion about those Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 5 issues at the previous meeting. John also noted that regionally there are a number of examples of URDs that apply to regional shopping areas, including the Lloyd District, Gateway and Clackamas Town Center. Regarding land acquisition and Eminent Domain, John said that an URD could be structured to either include those procedures or restrict these activities. He added that the staffs suggestion is that the Task Force might be the best group to fashion a request for the creation of an URD for the Regional Center, draft an urban renewal plan, and remain in tact as advisors to a multi-jurisdictional board governing the URD. Q: Are there other ways of completing tax incremental financing besides an URD in this situation? A: We do not believe so. The only way to use tax incremental financing is through an URD. We looked at LIDs (Local Improvement Districts) as a funding mechanism, but an LID can generate only a fraction of what an URD can. Elaine noted that an exhaustive analysis of funding strategies was undertaken before an URD was considered the best option and not conversely. Q: The last time Tigard residents were asked to approve the establishment of an URD, they rejected the measure? What kind of hope would we have now going back to them with another URD proposal? Could this package of recommendations for the Regional Center stand without this financing strategy? A: The financing recommendations report states that if the financing strategy cannot be realized, then there will be increases in congestion and investment in new development may not occur(because of lack of infrastructure and increased congestion, etc.) The need for infrastructure is apparent regardless of zoning status. It is mostly needed today, not tomorrow. Jack Reardon suggested that the word "consider" be added to item #5 to establish an URD rather than a more strident wording calling for its establishment. This was accepted by the Task Force. Elaine directed Task Force members to their packets containing a letter from Michael Neunzert (a Task Force member who was out of the country at the time of this meeting). In it he calls for the establishment of an Urban Renewal District before the Washington Square Regional Center Implementation Plan is even adopted. Robert Mixon wanted it stated for the record that he would rather have the city of Tigard be in charge of an URD because Washington County has not been responsive enough. John noted that remark, but also said that no matter what the governing configuration for an URD would ultimately be all three jurisdictions need to play a substantial role in its workings. Nawzad reminded Task Force members that the Regional Center's needs for infrastructure are here today and that a plan to make this area livable and viable must contain funding strategies that can have an immediate impact. However, whether or not the financing is adopted, the Plan elements will take place. Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 6 Q: Will monies established through the URD go to other services? A: No, the funds are restricted to activities spelled out in the URD agreement. On item #1, Lynn Peterson made some suggestions about clarifying the differences between MTIP funds and MSTIP (a local Washington County gas tax) so that both funds could be requested. John will make those revisions. Rex Burkholder, a Metro councilor, commented that regional centers like Washington Square rank higher in Metro's 2040 plan than other concerns. Therefore a Regional Center plan for Washington Square will be looked upon most favorably in the dispersal of transportation funds, the more it aligns with 2040 needs. He said the Metro Council was considering reorganizing the MTIP funds so that they become funding for redevelopment in conjunction with the 2040 vision (including a big emphasis on regional centers.) He believes that while developers can help support the vision with incremental taxing, a public investment is needed to begin the process. Q (to Burkholder): Does that mean that our Regional Center would be guaranteed a certain amount of funding each year? A: (Burkholder) I would like to see Metro be able to guarantee a certain amount of funding over a number of years until the plan is firmly established. This might include focusing on one or two regional centers, rather than all seven initially. Nawzad urged Task Force members to lobby Metro for disbursement of those funds, because regional centers are key to the 2040 vision. Lynn Peterson said that in addition to Metro there are other governmental bodies who should be lobbied. She specifically named Washington Country and Tri-Met. Pat Whiting wanted to note for the record that the funding strategies being recommended ultimately are monies coming from taxpayers. She is concerned about the loss of trees, displacement of homeowners and the issue of Eminent Domain that could come from the establishment of an URD. Task Force members voted to approve the financing strategy with the following revisions: • Lynn Peterson will work with John Spencer on clarifying language in item #1 and any accompanying charts or tables. • Wording for item #5 will emphasize "consider establishing" rather than recommending the establishment of an URD. • Emphasize that the URD would be implemented for infrastructure and other public improvements. (Transportation, sewer, stormwater, parks and open space, etc.) John will include the revisions where appropriate in the final summary report and the resolution. He emphasized that the five items heretofore discussed were umbrella financing strategies, setting the foundation for the Regional Center plan and that each subset concern: parks and open space, transportation, stormwater, and natural Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 7 resources had individualized financing strategies listed in detail in other parts of the report. Q: Is there money in this financing strategies for a commuter rail drop off point at the Mall? A: The commuter rail project is mentioned, but it has separate funding which is already in place. Regarding this last question, Lynn Peterson added that access to the Washington Square from the commuter rail station is a project included in the financing strategy. John noted that on Table 1, a change will be made to incorporate Lynn's comments about rewording Tri-Met's Transit Choices for Livability Program as simply a reference to Tri-Met as the principle funding source. FINAL SUMMARY REPORT John Spencer John Spencer asked for discussion and revisions to the Summary Report which pulls together all of the major conclusions and recommendations found in the separate issue areas: transportation, stormwater, parks and open space, and natural resources. He said the report contains enough specificity for anyone to review it as a stand alone document if necessary. The Summary also includes the financing strategy and an explanation and summary of the public involvement process. John said he would revise the report with the suggestions discussed earlier in the meeting. Pat suggested rewording one paragraph, located on page 7 of the Summary Report. The original wording was: "The TAS and Task Force agree that widening Hall Boulevard to five lanes from Oleson Road south to Highway 217 is feasible. However, they recommend that this roadway be widened to five lanes only after [emphasis original] other roadway projects have been implemented in the Regional Center, and if it is apparent that additional vehicle capacity is still needed on Hall Boulevard." Pat's written rewording was: "I am recommending we change the five-lane designation referenced for Hall Blvd. to a four-lane at intersections and retain directive for a three- lane development." Beth Wemple said that four lanes would not work in this configuration. Pat continued: "This recommendation would be in keeping with the commitment to established local businesses and residential neighborhoods that a high density regional center in the midst of this suburban community will attempt to integrate the concerns of public citizens and keep the Metzger/Tigard small business/residential area as safe as possible form regional growth transportation conflicts." A lengthy discussion on Pat's rewording ensued. An explanation of transportation demand management (TDM) programs was introduced as one means of lessening traffic Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 8 and congestion. A motion to put wording in about transportation demand management practices was discussed but ultimately rejected. Kathy Lehtola commented that it would be difficult to establish jurisdictional authority or control over TDM programs or their timing and implementation. Robert Mixon did not want to see the TDM emphasis weakened. Trudy Knowles, a member of the public, commented that Hall Blvd. is under the jurisdiction of ODOT. She added that if Hall Blvd. is widened to five lanes it would drastically change the flow of Ash Creek. She said she is speaking as both a resident and property owner. At this point in the meeting, Ted Spence had to leave. Before leaving, he made a few final comments. Ted said that when the process first began more than two years ago, many people doubted that a plan could be created. Ted felt that the Task Force had taken on the challenge and succeeded well. He gave his support to the resolution. Elaine thanked him for his work on the Task Force. John commented that ODOT owns Hall Boulevard and has designated it as a five-lane roadway in its plans. The Task Force recommendation actually tries to modify that reality. Q: (to Beth Wemple) Is a five-lane needed after implementation of all possible TDMs? A: Yes. It will probably be needed even with a successful TDM program. Nawzad had to leave the meeting at this point. Elaine thanked him for his work on the Task Force and the Natural Resources TAS. Nawzad complimented the consultant team given the breadth and depth of the Plan. He said that he had enjoyed working on the Task Force and the Natural Resources TAS immensely. He felt that the Plan was a good foundation for moving forward on the creation of a truly unique and livable Regional Center. He said he would vote for the resolution and vowed to lobby where and when needed. The Task Force rewrote the bulleted paragraph on page 7 stated above as follows: "The TAS and Task Force agree that widening Hall Boulevard to five lanes from Oleson Road south to Highway 217 is possible. The Task Force endorses an expansion to three lanes while acquiring right of way for a five lane roadway." Pat introduced another suggested revision to the Summary Report, but before discussing it, Dan McFarling had to leave the meeting so his comments were recorded before the discussion. Dan said that he enjoyed his service on the Task Force. He said he had learned quite a bit. He felt that the only weakness in Plan was not enough emphasis on public transportation. Before addressing Pat's suggested revision, Robert Mixon commented that on page 17 under bullet 1 of the Conclusions and Recommendations, there should be an addition at the end of the sentence "...that the roadway then be widened to five lanes with sidewalks,bike lanes and pedestrian refuges." It was agreed to add that phrase. Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 9 Pat also said that the Task Force has been in existence for three years, not four, as stated in the report. John will find the reference and change it, referring to the month and year that the Task Force was established. She also referenced a recent article in the Washington County Weekly that featured a map provided by the city of Tigard. The article referred to the map and contained inaccurate information regarding redevelopment areas. Jim Hendryx explained that while his department or the city of Tigard can provide materials to journalists, he cannot guarantee the accuracy of the information the reporter interprets from the material. It was decided that Bullet#2, page 17 under"Conclusions and Recommendations" would be amended to include Pat's phrase. The new bullet will read: "The surrounding neighborhoods and businesses oppose widening Hall Boulevard to a five-lane section given concern for hundreds of children who walk to school and cross Hall Boulevard and for children and adults who use Metzger Park and small stores on each side of Hall. Many people currently bicycle and walk given the current lane design." Q: What is "clustered parking" as it is defined on page 21 of the Final Summary Report? A: Clustered parking is another form of shared parking, e.g., a theater and a church next door to each other share a parking lot. DRAFT TASK FORCE RESOLUTION John Spencer Elaine explained that the resolution if passed by the Task Force would be presented to the Tigard City Council for its approval. She noted that the resolution is in draft form and will be modified per the accepted revisions from tonight's meeting. John then read through the resolution noting the changes in each section. Lynn Peterson moved to approve the motion and forward it to the Tigard City Council, Beaverton City Council and Washington County Commissioners. Jack Reardon seconded the motion. Discussion followed on the motion. Pat made her final comments before discussing her concerns about the motion. She said she enjoyed her work on the committee and appreciated being given the chance to voice her opinions and the residents she felt she represented. She commended John Spencer, Elaine Cogan and the other consultants for their professionalism and thoroughness. Regarding the motion, Pat said she could not support it because of the Hall Boulevard five-lane proposal and the upzoning of wetlands and floodplain. Forrest said he felt that the resolution reflects the work of the Task Force well. He added that everyone needed to remember that the Regional Center planning effort would unfold over a 15-to 20-year period. He cited a statistic that projected at least 500,000 more people in the Portland metropolitan area and as many as 150,000 more people in the Regional Center area over the next two decades. He felt that the Washington Square Regional Center Implementation Plan was attempting to plan for this eventuality and he supported the resolution. Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAIT 07/17/02 11:07 AM Page 10 There was a question asked as to whether or not the resolution would be presented, if passed, to the other two jurisdictions. John said that it would go to all three in the same form. He added that Tom Archer had conveyed to him his (Tom's) support of the resolution. Elaine said that Michael Neunzert's letter would be entered into the record and that his is a "non-vote" on the resolution. His letter concludes with the call to postpone the adoption of the Washington Square Regional Center Implementation Plan until an URD is in place. Jim Hendryx asked that the last sentence of Section 6 of the resolution be deleted. The Task Force agreed to the change. The vote on the motion to pass the resolution with amendments was: 1 no, 2 abstentions, and 7 approvals. The Task Force passed the motion. Additional Comments from Task Force members: Jack Reardon: "While there are some basic flaws in the plan, I believe this is an excellent resolution. Going forward with the Washington Square Regional Center Implementation Plan is important. I think it is important to note that market forces may be a bigger determinant than the plan concerning the future of the Regional Center. I appreciate everyone letting me speak and voice the concerns of Washington Square Mall." He then thanked the city of Tigard, the residents of Metzger, and the consultants specifically. Dr. Gene Davis: "I realize that whatever we do regarding the Regional Center, activities are currently in motion to develop in this area. You can see that in the number of applications coming through Tigard's planning and development departments. So it's important to go forward with something like this Plan." Ken Scheckla: " I have been on the Task Force for at least two years and while not everyone has agreed on every point, there has been good give and take. I think the committee has worked very well and not alienated any specific members. This resolution helps create a mechanism to bring all concerns to the planning table and make it workable. Funding will be the biggest challenge." Kathy Lehtola: "I realize that I may have been a thorn in the side of some people in this room. I am trying to look at this from a larger perspective than a neighborhood concern. I represent citizens from a regional area. We all need to look at how the Regional Center figures into the quality of life for everyone in the area, not specific areas or neighborhoods." Lynn Peterson: "As a representative of Tri-Met I can say that Tri-Met has made a long- term commitment to extend service to the Regional Center and to make public transportation work better in this area. I want to remind Task Force members that much of this Plan depends on transit as well as road projects and infrastructure. It will take a lot of work to develop a transit center with patience and serious work. I would urge us all to remember the pivotal place of multi-modal programs in this development." John Spencer then thanked all the Task Force members for their outstanding work and marvelous devotion in terms of time and creative thinking to working on this committee. Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 11 He said he was proud of the work the consultants and Task Force members did together. PUBLIC COMMENTS Jo Shire said that the community appreciates the intense work of the Task Force. She said planning for growth is preferable to letting it happen without analysis and action. She asked Task Force members to please stay involved. Gorton Garmire said that the area was doing the right thing by planning. As a property owner on Hall Blvd. he has consulted with architects about how to develop his property and there are problems with parking, especially. He urged the Task Force to keep focusing on public transportation for ultimate livability. He also likes the urban growth boundary for its ability to drive up density, which in turn will make public transit work. Elaine adjourned the meeting at 7:15 p.m. with a round of applause for all. Washington Square Regional Center Implementation Plan Meeting Summary TF#6-DRAFT 07/17/02 11:07 AM Page 12 Draft 4/16/01 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report The first public event of the Washington Square Regional Center Implementation Plan was held April 4th, 5 to 8 pm, at Metzger Park Hall. The Task Force, consisting of citizen, business and agency representatives, has been reconvened to review the work being conducted by Technical Advisory Subcommittees (TASes) that are examining four issues in more detail--Transportation, Parks and Open Space,Natural Resources and Stormwater, and to make policy recommendations to the Tigard City Council. Consultants working on the four issues answered questions from the public while displaying work to date. Attendees viewed the displays, noting their reactions to different scenarios and plans with color-coded dots and comments written on flipcharts. In work sessions on each of the four issues, consultants explained how aspects of the Washington Square Regional Center Plan may address citizen concerns. They began at 6 p.m. and rotated throughout the remainder of the evening; each work session was repeated twice. Approximately 40 people attended the event. Following are summaries of the work sessions and other comments. In general, people are concerned about protection of wetlands and natural resources as development occurs. They want assurance that adequate parks (with both active and passive uses) and open space will not have negative impacts on schools and neighborhoods. They also want transportation improvements that will accommodate projected growth as well as be better than current conditions. Specific summaries follow. 1 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 PARKS AND OPEN SPACE Display Comments: Potential Uses and Activities Attendees reviewed a list of potential uses and activities in the parks and open space system and placed dots indicating whether they agree or disagree with the potential uses. They also indicated whether or not they agree with neighborhood parks at Metzger and Whitford Schools. Agree Disagree Metzger School Neighborhood Park 0 3 Improve existing playgrounds 5 0 Improve a baseball field 4 0 Provide new sport courts—paddle ball, tennis beater boards, 4 0 basketball, four square Improve existing courts 3 0 Improve existing playfield 3 0 Improve existing soccer field 3 0 Whitford Middle School 0 3 Improve existing playgrounds 4 0 Improve a baseball field 2 0 Improve existing courts 2 0 Provide new sport courts—paddle ball, tennis beater boards, 1 0 basketball, four square Improve existing playfield 1 0 Improve existing soccer field 1 0 2 Washington Square Regional Center Implementation Plan Public Event,April 4, 2001 Summary Report Draft 4/16/01 Agree Disagree Washington Square Plaza Market space—sales, public market, farmer's market spaces 6 0 Transit hub—where shuttle bus system, Tri-Met and taxis 6 0 converge Central feature—public art,water features, urban landscape 3 0 Performance space—musical and theater performance area, 3 0 could be outdoors Retail/commercial—additional cafes,bookstores, shops and 3 0 vendor crafts Visitor information 3 0 Seating area 2 0 Exhibit spaces 1 0 Ticket sales for area events 1 0 Greenbelt Trail System Off-street parks trails (not sidewalks) for: Nature 4 0 Biking 3 0 Jogging 2 0 Park access 2 0 Exercise 1 0 Boardwalks 1 1 BMX bikes 2 7 Equestrian 0 8 Greenbelt Mini/Pocket Parks Environmental/historic/cultural interpretation (like the Fanno 5 0 Farm House) Open space 5 0 Walkways 4 0 Multi-use spaces 3 0 Benches 2 0 Fountains,water features 2 0 Public art 2 0 Landscaped areas 0 0 Amphitheaters 0 5 3 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 Agree Disagree Special Parks and Facilities Agree Disagree Identify sites for: Arboretum 5 0 Bird-watching facilities 5 0 Butterfly park 4 0 Community center 4 1 Swimming pool 3 3 Greenbelt nature center and interpretive facilities 2 0 Tennis facility 1 2 ♦. Museums 1 5 Comments: I. Don't use existing space to meet needs—the school is not a realistic greenspace. II. We need more facilities for our kids to stay out of mischief. III. Off-leash dog park. IV. What is being done about the educational needs that are being increased with this proposed increased population? Any plan that doesn't consider this major impact is destructive to our community. Please do what you can to keep pushing the developers to pay for schools that are needed as a result of their developments. Don't accept any development until this aspect is included. Summary of Work Sessions In both Parks and Open Space work sessions, Lloyd Lindley, ASLA, began by describing the development concept suggested by the Task Force. It which includes a greenbelt around the Regional Center, linking existing and future greenspaces and allowing for multi-modal access to greenspaces as the Regional Center grows. Other components of the Parks and Open Space concept include a plaza in the center of the Regional Center near Washington Square Mall, and designating Metzger School as a neighborhood park as identified in the improving Tigard Park System Master Plan, adopted in 1999. The following summarizes the discussions. Questions and comments from participants are in italics. Consultant responses follow in regular print. 4 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 First Work Session Will Metzger School remain standing? Yes,we have received confirmation that it will. What will become of the parking around Washington Square Mall? In the long-term, the area around the mall will become more dense. Future plans under consideration include parking structures, entertainment uses and more commercial development. What is intended in the long term for this area? For example, what kind of entertainment? Are you thinking about all kinds of people, especially families? Are you considering air quality, and planning for fewer cars in the future? A goal of this Open Space concept is to provide connections to multi-modal transportation facilities, including a commuter rail and a shuttle service (or people mover) that connects neighborhoods,retail and employment. We are planning for a variety of uses, including passive uses such as walking and bird watching. The question to ask now is where to locate them. It has been my understanding that the Regional Center Plan calls for creating open spaces, and now it appears we are counting the cemetery and golf course as open spaces, which already exist and cannot be used as public open spaces. We are not including the cemetery and golf course in our calculations. I don't consider a plaza to be an open greenspace. It was my understanding that new greenspaces would be created, rather than counting schools that already exist. There should be compensation for space that is developed. The plaza is not considered open green space. It is urban open space where a variety of uses can occur that wouldn't in a more natural setting. With the increased density, I assume there will be more kids in the schools. Are there plans to accommodate them? How do you plan to address the issue of the public sharing a campus with students? Many growing cities today face the challenge of acquiring new park space. Utilizing schools as 5 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 parks allows for the creation of more park space in a growing area and provides additional funding for schools to improve and maintain their facilities. Measures are taken to avoid the public sharing the campus with students, such as fences and signs describing rules and hours of use. Park use is limited during the day but managed at other times. Since the space would not be available during the day, how can you consider it a greenspace? In addition to the school as a resource, the Washington Square Task Force identified 12 acres of new park and open space lands. They are located on Ash Creek south of Metzger School, four acres in the center of the study area near the mall and two along Fanno Creek. Also, there are several pieces of the green belt that are not in public ownership that would need to be added to the Parks and Open Space system. There are houses in that area. It is not right to develop over them, moving out the single families. This area has recently been upzoned, which has been a point of contention because it is a wetland. The area has not been upzoned. It is now zoned General Commercial which precludes housing. The new zone allows mixed-uses, including commercial and residential uses. Also, federal standards apply to the wetlands,protecting them from development. That area is now a low-quality wetland. Through the development process we have the opportunity to enhance it. I support what you are saying tonight but it is different from what I've heard before, i.e. development in the wetlands. Our vision has not changed. Federal regulations dictate what we are able to do. Our challenge is to improve the wetlands. Tonight we want you to tell us if we are on the right track in creating a desirable concept. 6 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 Second Work Session Is the Washington Square Mall the focal point of the Regional Center? Yes. What is planned for along Ash Creek? Our plan is to create pathways to provide links for people to walk around the Regional Center as well as to and from the center of it. Who will pay for the acquired land? Acquisition can be obtained through the City or through a public-private partnership. Lloyd Lindley then described the Metzger School designation as a neighborhood park, explaining that it does not preclude expansion of the school. The community is opposed to allowing strangers on the school campus; therefore I do not support this plan. Isn't the taxpayer buying land twice? No. Money is allocated to improve existing facilities, through coordination between the school district and the Tigard Parks Department. We looked at the Portland Public Schools as a model. How can this be considered a recreational park when the hours of use are limited? In addition to the school hours, there are school programs that sometimes continue into the evening. Doesn't the crime rate increase in a neighborhood when a public park is created? There is already crime at Metzger Park. Such a program allows you to manage undesired activities. For example, in northeast Portland, crime has been an issue due to the lack of activity at night. A park was improved with lighting and evening recreational activities, improving the safety of the neighborhood. We plan to discuss potential impacts with the police department. Are you considering a pool or a recreation center, such as the one in Gabriel Park? We will consider it if the citizens say they want it. It would likely be in the more urban areas of the 7 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 Regional Center. In this phase of the study, our charge is to establish a list of uses and a budget. The designing of parks will happen later. Do you know which acres will be acquired? First,we want to determine the uses that the public wants. Will landscaping and care for the vegetation be considered? The budget for improvements will include a landscaping component related to the uses of each area. Our work is coordinated with the natural resources portion of the study. Are there sidewalks along the school site or on the other side of 90`"Street? It is very hard to park on 90th Street—improvements are needed if this area is to be developed into a park. It appears that we will lose some existing greenspace, when some of the proposed connections, such as on Locust, are created. We will avoid building on existing greenspace as much as possible. One aspect of the plan is to create more connections to greenspaces, allowing people to access them more easily by foot and bike. Lloyd summarized the two work sessions by saying there is considerable concern about Metzger School and its role in the Regional Center. The TAS will continue to look at other uses for the area and their impacts. The consultant will discuss these impacts with Tigard's school district, and parks and police departments. Additional greenspace, pocket parks and active uses are needed to relieve people from the high density planned for the Regional Center. The plaza provides another option. Pocket parks are a consideration in the Regional Center. The plaza concept has many possible components, such as a farmers market, entertainment, greenspace or an arboretum. 8 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 TRANSPORTATION Display Comments While viewing displays showing Task Force recommendations for transportation improvements in the Regional Center, attendees wrote the following comments on flipcharts. V. I would ride on Locust if there were bike lanes. VI.I would like more shuttle buses in the area. VII. Pedestrian/bike access within mall areas. It is not very friendly once you go beyond Greenburg and Hall—there are a lot of cars. VIII. In normal winters the bike trail connecting Englewood and Greenway Park under Scholls Ferry Road is often under water for short periods of time, leaving two or more inches of mud. It cannot accommodate walking or bicycling. The bike paths are often under water most of the winter and will not allow for pedestrian traffic to work. IX.What about feeder streets out of area? I don't see improvement in traffic. X. We do not want five lanes on Hall. It will not change anything. XI.For all the meetings that have been held and input provided, the residents have not been listened to. Summary of Work Sessions The following summarizes the discussions. Questions and comments from participants are in italics. Consultant responses follow in regular print. First Work Session Beth Wemple, Kittelson & Associates, asked participants to consider these three questions: Is the map accurate or should anything be added or changed? What are the most important issues that should be considered? What else should we know? She explained that within the transportation component of the Washington Square Regional Center Implementation study, consultants were asked to look at how the recommendations relate to the other components of study (Parks and Open Space, Natural Resources and Stormwater), and how they can be implemented. We are looking into the recommendations in more detail, considering various alignments and potential impacts. A primary objective of Task Force members and other citizens is improved access to, from and around the Regional Center with a well-connected, multi- modal transportation system. The following are the Task Force priorities for transportation 9 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 improvements in the Regional Center: 1)A bridge over Hwy 217 connecting Nimbus Drive to Washington Square Mall 2)Extending Nimbus Drive to Greenburg Road 3)A bridge over Hwy 217 connecting Locust to Nimbus 4)A collector system at Oak-Lincoln-Locust 5)Widening Hall Boulevard to three lanes between Oleson Road and the southern boundary of the study area First Work Session There is going to be a new train; a station will be needed. An opportunity for a station will be created between Scholls Ferry and Hall. The Regional Center Plan currently calls for a bridge near Nimbus connecting to the Mall and providing access to a potential commuter rail station. We need space and/or sidewalks for seniors and others who travel in motorized carts. It is now very dangerous for them. We are required to design everything for access by wheelchairs and carts. Wouldn't the extension of Locust eliminate a store and other structures? When considering alignments,we are weighing all the options and impacts, such as on property and transportation movement. The City faces the challenge of balancing the various impacts. How will these projects be financed? From a variety of sources, including the State, which supports the Task Force position on widening Hall Blvd. Do you have an estimate of the costs of improvements? Estimates will be an outcome of this study. We expect to have a ballpark figure and an explanation to jurisdictions on how they can implement the Plan. Some improvements will be more expensive because of wetland regulations. Those of us living here pay for both the infrastructure and the quality of life that is impacted. Hall Blvd gets very busy now, and it seems we are planning to increase density before widening Hall 10 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 Blvd, which will only become more congested. Infrastructure improvements should come before or during development and be financed by those who will benefit from the development. Such a policy is included in the State's Transportation Planning Rule. In a recent analysis of two development scenarios—one with the current zoning and another with the proposed zoning, we found that traffic will grow at the same rate under either scenario. With the Regional Center Plan we are trying to bring people closer to jobs and provide more connections. This is hard to imagine, since there will be less single family housing in the area. . There also will be a lot of retail,which brings many trips to the area. It is hard to believe that those working here can afford to live here and that we will bring in people who will stay here. We are creating the opportunity for that to happen by giving people housing and transportation choices. We are providing a balance of building options. How will the Locust extension affect the speed of traffic? We will use landscaping tools such as trees that create visual cues to drivers that they are in a residential area and need to drive slowly. There is already a sidewalk there that does not slow down the traffic. The idea is to establish a hierarchy of roads because congestion is causing people to make regional trips on local roads and subregional trips on neighborhood streets. The hierarchy gives people options so that, in theory,they will use improved regional roads rather than local streets. Oleson Road is congested now. Can it be improved to relieve pressure from the mall? It is a continuing line and very hard to turn onto 80th. Would you consider pedestrian trails or a greenspace? That is a good point; we should consider that. I don't want to make it a high-traffic route. Also, we want to discourage the use of cars. We are envisioning roads that connect to the greenbelt, providing another way to get around the Regional Center. Any roadway improvements will make this more pleasant. 11 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 Does Tri-Met support this Plan? Yes,they are excited about the connections and the multi-modal transportation options. I don't see other transit proposed. Are you reasonably sure about the location of the rail station? The target for the station is between Scholls Ferry Road and Hall Blvd. but we have not yet finalized that decision. You should consider instigating a jitney system. The proposed shuttle system provides the opportunity for an internal transit system. All the discussion revolves around the Regional Center boundary those of us just outside will be affected by overflow. Several neighborhood streets are already congested and while we are encouraging some of them to be residential, they continue to serve as feeder streets to the mall. Second Work Session Some of the study area is in Beaverton which doesn't have money to implement the Plan. I don't see how it is feasible. One outcome of this project will be to determine how the City of Tigard pays for implementation and how several jurisdictions work together. In some areas you will need much more right-of-way than currently exists. There will be much more jobs and housing in the area and we still need to get people in and out. It is already very congested. It is not likely that people will both live and work here. There is little activity after Spm. Companies are usually here just a short time. People aren't as attached to the area as Metro thinks. It is not realistic to expect people to walk to work along the greenbelt with the rain and mud. My purpose is to provide options so people can choose where to live and how to travel. Some people choose to live close to work. We have found that under both current and proposed zoning scenarios the rate of traffic growth will be the same. Is this because the zoning is so poor now? 12 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 It means that if we don't implement the Plan,there still will be growth and related impacts. Our job is to find the best way to accommodate that growth. Such a plan gives Tigard and Washington County clout for obtaining money for improvements. Who will administer the Plan? I have more faith in Beaverton because their roads are much better. Most of the study area is within Tigard. Washington County and Beaverton have given us their support and intend to incorporate the Plan into their plans. The intersection of Hwy 99 and Hall Blvd is one of the busiest in the State. If I could, I would not live here. How will we address the current traffic nightmare? Metro has identified 17 corridors as priorities for improvement. We hope that this process, along with lobbying for Hwy 217 as a high priority corridor, will help us obtain funding for improvements. Also, there are many ways to streamline current intersections. What about Oleson and Talyor's Ferry Roads? These roads are within Portland's jurisdiction. I understand that improvements to them are under consideration. I am surprised we can extend Nimbus Drive—there are buildings up to the wetland. It would be easier in some places than in others and we would need to remove a building. It provides us with an opportunity to create a more continuous route. With some of these recommendations, options such as public/private partnerships should be considered. Sometimes it is less expensive to get rid of buildings than to do environmental mitigations. What is different from the last time we looked at this Plan? What is the purpose of looking at it now? My main concern is about people coming into the area and current gridlock. New people coming into the area should pay their own freight. As a homeowner I don't want to pay. I am interested in cost estimates for these projects. We hope to bring you that information soon, along with more details on the projects. 13 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 NATURAL RESOURCES Display Comments While viewing displays showing natural resource conditions in the Regional Center, attendees wrote the following comments on flipcharts. XII. Off-site mitigation should not be considered an option. XIII. We should be talking acquisition of sensitive natural areas. XIV. Require all the following as a condition of any upzoning: -.Consultation with NMFS and ODOT -.All mitigation on-site -.Determination of needed buffers -.No exemption from any buffer sizes -.Determination that the reservoir can sustain the projected development -.Reflect forest area on Hwy 217 and Ash Creek -.Require plan to address projected 2040 upstream runoff -.Listen to the people - Summary of Work Sessions The following summarizes the discussions held at each work session. Questions and comments from participants are in italics. Consultant responses follow in regular print. - First Work Session Mark Hynson, of Mason, Bruce & Girard, Inc., a forestry and environmental consulting firm based in Portland, led the work session. The three principal areas his firm is investigating for the Washington Square Regional Center Implementation Plan include: wetlands, fisheries resources (as it relates to the federal Endangered Species Act), and primary vegetation. The two creek areas being investigated include Ash and Fanno Creeks. MBG did both aerial interpretation and field mapping. In general, many of the wetland areas are degraded because of their proximity to urban life. Mark commented that the majority of the wetlands are covered in reed canary grass, an aggressive,non-native species that is difficult to control and limits native species from flourishing. From a fisheries standpoint, the initial investigation indicates that both streams have high summer temperatures, which limits use by trout and salmon and low dissolved oxygen content with high loadings of nutrients and metals,resulting in poor water quality. 14 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 There is some active grazing along Ash Creek and bank erosion along both streams. The streams have been channelized with little, if any, natural meander remaining. Many untreated stormwater outfalls empty into the streams. On the positive side, the area includes a long, contiguous set of the wetlands,resulting in excellent hydrology sources. Also,mitigation is already occurring. Mark emphasized that the federal Endangered Species Act requires that future development not degrade further water quality or riparian habitat within these watersheds. This requires two major levels of regulatory review, as the issues are intertwined. Participants were asked to study the field results(on the display maps) and recommend any changes or additions to the findings on wetlands and fisheries. He also asked the group to list additional factors that should be taken into consideration in the further development of the Washington Square Regional Center Implementation Plan. Does the regulatory review include other wildlife in the wetlands like the Blue Heron, ducks, etc.? Not likely. The overriding goals of both regulatory statutes are to see no further degradation of the habit quality for listed threatened or endangered species. Only threatened or endangered species and their habitats would be considered in the regulatory review. The purpose of the Endangered Species Act is recovery. Any developer will have to do significant improvements to these corridors before the development will be approved. The overall goal is no net loss of wetlands. If, for example, a developer were to fill even one-half acre of wetlands he or she would have to either create at least 1.5 acres of wetland or improve three to four areas of existing wetland. Improvements to wetlands can further enhance wildlife habitat and quality of life. Will the mitigation be a balanced cut and fill? Each mitigation project is looked at individually, so I can't answer that question specifically. I believe the Washington Square Regional Center Implementation Plan will highly impact the area. I believe that this development will degrade the area further. How can that be prevented? The regulatory review process I just described can prevent it. I can assure you that neither the Oregon Division of State Lands, the Army Corps of Engineers, nor the National Marine Fisheries Service will approve a development unless they are confident that any project resulting from the Washington Square Regional Center Implementation Plan will not degrade this habitat. How can we insure that the mitigation will be meaningful? Regulation is great but putting it into practice may be hard. Also, Measure 7 may negate the impact of mitigation. The only true 15 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 protection is acquisition. Why hasn't there been more discussion in the plan regarding acquisition? If the land is upzoned, it falsely increases its value, making acquisition harder. I encourage you to make these comments known to the Task Force. If there is mitigation, does it have to be within the area affected or could it be accomplished somewhere else? The preferred hierarchy for mitigation is first, on site; second, adjacent to the site (within the immediate watershed); or, if that is not possible, somewhere in the entire watershed. This area floods quite a bit. Further development in this area will degrade the wetlands. Have you walked this area? There really is no place to put either stormwater structures or huge buildings. I looked mostly at the area's current natural resources along Fanno and Ash Creeks. The review of any application will analyze the conditions and acceptability of development. Did you look at soil samples? Yes,we did. The soil exhibits hydric conditions. Aren't these soils traditionally slow-draining? They are,by definition,poorly drained soil types. If the Washington Square Regional Center Implementation Plan is initiated and huge floods result, is the City of Tigard liable? That is a good question, but I don't know the answer. I would refer you to Nadine Smith, City of Tigard planner. A discussion followed on possible buyers to acquire land in the wetlands. Mark Hynson commented that sometimes the possibility of mitigation can increase property values. Second Work Session 16 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 What kind of controls are there in the development process? There is a complex review process by federal agencies before they will grant permits allowing development to proceed. Mitigation will be required. Agencies currently require a 1.5:1.0 ratio of mitigation. In other words, if development would fill one-half acre of watershed, at least 1.5 acres of additional watershed would have to created in the same area or enhance three to four acres. I don't see any assessment that shows that the Washington Square Regional Center Implementation Plan can sustain the proposed level of zoning. We have assessed the current level of conditions and the current level of regulation. Basically, no one will be able to develop within a floodplain or wetland. Any action that would impair water quality in proximity to the riparian zone, the wetlands or within the floodplain will trigger an Endangered Species Act consultation by the National Marine Fisheries Service. This agency is becoming very stringent when looking at any development that affect water quality. The regulations weren't as stringent 15 years ago. Upstream conditions in Ash Creek are notably better than the area you are discussing. Therefore, in order to restore connectivity, it is important to restore this in the middle and the end. I am concerned that there are no recommendations in your report as to buffer width, zoning levels, and variance limitations. I think more specific recommendations are needed in your report. Many zoning and variance limitations are land use planning requirements. Development along Ash Creek and Fanno Creek would be subject to wetlands and Endangered Species Ace regulations. The ultimate goal of the Endangered Species Act is recovery of the listed species. Anything that would be proposed in this area would have to go through stringent permit processes. The federal agencies are not going to allow anything to be approved that will further degrade the natural resources of the area. An ESA consultation would be automatically triggered. We haven't seen this happen in the last 20 years. It has only been since March 1999 that the fisheries resources in these watersheds have been designated as threatened by the federal ESA. I'd like to point out that there is a forested area along Highway 217 that is not indicated on your maps. Comment noted. It seems like there is still filling going on in some of these wetlands or floodplains. 17 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 If so, they may have been "grandfathered" in before the expiration of the Corps of Engineers Nationwide Permit No. 26 process and the strengthening of the mitigation requirements. The Nationwide Permit No. 26 was a very popular permit with developers since it allowed up to one acre of wetland fill for individual projects. For most major permit applications (greater than one acre),there are public comment periods for permits. 18 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 STORMWATER - Summary of Work Sessions The following summarizes the discussions held at each work session. Questions and comments from attendees are in italics. Consultant responses follow in regular print. - First Work Session Henry Young, a drainage and utility engineer from BRW, an engineering consulting firm,presented an update on the status of stormwater outfalls and mitigation in the Washington Square Regional Center Implementation Plan area, using a series of slides taken during field studies of the area. He noted that the federal Clean Air Act of 1972 and the 1997 United Sewerage Agency's Fanno Creek Watershed Management Plan are powerful mitigating forces for stormwater runoff and water quality efforts in the area. What area can be developed and what will be the result in terms of stormwater and potential flooding? The wetlands and floodplain will not be developed. The bigger question is how close to the wetlands can there be development. The stream has been channelized and it doesn't have the naturally meander it once did. Mitigation could help enhance the habitat. Development will increase drainage, but there are restrictions on the amount of discharge that can occur. They are based on calculations that compare pre-development to post-development output. The difference cannot increase the drainage. It may have to be contained. The new rules say that in developing a piece of property one cannot increase the amount of stormwater more than pre-development stormwater runoff.. It has to be mitigated or controlled in some way. The water can be contained in underground detention areas or ponds. It would then be metered for discharge usually in a longer duration. Won't those containers be rather large. Who will pay for them? The developers would have to pay for stormwater retention . There are two possibilities in terms of stormwater management: detention and retention . Detention is slowing the runoff down and releasing it at a certain rate. Retention is holding it onsite and letting it seep back into the ground. Increasing the conveyance capacity bywidening the culverts, and increasing streamchannel storage capacity are also possible. How will the Washington Square Regional Center Implementation Plan deal with the projected 19 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Draft 4/16/01 increase in stormwater predicted in Metro's 2040 plan? As development progresses, developers will have to comply with the rules that restrict increases in stormwater runoff. Are there any large stormwater drainage storage areas that actually work in Oregon? Yes, it's done all the time. But it is site specific and that's where engineering comes in to play. (Gave slide example of parking lot detention area). Our next step is to develop a stormwater management plan for the Washington Square Regional Center Implementation Plan. One key component is to be quite specific as to how properties in the immediate area manage their current stormwater runoff. Next, we will be look beyond the immediate area upstream to see where stormwater mitigation can be done by responsible regulatory agencies and local governments. Both issues must be addressed. Why isn't floodplain designated as a 'park" in the Washington Square Regional Center Implementation Plan? Because the city of Tigard doesn't own it. It is private property. There are layers of regulations that protect floodplains and establish holdbacks and setbacks no matter what the zoning is. Part of our recommendation might be to have this area donated as open space. - Second Work Session Can developers be forced to do mitigation they might not necessarily want to do? All new development must adhere to current stormwater discharge levels. It must be contained or detained and metered so that levels are not increased. Several questions followed regarding specific homeowners'properties and concerns about stormwater, wildlife, and flooding. The consultant requested that homeowners indicate on an aerial map their properties for further study 20 Washington Square Regional Center Implementation Plan Public Event, April 4, 2001 Summary Report Revised Draft 7/12/01 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report WELCOME/INTRODUCTIONS _ Elaine Cogan The purpose of this second public event of the Washington Square Regional Center Implementation Plan was to explain the charge of each TAS (parks and open space, natural resources, storm water, and transportation) as well as their findings and recommendations. The purpose also was to elicit from citizens any further concerns, with an emphasis on "fatal flaws", that should be considered as the Task Force makes its final recommendations to the Tigard City Council. Three work sessions were held in the event so that each topic was covered twice. The event was held at Metzger Park Hall on June 6, from 5 to 8 pm. Approximately 40 people attended. For the work sessions, the four topic areas listed above were consolidated into three discussion groups (Storm water/ Development, Transportation/ Environment, and Parks and Open Space) to present a more complete picture of the Plan and its interrelated components. Below are summaries of the combined work sessions. For each work session, the following summarizes the discussions. Questions and comments from participants are in italics. Consultant responses follow in regular print. STORM WATER/DEVELOPMENT Presenters: John S I encer and Henr Youn Henry Young, URS, made a presentation on the findings of the Storm water TAS, emphasizing the provisions for storm water management in the federal Clean Water Act and development regulations adopted by the City of Tigard. These regulations, as well as the Clean Water Act and the federal Endangered Species Act,help protect the natural resources in the Regional Center. He explained that the primary charges of the Storm water TAS were: Assess the storm water management needs for the Regional Center Plan and recommend an approach for storm water management. Develop a long-term funding strategy for storm water management. A major issue mentioned by a number of citizens who attended the presentation is the problem of existing and future flooding in the area. Why does no one seem to want to take responsibility for the annual flooding problems we homeowners in the 1 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 area face? Who's going to address the current problems of flooding before more development occurs and there will be even greater flooding from new development? There is a two-or-three-pronged solution. First of all, there are existing problems, as you have pointed out. The current flooding problems aren't coming from the Regional Center but from upland areas to the north because that's the way the drainage is flowing. Also,there are existing storm water facilities in the Regional Center itself that are not doing an adequate job of treating the water coming off impervious surfaces right into Fanno and Ash creeks. This,in turn, affects fish habitats. There are many existing problems that need to be fixed as well as several large-scale improvement projects that are part of the Washington Square Regional Center Implementation Plan. One has been funded and several have not. Some have been identified to fix existing storm water problems and some are to anticipate impacts from new development. One recommendation we are working on is to seek out funding sources for these projects. They will vary for the existing and the future storm water runoff. Many problems require "little" fixes rather than one sweeping solution. The funding source that makes the most sense to us currently is the creation of a Local Improvement District that can assess property to pay for improvements that directly benefit that property. Also, there are development fees currently being collected from new development related to storm water and water quality. There is no specificity on where these fees are spent. One of our recommendations to local jurisdictions is to spend the development fees collected in the Regional Center on Regional Center improvements,including storm water management. I keep calling Washington County and getting no response. We (Metzger residents) seem to have no recourse, no one to call. Three jurisdictions have responsibilities in this area, and that is a problem. One of the bigger issues is that the Regional Center will create approximately 8,000 new jobs_almost double what exists now. In 20 years, the population of the area will double. This is a center of employment and population that is bigger than downtown areas in almost 90 percent of the cities and towns in Oregon. The problem is that the carrying capacity of this land is not appropriate for high-density development. It's wet, it's marshy, it's a flood plain_a disaster waiting to happen. The City of Tigard,Metro,and major property owners need to start thinking about this region as though it is, in fact, a Regional Center. But, we citizens are stakeholders, too. Next, John Spencer made a presentation on the proposed development goals for the Regional Center. The draft Plan focuses in large part on re-zoning issues, trying to determine if density levels will work, protect 2 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 wetlands, etc. He showed citizens an outline of the primary federal and local statutes and laws protecting and enhancing natural resources from the affects of development. One of the significant findings from studies,he said,is the need to change various points on existing planning maps to more accurately reflect the natural resource areas in the region. Any future development that affects the flood plain area and the creeks (in terms of fisheries or wetland health) would trigger one or all of the statutes. He emphasized that this mechanism is completely independent of any particular existing or future zoning. We've heard you say this before, but if it's true that these regulations would be triggered, then how could development take place? If there is a proposal that critically impacts water quality or another habitat issue as you suggest then it probably will not be built, or significant mitigation measures would be required as a condition of approval. These regulations that are now in force are fairly new, within the last five years. Most of the development within the Regional Center was built before these standards were adopted. Well, it seems to us that if you have enough money you can get anything built. We don't want 100 units in an area where waterfowl live. There really is no way around the Endangered Species Act when you have a federal activity. There are a number of federal and local environmental regulations that would be triggered by projects that would impact natural resources. This applies to any development project, no matter what the zoning is. In addition to the federal and state regulations,the city of Tigard has two environmental standards in its zoning code. The first is the Water Resources Overlay District. This applies to wetlands and waterways, including Ash Creek and Fanno Creek. It limits development in those areas and establishes a riparian setback 50 feet from the edge of wetlands or waterways. This is basically a"no development" zone. Beaverton's setback is comparable. USA has established a 50-foot setback,while Tigard's is more restrictive. The other standard is the Sensitive Lands Area. This applies to areas adjacent to or within the 100-year flood plain. In summary, national and local regulations govern what kind of development can occur in affected areas, regardless of the zoning. In addition, Metro will soon publish Goal 5 of the Title 3 program for fish and wildlife; they will require local jurisdictions to be in compliance with Metro environmental standards. It is sometimes difficult to regulate when projects are private. It is much easier when the Endangered Species Act or another federal regulation is affected. In the Washington Square Regional Center Implementation Plan, there are several proposed transportation improvements which would initiate federal 3 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 permitting. Biological assessments will have to be performed to show that the project in question will have no net detrimental impact on existing species. To clarify something about zoning, (consultant's) maps have color on them, which may seem to indicate zoning over wetlands. That is not the case and never has been. How many people are you planning for as an increase in population in the Regional Center area? The area now has approximately 4,000 residents. Our estimates project approximately 1,300 new dwelling units. Where will all these people find services such as grocery stores? Part of the proposed zoning for Hall Boulevard would allow for housing and commercial or mixed use to serve that increased population. John Spencer then discussed proposed and existing zoning with the use of two maps: one indicating existing zoning and the other,proposed zoning for the Regional Center. The proposed zoning is a result of planning efforts for the Regional Center. The City of Tigard has adopted the zoning but has not yet enacted it, pending the outcome of this study and recommendations of the Task Force. The City of Beaverton and Washington County also were involved. Tigard has the statutory responsibility for enforcing the Regional Center Plan. The new zoning would change from single use districts to mixed use zoning districts. According to John, this would help create a vibrant center which would support a number of uses and activities. Some single use zoning districts would remain. It seems like the traffic would really get worse if mixed use was adopted. We have developed a set of transportation improvements to deal with the increases. I'm still worried about the increased flooding that might occur from development. Many of us have had to put sump pumps under our houses to deal with the annual flooding. The city of Tigard has adopted a "no-rise" policy to prevent new development from creating any increase in flooding tables. The flooding you are experiencing now is not going to be caused by development in the Regional Center; rather, it comes from upstream. We believe that the storm water and environmental regulations we have been discussing are adequate to address and avoid new flooding problems. There need to be improvements to the existing storm water systems so that the flooding you mentioned will be addressed. Funding for these improvements is part of our recommendations. When did you do your studies? Were they done in a wet year or in a dry year? 4 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 The 100-year flood plain is a set of hydraulic calculations. Bear in mind that a 100-year flood could, theoretically, occur every year_or, conversely have as little as 11100th of a chance of occurring in any particular year. John distributed a list of seven recommendations, "The Natural Resources Regulations and Development Practices Report" for the Washington Square Regional Center Implementation Plan. He said, in summary, that the consultants believe that existing federal, state, and local regulations are adequate to protect identified natural resource areas in the Regional Center. Secondly, these regulations, and any new regulations protecting natural resources will take precedence over any local zoning designations, existing or proposed. Third,the proposed zoning designations adjacent to resource areas do not threaten natural resource values or potentially cause environmental impacts any more than existing or less intensive zoning. One recommendation is to "reduce minimum standards for development density if required to mitigate potential impacts." Another calls for the development of a wetland and open space enhancement and mitigation program for the lower Ash Creek corridor from Fanno Creek to Hall Boulevard. The plan would be multi jurisdictional. Funding scenarios are listed, including a Local Improvement District and an Urban Renewal District, as well as seeking monies from the Metro Greenspaces Program . A "mitigation bank" could be created to disperse funds to sites within the Regional Center that integrate with the open space recommendations and transportation improvements. Additionally, there are natural resource-friendly construction and development techniques that developers could implement in their projects. There also is a recommendation to created a natural resources mitigation handbook that describes and illustrates the best management and construction practices. Can the LID be multi jurisdictional? I'm not sure. It may require an intergovernmental agreement or some other arrangement. TRANSPORTATION/ENVIRONMENT Presenters: Beth Wemple and Mark Ilynson Beth Wemple,Kittelson&Associates,presented the transportation portion of the Regional Center plan and Mark Hynson, Mason, Bruce & Girard, discussed the results of the natural resources analysis of the transportation alternatives. Beth described the transportation projects in the Regional Center Plan that were reviewed by the TAS, focusing on the top priorities of the Task Force from the previous study. On the whole,the highest priorities are more multi-modal and local connections throughout the Regional Center, as well as establishing a hierarchy for the transportation system— that is putting regional trips back on regional streets and putting local trips on local streets. A TAS recommendation that improving Hwy 217 is a major priority has been affirmed by the Task Force and forwarded to Metro, which is in the process of developing its list of 5 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 transportation corridor priorities. Priority 1: North Mall to Nimbus Connection There are two options proposed to connect Washington Square Mall with the Nimbus Business Center. The first includes a bridge, possibly one that is for pedestrians only, from the Mall over Scholls Ferry Road, Highway 217, the railroad tracks and then connecting back to Nimbus Avenue. The second option would include a new intersection with Scholls Ferry Road and then a bridge to Nimbus Avenue. However,the new intersection with Scholls Ferry Road also involves relocating the existing Scholls Ferry ramp, which would make the traffic more confusing and add traffic to Scholls Ferry Road. Mark explained the environmental impacts of both options. Most vegetation impacts are to landscaping along parking areas and the roadways. In some places, the roadway would be elevated,requiring clearing of existing landscape vegetation. There would be minimal impacts to wetlands near the railroad tracks, which may be filled if the bridge piers are located there. In addition, Option 2 includes impacts to a wetland between the Progress park and ride and Hwy 217. These wetlands are located in a low point along Hwy 217, they store some storm drainage and several regulatory agencies would probably get involved in the permitting process. Any impacts would be scrutinized by the affected agencies and mitigation is likely. Is groundwater contamination in the scope of this study? No, we focused on our charge which was to study the principle concerns (wetlands, fisheries resources and vegetation) within the scope of transportation. If the planned alternatives are actually built, many other impacts will be included in an environmental impact analysis. Forrest Soth, Task Force member and Beaverton City Councilor, added that groundwater contamination from a neighboring property is constantly monitored and anything that has inserted itself into the acquifer has been cleaned up and has not spread. Isn't commuter rail a part of this plan? Yes, the commuter rail will run along the existing railroad tracks, with the station intended to be between Scholls Ferry Road and Hall Blvd.,where it could easily connect to the Mall. If all four sides of the wetland next to the park and ride are concrete, how to you just filling it? There will be no drainage. While there will be a loss in vegetation at this location, this option would likely result in a net increase in vegetation along Hwy 217. This wetland, created by construction of the park and ride, has little functionality or value other than to absorb storm water. There are hundreds of springs throughout the area. The area has always been marshy and was not created 6 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 as a result of construction. Correct,but our observations indicate that the construction of either Hwy 217 or the Progress park and ride created the wetland that is there now. Which option requires the elimination of apartments? What would be the process? Option 1 would affect the apartments. We would offer property owners fair market value for the property. If they don't want to sell, we would find an alternate route with a willing seller. This option currently appears more feasible than Option 2. What is the main difference between the two options? The interface with Scholls Ferry Road. Intersecting with Scholls Ferry requires relocating the Scholls Ferry Road off-ramp to Highway 217.. It is notable that Option 1 could also be built on the Option 2 alignment. This will be finalized as project design proceeds.. We want to provide the City with options. What is the significance of this project? To provide a local connection to allow commuters an alternative to Hall Blvd. Many employees travel from the Nimbus Business area to the Mall for lunch or shopping. This project is meant to reduce lunchtime and after-work traffic. Throughout this planning process, we have tried to take local trips off regional facilities, to improve the quality of the regional facilities. Priority 2: Nimbus-Greenburg Connection Nimbus Avenue is extended to Greenburg Road, coordinating with Beaverton's plans to connect to Denny Road. This roadway addresses the need for more connections in the area. We looked at options to cross over the railroad and found that it is feasible but would result in the removal of an industrial building. Will there be room for development along this road? No,there would be no development;the road would be like a parkway. In regard to the environmental impacts, there is a slight modification to soften the sharp S curve in Nimbus, which may cause it to touch the edge of wetland and we conservatively determined there would be impacts to a floodplain and wetland. The alignment took advantage of what existing fill there is on the shoulder of the road,minimizing the impacts. About one-half an acre of woodland would be disturbed. This is where the biggest vegetation impacts are likely to occur. A vacant field exists at another portion of the route,with wetland off to the west side of the alignment. The alignment of the roadway would be elevated. This is where the route will cross over the 7 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 railroad tracks. Existing commercial development, including a shipping facility and associated parking, will likely have to be removed. There are both impacts and opportunities for mitigation along Ash and Fanno Creeks. We are looking at removing impervious surfaces in the area and restoring it with input from various agencies. We are also looking at impacts of the shading of the bridge on Ash Creek. Are you looking at restoring Ash Creek to a meandering design? The proposed bridge crossing creates opportunities for removal of existing commercial development which would establish a natural meander to the creek. What would this road(the Nimbus-Greenburg connection) be comparable to? It would be a four-lane, 35 mph road with limited access, similar to a parkway. Why would you straighten the curve of Nimbus where it connects with Hall Blvd? From a traffic perspective, curves don't allow traffic to flow easily because drivers are unable to travel the speed limit. I understood the Regional Center Plan is trying to encourage walking but these added connections and facilitation of higher speeds conflict with encouragement of walking. This is a comprehensive system plan that tries to balance the needs of all modes of travel and includes auto, pedestrian,bicycle and transit projects. We want to improve connections throughout the Regional Center for all modes. Priority 3: South Mall to Nimbus Connection This project is a Locust Street connection from Greenburg through the Mall, over Hwy 217, to Nimbus Avenue. It includes a proposed two-lane bridge. Impacts would include removing the Barnes and Noble store. A portion of Nimbus would have to be raised, resulting in inconvenience for motorists during construction. There are various options for connecting to the Mall. From a transportation standpoint, the Locust Street extension is good because it is a four-legged intersection, a preferred style for traffic flow. However, it would have community impacts that could result from potential cut-through traffic, especially if Hwy 217 is not improved. We would need to look at how to manage that cut-through potential. What is the intent of this project? The intent is to connect between a local road and a regional street, helping local trips access the regional system. 8 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 Making a straight route on Locust Street will put traffic right through Metzger. If Hwy 217 is improved,the need or attractiveness of the cut-through route decreases. Any time traffic problems or construction impede the flow on Hwy 217,people will use this as a cut-through route. The alternative would be to make a route that preserves the neighborhood and provides for more collector level connections. We will have to balance these needs as the project proceeds. This would affect the safety of children attending the nearby school. Therefore this should not be an option. It is a collector road;we are improving access to the regional system. An alternative could be further south—this would have less impacts. What if there is no direct access to the Mall? We can report to the Task Force that a better solution would be to not cut through on Locust Street. Most of the environment along this route is urban, except for landscaped vegetation which would probably be removed. Behind Staples, before the railroad track, is a depression or basin functioning as a wetland where a bridge pier is likely to be built; in that case,permits and regulatory agency mitigation is likely. The overpass would require the removal of the Staples sign and clearing of landscaping vegetation. Next to the railroad track is a utility line and a linear wetland feature that would be impacted. Priority 4: Lincoln Street Extension This project involves the extension of Lincoln Street between Locust and Oak Streets. Lincoln is a paved street that extends to a vacant lot, where there is existing herbaceous and shrub vegetation. There are no wetland impacts or direct encroachments to Ash Creek. There may be minimal fisheries impacts that would need consultation with agencies,partly because impervious surfaces are increased. The road parallels school property. How wide will it be? It will be two lanes. There needs to be a large sound barrier along the back of the school. What is the purpose of this extension? To create more local traffic connections and provide another way to get around the Regional Center. 9 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 What is there in the way of vegetation? Most of the vegetation is grass and small shrubs. There would be some clearing of some existing vegetation on the vacant lot and adjacent landscaped roadsides. About six to eight trees along existing property lines or roadways may be removed. A wooded lot just east of the alignment would not be impacted. Local developers have expressed interest in this area in the past. I suggest we purchase the entire lot. Mitigation often fails more than it succeeds. Natural soils have taken hundreds of years to form. Other mitigation projects have failed because the City did not seem to respond to concerns. All the wildlife went away. There used to be a flourishing wetland floodplain. What are we thinking technology will accomplish? The agencies are trying to address failed mitigations and have significantly changed regulations in the past five years. There has been much improvement in the science of mitigation. Agencies now require three to ten years of post-construction monitoring. Monitoring is nothing more than keeping track of what happens. Work is done even if mitigation is failing. For overall approval, you need a mitigation plan approved by agencies that includes a contingency plan to address failures. As a result,plans are much more detailed and comprehensive than they used to be. Priority 5:Hall Blvd. This priority is to keep Hall Blvd at three lanes for now,recognizing in the future it may be widened to five lanes if the improvements do not succeed. The idea is to allow the City to acquire right-of-way to make the width available. Since the beginning of this process, many people have suggested that Hall Blvd. should remain a three-lane road. Five lanes is not a recommendation,but the Task Force recognizes the road may be five lanes in the future. Widening Hall Blvd. would impact Ash Creek and Ash Brook, with our principal concerns at the two crossings. Agencies would want to see improvements to the existing bridge culvert over the creek to improve fish habitat. There would be impacts to riparian vegetation that would be under considerable scrutiny by the regulatory agencies. There is a demand for fresh, clean water. Where will it come from? Upon design of these projects, detailed environmental impact analysis will be needed, were interdependent 10 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 impacts(such as water supply)will be addressed. We feel that no one listens or cares about what we say and will do what they want. The Council and staff are always changing. It is cheaper than improving Hwy 217; Councilors want five lanes funded now. If the recommendations say five lanes is a possibility, it will happen. We should find another way to relieve traffic. Hall Blvd. is not just any road. Widening it will divide Metzger. It will impact the school, elderly residents and bicyclists. People want this area to retain its quality of life. If Hall Blvd is widened,people will drive where they could have walked before. To accommodate more cars is absurd. The low lands and fossil fuel emissions are contributing to air quality problems. We need to encourage better transit service to the area. This area will be shunned by many people living here if we accommodate more traffic, especially in residential areas. When are these alternatives planned to be implemented? Many of the pedestrian and bicycle improvements will be in the next five years. The others will likely be in ten or more years. Do you have a cost for any of the plans? Preliminarily, the Nimbus extension is estimated at $38 million, including right-of-way acquisition and construction of the structure over the tracks. The Mall to Nimbus connection is estimated at$26 million. Parks&Open Space Presenter: Lloyd Lindley,ASLA Lloyd Lindley,ASLA,began the session by talking about the planning process for Parks and Open Space in the Regional Center, which has been under development for the past two years. It includes recommendations for acquisitions and development, implementation strategy, and analysis of funding opportunities. He said the Parks &Open Space TAS had met in four intensive sessions with the following charges: 1) To confirm the parks and open space needs for the Regional Center Plan and a recommended approach for identifying, acquiring, improving and maintaining parks and open space in the area and; 2)Develop a long- term funding strategy for parks/open space. Lloyd pointed out that the recommendations call for the acquisition of a number of acres of land for open space,parks and recreational uses as well as the enhancement and development of a Greenbelt of 500 acres surrounding the Regional Center. Key to the recommendation is the type of uses and land that can support intended usage for a growing population. The Parks & Open Space TAS used certain criteria to establish 11 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 their recommendations including Metro's standards, city of Tigard's parks and recreation master plan as well as the master plan for the Tualatin Parks & Recreation District. They created a series of 1/2-mile circles where open space/parks existed or were needed. Are you saying that a "walking path"constitutes a park? No. If we are to implement over time the Greenbelt system we would have anywhere from 20 to 50 acres (exclusive of the 12 acres previously identified by the Washington Square Regional Center Implementation Plan). Some of the areas being considered include a trail system. We have identified the range of usage depending on the number of acres acquired. Are you including the golf course and the cemetery in your calculations of open space. No,they are not included in the calculations for additional park space. However,they are considered as part of the overall parks and open space system. You say that the first step is to develop a master plan that specifies just how the parks and open spaces will be developed and implemented. How much input will I as an individual have in the plan? It will be a public involvement process and multi jurisdictional. Lloyd said that other cities have partnered with their school districts to form neighborhood parks but residents of the Regional Center saw problems with this and were concerned about preservation of the schools and therefore do not want the Regional Center Plan to recommend the area schools be designated as parks. He revised the plan to instead recommend improvements to existing facilities and has created a budget and identified money for these improvements. Are the school grounds still planned for use as parks? They are used as parks today,particularly for school activities, as part of school policy and according to the City's master plan. At the first public event,on April 4,people made comments on the plan and on a list of uses. The public has told us that active uses, such as tennis and basketball,are important. People do not want equestrian activities so we have removed them from the plan. We need more basketball and soccer. The more activities for youth the better, to keep them out of trouble. Lloyd used slides to explain the Greenbelt concept of the Regional Center Plan. He began by explaining how parks have changed over time as growth has occurred. He said the western U.S. is relatively young and therefore has a tremendous future,which makes this planning especially important. 12 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 He began describing the loop at Metzger Park, which is not in the Regional Center but is included in the parks and open space system. Lands adjacent to Washington Square Mall would be designated as urban parks or plazas, similar to Pioneer Square in downtown Portland,which is more of a formal,rather than natural, development. A public square already exists inside the Mall, under the food court and currently empties into a parking lot. We suggest a plaza in place of that parking lot and another one that is maybe more of an urban park with a lawn and trees. The urban park could have performance spaces for special events, similar to the Park Blocks in downtown Portland, which, combined with Pioneer Square, acts as a living room for the city that helps bring the community together. Another option is a private park, such as the old Carousel Courtyard in the Lloyd District of Portland,which has a lawn and a small stage,with events such as lunchtime concerts in the summer. It is a place where the neighborhood comes together. That sounds good but what would you do with the Mall parking? The Mall will likely build parking structures. In the past, nobody would build parking structures, but they are driven by land value,which is increasing. Continuing with the Greenbelt description,Lloyd said there are already trails at Metzger Park, there is room for more bicycle/pedestrian paths and a possible fall-back would be on Hall Blvd. Would there be space on each side of the creek? There is room on each bank. If not, we may use 88th Street or Hall Blvd. The idea is for a pedestrian connection all around the Regional Center. I have noticed that buildings are built right up to Fanno Creek. Can you stop this kind of development? Many lands are already zoned and owned. Our task is to purchase and preserve the lands designated for the greenbelt. In the past,people could get those permits. Now the standards are much higher. On Hwy 217, Hall Blvd and Oak St. we can get up to 20 acres of park land. We are looking at pedestrian and bicycle paths over the sewer. We are trying to acquire as much land as possible and preserve it. Wont'the apartments in that area be affected? We looked at private plans for that area and found that many developers have interesting plans and are being sensitive to our projects,which they see as assets. The connection continues to Hwy 217; where along the edges is the potential for development with a set 13 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 back with landscaped,porous pavements. There may be private development such as cafes. Play areas are good for families, as is basketball and tennis. Most of this area would include a pedestrian walk. There are some right-of-way requirements. Some property has been purchased for right-of-way. There are opportunities to improve the Ash Creek corridor and expand the creek. Looking at Ash Creek,there is an existing trail and linear park along Fanno Creek. There is opportunity for a naturalistic riparian edge. Here there could be an arboretum for tree species and more playgrounds and basketball courts. The soft surfaces absorb storm water. The next connection is across Scholls Ferry Road to the Red Tail Golf Course, around which Portland Parks and Recreation says it will consider a trail system, similar to Glendoveer in northeast Portland. There are underdeveloped properties along Hall Blvd that we are looking to acquire. If this is not possible we could widen the sidewalk,going back to Metzger Park and completing the circle. We are looking at a pedestrian/bicycle connection along Hwy 217. Connectivity throughout the Regional Center is an important aspect of this plan. The plan includes a people mover between Scholls Ferry Road and Hall Blvd,with a station. The parks and open space system has many aspirations, such as for orientation, education, work and play. There could be interpretive trails and a nature center to educate people about nature and the environment. Fish is another aspect and while they don't exist in the streams now, with this plan we could have them in the future. An arboretum,maybe a water arboretum, could be included with a nature center. There could be a formal garden, either civic or cultural, that could enrich the quality of life. Maybe someday the area can have rich,forested urban areas. Such an area lends itself to crime. The key is management and foresight. If urban spaces are activated and populated they are self-policing. If they are left inaccessible and isolated, they can become prone to crime. With our plan, we are trying to activate spaces and provide connectivity. Putting activities, such as tennis courts, in little islands is a way to activate a space without much land dedication. This is an example of combining the natural environment with an active use. Other Comments The following questions were handed to consultants on notecards and are reprinted here verbatim. The questioner had to leave before the end of the meeting. Green space will be jeopardized by this development instead of enhanced. The TASes were a puppet string to the consultants'plans. We did not get information from other sources. 14 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report Revised Draft 7/12/01 Drop this ridiculous plan. The city of Tigard should not adopt this plan, it is not financially feasible. It is not in the best interest of Metzger or Tigard citizens. Why should our neighborhoods be destroyed? I do not want a community like Lloyd Center in my backyard_go elsewhere. Leave Hall Boulevard three lanes,not five. Ash Creek is not a ditch. It is a stream. Consultants stop saying this. Leave zoning the same. Don't ask the taxpayers to foot the bill. Leave high zoning away from the floodplain and the wetlands. Do not cut down trees on Oak Street. Do not extend Locust through Barnes&Noble Square. Do not put bridge across Highway 217. Existing housing will be jeopardized and imposed upon_who wants to look at a ten story complex from their back or front yard. 15 Washington Square Regional Center Implementation Plan Public Event,June 6, 2001 Summary Report IMPACT AND FEASIBILITY ANALYSIS TECHNICAL REPORT FOR NATURAL RESOURCES Washington Square Regional Center Study Area Prepared for: City of Tigard 13125 SW Hall Blvd. Tigard, Oregon 97223 and Spencer & Kupper 3533 NE 24th Avenue Portland, Oregon 97212 Prepared by: Mason, Bruce & Girard, Inc. 707 SW Washington Street, Suite 1300 Portland, Oregon 97205 May 16, 2001 Revised June 27, 2001 Project No. 1096 TABLE OF CONTENTS 1.0 INTRODUCTION 1 2.0 METHODS 1 2.1 General Data Collection and Analysis 1 2.2 Field Survey Procedures 3 2.2.1 Botanical/Vegetative Communities 3 2.2.2 Fisheries Resources 3 2.2.3 Wetlands 4 3.0 DESCRIPTION OF TRANSPORTATION ALTERNATIVES 4 3.1 North Mall to SW Nimbus Avenue Connector—Alternative (Option) 1 4 3.2 North Mall to SW Nimbus Avenue Connector—Alternative (Option) 2 4 3.3 SW Nimbus Avenue Extension 6 3.4 South Mall to SW Nimbus Ave. Connector 6 3.5 SW Locust Street Extension 6 3.6 SW Lincoln Street Extension 6 3.7 Widening of SW Hall Boulevard 7 4.0 PRELIMINARY ASSESSMENT OF IMPACTS 7 4.1 North Mall to SW Nimbus Avenue Connector—Alternative(Option) 1 7 4.1.1 General Alignment Conditions 7 4.1.2 Potential Impacts to Vegetation Communities 8 4.1.3 Potential Impacts to Fisheries Resources 8 4.1.4 Potential Impacts to Wetlands 8 4.1.5 Regulatory Permits 9 4.2 North Mall to SW Nimbus Avenue Connector—Alternative (Option) 2 9 4.2.1 General Alignment Conditions 9 4.2.2. Potential Impacts to Vegetation Communities 10 4.2.3 Potential Impacts to Fisheries Resources 11 4.2.4 Potential Impacts to Wetlands 11 4.2.5 Regulatory Permits 12 4.3 SW Nimbus Avenue Extension 12 4.3.1 General Alignment Conditions 12 4.3.2 Potential Impacts to Vegetation Communities 13 4.3.3 Potential Impacts to Fisheries Resources 14 4.3.4 Potential Impacts to Wetlands 14 4.3.5 Regulatory Permits 15 4.4 South Mall to SW Nimbus Avenue Connector 16 4.4.1 General Alignment Conditions 16 4.4.2 Potential Impacts to Vegetation Communities 17 4.4.3 Potential Impacts to Fisheries Resources 17 4.4.4 Potential Impacts to Wetlands 17 4.4.5 Regulatory Permits 17 4.5 SW Locust Street Extension 18 4.5.1 General Alignment Conditions 18 4.5.2 Potential Impacts to Vegetation Communities 19 4.5.3 Potential Impacts to Fisheries Resources 19 4.5.4 Potential Impacts to Wetlands 19 4.5.5 Regulatory Permits 19 4.6 SW Lincoln Street Extension 19 4.6.1 General Alignment Conditions 19 4.6.2 Potential Impacts to Vegetation Communities 20 4.6.3 Potential Impacts to Fisheries Resources 20 4.6.4 Potential Impacts to Wetlands 20 4.6.5 Regulatory Permits 20 4.7 Widening of SW Hall Boulevard 21 4.7.1 General Alignment Conditions 21 4.7.2 Potential Impacts to Vegetation Communities 22 4.7.3 Potential Impacts to Fisheries Resources 22 4.7.4 Potential Impacts to Wetlands 23 4.7.5 Regulatory Permits 23 5.0 SUMMARY AND CONCLUSIONS 24 6.0 REFERENCES 26 Appendix A—Common and Scientific Names for Plants and Animals Described in the Impact and Feasibility Analysis Technical Report for Natural Resources. ii List of Figures Figure 1. Study Area Location Map 2 Figure 2. Proposed Transportation Alternatives. 5 List of Tables Table 5.1 Summary Comparison of Potential Impacts for the Proposed Transportation Alternatives 25 iii 1.0 INTRODUCTION The purpose of this Impact and Feasibility Analysis Technical Report is to provide a preliminary assessment of the impacts to existing natural resources within the Washington Square Regional Center Study Area as a result of implementing various transportation improvement alternatives. Up to seven transportation improvement alternatives or options were considered for this study. All of the proposed transportation improvement projects would occur within the Washington Square Regional Center Study Area located within the Cities of Beaverton and Tigard and Unincorporated Washington County, Oregon (Figure 1). This preliminary assessment focuses on potential impacts to vegetation communities, wetlands and fisheries. The location and extent of these resources within the study area were documented within a Natural Resources Assessment Report prepared by Mason, Bruce and Girard, Inc. (MB&G) in March 2001 (MB&G 2001). This Impact and Feasibility Analysis was based upon a review of the conceptual drawings for the proposed transportation improvement alternatives prepared by the URS Corporation (URS 2001) and a supplemental field investigation of existing conditions within the proposed alignment for each alternative or option. The following sections of this report present a discussion of the methods used to assess the potential impacts from each of the transportation improvement alternatives under consideration. This is followed by a brief description of each transportation improvement alternative and the potential impacts to vegetation communities, wetlands, and fisheries associated with each alternative. Scientific names for all plant and animal species presented in this report are presented in Appendix A. 2.0 METHODS The methods used to assess potential impacts to existing biological resources within each alternative alignment involved both office data collection and analysis of existing data supplemented by field surveys of each alternative alignment. A description of these methods follows: 2.1 General Data Collection and Analysis General data collection and analysis procedures consisted of a review of readily available maps, aerial photographs, and natural resource publications. Conceptual maps showing the proposed alignment of each transportation alternative were prepared by the URS Corporation and presented to MB&G for review (URS 2001). Each of the maps contained the proposed route of the transportation alternative superimposed over recent aerial photography of the study area. The maps clearly identified the endpoints of each alternative, as well at the principal roads and major commercial developments along each alternative route. Other existing maps and publications were also reviewed for this analysis including the Natural Resources Assessment Impact and Feasibility Analysis Technical Report for Natural Resources 1 Washington Square Regional Center Study Area lia %1111111 ': I I ■..■.■■1•■.■1111■■MUMS■W �11��_�� ■i& • ■.■■.■ � R �■ L 1 I T I I I1 I min � gta■.■��"1111 1111■� �� ■■�■�me�� ■.1111 ww I''' ■. e■e.■�■■■■'1■.�.■■II . d off■. ■ ■■■■-� .. "'1■'■ P :�i �i a:. .1111.....■■■:nm.meesa,4. �♦ �..■. 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These field studies were conducted in January 2001 and the methods for the field surveys were documented in the Natural Resources Assessment Report (MB&G 2001). For the purposes of this Impact and Feasibility Report, supplemental field studies were conducted by MB&G biologists in May 2001 to assess biological resources within the alignment of each transportation alternative under consideration. The field studies focused on an examination of existing vegetation communities, wetlands, and fisheries resources. The methodology employed for the supplemental field studies was the same as that used during the preparation of the Natural Resources Assessment Report (MB&G 2001). A brief description of methods used in the supplemental field studies is provided in the following sections: 2.2.1 Botanical/Vegetative Communities The supplemental field survey procedures focused on confirming the limits of each vegetation community identified during the initial January 2001 surveys and on identifying general plant species composition within each alternative alignment. The principal survey method employed to map vegetation communities involved a drive-through reconnaissance of urban and residential areas and traversing, on foot, sections of the alignments that traverse undeveloped ground. 2.2.2 Fisheries Resources Field studies for assessing fisheries habitat within each of the alternative alignments were conducted in accordance with ODFW visual assessment techniques and the fish biologist's best professional judgement. Fish and invertebrate sampling was not conducted. During the field studies, a qualitative and quantitative assessment of the fisheries resource elements was conducted at each proposed stream or creek crossing. The qualitative assessment for each stream centered on evaluating the presence of valued habitat elements such as spawning sites, riparian vegetation,bottom substrate condition, and the potential for large wood recruitment. The quantitative assessment of each stream focused on documenting general stream characteristics such as approximate depth, width, flow, pool frequency, and percent riparian cover. Available water quality data were obtained from existing publications and regulatory agency websites. Photographs were taken of all significant habitat elements in the vicinity of proposed impact areas to document existing conditions. Impact and Feasibility Analysis Technical Report for Natural Resources 3 Washington Square Regional Center Study Area 2.2.3 Wetlands A detailed wetland assessment for the entire Washington Square Regional Center study area was conducted by MB&G wetland ecologists during the development of the Natural Resources Assessment Report (MB&G 2001). Supplemental fieldwork was conducted in May 2001 to assess general wetland boundaries and conditions within the proposed alignment of each transportation alternative. The approximate location and extent of wetlands were determined using the criteria outlined in the US Army Corps of Engineers (COE) 1987 Wetland Delineation Manual (Manual) (Environmental Laboratory 1987). To be considered a jurisdictional wetland using the Manual, an area must meet specific criteria for wetland hydrology, hydric soils, and hydrophytic vegetation. The routine on-site determination methodology described in the Manual was used to assess the presence or absence of wetlands (COE 1991, COE 1992). General wetland boundaries were determined by noting distinct changes in soils, hydrology, and/or vegetation. 3.0 DESCRIPTION OF TRANSPORTATION ALTERNATIVES Figure 2 presents the location and general alignment of the transportation improvement alternatives under consideration for the Washington Square Regional Center. A brief description of each transportation improvement alternative is presented in the following sections: 3.1 North Mall to SW Nimbus Avenue Connector—Alternative (Option) 1 The Washington Square Regional Center Task Force has identified this alternative as the first priority for implementation in the Regional Center Area. This alternative would involve the construction of a bridge over Highway 217 connecting the Washington Square Mall with the Nimbus Business Center. The bridge would include bike lanes, sidewalks and facilities for transit (Kittleson & Associates, Inc. [KAI] 2001). This alternative has two options or sub-alternatives. Alternative (Option) 1 would include a bridge from the Washington Square Mall extending over Scholls Ferry Road, Highway 217 and the Union Pacific Railroad (UPRR) right-of-way and then connecting back to Nimbus Avenue. The connection to Nimbus Avenue would have two options — either a north connecting ramp or a south connecting ramp to Nimbus Avenue. The north connecting ramp would include a new intersection with SW Nimbus Avenue and a new connection with SW Gemini Drive through an existing commercial development(URS 2001). 3.2 North Mall to SW Nimbus Avenue Connector—Alternative (Option) 2 Alternative (Option) 2 would include a new intersection with Scholls Ferry Road, a bridge over Highway 217 and the UPRR right-of-way and then a connection back to Nimbus Avenue (KAI 2001). The connection from the bridge to Nimbus Avenue would include a retained roadway ramp through the Nimbus Business Center (URS 2001). This option requires re-aligning the existing northbound Highway 217 to Scholls Ferry Road off-ramp. The existing off-ramp would Impact and Feasibility Analysis Technical Report for Natural Resources 4 Washington Square Regional Center Study Area ..:.11_1 .. _......_ ___ eJ f 1• ;\ Ci- i •4t- , ---r I ) , 1 , .x: .„.. -1A -,, = _ ...., ..) 4 /' A 1-------) r , I . -. ._,. 1 ri0 2 1 -} ' Cc5r% \ I \ , \ 3,14. ... NORTH. ,-. > --"' MALL TO NIMBUS ---- 4r rt^ \ , OVERGROWINGt- 1 1 / .2. 7 w ""j (-. / / ,^e < ..I‘ , W i c i -_-_ /4 , WASHINGTON i, - / CN. SQUARE 4 n I SW bCf10:R St 1 fc MALL/ (.." ,- ...... ' SGNOLLS FERRY' -", t' • 1 .Z-: w ROAD .c 4-3 n .6.td . WC'012" , SW,JANCA1,4 ST alie ,,-- • A c- , , 0..... -...•, %,:,,,,,,, ... ... ,yi — 1 - -...77-: 4- 5W'EMUS r ) ...... iF ), ,j' ..• 7-- ' J 4w- , 4 Sli,1 OAK ST , SW OAK S r c, -4-- - IPINF r-,T 41\ f r Ilkik. 4, _ ___ NIMBUS GREEM3URG 6 , , A Ce i Cit, / --4.- CONNECTION i '.. - - - - ,ckk- - - ti-, SW SPRUCE ST ....I ' Cri \ CO — '0 I 110, '''' -3. '...; ,, r r 1 4 r 1 4 .,;. ?,... c 9, SOUTH. ' 7 's, A , c" " X --t, MALL TO IAMBUS " :Y. 'f,),-. ..2 OVERCROSSAIG ' '' <''• , ' 2'7 ,.r I _.\ 1 • s (City of Tigard ' s Geographic Information Syste4 Figure 2. Washington Square Regional Center L.L.1,3t, F.1 ... raw n,atirati Proposed Transportation Alternatives —. —...attAtt9C E at/Piioa aCtoPaav C I t!t.of T lizard (not to scale) 1 125 SW Hall Blvd -Ns map was Eeived from sew.daWaxcas Tigard,OR 97223 (503)639-4171 Community Development Plot date May 9,2001 be abandoned and a new off-ramp would be constructed further north and extend through the western portion of the existing Progress Park-N-Ride. Existing intersections would be removed on SW Scholls Ferry Road and replaced with a new at-grade signalized intersection(URS 2001). 3.3 SW Nimbus Avenue Extension The Washington Square Regional Center Task Force has identified this alternative as the second priority for implementation in the Regional Center Area. This alternative calls for an extension of SW Nimbus Avenue to meeting SW Greenburg Road as a 5-lane roadway. It would include bike lanes and sidewalks, but no on-street parking (KAI 2001). From SW Scholls Ferry Road, the existing alignment for SW Nimbus Avenue would be modified to minimize curves (URS 2001). This alternative would extend through the Scholls Business Center and roughly parallel the UPRR right-of-way to a new bridge structure that would carry the roadway over the UPRR right-of-way and Ash Creek for a new connection with SW Greenburg Road. Re-alignment of SW Greenburg Road and the construction of a new bridge crossing for SW Greenburg Road are included in this alternative(URS 2001). 3.4 South Mall to SW Nimbus Ave. Connector The Washington Square Regional Center Task Force has identified this alternative as a third priority for implementation in the Regional Center Area. This alternative calls for the construction of a new bridge from SW Locust St./Greenburg Road at the southern end of the Washington Square Mall over Highway 217 and terminating at the extended SW Nimbus Avenue south of Scholls Ferry Road (KAI 2001). The approach to the extended SW Nimbus Avenue would be on retained fill. The existing alignment for SW Nimbus Avenue from SW Scholls Ferry Road would be modified to minimize curves (URS 2001). This facility would include bike lanes and sidewalks (KAI 2001). 3.5 SW Locust Street Extension This alternative calls for modifying and relocating SW Locust Street from SW Greenburg Road to the southwestern portion of Washington Square Mall. The relocation of SW Locust Street would extend through the existing Barnes and Noble bookstore and adjacent parking lot (URS 2001). The road modifications would include a 3-lane section with parking, bike lanes and sidewalks (KAI 2001). 3.6 SW Lincoln Street Extension The Washington Square Regional Center Task Force has identified this alternative as the fourth priority for implementation in the Regional Center Area. This alternative calls for extending SW Lincoln Street between SW Locust Street and SW Oak Street. The modifications to SW Lincoln Street would provide a 3-lane roadway section with parking, bike lanes and sidewalks (KAI 2001). Impact and Feasibility Analysis Technical Report for Natural Resources 6 Washington Square Regional Center Study Area 3.7 Widening of SW Hall Boulevard The Washington Square Regional Center Task Force has identified this alternative as the fifth priority for implementation in the Regional Center Area. This alternative calls for the possible widening of SW Hall Boulevard from 3-lanes to 5-lanes between SW Greenburg/SW Oleson Avenue and Highway 217. The proposal would initially provide a 3-lane section with bike lanes and sidewalks at the edge of a 5-lane section right-of-way. As appropriate, the City of Tigard or the Oregon Department of Transportation (ODOT) would acquire the right-of-way necessary for a five-lane section. Construction of the 5-lane section may occur at the time that it becomes necessary. This alternative would also provide a landscaped median with designated left turn pockets that also provide for improved pedestrian crossing opportunities (KAI 2001). 4.0 PRELIMINARY ASSESSMENT OF IMPACTS The following section provides a preliminary assessment of impacts to vegetative communities, fisheries resources and wetlands for each transportation alternative described in Section 3.0. For each alternative, a general description of site conditions is first presented followed by a preliminary analysis of impacts. A brief description of the principal regulatory permits that would be required for wetlands and fisheries for each alternative is also presented. 4.1 North Mall to SW Nimbus Avenue Connector—Alternative (Option) 1 4.1.1 General Alignment Conditions The majority of this alignment extends through developed urban areas associated with commercial developments north of Washington Square Mall, the Highway 217 right-of-way, and the commercial developments between SW Cascade Avenue and SW Nimbus Avenue. Approximately 70 to 75 percent of the alignment is covered by impervious surfaces in the form of roadways, parking lots and sidewalks. The majority of existing vegetation within the alignment consists of herbaceous groundcover within the maintained right-of-way for Highway 217. This groundcover consists of various native and non-native species including orchard grass, vetch, common dandelion, red clover, Queen Anne's lace and chicory. Landscaped or introduced vegetation exists along the edges of parking lots, sidewalks, roadways and the maintained shoulders of Highway 217. The vegetation is comprised of various shade and ornamental trees including red maple, plum, Oregon ash, Norway maple, and black oak. A narrow line of trees and shrubs extend along both sides of the UPRR right-of-way. The trees consist of Norway maple and Oregon ash while the shrub component consists of black hawthorn and Himalayan blackberry. Most of the trees are less than 7.6 m (25 ft) in height. Impact and Feasibility Analysis Technical Report for Natural Resources 7 Washington Square Regional Center Study Area A small linear wetland characterized by a narrow drainage ditch/swale extends along the west side of the UPRR right-of-way. This ditch/swale is approximately 1 to 1.5 m (3.2 to 5 ft) wide and collects runoff from the railroad and adjacent properties. Vegetation within and along the linear wetland consists of Scouler's willow, hardhack, soft rush, reed canarygrass and Himalayan blackberry. The linear wetlands drain south along the west side of the railroad tracks. This wetland was likely created during the construction of either the railroad or the adjacent commercial properties. The wetland functions solely as a drainage feature to convey stormwater runoff south along the railroad track. There are no other wetlands within the alternative alignment. No streams or creeks are located along the alignment. The far western terminus of this alignment is located approximately 320 m (1050 ft) from Fanno Creek and 61 m (200 ft) from Creekside Marsh. 4.1.2 Potential Impacts to Vegetation Communities Due to the largely urban nature of the alignment, construction of this alternative would only result in the removal of scattered shade trees and ornamental shrubs that were introduced during the landscaping of commercial properties. Existing herbaceous vegetation along Highway 217 would likely be preserved since this alternative calls for an elevated roadway to span the Highway 217 right-of-way. Localized loss of herbaceous vegetation would occur in the vicinity of proposed bridge pier locations. In order to provide appropriate clearance, the narrow tree/shrub line along the east side of the UPRR right-of-way would likely be removed. Construction of the approach ramps to the elevated roadway within the Nimbus Business Center would also require removal of landscaped shade trees and ornamental shrubs within the parking area for the Nimbus Business Center. 4.1.3 Potential Impacts to Fisheries Resources Implementation of this alignment would not result in any direct impacts to fisheries resources. No crossings of either Fanno or Ash Creek are proposed. In addition, there would be no encroachment within the riparian habitat of either stream. The potential exists for water quality and hydrologic impacts that may arise from the construction of new impervious surfaces within the Fanno Creek watershed. The stormwater management plan for this alternative should adequately address possible impacts associated with development of new impervious surfaces. 4.1.4 Potential Impacts to Wetlands Potential wetland impacts would be limited to the filling of the linear wetland ditch/swale on the west side of the UPRR right-of-way. Depending on the locations of pier supports for the elevated roadway, it is possible to avoid filling or altering the linear wetlands. Given the relative narrow width of this wetland (less than 1.5 m [5 ft]), total wetland loss would be approximately 0.004 ha (0.01 ac). The drainage ditch/swale was created either during the construction of the railroad tracks or the adjacent commercial properties. This linear wetland has limited functions and Impact and Feasibility Analysis Technical Report for Natural Resources 8 Washington Square Regional Center Study Area values for wildlife habitat due to its small size and degraded condition. The primary function of this wetland is stormwater conveyance. 4.1.5 Regulatory Permits Implementation of this alternative (option) would result in the loss of a relatively small amount of wetlands (approximately 0.004 ha [0.01 ac]). This filling or alteration of the wetland ditch/swale is considered minimal and would be authorized under the existing Nationwide Permit (NWP) Program administered by the COE in accordance with Section 404 of the Clean Water Act. The NWP No. 14 (Linear Transportation Crossings) would be applicable to this alternative. The wetland fill would also qualify for a General Authorization for Road Construction by the Oregon Division of State Lands (DSL)under the Oregon Removal/Fill Law. Given the existing characteristics of this wetland (i.e. drainage ditch/swale) and the minimal amount of impact, both the COE and DSL may waive the requirement for mitigation for the filling action. Potential mitigation would likely be direct in-kind replacement of a new ditch/swale along the UPRR right-of-way. Fanno Creek historically has supported steelhead trout and chinook salmon, both of which are currently listed as threatened under the Federal Endangered Species Act (ESA). Authorization for the wetland fill by the COE through a NWP No. 14 constitutes a federal action. This federal connection or"nexus" with this alternative requires the COE to consult with NMFS on potential impacts to fisheries in accordance with Section 7 of ESA. Surface runoff from the impacted wetlands drains to Fanno Creek via an existing network of drainage ditches and storm sewers. Without proper stormwater controls, the filling of wetlands and the construction of new impervious surfaces associated with this alternative have the potential to affect water quality in Fanno Creek. Given the distance of the proposed alternative alignment to Fanno Creek (approximately 480 m [1570 ft]), the potential for adverse impacts on fisheries resources and habitats within Fanno Creek would likely be minimal. The minimal impacts may result in a finding of "No Effect" under ESA, which means that formal consultation with NMFS is not necessary. Preparation of a "No Effect"memorandum could be prepared to show justification for not initiating consultation with NMFS. Although it is unlikely to occur with this alternative, formal consultation with NMFS would require the preparation of a Biological Assessment (BA) to document potential impacts to fisheries. The COE could not authorize the filling of the wetlands without receiving concurrency with the BA's finding of effect or a Biological Opinion (BO) from NMFS. 4.2 North Mall to SW Nimbus Avenue Connector—Alternative (Option) 2 4.2.1 General Alignment Conditions The existing environmental conditions for this alternative are similar to those described for Alternative (Option) 1. The majority of the at-grade alignment extends through developed urban Impact and Feasibility Analysis Technical Report for Natural Resources 9 Washington Square Regional Center Study Area areas associated with Washington Square Mall, the Highway 217 right-of-way and existing commercial developments between SW Cascade Avenue and SW Nimbus Avenue. Approximately 80 to 85 percent of the alignment is covered by impervious surfaces in the form of parking lots and existing roadways. Like Alternative (Option) 1, the majority of existing vegetation within the alignment consists of small shrubs and herbaceous groundcover within the maintained right-of-way for Highway 217. This groundcover consists of various native and non-native species including orchard grass, common dandelion, red clover, Queen Anne's lace and chicory. Landscaped or introduced vegetation exists along the west side of Washington Square Road and around the parking lots of existing commercial development on the east side of SW Nimbus Avenue. Maintained lawn is present within the Malibu Grand Prix fun park. A narrow line of trees and shrubs extend along both sides of the UPRR right-of-way. The trees consist of Norway maple and Oregon ash while the shrub component consists of black hawthorn and Himalayan blackberry. Most of the trees are less than 7.6 m (25 ft) in height. Wetlands within this alternative alignment include a small palustrine emergent wetland located just west of the Progress Park-N-Ride and a narrow linear wetland ditch along the west side of the UPRR right-of-way. The emergent wetland west of the Progress Park-N-Ride is located on the slope between the parking facility and the northbound lanes of Highway 217. This wetland is associated with a large groundwater seepage and consists of dense wetland vegetation including soft rush, cattail, and reed canarygrass. Runoff from this wetland drains into a roadside ditch along Highway 217 and is collected by the drainage system for the roadway. This wetland has no extensive tree or shrub cover and has limited value for wildlife due to its small size, lack of cover, and proximity to Highway 217. The narrow linear wetland ditch along the west side of the UPRR right-of-way is approximately 0.5 to 1 m (2 to 3.2 ft) wide and is vegetated with hardhack, soft rush and several species of willow. The wetland ditch appears man-made and was likely created during the construction of either the railroad or adjacent residential properties. The wetland ditch conveys runoff south along the UPRR right-of-way. There are no other wetlands within the alternative alignment. No streams or creeks are located along the alignment. The western terminus of this alignment at SW Nimbus Avenue is located approximately 168 m (550 ft) from Creekside Marsh and 480 m (1570 ft) from Fanno Creek. 4.2.2. Potential Impacts to Vegetation Communities Implementation of this alternative would likely result in the removal of scattered trees and shrubs that were introduced during landscaping of Highway 217 and neighboring commercial properties. This alternative would relocate the existing northbound off-ramp from Highway 217. The existing off-ramp would likely be abandoned. This would include the removal of pavement and re-establishment of vegetation along the off-ramp alignment. When comparing the length of the abandoned off-ramp (approximately 564 m [1850 ft]) with the length of the new off-ramp Impact and Feasibility Analysis Technical Report for Natural Resources 10 Washington Square Regional Center Study Area (approximately 427 m [1400 ft]), there would likely be a net reduction in paved surfaces and a net increase in vegetation along Highway 217. In addition, this alternative calls for an elevated roadway over Highway 217, SW Cascade Avenue, and the UPRR right-of-way. Much of the existing vegetation under the elevated roadway could be preserved. Localized loses of herbaceous vegetation would occur in the vicinity of proposed bridge pier locations. The narrow tree/shrub lines along both sides of the UPRR right-of-way would likely require removal to provide appropriate clearance. Construction of a new off-ramp from Highway 217 would also result in the loss of approximately 0.15 ha (0.36 ac) of vegetation associated with the palustrine emergent wetlands located west of the Progress Park-N-Ride. No riparian vegetation associated with Fanno or Ash Creeks would be removed as a result of this alternative. 4.2.3 Potential Impacts to Fisheries Resources Implementation of this alignment would not result in any direct impacts to fisheries resources. No crossings of either Fanno or Ash Creek are proposed. In addition, there would be no encroachment within the riparian habitat of either stream. The potential exists for water quality and hydrologic impacts that may arise from the construction of new impervious surfaces within the Fanno Creek watershed. The stormwater management plan for this alternative should adequately address possible impacts associated with development of new impervious surfaces. 4.2.4 Potential Impacts to Wetlands Implementation of this alternative would result in the filling or alteration of approximately 0.15 ha (0.36 acre) of palustrine emergent wetlands just west of the Progress Park-N-Ride. These wetlands would be filled during the construction of the new off-ramp from Highway 217. This wetland is associated with a large groundwater seepage below the parking facility. This wetland has limited value as wildlife habitat due to its small size, lack of cover and its location along a major roadway. The primary functions of this wetland are sediment retention and the conveyance of stormwater to the local stormwater drainage network for the Highway 217. This alternative may also result in the disturbance of approximately 0.004 ha (0.01 ac) of wetlands associated with the drainage ditch on the west side of the UPRR right-of-way. Depending on the locations of pier supports for the elevated roadway, it is possible to avoid filling or altering the linear wetlands. The affected wetland is the result of a drainage ditch that was created either during the construction of the railroad tracks or the adjacent commercial properties. This linear wetland has limited functions and values for wildlife habitat due to its small size, degraded condition and location within an urban area. The primary function of this wetland is stormwater conveyance. Impact and Feasibility Analysis Technical Report for Natural Resources 11 Washington Square Regional Center Study Area 4.2.5 Regulatory Permits Implementation of this alternative would likely result in the filling of approximately 0.16 ha (0.37 ac) at two locations. This proposed wetland fill would likely be authorized by a Nationwide Permit No. 14 (Linear Transportation Crossings) since the fill area is below the permit's 0.20 ha (0.50 ac) limitation for public transportation improvement projects. NWP No. 14 would be authorized by the COE in accordance with Section 404 of the Clean Water Act. The wetland fill(s) would also qualify for a General Authorization for Road Construction by the Oregon Division of State Lands (DSL)under the Oregon Removal/Fill Law. Fanno Creek historically has supported steelhead trout and chinook salmon, both of which are currently listed as threatened under the Federal Endangered Species Act (ESA). Authorization for the wetland fill by the COE through a NWP No. 14 constitutes a federal action. This federal connection or "nexus" with this alternative requires the COE to consult with NMFS on potential impacts to fisheries in accordance with Section 7 of ESA. Surface runoff from the impacted wetlands drains to Fanno Creek via an existing network of drainage ditches and storm sewers. Without proper stormwater controls, the filling of wetlands and the construction of new impervious surfaces associated with this alternative have the potential to affect water quality in Fanno Creek. Given the distance of the proposed alternative alignment to Fanno Creek (approximately 480 m [1570 ft]), the potential for adverse impacts on fisheries resources and habitats within Fanno Creek would likely be minimal. The minimal impacts may result in a finding of "No Effect" under ESA, which means that formal consultation with NMFS is not necessary. Preparation of a"No Effect"memorandum could be prepared to show justification for not initiating consultation with NMFS. Although it is unlikely to occur with this alternative, formal consultation with NMFS would require the preparation of a Biological Assessment (BA) to document potential impacts to fisheries. The COE would likely not authorize the filling of the wetlands without receiving concurrency with the BA's finding of effect or a Biological Opinion (BO) from NMFS. 4.3 SW Nimbus Avenue Extension 4.3.1 General Alignment Conditions The northern portion of this alternative would traverse developed commercial land associated with the Scholls Business Center. Over 95 percent of this portion of the alignment is located with existing roadways, parking lots and commercial development. Existing vegetation within this section is comprised largely of landscaped trees, shrubs and maintained lawn. Emergent wetlands associated with the floodplain of Fanno Creek are located on the west side of SW Nimbus Avenue. The southern portion of the alternative would pass through a small, disturbed woodlot and open fields before crossing over the UPRR right-of-way. The small, disturbed woodlot area consists of young Oregon ash, Douglas-fir and large Himalayan blackberry thickets. Old sections of pavement and overgrown ornamental shrubs suggest that the woodlot is reclaiming formerly Impact and Feasibility Analysis Technical Report for Natural Resources 12 Washington Square Regional Center Study Area developed land. The open fields are comprised of timothy, orchard grass and reed canarygrass. This portion of the alignment is located east and upslope of the large emergent wetland associated with the floodplain of Fanno Creek. The roadway would be elevated over the UPRR right-of-way and Ash Creek before connecting with SW Greenburg Road at two locations. At the proposed railroad crossing, palustrine scrub/shrub-emergent wetlands are located on both sides of the UPRR right-of-way in association with broad drainage swales that discharge directly into Ash Creek. The vegetation within these wetlands is comprised of small Oregon ash and willow with dense thickets of reed canarygrass and soft rush. Dense Himalayan blackberry is common along the edges of the swales. The elevated roadway would also cross emergent wetlands associated with the floodplain of Ash Creek and a linear wetland ditch. Within this area, Ash Creek flows through a straight channel approximately 4.6 m (15 ft) wide. The banks of the stream are nearly vertical and the channel exhibits no natural meander. The bottom substrate is comprised of silt and sand. Riffles are absent. This section of the stream lacks mature riparian vegetation and no large woody debris is present. The majority of the riparian vegetation consists of small willow trees and locally dense thickets of red-osier dogwood and Himalayan blackberry. Reed canarygrass is the dominant herbaceous ground cover. No off channel refugia for fisheries are present. 4.3.2 Potential Impacts to Vegetation Communities For the northern portion of the alignment, potential impacts to vegetation would be limited to removal of scattered landscaped trees along the existing roadways and parking lots of the Scholls Business Center. South of the Scholls Business Center, construction of the alignment would require the removal of approximately 0.18 ha (0.45 acre) of small trees and Himalayan blackberry thickets in an open, disturbed woodlot. At the proposed bridge crossing of the UPRR right-of-way, approximately 0.32 ha (0.8 acre) of open field vegetation would be removed. Due to the elevated crossing of the UPRR right-of-way, the vegetation within the two palustrine scrub/shrub-emergent wetlands could be preserved. Some removal of some of the taller scrub trees may occur but full vegetation removal is not expected. In addition, the existing riparian vegetation along Ash Creek would also be largely preserved. The bridge would span the wetlands and Ash Creek with sufficient clearance to reduce the need for complete vegetation removal. Several black cottonwoods, tulip poplars and maples that have been introduced during the landscaping of adjacent residential properties would be removed for clearance purposes. Approximately 0.12 ha (0.3 acre) of existing riparian and wetland vegetation would be disturbed on Ash Creek immediately downstream of the existing SW Greenburg Road Bridge over Ash Creek. The removal of this vegetation would be required to facilitate relocation of the SW Greenburg Road Bridge and the new crossing of Ash Creek. The majority of the vegetation removed at this location would include dense shrub thickets comprised of red-osier dogwood, Himalayan blackberry. Wetland vegetation consisting of reed canarygrass and soft rush would be removed. Impact and Feasibility Analysis Technical Report for Natural Resources 13 Washington Square Regional Center Study Area 4.3.3 Potential Impacts to Fisheries Resources The construction of this alignment has the potential to generate both adverse and beneficial impacts to fisheries resources in Ash Creek. The relocation of SW Greenburg Road and the construction of a new bridge over of Ash Creek would possibly require direct encroachment by construction machinery within the channel of Ash Creek. To accommodate the new roadway alignments, the existing channel would have to be relocated. Stream channel relocation to accommodate new roadways frequently result in channel straightening or simplification, thereby resulting in a loss of habitat and an increased potential for degradation. Without proper construction methods and controls, stream relocation increases the risk for direct fish loss or mortality during construction. The new bridge structures would result in a net increase in shade cover over Ash Creek as a result of new bridge decking. This would reduce the potential for fully restoring riparian cover along the stream banks. All of these actions would result in the loss of approximately 0.12 ha (0.3 acre) of riparian vegetation. Short-term construction-impacts include increased sedimentation within the stream and an elevated risk of bank erosion before final stabilization. Long-term impacts include changes in roadway runoff patterns and an increased potential to degrade water quality within Ash Creek. Net increases in impervious surfaces of 0.1 ha (0.25 ac) would likely require stormwater detention and treatment to offset potential hydrologic impacts. Apart from the potential adverse impacts, this alternative does present some opportunities that would be beneficial to fisheries resources. The proposed bridge crossing of Ash Creek and UPRR right-of-way would encroach upon adjacent commercial development and would require their removal. This alternative has the potential to remove approximately 1.1 ha (2.8 ac) of existing impervious surfaces from the floodway of Ash Creek. The removal of this impervious surface would allow for the creation new wetland areas, the establishment of a natural meander to the relocated Ash Creek and the possible creation of new off-channel refugia for juvenile fish. While the relocation of Ash Creek does present some short-term impacts related to sedimentation, such relocation could eliminate the channelized nature of the creek at this location and restore a natural meander that would provide increased flood storage capacity and a more gentle stream gradient. The removal of these impervious surfaces would also have a positive effect of water quality since stormwater from these developments are currently discharged into Ash Creek without prior treatment or detention. 4.3.4 Potential Impacts to Wetlands This alternative has the potential to impact approximately 0.08 ha (0.21 ac) of wetlands at three locations. Within the northern portion of the SW Nimbus Avenue Extension, the proposed re- alignment of SW Nimbus Avenue would result in the loss of approximately 0.020 ha(0.05 ac) of emergent wetlands. These wetlands are located along the west side of SW Nimbus Avenue and are associated with the floodplain of Fanno Creek. Impact and Feasibility Analysis Technical Report for Natural Resources 14 Washington Square Regional Center Study Area The South Mall to SW Nimbus Avenue Connector would involve the construction of an elevated roadway over the UPRR right-of-way and the wetlands adjacent to the right-of-way. The elevated roadway would likely span the emergent wetlands. Depending on the placement of bridge piers, direct filling of the emergent wetlands along the UPRR right-of-way could be avoided. However, in the event that engineering design requires the placement of bridge piers within the wetlands, the amount of wetlands disturbed would be minimal, amounting to less than 0.024 ha (0.06 ac). Both wetlands along the UPRR right-of-way are associated with wide drainage swales and provide some limited value as wildlife habitat. They also provide the important functions of stormwater detention and sediment retention. An additional 0.03 ha (0.10 ac) of wetland impacts is possible during bridge pier placement for the elevated roadway over Ash Creek. 4.3.5 Regulatory Permits As previously stated, this alternative has the potential to impact 0.08 ha (0.21 ac) of wetlands at three locations. The wetland impacts would be largely the result of re-aligning SW Nimbus Avenue and the placement of bridge piers within the wetlands adjacent to the UPRR right-of- way and Ash Creek. For the bridge piers, the wetland fill could be authorized by either a NWP No. 25 (Structural Discharges) or a NWP No. 14 (Linear Transportation Crossings). The NWP No. 25 authorizes the discharges of concrete or other fill material into tightly sealed forms or cells where the material is used as structural member or footing for a bridge pier (Wetland Training Institute 2000). The NWP No. 14 authorizes fills up to 0.20 ha (0.5 ac) for pubic transportation improvement projects. The wetland fill associated with the realignment of SW Nimbus Avenue could be authorized through a NWP No. 14. The NWPs would be authorized by the COE in accordance with Section 404 of the Clean Water Act. The wetland fill(s) would also qualify for a General Authorization for Road Construction by the Oregon Division of State Lands (DSL)under the Oregon Removal/Fill Law. Authorization for the wetland fill by the COE through either a NWP No. 25 or a NWP No. 14 constitutes a federal action or "nexus". This may require consultation with the National Marine Fisheries Service (NMFS) under Section 7 of the Endangered Species Act (ESA) to assess potential impacts to fisheries listed as threatened within Fanno Creek and Ash Creek. Surface runoff from the impacted wetlands drains to Ash Creek via the broad drainage swales located along both sides of the UPRR right-of-way. Stormwater from SW Nimbus Avenue drains to Fanno Creek. Without proper stormwater controls, water quality could be further degraded within Fanno and Ash Creeks. To fully address potential water quality impacts to fisheries, the consultation with NMFS would require the preparation of a BA to document potential impacts to fisheries. The COE would likely not authorize the filling of the wetlands without receiving concurrency with the BA's finding of effect or a BO from NMFS. Given the extent of wetland impact and the location of these impacts in close proximity to Ash Creek, the COE and DSL would likely require mitigation as a condition of permit authorization. Fortunately, significant opportunities for mitigation exist along both Ash Creek of Fanno Creek. For example, the potential exists that up to 1.1 ha (2.8 ac) of impervious surfaces would be Impact and Feasibility Analysis Technical Report for Natural Resources 15 Washington Square Regional Center Study Area removed and converted to wetlands and floodplain along Ash Creek when the elevated roadway is constructed over existing commercial buildings. Other potential mitigation opportunities include creation of existing wetlands, restoration of existing degrading wetlands, and enhancement of existing wetlands along Ash or Fanno Creek. The DSL would likely require at least a 1.5 to 1 replacement ratio. The overall intent of the mitigation requirements established by the COE and DSL would be no net loss of wetland values and functions within the project area. 4.4 South Mall to SW Nimbus Avenue Connector 4.4.1 General Alignment Conditions For this alternative, the majority of at-grade improvements would occur within developed urban areas associated with the southern portion of the Washington Square Mall, the Highway 217 right-of-way and existing commercial business developments along SW Nimbus Avenue. For the South Mall to SW Nimbus Avenue Connector, approximately 80 to 85 percent of the alignment would be over impervious surfaces in the form of buildings, parking lots, and existing roadways. For the SW Locust Street Extension, approximately 90 to 95 percent of the alignment would traverse impervious surfaces. Existing vegetation within both portions of this alignment is comprised largely of introduced or landscaped trees along parking lots and existing roadways. The South Mall to SW Nimbus Avenue Connector would cross the maintained right-of way for Highway 217, which is comprised of various native and non-native shrub and herbaceous species. The herbaceous vegetation along Highway 217 is periodically mowed. Within the South Mall to SW Nimbus Avenue Connector alignment, two wetlands are located on both sides of the UPRR right-of-way. A palustrine emergent is located on the east side of the UPRR right-of-way in association with a large, poorly-drained depression. A second palustrine emergent wetland is also located on the west side of the UPRR right-of way in association with a broad drainage swale approximately 9.1 m (30 ft) wide. Standing surface water is readily apparent in both wetlands. These wetlands continue south along both sides of the UPRR right-of- way and convey surface runoff along the UPRR right-of-way to Ash Creek, located approximately 640 m (2100 ft) south of the alignment. The vegetation in both wetlands consists of dense shrub and herbaceous vegetation consisting of red-osier dogwood, hardhack, soft rush, cattail and reed canarygrass. A narrow tree line and electrical transmission line is also located on the west side of the UPRR right-of-way. The tree line is comprised of Oregon ash approximately 13.7 m (45 ft) in height. Palustrine emergent wetlands are also located along the west side of SW Nimbus Avenue in association with the floodplain of Fanno Creek. New plantings of trees and shrubs are evident in the wetlands suggesting that on-going mitigation projects are being conducted in this area. These wetlands are largely dominated by reed canarygrass. Impact and Feasibility Analysis Technical Report for Natural Resources 16 Washington Square Regional Center Study Area 4.4.2 Potential Impacts to Vegetation Communities For the South Mall to SW Nimbus Avenue Connector, impacts to vegetation communities would likely be minimal. Potential impacts would largely consist of the removal of existing landscaped trees along existing roadways and parking lots. This portion of the alternative calls for the construction of an elevated highway over Highway 217, the commercial developments along the west side of SW Cascade Avenue, and the UPRR right-of-way with an elevated roadway. The elevated roadway will likely span most of the existing vegetation along Highway 217 and the commercial developments. The narrow tree line of Oregon ash on the west side of the UPRR may be removed to provide clearance for the bridge structure. Realignments to SW Nimbus Avenue would also require removal of small oak and maple trees along this section of the roadway. No forested areas would be impacted. 4.4.3 Potential Impacts to Fisheries Resources Implementation of this alignment would not result in any direct impacts to fisheries resources. No crossings of either Fanno or Ash Creek are proposed. In addition, there would be no encroachment within the riparian habitat of either stream. The potential exists for water quality and hydrologic impacts that may arise from the construction of new impervious surfaces within the Fanno Creek watershed. The stormwater management plan for this alternative should adequately address possible impacts associated with development of new impervious surfaces. 4.4.4 Potential Impacts to Wetlands The South Mall to SW Nimbus Avenue Connector alternative calls for the construction of an elevated roadway over the UPRR right-of-way and the wetlands adjacent to the right-of-way. The elevated roadway would likely span the emergent wetlands on both sides of the UPRR right- of-way. Depending on the placement of bridge piers, direct filling of the emergent wetlands along the UPRR right-of-way could be avoided. However, in the event that engineering design requires the placement of bridge piers within the wetlands, the amount of wetlands disturbed would be minimal, amounting to less than 0.024 ha (0.06 acre). Both wetlands along the UPRR right-of-way are associated with wide drainage swales and provide some limited value as wildlife habitat. They also provide the important functions of stormwater detention and sediment retention. 4.4.5 Regulatory Permits As previously stated, engineering criteria may require the placement of bridge piers within the wetlands adjacent to the UPRR right-of-way. The placement of such piers would require the filling of approximately 0.024 ha(0.06 ac) at possibly two locations. In addition, the realignment of SW Nimbus Avenue would result in approximately 0.020 ha (0.05 acre) of wetland fill. For Impact and Feasibility Analysis Technical Report for Natural Resources 17 Washington Square Regional Center Study Area the bridge piers, the wetland fill could be authorized by either a NWP No. 25 (Structural Discharges) or a NWP No. 14 (Linear Transportation Crossings). The NWP No. 25 authorizes the discharges of concrete or other fill material into tightly sealed forms or cells where the material is used as structural member or footing for a bridge pier. The NWP No. 14 authorizes fills up to 0.20 ha (0.5 ac) for pubic transportation improvement projects. The wetland fill associated with the realignment of SW Nimbus Avenue could be authorized through a NWP No. 14. The NWPs would be authorized by the COE in accordance with Section 404 of the Clean Water Act. The wetland fill(s) would also qualify for a General Authorization for Road Construction by the Oregon Division of State Lands (DSL) under the Oregon Removal/Fill Law. Authorization for the wetland fill by the COE through either a NWP No. 25 or a NWP No. 14 constitutes a federal action or "nexus". This may require consultation with the NMFS under Section 7 of the ESA to assess potential impacts to fisheries listed as threatened within Fanno Creek and Ash Creek. Surface runoff from the impacted wetlands drains to Ash Creek via the broad drainage swales located along both sides of the UPRR right-of-way. Stormwater from SW Nimbus Avenue drains to Fanno Creek. Although no direct encroachment to fisheries habitat is expected along either Fanno Creek or Ash Creek, the implementation of this alternative has the potential to affect water quality. Without proper stormwater controls, water quality could be further degraded within Fanno and Ash Creeks. To fully address potential water quality impacts to fisheries, the consultation with NMFS would require the preparation of a BA to document potential impacts to fisheries. The COE would likely not authorize the filling of the wetlands without receiving concurrency with the BA's finding of effect or a BO from NMFS. Given the relatively small size of proposed wetland fill, the COE and DSL may waive mitigation requirements. In the event that mitigation is required, ample opportunities for mitigation exists along either Ash Creek of Fanno Creek. Potential mitigation opportunities include creation of existing wetlands, restoration of existing degraded wetlands, and enhancement of existing wetlands. The DSL would require at least a 1.5 to 1 replacement ratio. The overall intent of the mitigation requirements established by the COE and DSL would be no net loss of wetland values and functions within the project area. 4.5 SW Locust Street Extension 4.5.1 General Alignment Conditions The majority of this alignment extends through developed urban areas associated with commercial developments within the southern portion of the Washington Square Mall and the Barnes and Noble bookstore just west of SW Greenburg Road. Approximately 90 to 95 percent of the proposed relocated alignment would extend through existing paved surfaces in the form of parking lots, sidewalks, and roadways. The alignment passes through the existing Barnes and Noble bookstore. All of the existing vegetation within the alignment consists of landscaped or introduced vegetation along sidewalks, road shoulders, and planting islands. Common trees consist of plum,Norway maple, red maple, and several species of oak. Impact and Feasibility Analysis Technical Report for Natural Resources 18 Washington Square Regional Center Study Area There are no wetlands within this alternative alignment. No streams or creeks are located along the alignment. The general surface drainage pattern is towards Ash Creek located approximately 550 m (1800 ft) south to southeast of the alignment. 4.5.2 Potential Impacts to Vegetation Communities Due to the largely urban nature of the alternative alignment, construction of this alternative would only result in the removal of scattered trees and shrubs that were introduced during landscaping of commercial properties. No wetland or riparian vegetation along Ash Creek would be removed. 4.5.3 Potential Impacts to Fisheries Resources Implementation of this alignment would not result in any direct impacts to fisheries resources. No crossings of either Fanno or Ash Creek are proposed. In addition, there would be no encroachment within the riparian habitat of either stream. Given the distance to Ash Creek (approximately 550 m [1800 ft]) and the implementation of standard stormwater treatment systems during construction, it is unlikely that this alternative would have any indirect impacts on water quality or fisheries habit with Fanno or Ash Creek. 4.5.4 Potential Impacts to Wetlands This alternative would not result in any loss of wetlands. The entire alignment extends through previously developed land. 4.5.5 Regulatory Permits Given the absence of any impacts to wetlands or the fisheries resources within Ash or Fanno Creeks, no permits are required or anticipated from the COE, NMFS or DSL. However, contact with local agency representatives is recommended in the early stages of planning for this alternative to confirm this determination. 4.6 SW Lincoln Street Extension 4.6.1 General Alignment Conditions The northern two thirds of this alternative alignment would follow the existing paved route for SW Lincoln Street. The southern third of this alternative would extend through a narrow vacant urban lot before connecting with SW Oak Street. The western right-of-way boundary fronts along commercial development associated with Lincoln Center. The eastern right-of-way Impact and Feasibility Analysis Technical Report for Natural Resources 19 Washington Square Regional Center Study Area boundary fronts along maintained lawns for a school, a small wooded lot and single-family residences. The vacant lot at the southern end of the SW Lincoln Street right-of-way is generally devoid of trees with the exception of several Douglas-fir and western redcedar trees along the edges of the right-of-way. The majority of the vegetation within the vacant lot consists of shrubs and herbaceous vegetation common to upland urban lots. The vegetation consists of scattered Himalayan blackberry with orchard grass, broad-leaved plantain, vetch, common dandelion, and trailing blackberry also present. There are no wetlands within this alternative alignment. No streams or creeks are located along the alignment. The general surface drainage pattern is towards Ash Creek located approximately 170 m (560 ft) south of the southern terminus of the alignment at SW Oak Street. 4.6.2 Potential Impacts to Vegetation Communities Construction of this alternative would result in the loss of approximately 0.18 ha (0.45 acre) of existing shrub and herbaceous vegetation within the vacant urban lot at the southern end of the alignment. In addition, approximately six to eight Douglas-fir and western redcedar trees may be removed in this area to provide appropriate clearance. Depending on the final width of the roadway, some existing landscaped vegetation along both sides of the northern portion of the alignment may also have to be removed. No wetland or riparian vegetation would be removed as a result of this alternative. 4.6.3 Potential Impacts to Fisheries Resources Implementation of this alignment would not result in any direct impacts to fisheries resources. No crossings of either Fanno or Ash Creek are proposed. In addition, there would be no encroachment within the riparian habitat of either stream. Given the distance to Ash Creek (approximately 170 m [560 ft]) and the implementation of standard stormwater treatment systems during construction, it is unlikely that this alternative would have any indirect impacts on water quality or fisheries habit with Fanno or Ash Creek. 4.6.4 Potential Impacts to Wetlands This alternative would not result in any loss of wetlands. The entire alignment extends through previously developed land. 4.6.5 Regulatory Permits Given the absence of any impacts to wetlands or fisheries resources within Ash or Fanno Creeks, no permits are required or anticipated from the COE, NMFS or DSL. However, contact with Impact and Feasibility Analysis Technical Report for Natural Resources 20 Washington Square Regional Center Study Area local agency representatives is recommended in the early stages of planning for this alternative to confirm this determination. 4.7 Widening of SW Hall Boulevard 4.7.1 General Alignment Conditions The entire alignment along SW Hall Boulevard extends through developed urban lands consisting largely of single and multi-family residential development. Some small commercial offices and businesses are also located along the alignment in the vicinity of SW Oak Street and SW Locust Street. Approximately 80 percent of the alignment is covered by impervious surfaces from the existing SW Hall Boulevard, sidewalks, and parking lots. The bulk of the existing vegetation within the right-of-way for this project consists of both native and non-native vegetation established during the landscaping of the adjacent properties fronting the roadway. Numerous shade trees are located along the alignment including specimens of Douglas-fir, Oregon ash, red maple, western redcedar, Norway maple, and a variety of ornamental trees. Many of the trees are greater than 15 m (50 ft) in height. Various ornamental shrubs are also present. Herbaceous groundcover consists mainly of maintained lawns and small vacant urban lots comprised of vetch, orchard grass common dandelion, thistle, vetch, and variety of turf grasses. The existing alignment of SW Hall Boulevard crosses two streams. Near the southern end of the alignment, the roadway crosses Ash Brook, a small tributary to Ash Creek. At the crossing, Ash Brook is confined to a straight and very narrow channel approximately 1 m (3.3 ft) wide. The channel has a silt and sand bottom and banks. There is no mature woody riparian vegetation at this location. The stream is piped under SW Hall Boulevard through a small culvert and flows west towards Ash Brook. West of SW Hall Boulevard residential development and landscaping extends up to the top of narrow channel for Ash Brook. Just north of SW Oak Street, SW Hall Boulevard crosses Ash Creek. At this crossing, the creek channel is approximately 3.6 to 4.6 m (12 to 15 ft) wide and flows under SW Hall Boulevard through a concrete box culvert. On the east side of SW Hall Boulevard, the alignment of the creek channel exhibits an "S" curve alignment such that the creek parallels the eastern right-of- way boundary for approximately 18 m (60 ft) before passing under SW Hall Boulevard. At this location, the creek channel is only 6 to 7.6 m (20 to 25 ft) from the eastern guardrail for SW Hall Boulevard. The creek flows in a straight southwesterly direction from the west side of SW Hall Boulevard. The bottom substrate is composed of silt with small cobbles. The banks are nearly- vertical. On the east side of SW Hall Boulevard, the adjacent riparian vegetation is somewhat forested with an open canopy of Oregon ash and a dense shrub layer of red-osier dogwood, Indian plum and Himalayan blackberry. The herbaceous groundcover is dominated by reed canarygrass. On the west side of SW Hall Boulevard, the adjacent riparian vegetation consists of scattered red-osier dogwood and herbaceous groundcover consisting of orchard grass, reed Impact and Feasibility Analysis Technical Report for Natural Resources 21 Washington Square Regional Center Study Area canarygrass, thistle and a variety of grasses. Very little large woody material exists within or adjacent to the creek channel on this side of SW Hall Boulevard. A small palustrine emergent wetland is located just north of the intersection of SW Hall Boulevard and Hemlock Street. This wetland is associated with the floodway of Ash Creek and consists of reed canarygrass and soft rush. 4.7.2 Potential Impacts to Vegetation Communities The proposed widening of SW Hall Boulevard to either a 3-lane or 5-lane configuration would result in the removal of various shade trees and ornamental trees along the alignment. The extent of tree removal would depend upon whether a 3-lane or 5-lane configuration is adopted. Obviously, those trees closest to the existing pavement of the roadway would have the greatest risk of removal during construction. Trees located near the anticipated limits of the 5-lane configuration may be preserved under the 3-lane configuration. Selection of either configuration would require the removal of several trees within the riparian corridor for Ash Creek. These trees are located on the east side of SW Hall Boulevard in the vicinity of the Ash Creek crossing. No wetland vegetation would be disturbed as a part of either the 3-lane or 5-lane configuration. 4.7.3 Potential Impacts to Fisheries Resources Implementation of either the 3-lane or 5-lane configuration would result in direct encroachments to Ash Brook and Ash Creek. At the Ash Brook crossing, the existing culvert would either be replaced or extended to accommodate the widening. This would require construction work within the existing channel. No woody or high quality riparian vegetation would be removed or disturbed at this location. For the Ash Creek crossing, selection of either widening configuration would require either the replacement or the extension of the existing box culvert at the Ash Creek crossing. This would likely require construction work within the creek channel. The current alignment of Ash Creek follows the eastern right-of-way boundary for SW Hall Boulevard for approximately 18 m (60 ft). The proposed widening of the roadway may result in filling or alteration of the channel. In addition, several trees that currently provide shade and cover for the creek would have to be removed. Overall, selection of either widening option could result in short-term impacts to water quality as a result of sedimentation and erosion during construction. Construction impacts could be minimized or avoided with strict adherence to an Erosion and Sediment Control Plan and Pollution Control Plan prepared for this alternative. The long-term impacts would be a loss of fairly high quality forested riparian habitat and an alteration of the existing stream channel. Impacts to this portion of Ash Creek could have significant adverse impacts to downstream Impact and Feasibility Analysis Technical Report for Natural Resources 22 Washington Square Regional Center Study Area reaches of both Ash and Fanno Creeks. Other long-term impacts include changes in roadway runoff patterns and an increased potential to degrade water quality within Ash Creek. Net increases in impervious surfaces of 0.1 ha (0.25 ac) would likely require stormwater detention and treatment to offset potential hydrologic impacts. 4.7.4 Potential Impacts to Wetlands Implementation of either the 3-lane or 5-lane widening configuration will not result in any loss or disturbance to wetlands. The palustrine emergent wetlands located north of the intersection of SW Hall Boulevard and Hemlock Street would not be affected. 4.7.5 Regulatory Permits The proposed widening of SW Hall Boulevard would likely require replacement or extension of the existing culvert crossings for Ash Brook and Ash Creek. The extension of the culverts would require work with the channels of both creeks. From a regulatory standpoint, both Ash Brook and Ash Creek are considered "waters of the United States" under Section 404 of the Clean Water Act. As such, any construction activity below the ordinary high water mark (2-year floodplain elevation) would require authorization from the COE. The proposed culvert replacement can be authorized under a NWP No. 14 (Linear Transportation Crossings). The culvert replacement would also qualify for a General Authorization for Road Construction by the Oregon Division of State Lands (DSL)under the Oregon Removal/Fill Law. Both Ash Brook and Ash Creek have historically been inhabited by steelhead trout and chinook salmon, which are listed as threatened under the ESA. Given the potential for in-water work associated with the culvert replacement and the potential authorization of this work by the COE through a NWP No. 14, consultation may be required with the NMFS in accordance with Section 7 of ESA. The issuance of a NWP No. 14 by the COE constitutes a federal action or"nexus" and the COE must consult with NMFS on potential impacts to threatened fisheries before the permit is issued. The consultation with NMFS would require the preparation of a BA to fully document potential impacts to fisheries. The BA would have to address direct and indirect construction related impacts as well as the long-term effects on water quality and the loss of riparian habitat. The COE may not authorize the in-water construction work without receiving concurrency with the BA's finding of effect or a BO from NMFS. Mitigation required by NMFS would likely require full streambank stabilization of both Ash Brook and Ash Creek following construction. Replacement of lost riparian vegetation along Ash Creek would also be required. Stormwater originating from SW Hall Boulevard would likely have to be pre-treated prior to discharge into either Ash Brook or Ash Creek. All new culverts would likely have to be designed and constructed in accordance with ODFW fish passage standards. In-water work would likely have to be conducted during ODFW approved in-water work periods (June 1-September 30) (ODFW 2000). Impact and Feasibility Analysis Technical Report for Natural Resources 23 Washington Square Regional Center Study Area 5.0 SUMMARY AND CONCLUSIONS Table 5.1 summarizes the potential impacts to vegetation communities, wetlands and fisheries resources for each of Washington Square transportation alternatives. This summary is based upon a preliminary analysis of the conceptual layout of each transportation alternative supplemented by preliminary field assessments of existing environmental conditions within each of the alternative alignments being considered. The data regarding the extent of vegetation and wetland impact are estimates only and should not be used in any final assessment of impact. The summary data presented in this table and report are preliminary and should only be used for comparative purposes. Impact and Feasibility Analysis Technical Report for Natural Resources 24 Washington Square Regional Center Study Area Table 5.1 Summary Comparison of Potential Impacts For The Proposed Transportation Alternatives Transportation Alternative Vegetation Wetlands Fisheries Communities Resources North Mall to SW Nimbus • Minimal and discontinuous clearing of existing Fill 0.004 ha(0.01ac) Minimal Avenue Connector—Alternative landscaped vegetation. (Option) 1 North Mall to SW Nimbus • Minimal and discontinuous clearing of existing Fill 0.16 ha(0.37 ac)at Minimal Avenue Connector—Alternative landscaped vegetation. two locations. (Option)2 • Potential for net increase in vegetation due to off- ramp abandonment. SW Nimbus Avenue Extension • Loss of 0.18 ha(0.45 ac)open,disturbed woodlot Fill 0.08 ha(0.21 ac)at • Loss of 0.12 ha(0.3 ac)riparian vegetation • Loss of 0.32 ha(0.8 ac)open field three locations. • Relocation of Ash Creek • Loss of 0.12 ha(0.3 ac)riparian vegetation • Increase shading of Ash Creek • In-water work at Ash Creek • Potential for long-term water quality impacts from increased impervious surfaces • Potential to remove 1.1 ha(2.8 ac)of existing impervious surfaces from floodplain of Ash Creek. South Mall to SW Nimbus • Minimal clearing of existing landscaped vegetation. Fill 0.024 ha(0.06 ac) Minimal Avenue Connector SW Locust Street Extension • Minimal clearing of existing landscaped vegetation. None Minimal SW Lincoln Street Extension • Loss of 0.18 ha(0.45 ac)of vacant urban lot None Minimal Widening of SW Hall Boulevard • Clearing of existing shade trees and ornamental None • Relocation of Ash Creek shrubs along SW Hall Blvd. • Loss of riparian vegetation on Ash Creek • Potential removal of riparian vegetation at Ash • In-water work at Ash Brook and Ash Creek Creek crossing. Impact and Feasibility Analysis Technical Report for Natural Resources 25 Washington Square Regional Center Study Area 6.0 REFERENCES City of Tigard. 2001. Environmental Features Map — Washington Square Regional Center Study, City of Tigard, Oregon. Environmental Laboratory. 1987. Corps of Engineers Wetland Delineation Manual. Technical Report Y-87-1, US Army Corps of Engineers, Waterways Experiment Station, Vicksburg, Mississippi, 100 pp. + appendices. Kittleson & Associates, Inc (KAI). 2001. Memorandum from Elizabeth A. Wemple of Kittleson &Associates to Washington Square Transportation Technical Advisory Subcommittee. April 16 2001. Mason, Bruce & Girard, Inc. (MB&G). 2001. Natural Resources Assessment Report for the Washington Square Regional Center Study Area. March 12, 2001. Oregon Department of Environmental Quality (DEQ). 1998. Oregon Department of Environmental Quality Permits Handbook. 104 pp. Oregon Department of Fish and Wildlife (ODFW). 2000. Oregon guidelines for timing of in- water work to protect fish and wildlife resources. Habitat Conservation Division, Portland, OR. Oregon Department of Transportation (ODOT). 1996. Standard Specifications for Highway Construction. Oregon Department of Transportation, Salem, OR. Oregon Department of Transportation (ODOT). 1998. Supplemental Standard Specifications for Highway Construction. Oregon Department of Transportation, Salem, OR. Soil Conservation Service (SCS). 1982. Soil Survey of Washington County, Oregon. 138 pp. with appendices. URS Corp. 2001. Draft Transportation Alternative Maps for Washington Square Regional Center. April 19, 2001. US Army Corps of Engineers (COE). 1991. Memorandum for SEE Distribution. Subject: Questions and Answers on the 1987 Manual. John F. Studt, Chief, Regulatory Branch, Washington, D.C., October 7, 1991. 6pp. US Army Corps of Engineers (COE). 1992. Memorandum for SEE Distribution. Subject: Clarification and Interpretation of the 1987 Manual. Arthur E. Williams, Directorate of Civil Works. Washington, D.C. United States Geological Survey (USGS). 1984. Topographic Quadrangle Map 1:24000: Beaverton, Oregon Quadrangle Impact and Feasibility Analysis Technical Report for Natural Resources 26 Washington Square Regional Center Study Area Wetland Training Institute (WTI). 2000. Corps of Engineers Nationwide Permits Complete: Volume 1 —2000 Edition. 192 pp. Impact and Feasibility Analysis Technical Report for Natural Resources 27 Washington Square Regional Center Study Area Appendix A Common and Scientific Names For Plants and Animals Described in the Impact and Feasibility Analysis Technical Report For Natural Resources Appendix A Common and Scientific Names for Plants and Animals Described in the Impact and Feasibility Analysis Technical Report for Natural Resources Common Name Scientific Name Plants Trees Ash,Oregon Fraxinus latifolia Douglas-Fir Pseudotsuga menziesii Maple,Big Leaf Acer macrophyllum Maple,Red Acer rubrum Maple,Norway Acer platanoides Oak,Black Quercus velutina Oak Quercus spp. Plum Prunus spp. Western Redcedar Thuja plicata Willow Salix spp. Shrubs Blackberry,Himalayan Rubus discolor Blackberry,Trailing Rubus ursinus Black Hawthorn Crataegus douglasii ssp. douglasii Indian Plum Oemleria cerasiformis Hardhack Spiraea douglasii Red-Osier Dogwood Cornus stolonifera Herbs Canada Thistle Cirsium arvense Cattail,Narrow-leaved Typha angustifolia Chickory Rafmesquia neomexicana Dandilion,Common Taraxacum off cinale Orchard Grass Dactylis glomerata Plantain,Broad-leaved Plantago major Queen Anne's Lace Daucus carota Red Clover Trifolium pratense Reed Canarygrass Phalaris arundinacea Soft Rush Juncus effusus Timothy Phleum pratense Vetch Vicia spp. Animals Fish Chinook Salmon Oncorhynchus tshawytscha Steelhead Trout Oncorhynchus mykiss A-1 KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER,SUITE 700 • PORTLAND,OR 97205 • (503)228-5230 • FAX(503)273-8169 TECHNICAL MEMORANDUM Date: April 17, 2001 Project#: 4275 To: Transportation Technical Advisory Subcommittee From: Elizabeth A. Wemple, P.E. Project: Washington Square Regional Center Implementation Plan Subject: Comparative Evaluation of Study Area Trip Generation cc: Lidwein Rahman, ODOT Deliverable: Deliverable Phase 2-Task 1B—FINAL PURPOSE As an outcome of the Washington Square Regional Center Framework (WSRC) Study there were a number of traffic related questions to be addressed in the WSRC Implementation study. One question related to whether the proposed land use zoning would yield worse traffic conditions for the study area. Specifically, one of the key transportation questions related to comparing the trip generation potential in the regional center area assuming buildout under current zoning as compared to buildout under the proposed WSRC Framework Plan zoning. This technical memorandum summarizes the estimate of growth in future p.m.peak hour trip generation assuming buildout of current and proposed zoning. KEY FINDINGS The results of this forecast trip generation analysis and comparison show that: • Existing traffic congestion in the area will worsen under either the current zoning scenario or the proposed zoning scenario. • Significant transportation system improvements are required in the Regional Center area regardless of the City of Tigard adopted zoning for the area (i.e. current zoning or proposed zoning). • At buildout, the proposed WSRC Framework Plan land uses will generate effectively the same number of p.m. peak hour trips as would be generated assuming buildout under current zoning in the Regional Center. • The transportation system required to service the proposed Regional Center land uses would be the same as that required to serve the area assuming build-out under current zoning conditions. FILENAME:I:\LRPLN\Washington_Sq\Final Docs for Website\Transportation\Comparitive Evalaution of Trip Generation,April 17,2001 doe Washington Square Regional Center Implementation PlanProject#: 4275 July 24, 2001 Page 2 • By adopting the WSRC Framework Plan, the City of Tigard has the opportunity to plan for this growth in a manner consistent with regional policy and is given greater access to funding for the necessary infrastructure needed to manage the anticipated growth. INTRODUCTION Metro designated the existing Washington Square Shopping Mall and surrounds as one of nine Regional Centers within the Portland Metropolitan area. The key intent of the Regional Center concept is to promote the development and provision of employment, retail and housing opportunities in a central, condensed location, supported and integrated with high quality transit, pedestrian,bicycle and roadway facilities. The implementation of the Regional Center concept requires that the City of Tigard adopt zoning regulations that support the population and employment targets for the Regional Center area. In 1999 the Washington Square Regional Center Framework Plan was submitted to the City of Tigard. While the City Council endorsed the concepts of the Framework Plan, it chose to defer adoption of the plan until issues relating to transportation, open space, natural resources, and storm water could be resolved. One of the transportation questions related to assessing the difference between the traffic impacts assuming full development (buildout) under WSRC framework plan and traffic impacts assuming buildout under current City of Tigard zoning regulations. The purpose of this analysis is therefore to explore the differences in trip generating potential of the two land use plans and respond to the issue of future transportation provision for the Regional Center. The following sections summarize the analysis conducted to examine the traffic generating potential of the future land use scenarios and the key conclusions reached. Appendix A provides an outline of the methodology used in this assessment. FORECAST LAND USES Spencer & Kupper provided a summary of the additional future (2020) population and employment assuming buildout under current and proposed zoning. Table 1 reports the additional population and employment (relative to existing conditions) that could occur in the Regional Center area assuming current City of Tigard zoning designations. Similarly, Table 2 shows the additional population and employment (relative to existing conditions) that could occur in the area assuming buildout under the proposed WSRC zoning. Metro's Transportation Analysis Zones (TAZs) were used as the land use unit in this analysis. The attached Figure 1 shows the boundaries of the Transportation Analysis Zones (TAZ's) used in the analysis. In general terms, the TAZ's located are described as follows: • TAZ 90—Metzger Neighbourhood; • TAZ 92—Washington Square Mall and Lincoln Center office development; • TAZ 93 —North of Hall Boulevard, between Scholls Ferry Road and Oleson Road; • TAZ 94—North of Hall Boulevard,between Scholls Ferry Road and Highway 217; • TAZ 115 —North of Hall Boulevard and west of Highway 217; • TAZ 116—Nimbus District (between Scholls Ferry Road and Hall Boulevard); • TAZ 310—Area between Hall Boulevard, Highway 217, and TAZ's 90 and 92 Kittelson&Associates, Inc. Portland, Oregon Washington Square Regional Center Implementation PlanProject#: 4275 July 24, 2001 Page 3 • TAZ 316– South of Scholls Ferry Road and west of Highway 217. Table 1 Net Additional Forecast(2020)Households and Employees Under Current City of Tigard Zoning Retail Office Other TAZ Households Employment Employment Employment (employees) (employees) — (employees) 90 454 46 727 278 92 303 4,437 3,207 7,095 93 210 164 150 95 94 309 74 150 366 115 240 125 1,100 1,104 116 6 556 2,246 4,943 310 298 37 173 55 316 161 349 1818 610 Totals 1,981 5,788 9,571 14,546 Table 2 Net Additional Forecast(2020)Households and Employees under Proposed WSRC Zoning Retail Office Other TAZ Households Employment Employment Employment (employees) (employees) (employees) 90 433 86 727 368 92 543 4,189 2,245 7,050 93 210 164 150 95 94 334 74 150 366 115 290 99 909 1,104 116 156 553 2,000 4,943 310 566 162 800 100 316 505 317 1,455 599 Totals 3,037 5,644 8,436 14,625 Table 3 Comparison of Net Additional 2020 Proposed WSRC and Current City of Tigard Zoning* Retail Office Other TAZ Households Employment Employment Employment (employees) (employees) (employees) 90 -21 40 0 90 92 240 -248 -962 -45 93 0 0 0 0 94 25 0 0 0 115 50 -26 -191 0 116 150 -3 -246 0 310 268 125 627 45 1 316 344 -32 -363 -11 Totals 1,056 -144 -1,135 79 *Numbers reported as buildout under 2020 Proposed WSRC Zoning minus build-out under current City of Tigard Zoning. Kittelson&Associates, Inc. Portland, Oregon Washington Square Regional Center Implementation PlanProject#: 4275 July 24, 2001 Page 4 Comparison of Net Additional Population and Employment WSRC Zoning minus Tigard Zoning 800 600 'I-. _ I ::: E 0 571 II i 11 11 200 90 - 93 94 lit 11 310 34A c -400 O CO -600 61 -800 a -1000 -1200 Trasnportation Analysis Zones 0 Households ®Retail Employmnet 9 Office Employment ■Other Employment Exhibit 1- Comparison of Net Additional Population and Employment (WSRC Zoning minus Tigard Zoning) Table 3 and Exhibit 1 provide a comparison of buildout conditions under the two future land use scenarios. Table 3 shows that there are approximately 1,050 net additional households proposed within the Regional Center by the WSRC land use plan than under current City of Tigard zoning. Exhibit 1 shows that this additional housing is distributed relatively evenly throughout the area, with the most significant increases are located in within the locality of the Washington Square Mall and Lincoln Center developments, and west of Highway 217. These locations are best placed to support the proposed concentrations of existing and future employment opportunities within the Center. The WSRC plan proposes very little increase in housing north of Hall Boulevard. The WSRC plan proposes a net reduction of over one million square feet of office employment space when compared to current zoning allowances. A redistribution of office employment space is also proposed by the Regional Center plan with much of the growth proposed for the Washington Square Mall and Lincoln Center sites (TAZ 92) being located instead further east in TAZ 310. While this redistribution of office employment is significant in terms of future Kittelson&Associates, Inc. Portland, Oregon Washington Square Regional Center Implementation PlanProject#: 4275 Page 5 July 24, 2001 densities within the center, it is likely that it will yield comparable transportation conditions in that under both scenarios access would be provided via Greenburg Road. COMPARISON OF FORECAST TRIPS UNDER CURRENT ZONING AND FRAMEWORK ZONING The future land use forecasts summarized above were used to prepare estimates of the net additional future p.m. peak hour trip generating potential for land uses within the Regional Center. Appendix A provides explanation of the methodology used to prepare this estimate from the land use data. A comparison of the p.m. peak hour trip generating potentials of both land use scenarios is reported in Table 4. Table 4 Comparison of Forecast of Net Additional PM Peak Hour Trip Generation Potential(trips) TAZ Current City of Tigard Proposed WSRC Trip Generation Zoning Zoning Difference 90 716 794 92 10,459 9,879 -579 93 462 462 0 94 489 505 16 115 1,132 1,056 -76 116 3,423 3,424 1 310 324 919 595 316 1,494 1,527 33 Totals 18,499 18,566 68 Overall, the proposed WSRC zoning plan produces a minimal increase in the net additional trip generating potential for the Center (less than 0.4%). Redistribution of land uses within the Center, particularly between TAZ's 92 and 310 result in a minor changes in trip distribution within the Center. However, it is likely that the future development within TAZ 310 (predominantly office employment) will be closely associated with the existing Lincoln Center. Due to likely access conditions and difficulties in gaining significant access from TAZ 310 to Hall Boulevard, it is most likely that the future development in this area will be accessed via Greenburg Road. As a result, the redistribution of trips from the land use patterns proposed by the Regional Center should not produce significant variations in traffic volumes within the Center when compared to the current zoning. SUMMARY In summary it is estimated that development under either current City of Tigard zoning or proposed WSRC Framework plan zoning would yield effectively the same amount of net additional p.m. peak hour trips in the future. The WSRC Regional Center Framework Plan provides the opportunity to develop the regional center area in a manner that allows people to travel by all modes of transportation and provides greater access to funding for the infrastructure needed to manage the anticipated growth I the area. Appendix A provides a description of the methodology used in this analysis. Kittelson&Associates, Inc. Portland, Oregon Washington Square Regional Center Implementation PlanProject#: 4275 July 24, 2001 Page 6 Appendix A - Analysis Methodology Metro's RTP model includes a trip generation estimating module that draws upon survey data and empirical relationships to estimate future travel demand based upon future land use characteristics. The trip generation module provides trip generation rates for the following land use categories: • Households; • Retail Employment; • Other Employment. Metro's p.m. peak hour trip generation rates for these land use categories are reported in Table Al. Table Al Metro Travel Demand Model PM Peak Hour Trip Generation Rates Households(per unit) Retail Employment Other Employment (per job) (per job) In Out In Out In I Out Trip Generation Rate 0.4334 0.1934 0.7837 0.6911 0.0699 0.2917 Application of these trip generation rates to the current City of Tigard and proposed WSRC land uses as reported in Tables 1 and 2 allows the development of future trip generation estimates for the two land use scenarios as reported in Table 4. It is important to note however that as Metro was not able to provide a trip generation rate for Office Employment space, separate from Other Employment, these two land use categories were combined for the purpose of the trip generation calculations. Metro's other employment category includes office and light industrial uses. The following Tables A2 and A3 report the trip generation calculations for each land use scenario. This information was used to develop Table 4. Table A2 2020 Current City of Tigard Zoning Net Additional Trip Generation Calculations TAZ Households Retail Em loyment Other Em loyment In Out In I Out In I Out 90 197 88 36 32 70 293 92 131 59 3,477 3,066 720 3,005 93 91 41 129 113 17 71 94 134 60 58 51 36 151 115 104 46 98 86 154 643 116 3 1 436 384 503 2,097 310 129 58 29 26 16 67 316 70 31 274 241 170 708 Totals 859 383 4,536 4,000 1,686 7,035 Kittelson&Associates, Inc. Portland, Oregon Washington Square Regional Center Implementation PlanProject#: 4275 July 24, 2001 Page 7 Table A3 2020 Proposed WSRC Framework Plan Zoning Net Additional Trip Generation Calculations TAZ Households Retail Employment Other Employment In Out In I Out In I Out 90 188 84 67 59 77 319 92 235 105 3283 2895 650 2711 93 91 41 129 113 17 71 94 145 65 58 51 36 151 115 126 56 78 68 141 587 116 68 30 433 382 485 2025 310 245 109 127 112 63 263 316 219 98 248 219 144 599 Totals 1,316 587 4,423 3,901 1,612 6,727 Kittelson&Associates, Inc. Portland, Oregon KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER,SUITE 700 • PORTLAND,OR 97205 • (503)228-5230 • FAX(503)273-8169 MEMORANDUM Date: June 19, 2001 Project#: 4275 To: Transportation Technical Advisory Subcommittee From: Elizabeth A. Wemple,P.E. Subject: Project Recommendations,Evaluation and Implementation Draft Deliverable Phase 2 Task 2b cc: Lidwein Rahman, ODOT John Spencer, Spencer&Kupper Jim Hendryx, City of Tigard Mark Dorn,URS Mark Hynson,Mason,Bruce &Girard Introduction The Transportation Technical Advisory Subcommittee (TAS) was convened as part of the Washington Square Regional Center (WSRC) Implementation Plan Project. The purpose of the WSRC Implementation Plan Project was to review recommendations from the WSRC Framework Plan specifically with regard to stormwater, open space, natural resources, and o assess transportation issues. A TAS for each �tthe Framework P1an.ese topics was hEachshed tTAS then the their feasibility of the project recommendations presented findings to the WSRC Task Force, which was reconvened from the previous study. The WSRC Transportation TAS met five times from January 2001 through June 2001 to review the Washington Square Regional Center Framework Plan recommendations, and identify whether or not any of the recommendations were fatally flawed. The TAS's review was based on a set of adopted evaluation criteria addressing environmental impacts, traffic operations, neighborhood, and alternative mode performance measures. This memorandum summarizes the evaluation criteria, feasibility analyses, conclusions, and recommendations that were developed by the Transportation TAS Working Group. Figures 1 and 2 schematically present all of the project recommendations. Summary of Feasibility Analysis During the feasibility analysis the Transportation TAS and the Task Force spent considerable effort confirming that traffic flow and Both the TAS and the Task Force to and from Highway 217 are an important part of implementinghe WSRC Framework Plan 0 NORTH j (NOT TO SCALE) a ■ De 0 A. I Cr Sy, cce �Q �. A\ 0 - 14 ..* 0 •So�P > 5 Q W o a a 'a •y ii ii i -:#411 y 3 / WAkS !NCS N z & ln 9 in SQUARE RE „�• F�' > SW BORDER ST m l,. 4. 'MAL . N a SW LEHMAN I co ,:,"...,3* = ST N , .% '1-1;) ;, _ a,W S CORRAL SW LANDAM ST ` . 'S�PP�, �9? •F® w e 1 D ;.�,< SW LOCUST. i ��o�� - >'•• SW rOCUST ST ,,: r a i I SW OAK g� `3 > SW OAK ST /---—') '� 99 ``` • co SW PINE ST • ASH CRE / IP 1 SHAD EK - `,- SW SPRUCE ST 20 ` LN ,. _ t* I ..- 03 k CI -7------ T.r ® J LL m 7 / t Nj o o 1 =' 0 U 2 m ra LEGEND 9��'e(/gC � SW PFAFFLE STN A114111.1100. q FUTURE PEDESTRIAN/BICYCLE CONNECTIONS D ■1IUII.II.11■ NEW BUS SERVICE • • SIDEWALK IMPROVEMENTS t PEDESTRIAN ACCESS IMPROVEMENTS —I \ ♦• millo► IMPROVED ALIGNMENT O TRANSIT CENTER IMPROVEMENTS * POTENTIAL PEDESTRIAN CROSSING REFUGE IIIHHCOMMUTER RAIL © POSSIBLE COMMUTER STATION LOCATION RECOMMENED IMPROVEMENTS PEDESTRIAN/BICYCLE SYSTEM WSRC IMPLEMENTATION PLAN FIGURE 11171 TIGARD, OREGON 1 JUNE 2001 4275\CDRFILES\4275TRANS.DWG I 1 0 NORTH I (NOT TO SCALE) 1 ■Ar ■ S Q e .„ Sy�,y ,, q�BCVp v 6-1 li II. 1)41\ co co -,, `,.14 0 RP SOV NORTH. MALL TO NBUS a IM •fix / OVERCROSSING 0 , ip , N R / jz , 0t �'2 WASHINGTON -' , z �/` `* SQUARE _ ` o SW BOR II ER ST"` .,,,a." i 3 IMPROVEMENTS - �NIMBUS i MALL j N SW LEHMAN _, NORTH OF SCHOLLS FERRY 'y `' ®� ST . ROAD 0A . Q SW CORRAL ,,� SW LANDAM ST _ y ® '! ST $ P c Mil 0�5 , , .� ::::sT 111111 > i � • SW OAK ST ,.:`� \ 9 .q4\ '~�, SW PINE ST NIMBUS GREENBURG ► ` _..rte sw;.ss.%: -� "' SW SPRUCE ST - I- IP ti0 •I1 f .- > > i I c-+ < CO cn 9t<` \ I < a a < s SOUTH. �1- 7 =r i< = y MALL TO NIMBUS �''q� c I y N m i OVERCROSSING ' FNeU�G H ® , SW PFAFFLE ST D i li H LEGEND _ " " NEW ROADWAY RECOMMENDED IMPROVEMENTS 111"'11111E UPGRADE EXISTING ROADWAY MOTOR VEHICLE SYSTEM WSRC IMPLEMENTATION PLAN FIGURE 171 TIGARD, OREGON 2 IN JUNE 2001 4275\CDRFILES\4275MOTOR.DWG WSRC Project Recommendations Project#:4275Page 4 June 19, 2001 have strongly recommended to Metro that Highway 217 receive funding to study, identify, and ultimately build improvements to the facility. The Transportation TAS and the Task Force have also confirmed that all of the recommendations from the WSRC Framework Plan can be implemented, and none of the projects are fatally flawed. There are no changes to the transportation recommendations made in the WSRC Framework Plan. The recommended WSRC Framework Plan ultimately develops a comprehensive multi-modal transportation system for the Washington Square Regional Center. With full implementation of the transportation plan, there would be improvements in regional connections to and from the area (i.e. commuter rail, transit center improvements, Highway 217 improvements), improvements in transportation within the area (i.e. Nimbus overcrossing connecting the Mall and the Nimbus Business Park, improved pedestrian facilities along and across major roadways, and recreational pedestrian and bicycle facilities surrounding the area). The transportation plan for the area was developed from holistic perspective providing regional connections for regional travelers, local connections for local travelers, and collector level connections to provide access for people traveling between the regional and local transportation system (e.g. people mover, Locust Street Improvements, Oak Street improvements). Work conducted for and by the TAS also showed that there is a great deal of excitement and support for many of the projects recommended in the Framework Plan: • Members of the TAS and the Task Force, City of Beaverton, Tigard and Washington County Staff and Staff at Tri-Met and Metro all see a great deal of opportunity in linking the Nimbus Business Park, Commuter Rail, and the Washington Square Mall physically with a structure and subsequently with a shuttle or People Mover connection. • Members of the TAS and Task Force strongly recommend planning for and implementing transportation improvements on the Highway 217 corridor. These Committees believe that regional connectivity to and from the area is and will continue to be integral to the economic success of the Regional Center. • City Staff, the TAS and the Task Force view the implementation of the Regional Center plan as an opportunity to improve pedestrian, bicycle and transit connectivity and circulation within the Regional Center Area. There are also projects in the Framework Plan that as they move forward into implementation they will be met with opposition: • The TAS and Task Force agree that widening Hall Boulevard to five-lanes from Oleson Road south to Highway 217 is feasible. However, the TAS and Task Force recommend that this roadway be widened to five-lanes only after other roadway projects have been implemented in the Regional Center, and it has become apparent that additional vehicle capacity is still needed on Hall Boulevard. The neighborhood surrounding Hall Boulevard opposes widening this roadway. • The TAS and Task Force support the Nimbus-Greenberg connection, but also express concerns about the potential environmental impacts associated with this facility. This roadway can be constructed to minimize environmental impacts; and depending on its final alignment could provide an opportunity for large wetlands mitigation; however wetland and open space advocates, and surrounding neighbors remain concerned about this new facility. Portland, Oregon Kittelson&Associates, Inc. WSRC Project Recommendations Project#:4275Page 5 June 19, 2001 • The TAS and Task Force support the concept of improving connectivity and circulation opportunities within the Regional Center; however they are also want to be sure that the improvements do not cause negative traffic impacts to surrounding neighborhoods and businesses. For example, there is concern that improvements on Locust between Hall Boulevard and Greenburg Road and the Locust Overcrossing of Highway 217 could create a neighborhood "cut-through" route. As these facilities are designed, special attention should be given to the potential neighborhood impacts. Regardless of the project under consideration, the partnerships and working relationships that have developed over the course of this project and the previous WSRC Framework Plan should continue to be cultivated. The WSRC TAS and Task Force were composed of a diverse membership that worked together for four years to forge consensus on transportation issues large and small. The City of Tigard should strive to build on this momentum to continue the implementation of the Regional Center Plan. The following summarizes the project evaluation criteria and the results of the feasibility analysis for each of the project recommendations. The recommended projects have been provided in two categories: non-auto modes and auto modes. For each project there is a summary of the: • Project recommendations; • Jurisdictions that might influence project implementation; • Messages to carry forward with project implementation; • Project design considerations (where appropriate); and • Project evaluation. Portland, Oregon Kittelson&Associates, Inc. WSRC Project Recommendations Project#:4275 June 19, 2001 Page 6 Project Evaluation Criteria At its April 2001 meeting, the Transportation TAS adopted evaluation criteria for testing the feasibility of projects recommended in the WSRC Framework Plan. These criteria are included in Appendix A; the following is a summary of how the criteria were applied. Table 1: Summary of Evaluation Criteria Goal Rating Meaning Highway 217 Criteria • Allows for flexibility in a future design of the Highway 217 Corridor Future Highway 217 0 May preclude options in a future design of Highway 217 Improvements Significantly reduces the flexibility of a future design of Highway 217 • Can be constructed with or without improvements to Highway 217 Dependent on Hwy 0 Some improvements to Highway 217 are needed prior to implementation 217 Improvements • Highway 217 must be improved prior to implementation • The improvement will provide alternate travel routes to Highway 217 Extends the life of O No significant influence on Highway 217 traffic flow Highway 217 Negatively influences traffic operations on Highway 217 • Facilitates improvements to the Highway 217 Corridor Helps Implement Hwy 0 Does not influence implementation of Improvements to the Highway 217 217 Improvements Corridor • Precludes implementation of Highway 217 improvements Transit, Pedestrian/Bicycle and Accessibility Criteria • Improves transit quality of service Public Transportation 0 Does not affect transit quality of service Benefits Worsens transit quality of service • Improves the pedestrian and/or bicycle environment Pedestrian/Bicycle O Does not affect the ped/bike environment, or has mixed impacts Benefits Worsens the pedestrian and/or bicycle environment • Improves opportunities for non-automobile forms of transportation Travel Demand O Has no impact on non-automobile forms of transportation Management(TDM) • Reduces opportunities for non-automobile forms of transportation • Improves regional accessibility to the area and is consistent with known plans for projects in the area. Regional Access and 0 Has no impact on regional accessibility to the area and no direct relationship Connectivity Benefits with known plans for projects in the area. • Decreases regional accessibility to the area and is inconsistent with known plans for projects in the area. • Provides more opportunities for local circulation by all modes Local Access& O Has no impact on local circulation by all modes of transportation Circulation Decreases local circulation opportunities Compatibility with • Facility complements surrounding land uses Surrounding Land 0 Facility has no bearing or relationship to surrounding land uses Uses Facility is not consistent with surrounding land uses Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275Page 7 June 19, 2001 Traffic Operations and Construction Criteria • Project improves a facility's capacity and is consistent with roadway design standards and practice. Satisfies Operational& 0 Project does not significantly change a facility's capacity and could meet Design Requirements roadway design standards and practice ▪ Project decreases a facility's capacity and does not meet accepted design standards and practice. • Project could be constructed in phases and can be modified for future travel Phased demands with little throw-away construction. Implementation& 0 Not applicable Expandability 0 Expanding or modifying the project in the future may be difficult or require eliminating previous construction. • Project can be easily constructed and traffic can be easily maintained during construction Constructability& 0 Project may have some construction or traffic maintenance issues during Maintenance of Traffic construction • Project will be difficult to construct or traffic will be difficult to maintain during construction • Minimal right of way impacts Right of Way(ROW) 0 Some right of way impacts Requirements Significant right of way impacts • Enhances parks,wetlands,or other environmentally sensitive areas Environmental Impacts 0 Does not impact environmentally sensitive areas • Impacts environmentally sensitive areas Cost Cost estimates are provided Portland, Oregon Kittelson&Associates, Inc. WSRC Project Recommendations Project#:4275 June 19, 2001 Page 8 Pedestrian, Bicycle and Public Transit Recommendations The following is a list of the non-auto related (transit, pedestrian, bicycle, commuter rail, etc) transportation recommendations from the WSRC Framework Plan. These are listed in alphabetical order only. COMMUTER RAIL SERVICE AND STATION Washington County has proposed commuter rail services from Wilsonville to Beaverton on the existing freight line to the west of Highway 217. The WSRC Task Force proposed a commuter rail station in the vicinity of the North: Mall to Nimbus Overcrossing. Relevant Jurisdictions: Washington County, Tri-Met, and City of Beaverton. Messages to Carry Forward • The WSRC Task Force recommends that the proposed commuter rail station be permanently located between Scholls Ferry Road and Hall Boulevard in the vicinity of the proposed overcrossing between Nimbus Business Park and the Washington Square Mall. • The Task Force prefers that a park and ride facility not be constructed in conjunction within the Regional Center or the future commuter rail station. • The Task Force recommends that local transit service be developed connecting the commuter rail, Nimbus Business Park, Washington Square Mall and Lincoln Center. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • • 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses Y • • • • • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. Not Part of 0 0 • • 0 Regional Center Costs Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 9 PEDESTRIAN IMPROVEMENTS — SW GREENBURG ROAD Construct pedestrian improvements on SW Greenburg Road between SW Hall Boulevard and Highway 217 to improve pedestrian crossing opportunities and safety. Relevant Jurisdictions: Washington County, Metro. Messages to Carry Forward • Since Greenburg Road is a Washington County facility, Tigard should coordinate with Washington County to get these projects included in the currently ongoing Washington County Transportation System Plan. • Pedestrian refuges at non-signalized intersections minimize crossing distances and provide a safe stopping location for pedestrians as they cross Greenburg Road. These improvements would have minimal impacts on traffic operations. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • 0 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses Y • • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational ROW Env. Cost &Design Implementation &Maint.of Reqs. Impacts Reqs. &Expandability Traffic $10,000 to$15,000 to identify location(s)on corridor N/A 0 • • 0 $5,000 to$10,000 per island (variable) Kittelson&Associates, Inc. Portland, Oregon 5 WSRC Project Recommendations Page Project#:427 75 June 19, 2001 PEDESTRIAN IMPROVEMENTS — SW HALL BOULEVARD Construct pedestrian crossing refuge (median) )on SW Hall Boulevard tunities rdd between tsafety.eSW Pfaffle Street and SW Locust Street to improve pedestriang Relevant Jurisdictions: ODOT, Metro. Messages to Carry Forward • Since Hall Boulevard is a State facility,partofany futurrd e roadwald ynate with plansfor HaDll Boulevard. these projects implemented today or as • Pedestrian refuges at non-signalized intersections as theyross HallBoulevard lcsize crossing Ces and These provide a safe stopping location for pedestrians improvements would have minimal impacts on traffic operations. Highway 217 Criteria Future Highway Dependent 217 Extends9 way 217 of H217 IImprovements pro ementsry Improvement • • 0 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility PublicAccess and Access& with Land Transp. Ped/Bike TDM Connectivit Circulation Uses Y • • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructability ROW Env. Cost Operational Implementation &Maint.of Reqs. Impacts &Design &Expandability Traffic Reqs. $10,000 to$15,000 to identify location(s)on corridor N/A 0 • • $5,000 to$10,000 per island (variable) Portland, Oregon Kittelson&Associates, Inc. WSRC Project Recommendations Project#:4275 Page 11 June 19, 2001 PEDESTRIAN AND BICYCLE IMPROVEMENTS - SW LOCUST STREET Realign SW 90th Avenue across SW Locust Street to provide a four-legged intersection at Locust Street. Construct curb extensions, sidewalks and bicycle lanes to provide improved non- auto accessibility across and along Locust Street. Relevant Jurisdictions: Washington County. Messages to Carry Forward • The TAS and Task Force recommend constructing a four-legged intersection at 90"' Avenue/SW Locust Street to provide a focal point for streetscape design, and provide an accessible crossing for people traveling to and from the school. Project Design Considerations • Right of way would be required to align 90th Avenue on either side of Locust Street. This would be acquired and constructed at one time. The likelihood of expansion or further modification is minimal. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • 0 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility PublicAccess and Access& with Land Transp. Ped/Bike TDM Connectivit Circulation Uses 0 • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructabilit Operational Y ROW Env. Cost &Design Implementation y &Maint.of Reqs. Impacts Reqs. &Expandability Traffic $10,000 to$15,000 to identify intersection improvements- N/A S 0 0 0 $20,000 to$30,000 for intersection improvements,not including right of way costs. Portland, Oregon Kittelson&Associates, Inc. WSRC Project Recommendations Project#:4275 June 19, 2001 Page 12 PEDESTRIAN ACCESS IMPROVEMENTS —WASHINGTON SQUARE MALL Construct pedestrian improvements (e.g. sidewalks, landscaping, and connections from parking to the mall and surrounding arterials) in the Washington Square Mall. Relevant Jurisdictions: City of Tigard, Metro. Messages to Carry Forward • The TAS and Task Force recommend that roadways within the mall ultimately be designed to include sidewalks and the sidewalks should connect to the surrounding street system. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • 0 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public TDM Access and Access& with Land Transp. Connectivit Circulation Uses Y • • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational ROW Env. Cost &Design Implementatioy &Maint.of Reqs. Impacts Reqs. &Expandabilit Traffic As part of new N/A N/A • • development Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 13 SHUTTLE/PEOPLE MOVER Develop local area transit service operating between the Washington Square Mall, the Nimbus/Cascade districts and Lincoln Center. The service could use the proposed connections across Highway 217. Initially a shuttle bus, in the future this service could be converted to some type of fixed route system. Relevant Jurisdictions: Washington County, Tri-Met, Metro, and City of Beaverton. Messages to Carry Forward • Beaverton, Tigard, Tri-Met, Metro, Washington County, the Transportation TAS and the WSRC Task Force see significant benefits associated with connecting the proposed Commuter Rail to the many activity centers in the WSRC. • The Task Force and TAS see limited benefits to the Regional Center if the commuter rail is not connected to the Mall and Lincoln Center by some type of people mover system. Project Design Considerations • The people mover could initially be shuttle buses (electric or hybrid powered). In the future, the system could be upgraded to a more capital-intensive facility. See Appendix B. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • • 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses Y • • • • • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Implementation &Maint.of Y ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. 0 • • • 0 As part of Tri-Met's Transit Choices for Livability Program Kittelson&Associates,Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 14 TRANSIT CENTER IMPROVEMENTS Construct capacity and facility improvements (e.g. real time transfer information, lighting, covered connections to the Mall, and additional bus bays) to the existing transit center at the Washington Square Mall. Relevant Jurisdictions: Tri-Met, Metro. Messages to Carry Forward • As improvements are considered to the existing Transit Center, Tri-Met, Tigard, Washington County, Beaverton, and the Washington Square Mall need to review and discuss the most appropriate future location, capacity and transit center facilities to be provided. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • • 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses y • • • • • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Implementation &Maint.of y ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. As part of Tri-Met's N/A • • • 0 Transit Choices for Livability Program Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 Page 15 June 19, 2001 TRANSIT SYSTEM IMPROVEMENTS The TAS and Task Force support transit routing and frequency improvements in the Regional Center. Tri-Met has provided an outline of potential service improvements and planning that would need to occur to implement these improvements. The range of improvements include relocating the Transit Center to provide better connections into the Mall, coordinating park and ride facilities with the future commuter rail service, providing bus stop improvements in the Regional Center area, and decreasing transit service headways. The items for consideration are included in Appendix B. Tigard, Tri-Met and employers or developers in the district should begin to develop a transit improvement plan for the district. TRAVEL DEMAND MANAGEMENT PROGRAM The TAS and Task Force recognize the importance of developing a travel demand management program for the Regional Center area. A key feature of this program will be a Transportation Management Association (TMA) that coordinates the means of decreasing demand for single occupant vehicles within the Regional Center area. Appendix C includes a framework plan for travel demand management in the Regional Center. The City of Tigard, Beaverton, Washington County, Tri-Met, Metro, ODOT and employers in the area should begin to work together to refine this framework into a detailed plan for the area. Kittelson&Associates, Inc. Portland, Oregon 5 WSRC Project Recommendations Page Project#:427516 27 75 June 19, 2001 Auto and Roadway Recommendations The following is a list of the auto and roadway related projects recommendations from Washington Square Regional Center Framework Plan. The first seven projects are listed in a priority order established by the Transportation TAS and Task Force. The remaining projects are listed in alphabetical order only. NEAR TERM TRAFFIC OPERATIONS IMPROVEMENTS In addition to the long-term projects identified as part of the Washington Square Regional Center Framework Plan, the Task Force recommends that small-scale roadway operations improvement projects be implemented in the near future. These improvements could correct existing system deficiencies or provide needed pedestrian,bicycle or transit facilities Messages to Go Forward: • The TAS and Task Force have identified the following near term improvements to consider are: o Develop signal timing improvements on Greenburg Road between Highway 217 and the Washington Square Mall. o Construct a separate eastbound right turn lane from Hall Boulevard to Scholls Ferry Road. This could require Hall Boulevard overcrossing improvements. o Construct pedestrian improvements throughout the district. o Develop a shuttle system connecting Lincoln Center, Washington Square Mall and Nimbus Business Park. o Evaluate and confirm that the southbound Hall Boulevard right turn only lane into the Washington Square Mall at Palmblad Lane should be eliminated. Restripe as appropriate. o Develop signal timing improvements on Hall Boulevard that include capabilities to allow buses that have fallen behind schedule to travel to the front of the queue and travel through the signal prior to other traffic ("queue jumping capabilities"). o Develop direct access from the Washington Square Mall to the Target Store so that motorists do not have to travel on Hall Boulevard when traveling between the two facilities. The City of Tigard should begin planning for and implementing these projects as soon as possible. Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Page Project#:4275 75 June 19, 2001 17 HIGHWAY 217 IMPROVEMENTS Identify and plan for the implementation of improvements to Highway 217 and its interchanges between Interstate 5 and Highway 26. Relevant Jurisdictions: Tigard, Beaverton, Washington County, and Metro. Messages to Go Forward: • The WSRC Task Force strongly recommends that Highway 217 be identified as a priority for engineering studies, regional funding, and ultimately improvements. • The WSRC Task Force believes that without people moving capacity improvements to Highway 217 and its interchanges with the surrounding transportation system, the economic vitality of the Regional Center could be at risk. Project Design Considerations • The interchange improvements should be developed to also improve pedestrian and bicycle access across Highway 217. Transit, Pedestrian/Bicycle and Accessibility Criteria Local Regional Access& Compatibility with Public Ped/Bike TDM Access and Transp. Connectivity Circulatio Land Uses n • • • • • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational ROW Env. Cost &Design Implementationp &Maint.of Reqs. Impacts Reqs. &Expandability Traffic Not Part of .• • 0 Regional Center Costs Portland, Oregon Kittelson&Associates, Inc. 5 WSRC Project Recommendations Page Project#:427518 27 75 June 19, 2001 NORTH: MALL TO NIMBUS CONNECTION The Washington Square Regional Center Task Force identified this project as the first priority for implementation in the Regional Center area. Construct a bridge over Highway 217 connecting the Washington Square Mall with the Nimbus Business Center. The bridge would include a two-lane roadway, bike lanes, sidewalks and facilities for transit. The bridge is intended to be a facility for local travel within the Regional Center. There are two options for this connection: • Option 1 includes a two-lane bridge from the Washington Square Mall extending over Scholls Ferry Road, Highway 217, and the commuter rail tracks and then connecting back to Nimbus Avenue. This option is depicted in Figure 3. • Option 2 includes a new intersection with Scholls Ferry Road, a two-lane bridge over Highway 217, the commuter rail tracks and then connecting back to Nimbus Avenue. This option requires re-aligning the existing northbound Highway 217 to Scholls Ferry Road off-ramp. This option is depicted in Figure 4. Relevant Jurisdictions: City of Tigard, City of Beaverton, Metro, ODOT Option 1: Construct a two-lane bridge from the Mall over Scholls Ferry Road, Highway 217, and Commuter Rail and connecting to Nimbus Avenue (Figure 3). As this project is further developed the actual alignment could be like that shown in Figure 4. The actual location would be identified in preliminary engineering. Messages to Carry Forward • The TAS and Task Force support this project because it extends the extends the life of Highway 217 interchanges by providing an alternative route for motorists traveling from the Nimbus Business Center to the Washington Square Mall. • The TAS and Task Force support this project because it would not preclude most future interchange configurations at Scholls Ferry Road/Highway 217 or Hall Boulevard/Highway 217. • The Transportation TAS and Task Force believe that as this project is developed further, consideration should be given to developing this overcrossing as a pedestrian/bicycle/transit bridge. Project Design Considerations • Right of way would be required on the east and west side of Highway 217. On the east side of Highway 217, the structure would provide an opportunity for new land use development at the north side of the Mall. • The project would be constructed in one phase. It could be designed to be widened in the future. 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CONNECTOR I ....._...... ___D ,---, Iwu GE URS BR W,Inc 0 .... ..scALE IN FEET BUILDINGTOTNOEoTTIAK0NE OPTIONS RAM- ___ - . I WSRC Project Recommendations Project#:4275 June 19, 2001 Page 20 • The project will provide a new connection between Nimbus Business Center and Washington Square Mall. In addition the project will effectively connect Hall Boulevard west of Highway 217 to the Mall via Nimbus Avenue. Before there are improvements to the Hall Boulevard/Highway 217 interchange, this may become a short-cut route for motorists traveling from west of Highway 217 to the Mall. The bridge is intended to be a provide a local connection from Nimbus Business park to the Mall (e.g. two-lane roadway including facilities for transit, bicyclists, and pedestrians). The design of the facility and the roadway treatments should be sensitive to the intent for the facility and the potential for traffic using the roadway to avoid the Hall Boulevard/Highway 217 interchange. • Traffic operations impacts at the existing southbound Progress off-ramp from Highway 217 to Hall Boulevard should be evaluated and coordinated with the Hall Boulevard/Nimbus Avenue. Improvements to this intersection may be necessary as part of this project. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • • 0 Transit,Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses y • • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. O • 0 • 0 $29,000,000 Option 2: Connect the Mall to Scholls Ferry Road with a signalized intersection, construct a two-lane bridge over Highway 217, and commuter rail and connect to Nimbus Avenue. This option is depicted in Figure 4 Messages to Carry Forward • Because of the potential traffic operations impacts to Scholls Ferry Road, and the potential constraints on future Highway 217 interchange improvements, the TAS or Task Force does not support this project. • This project extends the life of Highway 217 in that local trips from Nimbus Business Center to the Washington Square Mall can avoid the Hall Boulevard and Scholls Ferry Road interchanges with Highway 217. Kittelson&Associates, Inc. Portland, Oregon g�:.' `' ,�..r: '... ^. > '3.i. t'� , esti .1.il!',• ,� - ° �� ,r. ,-r.. � � , �� ,�'�'tis�' «w.. -fir ♦ y ...✓ r F a " ;lit i a t ? "r $ i tnyn. 3 a sit z. � as ski YAll, lit �a t �� ?F z mpg 1�w 74 � - � � r e5 �, � ; i xr��11 �•'� *. laky �'�` ,# � t a all I t'c.. z PROi 774 anti ta 0 Avow A4 "ea r :� ti.-� � �,y" � °' ..:_ � ,�,. ' iU' ..._ aztl�r ^�. �r '� -? � a•. x,x �" ,~ ��"��Y�� ^°a��,'1y ., • "l y�r.° �r y} ,,,.� - + 1 , : � ,- ,fir^.:. t �`d P � ,C $fit € � � • � � � a'�'i � � s �- �� a # : � �`71iRc'a d;, w ... 1 � «� art. .� d. � ' h ��,, >Y✓ ' +r is , T v wart t`+*:.. 4"r Bur 4�,ml '7 0011 ITY1 d 3 On �. L elf > t" ` 0 lw- kR,i.l 11111][11 PEDESTRuw CONNECTION TD ELEVATED Munn / 1• IN ■r r r o* �3 A LA l •11N 74 'N"'JXill J �a ate,: x � n WSRC Project Recommendations Project#:4275 June 19, 2001 Page 22 Project Design Considerations • This configuration of the Nimbus crossing would require relocating the northbound Highway 217 to Scholls Ferry Road off-ramp. If constructed prior to improvements on the Highway 217 corridor, this would likely preclude future efficient configurations of the Highway 217/Scholls Ferry Road interchange. Once constructed it is expensive to expand or modify a bridge. Therefore this project receives a low rating for the phased implementation and expandability criteria. • Relocating the existing northbound Highway 217 to Scholls Ferry Road off-ramp and adding a new intersection on Scholls Ferry Road would negatively influence traffic operations on Scholls Ferry Road and Highway 217. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • • • Transit,Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses y • • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. • • • • 0 $30,000,000 Kittelson&Associates,Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 23 SW NIMBUS AVENUE The Washington Square Regional Center Task Force identified this project as the second priority for implementation in the Regional Center area. There are two components of the SW Nimbus Avenue Improvements: • North of Scholls Ferry Road: Modify the existing roadway (north of Scholls Ferry Road) to a three-lane facility with parking, bike lanes and sidewalks. Potential for streetscape improvements including solid median with specific turn slots to individual properties. Relevant Jurisdictions: City of Beaverton. • Nimbus to Greenburg Connection: Extend SW Nimbus Avenue to meet Greenburg Road. This would be a five-lane roadway with bike lanes and sidewalks, but no on-street parking. The conceptual alignment shown in Figure 5 would be constructed over the railroad tracks. Consideration could also be given to developing a connection that passes under the railroad tracks. This option has not been explored as part of this feasibility analysis. Relevant Jurisdictions: City of Beaverton, and City of Tigard. North of Scholls Ferry Road: Messages to Carry Forward • With the connection to Greenburg Road (and potentially north to Denny Road), this • facility would provide increased north-south connectivity on the west side of Highway 217 for local and sub-regional trips. Project Design Considerations • This project could be constructed with or without improvements to Highway 217 and not significantly influence the future nature of Highway 217. • This project would not be constructed without the connection to Greenburg Road. If connected to the Nimbus-Greenburg Connection, this project would extend the life of Highway 217 by providing an alternative travel route through the west side of the WSRC. • Right of way may be required along the existing Nimbus Avenue. • There could be traffic operations issues at the intersection of Nimbus Avenue with Hall Boulevard. The traffic operations at this intersection would have to be coordinated with the future configuration of the Highway 217/Hall Boulevard interchange. The need for intersection improvements should be reviewed as part of this project design. Kittelson&Associates, Inc. Portland, Oregon F' ` a `..* "',.,.; �A: tw '., s i .. , _ «. :., lr, I h'... ,. t. �< -' -,fl - �..: '� ,y�'�" p/'u+,-.r4-,.: '•_' . R o -e i� m r . , x 1,a. / �..,. ...` -. . I" -.t± -•..:.. � .. ,f 'e_;D.a ;p tet.. ,{ ! s^ C ` e •�, .,. ., .... k.+ ,_ ..: .,- . 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L' '"',� ♦w, ...,,, ' Pitt 7 � r , ` °" > �. 'vsh ". > a x . IJ y R �"�" , fa : T:. , <. 2+ ^ � :. 9 . �'ar • d .d ... � _ �et � , r " z� � , � „1. F. '"1P .> ��:.' i4 i ..11.•,Rl ,.='a• �, q,,:.. ,a. a... � _ ...a t. - -- re , P r _ t _•.it ;� '".t'. �.� _ +.•F++q., _ .._ s -,r; ++' f�li`�� ?S� �T.. ...� _r� ....,. .._� r i� '�� _. 3+. ' , �s ,... WSRC IMPLEMENTATION PLAN FIGURELs �a o soo TIGARD, OREGON C B R W, I n c SCALE INFFBT JUNE 2001 ..J WSRC Project Recommendations Project#:4275 June 19,2001 Page 25 Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • • 0 Transit,Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses • • • • • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. O O • • O Included in City of Beaverton TSP Nimbus-Greenburg Connection: Messages to Carry Forward • The City of Tigard should begin planning for and designing this facility as soon as possible. The potential environmental issues, and mitigation opportunities would require substantial analysis and federal review. Project Design Considerations • Connected to a widened Nimbus, this facility would provide alternate access for motorists on the south and west side of Highway 217. They would no longer have to choose between Hall Boulevard and Highway 217 for north-south access. • Right of way would be required to construct this project. • There would be environmental impacts associated with constructing this facility. • • Depending on the design of the facility, there are wetland, stream, and floodplain mitigation opportunities associated with this project in the vicinity of the connection with Greenburg Road. • This facility could be constructed as a three-lane facility south of the Locust Street Overcrossing. Future volumes on this facility are partially dependent on future capacity and traffic operations on Highway 217. The design of this facility should be coordinated with Highway 217 improvements. Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19,2001 Page 26 Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • • • Transit,Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses Y • • • • • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. 0 0 0 • • $38,000,000 Kittelson&Associates,Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19,2001 Page 27 SOUTH: MALL TO NIMBUS CONNECTION The Washington Square Regional Center Task Force identified this project as the third priority for implementation in the Regional Center area. Construct a new two-lane collector level roadway and bridge from SW Locust St/Greenburg Road, through Washington Square, over Highway 217 and terminating at the extended SW Nimbus Avenue south of Scholls Ferry Road. This facility would include bike lanes and sidewalks. See again Figure 5. Relevant Jurisdictions: City of Tigard, City of Beaverton, Metro, ODOT Messages to Carry Forward • The TAS and Task Force recommend that this facility be designed to improve connectivity between the east and west side of Highway 217, and to avoid or minimize potential negative neighborhood traffic impacts east of Greenburg Road. • The TAS and Task Force so this improvement as providing more connectivity benefits, then significant congestion relief on Highway 217. • The TAS and Task Force recognize that the location of the intersection of this facility with Greenburg Road will influence traffic volumes on Locust Street east of Greenburg Road. The TAS and Task Force recommend that the final alignment of the roadway and overcrossing be designed to minimize negative traffic impacts to the neighborhood adjacent to Locust Street. • At the public open houses we learned that the residents of the neighborhood surrounding Locust Street would prefer to see this roadway connection constructed as a local street. Project Design Considerations • This facility could be constructed independent of the future form of Highway 217. • Right of way would have to be acquired through the Washington Square Mall and on the west side of Highway 217 at the connection back to Nimbus Avenue. • To complete the connection from the bridge back to Nimbus, it would be necessary to raise a portion of Nimbus Avenue on the west side of Highway 217. Maintaining traffic during construction of this would be difficult. • The intersection of this facility with Greenburg Road influences the extent of neighborhood impacts to Locust Street east of Greenburg Road. As a four-legged intersection with Greenburg Road, there is potential for more cut-through traffic on Locust Street east of Greenburg Road. If instead the intersection is created opposite the existing Lincoln Center access this would minimize the potential for neighborhood cut- through traffic,but would also decrease traffic flow and operations on Greenburg Road. • An alternate potential mitigation to minimize neighborhood cut-through traffic is to preclude traffic from traveling east and westbound across Greenburg Road on Locust Street. • As this facility is designed neighborhood impacts should be considered and balanced against traffic level of service considerations on Greenburg Road. Highway 217 Criteria Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 28 Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • 0 0 Transit,Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses y • • • • • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. 0 • • • 0 $26,000,000 Kittelson&Associates,Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 29 SW LINCOLN STREET The Washington Square Regional Center Task Force identified this project as the fourth priority for implementation in the Regional Center area. Modify Lincoln Street to provide a three-lane section with parking, bike lanes and sidewalks between SW Locust Street and SW Oak Street. Relevant Jurisdiction: City of Tigard. Messages to Carry Forward • This improvement would enhance local circulation for motorists and non-auto modes of transportation within the Regional Center. Project Design Considerations • This improvement would have no impacts on the future form and function of Highway 217. • There would be some right of way required to complete this connection between Locust and Oak Street. • At the public open house we learned that surrounding residents would like to be sure that, if necessary, the project design mitigates any negative sound impacts to the nearby residents and school. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • 0 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses • • • O • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. • 0 • 0 0 $3,000,000 • Kittelson&Associates,Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 30 SW HALL BOULEVARD The Washington Square Regional Center Task Force identified this project as the fifth priority for implementation in the Regional Center area. The project would first be constructed to three- lane standards with sidewalks and bike lanes at five-lane limits between Oleson Road and Highway 217. If after other project recommendations have been constructed and the travel demand management program for the area has been implemented, it is found that Hall Boulevard still needs to be a five-lane facility the roadway would then be widened. In the interim, and as possible, the City of Tigard or ODOT would acquire the right of way necessary for a five-lane section. Hall Boulevard is depicted as a five-lane facility in Figure 6. As a three or five-lane facility, this project includes landscaped median with designated left turn pockets that also provide for improved pedestrian crossing opportunities. This is consistent with Metro the Regional Boulevard Designation for Hall Boulevard. Relevant Jurisdictions: ODOT, Metro, City of Tigard. Messages to Carry Forward • The Task Force recommends that the roadway be improved to three lanes with sidewalks, bike lanes and pedestrian refuges. If, after other improvements have been implemented in the area, further capacity is needed, the Task Force recommends that the roadway then be widened to five lanes. • The Task Force recognizes that the surrounding neighborhoods and businesses oppose widening Hall Boulevard to a five-lane section. • The Task Force recognizes that there is regional support for Hall Boulevard being widened to a five-lane section. This project is included in the Metro Regional Transportation Plan(RTP) Project Design Considerations • Significant right of way would have to be acquired to achieve the five-lane cross section. • If widened to five-lanes before Highway 217 is improved, there could be some improvement to traffic operations on Highway 217. • Maintenance of traffic as the roadway is widened to five lanes could be difficult. Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 32 Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • 0 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses Y • • • • • 0 Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. Three Lane Facility- • • • $18,000,000 Five Lane Facility- $24,000,000 Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#.•4275 June 19, 2001 Page 33 SW CASCADE AVENUE Improve the existing roadway (north and south of Scholls Ferry Road) to three-lane standard with parking, bike lanes and sidewalks. Potential for streetscape improvements including solid median with specific turn slots to individual properties. Relevant Jurisdiction: City of Beaverton. Messages to Carry Forward • The City of Beaverton and Tigard should coordinate with property owners to ensure that the proposed streetscape for this facility is consistent with the property owner's needs. The City of Beaverton has indicated that in the past, parking on this street was a priority to property owners. It may be necessary to further study parking supply and demand in the area in order to adequately provide for any parking impacts of this project. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • • 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses y • • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. As part of • • • • 0 new development Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 34 SW LOCUST STREET Modify Locust Street between Hall Boulevard and Greenburg Road to include a three-lane section with parking, bike lanes, sidewalks and other streetscape improvements to maintain as a lower speed street. Relevant Jurisdictions: Washington County, City of Tigard. Messages to Carry Forward • The TAS and Task Force recommend that improvements to this roadway be consistent with the surrounding neighborhood land uses. They recommend that street be planned to carry neighborhood and sub-regional trips at low travel speeds. • The surrounding neighborhood would like this street to remain a neighborhood collector. Project Design Considerations • There would likely be diversion of traffic onto Oak Street as the facility is constructed. Planning for this should be accounted for in the traffic maintenance during construction plans. After the facility is complete, there would likely be minimal remaining impacts on Oak Street. • Right of way may be required in order to achieve the desired cross section. • The facility has little influence on the future form and function of Highway 217. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • 0 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Ped/Bike TDM Access and Access& with Land Transp. Connectivit y Circulation Uses • • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. $10,000 to$15,000 to identify • • 0 0 0 streetscape improvements. $30,000 to$40,000 to implement. Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 35 SW OAK STREET Modify the roadway to provide two-lane section with parking, bike lanes and sidewalk between SW Hall Boulevard and SW Lincoln Street. Relevant Jurisdictions: Washington County, City of Tigard. Messages to Carry Forward • Coordination is required between Tigard and Washington County to achieve these improvements. • The surrounding neighborhood would like this street to remain a neighborhood collector. Project Design Considerations • There would likely be diversion of traffic onto Locust Street while the facility is being constructed. Planning for this should be accounted for in the traffic maintenance during construction plans. After the facility is complete, there would likely be minimal remaining impacts on Locust Street. • Right of way may be required in order to achieve the desired cross section. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • 0 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public ped/Bike TDM Access and Access& with Land Transp. Connectivit Circulation Uses y • • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Operational Implementation &Maint.of ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. $10,000 to$15,000 to • 0 • • 0 identify streetscape improvements. $30,000 to$40,000 to implement. Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 36 WASHINGTON SQUARE INTERNAL ROADS Construct improvements to existing Washington Square Mall internal circulation roads to public street standards with bike lanes and sidewalks. Relevant Jurisdiction: City of Tigard. Messages to Carry Forward • Tigard does not have jurisdiction over these roadways. Therefore, Tigard would either have to acquire the right of way, condition the improvements with further Mall development, or receive cooperation from the property owner in order for these improvements to be implemented. Project Design Considerations • The roadways could easily be modified to public street standards. Highway 217 Criteria Future Highway Dependent on Hwy 217 Extends the life of Helps Implement Hwy Improvement Improvement Highway 217 217 Improvements • • 0 0 Transit, Pedestrian/Bicycle and Accessibility Criteria Regional Local Compatibility Public Access and Transp. Ped/Bike TDM Connectivit Access& with Land Circulation Uses Y • • • 0 • • Traffic Operations and Construction Criteria Satisfies Phased Constructability Implementation &Maint.of Y ROW Env. Cost &Design &Expandability Traffic Reqs. Impacts Reqs. • • • • 0 As part of new development Kittelson&Associates, Inc. Portland, Oregon WSRC Project Recommendations Project#:4275 June 19, 2001 Page 37 PROJECT IMPLEMENTATION Implementing these project recommendations is dependent on many different factors including funding availability, economic factors in the area, political will and grass roots support or opposition. In addition, further planning, engineering and design of these facilities is also needed. Broadly, there are three phases of work left on each of these projects: • Planning which includes further refinement and specification, preliminary environmental analysis, and traffic operations analysis; • Environmental and engineering assessment, and project design which includes environmental clearance and final engineering; and • Implementation, which includes construction, or opening of the project. To assist with this, a time-line (Figure 7) for implementation has been developed identifying when a project should be undertaken and what type of activities should be occurring. The timeline is intended to assist City of Tigard staff with identifying when to initiate projects and what steps need to be undertaken to proceed with projects for which they have responsibility. City of Tigard staff should update the City's Capital Improvement Plan to reflect these recommendations. The projects should stay on the City CIP until they are constructed. The time- line has been developed based on the jurisdiction interviews that were conducted for this project and our experience assisting jurisdictions with project implementation. A summary of the jurisdiction interviews and the implementation actions that were identified is included in Appendix D. Kittelson&Associates, Inc. Portland, Oregon Figure 7: WSRC Implementation Plan Recommended Projects Timeline for Implementation Near Term(0 to 5 years) Medium Term(5 to 15 years) Long Term(More than 15 years) Engineering and Engineering and Engineering Projects Planning Design Implementation Planning Design Implementation Planning and Design Implementation Non-Auto Improvements Commuter Rail Service and Station X X X Pedestrian Improvements -SW X X X Greenburg Road Pedestrian Improvements-SW Hall X X X Boulevard Pedestrian and Bicycle Improvements- X X X SW Locust Street Pedestrian Access Improvements— X X X Washington Square Mall Shuttle/People Mover-Initially rubber X-Changing route X-Changing Route to tired,in the future possibly a more capital X X-On existing X-On existing to new Nimbus new Nimbus intensive facility roadways roadways Overcrossing Overcrossing X-Consistent with X-Addressing Commuter Rail at Transit Center Improvements X X existing needs at potential future exsiting location location Transit System Improvements X X X Travel Demand Management Program X X X Auto Improvements Traffic Operations Efficiencies X X X Highway 217 Corridor Study andX X X X-With significant X-With less regional Improvements regional commitment commitment North:Mall to Nimbus Connection (Task X X X Force Priority 1) SW Nimbus Avenue -North of Scholls X X X Ferry Road SW Nimbus Avenue-Nimbus to X-Occur with X-Occur with Greenburg Connection(Task Force X X X implementation of implementation of Hwy Priority 2) Hwy 217 217 South:Mall to Nimbus Connection (Task X X X Force Priority 3) SW Lincoln Street (Task Force Priority 4) X X X SW Hall Boulevard(Task Force Priority 5) X X X SW Cascade Avenue X X X SW Locust Street X X X SW Oak Street X X X Washington Square Internal Roads X X X Planning includes further refinement and specification,preliminary environmental analysis,and traffic operations analysis. Environmental and engineering assessment,and project design includes environmental clearance and final engineering. Implementation includes construction,or opening of the project. Kittelson&Associates,Inc. June 20,2001 Appendix A Project Evaluation Criteria KITTELSON & ASSOCIATES, INC. TRANSPORTATION PLANNING/TRAFFIC ENGINEERING 610 SW ALDER,SUITE 700 • PORTLAND,OR 97205 • (503)228-5230 • FAX(503)273-8169 MEMORANDUM Washington Square Regional Center Implementation Plan Project Evaluation Criteria ODOT Contract Deliverable, Phase II Task 2B Date: April 13, 2001 Project#: 4275 To: Transportation Technical Advisory Subcommittee From: Elizabeth A. Wemple, P.E. Subject: Washington Square Regional Center Implementation Plan RE: Project Evaluation Criteria cc: Lidwein Rahman, ODOT John Spencer, Spencer&Kupper Mark Dorn, URS Mark Hynson,Mason,Bruce&Girard Deliverable: Phase II Task 2B—Final The key objective of the Washington Square Regional Center Implementation Plan is to determine whether the proposed Framework Plan can be feasibly implemented while considering community, transportation, land use and environmental impacts. To assess the ability of the City of Tigard to implement the proposed transportation projects outlined in the Framework Plan, a series of evaluation criteria have been developed against which each of the transportation improvements can be considered. These evaluation criteria, along with input from relevant jurisdictions, will determine whether each of the projects is implementable from a transportation perspective. For example, if an option included a recommendation that could not meet Federal ADA requirements. This option would receive a poor rating in the Operational and Design Requirements category. This would mean that the alternative would have to be modified or eliminated from the Framework Plan. The assessment of each of the recommended transportation improvements in the Framework Plan will be made in a qualitative manner. Each project will be given a "good", "fair" or "poor" for each of the evaluation criteria, depending on the level of impact anticipated for that project. Each project will receive a rating for each of the categories. The categories are not weighted; and a poor rating in a category does not mean the project is infeasible. The following evaluation criteria have been reviewed and discussed with the Transportation Technical Advisory Subcommittee. FILENAME:H:\projfile\4275\deliverables\4275 2B del.doc Washington Square Regional Center Implementation P/an Project#: 4275 April 13,2001 Page 2 • Relationship to Highway 217 Corridor Planning—Highway 217 corridor planning and improvements are a priority to the transportation Technical Advisory Subcommittee. Each improvement will be evaluated against its relationship to the Highway 217 corridor. The evaluation will qualitatively address each of the following categories: • If and how the recommended improvement potentially precludes changes to the Highway 217 corridor; • Is the recommended improvement is dependent on a Highway 217 corridor improvement; • Does the recommended improvement potentially extend the life span of the existing Highway; and • Does the improvement helps implement Highway 217 projects. Comments related to the ratings will be provided. • Public Transportation Benefits--Evaluates the benefits provided by the improvement to the public transportation system in the Regional Center(e.g. connectivity,route choice). • Pedestrian/Bicycle Benefits—Evaluates the effectiveness of the recommended improvement to provide a safe and efficient access and circulation network for non-motorized travel. • Travel Demand Management—Evaluates the transportation demand management opportunities provided by the project under consideration. This includes opportunities for non-auto modes of travel, carpooling and shorter vehicle trips. • Regional Access and Connectivity Demands – Evaluates the regional access and connectivity benefits of the proposed improvement. • Local Access and Circulation--Considers the ability to provide access to adjacent land uses and enhance local area circulation for all modes of transportation. • Compatibility with Surrounding Land Uses—Evaluates the impacts to the surrounding community land uses (for example, the Nimbus Business District, Metzger neighborhood, Lincoln Center) in the study area while providing improved transportation access. Considers compatibility related to existing and known planned land uses. • Satisfies Operational & Design Requirements—Considers the ability of the improvement to safely provide for vehicular, pedestrian, bicycle and transit demands and meet relevant AASHTO, ODOT and local design standards. Also considers the potential operational and design impacts of the improvements on existing and known planned facilities in the immediate vicinity of the improvement • Phased Implementation & Expandability--Considers the ability to construct the alternative in phases in order to optimize capital improvement budgets. Also considers the ability to expand the design alternative to accommodate changes in future traffic volumes and patterns. • Constructibility/Maintenance of Traffic--Evaluates the ability to physically construct improvements. Also considers the ease of staging construction and maintaining traffic flow while alternative improvements are constructed. • Right-Of-Way Requirements--Considers the extent of right-of-way acquisition required for each improvement. • Environmental Impacts–Qualitatively summarizes project environmental impacts. • Cost–planning level cost estimates will be provided as information. Kittelson&Associates, Inc. Portland, Oregon Washington Square Regional Center Implementation Plan Project#: 4275 April 13, 2001 Page 3 Mason, Bruce & Girard, and URS will provide the environmental and cost information, respectively. Details of their analysis will be provided to the TAS. The environmental information provided by Mason, Bruce & Girard will be assessed and summarized qualitatively by Kittelson & Associates to assign a good, fair or poor rating to the projects. The cost estimates provided by URS will be included as information and no rating will be given on cost. Kittelson&Associates, Inc. Port'and, Oregon / ' KITTELSON & ASSOCIATES, INC. < TRANSPORTATION PLANNING/TRAFFIC ENGINEERING N610 SW ALDER,SUITE 700 • PORTLAND,OR 97205 - (503)228-5230 • FAX(503)273-8169 J ` MEMORANDUM Date: February 5, 2001 Project#: 4275 To: Transportation Technical Advisory Subcommittee • From: Elizabeth A. Wemple, P.E. Subject: Tri-Met Project Considerations The attached materials summarize Tri-Met's recommendations related to the projects identified in the Washington Square Regional Center Framework Plan. Tri-Met's recommended considerations will be included as part of the project refinements underway in this project. This material is being provided for you information as we proceed with this project. MAR-21-2001 16 52 TRI-MET 54649 P.02 a(1%1'4% TRI-COUNTY METROPOLITAN TRANSPORTATION DISTRICT OF OREGON 4012 S.E. 17TH AVENUE 1'(fl YAC i PORTLAND,OREGON 97202 March 21, 2001 Ms. Julia Hajduk, Project Manager City of Tigard 13125 SW Hall Blvd Tigard, Oregon 97135 Ms. Hajduk, At the Washington Square Regional Center Implementation Plan T.A.S.meeting on Thursday,February 15,2001 you stated that it would be helpful to have the list of potential issues surrounding transit implementation in the Regional Center before the next meeting. -The purpose of this memo is to outline some of the major transit issues for consideration and discussion by the committee. Transit Center Presently the Transit Center is in close proximity to the mall. This allows our riders convenient access to different stores at the north end, Improvements over the years have provided more amenities at this location as well. Lighting and covered places to wait are some examples of those improvements. If access to the mall was improved via a flyover from the west and access provided to all of Washington Square was increased, the transit center might need to move so that it was aligned with new bus/shuttle routing. If the transit center must be moved we would like to discuss whether there is a way for it to be more connected to the mall. There are examples from around the country where the transit center is attached to a mall with indoor heating and seating area. This type of facility would raise the visibility of transit as well as improve security for employees and shoppers. Park and Ride Park and Ride lots are essential part of the system for suburban commuters. The existing Park and Ride at Washington Square,for various legal reasons, will need to be removed in the future. We will need to work with the City of Tigard to find replacement facilities along Hall Boulevard and Scholls Ferry Road. In addition, commuter rail park and ride needs must be coordinated with this effort. • (503)238-RIDE -TTY 238-5811 • htrp:IIw..wtn-metorg MAR-21-2001 16:52 TRI-MET 54649 P.03 • March 21, 2001 Page 2 Bus Stop Amenities Bus shelters, lighting, sidewalk access, trash cans, and real time transit information are amenities that not only keep riders riding but also attract new riders to the system. We will need to coordinate efforts with Wash_ Sq_, the City of Tigard and Tri-Met to identify and prioritize bus stops for improvements. Access to Washington Square Currently,Tri-Met buses are only allowed to access the mall on.a limited number of roads within the mall area. We would like to be able to re-route our buses as conditions change so that we are more efficient. This means that access to all roads may be necessary. Any plan should also accommodate better pedestrian movement within and to the mall so that any transit improvements are accessed safely and conveniently. • Access to Commuter Rail We support the flyover from the commuter rail station to the mall for easier access of local trips. The bridge should be wide enough to accommodate pedestrians and bicyclists. We would also like to discuss whether the bridge should be only for electric or hybrid shuttle buses or perhaps a"people mover" (see attached). While the idea may seem far- fetched now,there are automated systems around the world carrying 2,000 to 25,000 an hour that are efficient in moving folks in and around destinations such as Washington Square Mall. Perhaps a presentation by Tui-Met would be useful for discussion of this topic. • Transportation Management Association The City of Tigard may want to work in conjunction with businesses,Tri-Met, and Metro to create a TMA. A TMA can organize employers, advocate for projects, and work on financing issues to make sure that the implementation plan is actually implemented_ Funding of a TMA can come from several sources.Besides regional funding for start up TMAs,one of the conditions of development such as used in the North Macadam area in the City of Portland that the businesses join and pay dues to a TMA_ Transit Service • Transit Service planning for this area should be based on the prioritized "regional bus" corridors in the Regional Transportation Plan adopted 2000. These routes are defined as having 15-minute headways in the future. Hall Boulevard service should be closer to 10- minute headways. For your information,the current Tri-Met MTIP application(attached) includes the first step towards implementation of this level of service by proposing 15-minute headways on MAR-21-2001 16:53 TRI-MET 54649 P.04 March 21,2001 Page 3 Line 62 all day. This connects Washington Square Mall with the Scholls Ferry Town Center and the Sunset Transit Center. The City of Beaverton requested this project. Streamlining In order to improve transit service on the priority corridors such as Hall, Greenburg, and Scholls Ferry Road we would like to make sure that there is a specific provision for transit signal priority in the plan. This would ensure that that the transit service has attractive travel times and service is provided efficiently service. Intersection traffic control should provide the buses with the priority to move through quickly by either allowing them more green time or providing a queue jump lane. If buses are not given priority,it will cost Tri-Met and the region millions of dollars to keep headways at existing levels because we must purchase and operate additional buses to overcome congestion on the roads. Please give consideration to this request as intersections are analyzed, solutions are studied, and projects are prioritized. Financing and Phasing The most important aspect will be working with the City of Tigard and Washington Square businesses on the financing and phasing of all these improvements over time. We would hope that the plan would break all the needs into sizeable chunks of 5-year increments that prioritize projects,transit service changes,and lay out jurisdictional coordination needs. We would also like to suggest that the City consider including many of these projects that are attributable to the growth of the area in their SCD charges. As an example,the City of . Gresham is looking at including sidewalks to stations that are developing,bike lanes, bus shelter and bus stop improvements, and signal phasing into their TIF fees. Of course, only a portion of the financing (that part attributable to growth)would come from SCDs or TIFs,the rest would come from regional flexible funding,the city, or Tri-Met. We look forward to working with the committee and City staff cm identifying and prioritizing needs in the Washington Square Regional Center. Sincerely, L P erson Strategic Planning Manager 19HK-G 1-GOU 1 lb-DJ (RI-MET 54549 P.05 Beaverton/ Tigard Transit Choices Project March 2001 Purpose Urban development in Beaverton and Tigard creates new and heavier travel patterns that need to be served more effectively with transit options. The rapid growth of employment, retail and recreational/personal business opportunities in these cities requires changes in the level of transit service and the ways that transit services are provided. The traditional rush hour work commute between home and downtown Portland has been replaced by work trips to a variety of destinations, most within Washington County. The times that people travel are more varied, due, in part, to flexible work hours and errands on the way to or from work. Non-work trips are a potential growth market for transit service. Shopping and personal business are opportunities for increased transit use if service is attractive and convenient. Description The proposed project improves transit service to the Washington Square regional center, the emerging Murray/Scholls town center, and the Cedar Mill town center. This project includes local shuttle service in the City of Tigard. The City of Tigard would like to increase available service through the extension of the existing shuttle system. $30,000 would allow the City to better serve underserved areas of the City with service for low income, elderly and other special needs populations. Tri-Met Line 62-Murray Boulevard runs between Washington Square and the Sunset Transit Center via Scholls Ferry Road, Murray Boulevard and Cornell Road. It serves employers (including Nike, Tektronix, and the Nimbus Business Park) and high-density residential areas. The area continues to grow, with substantial development occurring and planned in the Murray/ Scholls town center. Line 62 runs every 15 minutes during rush hours, but only every 30 minutes during the midday and on weekends. More specifically, Line 62 would run every 1.5 minutes between 8:44am and 2:44pm as well as 6:14pm to 9:14pm. It presently runs every 15 minutes starting at abut 5:15am to 8:44am and between 2:44pm and 6:14pm.Service runs until about 10:15 pm. MAR-21-2001 1b:5i TRI-MET 54649 P.06 On weekends, 12 hours of 15 minute service would be provided on each Saturday and Sunday. Present weekend service is every 30 minutes. Saturday and Sunday now runs form 6:30 am till 10 pm: The proposed project doubles service on line 62 during the midday and on weekends— buses would run every 15 minutes, seven days a week. This brings service levels on line 62 to the point that people could reliably depend on the line for a variety of their household's transportation needs. It would offer a viable option to driving because of its high frequency and the destinations that are served by the line. There are 32,000 people working and 22,000 people living within walking distance of line 62. Line 62 connects with five other bus lines at Washington Square. It connects with MAX, four east-west bus lines and, at Sunset Transit Center, with four bus lines, the Cedar Mill, St. Vincent Hospital, and Forest Heights shuttles. It would be a key connection to the proposed commuter rail service between Beaverton and Wilsonville. Cost No capital costs are needed to provide this service because Line 62 already runs every 15 minutes during rush hours. The project improves productivity because buses would not have to travel back to the garage at the end of the morning rush hour and then return before the afternoon rush hour. Annual operating costs are estimated to be $800,000. Ridership Estimates Existing Projected Weekday 2100 2431 Saturday 1120 1929 Sunday 850 1464 Weekly 12470 15547 (+25%) MAR-21-2001 1654 TRI—MET 54649 P.0? Q U.S.Gspartroent of Tr'snsport*t4on - AUTOMATED PEOPLE MOVER APPLICATIONS: A WORLDWIDE REVIEW . David Sheol,JianHuang2 and Fang Zhaoa • • ACKNOWLEDGEMENTS • ibis study is partially supported by the National Urban Transit Institute(NUTI)and U.S.Department of. Transportation.Their support is gratefully acknowledged.However,the statements and opinions expressed in this -aper are the sole responsibility of the authors. LBSTRACT • ►utomated people mover(APM)systems consist of automated,electric-powered,driverless vehicles operated singly s in multi-car trains on steel or concrete guideways.APM systems provide a high quality of service and are capable .f moving between 2,000 to 25,000 passengers per hour per ,direction. Over the past two decades,APM technology as been extensively used for circulation service in airports,recreational parks and central business districts.APM chnolog'has also been used for trunk•line transit service,such as the VAL system in Lille,France,and the zkyTrain,in Vancouver,,Canada,both of which are significantly successful.This paper attempts to conduct a 'oridwide review of APM applications for urban transit and airport circulation services to obtain a full nde'Vending of the costs,benefits, capabilities and efficiencies of this advanced transI ethnology.It may be ands,... ed that APM systems are a suitable mode of high level-of-service for trunk line transit service in a medium opulation area and for circulation services in major activity centers such as airports,recreational and central •usiness district areas. KEYWORDS Automated People Mover,Level-of-Service,Capital Cost, Mass Transit, Guideway Transit System,Airport. INTRODUCTION Dyer the last two decades,the automated people mover(APM)is one of the most significant developments in transit technology.APMs can carry from 2,000 to 25,000 passengers per hour per direction with headways as short as 60 seconds and even shorter than this for small APM systems, offering convenience comparable to riding modem elevators.The ride quality for APMs is among the best of any transit system in the world.APM vehicles travel at gpeeds up to 90 km/h(56 mph)and accelerate and decelerate smoothly and swiftly.The vehicles,which are typically comprised of cars of urban transit bus size, stop and start automatically, and they can operate in an on-demand mode during off-peak hours to minimize energy consumption or maintain a good service frequency to reduce passengers' waiting time without incurring too much operating expenses. Besides,APM systems have also kept an excellent record of reliability and safety. APMs have been extensively operated within restricted major activity centers such as airports, entertainment and educational complexes, large retail and employment centers and urban central business districts(CBD).There have been over fifty airport APM applications worldwide.APMs have their obvious advantages,which include high ride guar short headways,flexibility in operation,excellent reliability and safety records,etc.APM technology has also .ren used for trunk line transit services,such as the SkyTrain in Vancouver,Canada,and the VAL system in Lille, France,both of which are significantly successful.Today,one sixth of all transit passengers in the Vancouver region use the SkyTrain for all or part of their daily trip.In other words,the SkyTrain carries 35 million passengers annually at.a rate of 110,000 trips per day,making it in the last decade, one of the most heavily used rail transit systems in North America(BC 1994).The VAL system in Lille, France is also an example ofa successful line haul APM applications in Europe_ In 1993, the Lille VAL system carried 50 million passengers; 230,000 daily on MAR-21-2001 16:54 TRI-MET 54649 P.08 the VAL Metro).For the Vancouver SkyTraiin the ratio is about 100%(Interview 1994).Some of the line haul PM systems presently in operation or under construction are listed in Table 1. able L Line Haul APM Systems In the World Length No.of No. of Line Capacity I System Status (miles) Stations Vehicles (pphpd) knkara Metro,Turkey (UDCL j 9.4 12 108 2 T �k�ds,,England 'Operating 16.7 _ 135 �80 115,600 Bordeaux,France 'UDC 6.2 116 J64 (- 1 Lille,France . 1 ___ tin 15.7 . 36 183 . _24,000 Lyon.,_France 'UDC - - 1- - fexico City SkyTrain UDC _13.1 127 60 - Rennes,France UDC 5.6 15 16 - Toulouse,France • r� : 6.2 115 129 1- 1 Ilnrin,_Italy IUDC 5.6 116 134 - 1 Vancowcr SiryTrain, •Op17.9 19 130 25,000 Canada . - Taipei,Taiwen UDC 17-3--------11E--1 102 24,000 Yamanote Chiba . Operating 5.0 . (- 11-. ' . _,1,900 Kokos ICitakYusYu Opemting1 5.2 - - 14,800 Kobe Portliner,Japan ,Operatint 4.0 ' . 9 172 10,800 11-11':".. Kobe Rokkoliner,Japan 1 • • _ : 2.8 - ,- 10,000 � IUDC' 6.7 14 (95 ' {�, 4,300tYokohama,Japan Osaka1Japan _ F UDC . 4.1 18 . '160 T 5,000 • If'irashima,Japan lIUI)C 11.4 - 4 000 tote: • UDC stands for underconstruction -indicates not available the objective of this paper is to conduct a worldwide review of APM applications for urban transit and airport arculation services:to obtain a full understanding of the costs,benefits,capabilities,and efficiencies of this advanced,transit technology.In the urban transit area,the Lille VAL,the Vancouver SicyTrain,the Declineds Light tailway in England,and the Miami Metromover will be examined.The SK system in Charles De Gaulle(CDG) nternational Airport in Paris,France,the APM system in New Denver International Airport and the APM system in 4ewark International Airport,New Jersey will be reviewed as representatives of airport APM systems.The review )f these represented APM systems will be focused on their costs,benefits,capabilities and efficiencies. URBAN AUTOMATED PEOPLE MOVERS The VAL System in Lille,France The VAL system in Lille,France,was the first line-haul APM system in the world. Shown in Exhibit 1,the existing system is 25.3 km in length and has 34 stations.The line capacity of the system is 24,000 passengers per hour.Lill is an old, dense,multi-centered metropolitan area, located in the north of France.It is the fourth largest urban area i.. the country,with a population of 1.1 million in an area of 600 sq-km. Exhibit 1 The VAL System in Lille,,France . MAR-21-2001 16 54 TRI-MET 54649 P.09 J ; 'Lig tL. ti, t, .., ..:.: :,,,,,,,, ...\,,,,\.,...; \,:i. ., ,,,,,1,..„...::.- , ., •:,.. L{- of. S, 1/ is t ,di I;; ''.:'. ', , . ... .:jrzz._.......,......"" .,,,1.-:....:i :'::::....-....P".'.. 1.,.,,r.1:',,. . ^.. A lib L he Lille VAL system was initially conceived as a link to connect the old city with the new town where the new Jniversity of Lille campus is located.The decision was made to choose APM technology because of its capacity to rovide frequent service while occupying a smaller space. Options to expand the highwiy were considered,but eject"has being too costly and disruptive to the histri4c city center.Heavy rail was also bonsidered,but niu,. able due to the density of the area.In 1993,the Lille VAL system carried 50 million passengers ata rate of 30,000 daily on weekdays Ube VAL Metro).Many existing heavy_rail systems in the world carry less people than he Lille VAL system. rhe SkyTrain in Vancouver,Canada heater Vancouver,a metropolitan area located on the west coast of t'siiada,has a population of about 1.6 million nd an area of 640 sq-km-It 13as a strong,active downtown, low density suburbs.wzth some medium density clusters, any highway bottlenecks and few freeways.In 1980,theSky'frain system,shown in Exhibit 2,was initiated to irovide an alternative to the automobile and bus along a long-established corridor,to channel metropolitan growth nto an efficient transit oriented corridor.Additionally,the SkyTrain was built to serve crowds and as a lemonstration of new technology for Expo86,whose theme was transportation. • !xhibit 2 The SkyTrain in Vancouver, Canada A' �1. • • , k : 031 • r , • 1. 1 MAR-21-2001 1655 TRI—MET 54649 P.10 - ?.:Nt. �r ••tii. .6 `•7T7,4i , . ••C''.. "... n , ...... ... . . 1 : the Vancouver SkyTrain was the first line-haul APM transit system in North America.The first phase of the 3kyrrain was opened in 1986;Subsequently,two extensions opened in 1990 and 1994,The system is 28.8 km in length and has 20 stations.The line capacity of the system is 25,000 passengers per hour. The Slcyfrain system has integrated its fare and operating schedules with the Seabus at the Waterfront station and buses at all stations.In FY94,35,8 million passenger-trips were made on the SkyTrain at a rate of 133,000 weekday passenger-trips(BC 1994). Dockland! Light Railway in London,England Me Docklands Light Railway(DLR)was initiated by the idea to regenerate Docklands by stimulating real estate redevelopment in this formerly derelict area The DLR system is also to provide a low volume,low cost but high quality transit linkage into the London Underground and commuter rail networks.The initial system had 15 stations and a length of 12 kilometers,opened in August 1987.The currently existing DLR network consists of four legs radiating from Poplarwhere the head office, control center and engineering facilities are located.Automatically controlled trains,in distinctive blue,white and red livery,run at frequent intervals.The DLR serves parts ofthe East End of London and London Docklands north of the River Thames.Exhibit 3 shows a DLR train and station Exhibit 3 Docklands Light Railway System in London,England 7 1 . i .. ... — .....r. _.-L----wirn-Azr - ..,: ,,,- n! ,.--.1 -1-1-11...- I - - -___.._ .-----.A., -.L.-,•:--. i n • .-._ :oz.1.. ... . _ . , _ _ _ ____,...,...r,.....cli i i .. : :.:I 1 . _ A ..- L • I ...1-` .1 1 1 ...( ......• : .. . -- 'N;;;;\, . • 'Si. The Railway is operated by Docklands Light Railway Limited:Until March 1992 a wholly-owned subsidiary of 0 London Regional Transport, and now part of the London Docklands Development Corporation.A typical DLR train has a capacity of 284 passengers.The minimum designed headway is two minutes.The current service headway is 10 minutes. Thp.MPtrmmnver in Min mi. 1I_S.A. MAR-21-2001 16:55 TRI-MET 54649 P.11 0 pat of the Metropolitan Dade County Transportation Improvement Program,the Metromover was built to ,rovide a meads for downtown circulation and serve as a downtown feeder for Metrotail,the heavy rail system Goldberg and Potter 1985).Construction began in June 1983,and the system opened in May 1986 es the first APM a a downtown setting, with 1.9 miles of double track and 10 stations.The total system cost in 1986 dollars is$159 sill , or 583.2 million per mile. n May 1994, a new extension of the Metromover was opened.The extension adds additional 12stations and 2.5 tiles of track to the existing system.The extension is mostly double track and is divided into two legs.The Brickell eg is to the south and consists of six stations and 1.1 miles.The other leg,known as the Omni leg,has its own six tations and 1.4 miles of track.The entire system now consists of 4.4 miles of track and 22 stations and connect to he rapid rail at two locations.The extension costs a total of$228 million(or-91.2 million per mile),35%of which lays for the guideway and station construction and another 27%is for the vehicles, controls and designs to AEG Westinghouse. Since the opening of the extension in May,daily ridership has increased to 12,500,close to the )redictcd 13,000.Exhibit 4 shows the Miami Metromover system. xxhibit 4 Miami Metromover at a Station , i ' .-:. :-. % It. . .L ,..''S .�y ` •let . .4ti:..t .. .11,..41., ...210--.:,-t. Mill 1111 • AIRPORT AUTOMATED PEOPLE MOVERS SK System in CDG International Airport,France The SK system in Paris Charles De Gaulle(CDG)International Airport,France,consists of Lines 1 and 2,which will be opened for service in 1996 and 1997,respectively.Line 1 has a length of 3,500 m and five stations while Line 2 has a length of 800 m and three stations.The hourly capacity per direction will be 2,900 persons in the initial stage and 5,000 persons in the final stage.Minimum headway will be 36 seconds in the initial stage and 21 seconds in the final stage. Exhibit 5 shows the SK train in CDG airport. SK terns are comprised of a series of cars(a maximum of 30 passengers per car)is pulled by a cable which canunuously circulates at a top speed of 20 mph. The minimum headway between eachcar is 17 seconds. The cars remain in continuous movement. Upon entering stations,the cars detach from the main circulating drive cable,but do not come to a complete stop.They continue to move along the boarding platform at a very low speed(less than one foot per second, or three times slower than the circulating speed of a moving sidewalk) for passenger boarding and exiting_Turntables located at each terminus allow cars to change track and direction in a very limited space. a ._--_J._-- .._ -L.. c V .,. .. .. _..:x,.1.1.. �..-a_.._...—..�..a:... n-.-. l,.-r7: .......... ..n..•... .- r. n.... MAR-21-2001 16 55 TRI-MET 54649 P.12 • exhibit 5 Sk System in CDG Inrpintational Airport,Paris e- • • • W I'J 1`• APM System in New Denver International Airpori;U.S.A. • ; Ise$5 billion new Denver International Airport(DIA)was opened in February 1995.The 34,000 acre,five runways.,94 gates, 13,000 parking spaces air rt is projected to handle 34.million passengers in its opening year and will have the capacity to serve up to 110 Mullion passengers and 1.2 million aircraft operations annually by 2020.As the first major airport built in the U.S. in more,than 20 years,DLA represents the state-of-the-art in airport design. From the•automated underground train between the terminal and concourses,to the 5,300.mile web of fiber-optics ,^.ominunication system that covers the whole airport,to the most advanced air traffic control system in the world, every piece of.this airport was designed:to make passenger's j ourney,as convenient and efficient as possible. the nerve center for the entireairport is a.6,200.feet tunnel that contains the automated transitsystem and the baggage handling system.The transit system,provided by AEG Transportation Systems,includes 16 C-100 vehicles,automatic train control and a power distribution system.The APM system,has the capacity to transport 12.,000 passengers,an hour between the airport's main landside terminal and its three airside.concourses.Exhibit 6 shows the platform and screen door of the APM system. Exhibit 6 Platform.and Screen Door for APM System in DIA,Denver uaggage Claim els Terminal, Concourse A ,..ipppir • �. I MAR-21-2001 16:56 TRI—MET 54649 P.13 he Airport Monorail System in Newark International Airport,New Jersey,U.S.A. le estimated$350 million 1.9 miles Monorail system in Newark International Airport is expected to reduce :hicular traffic significantly in the Central Terminal Area by eliminating the numerous on-airport car rental,inter- rminal and parking lot:bus operations_on the circulating roadways and terminal frontages.The system will provide st,convenient transportation among the airport's three terminals Parking Lou D and E,and car rental facilities. he monorail system will consist of fully automated,computer-controlled trains operating on a 1.9 miles long,dual- ,ne,bi-directional guideway.Passengers will access the system from any one of seven stations:three in Parking Lot 1; on each in Terminals A,B and C;and one in Parking Lot E. Fully accessible to all riders including th9se with istricted mobility.The system will have a capacity of 2,600 passengers per hour between any two stations in each irection,with a waitingtime at any station of less than two minutes during peak periods.24-hour operations a day, 65 days a year will be implemented after this automated monorail system is completed in October 1995. • e Newark International Airport monorail system is provided by AEG Monorail Systems,Inc. (AMS)including the esign and construction of the guideway;fabrication of all vehicles;design and installation of'the train controls; ommanicatio n,propulsion and power distribution systems;and all equipment with the maintenance and control minty.The total fleet for this system will be 12 trains,each train consisting of 6 cars initially or 7 cars ultimately, uoeordingly,the passenger capacityof atrain•will be 78 persons initially and 90 persons ultimately. aYSTEM CHARACTERISTICS . ;yste. -haracteristics of the four urban transit and three airport circulation APM systeiiis are summarized in Table 2APITAL COSTS ... . • . • :he capital cost data for each system,as shown in Table 3, was converted to 1994 U.S.dollars with adjustments for ime and currency conversion.It should be noted that the capital costs of the airport APM systems do not include the and costs,which may be 5 -•10%or more of the total capital cost Additionally,it should be mentioned that airport 1PM systems have smaller vehicles and lighter guideway. n order to have a understanding of APM costs compared with those of rapid rail and light rail transit systems,the Washington, D.C.,Atlanta,Baltimore and Miami RRT systems are selected based on availability of cost data while he LRT systems in Buffalo,Pittsburgh,Portland and Sacramento are selected to represent LRT systems.Table 4 Oyes the capital cost ranges and averages of RRT,LRT and urban APM systems.The idea that APMs are expensive nay be somewhat of a misperception.The capital costs for APM systems fall between those of LRT and RRT rystems.This is very logical • fable 2..System Characteristics of Automated People Movers Denver Newark System Lille ValVancouver London DLR Miami SDG Airport Airport APM APM [Supplier I MARTA t.IDA GECIMowle [AEG. 1 Soule I AEG [AEG [Start*Ip 1 1983 1986 [[1987 1986 _1996 1995 J11995 J steel wheel rubber steel steel rubber tire, third rail steel wheel, tie third wheel, wheel, monorail Technology third reit LIM third rail Wil' cable- third rail 1 MAR-21-2001 16 56 TRI—MET 54649 P. 14 1.47..7 Aiu 0.0 &lilt L I.v ALM ••• .— — -- --- ITotal .7 nu (4.4 mi) ,(2.7'mi) (1.8 mi) 11(1.9 mi). Y (15.7 mx) (17.9 mi) (16 '] 3uid,ength 1Underzround168% {4% (12% J1O% 1[0% 100% 110% (Elevated 126% 86% ,83% 1100% _ 100% 0% 11100% /m ,1At-Grade 16% 10% ,[5% 0% 10% 104% 0% 1-Total 1136 20 35 21 18 17 7 kio;ta ;Avg- 0,7 km 1.4 km 0.9 ;talions g ( 0.7 km 0.3 km 0.5 km 0.4 km 0.4 km (Spacing I(0.4 mai) ,[mi) Fleet Size 183 two-car 130 80 29 1 79 16 • 12 sets 80 km/h 90 kmJh 80 km/h 36 km/h 43.4 km/h Maximum Speed (50 mph) (56 mph) (50 mph) sem) (27 mph) Minimum Headway • 160 sec 90 sec . 120 sec 160 sec [21 sec 1(60 sec 60 sec Train Consists 12,4 cars 2,4,6 cars 112 . 11,2 cars— 1 ,2 6,7 ears , Car normal capacity(psn) 7 ) 75(40 seats) 210(84 1100 29 100 13 Car Crash Capacity(psn) 100 ,100 260 11155 29 {[.100 13 Line Capacity(pphpd) 124,000 ,25,000 _ 15,600 02,000 15,000 1112,000 15,400 nd reasonable as APM systems,generally speaking,have better levels of service than LRT systems while the epacity of an APM system, even as a trunk line service, is less than that of a RRT system.The average capital cost br airport APMs are less than that of LRT systems. a Cable 3.Capital Costs of Line-Haul APM Systems and RET and LET Systems(Millions) Year Cost in year Cost in 1994 Rom No. C,apac Per km cost in System uilt built S dollars ) stations (persoz>+s) 1994 US dollars (km1983: phase 1 1984: '87US$6501 Lille VALp lb 1 $1,664 25.3 • 36 100/400 $65.8 87US$567 • • • 1989: . - line 2 • , _ 1986: phase 1 US$6152 . Vancouver 1990: SkyTrain ext. 1 US$1452 $1,133 28.8 20 100/600 $39.4 1994: Can$1272 i ext.2 , MAR-21-2001 16=56 TRI-MET 54649 P.15 base 1 '87ce77a 1991: • • ext '91 ce278 L, )n DLR $1,152 27.0 35 260/260 $42.7 1992: '92ae248 ext 93oe46 • 1993: ext _ - . 1986 US$159 Miami $492 7.1 21 100/200 $69.3 Metromover 1994: USS228 ext Paris CDG1 1996 • 51004 . $100 14.3 • 8 29/29 $23.2 Airoort.APM . DenverAirpott 1995 111140 $149 2.9 7 100/100 . . $51.4 . APM jNcwarkAirport 11995 1$3505 $350 3.1 7 13/80 $112.9 . • • Note: 1 Source:EcoPlan STS-Lille Case Study Report, 19990(EcoPlan 1990b) 2 Source:EcoPlan STS-Vancouver Case Study Report, 1990(EcoPlan 1990a) 3 S 'ce: Docklands Light Rail 4 Source: Fabian 1993 S Source:Fabian 1993 • 6 Source:Information Fact Sheets from the Port of Authority of NY&NJ,April 1995 EIGS FREQUENT'SERVICES APM systems may be operated at very short headways in peak hours, commonly capable of aheadway of 60 seconds or less,and can travel at a high speed as permitted by the alignment geometry and the distance between stations. Additionally,the service frequency of the APM systems can be maintained in an accepted level in off-peak hours without incurring considerable operating costs,because of their driverless feature.The reduction of passengers' waiting time during off-peak hours is essential in providing the quality of transit service and attracting more choice passengers. Table 4.Capital Costs of RRT,LRT,Urban APM and Airport APM systems • (in 1994 US Dollars) ' (System Range 1Cost per Route Kilometer(Smillion) Average $96.2 _ R.k.,..d Rail Transit Systems ,Low $52.7 High $140.0 MAR-21-2001 1657 TRI—MET 54649 P.16 [Averagel1342.4 l i ",..t Rail Transit Systems Tow 1$l2.1t i , . • (High 11S93.0 1 . . , 1Averayel 554.3 Urban APMs Low $39.4 [High J$69.31 . Averagell$62.5 . Airport APMs . (Low ,$23.2 1 . High X5112.9. I . EEIGH LEVELS OF SERVICE AFM systems have perhaps the best level of service compared to all other guideway modes. Because of the precisely controlled speed,acceleration,and deceleration,they offer excellent rider quality.The reliability and availability of APM systems are also the•highest among the guideway transit family,These are what makes APM systems the most popular choice for airport.internal circulation in the world.In airports,,large volume of passengers as well airline workers need to be transported between the•main-entrance(s)to the terminals.Any delay in transportation may cause considerable loss to airlines.andthe airport;APM.systems are therefore chosen for the level ofservice they are able to provide.For other applications,such levels of service are also desirable. Service•quality,reliability and safety are.three very important system performance characteristics.The high service quality of APM systems has been proven and widely accepted.This includes their high ride quality,short headway and flexible service frequency.The system reliability.records for the Lille VAL and Vancouver SkyTrain systems are shown in Table 5.Table 6 reveals the safety records for these two APM systems along the averages for LRT and RRT systems for comparison.This data shows that on average,the two line-haul APM systems are more safer than , LRT and RRT systems. • "'. .. Table S.System Reliability , Reliability System Year recorded (%runs on-time within 4 min.) _ Vancouver Slcffrain(99.6% 1993/94 MMr�.11�'[L� = 99.5% 11993 • Note: l Source:MATRA:VAL 1983-1993 • 2 Source:BC Transit,requested technical data form • Table.6.Transit Safety(Per 10,000 Vehicle Revenue Kilometers) • . [System. (Incidents,Injuries Fatalities 'Vancouver SkyTrain 0.028 0.000 0.0002 Lille VAL3 0.028 0.000 0.000 LRT Systems4 0.393 0.305 0.001 (RRT Systems4 0,124 0.110 0.001• Note: I Based on the operating statistics in 1986/87 (EcoPlan 1990a) 2 One woman fell between cars (7/88), and one person killed before SkyTrain was opened for service 'MPR-21-2001 16=57 • TRI-MET 54649 P.1? $ascd on the operating statistics in 1989(FeoPlan 1990b) . Statistics for RRT and LRT systems were obtained in Shea et al(1995) safety is a major concern during the design'and operation of any transit system. For APM systems,safety is even aore important as there are normally no operators nor conductors onboard to handle emergency situations. ?assenger safety is ensured by fail-safe vehicle control systems and other advanced technologies applied to,for ,nstance,door operations. When compared to RRT and LRT systems,APM systpmc have kept an excellent record of safety.The detailed data )f transit system safety in the U.S. are from Data Table for the 1992 Section 15 Report(FTA 1993). Data for the Vancouver SkyTrain are provided by the BC Rapid Transit Company Ltd. Figures 1 and 2 show the statistical data of safety,based on per 10,000 vehicle revenue miles and per vehicle in maximum service, respectively. Clearly, APM systems demonstrate a better safety record than the RRT and LRT ystems.Most safety incidents, according to staff in the Metro-Dade Transit Agency,which operates the Miami Metromover,are related to passengers slipping on the escalators and platforms. • CONCLUSIONS Conclusions that emerge from this study are as follows: • (1)APM systems may be operated at very short headways in peak.hours,Commonly capable'of a headway of 60 seconds or less.Besides,the service'frequency of the APM systems can be maintained in an accepted level in off- peak hours without incurring considerable operating costs because of their driverless feature. (2)Put four urban APMs studied derive a capital cost range between$39.4 and$693 million per route kilometer. They. Its of APM systems are between those of light-rail and rapid rail transit systems. The capacity of a line haul APM.system falls between those of light rail and rapid rail'systems. (3)APM systems have superior system performances such as service quality,reliability and safety to the average LRT and RRT systems. . (4)APM systems are a suitable means with high quality of service for circulation in major activity canters such as airports and recreational parks.APM systems are also preferable for urban transit service,when and where medium expected ridership is expected and quality and relatively frequent services are needed even during off-peak hours. am ® LW O zI l n 0 491 • • 0 0171 'APO= L..-. ••••• O.002 OB02 0110e•••••••04••••• ••••• •••� •�i�i i iii *Ms: O 00025 ►•••••�oei leaks.Pe x bjahiPas IMMO reatidAx10,110• ‘.til•t.Zaw �1LYEar \ALLY.Mid Figure 1. Safety Statistics for Guideway Transit Modes, per 10,000 Vehicle Revenue Miles • MAR-21-2801 16:57 TRI-MET 54649 P.18 1132 ® UI • 1130 •••••••••• ••••• •••••• 0912 •b•�•�•�• ►•i••ice•! ••••• •••••• ••••• ••••• ••••• •••••• '•'••••••• :L:•i'ii 0,013 0 B10 ••••• 0259 •••••• • O=Tar.= 6 At WW1 oy4+�i 04•iawpp lf.i B rias cora 1.w4n Figure 2.Safety Statistics for Guideway Transit Modes,per Vehicle in Maximum Service , REFERENCES American Public Transit Association(1994), 19941995 Transit Fact Book, Statistics, BC Transit, Transit Fact Sheet, 1994. EcoPlan International(1990b).Lille's VAL-Case Study, 10 rue Joseih Bara, 75006 Paris,France. - EcoPlan International(1990a).Vancouver SkyTrain-Case Study, 10 rue Joseph Bara, 75006 Paris,France. EcoPlan International(1990c).Docklands Light Railway- Case Study, 10 rue Joseph Bara, 75006 Paris,France. FTA,(1993).Data Table- 1992 Section 15 Report. • • Furniss,R E. (1986). "Advanced Light Rapid Transit(ALRT)-The Vancouver Experience. " UTDC Corporation, Detroit,Michigan,October 1986: Huang,J.and Shea,L.D. (1994), "Intermodal Guideway Public Transit Systems in Lille," Proceedings of Pacific Rim Council on Urban Development Conference, Taipei, Oct. 1994. Interview with Mr.Ian Graham,the operations manager of the Vancouver SkyTrain,Vancouver, Canada, 1994. Jane's Urban Transport Systems,Twelfth Edition, 1994-1995,Bushell, Chris(Ed,),Jane's Information Group Inc., 1340 Braddock Place,Suite 300,Alexandria,VA 22314. MATRA TRANSPORT,the Blooming of Rapid Transit,the Lille Urban Community VAL 1983- 1993. Mills, D. L. (1985). "Guideway Design&Construction for Vancouver Advanced Light Rapid Transit,"Proceedings of a Conference, Automated People Movers:Engineering and Management in Major Activity Centers, E. S. Neumann, and M_V.A. Bondada(eds.), ASCE, Miami, Florida, March 25-28, 657-666. Navarrete, G. (1994).Metromover Extension Project Cost Control Report, Metro-Dade Transit Agency, Miami, Florida, May 1994. • Pastor, G_J- (1985). "tJrban Experience with APM in North America_" Proceedings of a Conference, Automated Po,,,, n A�ilvnrC' T•'h(Yinnrrrin(r nnrl Ailnnnvnn1rnr ir' Akilns- 4,r:,+ih.(`rnfnrc P c Nr1imann 73nr1 nif V A PnnrI,An • "MAR-21-2001 16'58 TRI-MET 54649 P.19 L D.and Zhao,F.(1995).Interim Subtask Report: Task 7-Application of New TechnologiesDeveloping intermodal Transit Systems,Lehman Center for Transportation Research,Florida International University,Miami, FL 33199. Sh. ,L D.,Zhao, F. and Huang,J. (1995).Automation: The Costs and Benefits,the 74th Annual Meeting of Transportation Research Board, Paper No. CP022, Washington, D.C.,January 22-28, 1995. Shen,L.D. (1992)."Implications of Automated People Movers for Airport Terminal Configurations,"ITE Journal, February 1992,25-28. Swede,G.(1994). "Downtown People Mover(DPM)Systems-Why Are There so Few?",TRB 73rd Annual Meeting,January 9-13, Washington,D.C. The VAL Metro,the Lille Urban Community. Scherrer,B. (1993). "Charles De Gaulle Airport People Mover Story," in Automated People Mover Xi; Enhancing Values in Major Activity Centers, Irving,Texas,March 18-20, 1993,edited by William J,Sprouts,Edward S. Neumann,and Murthy Y.A.Bondada,ASCE. Fabian,L.J. (1993)."Rationalizing Airport Ground Access," Transportation Quarterly, Vol.47,No.4,October 1993:473482. 'Chairman and Director,Department of Civil &Environmental Engineering,Lehman Center for Transportation Research,Florida International University,Miami,FL,33199, 2Research Associate,Lehman Center for Transportation Research,Department of Civil&Environmental En.¢;-leering,Florida International University,Miami;FL.33199 3Assistant Professor,Department of Civil&Environmental Engineering, Lehman Center for Transportation Research,Florida international University,Miami,FL, 33199. • TOTAL P.19 Appendix C Travel Demand Management Program WASHINGTON SQUARE TRANSPORTATION DEMAND MANAGEMENT REPORT June 25, 2001 Prepared by: Michael R. Kodama, Planning Consultants Introduction, Methodology, Conclusions and Recommendations Introduction The Washington Square Regional Center (WSRC) Plan recommends improvements to bus service, neighborhood traffic management measures, transit center amenities, pedestrian system improvements, bike system improvements, a people mover system and connectivity to the proposed Wilsonville to Beaverton Commuter Rail. The plan also recommends constructing new connections between Nimbus Business Park and the Washington Square Mall, street extensions, development of a collector system, and a new roadway parallel to Highway 217. The purpose of this report is to provide a framework for the development, refinement and adoption of a TDM program that would complement the improvements identified in the Washington Square Regional Center Framework Plan. Methodology The project team contacted and interviewed eight key stakeholders from the study area. The stakeholders were identified based upon interviews with City of Tigard and ODOT Staff members. The objective of these interviews was to identify the attitudes and perceptions key stakeholders have related to potential transportation demand management opportunities identified in our scope of work. The intent was to gather qualitative information that can complement existing data, help identify issues and influence recommendations for transportation demand management solutions that are acceptable to the City of Tigard and the business community in the Washington Square Regional Center area. The project team also spoke with representatives of Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants regional agencies, requested DEQ employee surveys, conducted field observations and met with the City of Tigard and Oregon Department of Transportation. Based on this information, the project team examined potential strategies and organizational issues related to development of a transportation demand management program for employees in the regional center area. This included looking at the advantages and disadvantages of specific strategies identified for the WSRC. The objective is to use this information to develop a framework that guides development of TDM strategies in the project area. This work will be integrated into the refinement work for the 1999 WSRC Plan. Summary of Conclusions and Recommendations Conclusions Based on the stakeholder interviews, discussions with regional agencies and past experience in transportation demand management, the team developed the following conclusions: > Further development of the transportation demand management program should be implemented in incremental steps. For example, implement short- term improvements and programs that facilitate ridesharing, transit, walking, biking, alternative work schedules and telecommuting. Begin development of bus pass programs, guaranteed ride home programs and shuttle options. Eventually, the program can include more advanced TDM strategies such as parking pricing and new transit infrastructure. ➢ Parking is a major issue in Washington Square. There is a need to conduct an analysis of existing and future parking conditions. In some areas the interviewees indicated that there was a parking shortage. They saw a need to either build more parking or seek shared use parking opportunities. Also, as land densities increase in the future, some respondents felt that more parking would be needed. Consequently, there is a need to better understand current parking supply and demand issues as well as future parking conditions. ➢ Creation of a strong TDM plan will require development of a cooperative effort between Tigard, Beaverton, and stakeholders in Washington Square, Lincoln Center and the Nimbus Business Center. ➢ Currently, there is no consensus on the need for a TMA, the goals and objectives of a TMA, the organizational structure of a TMA, the geographical boundaries of a TMA or who should be involved in the development of a Washington Square TMA. Should it involve both Tigard and Beaverton? Should it be part of the Westside Transportation Alliance, part of an existing business group or its own separate entity? Page 2 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Recommendations Based on the above findings, the team has the following short-term and long-term recommendations: TDM Programs and TMA Development ➢ The City of Tigard should implement transportation demand management policies and strategies that reduce Single Occupant Vehicle (SOV) trips and increase use of alternative modes. Not in priority order, this includes enhancing and promoting transit, walking, biking, alternative work schedules telecommuting and shared ride opportunities. Key stakeholders seem most likely to support bus pass programs, increased transit options, guaranteed ride home programs and shuttle options. As the Cities of Tigard and Beaverton, and Washington County proceed with their transportation system planning projects, they should incorporate TDM program development into their work programs. ➢ Beyond the TDM programs, the City of Tigard should continue to facilitate discussions with key stakeholders to determine the viability and level of employer and jurisdictional interest in a TMA program for the Regional Center area. ➢ It is likely that a TMA would stretch across Beaverton, Washington County and Tigard jurisdictional boundaries so intergovernmental agreements relating to program development, funding and implementation would have to be identified. To the extent that an areawide TMA is seen as feasible and pursued, Tigard and Washington County should be considerate of the effort already undertaken by Beaverton in the formation of the Westside Transportation Alliance. ➢ Once it has been identified that a TMA is favorable and feasible in the area, the participating jurisdictions and employers should form a partnership and seek TMA funding from Metro. Metro allocates federal flexible funding for TMA start-ups thru the bi-annual MTIP process. Subject to Metro funding availability and interest from other areas of the region, the Washington Square area could be awarded funding from Metro (up to $32,000 from Metro, with a $3,000 local match) to conduct an exploratory study to further refine the potential for and procedures for developing a TMA for the Washington Square Area. ➢ The City of Tigard should lead an effort working with Washington County, Beaverton and employers in the area to assess the feasibility of a TMA for the Washington Square Regional Center area as a whole. Page 3 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Parking Management ➢ Existing and future parking management is an important component of managing future travel behavior of customers and employees of the Regional Center area. ➢ As a complement to the development and implementation of TDM and TMA programs, the City of Tigard should conduct a detailed review of existing parking supply and peak period demand as compared to supply (i.e. utilization). This would reveal the nature of parking conditions today. The study should also develop a forecast of future parking demand as a function of the land uses proposed in the WSRC Framework Plan. This forecast can be compared to existing supply, and probable future supply according to City code. As an outcome of this analysis, the City could develop and implement parking code modifications and a parking management plan as necessary to manage existing and future parking demand in a way that reflects mode split goals for the area. ➢ The parking management strategies that could be implemented in the area include educating businesses about the true value/cost of parking spaces, facilitating shared use parking (perhaps through a partnership between Tigard and local businesses) as well as moving employees into alternative modes. Other recommended parking management strategies include clustered parking and preferential parking for carpoolers. In the long-term parking pricing strategies (e.g. fees for long-term, and short-term parking) or new parking structures could also be implemented in the Regional Center area. Transit Planning ➢ To fully realize the mode split goals for the area, transit system improvements are necessary in addition to TDM and parking management. So, concurrent with existing and future parking demand management, and TDM and TMA program development the City of Tigard, Washington County, Beaverton and employers in the area should begin to actively work with Tri-Met to achieve transit improvements in the area. As part of the Regional Center Feasibility analysis, Tri-Met has identified a series of recommendations for the area that would improve transit service. The City of Tigard should lead an effort to actively work with Tri-Met to achieve implementation of these programs. The following section focuses on the transportation strategies and parking management strategies applicable to this project. It is based upon existing information, key stakeholder interviews, ECO data and a qualitative assessment of the project area. Special considerations for a future TMA are also included in this section. Page 4 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Transportation Demand Management Strategies Transportation demand management (TDM) strategies are policies that focus on reducing single occupant vehicle trips and encourages using alternative modes. It seeks to modify travel behavior to better use transportation resources and infrastructure. The 1999 WSRC Plan identified the following potential TDM strategies: ➢ Free monthly or daily bus passes for employees > Parking management ➢ Designated and preferential carpool parking for employees ➢ Shuttle to nearby park and ride lots ➢ Employee shuttle > People mover system > Flexible or staggered work hours > Guaranteed ride home program ➢ TMA development > Transit priorities ➢ Pedestrian infrastructure and facilities ➢ Bicycle infrastructure and facilities Of these TDM strategies, key stakeholders seemed more likely to support bus pass programs (not necessarily free), increased transit options, guaranteed ride home programs and shuttle options. Flexible/staggered work hours make sense for selected employer types and do not apply to all business in the area (such as retail operations). A future scenario may include a people mover system. In the short tem, a people mover system connecting the Mall, Nimbus Business Center and Lincoln Center should concentrate on rubber tire alternatives that are flexible enough to shift with demand and future development. Additional TDM strategies suggested by the stakeholders include further development of the regional carpool matching system and additional transit system improvements that make it easier for discretionary riders to choose transit because it is cost effective, convenient and provides good access to the employment site. This includes connectivity issues related to MAX, commuter rail and more suburban and rural parts of the metropolitan area. It includes connectivity issues within WSRC, specifically connecting destinations at Washington Square Mall, the Lincoln Center and Nimbus area. According to the Metro Regional Transportation Plan, the 2020 Preferred and Priority System Non-SOV Modal Performance goal for Washington Square is 34%, ultimately moving towards the 2040 regional Non-SOV Modal Target for regional centers, a 45% Page 5 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants to 55% non-SOV target. Incremental development of the transportation demand management program will help Washington Square move towards achievement of these goals. Page 6 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Parking Management Strategies Parking management strategies are tools that employ changes in parking location, cost, supply or demand to better use parking resources. Parking management can consolidate trips, increase access, and provide a more cost-effective way to use parking spaces and land. Among the respondents, emphasis was on shared use, clustered parking and preferential parking for carpoolers. Perhaps an entity could facilitate shared use parking arrangements among businesses with different peak hour uses, churches, and other property owners. Some respondents suggested clustered parking (in structures) to better accommodate anticipated growth and reduce impacts to surrounding residential communities. Development of existing surface lots and conversion into parking structures was also suggested. To some respondents, preferential carpool parking seemed like a minor incentive to change modes. However, some companies in the Nimbus area use it successfully. In general, parking only becomes an issue when there is not enough parking or it costs too much. It can become a big problem when a lack of parking spaces results in spillover from a site onto an adjacent property. The opposite scenario, an oversupply of parking can waste land and encourage solo driving. The key is to provide enough parking to meet demand and to eventually lower demand and better use parking resources. The first step in developing parking management strategies is to educate people about the true value/cost of a parking space. This can be done through workshops and by conducting a parking utilization and inventory study that gives facts and figures about parking. Often times, people perceive a parking shortage because someone else is using their favorite parking space and they are unwilling to walk or pay for parking. The second step is to implement parking management strategies that better use existing resources. Strategies such as shared use and preferential parking for carpoolers are good introductory parking management tools. Parking management strategies can also be introduced during the time of the year, time of the day or during special events with the highest peak demand (such as the retail shopping season). Eventually, parking pricing combined with improvements in alternative mode options should be implemented in the Washington Square project area. Parking pricing mechanisms generally work better with employees rather than customers. Revenues from this source can be used to fund alternative mode programs and options. While many people understand parking pricing issues and how it can facilitate better use of parking resources (particularly effective to reduce employee parking demand), there was a reluctance to suggest implementation of employee parking charges. Typical regional shopping centers and industrial office parks do not charge for employee parking. However, parking pricing has been introduced in shopping areas such as downtown Portland and on street in the Lloyd Center. It also is being used in retail environments such as Old Town Pasadena, downtown Burbank, and the Beverly Page 7 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Center. In Old Town Pasadena, employees pay for monthly parking permits and customers can pay for valet parking or receive validations at participating retailers. Downtown Burbank employees can purchase monthly parking away from the retail core. The Beverly Center validates parking for customers but charges employees to park in the parking structure. Research indicates that parking pricing is the most effective way to change behavior and dramatically increase transit shares in an area. This was used effectively by offices in the Lloyd District (the Lloyd Center still offers free parking for its employees and retail customers). As currently structured, parking pricing may not be applicable to major employers at Washington Square Mall who have long-term leases that guarantee free parking for customers and employees. Still, implementation of parking management strategies at Washington Square Mall could be useful during the peak-shopping season (November 15 to December 24) when management of employee parking becomes a major issue. At this time, one option is moving employee parking into off-site locations and alternative modes. This may result in significant reduction in on-site employee parking demand, and increase customer parking spaces. For example out of 6,000 parking spaces at Washington Square Mall, approximately 2,000 are used by employees. Movement of or reduction in employee parking will increase customer-parking supply in the Washington Square Mall at peak periods. In the longer term, it could also allow for development of additional pads and increase development opportunities within the mall. This is cited as an example not a specific recommendation at this time. The City of Tigard will need to continue to work with Washington Square management and retail businesses to enhance the current alternative mode program. Support for park and ride lots was less apparent and there were concerns about liability issues associated with multi-company carpool programs and shared use parking arrangements. Further research is necessary to alleviate these concerns. Perhaps information from the Metro "Shared Parking" report can be reviewed and distributed to key stakeholders interested in this alternative. Another option is for the local jurisdictions to develop standardized development agreement language that can be used to facilitate shared use. In either case, the local jurisdiction can be a "clearinghouse" or provide "shared-parking matching" that will link up companies willing to provide parking with those companies who need additional parking resources. Page 8 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Transportation Management Association Many people supported the concept of a transportation management association (TMA). A TMA is a business organization that may consist of employers, property owners, building managers, and local government officials who work together to solve transportation problems in a specific area. Generally, TMAs are designed to create, implement and operate TDM programs in their service area. Still, there were some respondents who were unsure of the value of a TMA. Further work and education is necessary to determine the viability of a TMA and to demonstrate how this type of organization can help businesses in the Washington Square area. A TMA would need to address how it can increase access to the area and improve the economic vitality of WSRC. A TMA would also need to have program elements that support retail users and provide benefits for a wide variety of businesses in the study area. Additional work is necessary to determine if WSRC is better served by a larger, more regional organization (such as the Westside Transportation Alliance) or a more focused, geographically constrained organization (such as the Lloyd District TMA). Currently, there is no consensus on the need for a TMA or the goals and objectives of a TMA. There is also no consensus about the organizational structure of a TMA, the geographical boundaries of a TMA or who should be involved in the development of a Washington Square TMA. If the City of Tigard, or interested stakeholders in the Regional Center area decide to undertake the development of a TMA, it is recommended that the key stakeholders be brought together and allowed to develop their own goals and objectives. They need further information on TMAs, and the types of products, services and programs that are available in TMAs. Before developing a transportation organization, there will need to be consensus among Tigard, Beaverton, Lincoln Center, Nimbus Business Park and Washington Square that a TMA can help address some of the transportation issues in the project area. Once consensus is achieved, the next steps are to conduct a strategic planning session, conduct a board development session and begin to develop a work plan. Then, the stakeholders can seek regional start-up funds to help launch a TMA in the project area. Experience in the 1990s has shown that many TMAs established along transportation corridors did not succeed. Any effort to start a TMA should begin with a recognition that many TMAs, like businesses and non-profits, fail to survive. In the Portland Metro area, the initial TMAs were planned for Central City, Regional Center and industrial areas. Due to experiences in the 1990s, Metro's approach is more conservative, investing regional funds for TMA seed money (start-up grants) for three years. This helps TMAs develop their base, and reduces failures due to lack of business or local jurisdictional support. It is vital that any TMA have a strong commitment from board members and a very resourceful and creative TMA Director. The TMA Director must understand the principles of non-profit management and business development. The TMA Director needs to be able to secure public and private sector funding, develop programs, implement programs and represent the interests of the TMA members. Page 9 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants The following outlines possible TMA implementation steps. ➢ Introduce the concept of a TMA to stakeholders. Development of a TMA requires consensus among business leaders in Washington Square, Lincoln Center and in Nimbus. Are they interested in forming a TMA? Can it solve transportation issues that impact their businesses? ➢ Determine if a TMA is the correct organizational structure for developers and employers in the Washington Square area. This may be a strategic planning session that allows for development of alternative organizations and looks at existing business organizations in the project area. It also may include discussions about the geographic location and size of a TMA. ➢ Conduct a board development session. This should include potential board members as well as begin the process of developing an organizational and leadership structure. Eventually, the group will need to select leaders and begin the process of finding a qualified Executive Director. As noted above, the Executive Director must possess the necessary leadership, business and transportation skills to successfully run this organization. ➢ Examine funding opportunities available for start-up TMAs. Metro has supported the development of new TMAs throughout the metropolitan area. Existing TMAs in the Metro area include Lloyd Center, Tualatin, Westside Transportation Alliance and others. Metro has start-up funds available for new TMAs. To qualify for TMA start-up funds, an entity will need to meet the following criteria: 1) Is the TMA proposed in an area that would benefit? 2) Is there community support for a TMA? 3) Is there an identified problem/issue common to the area?4) Is there an anchor or key stakeholder supporting the formation of the TMA? 5) Will the TMA assist in the potential to meet the non- SOV mode split targets? ➢ Develop a work plan, organizational structure, services, evaluation criteria and budget.A composition of a TMA and its internal organization vary greatly according to needs, challenges and issues. In some cases, it is a due- based organization with fee for service provisions. In other cases, dues are based upon anticipated increases in land value combined with services for employers at no cost or fee (Lloyd District model). Financial planning should also include a close examination of funding opportunities as well as the role of developers, landowners, employers and government agencies in the TMA. Issues include: ➢ Should the TMA be a partnership with local Washington Square Employers or should it seek to become part of the WTA? Page 10 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants ➢ What should the priority for the organization be? Reduce congestion? Increase access? Improve economic vitality? Serve employer interests? ➢ How much support should come from public sources? ➢ What kind of programs will the TMA provide? What type of employer programs and benefits? ➢ What kind of organizational structure facilitates inclusion of Washington Square Mall employers and employees? Page 11 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Summary of Stakeholder Interviews The project team contacted and interviewed eight key stakeholders from the study area. The stakeholders were identified based upon interviews with City of Tigard and ODOT Staff members. The objective of these interviews was to identify the attitudes and perceptions key stakeholders have related to potential transportation demand management opportunities identified in our scope of work. Each stakeholder was asked the questions shown in Appendix A. As expected, there are a wide variety of viewpoints and opinions about transportation demand management strategies, parking management strategies, and the potential of a transportation management association to be successful in the Washington Square Regional Center area. The following section summarizes some of the viewpoints and responses of interviewees. While some respondents were willing to share their views, many asked that their personal remarks remain confidential and only be used for statistical or a qualitative assessment. For that reason, we have not credited any of the responses to any of the interviewees. Interview Responses Key Issues Transit Service and Ridership Transit service and the role of Tri-Met was a common issue. This includes planning, operational and funding issues. There is concern that transit resources and services in the area will be inadequate to serve the proposed transit shares outlined in the 2040 plan. This will greatly reduce the impact of this planning effort (WSRC). Further, while many respondents are interested in the Passport program and the purchase of an annual pass for all of their employees, they expressed concern about the cost structure of the program. As the company increases ridership, the cost of the service may rise dramatically. Tri-Met has indicated that the cost associated with this additional ridership is built into the Passport Program and allows Tri-Met to recover expenses of providing the service. A respondent said that they are taking advantage of unused capacity and should not be charged at the current rates. Results from the ECO surveys indicate transit ridership in this area generally ranges from 2% to 3%. However, surveys conducted by Management at Washington Square Mall have found that of the 2,000 employees at the Washington Square Mall, 33% have access to transit. Of these employees, over 20% use transit. Respondents indicate that more people will use transit if it is more convenient. This includes implementation of community transit programs to provide transit services within the community and have it tailored to local needs and trips. This may require the use of Page 12 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants smaller shuttles as well as better connections to existing (MAX) and proposed (commuter rail) regional transit options. Stakeholder interviewees also mention the need to change attitudes and perceptions about alternative modes of transportation. There is a perception that promoting alternative modes is primarily for everyone else. In this area, most employees drive alone to work and are not likely to use alternative modes unless there are major changes that increase access options while limiting solo driver benefits. This may change as congestion increases, parking demand increases, and parking pricing becomes acceptable in the WSRC area. As a result of the interviews there are some identified transit priorities: ➢ Increase frequency and length of service. ➢ Improve circulation service. For example, the shuttle run by the WTA in the Nimbus area is considered very popular. ➢ Make transit more affordable. This is important with the Passport Program that involves substantial price increases related to individual employer increases in ridership. This discourages companies from using Passport Program. ➢ Transit is important in helping to reduce congestion. ➢ Regional Centers need to be connected with high capacity service. ➢ Need to improve connections to rail service. ➢ Need internal circulation system. ➢ Need bus shelters to protect against inclement weather. Parking Supply and Demand Parking was clearly a key issue of many of the respondents. The WSRC had identified the supply of sufficient parking to support economic activities in the area as a prime objective. In retail areas, the prime parking spaces should be reserved for the customer. There is a need for businesses to better understand the cost of parking and how better utilization of parking can increase profits and revenues. For example, the Lloyd District TMA (1998) estimates that its TDM program reduced parking demand by 3,000 parking spaces, resulting in a potential savings of$60 million in parking development cost (the cost of constructing parking structures). In another example, the last 15% of parking spaces usually produce much less income per space (because it is more likely to be underutilized), while costing much more to build (more likely to involve construction of a subterranean level or additional floor). The survey respondents also indicated that there is support for identifying and creating more opportunities for shared parking. Part of the solution seems to be development of an entity to facilitate shared parking. While respondents support sharing (using other people's excess parking supply), there is concern about potential liability and maintenance issues that can be a barrier to shared use. Perhaps an entity can take the responsibility of creating a database of shared use parking facilities and Page 13 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants opportunities. Metro has published a handbook on shared parking (Linssen) that contains sample shared parking agreements and can be used as a guide for WSRC. An additional concern is that parking ratios are not adequate for changing uses in the area and can create situations in which demand is greater than supply. Some respondents in the Nimbus Business Park indicated that their parking supply was not adequate to meet the demand. However, during development of the WSRC Framework plan it was determined that overall parking supply in the Washington Square Regional Center is adequate to meet existing demand. In conclusion, businesses need to work together to optimize use of the existing parking supply. Project mitigation programs may be necessary to reduce potential spillover and other impacts on long time residents of the community. Many respondents focused on parking issues at Washington Square. The Washington Square Mall and the surrounding retail area has nearly 89 acres of surface parking, of which 22 acres have been identified as potential infill locations. As this area becomes more urbanized, the mall itself may change, perhaps by expanding the existing plaza/transit center and develop pedestrian linkages in the mall area. This would fit in with a vision expressed by one of the respondents. One of the examples of a Shopping Mall that a respondent mentioned in a favorable way is the Ala Moana Mall located in Honolulu, Hawaii. The mall is an open-air environment and pedestrian- friendly. Parking structures surround the retail areas and different levels of stores are accessible from the parking structure. This arrangement makes the parking easily accessible to the stores. The arrangement of the retail area has a food court and an area for entertainment in a plaza. Customers circulate from the food court area and the plaza and back to the parking area easily. This is cited as an example not a specific recommendation at this time. Washington Square is very aware of its parking issues and the need to address some of these challenges among its own businesses and employees as well as for future development and access issues. A more in-depth discussion and individual responses related to TDM options can be found in Appendix B. Potential Transportation Management Association The project team discussed the potential for a transportation management association with each respondent. Generally, most respondents supported the development of a TMA. However, there was no consensus about the organizational structure of the TMA. In addition, some key stakeholders are not interested in establishing a TMA for the area or are unsure about its role in the project area. Early efforts by the City of Tigard and key stakeholders should focus on developing a leadership board for the TMA that can then decide if it is viable and necessary for the study area. Representatives on this leadership board should include employers, commercial brokers, real estate professionals, property owners and building managers. Efforts should be made to look at TMAs in regional centers and to establish appropriate business oriented goals and objectives for the TMA. Some respondents mentioned the Lloyd District TMA as an example for a regional center type of TMA. To Page 14 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants be recognized in the development of a Washington Square Regional Center TMA is that the Lloyd District area has connectivity, in-fill development, commercial core and the retail center. It also has parking pricing throughout most of the area and good access options (transit). Others were interested in services available with the WTA. Page 15 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Evaluation of DEQ Employees Surveys Also as part of this analysis we conducted a review of the available Department of Environmental Quality employee commute opitions survey data. This survey data was reviewed to identify existing mode of travel data and provide insights as to transportation demand management programs that might be effective in the Regional Center. The Employees Commute Options program is required by the State of Oregon. According to the Oregon Administrative Rules, Chapter 340, Division 30, "The Employee Commute Options or'ECO" Rule or Program requires employers with more than 50 employees at a work site to provide commute options to encourage employees to reduce auto trips to the work site. The Oregon Department of Environmental Quality (DEQ) uses employer surveys to monitor compliance with ECO. This creates a database of employer mode split information. The project team received results of ECO surveys in the Beaverton and Tigard area. According to a sample of 14 employers under the ECO Rule (over 3,000 employees in the study area), over 80% of employees drive alone to work, 11% carpool, 3% vanpool, 3% ride the bus/MAX, 1% bike or walk and 1% use other options (such as telecommute or flexible work hours). In the Nimbus area, the sample of over 1,500 employees indicates that the drive alone rate is even higher (85%), with carpooling (10%), bus/MAX (2%) and bike/walk (1%) as alternative modes. This data indicates a high propensity to drive alone. This is consistent with most suburban areas. Of the sample of 14 employers, only one retail company (58%) and one insurance company (69%) had drive alone rates less than 78%. In addition, Washington Square Mall maintains data for 2,000 Mall employees. While many of the employees cannot use alternative modes, 13.9% bike to work and 8.2% ride the bus, walk or carpool to work. While transit is not readily available for most Washington Square employees, 20% of the employees who have convenient transit options (33% of the employees) use public transit. The Mall estimates that 33% of the employees commute long distances and an additional 33% have no convenient transit access to Washington Mall. Page 16 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Strategies for Smaller Employers Many of the strategies developed for WSRC may apply to smaller employers. However, designing TDM strategies for smaller employers is always more difficult. Smaller employers have fewer resources available for employee commute option programs. In addition, it is more difficult to disseminate information to this target audience. A suggested approached was to work with existing business organizations (such as a Chamber of Commerce, business association, property manager or building manager) to communicate and market services. Materials and information for small employers will need to be simple and easy to administrate. It needs to solve transportation challenges for the small employer. Page 17 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Conclusions and Recommendations Conclusions Based on the results from the interview stakeholders, discussions with regional agencies and past experience in transportation demand management, the team developed the following findings: Further development of the transportation demand management program should be implemented in incremental steps, moving towards the ultimate 2040 regional Non-SOV Modal Target for regional centers, a 45% to 55% non-SOV target. Further development of transportation demand management requires an analysis of existing and future parking conditions. This will help businesses and stakeholders to better understand the value of parking and more importantly how parking relates to the use of alternative modes and can increase access, improve economic vitality and better use of land. Continue and improve upon the cooperative effort between Tigard, Beaverton, and stakeholders in Washington Square, Lincoln Center and the Nimbus Business Center. A cooperative effort of stakeholders is vital to the development of a strong TDM plan. Past efforts to develop the Washington Square Plan demonstrate the commitment of key stakeholders in the project area. These stakeholders need to continue to develop and begin to implement TDM strategies that meet the needs of stakeholders in the project area. Eventually, this may result in development of a TMA for the project area. Continue education and awareness process for further development of TDM strategies and possible establishment of a business organization to address transportation issues in the project area. Currently, there is no consensus on the goals and objectives of a TMA. This requires recognition by the major stakeholders that a TMA can help address some of their transportation issues as well as consensus on possible solutions. There is no consensus about the organizational structure of a TMA, the geographical boundaries of a TMA or who should be involved in the development of a Washington Square TMA. Should it involve both Tigard and Beaverton? Should it be part of the Westside Transportation Alliance, part of an existing business group or its own separate entity? These are unanswered questions that can only be addressed after in- depth discussions and collaboration by all of the key stakeholders in the project area that includes at minimum a strategic planning session and board development session. Page 18 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Recommendations Based on the above conclusions, the team recommends the following: Continue to facilitate discussions with key stakeholders to determine the viability of specific TDM and parking management strategies. This should also include potential for development of a Washington Square TMA. If it is determined that a TMA can help address some of the transportation challenges in the project area, then the stakeholders can seek regional funding to create a TMA. Conduct further review and analysis of existing parking inventory. If necessary, conduct parking study to better understand existing and future parking utilization, demand and capacity. Parking is an issue for every business. If people understand the value and cost of parking, then they can place a dollar value on TDM options and better understand how alternative modes can be used to save costs and have a positive affect on a company's profit margins. Implement transportation demand management strategies that reduce SOVs and increase use of alternative modes. This includes enhancing and promoting shared ride, transit, walking, biking, alternative work schedules and telecommuting. This includes development of programs that encourage retail and office employees to use alternative modes during peak hours or peak seasons (such as the holiday shopping season in November and December). Key stakeholders seem most likely to support bus pass programs, increased transit options, guaranteed ride home programs and shuttle options. In the long term, employee programs should include a bus pass program (PassPort) and also examine the feasibility of an area pass similar to what is done in the Lloyd District and in Downtown Seattle. An area pass program bases its annual fee upon the mode split of an area instead of an employer. Implement parking management strategies that help the project area move towards the Metro non-SOV modal targets. These parking management strategies should focus on ways to better use existing parking resources and increasing customer access to the project area. This includes educating businesses about the true value/cost of parking spaces, facilitating shared use parking (perhaps through a partnership between Tigard and local businesses) as well as moving employees into alternative modes. Other recommended parking management strategies include clustered parking and preferential parking for carpoolers. Transportation demand management and parking management strategies are most effective when they are linked together. Long term recommendations include the introduction of parking pricing mechanisms tied to increases in transit service and improvements in alternative mode infrastructure and incentives that improve the competitiveness of pedestrian, bike and carpool options. Page 19 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants This analysis provides a framework for further development of a TDM program or potentially a TMA for the Washington Square Regional Center area. The specific strategies and timeframe need to be determined by the stakeholders within the project area and implemented incrementally. The first steps may not lead to significant changes in mode split; however it sets the stage for future reduction of SOVs and possible achievement of non-SOV modal split targets. Page 20 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Acknowledgements Authors Michael R. Kodama, Michael R. Kodama Planning Consultants Kyle Maetani, Michael R. Kodama Planning Consultants Special Acknowledgements Bill Barber, Metro Susan Christensen, Oregon Department of Environmental Quality Susan Drake, Oregon Department of Environmental Quality Judy Edwards, Westside Transportation Alliance Sandi Hall, Oregon Department of Environmental Quality Lidwien Rahman, Oregon Department of Transportation Nadine Smith, City of Tigard John Spencer, Spencer& Kupper Beth Wemple, Kittelson &Associates Rick Williams, Lloyd District TMA The project team would also like to thank Michelle Maddalena, Tri-Met Chad Magron (First Consumers National Bank/Nimbus Business Center), Jack Riordan (Washington Square Mall), Pat Whiting (Metzger CPO Chair), and Rick Saito (Group McKenzie Architect) and many others for their contributions to this report. Page 21 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Appendix A: Interview Guidelines Name of Interviewee Phone # The objective of these interview guidelines is to identify attitudes and perceptions of key stakeholders. The intent is to gather qualitative information that can complement existing data. This will help identify issues and develop recommendations on solutions that might be acceptable to the community and the area at large. The interview questions can be adapted to various key stakeholders. As a result, not all of the questions will apply to or be asked of every interviewee. These questions will not be asked verbatim but will serve as a guide for the interview. Confidential Non-confidential (public) Background on the Project: Plans are being considered for the Washington Square Regional Center Plan. The Washington Square Regional Center Plan has many planning elements. One of the parts that need to be further developed is a Transportation Demand Management Plan. This interview guideline focuses on gathering input on transportation demand management strategies. These are ways of discouraging driving alone. Some of these strategies consist of carpooling, riding the bus or shuttles, flexible work schedules, biking,walking and parking management. (Note: These strategies can be defined during the interview). The focus of this interview is to gather input from key community individuals on transportation demand management strategies. General Transportation-Related Issues and Strategies 1)What are your key transportation issues or needs related specifically to carpooling, bus, or other alternative modes (convenience, access or cost)?Access issues (probe: employees and customers): primary access mode?Are other modes viable? 2)What are the key transportation-related issues (e.g. carpooling, bus, shuttles, flexible work schedules etc.) related to future development and parking? 3)What about approaches to solving transportation (e.g. carpooling bus, shuttles,flexible work schedules etc.)? Parking issues? Have you heard of or can you think of any positive or innovative transportation and/or parking arrangements within the area? What about outside of Washington Square?Are there any transportation-related programs or strategies that local businesses are successfully using? Page 22 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants 4)What do you think about the viability of the following transportation options? (See list) On a scale of 1 to 10, 10 being best how would you rank the following strategies? Strategy 1 to 10 Opportunities Challenges Free monthly or daily bus passes for employees Parking management (e.g.shared use and mixed use, design that makes transit more accessible, pricing for employees) Designated and preferential carpool parking for employees Shuttle service to nearby park and ride lots Employee Shuttle People Mover System (Rubber Tire Shuttle) Flexible or staggered work hours Guaranteed Ride Home (Ridesharing Vehicles) Biking (bike lanes, bike lockers, etc) Walking (to work, lighting,walkways, etc) 5)When we talk about transit, what should be the priorities or what is most important to consider? Is access an issue and if so, what would need to change to help make it easier to use transit? 6)What do you think about a having an organization that helps to promote carpooling, bus, biking and walking etc. for the area? Should this be a stand-alone entity (e.g consisting of Washington Square Employers)or in partnership with an existing organization (e.g. Westside Transportation Alliance)? What should its priorities be? Do you think that local businesses would be willing to contribute resources to the organization?Who should run the organization? How might it be structured? What opportunities do you see for the organization? How should it be started? 7) Do you have any other thoughts or ideas that you would like to share? Page 23 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Business or Building Owner Questions (Optional) 1) How many parking spaces are at your business? Roughly how many spaces serve your customers and employees (average day estimate)? How much does it cost to park (monthly, daily, hourly)? Is parking bundled into your lease or is it a separate item that you pay for on a monthly basis? How much? 2) Is there a time and day of the week or time of the year that is worse than at other times? 3) Is parking easy or hard to find?What percentage of spaces is used near your business or in Washington Square? 4) Typically, what are your hours of operation? 5) Do you hear complaints about transportation-related issues or the parking and if so can you provide some examples? (From: Employees? Neighborhood? Customers?) 6) How many employees do you have on-site at 1:30 p.m. during the week?At peak? 7) How do your employees commute to work?What percentage use alternative modes?Are these alternatives readily available and easy to use? If so, describe...If not,why? 8) Where do your employees park? (Ask for examples and define a location) 9) Do you feel that it is important for your employees to park near your place of business? If not, would you be willing to have your employees park further away? 10)Would you consider parking-related ideas such as shared use parking arrangements (parking shared between two users)?Would you be willing to share parking resources with other businesses?What about clustered parking (parking for many users such as a business district)? 11)Would any other kinds of parking changes benefit your business? (Prompt if necessary: Time limits? Pricing? Signage? Satellite parking/shuttles?) Interviewer: Call date Completed_ left message_ refused callback date/time Second call date Completed_ left message refused callback date/time Third call date Completed_ left message_ refused callback date/time Page 24 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Appendix B: Summary of Issues and Responses Strategy Opportunities Challenges Free monthly or daily bus passes • Positive incentive encourages ■ Costs related to ridership for employees ridership. growth. ■ Reduces employee parking • Providing service to demand. accommodate ridership ■ Companies are doing it now growth. and it is successful • Difficult to implement with small retail employers. Parking management ■ Shared use for uses with ■ As businesses expand, (e.g. shared use and mixed use, compatible peaks and no they increase parking design that makes transit more geographic constraints. occupancy and are less accessible, pricing for employees) ■ Pricing is strong incentive to willing to share parking with use alternative modes. other companies. ■ Pricing can be used to fund • Spillover into TDM programs and transit neighborhoods. services. • Pricing is less effective in suburban areas. ■ Varies from site to site. ■ Constructing parking to meet future parking occupancy rates. ■ Liability and maintenance issues. ■ Unwillingness of employees to use less convenient parking spaces. Designated and preferential • Effective incentive when • Monitoring and carpool parking parking supply is tight administration issues. for employees ■ Good reward for employees • Matching retail employees ■ Used with on-street metered on staggered work hours. parking in Lloyd District • Not always seen as much of an incentive Shuttle service to nearby park and ■ Provides meeting place for • Costs, it is expensive to ride lots carpoolers operate unless publicly ■ Provides local access to park subsidized. and ride facilities • Perceived as less convenient. ■ Depends upon your work schedule. ■ Can increase commute time because of transfers. ■ If located close to destination, provides minimal relief from congestion and air quality impacts. Page 25 Washington Square TDM Plan May 2001 Michael R. Kodama Planning Consultants Strategy(continued) Opportunities Challenges Employee Shuttle • More applicable for larger • Cost of shuttle firms and peak hour uses • Involves private sector (morning, lunch and funding afternoon). • Many employees not willing • Reduces VMT. to move off-site. • WTA has successful shuttle. • Off-peak utilization of shuttles is low People Mover System • Should be a direct connection • Connectivity with regional (Rubber Tire Shuttle) • Use tracks,fixed guideway or and local bus system. fixed route to help riders • How do you know if it will better understand route help promote service? structure • Build upon employee shuttle services. • Circulate among major uses: Nimbus - Mall - Lincoln Center- Hotels • Suggest circulator connecting Beaverton -Washington Square-Tigard, & N.W. Portland • Improves local circulation Flexible or staggered work hours • Promote off-peak use • Should not be required of • Can encourage carpooling employees, best when and vanpooling. made voluntarily. • Some workers prefer an 8 to 5 schedule. • Potential employer administrative issues. • Difficult to use in retail environment. Emergency Ride Home • Makes employees feel more • Potential for abuse (Ridesharing Vehicles) secure about ridesharing • Compliments use of alternative modes Biking (bike lanes, bike lockers, • Good alternative for short • Need more bike lanes and etc) distance commutes. racks • More applicable to local area • Safety (within 5 miles) • Weather • Area is not bike friendly Walking (to work, lighting, • Good alternative for short • Safety walkways, etc) distances. • Applicable to limited target market(within 3 miles) • Need more sidewalks, better lighting and infrastructure improvements. • Need better connectivity and more linkages. Page 26