12/06/2021 - PacketPLANNING COMMISSION AGENDA – December 6, 2021
City of Tigard | 13125 SW Hall Blvd., Tigard, OR 97223 | 503 -639-4171 | www.tigard-or.gov | Page 1
City of Tigard
Planning Commission Agenda
MEETING DATE: December 6, 2021 - 7:00 p.m.
MEETING LOCATION: Members Remote via Microsoft Teams
Link to virtual hearing online: www.tigard-or.gov/virtualPC
Call-in number for public testimony: 503-966-4101
Public testimony call-in time is between 7:15 p.m. and 7:45 p.m.
1. CALL TO ORDER 7:00 p.m.
2. ROLL CALL 7:00 p.m.
3. COMMUNICATIONS 7:02 p.m.
4. CONSIDER MINUTES 7:04 p.m.
5. TIGARD TRANSPORTATION SYSTEM PLAN (TSP) UPDATE 7:05 p.m.
COMPREHENSIVE PLAN AND DEVELOPMENT CODE AMENDMENT
CASE NO. CPA2021-00006 / DCA2021-00004
Staff: Senior Transportation Planner Dave Roth
PROPOSAL: The proposal is the result of a long-range planning project to update Tigard’s
Transportation System Plan (TSP). The proposal adopts Tigard’s updated TSP and amends
Chapter 12 of the Tigard Comprehensive Plan with new goals and policies related to Tigard’s
transportation system. It also makes minor changes to Chapter 18.660 of the Tigard Community
Development Code that regulates roadway cross sections on SW 72nd Ave in the Tigard Triangle.
6. OTHER BUSINESS 8:35 p.m.
7. ADJOURNMENT 8:45 p.m.
December 6, 2021 Page 1 of 6
CITY OF TIGARD
PLANNING COMMISSION
Minutes, December 6, 2021
Location: Members Remote via Microsoft Teams
Call-in number for public testimony: 503-966-4101
Testimony call-in time: 7:15 p.m. and 7:45 p.m.
Link to virtual hearing online:
www.tigard-or.gov/virtualPC
CALL TO ORDER
President Hu called the meeting to order at 7:00 p.m.
ROLL CALL
Present: President Hu
Vice President Jackson
Commissioner Brook
Alt. Commissioner Miranda
Commissioner Quinones
Commissioner Roberts
Commissioner Schuck
Commissioner (K7) Tiruvallur
Commissioner Watson
Commissioner Whitehurst
Absent: Alt. Commissioner Dick
Staff Present: Tom McGuire, Assistant Community Development Director; Dave Roth,
Sr. Transportation Planner; Doreen Laughlin, Executive Assistant
COMMUNICATIONS ² None
CONSIDER MINUTES
President Hu asked if there were any additions, deletions, or corrections to the revised
November 29, 2021 minutes; there being none, President Hu declared the revised minutes
approved as submitted.
TIGARD TRANSPORTATION SYSTEM PLAN (TSP) UPDATE
CASE NO. CPA2021-00006 / DCA2021-00004
PROPOSAL: The proposal is the result of a long -UDQJHSODQQLQJSURMHFWWRXSGDWH7LJDUG·V
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transportation system. It also makes minor changes to Chapter 18.660 of the Tigard Community
December 6, 2021 Page 2 of 6
Development Code that regulates roadway cross sections on SW 72 nd Ave in the Tigard
Triangle.
President Hu asked the following questions for the record:
Does any commissioner wish to declare a conflict of interest? None. Does anyone in the
audience wish to challenge any member of the Planning Commission for bias or conflict of
interest? Please call in to raise your concern. None. Commissioners, have you had any ex parte
communications? None. Does anyone wish to challenge the jurisdiction of the commission?
Please call in to raise your concern. None.
STAFF REPORT
Dave Roth introduced himself and said he was there to present the staff report for the 2040
Transportation System Plan (TSP) update . He would take them through a PowerPoint
presentation which will review the proposed update to the TSP and review proposed
amendments. The commissioners will consider public testimony that had been received in
writing and also what may be presented at this meeting. He noted the proposed 2040 TSP and
WKHWHFKQLFDODSSHQGL[DUHDQFLOODU\GRFXPHQWVWR7LJDUG·V&RPSUHKHQVLYH3ODQThere is also a
Comprehensive Plan Amendment for revising the transportation specific Chapter 12 (in the
staff report). Additionally, there·s a proposal for the Development Code Amendment regarding
the Tigard Triangle section within the Development Code.
Dave acknowledged the project manager from the consultant team of Fehr & Peers, Kendra
Brieland. Matt Hastie from Angelo Planning was also present. Kendra and Dave will make the
presentation and then all three will be available to handle any questions after the presentation.
Dave presented his PowerPoint (Exhibit A). He noted the 2040 TSP serves as a blueprint for
transportation investments; as a coordination tool with regional agencies and local jurisdictions;
as an important component of prudent & effective land use choices; and is a compilation of
existing & future transportation needs related to pedestrians, bicycles, transit, automobiles,
freight & emerging technologies.
He went through the key themes of th e document: Completing our streets to serve everyone;
breaking connectivity barriers with OR-217 crossings; continuing to invest in our trail system;
highlighting bottleneck issues and roadway alignm ent opportunities; and partnering on regional
mobility solutions. He went over the 2040 TSP Vision and Goals and Key Themes. (Exhibit A
pp 6-12.)
At this point he handed the presentation over to Kendra from Fehr & Peers. She focused on the
public involvement process for the TSP. She noted that despite the global pandemic, they had
managed to connect with over 2000 community members between January 2020 and August of
this year. She touched on how they went about their public involvement, what people wanted to
see improvement on such as new sidewalks near schools, high priority safety locations,
pedestrian corridors, bike network improvements, etc. She spoke about having a focus on
transportation needs and infrastructure improvements and went over project co sts and more.
(Exhibit A pp.14 ² 22).
December 6, 2021 Page 3 of 6
Kendra then turned the presentation back to Dave who went through the additional
implementation activities that the plan recommends . Dave then reviewed the proposed
amendments, potential future amendments, and next steps (Exhibit A pp. 23-34).
Next Steps ² Public Hearings
x Planning Commission reviews (December 2021) and City Council considers (January 11,
2022) adoption of 2040 TSP, and amendments to Comprehensive Plan and
Development Code.
x 2022 and beyond: Plan Implementation
STAFF RECOMMENDATION
x Recommend approval to City Council to adopt the 2040 TSP as an ancillary document
to the Comprehensive Plan.
x Recommend approval to City Council of the proposed Comprehensive Plan Amendment
(CPA2021-00006)
x Recommend approval to City Council of the proposed Development Code Amendment
(DCA2021-00004)
PUBLIC TESTIMONY
Planning Commission received oral testimony at the hearing from three individuals.
x George Brandt, 11651 SW Penn Court, Tigard, member of the Tigard Transportation
Advisory Committee (TTAC), and member of the 2040 TSP Community Advisory
Committee, spoke in favor of the 2040 TSP. Mr. Brandt indicated support for adoption
of the 2040 TSP and highlighted the need for investment in neighborhood side walk gaps.
x Ezra Hammer, Land Acquisition Manager for Taylor Morrison, made comments related
WRFRVWVDVVRFLDWHGZLWKSURYLGLQJ´PLGGOHKRXVLQJµSURGXFWVLQ7LJDUG0U+DPPHU
voiced support for recommendations contained within the 2040 TSP technical
memorDQGXPWLWOHG´6\VWHP'HYHORSPHQW&KDUJH5HFRPPHQGDWLRQVWR6XSSRUW763
8SGDWHµRQSDJH RIWKH7637HFKQLFDO$SSHQGL[
x Ruth Harshfield, 12505 Southwest Karen Street Tigard, chair of the Tigard
Transportation Advisory Committee (TTAC), and member of the 2040 TSP Community
Advisory Committee indicated support for the 2040 TSP and related Comprehensive
Plan and Development Code amendments. Ms. Harshfield made comments related to
the need to provide equitable and climate -friendly transportation options, support better
transit service, and increase connectivity for Tigard residents.
STAFF REPLY
Dave Roth thanked the callers for their input and Kendra Brieland DGGUHVVHG6'&·V 6\VWHP
Development Charge Recommendations) because Ezra Hammer had brought up some
December 6, 2021 Page 4 of 6
thoughts about them. She noted that Mr. Hammer and staff both agree that there are a lot of
improvements that could be made , not only to help tailor the program a bit more to support
housing goals, but to help tailor the program to better s upport multi-modal transportation
delivery goals. She said there are a lot of good examples throughout the region where other SDC
programs are funding multi-modal project lists, and that SDC programs should work hand in
glove with the TSP. She said, ´So now that Tigard is updating the TSP, this is a great
opportunity to update the SDC program ² MXVWWRPDNHVXUHWKDWLW·VRSWLPL]HGWRGHOLYHUWKH
TSP program, but also fit within the realities of development within Tigard.µ
QUESTIONS
Several Commissioners asked clarifying questions prior to and during their deliberations
regarding:
x Why the proposed Development Code amendment extends the Fee in Lieu project
completion requirements to a 5-year window.
Answer: Ultimately this comes down to providing more flexibility to complete projects on a more realistic
WLPHOLQH)HHLQ/LHXSD\PHQWDJUHHPHQWVDUHW\SLFDOO\RYHUVHHQE\7LJDUG·V(QJLQHHULQJGHSDUWPHQW
x Concern over a perceived conflict with the proposed Development Code requirements
for curb extensions and right-turn lanes utilizing on-street parking lane space?
Answer: The proposed cross section requirements are designed to accommodate multiple competing needs
on the street. While curb extensions are not required if they conflict with bus movements, the same would
hold true if the parking lane space were used for a dedicated right -turn lane.
x :K\WHUPVVXFKDV´VWUHVV-IUHHµDQG´FRPIRUWDEOHµDUHXVHGLQGHVFULELQJWKHIXWXUH
SHGHVWULDQDQGELF\FOHQHWZRUNVDQGQRWWKHWHUP´VDIHW\"µ
Answer: Safety of the transportation system is an overarching policy objective of the 2040 TSP. We need
WREHFDUHIXOZLWKWKHXVHRIDGMHFWLYHVVXFKDV´VDIHµDQG´XQVDIHµWRGHVFULEHWUDQVSRUWDWLRQIDFLOLWLHVDV
doing so can potentially expose the city to liab ility issues.
x Why the 2040 TSP indicates that only 61% of residents in poverty have access to transit
in Tigard and how this compares to other cities of similar size.
Answer: This is often a function of land use and proximity of housing to transit corrid ors, but it is
something that the plan strives to address through prioritizing the needs of these populations aligned with
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x :KHWKHUWKH763ZLOOVXSSRUW7LJDUG·VSRVLWLRQLQJIRU)HGHUDOLQYHVWPHQWVDVSDUW
of the recently passed Federal Transportation Bill.
Answer: The 2040 TSP sets Tigard up well for both Federal and State funding opportunities by
SULRULWL]LQJDUDQJHRISURMHFWVRIGLIIHUHQWVL]HDQGVFDOH,W·VLPSRUWDQWWKDWWKH763LQFOXGHVODUJHU
aspirational projects that we would otherwise be unable to fund solely with local dollars.
x Whether the SW 72nd Ave cross section requirements in the Development Code
Amendment were broadly supported by the adjacent business community and what type
December 6, 2021 Page 5 of 6
of outreach was conducted.
Answer: The city and its consultant team conducted a thorough outreach and engagement program over
the course of a year that included multiple open houses, online web surveys, and stakeholder interviews of
businesses within the Tigard Triangle to develop the proposed cross section requirements for SW 72nd
Ave. With development in the Tigard Triangle and along SW 72nd $YHRFFXUULQJDWDUDSLGSDFHLW·V
important that we have a consistent cross section requirement in place to avoid inconsistent r oadway
improvements.
DELIBERATION
The commissioners each gave their thoughts on the proposed TSP. All who spoke were very
enthusiastic in their support of the proposed 2040 TSP and the related amendments as
presented at the hearing.
FIRST MOTION
Commissioner Roberts made the following motion:
´I move the Planning Commission forward a recommendation of approval to City Council for
the 2040 TSP as an ancillary document to the Comprehensive Plan.µ
The motion was seconded by Commissioner Quinones.
VOTE TO APPROVE
9 to 0 - Motion to approve passed unanimously.
SECOND MOTION
Commissioner Roberts: ´I move that the Planning Commission forward a recommendation of
approval to City Council for application CPA2021-00006 and adoption of the findings
contained in the staff report and on the testimony rece ived.µ
The motion was seconded by Commissioner K7 Tiruvaller.
VOTE TO APPROVE
9 to 0 - Motion to approve passed unanimously.
THIRD MOTION
Commissioner Roberts: ´I move that the Planning Commission forward a recommendation
of approval to City Council for application DCA2021-00004, and adoption of the findings
contained in the staff report and based on the testimony received.µ
The motion was seconded by Commissioner Watson.
December 6, 2021 Page 6 of 6
_______________________________________
Doreen Laughlin, Planning Commission Secretary
__________________________________
ATTEST: President Yi-Kang Hu
VOTE TO APPROVE
9 to 0 - Motion to approve passed unanimously.
HEARING DATE FOR CITY COUNCIL
January 11, 2022
OTHER BUSINESS
President Hu shared with the commissioners that KH·GEHHQ reminded by the City Attorney that
the only time DYRWHIRUDEVWHQWLRQLVDOORZHGLVZKHQWKHUH·VD n actual conflict of interest. He
asked that the commissioners keep that in mind and noted that Tom McGuire had agreed to be
the one to remind them in the future.
Tom thanked the commissioners for their hard work and noted that this meeting was the last
one for the year. He thanked outgoing Commissioners Melanie Brook and Cole Whitehurst for
their time on the commission (each had served four years). They will both be very missed. Tom
also noted that Commissioner John Roberts had been selected to serve a second term and that
alternate Commissioner Miranda would become a voting member for the next year while filling
CommisVLRQHU:KLWHKXUVW·VUHPDLQLQJWHUP+HDOVRZHOFRPHGQHZYRWLQJ&RPPLVVLRQHU
George Brandt who will be starting his 4-year term officially in January 2022.
ADJOURNMENT
President Hu adjourned the meeting at 8:45 p.m.
City ofTigardDecember 6, 20212040 TSP Planning Commission Public Hearing
Purpose of HearingReview proposed update to the Transportation System Plan (TSP)Review proposed amendmentsConsider public testimony
The Transportation System Plan
TIGARD ON THE MOVE,WKH&LW\RI7LJDUG·V7UDQVSRUWDWLRQ6\VWHPPlan (2040 TSP) charts a roadmap for providing equitable mobility in our community over the next 20 years.dŚĞdƌĂŶƐƉŽƌƚĂƚŝŽŶ^LJƐƚĞŵWůĂŶŝƐĂŶĂŶĐŝůůĂƌLJĚŽĐƵŵĞŶƚƚŽdŝŐĂƌĚ͛ƐComprehensive Plan
TIGARD ON THE MOVE,WKH&LW\RI7LJDUG·V7UDQVSRUWDWLRQ6\VWHPPlan (2040 TSP) charts a roadmap for providing equitable mobility in our community over the next 20 years.The 2040 TSP Serves As:A blueprint for transportation investmentsA coordination tool with regional agencies & local jurisdictionAn important component of prudent & effective land use choicesA compilation of existing & future transportation needs related to pedestrians, bicycles, transit, automobiles, freight & emerging technologies.
͞dŝŐĂƌĚ͛ƐƚƌĂŶƐƉŽƌƚĂƚŝŽŶsystem advances our Strategic Vision to be an equitable community that is accessible, walkable, and ŚĞĂůƚŚLJĨŽƌĞǀĞƌLJŽŶĞ͘͟2040 TSP Vision and Goals
Key Themes
Key ThemesCompleting Our Streets to Serve EveryoneRecognize that ourstreets play host to more than just cars.We can do this by:9Completing the system for walking and biking9Reviewing speed limits9Making the most of 2-3 lane cross sections where planned 5-lane sections would drastically increase costs andimpactneighborhoods and conditions for active transportation
Key ThemesBreaking Connectivity Barriers with OR-217 CrossingsPrioritizetwo new active transportation crossings of OR-217:9SW 95th Avenue9Tigard TriangleAdequate vehicle connections into the Triangle are also considered
Key ThemesContinuing to Invest in Our Trail SystemMoving forward with key projects:9Closing gaps and improving roadway crossings on Fanno Creek trail9Design and construction of the Red Rock Creek Trail9Modernization/upgrades to existing trails
Key ThemesHighlighting Bottleneck Issues & Roadway Alignment OpportunitiesThinking systemically and improving circulation by advancing needed transportation studies to identify right-sized solutionsat locations such as:9North Dakota Street/Tiedeman Avenue/Greenburg Road area9Scoffins Street/Hunziker Street alignment at Hall Boulevard
Key ThemesPartnering on Regional Mobility SolutionsDĂŶLJŝŵƉŽƌƚĂŶƚŝŵƉƌŽǀĞŵĞŶƚƐĂƌĞŶ͛ƚĨƵůůLJǁŝƚŚŝŶdŝŐĂƌĚ͛ƐũƵƌŝƐĚŝĐƚŝŽŶ͕ƐƵĐŚĂƐ͗9Upper Boones Ferry/72nd Avenue/Durham Road Circulation Study999W Regional Investment Strategy9Bull Mountain Corridor upgrades9Partnering to improve transit access, speed & reliabilityThese projects require regional coordination, but Tigard can be a leader in carrying these efforts forward
Public Involvement
Public InvolvementPublic involvement for the development and review of the 2040 TSP was achieved in several ways: Involvement by citizens on the Community Advisory Committee (CAC)Targeted digital and printed advertisementsAssistance and review by agency representatives on a Technical Advisory Committee (TAC)Public hearings as part of the adoption processVirtual events and online surveys
Transportation Needs and Infrastructure Improvements
New Sidewalk Prioritization
Bike Network Improvements
Transit System Improvements
Modal Plans & Projects
Modal PlansPedestrianBicycleMotor VehicleTransitFreight
Constrained Project List by Mode
Project List By Cost
Implementation Activities
Implementation ActivitiesIn addition to projects and program, the TSP recommends several additional activities and topic areas to support implementation: Vehicle and transportation system electrificationTransportation sector GHG reduction strategiesPosted speed zone reductions on several roadwaysFuture TSDC methodology updates to support city affordable housing objectivesFuture Tigard Development Code updatesMicro-mobility transportation optionsCurbside management and parking
Proposed Amendments
Proposed AmendmentsComprehensive PlanChapter 12: TransportationDevelopment CodeMinor updates to Chapter 18.660
Proposed AmendmentsComprehensive Plan: Chapter 12New and updated languageUpdated overarching goalsReferences, rather than lists detailed policiesUpdated findings
Proposed AmendmentsDevelopment Code: Minor updates to 18.660Cross sections and right-of-way requirements for SW 72ndAve within the Tigard TriangleBike Parking, access, above ground utilities, screening, other minor housekeeping changes
Potential Future AmendmentsUpdated cross sections for all roadwaysChanges to off-street parking standardsBicycle parking at transit facilitiesNotice to transportation agenciesTraffic impact analysis refinementsSignificant effect on state facilitiesVehicle electrificationMobility hubs
Staff Recommendation & Decision Alternatives
Staff RecommendationRecommend approval to City Council to adopt the 2040 TSP as an ancillary document to the Comprehensive PlanRecommend approval to City Council of the proposed Comprehensive Plan Amendment(CPA-2021-00006)Recommend approval to City Council of the proposed Development Code Amendment(DCA-2021-00004)
Decision AlternativesRecommend approval to Council with no changes.Recommend approval to Council with minor changes.Continue hearing to a date certain to consider public comments or major changes.
Next Steps
Next StepsPublic HearingsPlanning Commission reviews (December 2021) and City Council considers (January 2022) adoption of 2040 TSP, and amendments to Comprehensive Plan and Development Code.2022 and beyond: Plan Implementation
Thank you
STAFF REPORT TO THE PLANNING COMMISSION PAGE 1 OF 16
CPA2021-0006, DCA2021-0004
Hearing Date: December 6, 2021
STAFF REPORT TO THE
PLANNING COMMISSION
FOR THE CITY OF TIGARD, OREGON
SECTION I. APPLICATION SUMMARY
FILE NAME: Tigard Transportation System Plan Update
FILE NO: Comprehensive Plan Amendment (CPA) 2021-00006
Development Code Amendment (DCA) 2021-00004
PROPOSAL: The City is proposing to update the transportation element of the
Comprehensive Plan. The update includes a comprehensive replacement of
the 2035 Tigard Transportation System Plan (2035 TSP) with an updated
version titled the 2040 Tigard Transportation System Plan (TSP). As part of
this update, the City is also proposing to amend the Development Code to
implement needed amendments identified in the Tigard 72nd Avenue
Corridor Study.
APPLICANT: City of Tigard
13125 SW Hall Boulevard
Tigard, OR 97223
LOCATION: The City of Tigard
APPLICABLE Tigard Community Development Code Chapter 18.380, 18.390, 18.710, and
18.790;
PROVISIONS: Tigard Comprehensive Plan Goals 1, 2, 8, 9, 10, and 12;
Metro Code 3.08 (Regional Transportation Functional Plan) Titles 1, 2, 3,
and 4;
Oregon Transportation Planning Rule OAR 660-012; and
Statewide Planning Goals 1, 2, and 12.
STAFF REPORT TO THE PLANNING COMMISSION PAGE 2 OF 16
CPA2021-0006, DCA2021-0004
SECTION II. STAFF RECOMMENDATION
SECTION III. BACKGROUND INFORMATION
The City of Tigard adopted the most recent Transportation System Plan in 2010.
The City, in conjunction with representatives of the technical advisory committee (TAC) and
community advisory committee (CAC), and the consultant teams from Fehr & Peers, Alta Planning
+ Design, JLA, and Angelo Planning Group began work on the project at the beginning of 2020.
The committees met four times each over the course of project development. Additional public
outreach included five virtual events, three digital surveys, and a project website with materials and
opportunities for residents to comment. The project team conducted work sessions with the
Planning Commission and City Council to provide an overview of the TSP requirements and plan
recommendations. The Planning Commission work session s were held on 12/2/19, 12/7/20, and
4/19/21 and City Council work sessions were held on 9/15/20 and 10/26/21.
The proposed 2040 TSP establishes goals and policies for transportation systems in the City through
the year 2040. Key goals are related to safety, environmental and community health, quality of life,
livable neighborhoods, economic vibrancy, and maximization of transportation resources.
The plan recommends projects to address the following needs: stronger streets network, urban
upgrades and active transportation, connectivity, transit, transportation system management and
operations, and special study areas. These projects are illustrated in Figures 13 through 15. Tables 11
through 16 provide project descriptions and planning-level estimated costs.
The TSP project also reviewed Development Code provisions and Comprehensive Plan policies to
ensure consistency with the proposed plan and with state and local law. The project also includes
review of a variety of previously adopted local plans to ensure that those efforts are reflected in the
TSP where needed. A subset of the recommended Development Code amendments is proposed to
be adopted in conjunction with adoption of the 2040 TSP. The remainder will be recommended for
adoption at a later time after they have undergone additional review, anticipated within the next one
to two years. Comprehensive Plan policies will be updated to reflect the project’s vision and goals
and Comprehensive Plan narrative will be updated to reflect key findings from the TSP update
process. Transportation policies will be found in the 2040 TSP.
Staff recommends that the Planning Commission recommend approval of the 2040
Transportation System Plan as an ancillary document to the Comprehensive Plan and
recommend approval of the proposed Comprehensive Plan Amendment and Development Code
Amendment to the Tigard City Council as provided by the public hearing process.
STAFF REPORT TO THE PLANNING COMMISSION PAGE 3 OF 16
CPA2021-0006, DCA2021-0004
SECTION IV. APPLICABLE PROVISIONS, FINDINGS, AND
CONCLUSIONS
A. TIGARD COMMUNITY DEVELOPMENT CODE (Title 18)
Chapter 18.380: Zoning and Text Amendments
18.380.020.A Legislative zoning map and text amendments shall be undertaken by means
of a Type IV procedure, as governed by Section 18.309.060.G.
FINDING: The proposed amendments are being reviewed under the Type IV legislative
procedure as set forth in the chapter. This procedure requires public hearings before both t he
Planning Commission and City Council
Chapter 18.390: Decision-Making Process
18.390.020.B.4 Type IV procedures apply to legislative matters. Legislative matters involve
the creation, revision. or large-scale implementation of public policy. Type IV
matters are considered initially by the Planning Commission with final
decisions made by the City Council.
FINDING: The proposed amendment will initially be considered by the Planning
Commission on December 6, 2021. City Council will consider adopting the proposed
amendments after the Planning Commission has made their recommendation. A hearing
date before the City Council has been tentatively scheduled for January 11, 2022.
18.390.060.G The recommendation by the Commission and the decision by the Council
shall be based on consideration of the following factors:
1. The Statewide Planning Goals and Guidelines adopted under Oregon
Revised Statutes Chapter 197;
2. Any federal or state statutes or regulations found applicable;
3. Any applicable Metro regulations;
4. Any applicable comprehensive plan policies; and
5. Any applicable provisions of the City’s implementing ordinances.
FINDING: Findings and conclusions addressing the factors list ed above are provided
within this report.
Chapter 18.710.110 (Legislative Procedure) and Chapter 18.790 (Text and Map
Amendments)
18.790.020.A
18.710.110.A Approval process. A legislative amendment application is processed through
a Legislative procedure, as provided in Section 18.710.110.
STAFF REPORT TO THE PLANNING COMMISSION PAGE 4 OF 16
CPA2021-0006, DCA2021-0004
FINDING: The proposed Comprehensive Plan Amendment (CPA) and Development
Code Amendment (DCA) are being processed through a legislative procedure, as provided
in TCDC Section 18.710.110, using the approval criteria outlined in TCDC Section
18.790.020. Additionally, TCDC Section 18.710.110 requires two public hearings:
one before Planning Commission (scheduled for December 6, 2021), and one before City
Council (scheduled for January 11, 2022). Following a recommendation from Planning
Commission, City Council will make a decision on this application. These requirements
have been or will be met.
18.790.020.B Approval considerations. A recommendation or a decision for a legislative
amendment application may be based on consideration of the applicable legal
requirements. They may, but do not necessarily include: Oregon Revised
Statutes, Oregon Administrative Rules, one or more Statewide Planning
Goals, Metro’s Urban Growth Management Functional Plan and any other
regional plans.
FINDING: The following city, regional, and state provisions apply to the proposed CPA
and DCA: Tigard Community Development Code Chapters 18.380, 18.390, 18.670,
18.710, and 18.790; Tigard Comprehensive Plan Goals 1, 2, 8, 9, 10, and 12; Oregon
Statewide Planning Goals 1, 2, and 12; and Metro Regional Transportation Functional
Plan (Chapter 3.08) Titles 1, 2, 3, and 4. As detailed in the findings below, the
applicable city, regional, and state provisions are met for this pro posal.
CONCLUSION: The applicable provisions of the Tigard Community
Development Code are met.
B. TIGARD COMPREHENSIVE PLAN
Chapter 1: Citizen Involvement
Goal 1.1 Provide citizens, affected agencies, and other jurisdictions the opportunity to
participate in all phases of the planning process.
FINDING: The TSP update process included numerous opportunities for community
members and affected agencies to participate in the planning process. The progress of the
Tigard TSP update was guided by a TAC and a CAC. Membership consisted of more
than 20 members who represented interests and expertise from a number of stake holder
viewpoints, including various City departments and committees, Oregon Department of
Transportation (ODOT), Washington County, and TriMet. Advisory committee meetings
were held through virtual meeting platforms to balance equitable access with COVID-19
safety precautions.
The TAC and CAC were responsible for reviewing technical aspects of the TSP update,
including all technical memoranda, and providing input to represent various agencies,
organizations, and community groups. Committee members met a total of eight times.
City staff also provided monthly briefings to the Tigard Transportation Advisory
Committee (TTAC). The TTAC consists of community volunteers and acts as an
STAFF REPORT TO THE PLANNING COMMISSION PAGE 5 OF 16
CPA2021-0006, DCA2021-0004
advisory body to City Council and staff. All TTAC members were provided opportunities
to share feedback throughout the course of the project and provide input on the draft TSP.
In addition to the established advisory committees, five virtual events and three digital
surveys were held at key junctures in the planning process to solicit input from other Tigard
community members. At these virtual events, participants were asked to share their
knowledge and concerns and comment on existing transportation conditions and future
improvement projects, programs, policies, and priorities for the transportation system.
The City’s Planning Commission discussed the draft 2040 TSP and related proposed
implementation measures during three work sessions that were open to the public. Work
sessions were held on 12/2/19, 12/7/20, and 4/19/21.Similar work sessions were
also conducted with City Council on 9/15/20 and 10/26/21. The first public adoption
hearing is scheduled before the Planning Commission on December 6, 2021; the City
Council will subsequently hold a public hearing and consider the Planning Commission’s
recommendations. It is tentatively scheduled for January 11, 2022.
The project included a dedicated webpage that provided project information and updates
throughout the course of the project. The website served as a source of information for the
general public, as it hosted all project technical reports, TSP goals, and information for
community engagement.
Goal 1.2 Ensure all citizens have access to:
A. opportunities to communicate directly to the City; and
B. information on issues in an understandable form.
FINDING: As noted in the finding to Goal 1.1 above, citizen involvement and public
participation activities for the 2040 TSP were and will be addressed through the following
activities and project elements:
- A CAC comprised of citizens from various City committees that met four times over
the course of the project.
- A TSP project website that included project updates, all technical reports, and links to
engagement opportunities.
- Five virtual events and three digital surveys where the community could learn about
aspects of the project and provide comments and feedback.
- Adoption hearings with the Planning Commission and City Council.
Chapter 2: Land Use Planning
Goal 2.1 Maintain an up-to-date Comprehensive Plan, implementing regulations and
action plans as the legislative basis of Tigard’s land use planning program.
FINDING: Existing state, regional, and local plans, policies, standards, and laws
relevant to the TSP were reviewed and evaluated to guide the development of the 2040
TSP (See TSP Technical Appendix). Current land use patterns and potential impacts
were also addressed through an existing and future condition analysis (See TSP Technical
Appendix).
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Coordination between state, regional, and local agencies was accomplished through both the
Project Management Team (PMT), which included key City staff members, and the TAC
and CAC. Members of the TAC and CAC that provided guidance on the development of
the TSP included representatives from multiple agencies.
The 2040 TSP includes a revised policy framework that will serve as the basis for
transportation policies in the City’s Comprehensive Plan (see Chapter 3). The policy
framework included six new goals and 34 policies to guide future land use decision-making
towards achieving Tigard’s Strategic Vision. The goals address safety, environmental
issues, community health, quality of life improvements, multimodal livable neighborhoods,
economic vibrancy, and efficient use of transportation resources.
Chapter 9: Economic Development
Goal 9.1 Develop and maintain a strong, diversified, and sustainable local economy.
FINDING: Chapter 3 of the 2040 TSP provides the policy framework and evaluation
criteria that guided the development of the planning process and will continue to guide future
transportation improvements. In it, Goal 5 addresses economic vibrancy by
“accommodating movement of people and goods and creating equitable opportunities for
economic development.” The goal includes three policies for providing a framework to guide
decision-making towards that goal.
Evaluation criteria developed for the updated TSP provided a process to evaluate project
alternatives relative to TSP goals (see Table 3). The evaluation criteria included three
components that evaluated how well a project would create new or improved connection to
regional destinations, increase capacity for motorized and/or other modes on arterials and
collectors, and how well it accommodates freight needs.
Chapter 6 of the 2040 TSP identifies transportation projects, which if built, would help
achieve the City’s Strategic Vision. Nearly half of the 74 improvement projects, categorized
as Stronger Streets Network projects, will improve some of the City’s busiest street corridors
that provide access and connections to the City’s economic areas. The corridors include 72nd
Avenue, Greenburg Road, and Hall Boulevard (see Figure 13 and Table 11).
Goal 9.2 Make Tigard a center and incubator for innovative businesses, including
those that focus on environmental sustainability.
FINDING: In addition to Goal 5 and it’s supporting policies, there are several other
related policies in the 2040 TSP with a focus on creating or strengthening the connection
between businesses and sustainable transportation infrastructure. Policy 1.3 emphasizes
coordination between the City, businesses, and other stakeholders for developing projects
with the greatest regional benefit. Policy 3.3 directs the City to require development adjacent
to transit to provide direct pedestrian accessibility that will result in increased access and
foot traffic for businesses. Policy 6.5 calls for the City to use parking and curb management
strategies in ways that will support adjacent land uses and community activities while
maximizing the efficiency of transportation resources.
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Portions of the TSP Pedestrian and Transit modal plans in Chapter 4 anticipate increased
transit service to meet growing multi-modal needs, particularly in the Tigard Triangle area.
The modal plans support the development of transit-oriented developments (TODs) through
land use strategies and partnerships, particularly around major stations and transit centers.
The TSP identifies several transportation projects that support the City’s mixed use areas
of Downtown, the Tigard Triangle, and Washington Square Regional Center. Nearly all
of the stronger street projects identify improvements to corridors adjacent to one of these
areas (Table 11 and Figure 13). These include: eight street improvements to Greenburg
Road adjacent to the Washington Square Mall; four projects in the Tigard Triangle that
will upgrade 72nd Avenue to urban standards; and. three projects near Downtown Tigard
that include improvements to Pacific Highway (OR 99). In addition, the 2040 TSP
identifies a need for a new local connector transit service in the Tigard Triangle (Project T-
1); support for high frequency transit through improved transit treatments on Pacific
Highway (OR 99) (Projects T-2 and T-3); and the need to complete a study of Highway
99W that will develop a corridor vision, review needs, opportunities, and constraints,
identify potential corridor improvements and funding sources, and develop a strategy to
equitably accommodate growth (Study-3).
Goal 9.3 Make Tigard a prosperous and desirable place to live and do business.
FINDING: Chapter 3 of the 2040 TSP provides the policy framework and evaluation
criteria that guided the development of the planning process and will continue to guide future
transportation improvements. In it, Goal 1 addresses prosperity and desirability by creating
a “safe, comfortable, and connected transportation system for all users.” Key among the
eight policies under this goal is policy 1.1, which seeks to prioritize projects with the greatest
benefit to the community and the region through multi-modal projects that enhance mobility,
safety, and connectivity.
Key elements of the TSP’s modal plans address partnerships to identify regional mobility
solutions to support improvements outside of the City. Coordination with surrounding
jurisdictions is important to ensuring the improvements identified inside the City are
supported and support regional travel needs and requirements .
Chapter 10: Housing
Goal 10.2 Maintain a high level of residential livability.
FINDING: The estimated future travel demand is based on population forecasts in the
year 2040, existing travel patterns, and existing and planned/funded transportation
improvements. The TSP update project modeled travel demand patterns for the year 2040
using Washington County’s Travel Demand Model to help determine where system
improvements were needed.
The City is expecting significant growth over the planning horizon. Areas that are expected
to experience the most growth include the River Terrace area, Washington Square Regional
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Center, the Tigard Triangle, and Downtown Tigard. Transportation projects have been
identified to support the anticipated growth.
The transportation improvement identified in Chapter 6 and the implementation efforts
identified in Chapter 7 are intended to support the City’s anticipated growth within a
financially constrained environment over the next 20 years.
Many of the projects identified in the TSP, as well as the goals and policies of the TSP,
will help improve the livability of Tigard for its residents by providing improved access,
mobility, and connectivity via walking, bicycling, and transit; achieving environmental
sustainability goals; and improving connections between homes, businesses, shopping ,
community facilities, and other amenities. In addition, 2040 TSP Goal 4 is to “Create
livable neighborhoods that are designed to improve multimodal connections while
discouraging unsafe interactions” and the policies included under this goal provide
additional guidance regarding improving livability. Similarly, 2040 TSP Goal 3 and its
policies focus on “improving quality of life for all, including historically marginalized and
underserved communities.”
Chapter 12: Transportation
Goal 12.1 Develop mutually supportive land use and transportation plans to enhanc e
the livability of the community.
FINDING: The 2040 TSP includes a Land Use modal plan in Chapter 4. The Land
Use modal plan addresses existing and anticipated types and intensities of land uses. It
acknowledges that most of Tigard is zoned for resident ial use but also includes three distinct
mixed-use districts with unique needs and challenges. As noted in the finding to Goal
10.2, the 2040 TSP has identified transportation improvements that will accommodate the
expected growth through the year 2040.
Goal 12.2 Develop and maintain a transportation system for the efficient movement of
people and goods.
FINDING: The Motor Vehicle modal plan in Chapter 4 includes a freight component.
The plan recognizes that movement of goods through freight is essential for the City and the
region. Figure 12 illustrates freight routes in the City as designated by Tigard, Washington
County, and ODOT. The designations inform where improvements may be needed for the
safe and efficient movement of trucks and to minimize negative impacts on local streets. As
part of this planning effort, new freight designations were identified on SW Roy Rogers
Road and on SW 72nd Avenue south of Highway 217. The existing and proposed freight
route designations helped inform needed improvements for projects along those corridors (see
Project S-17 through S-21 and S-28 through S-30 in Figure 13 and Table 11)
Goal 12.3 Provide an accessible, multi-modal transportation system that meets the
mobility needs of the community.
FINDING: The 2040 TSP continues to classify streets using a functional class ification
system (Table 5 and 11). The functional classification system seeks to balance the mobility
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of all road users by defining the intended function of the roadways. Functional
classifications range from Interstates which serve the longer distance mobility needs to Local
Streets that provide neighborhood circulation and direct access. The classifications are
balanced and distributed throughout the City to provide the greatest amount of mobility for
all road users.
The 2040 TSP also identifies a pedestrian and bicycle network (Figure 4 and 8). Each
network uses a classification system to identify the desired use of the street. The pedestrian
and bicycle networks define the following core elements: Pedestrian Corridors to support
higher pedestrian activity; Major Street Bikeway to support biking in key transportation
corridors; Neighborhood Greenways to create comfortable environments for walking and
biking; and trails to support non-motorized mobility.
For pedestrians and bicyclists, high levels of mobility are the result of direct connections to
destinations and routes. Chapter 6 identifies investments that will strengthen alternative
mobility needs by improving Neighborhood Streets. Examples include sidewalk infill and
new bike facilities along corridors such as 79th Avenue, Murdock Street, and Watkins
Avenue (Projects AT-5, AT-22, and AT-32) and improvements to Neighborhood
Greenway Standards on multiple corridors such as Ash Avenue/100 th Street or Fonner
Street/115th Avenue/114th Avenue (Projects AT-8 and AT-16).
Goal 12.4 Maintain and improve transportation system safety.
FINDING: Goal 1 of the 2040 TSP calls for providing a “safe, comfortable, and
connected transportation system for all users.” Policies under Goal 1 intended to support
the goal include prioritizing projects that have a safety component for all users that will
benefit the community. Project evaluation criteria included a guiding principle to assess a
project’s capacity for providing a safe transportation system (see Table 3)
Transportation investments for the City were developed and evaluated to address
transportation needs based on current and future forecast conditions that included a review
and analysis derived from Tigard’s 2019 Transportation Safety Action Plan, which
combined data from ODOT, Metro, TriMet, and the City Tigard (see Table 5).
The bicycle modal plans in Chapter 4 completed a Level of Traffic Street (LTS) analysis
to quantify perceived safety associated with roadways within the City (Figure 7). The LTS
analysis helped inform needed multi-modal safety improvements as provided in Chapter 6.
Several investment projects identified in the 2040 TSP are intended in large part to
improve safety (Tables 10 and 11 and Figure 13). Examples include the addition of high
visibility pedestrian crossings on Greenburg Road (Projects S -14 through S-16); adding or
improving sidewalk and bike facilities on Hall Boulevard (Projects S-17 through S-21); or
completing sidewalk infill at key locations such as along 79th Avenue (Project AT-5), Ash
Avenue/100th Street (Project AT-8), and Bull Mountain Road (AT-12).
Goal 12.5 Coordinate planning, development, operation, and maintenance of the
transportation system with appropriate agencies.
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FINDING: As has been described previously, development of the 2040 TSP involved
close coordination between the City, ODOT, TriMet, Washington County, and other
affected stakeholders. Coordination between these stakeholders was accomplished through
both the PMT and the TAC. Members of the TAC reviewed technical memoranda
throughout the course of the planning process and provided guidance to inform the
development of the TSP. In addition, existing state, regional, and local plans, policies,
standards, and laws relevant to the TSP were reviewed and evaluated to guide the
development of the TSP. The 2040 TSP also includes policies aimed at continuing this
coordinated approach to transportation planning, operations , and maintenance, including
policies 1.2, 2.3, and 3.1.
Goal 12.6 Fund an equitable, balanced, and sustainable tran sportation system that
promotes the well-being of the community.
FINDING: As noted in the finding to Goal 12.3, the 2040 TSP is a multi-modal plan
and includes many proposed improvements that enhance mobility and safety for all road
users – including those that choose not to drive or that are unable to drive. The Pedestrian
and Bicycle modal plan identifies needs and presents improvements and programs to
accommodate and support pedestrian and bicycle travel over the next 20 years. Several of
the projects identified in Table 10 identify urban upgrade and active transportation projects
that will improve streets to include active transportation facilities, fill gaps in the sidewalk
and bicycle lane network, improve crossings for people walking or bike, or construct new
facilities such as trails or pathways. In addition, as noted previously, 2040 TSP Goal 3
and its policies focus on “improving quality of life for all, including historically
marginalized and underserved communities,” which will serve to direct funding toward the
creation of a more equitable, balanced system.
CONCLUSION: The applicable Goals of Tigard’s Comprehensive
Plan are met.
C. METRO CODE 3.08 (Regional Transportation Functional Plan (RTFP))
Title 1 Transportation system design shall ensure that new street construction and
re-construction projects are designed to improve safety, support adjacent
land uses and balance the needs of all users.
FINDING: Title 1 of the RTFP prescribes transportation system design requirements for
achieving the vision contained in the Regional Transportation Plan (RTP).
The 2040 TSP plans for a network of interconnected streets using a functional
classification system (see Table 5 and Figure 11). The functional classific ation system uses
a network of major arterial, arterial, and collector streets adequately spaced to maximize
mobility.
The 2040 TSP includes a Transit modal plan that identifies the existing and planned
transit network in the City (see Chapter 4). The modal plan identifies existing transit
facilities, key corridors, and services (Figure 9). The plan also identifies transit needs and a
transit network plan necessary to support anticipated growth (Figure 10). Strategies for
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Tigard to improve service, reliability, amenities, and access to the transit network are
provided in Table 4.
The 2040 TSP includes modal plans for pedestrians and bicyclists, respectively. As noted
in the finding to Goal 12.3 each modal plan identifies networks for pedestrians and
bicyclists (Figure 4 and 8). Each network uses a classification system to identify the desired
use of the street. The pedestrian network in the Pedestrian Modal Plan defines the
following core elements: Pedestrian Corridors to support higher pedestrian activity;
Neighborhood Greenways to create comfortable environments for walking; and trails to
support non-motorized mobility. Like the pedestrian network, the bicycle network shares
the same Neighborhood Greenway and trail core elements, and also includes a Major Street
Bikeway element to support biking in key transportation corridors.
The 2040 TSP includes a Freight Modal Plan that considers existing freight conditions
and future freight needs (Chapter 4). As noted in the finding to Goal 12.2, the plan
recognizes that movement of goods through freight is essential for the City and the region.
Figure 12 illustrates freight routes in the City as designated by Tigard, Washington
County, and ODOT. The designations inform where improvements may be needed for the
safe and efficient movement of trucks and to minimize negative impacts on local streets.
The TSP includes a Transportation Demand Management and Transportation Systems
Management and Operations (TSMO) plan (the plan). The plan defines strategies focused
on maximizing the existing transportation system before/prior to major capital
expenditures. Strategies that the plan identifies include advanced signal systems, signal
retiming and optimization, and real-time traveler information.
Title 2 Title 2 provides requirements for the development of and update to local
Transportation System Plans. The Title specifies the types of transportation
needs and solutions (in priority order) as well as performance targets and
standards a TSP must address.
FINDING: Chapter 3 of the 2040 TSP provides a summary of technical analysis used
to determine transportation needs based on existing c onditions relative to forecast growth
using the Washington County Travel Demand Model. The diverse needs of all community
members including youth, seniors, people with disabilities, minorities, and low -income
families are represented in the identified needs based on technical analysis and through the
public engagement program (described in Chapter 2 of the 2040 TSP). The 2040 TSP is
consistent with Metro Regional Transportation Plan (RTP) forecasts, system maps, non -
SOV modal targets, deficiency thresholds and operation standards, and regional mobility
corridors (Tables 1, 3, and 3.6 and Figures 2, 3, 6, 7, 9, and 11).
The 2040 TSP also considers the needs of transportation-disadvantaged such as youth,
seniors, people with disabilities, and environmental justice populations. The Vision calls for
a transportation system that is “accessible, walkable, and healthy for everyone.” Several of
the goals focus on achieving that vision through providing a safe, comfortable, and connected
transportation system for all users (Goal 1); improving quality of life for all, particularly
historically marginalized and underserved communities (Goal 3); and creating livable
neighborhoods through improved multimodal, safe connections (Goal 4). Chapter 4 of the
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TSP also documents the socioeconomic analysis to evaluate current conditions and identify
transportation needs.
As noted in the finding to Title 1 above, the 2040 TSP includes modal plans that address
the City’s street, transit, pedestrian, bicycle, and freight systems (Ch apter 4). Each modal
plan identifies existing conditions (Figures 2, 3, 6, 7, 9, 11, and 12), considers future
facility and user needs, and includes designs to accommodate growth over the next 20 years
(Figures 4, 8, 10, 11, and 12).
The 2040 TSP considers current and future facility and user needs and provides for a
range of solutions and to address current and future transportation needs within the
community over the next 20 years (Figures 4, 8, 10, 11, and 12). Solutions were
identified and prioritized using a framework (Table 4) consistent with RTP
implementation priority guidance for:
1. TSMO, TDM, safety, and operational and access management solutions;
2. Transit, bicycle, and pedestrian system improvements;
3. Traffic calming designs and devices;
4. Land use strategies;
5. Connectivity improvements; and
6. Motor vehicle capacity improvements.
Coordination of the 2040 TSP solution development with neighboring jurisdictions, agency
partners, and roadway and transportation facility owners w as conducted through a
combination of TAC meetings, one-on-one meetings, and via electronic communication.
Documentation of this coordination is provided in Chapter 2 of the 2040 TSP.
The 2040 TSP formally adopts the Metro RTP Interim Regional Mobility Po licy as the
performance standard for Tigard roads until such time that a new Regional Mobility Policy
is adopted (Policy 1.10 and Table 3.6).
Title 3 Title 3 includes provision for the development of transportation projects.
Each city is required to specify the general locations and facility parameters
of planned regional transportation facilities and improvements.
FINDING: The 2040 TSP was prepared consistent with the 2018 RTP, which
provides the regional framework for planning and investment. The RTP provides guidance
to regional roadways (Highway 217, I-5, Pacific Highway, and several others). There are
several projects identified in Chapter 6 where improvements connect with regional facilities
that are not under the City’s jurisdiction (Projects S-6, S-9, S-11, AT-11, AT-25, C-1
and C-2 with connections or crossings on Highway 217). The TSP calls for close
coordination with regional entities and the continued support of regional policy goals while
improving the City’s transportation network. Chapter 6 also identifies other projects for
regional facilities that are under the City’s jurisdiction (Projects S -26 through S-30, AT-
7, AT-12, AT-13, AT-17, and AT-20, AT-21, and T-1 through T-3 with
improvements on or connected with Pacific Highway)
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Title 4 Cities and counties shall establish parking ratios and ensure adequate bicycle
parking.
FINDING: Chapter 6 of the 2040 TSP includes an investment component for citywide
programs for improving the transportation system. One of the identified programs calls on
the city to develop a curbside management program to complete a citywide inventory of the
City’s curb-space resources and establish parking solutions and broad-based parking
policies to maximize the efficiency of parking facilities.
Chapter 7 provides an implementation plan that includes several follow -up efforts the City
will undertake to fully implement the 2040 TSP. Among these include updates to Title
18, the City’s development code, which includes parking ratios and standards for
automobiles and parking. The amendments to Title 18 will be incorporated with other code
amendments as part of an omni-bus update effort. In addition, as part of the previous TSP
Update process, the City reviewed and address ed parking ratios to ensure consistency with
specific parking standards identified in the RTFP . The RTFP parking standards have
not changed since that time.
CONCLUSION: The applicable Titles of Metro’s Regional
Transportation Functional Plan are met.
D. OREGON TRANSPORTATION PLANNING RULE (TPR) (Oregon
Administrative Rules 660-012)
The purpose of the TPR is “to implement Statewide Planning Goal 12 (Transportation) and
promote the development of safe, convenient and economic transportation systems that are
designed to reduce reliance on the automobile so that the air pollution, traffic and other
livability problems faced by urban areas in other parts of the country might be avoided.” A
major purpose of the TPR is to promote more careful coordination of land use and
transportation planning, to ensure that planned land uses are supported by and consistent
with planned transportation facilities and improvements.
FINDING: The 2040 TSP was informed by technical memoranda that document existing and future
conditions and includes a roadway classification system, recommended improvements by mode, programmatic
solutions to enhance existing facilities, and a general funding plan as required by Section -0020 of the TPR.
The previously adopted TSP was acknowledged by the Department of Land Conservation and Development
and found to be in compliance with the TPR. The 2040 TSP is an update of the acknowledged TSP.
Section -0045 of the TPR requires that local jurisdictions amend their land user regulation to implement the
TSP. Elements of the 2040 TSP are implemented through the requirements of the City of Tigard
Community Development Code (Code). The Code regulates land uses and development within the City and
implements the long-range vision of the Comprehensive Plan, of which the TSP is part. The City already is in
compliance with a significant majority of the standards found in the TPR as a result of previous Code
updates undertaken as a part of earlier TSP updates, including the 2035 TSP. Additional proposed
amendments to the Code have been identified and are found in the TSP Technical Appendix. As part of
adoption of the 2040 TSP, the Code will be updated to incorporate new street design standards for 72nd
Avenue. The remainder of the recommended amendments will be completed through a subsequent planning
effort, as part of an omni-bus update to the Code.
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CONCLUSION: The applicable provisions of the Oregon TPR (OAR
660-012) are met.
E. STATEWIDE PLANNING GOALS (Oregon Revised Statutes Chapter 197)
Goal 1 Public Involvement
FINDING: Goal 1 requires the City to provide opportunities for the public to participate
in all phases of land use decision making. In this case, the City’s Goal 1 obligations are
satisfied by compliance with the procedural requirements for a Le gislative Amendment in
TCDC Section 18.710.110 and by the extensive community engagement conducted as
part of the Transportation System Plan Update Project that are detailed earlier in this
report in response to the City’s community involvement goal. The proposal is consistent with
this goal.
Goal 2 Land Use Planning
FINDING: Goal 2 requires local governments to adopt a comprehensive plan and
implementing ordinances that are consistent with its plan. The CPA proposal updates the
Tigard Comprehensive Plan, providing the City with new goals, policies, and action
measures consistent with the TSP 2040.
Goal 2 also requires an “adequate factual base” for legislative decisions. The CPA
proposal was developed with the help of a consultant team with expertise in multimodal
transportation planning. It is supported by the extensive technical analysis completed by
this team, including but not limited to existing and future transportation system needs
based on 20 years of forecast growth.
Finally, Goal 2 requires coordination between local governments and state agencies. The
City’s Goal 2 obligations in this regard were satisfied through ongoing coordination with
and notices to affected local, regional, and state governmental entities. The proposal is
consistent with this goal.
Goal 12 Transportation Planning
FINDING: Goal 12 requires cities to “provide and encourage a safe, convenient and
economic transportation system” and to “avoid principal reliance upon any one mode of
transportation.” There is good access and mobility across the city for automobiles, however
there are significant gaps and system deficiencies at locations around the city for people
traveling on foot, by bicycle, via transit, or other non-automobile mode. The 2040 TSP
and related CPA amendment recommends new planned pedestrian and bicycle networks
along with several key connectivity projects to improve mobility options for all transportation
system users. The 2040 TSP and related CPA amendment serve to mitigate climate
emission impacts of the transportation system while also building climate resiliency and
equity in future transportation system investments. The 2040 TSP supports access and
mobility needs for jobs, services, education, and recreation over the plan horizon. The
proposal is consistent with this goal.
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CONCLUSION: The applicable provisions of the Oregon Statewide
Planning Goals are met.
SECTION V. CITY STAFF COMMENTS
Planning staff worked closely with other City departments and committees as part of this plannin g
effort. As noted in several of the findings, the 2040 TSP was developed with guidance from a TAC,
who was responsible for reviewing the technical aspects of the update. Additionally, key staff in the
Community Development and Public Works Departments had an opportunity to formally
review the proposed 2040 TSP.
SECTION VI. AGENCY COMMENTS
The following agencies/jurisdictions had an opportunity to review the proposed code amendments:
Department of Land Conservation and Development (DLCD)
Oregon Department of Transportation
Metro
Tri-Met
Washington County
City of Beaverton
City of King City
City of Tualatin
Tigard-Tualatin School District
Tualatin Hills Parks & Recreation District
Washington County responded with several recommended map edits and several clarifying
questions by phone. DLCD responded by email with a clarifying question. As of the writing of this
report, no other agency comments have been received.
SECTION VII. PUBLIC COMMENTS
City staff followed the legislative notice requirement in CDC Section 18.710.110. Notice of the
proposed 2040 TSP adoption as an ancillary document to the Comprehensive Plan, proposed
Comprehensive Plan Amendment, and Development Code Amendment was sent to individuals on
the citywide interested parties list. Notice was also published in the Tigard Times and on the city’s
website. Additional public outreach was conducted as part of the 2040 TSP Update Project. Further
details are provided earlier in this report in the findings for Comp rehensive Plan Goal 1
(Community Involvement). As of the writing of this report, no public comments have been
received.
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SECTION VIII. CONCLUSION
The proposed 2040 TSP, Comprehensive Plan Amendment, and Development Code Amendment
meet all applicable provisions of the Tigard Community Development Code, Tigard Comprehensive
Plan, Metro Regional Transportation Functional Plan, and Oregon Statewide Planning Goals.
Therefore, staff recommends that the Planning Commission recommend approval of the 2040
Transportation System Plan as an ancillary document to the Comprehensive Plan and recommend
approval of the proposed Comprehensive Plan Amendment and Development Code Amendment to
the Tigard City Council as provided by the public hearing process.
November 29, 2021
PREPARED BY: Dave Roth DATE
Senior Planner
November 29, 2021
APPROVED BY: Tom McGuire DATE
Assistant Community Development Director
ATTACHMENTS
1. Proposed Tigard Comprehensive Plan Text Amendment
2. Proposed TCDC Chapter 18.660 Text Amendment
3. Draft Final 2040 Transportation System Plan
Proposed Comprehensive Plan Amendments: Planning Commission Draft 12/06/2021
1
Chapter 12: Transportation
“To provide and encourage a safe, convenient, and economic transportation system.”
ADOPTED AMENDMENTS
Effective Date CPA# Changes
07-22-09 2009-00002 Goal 12.1, Policy 2.C,
Ordinance 09-09
12-23-10 2010-00001 Entire Chapter updated
by Ord. 10-18
XX-XX-22 XXXX Entire Chapter updated
by Ord. 21-XX
An important tool for a community to use when preparing for future growth is a long range
transportation plan. It acts as the principal document for staff, decision makers, and the public to
identify the function, capacity, and location of future facilities, direct resources to transportation
projects, and provide the community with the level of investment that will be needed to support
anticipated development within the community.
The goals and policies contained in Tigard’s this chapter Transportation System Plan were developed to
guide the long range planning, development, and management of the City’s transportation system. They
incorporate and build upon previous transportation goals and policies and prior plans adopted by the
City. They also integrate regional and statewide planning rules and policy, including the requirement for
a multi-modal, balanced approach to transportation policy. Coordination with the City’s regional
partners is particularly important to the successful implementation of these policies.
GOAL 12: Transportation: “To provide and encourage a safe, convenient, and economi c transportation
system.”
The 2035 2040 Tigard Transportation System Plan (2035 2040 TSP), an update of the previously adopted
plan, was initiated in 2008 2020 and completed in 2010 2021. The completion of the 2035 TSP satisfies
the requirements for Goal 12 and is timely for two reasons. First, traffic congestion has consistently
ranked as the number one issue facing Tigard in community attitude surveys and the City is committed
to finding solutions to this issue. Secondly, the community has developed a vision for Tigard’s future and
a key component of this vision is developing an efficient and balanced multi -modal transportation
system. The 2040 TSP responds to a new strategic vision for Tigard’s future, which emphasizes
developing a multi-modal transportation system that is safe, walkable, healthy, and accessible for
everyone. It serves as a long-range planning tool for Tigard to ensure its transportation system can meet
community needs. The 2035 2040 TSP supports that vision, addresses community needs, communicates
the City’s aspirations, and conforms to state and regional policies.
The Oregon Revised Statutes require that the transportation plan be based on the current
Comprehensive Plan land uses and that it provide for a transportation system that accommodates the
Proposed Comprehensive Plan Amendments: Planning Commission Draft 12/06/2021
2
expected growth in population and employment that will result from implementation of the land use
plan. Development of the 2035 2040 TSP was guided by Oregon Revised Statute 197.712, and the
Department of Land Conservation and Development (DLCD) Transportation Planning Rule (TPR)
contained in Oregon Administrative Rule 660-012, and the state TSP Guidelines prepared by the Oregon
Department of Transportation (ODOT).
The TPR requires that alternative travel modes be given consideration along with the automobile, and
that reasonable effort be applied to the development and enhancement of the alternative modes in
providing the future transportation system. In addition, the TPR requires that local jurisdictions adopt
land use and subdivision ordinance amendments to protect transportation facilities and to provide
bicycle and pedestrian facilities between residential, commercial, and employment/ institutional areas.
It is further required that local communities coordinate their respective plans with the applicable
county, regional, and state transportation plans.
Additional requirements were adopted by the Oregon Legislature in 2009 in Oregon House Bill 2001—
Jobs & Transportation Act (JTA). Among the chief changes introduced in JTA is an emphasis on
sustainability. JTA requires the development of a least cost planning model, as well as planning for
reduction in greenhouse gas emissions. Precise implementation measures and evaluation technologies
are still under development. However, these elements were integrated in concept in the 2035 TSP.
The 2035 2040 TSP was also prepared consistent with the Portland Metro 2035 2040 Regional
Transportation Plan (RTP) and the Climate Smart Strategy adopted by Metro Council. The RTP provides a
regional framework for transportation planning and investment, including implementation of Metro’s
2040 Growth Concept. The Climate Smart Strategy, adopted in 2014, provides guidance for reducing per
capita greenhouse gas emissions (GHG) from cars and small trucks. The 20352040 TSP has been
developed in close coordination with the RTP in order to ensure consistency at the state and regional
levels.
Over the past thirty years, the transportation sector has, on average, accounted for nearly forty percent
of Oregon’s overall share of GHG emissions. A significant portion of transportation sector GHG emissions
can be attributed to the widespread use of cars and light trucks for everyday travel. Tigard’s 2040 TSP
seeks to pair strategic transportation investments with planned growth to reduce GHG emissions by
advancing programs and projects designed to reduce dependency on automobile travel.
A community’s transportation system and infrastructure are the cumulative result of hundreds upon
hundreds of decisions made over time. Each decision results in benefits and costs borne by roadway
users and the community. Foundational to the 2040 TSP is the concept of Complete Streets; a
philosophy that promotes a more equitable distribution of these benefits and costs. The 2040 TSP
envisions a vibrant and healthy community where people of all ages and abilities can safely, efficiently,
and comfortably travel on a well-connected and optimized multi-modal network of roads, trails, and
paths.
Additionally, tTransportation planning in Tigard is shaped by opportunities and constraints as much as
by transportation needs. Historic gGrowth within Tigard and the surrounding area has increaseds travel
demand and associated congestion, while the built environment also has madekes major roadway
expansions costly or infeasible to construct. At the same time that these costs rise,With significant
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competition is high for scarce transportation funding resources, the 2040 TSP recommends strategic
programs and projects that support current and projected future growth within the community.
There is also a greater awareness of the negative impacts that come from creating an environment
geared toward reliance on personal automobile travel. There is growing concern about greenhouse gas
emissions as well as dependency on foreign oil and rising fuel costs. Reliance on automobile travel
instead of active transportation, such as walking and cycling, is also one culprit in the rise of obesity,
including among children. While there are myriad strategies to combat these issues, a critical role for
transportation is the provision of a balanced, multi-modal transportation system.
These challenges— climate mitigation and adaptation, equity considerations, public health, the existing
built environment, high costs, and limited funding, environmental impacts, and personal health issues—
were significant in shaping the 2035 2040 TSP. At the same time, they helped direct the plan toward
opportunities to integrate Tigard’s transportation system with regional and state investment plans; to
promote land use patterns that support those investments; to minimize impacts to the local community;
and, to provide Tigard residents with a range of options for personal, recreational, and commute travel.
KEY FINDINGS
• The City’s Transportation System Plan must comply with the Transportation Planning Rule
(Oregon Administrative Rule 660-012) and Metro’s Urban Growth Management Functional Plan.
• Transportation System Management (TSM) can be an effective way to improve existing street
function rather than adding travel lanes.
• Motor vehicle travel is now, and will continue to be, the primary mode of travel in the
community, but creating better opportunities for alternative modes is essential to an effective
future transportation system.
• Compact development, transit access, and local circulation are important to support
investments in high capacityhigh-capacity transit service and result in shorter trips and more
walking.
• Connectivity in Tigard is challenged because of Hwy. 217, Interstate 5, the railroad, natural
features, and dead enddead-end streets.
• Improving connectivity will maximize the investment in the existing transportation system.
• Current development patterns result in highly directional travel demand.
• Land use patterns that shorten home-to-work trips, support transit, and make walk/bike trips
more viable can help reduce congestion.
• Transportation challenges have a direct affect upon A balanced transportation system capable
of safely moving people and goods is essential to support the development potential of the
Tigard Triangle, Downtown, and the Washington Square Regional Center.
• State owned highways provide critical access to Tigard, but congestion contributes to
neighborhood cut through traffic.
• Limited east-west connections mean widening the existing routes could improve traffic flow, but
such improvements must be balanced with the benefits of local traffic and impacts borne by the
local community.
• The City has a long-standing goal of directing a significant portion of future housing and
employment growth in three key areas. Adopted plans support this targeted growth and
increased density in Downtown Tigard, the Tigard Triangle, and the Washington Square Regional
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Center. Plans for these areas area designed to create complete communities that are walkable,
provide multi-modal transportation options, and provide many jobs, service, and a range of
housing options; all of which will reduce the need for travel for commuting, shopping, and
recreation.
• High comfort and low-stress bicycle and pedestrian facilities are vital to developing a fully
functioning network that accommodates people of all ages and abilities.
• Transit service provides an alternative to private automobile travel for distances too far to walk
or bike.
• Funding is limited and transportation improvements require strategic investment to maximize
the value for all people who use the transportation system.
GOALS AND POLICIES
The adopted 2040 Transportation System Plan is a special-function Plan concerned with Goal 12
requirements and contains the City’s Goals and Policies that advances the strategic vision to be an
equitable community that is accessible, walkable, and healthy for everyone. Overarching goals include
the following:
1. Provide a safe, comfortable, and connected transportation system for all users, especially
pedestrians and other vulnerable users.
2. Support environmental and community health by reducing our carbon footprint, minimizing
impacts to natural resources, and addressing unequal health impacts/outcomes of our
transportation system on low-income communities and communities of color.
3. Improve quality of life for all, particularly historically marginalized and underserved
communities, by providing access to jobs, schools, and essential services with conveni ent and
affordable travel options.
4. Create livable neighborhoods that are designed to improve multimodal connections while
discouraging unsafe interactions.
5. Support economic vibrancy by accommodating the movement of people and goods and creating
equitable opportunities for economic development throughout Tigard.
6. Make the most of transportation resources by leveraging funding opportunities, not
overbuilding our system, and making investments that reduce ongoing system maintenance and
preservation costs.
See Chapter 3 of the 2040 TSP for the complete set of the City’s transportation goals and policies.
GOAL:
12.1 Develop mutually supportive land use and transportation plans to enhance the livability of the
community.
POLICIES:
1. The City shall plan for a transportation system that meets current community needs and
anticipated growth and development.
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2. The City shall prioritize transportation projects according to community benefit, such as safety,
performance, and accessibility, as well as the associated costs and impacts.
3. The City shall maintain and enhance transportation functionality by emphasizing multi -modal
travel options for all types of land uses.
4. The City shall promote land uses and transportation investments that promote balanced
transportation options.
5. The City shall develop plans for major transportation corridors and provide appropriate land
uses in and adjacent to those corridors.
6. The City shall support land use patterns that reduce greenhouse gas emissions and preserve the
function of the transportation system.
7. The City shall strive to protect the natural environment from impacts derived from
transportation facilities.
8. The City shall mitigate impacts to the natural environment associated with proposed
transportation construction or reconstruction projects.
9. The City shall coordinate with private and public developers to provide access via a safe,
efficient, and balanced transportation system.
10. The City shall require all development to meet adopted transportation standards or provide
appropriate mitigations.
RECOMMENDED ACTION MEASURES:
i. Create commercial nodes within residential neighborhoods to provide residents with
opportunities to walk or bike for non- commute travel purposes.
ii. Encourage non-auto-dependent development with mixed uses and higher densities in targeted
areas, such as along Pacific Highway, in the Downtown, and in the Washington Square Regional
Center.
iii. Review and update development code requirements for on-site motor vehicle parking.
iv. Review and update development design guidelines to promote pedestrian-friendly commercial
areas.
v. Identify, evaluate and adopt City of Tigard performance standards that promote safe and
efficient access and mobility for walk, bike and transit modes as well as personal automobile
travel.
vi. Work with State and Regional partners to identify and evaluate multi-modal
mobility/performance standards for major transportation facilities.
GOAL:
12.2 Develop and maintain a transportation system for the efficient movement of people and goods.
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POLICIES:
1. The City shall adopt and maintain transportation performance measures.
2. The City shall manage the transportation system to support desired economic development
activities.
3. The City shall design streets to encourage a reduction in trip length by improving arterial,
collector, and local street connections.
4. The City shall design arterial routes, highway access, and adjacent land uses in ways that
facilitate the efficient movement of people, goods and services.
5. The City shall cooperate with the railroads in facilitating and preserving rail freight service to
existing and future businesses that depend on railroad service.
6. The City shall develop and maintain an efficient arterial grid system that provides access within
the City, and serves through traffic in the City.
7. The City shall use strategies for access management, including the support of modifications that
bring access points into compliance or closer to compliance with applicable standards.
8. The City recognizes freight movement as being a priority of the transportation system.
9. The City shall require the provision of appropriate parking in balance with other transportation
modes.
10. The City shall strive to increase non-single occupant vehicle mode shares through vehicle trip
reduction strategies, such as those outlined in the Regional Transportation Plan.
11. The City shall design the transportation system to provide connectivity between Metro
designated centers, corridors, employment and industrial areas.
RECOMMENDED ACTION MEASURES
i. Conduct a citywide connectivity and circulation study to identify potential circulation
improvements for street systems serving Tigard.
ii. Create a comprehensive inventory of street stubs, unimproved right-of-way, and other potential
future roadway connections to inform long range planning and development review.
iii. Review and update/clarify, as warranted, development code requirements for new roadway or
pedestrian/bicycle connections as part of land development.
GOAL:
12.3 Provide an accessible, multi-modal transportation system that meets the mobility needs of the
community.
POLICIES:
1. The City shall continue to support the existing commuter rail and bus service in Tigard and will
seek opportunities for increased service frequency and passenger convenience.
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2. The City shall engage with regional partners to support development of High Capacity Transit
serving the Tigard.
3. The City shall design and construct transportation facilities to meet the requirements of the
Americans with Disabilities Act.
4. The City shall support and prioritize bicycle, pedestrian, and transit improvements for
transportation disadvantaged populations who may be dependent on travel modes other than
private automobile.
5. The City shall develop and maintain neighborhood and local connections
to provide efficient circulation in and out of the neighborhoods.
6. The City shall require development adjacent to transit routes to provide direct pedestrian
accessibility.
7. The City shall develop and implement public street standards that recognize the multi -purpose
nature of the street right-of-way.
8. The City shall design all projects on Tigard city streets to encourage pedestrian and bicycle
travel.
9. The City shall require sidewalks to be constructed in conjunction with private development and
consistent with adopted plans.
10. The City shall require and/or facilitate the construction of off-street trails to develop pedestrian
and bicycle connections that cannot be provided by a street.
11. The City shall require appropriate access to bicycle and pedestrian facilities for all schools, parks,
public facilities, and commercial areas.
RECOMMENDED ACTION MEASURES
i. Develop parking management plans for Downtown, Tigard Triangle, Washington Square
Regional Center, and other areas to support economic development and a balanced
transportation system.
ii. Identify and adopt mode split targets that achieve and exceed Metro targets for regional
centers, town centers, and downtown Tigard.
iii. Review and update, as warranted, street design standards to ensure that public right of way is
planned, designed, and constructed to provide safe and comfortable facilities for all travel
modes and adequate drainage and treatment for storm water.
iv. Create a more complete network of pedestrian facilities by identifying and prioritizing gaps
within the current sidewalk and trail system.
v. Develop pedestrian and bicycle corridors to neighborhoods, schools, parks, recreation users,
activity centers and transit stops.
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vi. Prioritize transit, pedestrian, and bicycle investments in areas serving a high proportion of
disadvantaged or transit dependent communities.
vii. Fill in gaps in the bicycle network to provide for greater citywide bicycle mobility.
viii. Develop bicycle routes that connect neighborhoods, schools, parks, recreation users, and
activity centers.
ix. Develop a bicycle signage program to help cyclists find routes on relatively level terrain with low
traffic volumes.
x. Engage with regional planners and service providers to support transit as a travel option with
increased frequency and better connections for buses, high capacity transit, and WES commuter
rail.
xi. Improve the comfort, convenience, and safety for transit users through bus shelters, seating,
signage, and other bus stop/ station features.
xii. Provide local transit connector service linking residential neighborhoods with transit
stations/stops, employment and retail centers, schools, and recreational areas.
xiii. Work with Metro and other regional partners to advance High Capacity Transit in the Pacific
Highway-99W/Barbur Boulevard corridor.
xiv. Start a dialogue with regional transit providers to accommodate cross-service passes to facilitate
ease of ridership.
GOAL:
12.4 Maintain and improve transportation system safety.
POLICIES:
1. The City shall consider the intended uses of a street during the design to promote safety,
efficiency, and multi-modal needs.
2. The City shall coordinate with appropriate agencies to provide safe, secure, connected, and
desirable pedestrian, bicycle, and public transit facilities.
3. The City shall require new development to provide safe access for all modes to and from a
publicly dedicated street.
4. The City shall develop access management strategies for arterial and collector streets to
improve safety in the community.
5. The City shall prioritize intersection improvements to address safety deficiencies.
6. The City shall include safety mitigation as a priority criterion in making transportation
investments.
7. The City shall enhance and maintain a neighborhood traffic management program to address
issues of excessive speeding and through traffic on local residential streets.
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8. The City shall require safe routing of hazardous materials consistent with federal and state
guidelines.
9. The City shall require new transportation facilities to meet adopted lighting standards.
RECOMMENDED ACTION MEASURES
i. Review high crash locations, including state and county data, and develop a system for
evaluating and prioritizing safety mitigations.
ii. Continue to implement neighborhood traffic management techniques to promote safety and
livability in residential neighborhoods.
iii. Improve pedestrian crossing treatments at high traffic volume streets and/or locations with high
levels of pedestrian demand (e.g., schools, retail centers, transit stops, etc.)
GOAL:
12.5 Coordinate planning, development, operation, and maintenance of the transportation system
with appropriate agencies.
POLICIES:
1. The City shall coordinate and cooperate with adjacent agencies and service providers—including
Metro, TriMet, ODOT, Washington County, and neighboring cities—when appropriate, to
develop transportation projects which benefit the region as a whole, in addition to the City of
Tigard.
2. The City shall collaborate with other transportation providers to develop, operate, and maintain
intelligent transportation systems, including coordination of traffic signals.
3. The City shall coordinate with TriMet, and/or any other transit providers serving Tigard, to
improve transit service to, from, through, and within Tigard.
RECOMMENDED ACTION MEASURES
i. Partner with Regional and County transportation planning organizations to leverage statewide
and federal transportation funding for local projects.
ii. Work with regional and state partners to mitigate negative impacts to Tigard from high traffic
volumes traveling through Tigard on state facilities, including capacity enhancements on
Highway 217 and Interstate 5.
iii. Work with state and regional partners to develop alternative mobility standards in order to
accommodate desired land development changes.
iv. Prior to implementation of projects associated with the Highway 99W Corridor Plan, especially
those requiring additional right-of-way or affecting property access, there shall be established
protocols whereby affected property owners or businesses are made aware of pending
improvements. Those that might be affected shall be informed and asked to be involved in the
project development process as early as possible.
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v. The City of Tigard shall state a position that alignment of the proposed I -5/Hwy 99W Connector
be established as one which reduces through traffic and freight movement on Highway 99W to
the greatest extent possible; and that the City shall support this position and otherwise
participate in the project as an active member of the I-5/99W Connector Steering Committee.
vi. As part of the transportation management, planning and design process, the livability benefits
of future Highway 99W improvements shall be publicly discussed and evaluated.
vii. The City shall adopt Alternative B as contained in the Tigard 99W Plan as part of its
Transportation System Plan and prioritize its recommendations. Subsequently, the City shall, in
conjunction with other agencies, jurisdictions, and stakeholders, develop action plans to
implement the alternative’s specific project recommendations. Action plans to implement
Alternative B shall include design and engineering strategies, funding measures, and stakeholder
and citizen engagement. Reasonable time frames shall be associated with the action plans.
viii. Other transportation and land development projects within the vicinity of Highway 99W shall be
evaluated to determine potential negative or positive impacts on the facility. Negative impacts
shall be avoided or mitigated. Furthermore, it is important that solutions to Highway 99W
problems be evaluated to assess impacts on other streets, and that negative impacts in these
circumstances are avoided or mitigated and positive impacts promoted.
ix. A land use planning effort shall be a priority for future City/ state efforts to recreate the
Highway 99W corridor. In particular, coordinated land use and transportation planning is
essential to promote transit as a viable transportation option.
x. The City should be imaginative and “think outside the box” with the purpose of creating a safe,
attractive, transit oriented, and vibrant urban corridor along Highway 99W. When there are
obvious benefits to specific physical improvements, the City should request design exceptions
from ODOT.
xi. In the near term, the City and ODOT shall develop an Access Management Plan for Highway
99W. Each property identified as needing access management treatment shall be treated as
unique. A one-size fits all approach should not be used. The economic vitality of businesses is
important.
xii. Implementing improved transit service should be an ongoing priority with the long -term
objective of light rail service along the Highway 99W corridor. If light rail is not possible within
the reasonable future, then improved bus service/rubber tired vehicles shall serve as an
alternative until it is.
xiii. Highway 99W Action Plans shall seek to enhance the economic vitality of the corridor through
transportation, aesthetic land use, and other improvements. In addition, resources shall be used
to coordinate business development and retention activities, and aid in communication among
the business community and city government.
GOAL:
12.6 Fund an equitable, balanced, and sustainable transportation system that promotes the well -
being of the community.
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POLICIES:
1. The City shall make street maintenance a funding priority.
2. The City shall seek to invest in capital projects that leverage other infrastructure investments.
3. The City shall seek opportunities for transportation investments that support transportation
goals of efficiency, multi-modal access, and safety.
RECOMMENDED ACTION MEASURES
i. Periodically review and revise transportation system development charges to ensure the cost of
development is appropriately covered..
ii. Periodically review and evaluate the street maintenance fee to ensure the most appropriate and
equitable calculations are being used.
iii. Continue to seek grant monies to plan for and develop multi- modal infrastructure
improvements.
iv. Continue to submit project proposals for regional, state, and federal transportation monies to
implement the Tigard 2035 TSP.
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Text shown in bold, italic, and underlined is proposed to be added.
Text shown in strikethrough is proposed to be removed.
Chapter 18.660
TIGARD TRIANGLE PLAN DISTRICT
Sections:
18.660.010 Purpose
18.660.020 Applicability
18.660.030 General Provisions
18.660.040 Approval Process
18.660.050 Pre-Existing Development and Approvals
18.660.060 Land Use Standards
18.660.070 Site Design Standards
18.660.080 Building Design Standards
18.660.090 Transportation Facility Standards
18.660.100 Sign Standards
18.660.070 Site Design Standards
C. Utilities and service areas.
1. Above-ground private utilities proposed to serve a single development, such as transformers and
control valves, that are 1 cubic foot or greater in volume or have any one dimension greater than
2 feet must be located on the site with the proposed development, and:
a. Located inside a building;
b. Located no closer to the street property line than the street -facing façade of the nearest
building on site and painted or wrapped with a non-reflective material that is dark in color;
or
c. Screened as required by Paragraph 18.660.070.F.4 where not screened by a building.
Landscaped stormwater facilities are exempt from this standard, and wireless communication
facilities are subject to the standards and procedures in Chapter 18.450, Wireless Communication
Facilities.
2. Service areas, such as those that contain waste and recycling containers, outdoor storage, and
mechanical equipment, must be screened as required by Paragraph 18.660.070.F.4 where not
screened by a building. Roof-top mechanical equipment is exempt from this standard. Vehicle
parking and loading areas are subject to the standards in Subsection 18.660.070.D.
3. Landscaped stormwater facilities and roof-top mechanical equipment are exempt from these
standards. Vehicle parking and loading areas are subject to the standards in Subsection
18.660.070.D. Wireless communication facilities are subject to the standards and procedures in
Chapter 18.450, Wireless Communication Facilities.
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E. Public bicycle parking.
1. Quantity. The minimum quantity standard for public bicycle parking is provided in Table
18.660.5. There is no maximum quantity standard for public bicycle parking. Public bicycle
parking is defined as bicycle racks or lockers that are available for use by members of the public,
including but not limited to visitors, employees, and residents.
2. Size and design. Public bicycle parking spaces must be a minimum of 2 feet in width and 6 feet in
length. All public bicycle racks must be designed to allow a bicycle frame to lock to it at 2 points
of contact.
Table 18.660.5
Minimum Number of Public Bicycle Parking Spaces
Proposed Development Minimum Number of Spaces
Residential development that is not mixed-use and
has more than 4 units.
1 space per 30 linear feet of street frontage or any
portion thereof
Non-residential and mixed-use developments. 1 space per 20 linear feet of street frontage or any
portion thereof
2. Design. All bicycle parking must meet the following standards.
a. Bicycle racks must be designed to allow a bicycle frame to lock to it at 2 points of contact,
except that spiral racks and wave racks with more than one loop are prohibited;
b. Bicycle racks must be securely anchored to the ground;
c. Bicycle parking spaces must be at least 2.5 feet in width and 6 feet in length and have an
access aisle between each row of spaces that is at least 5 feet in width. Covered bicycle
parking must provide a vertical clearance of 7 feet; and
d. Bicycle parking spaces must be paved with a dust-free hard surface material.
3. Location. Public bicycle parking spaces must be visible to pedestrians on the sidewalk in front of
the proposed development. They must be located in front of or to the side of the building. They
may be located in the public right-of-way with approval by the City Engineer. Bicycle parking
must not conflict with the use and maintenance of any utilities, service areas, off-street vehicle
parking and loading areas, driveways, or transportation facilities.
F. Retaining walls, fences, and street screens.
1. The maximum height of retaining walls is 4 feet where located within 12 feet of any street
property line.
2. Fences and walls along street and interior property lines are allowed but not required. The
maximum height of fences and walls is 3 feet where located within 12 feet of any street property
line.
3. Chain link fencing and unfinished concrete blocks with any one dimension equal to or greater
than 15 inches are prohibited within 12 feet of any street property line.
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4. Street screens are required to screen off-street parking and loading areas, service areas, and some
utilities from the street. Utilities and service areas include, but are not limited to, waste and
recycling areas, transformers, utility vaults, and mechanical equipment. Street screens must meet
the following standards:
ac. Location. A street screen must be located within 5 feet of the area to be screened, except on
sites sloping down from the street. A street screen on downward sloping sites must be
located as far from the street property line as possible so that the area to be screened is not
visible to pedestrians on the sidewalk in front of the proposed development. A line of sight
analysis is required in these circumstances. A street screen is not required where it would
obstruct vehicle or pedestrian access.
b. Height. If the area to be screened is an off-street parking area, the street screen must be
between 4 and 6 feet in height. If the area to be screened is an off-street loading area, service
area, or utility, the street screen must be between 4 and 8 feet in height.
cd. Length. The maximum length of a street screen is 12 feet where located along, and within 35
feet of, any street property line. This standard does not apply to street screens meeting the
standard in Subparagraph 18.660.070.F.4.a.
da. Materials. The street screen must be a wall, fence, or combination thereof. It must be opaque
and permanent and located within 5 feet of the area to be screened. Chain link fencing and
unfinished concrete blocks are is prohibited.
G. Driveways.
1. Quantity. Driveways on all streets are subject to the standards in Table 18.660.6, except for
driveways on Dartmouth Street, 72nd Avenue, and Pacific Highway. Driveways on these streets
are subject to the access management standards in Chapter 18.920, Access, Egress, and
Circulation.
Table 18.660.6
Maximum Number of Driveways
Street Development Site Length of
Street Frontage
Maximum Number of Driveways
72nd Ave Not applicable 1 per street frontage, except where a second
driveway is required by Tualatin Valley Fire and
Rescue for emergency access. If a second driveway
is required, it must be:
• Shared with an adjacent development subject to
18.660.070.G.5, or
• Gated and limited to emergency vehicle access
only.
All Other Streets For each street frontage less
than or equal to 300 feet in
length
1 per street frontage
For each street frontage more
than 300 feet in length
1 per every 200 feet of street frontage
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2. Size. Driveways for all nonresidential uses, mixed-use buildings with residential and
nonresidential uses, and apartment buildings with residential uses, other than rowhouses and
single detached houses, must be 20 feet or less in width on all streets, except for driveways on
Dartmouth Street, 72nd Avenue, and Pacific Highway. Driveways on these streets must only be as
wide as needed for safety and are subject to the access management standards in Subsection
18.920.030.H. Driveways for all other residential uses rowhouses and single detached houses
must be 10 feet or less in width. Driveway width measurements do not include driveway wings.
3. Location. Driveways must be located as far apart from each other as practicable except where
shared. Driveways near street intersections must be located as far from the intersection as
practicable. Driveways must notare not allowed to be located in the influence area of any
intersection with Dartmouth Street, 72nd Avenue, or Pacific Highway and are subject to the access
management standards in Subsection 18.920.030.H.
4. Sight distance. Driveways must have adequate sight distance for safety. A sight distance analysis
is required for proposed driveways or existing driveways on sites where development is proposed.
The City Engineer will specify the technical information that must be included in the analysis.
5. Shared access. Shared access is required along 72nd Avenue for certain types of residential
development to prevent a series of closely-spaced driveways. Development that includes a single
detached dwelling unit or two attached dwelling units is prohibited from using a single
driveway to access 72nd Avenue. Shared driveways access between adjacent residential or
nonresidential developments may also be required where practicable. Where required, they
shared access must be maintained into perpetuity with a recorded joint access agreement,
contract, or other legally binding document.
H. District trees.
1. District trees are Oregon white oaks located throughout the TMU zone adjacent to existing and
future public rights-of-way as shown on the Tigard Triangle District Tree Inventory and Map.
Oregon white oaks in public rights-of-way are regulated as street trees and are subject to the
provisions in Subparagraph 18.660.090.C.4.c18.660.090.C.4.b.
18.660.080 Building Design Standards
C. Building entrances. Building entrances must be located on street-facing building facades as follows:
4. Weather protection. A required building entrance must be covered, recessed, or treated with a
permanent architectural feature that provides weather protection for pedestrians. The required
weather protection must be at least as wide as the entrance, a maximum of 6 feet above the top of
the entrance, and a minimum of 3 feet in depth. The required weather protection may project into
the minimum building setback and public right-of-way as allowed by Paragraph
18.660.080.D.318.660.080.D.2. Weather protection standards are shown in Figures 18.660.3 and
18.660.4.
E. Building facade windows. Building facade windows are required as follows:
1. Windows are required on all street-facing facades within 35 feet of any street property line and
are subject to the window area standards in Table 18.660.8 and as shown in Figure 18.660.4. Any
portion of a street-facing facade that contains vehicle parking, such as a parking structure, does
not have to provide windows but must provide facade openings that meet the minimum required
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window area in Table 18.660.8. If required facade openings contain glass, they must meet the
standards in Paragraph 18.660.080.E.3. If required facade openings do not contain glass, they
may contain architectural elements that are no more than 30 percent sight-obscuring.
2. Window area is the aggregate area of the glass within each window, including any interior grids,
mullions, or transoms. Facade area is the aggregate area of each street-facing vertical wall plane.
3. Required windows must be clear glass and not mirrored, frosted, or reflective. Clear glass within
doors may be counted toward meeting the window coverage standard.
Table 18.660.8
Minimum Window Area
Type of Story and Use Use Minimum Window
Area
First Story: Mixed-Use and Nonresidential
Upper Stories: Mixed-Use and Nonresidential
Nonresidential 50% of facade
Residential 30% of facade
First Story: Residential Only
Upper Stories: Residential Only (Does not apply to
stories with sloped roofs or dormers)
Nonresidential 30% of facade
Residential 1520% of façade (not
applicable to stories with
sloped roofs or dormers)
Figure 18.660.4 Window Area and Weather Protection Standards
Proposed Code Amendments: Planning Commission Draft 12/06/2021
PC Draft (12/6/2021) Page 6 of 13
18.660.090 Transportation Facility Standards
C. Transportation facility standards.
1. General standards.
b. Right-of-way must be dedicated to the public for transportation purposes in accordance with
the standards in this chapter.
i. Additional right-of-way dedication may be required at intersections for needed
improvements identified by a transportation impact study or applicable road authority.
Where practicable or required, such as along 72nd Avenue, right-of-way provided for
parking lanes may be used for intersection operational needs in lieu of additional
right-of-way subject to approval by the City Engineer.
ii. Additional right-of-way dedication or public easements may be required to address
slope or drainage issues as determined by the City Engineer in addition to the
maximum right-of-way widths required in Tables 18.660.9 – 10.
3. Transportation network connectivity.
c. Bicycle and pedestrian connections are required where the addition of a connection would
link the end of a permanent turnaround to an adjacent street or provide a midblock connection
through a long block. A midblock connection is required where at least one block face is 800
feet or more in length. A required connection must go through the interior of the block and
connect the block face that is 800 feet or more in length to its opposite block face. Bicycle
and pedestrian connections include off-street trails and paths as described in Subsection
18.660.090.C.4.e18.660.090.C.4.d.
4. Transportation facility design.
a. Street design. All streets are subject to the standards in Table 18.660.9 and as shown in
Figure 18.660.5, except for Dartmouth Street, 72nd Avenue, Pacific Highway, and the future
business access street parallel to Pacific Highway that connects the western portion of Atlanta
Street to the future 74th Avenue.
i. 72nd Avenue is subject to the standards in Subparagraph 18.660.090.C.4.b.
ii. Dartmouth Street, 72nd Avenue, and Pacific Highway are subject to the standards in
Subsection 18.910.030.E.
iii. The future business access street is subject to the standards in Subsection 18.910.030.E,
specifically the local street standard shown in Figure 18.910.6.A.
Table 18.660.9
Street Elements and Widths
Street Element Width Notes
Maximum Right-of-Way
(without bike lanes)
64′ Any turn lanes required by the City Engineer must be
accommodated in the on-street parking lane.
Proposed Code Amendments: Planning Commission Draft 12/06/2021
PC Draft (12/6/2021) Page 7 of 13
Maximum Right-of-Way
(with bike lanes)
70′ – 76′ Any turn lanes required by the City Engineer must be
accommodated in the on-street parking lane. Bike lanes are
required on specific streets. See Map 18.660.B for bike lane
locations. Bike lanes are 6′ in width and usually, but not
always, located on both sides of the street.
Vehicle Lane 10′ One travel lane in each direction is required. The need for a
center lane is determined by the City Engineer.
On-Street Parking Lane 8′ Parking on both sides of the street is required along the full
length of each block face unless otherwise approved by the
City Engineer for access, sight distance, stormwater facilities,
bus stops, right turn lanes, or other need as identified by the
City Engineer.
Sidewalk Corridor 14′ Sidewalk corridors are required on both sides of the street.
Each corridor must include a sidewalk, landscape strip or tree
well, and a 6″ curb.
• Minimum sidewalk width is 6′
• Minimum landscape strip width is 5′
• Minimum tree well dimensions are 5′ x 14′
Landscape strips and tree wells may be designed as
stormwater facilities. See below for additional standards on
street trees and stormwater facilities.
Curb extensions must be included at all intersections where
dedicated on-street parking lanes are provided.
Figure 18.660.5 Street Elements and Widths
Proposed Code Amendments: Planning Commission Draft 12/06/2021
PC Draft (12/6/2021) Page 8 of 13
b. 72nd Avenue street design. 72nd Avenue is subject to the standards below, in Table
18.660.10, and as shown in Figures 18.660.6A - E.
i. Sidewalks must have a minimum width of 9 feet when not adjacent to a bus stop. This
minimum width includes a 1-foot-wide buffer on the side abutting the bike lane.
Sidewalks must have a minimum width of 6 feet when adjacent to a bus stop.
ii. Landscape corridors must have a minimum width of 5 feet and include the required
number of street trees in a continuous landscape strip or tree wells. If tree wells are
provided, minimum dimensions are 5′ x 14′. Landscape strips and tree wells may be
designed as stormwater facilities. See below for additional standards on street trees and
stormwater facilities.
iii. Bus stops located in landscape corridors or parking lanes must have a minimum width
of 8 feet.
iv. Parking lanes must be provided along the full length of each block face where
required, except where otherwise approved for mid-block crossings, private property
access, sight distance, stormwater facilities, bus stops, or other needs identified by the
City Engineer. Any right turn lanes required by the City Engineer must be
accommodated in the on-street parking lane.
v. Curb extensions must be included at all intersections where dedicated on-street parking
lanes are provided, except where they would interfere with bus movements.
vi. A reduced right-of-way width with minimal street elements is required where 72nd
Avenue crosses Red Rock Creek to minimize natural resource impacts. The maximum
right-of-way width is 54 feet through this sensitive lands area. The cross section
includes two travel lanes and sidewalks and bike lanes on both sides of the street.
Table 18.660.10
72nd Avenue Street Elements and Widths
Pacific Highway to Red Rock Creek (Figure 18.660.6A)
Street Element Width Notes
Maximum Right-of-Way 62’ See 18.660.090.C.4.b.vi for reduced right-of-way width over
Red Rock Creek.
Vehicle Lane 10’ One travel lane in each direction is required. No center turn
lane is required.
Sidewalk 6’ – 9’ See 18.660.090.C.4.b.i.
Bike Lane 6’
Landscape/Bus Stop
Corridor
5’ – 8’ See 18.660.090.C.4.b.ii and iii.
Red Rock Creek to Dartmouth Street (Figure 18.660.6B)
Street Element Width Notes
Maximum Right-of-Way 90’ – 94’ See 18.660.090.C.4.b.vi for reduced right-of way-width over
Red Rock Creek.
Proposed Code Amendments: Planning Commission Draft 12/06/2021
PC Draft (12/6/2021) Page 9 of 13
An additional 4’ of right-of-way is required to accommodate
bus pull-outs in parking lanes at bus stop locations only.
Vehicle Lane 11’ – 12’ One 11’ travel lane in each direction and a continuous 12’
center turn lane are required.
Sidewalk 6’ – 9’ See 18.660.090.C.4.b.i.
Bike Lane 6’
Landscape/Bus Stop
Corridor
5’ – 8’ See 18.660.090.C.4.b.ii and iii.
Parking Lane 8’ – 10’ See 18.660.090.C.4.b.iv and v.
Parking lanes on both sides of the street are required.
Parking lanes must be widened to 10’ to accommodate bus
pull-outs where bus stops are provided or required.
Dartmouth Street to Beveland Street (Figure 18.660.6C)
Street Element Width Notes
Maximum Right-of-Way 96’
Vehicle Lane 11’ – 12’ One 11’ travel lane in each direction and a continuous 12’
center turn lane are required.
Sidewalk 6’ – 9’ See 18.660.090.C.4.b.i.
Bike Lane 6’
Landscape/Bus Stop
Corridor
5’ – 8’ See 18.660.090.C.4.b.ii and iii.
Flex Parking Lane 11’ See 18.660.090.C.4.b.iv.
Flex parking lanes on both sides of the street are required.
Flex parking lanes must accommodate bus pull-outs where
bus stops are provided or required. Flex parking lanes
provide on-street parking during non-peak travel times and
convert to travel lanes during peak travel times. Signage
with parking and travel times, including violation warnings
and consequences, is required.
Beveland Street to Gonzaga Street (Figure 18.660.6D)
Street Element Width Notes
Maximum Right-of-Way 104’
Vehicle Lane 11’ – 12’ Two 11’ travel lanes in each direction and a continuous 12’
center turn lane are required.
Sidewalk 6’ – 9’ See 18.660.090.C.4.b.i.
Bike Lane 6’
Landscape Corridor 5’ See 18.660.090.C.4.b.ii.
Parking Lane 8’ See 18.660.090.C.4.b.iii, iv, and v.
Proposed Code Amendments: Planning Commission Draft 12/06/2021
PC Draft (12/6/2021) Page 10 of 13
A parking lane on the east side of the street is required. The
parking lane must accommodate bus stops where provided
or required.
Gonzaga Street to Highway 217 (Figure 18.660.6E)
Street Element Width Notes
Maximum Right-of-Way 96’
Vehicle Lane 11’ – 12’ Two 11’ travel lanes in each direction and a continuous 12’
center turn lane are required.
Sidewalk 6’ – 9’ See 18.660.090.C.4.b.i.
Bike Lane 6’
Landscape/Bus Stop
Corridor
5’ – 8’ See 18.660.090.C.4.b.ii and iii.
Figure 18.660.6A Street Elements and Widths for 72nd Avenue
Pacific Highway to Red Rock Creek
Proposed Code Amendments: Planning Commission Draft 12/06/2021
PC Draft (12/6/2021) Page 11 of 13
Figure 18.660.6B Street Elements and Widths for 72nd Avenue
Red Rock Creek to Dartmouth Street
Figure 18.660.6C Street Elements and Widths for 72nd Avenue
Dartmouth Street to Beveland Street
Proposed Code Amendments: Planning Commission Draft 12/06/2021
PC Draft (12/6/2021) Page 12 of 13
Figure 18.660.6D Street Elements and Widths for 72nd Avenue
Beveland Street to Gonzaga Street
Figure 18.660.6E Street Elements and Widths for 72nd Avenue
Gonzaga Street to Highway 217
Proposed Code Amendments: Planning Commission Draft 12/06/2021
PC Draft (12/6/2021) Page 13 of 13
cb. Street trees.
dc. Stormwater facilities.
ed. Pedestrian facilities.
fe. Bicycle facilities.
i. Bicycle facilities include bicycle parking, on-street shared lanes, on-street bike lanes
(including buffered or protected bike lanes), trails, and paths. Trails and paths are
defined in Subparagraph 18.660.090.C.4.d.i.
gf. Transit facilities.
i. Transit facilities include transit stops, transit shelters, transfer stations, and other related
public transit facilities.
ii. Transit facility improvements include, but are not limited to: benches, signage, shelters,
bus turnouts, curb extensions, bicycle parking, pedestrian crossings, and pedestrian
lighting.
iii. Factors that determine the level of transit improvements needed include, but are not
limited to: street classification, existing and planned level of transit service on adjacent
streets, block length, proximity of major pedestrian destinations, existing and estimated
ridership, and estimated transit needs of the proposed development.
iv. Transit facilities must comply with current TriMet and city standards with final approval
by the City Engineer.
D. Fee in lieu of construction (FILOC).
If improvements to public transportation facilities are required by Subparagraph 18.660.040.B.2.b, the
applicant may request to pay a fee in lieu of constructing the required improvements. The provisions
of this Subsection do not allow the applicant to a pay a fee in lieu of dedicating any needed public
right-of-way.
1. FILOC review criteria. The city may accept a fee in lieu of constructing the required
improvements when one or more of the following conditions exist.
a. The city is actively in the process of studying or developing new design standards for one or
more of the streets on which the proposed development has frontage.
b. Required improvements are not feasible due to the location of existing development or
frontage improvements.
c. Required improvements are not feasible due to the inability to achieve proper design and
safety standards.
d. Required improvements are part of a larger approved capital improvement project that is
listed as a funded project in a local or regional Capital Improvement Program (CIP) and is
scheduled for construction within 5 years of the city’s approval of the proposed development.
Tigard On the Move
Transportation
System Plan
Prepared By:
November 2021
Table of Contents
Section Title
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN
Table of Contents
Chapter 1 | Introduction ...................................................................................................... 1
1.1. Evolution from the Previously Adopted TSP ............................................................................ 2 1.2. Plan Background & Regulatory Context ................................................................................... 3 1.3. Organization of the 2040 TSP .................................................................................................... 7
Chapter 2 | Public Involvement Summary ....................................................................... 8
2.1. Outreach Activities ........................................................................................................................ 9 2.2. Messaging and Advertising ........................................................................................................ 10 2.3. Activity Summaries ....................................................................................................................... 11 2.4. Overarching Outreach (Phases 1-3) ........................................................................................ 14
Chapter 3 | TSP Development ........................................................................................... 16
3.1. Vision and Goals ........................................................................................................................... 16 3.2. Policy Framework ......................................................................................................................... 18 3.3. Evaluation Framework ................................................................................................................. 21 3.4. Technical Analysis ........................................................................................................................ 26
Chapter 4 | Modal Plans ................................................................................................... 28
4.1. Plan Area ....................................................................................................................................... 29 4.2. Land Use ........................................................................................................................................ 31 4.3. Demographics .............................................................................................................................. 32 4.4. Pedestrian Plan ............................................................................................................................ 33 4.5. Bicycle Plan ................................................................................................................................... 43 4.6. Transit Plan ................................................................................................................................... 53
4.7. Motor Vehicle Plan ...................................................................................................................... 65 4.8. TDM and TSMO Plan .................................................................................................................. 77 4.9. Rail, Water, Air, and Pipeline Plan ............................................................................................ 80
Chapter 5 | Transportation Funding .............................................................................. 83
5.1. Estimated Transportation Resources ....................................................................................... 83 5.2. Revenue sources for which City has direct control over ..................................................... 86 5.3. Non-City revenue sources ......................................................................................................... 87
5.4. Other Potential Revenue Sources ............................................................................................ 87
Table of Contents
Section Title
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN
Chapter 6 | Recommended Investments ......................................................................... 89
6.1. Project List ..................................................................................................................................... 89
6.2. Citywide Programs ..................................................................................................................... 112
Chapter 7 | Special Planning Areas ................................................................................ 116
7.1. Land Use Planning ..................................................................................................................... 116
7.2. Parking Management ................................................................................................................ 116 7.3. Tigard Triangle ............................................................................................................................ 116 7.4. Washington Square Regional Center ..................................................................................... 119 7.5. Downtown Tigard ...................................................................................................................... 122 7.6. River Terrace .............................................................................................................................. 124
Chapter 8 | Implementation Plan ................................................................................. 126
8.1. Programmatic and Code Changes ........................................................................................ 126
8.2. Greenhouse Gas Reduction Measures ................................................................................... 127 8.3. Emerging Technologies ........................................................................................................... 129 8.4. Transportation Planning Toolbox & Tracking Our Progress Over Time ........................ 132
8.5. Systemwide Performance Measures ..................................................................................... 134
Table of Contents
PREFACE
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN
Tigard on the Move, the City of Tigard’s
2040 Transportation System Plan (2040 TSP) charts a
roadmap for providing equitable mobility in our
community over the next 20 years. The development of
this plan was guided by City of Tigard staff, a Technical
Advisory Committee (TAC), Community Advisory
Committee (CAC), as well as the Planning Commission
and City Council. Additionally, this plan was informed
by broad-based input gathered over multiple phases of
community engagement to better understand the
Tigard community’s priorities and concerns, as they
relate to transportation and mobility.
The TAC provided guidance on technical aspects of the
2040 TSP and consisted of representatives from local
and regional agencies. The CAC was comprised of
Tigard residents to ensure that community perspectives
were considered in the crafting of the 2040 TSP.
Members from each of these groups are shown below.
City Team
Dave Roth, Senior Transportation Planner
Susan Shanks, Senior Planner
Gary Pagenstecher, Project Planner
Lauren Scott, Community Engagement Coordinator
Schuyler Warren, Senior Planner
Joe Wisniewski, City Engineer
Carla Staedter, Engineering Project Manager
Tom McGuire, Assistant Community Development
Director
2021 City Council
Jason Snider, Mayor
Heidi Lueb, Council President
John Goodhouse, Councilor
Liz Newton, Councilor
Jeanette Shaw, Councilor
Aishiki Nag, Youth City Councilor
2021 Planning Commission
Yi-kang Hu, President
Nathan Jackson, Vice President
Melanie Brook
Darlene Dick
Ahsha Miranda
Alexandria Quinones
John Roberts
Craig Schuck
Keshavan Tiruvallur
Jamie Watson
Cole Whitehurst
Table of Contents
PREFACE
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN
Technical Advisory Committee
Steve Kelley, Senior Transportation Planner,
Washington County
Jean Senechal Biggs, Transportation Planner Manager, Beaverton
Glen Bolan, Principal Planner, ODOT
John Russell, Traffic Analysis Engineer, ODOT
Avi Tayar, Development Review Team Leader, ODOT
Brenda Martin, Service Planner, TriMet
Mike McCarthy, Principal Transportation Engineer,
Tualatin
Keith Liden, Planner, King City
Jeannine Rustad, Planning Manager, Tualatin Hills Parks
and Recreation
John Wolff, City Liaison, Tualatin Valley Fire & Rescue
Community Advisory Committee
Ben Gooley, Committee Member, TTAC
George Brandt, Committee Member, TTAC
Ruth Harshfield, Chair, TTAC
Ali Quinona, Committee Member, Planning Commission
Jamie Watson, Committee Member, Planning Commission
John Goodhouse, City Council, Tigard
Basil Christopher, Former Tigard P/B Committee
Mario Rosales Cortes, TTSD
Geoff Smoke, TTSD Transportation Manager, TTSD
Consultant Team
Kendra Breiland, Fehr & Peers
Briana Calhoun, Fehr & Peers
Cadell Chand, Fehr & Peers
Derek Abe, Alta Planning + Design
Philip Longenecker, Alta Planning + Design
Allison Brown, JLA
Brandy Steffen, JLA
Matt Hastie, Angelo Planning Group
2040 Transportation System Plan
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 1
Chapter 1 | Introduction
The 2040 TSP was initiated in 2020 and responds to
a new strategic vision for Tigard’s future, which
emphasizes developing a multi-modal
transportation system that is walkable, healthy,
sustainable, and accessible for everyone. This TSP
serves as an important long-range planning tool
for Tigard to ensure its transportation system can
meet community needs realize the City’s strategic
vision and conform to state and regional policies.
This document meets the state requirements for a
TSP and acts as a resource for staff, decision
makers and the public. It identifies the preferred
multi-modal transportation system, consisting of a
network of facilities adequate to serve local,
regional, and state transportation needs. It is the
principal document used for identifying the
function, capacity, and location of future facilities,
directing resources to transportation projects, and
providing the community with the level of
investment that will be needed to support
anticipated growth and development over the next
20 years.
The TSP also serves as the transportation element,
and as a supporting document, of the Tigard
Comprehensive Plan as required by state law. Goals
and policies were identified at an early stage of the
TSP update and are adopted as the Goal 12:
Transportation element of the Comprehensive Plan.
These goals and policies will help to guide future
decisions.
THIS TSP SERVES AS:
A blueprint for transportation
investments;
A coordination tool with regional
agencies and local jurisdictions;
An important component of prudent
and effective land use choices; and
A compilation of existing and future
transportation needs related to
pedestrians, bicycles, transit,
automobiles, freight, and emerging
technologies.
TIGARD ON THE MOVE, THE CITY OF TIGARD’S 2040 TRANSPORTATION SYSTEM PLAN (2040
TSP) CHARTS A ROADMAP FOR EQUITABLE MOBILITY IN OUR COMMUNITY OVER THE NEXT 20
YEARS.
Table of Contents
Chapter 1 Introduction
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 2
1.1. Evolution from the
Previously Adopted TSP
The last TSP was adopted in 2010 and featured a
bold project list of capital projects with a combined
capital value exceeding $600 million. While the list
included multimodal facilities like sidewalks and
trails, the most capital-intensive projects on the TSP
project list were roadway widening projects,
Highway 217 crossings, and intersection projects
along Pacific Highway (OR99W). Over the past 11
years, many of the projects identified in the last TSP
have been advanced, either in construction or
design. Examples include:
Pacific Highway upgrades, including added
turn lanes and signal modifications at the
intersections with SW 72nd Avenue, SW Hall
Boulevard, McDonald-Gaarde, and Walnut
Street; addition of a southbound auxiliary
lane between 72nd Avenue through the OR-
217 interchange, and a raised landscaped
median along the Tigard Triangle.
Walnut Street improvements (116th Avenue
to Tiedeman Avenue) Roy Rogers Road
(Scholls Ferry Road to Bull Mountain Road);
and Bull Mountain Road at Roshak Road
were completed in partnership with
Washington County.
Main Street Green Street improvements in
Downtown have been partially completed
(southern half), which provide both a sense
of arrival and advance environmental/
safety objectives.
Expansion of the City’s trail network,
including Fanno Creek Trail segments and
Tigard Street Heritage Trail, as well as
planning for the Red Rock Creek Trail in the
Tigard Triangle.
Additionally, since 2010, the City has undertaken
several substantial planning efforts that clarify a
new strategic direction for Tigard. These include:
Adoption of a strategic vision in 2014, which
was updated in 2020. This refreshed vision
for the community emphasizes equity,
accessibility, and walkability.
Annexation of River Terrace in 2014.
Adoption of a complete streets policy in
2019, which prioritizes the movement of
people in the planning, design, operations,
and maintenance of transportation facilities
and improvements to create streets that
work for people of all ages and abilities
regardless of how they get around.
Land use and connectivity planning in the
City’s designated centers, including
Washington Square Regional Center, the
Triangle, and Downtown.
Completion of a Transportation Safety
Action Plan in 2019, which established an
evidentiary basis for prioritizing investments
that would address collisions involving
people walking, bicycling, and driving as
well as fatal crashes.
Building on this momentum, the focus of the 2040
TSP has shifted to creating safe and comfortable
Table of Contents
Chapter 1 Introduction
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 3
connections for active transportation, especially
those walking and bicycling. This focus has been
carried throughout the planning process and
shaped the final list of projects and programs that
the City will focus on over the 20 year planning
horizon.
1.2. Plan Background &
Regulatory Context
There are numerous state, regional, and city plans
that influenced the development of the 2040 TSP.
State and regional plans provided a regulatory
framework for the analysis and elements
incorporated into the TSP, while the City’s plans
provided more local context. This work is intended
to be consistent with and complementary to the
work that has already been done in Tigard, while
responding to changing conditions.
1.2.1. State and Regional
Context
The Oregon Revised Statutes require that the TSP
be based on the current Comprehensive Plan land
uses and that it provides for a transportation
system that accommodates the expected growth in
population and employment that will result from
implementation of the land use plan. Development
of this TSP was guided by Oregon Revised Statute
(ORS) 197.712 and the Department of Land
Conservation and Development (DLCD)
administrative rule known as the Transportation
Planning Rule (TPR, OAR 660-012).
The TPR requires that alternative travel modes be
given consideration along with the automobile, and
that reasonable effort be applied to the
development and enhancement of the alternative
modes in providing the future transportation
system. In addition, the TPR requires that local
jurisdictions adopt land use and subdivision
ordinance amendments to protect transportation
facilities and to provide walking and bicycling
facilities between residential, commercial, and
employment/institutional areas. It is further
required that local communities coordinate their
respective plans with the applicable county,
regional and state transportation plans.
The Metro Council adopted the Climate Smart
Strategy in December 2014 to respond to a state
mandate to reduce per capita greenhouse gas
emissions from cars and small trucks by 2035. The
strategy affirms and reflects the region’s shared
commitment to provide more transportation
choices, keep air clean, build healthy and equitable
communities and grow the economy, while at the
same time reducing greenhouse gas emissions. In
March 2020 the Governor issued Executive Order
20-04 directing state agencies to take actions to
reduce and regulate greenhouse gas emissions and
establishing new emissions reduction goals for
Oregon. This commitment to reducing
transportation-related greenhouse gases was
integrated in concept in the development of
the TSP.
Table of Contents
Chapter 1 Introduction
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 4
The TSP was also prepared consistent with the
Portland Metro 2018 Regional Transportation Plan
(RTP). The RTP provides a regional framework for
transportation planning and investment, including
implementation of Metro’s 2040 Growth Concept.
The update of the Tigard TSP has been developed
in close coordination with the 2018 RTP update
process to ensure consistency at the state and
regional levels.
Metro’s Regional Mobility Policy includes the
mobility targets for facilities designated on the
Regional Motor Vehicle Network and state-owned
facilities in the UGB in Tigard as shown in Table 2.
For evaluating the performance of these roadways,
Tigard uses the Deficiency Thresholds identified in
Table 3.6: Interim Regional Mobility Policy of the
RTP until such time that a new Regional Mobility
Policy is adopted.
Led by ODOT and Metro, the policy is in the
process of being updated in 2019-2021. While the
recommendations from this update are still under
development and thus cannot be incorporated into
this TSP, the City coordinated extensively with
ODOT in the development of this TSP and will
continue to do so for subsequent planning efforts
in the City.
A memo summarizing how the TSP and
implementing ordinances are compliant with the
11 The Metro 2040 Growth Concept (2018) identified ten urban design components as focal points for growth in the region. The definitions for each design type and maps for the Metro region can be found at:
https://www.oregonmetro.gov/2040-growth-concept.
TPR and other regulatory requirements is provided
in the Technical Appendix.
1.2.2. Mode Share Targets
As part of the 2018 RTP and the 2040 Growth
Concept, Metro identified maximum mode share
targets for Single Occupancy Vehicle (SOV) travel
for designated Centers1 as shown in Table 1. The
Metro RTP also has a goal for the region to triple
walking, bicycling, and transit mode shares by
2035, compared to 2015.
Table 1. Metro RTP Mode Share Targets
2040 DESIGN TYPE
NON-DRIVE ALONE MODAL TARGET
Portland Central City 60-70%
Regional Centers
Town Centers
Main Streets
Station Communities
Corridors
Passenger intermodal facilities
45-55%
Industrial Areas
Freight intermodal facilities
Employment Areas
Neighborhoods
40-45%
3-70 Chapter 3 | System Policies to Achieve Our Vision
2018 Regional Transportation Plan | December 6, 2018
Table 3.6 Interim regional mobility policy
Deficiency thresholds for peak hour operating conditions expressed as volume to capacity ratio targets
as adopted in the RTP and Oregon Highway Plan.
Locations
Target Target
Mid-day
One-Hour
Peak A, B
PM
Two-Hour Peak A, B
1st hour 2nd hour
Central City
Regional Centers
Town Centers
Main Streets
Station Communities
.99 1.1 .99
Corridors
Industrial Areas
Intermodal Facilities
Employment Areas
Neighborhoods
.90 .99 .99
I-84 (from I-5 to I-205) .99 1.1 .99
I-5 North (from Marquam Bridge to Interstate Bridge) .99 1.1 .99
OR 99E (from Lincoln Street to OR 224 interchange) .99 1.1 .99
US 26 (from I-405 to Sylvan interchange) .99 1.1 .99
I-405 C (from I-5 South to I-5 North) .99 1.1 .99
Other state-owned routes D
I-205 C
I-84 (east of I-205)
I-5 (Marquam Bridge to Wilsonville) C
OR 217
US 26 (west of Sylvan)
US 30
OR 8 (Murray Boulevard to Brookwood Avenue) C, D
OR 47
OR 99W
OR 212 E
OR 224
OR 213 F
.90 .99 .99
Table Notes:
A. Unless the Oregon Transportation Commission has adopted an alternative mobility target for the impacted
state-owned facility within the urban growth boundary, the mobility targets in this table (and Table 7 of the
Oregon Highway Plan) are considered standards for state-owned facilities for purposes of determining
compliance with OAR 660-012-0060.
B. The volume-to-capacity ratios in this table (and Table 7 of the Oregon Highway Plan) are for the highest two
consecutive hours of weekday traffic volumes. The 2nd hour is defined as the single 60-minute period, either
before or after the peak 60-minute period, whichever is highest. See Oregon Highway Plan Action 1.F.1 for
additional technical details for state-owned facilities. The mid-day peak hour is the highest 60-minute period
between the hours of 9 a.m. and 3 p.m.
C. A corridor refinement plan, which will likely include a tailored mobility policy, is required by the Regional
Transportation Plan for this corridor.
Table of Contents
Chapter 1 Introduction
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 6
Metro’s travel demand model estimates base year
(2015) and forecast (2040) mode shares as a
function of several factors, including street
connectivity, transit availability and parking pricing.
Table 3 shows the made shares estimated in
Metro’s 2015 and 2040 travel demand model for
the City of Tigard.
Table 3. Estimated Daily Mode Split in
Tigard
TRAVEL MODE MODELED ESTIMATE
2015 2040 CHANGE
Automobile 92.0% 87.3% -4.7%
Single Occupancy Vehicle 52.6% 48.9% -3.7%
Shared Ride 39.3% 38.3% -1.0%
Transit 1.7% 4.6% +2.9%
Bike 4.4% 5.9% +1.5%
Walk 1.9% 2.2% +0.4%
Source: Washington County Travel Demand Model
The Metro model indicates that Tigard’s base year
and forecast 2040 SOV mode shares are within the
RTP’s target range for a regional center. However,
the model shows only slight improvements over the
25-year planning period. This reflects a forecast
condition that assumes generally consistent
conditions related to transit, parking pricing, and
connectivity. The City will fall short of its climate
mitigation and greenhouse gas reduction goals
without a significant reduction in auto mode share.
With this TSPs emphasis on supporting non-auto
modes and with our coordinated land use
planning, Tigard is striving to better these
projections. Chapter 8 includes additional measures
the City will implement to further reduce SOV
travel.
1.2.3. City of Tigard Plans
The development of the TSP began with a review
of the local plans and policies that guide land use
and transportation planning in Tigard. In addition
to the previously adopted TSP (2010), the 2040 TSP
incorporates the following other transportation
planning efforts:
Tigard Strategic Plan (2020)
72nd Avenue Corridor Study (2020)
Tigard Complete Streets Policy and
Implementation Plan (2019)
Tigard Transportation Safety Action Plan
(2019)
Tigard Triangle Strategic Plan (2015)
River Terrace Community Plan (2014)
Tigard Washington Square Regional Center
Plan and Update (1999; In Progress)
Tigard Capital Improvement Plan (CIP)
These previous planning efforts informed the
understanding of existing and future conditions,
shaped the vision, goals, and policies, and were the
starting point for the 2040 TSP project list. A
complete list of the plans and policies reviewed as
part of the project is included in the Technical
Appendix.
Table of Contents
Chapter 1 Introduction
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 7
1.3. Organization of the
2040 TSP
The 2040 TSP is organized into the following
chapters:
Chapter 2 summarizes the public
involvement activities and stakeholder input
received throughout the development of
the TSP.
Chapter 3 includes the goals and policies
that were developed to guide the city’s
long-range vision of transportation system
needs. It also documents the process that
was undertaken to develop the 2040 TSP,
including the screening and evaluation of
transportation strategies and projects.
Chapter 4 breaks out the TSP findings and
recommendations into modal plans. It also
summarizes the existing conditions and
future needs for pedestrians, bicycles,
transit, autos, transportation demand
management (TDM) and transportation
systems management and operations
(TSMO).
Chapter 5 provides the funding element of
the TSP.
Chapter 6 outlines the recommended
project list.
Chapter 7 outlines key revisions in the
Tigard codes and policies that will be
required to implement the 2040 TSP, as well
key considerations for continuing to
improve Tigard’s mobility beyond 2040.
The Technical Appendix includes technical
memoranda that were prepared in the
development of the 2040 TSP.
2040 Transportation System Plan
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 8
Chapter 2 | Public
Involvement Summary
Between January 2020 and August 2021, the City of
Tigard connected with over 2,000 community
residents, businesses, and visitors to help shape the
future of transportation in the City through a
variety of outreach activities. These opportunities,
as well as highlights from the feedback received,
are summarized below.
Public involvement for the development and review
of the 2040 TSP was achieved in several ways:
Involvement by the community on the
Community Advisory Committee (CAC)
Assistance and review by agency
representatives on a Technical Advisory
Committee (TAC)
Virtual events and online surveys
Targeted digital and printed
advertisements; and
Public hearings as part of the adoption
process.
In March 2020 Oregon entered mandatory COVID-
19 lockdown that restricted the gathering of people
to reduce the spread of the virus. Outreach
activities that were previously planned for face-to-
face engagement were shifted to virtual/digital
engagement. Advertising through social media,
printed newspapers, postcards, and yard signs
helped to spread the word in safe ways. It should
be noted that some community groups were
affected more by the COVID-19 outbreaks and
Table of Contents
Chapter 2 Public Involvement Summary
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 9
faced greater barriers to digital engagement, which
resulted in reduced participation levels.2
2.1. Outreach Activities
Below is a summary of the outreach activities
grouped by the three project phases. The public
had the opportunity to reach out to City staff to ask
questions and share their thoughts on the project.
The Technical Appendix includes all public
comments and information collected throughout
the TSP process.
2.1.1. Phase 1: TSP Initiation
(January – December 2020)
Tigard on the Move Speaker Series-
“Smart Cities... Resistance is Futile
(Transportation & Technology)”;
“Reimagining Suburbia: What’s Next?
(Transportation and Urban Form)”; “Tigard
Transportation System Plan (TrendLab)” –
60 people (virtual speaker series)
Transportation Goals Survey (digital
outreach) - 206 people visited, 88
contributed
2 Background demographic data is included in the project’s Public Involvement Plan. Demographic
questions were asked during each survey; however,
there were not enough responses to know who
participated in the outreach activities.
Transportation Needs Map (digital
outreach) - 250 people visited, 150
comments collected
Community and Technical Advisory
Committee meetings
Tigard Transportation Advisory Committee
(TTAC) briefing
Tigard Planning Commission - TSP update
briefing
Tigard City Council - TSP update briefing
2.1.2. Phase 2:
Recommendations Development
(January – June 2021)
Let’s Talk Transportation (virtual event) -
20 people attended
Prioritize Transportation Projects Survey
(digital outreach) - 204 people participated
Tigard on the Move Speaker Series -
“The Path to Mobility Equity- A Panel
Discussion” (virtual speaker series) - 20
people attended
Tigard Transportation Advisory
Committee (TTAC) monthly briefings
throughout the process.
Tigard Planning Commission - TSP update
briefing
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Chapter 2 Public Involvement Summary
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 10
Two Community and Technical Advisory
Committee meetings
2.1.3. Phase 3: Plan Refinement
and Adoption (July 2021-January
2022)
Community and Technical Advisory
Committee meetings
Tigard Planning Commission - Public
Hearing on December 6, 2021
Tigard City Council - TSP update briefing on
January 11, 2022
Council briefing on Oct 26, 2021
Council Public Hearing on Jan 11, 2022
During all outreach phases, these goals guided the
outreach activities and messaging:
Inform the public on the transportation
system plan update.
Receive input and ideas on transportation
issues, goals, network plans, projects, and
programs from key stakeholders and the
public.
Key stakeholders include members of the
public that are already engaged in City
transportation issues, and community
members from historically
underrepresented groups who have an
interest in transportation.
Engage local elected officials, business
and community leaders through
education and outreach, policy discussions
and a collaborative design process.
2.2. Messaging and
Advertising
Due to the COVID-19 pandemic, all project
outreach was conducted online. To ensure that
community members knew about the project and
would participate, the City used the following
techniques to alert people to the project generally:
25 yard signs strategically placed
throughout the city on major roads,
neighborhoods, parks, and trails
Paid advertisements in Tigard Life
Cityscape weekly newsletter
Email blasts
Posts on social channels including
Instagram, Nextdoor, Facebook, and Twitter
Additionally, there were targeted outreach
messages at key points to collect community
feedback, using the methods above as well as a
postcard that was mailed to all homes and
businesses in Tigard before the final survey
(May 2021).
One of the 25 yard signs placed around the city.
T igard’s Transportation System Plan (TSP) is a roadmap for
future investments that support our community’s shared
transportation system; one that serves all road users including
pedestrians, bicyclists, transit users, drivers, and freight.
The TSP update has been guided by community input. Below is a
summary of community feedback gathered between 2020-2021.
This input will help shape the future of transportation and support
equitable access for people of all ages and abilites.
Make the most of transportation
resources by leveraging funding
opportunities, not overbuilding our
system, and making investments
that reduce ongoing system
maintenance and preservation costs.
78%
82%
83%
74 %
67%
76%
6%
2%
7 %
6%
17%
8%
17%
16%
10%
21%
16%
16%
Create livable neighborhoods that
are designed to improve multimodal
connections while discouraging
unsafe interactions, such as cut-
through traffic and speeding.
Support economic vibrancy by
accommodating the movement of
people and goods and creating
equitable opportunities for economic
development throughout Tigard.
Transportation System Plan Update
ON THE MOVEON THE MOVE
ON THE MOVE
Transportation Goals: Improve quality of life for all,
particularly historically marginalized
and underserved communities, by
providing access to jobs, schools,
and essential services with
convenient and affordable
travel options.
Provide a safe, comfortable, and
connected transportation system
for all users, especially pedestrians
and other vulnerable.
Support environmental and
community health by reducing
our carbon footprint, minimizing
impacts to natural resources, and
addressing unequal health impacts
of our transportation system on
low-income communities and
communities of color.
ON THE MOVEON THE MOVE
ON THE MOVE
Transportation Needs and Infrastructure Improvements
New Sidewalk Prioritization
Transit System Improvements (in order of importance)
Bike Network Improvements
91 24 15 10Bike/Walk Needs Auto/Freight Needs
1. Near Schools
2. High Priority Safety Locations
3. Pedestrian Corridors and
Near Transit & Trail Connections
1. Speed and Reliability on Key Corridors
2. Amenities at key transit shops (lighting, benches, shelter, etc.)
3. On-demand transit stops for those who can’t use a fixed system
1. Places with identified
safety issues
2. Safe Crossings
3. Local circulation
especially around
schools and
neighborhoods
Transit Needs Other Needs
TOP 3
TOP 3
Community members mapped existing needs around Tigard, and within their neighborhoods.
Most comments involved walking and biking challenges.
The community then prioritized locations of new sidewalks, bike network, and transit system
improvements for future funding.
TIGARD ON THE MOVE | 2040 Transportation System Plan
Table of Contents
Chapter 2 Public Involvement Summary
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 14
2.4. Overarching Outreach
(Phases 1-3)
2.4.1. Advisory Committees
To guide City of Tigard staff and the technical
project team in the development of the TSP, two
advisory committees were formed. The Community
Advisory Committee (CAC) initially consisted of 10
members. Meeting topics included:
1. Introduction to the project, including draft
vision and goals, schedule, and public
engagement plan, as well as defining the
CAC roles and responsibilities. (November
2020)
2. Overview of existing and future conditions;
as well as introduction to a layered
network approach (pedestrian, bicycle,
transit, auto/freight). (February 2021)
3. Project update including review of goals
and evaluation criteria; engagement
update; project themes; and a funding
update. (June 2021)
4. Proposed pedestrian and bicycle networks;
discussion of key projects and ways to
engage the community moving forward
(September 2021)
The Technical Advisory Committee (TAC) initially
consisted of 12 members including partner
agencies, including ODOT, Washington County,
Tualatin, Beaverton, King City, Metro, Tualatin
Valley Fire & Rescue, Tualatin Hills Parks &
Recreation District, and TriMet. Meeting topics
included:
1. Introduction to the project, including draft
vision and goals, schedule, and public
engagement plan, as well as defining the
TAC roles and responsibilities. (November
2020)
2. Overview of existing and future conditions;
as well as introduction to a layered
network approach (pedestrian, bicycle,
transit, auto/freight). (February 2021)
3. Project update including review of goals
and evaluation criteria; engagement
update; project themes; and a funding
update. (June 2021)
4. Proposed pedestrian and bicycle networks;
discussion of key projects and
opportunities for regional partnerships
(September 2021)
2.4.2. Tigard Transportation
Advisory Committee (TTAC)
Two members of the Tigard Transportation
Advisory Committee (TTAC) served on the project’s
Community Advisory Committee. Additionally, City
staff provided monthly project updates at TTAC
meetings starting in November 2020. TTAC
meetings are open to the public and opportunities
to comment are provided.
TTAC has supported the “Tigard on the Move”
Events since their inception by assisting with
planning and hosting the events during its
scheduled monthly meeting time.
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Chapter 2 Public Involvement Summary
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 15
2.4.3. Tigard Planning
Commission
The Planning Commission was kept updated on the
project progress through inclusion of two Tigard
Planning Commission members serving on the
Community Advisory Committee. City staff
provided three TSP Update briefings to the
Planning Commission on December 2, 2019,
December 7, 2020,and April 19, 2021.
At the time of publishing this document, the project
team was planning to hold a Planning Commission
briefing and public hearing on recommended
adoption of the draft TSP on December 6, 2021.
2.4.4. Tigard City Council
City Council was kept updated on the project
progress through inclusion of one Tigard City
Councilmember serving on the Community
Advisory Committee. City staff provided two TSP
Update briefings to Tigard City Council on
September 15, 2020 and October 26, 2021. The City
Council public hearing on TSP adoption is set for
January 11, 2022.
2040 Transportation System Plan
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 16
Development of the 2040 TSP had two main
components: creation of the goals and policies that
would guide the process, and technical analysis that
provided insight into the current and future
conditions so that projects and programs could be
developed to meet Tigard’s needs over the next
20 years.
3.1. Vision and Goals
The 2040 TSP vision and goals were developed at
the outset of the planning process to establish the
City’s long range vision for providing equitable
mobility and to guide the overall development of
the TSP. The TSP vision and goals reflect the
guidance received from City staff, the CAC, TAC,
and the Planning Commission, as well as
community feedback.
The transportation goals and policies identify the
intent of the city to accomplish certain results. They
relate to one another and are obligations the City
wishes to assume. They incorporate and build upon
existing transportation goals and policies and prior
plans adopted by the City, and integrate regional
and statewide planning rules and policy, including
the requirement for a multi-modal, balanced
approach to transportation policy. The
transportation goals and policies provide the
necessary link to the transportation element of the
Tigard Comprehensive Plan and their purpose and
function have been coordinated with Tigard’s
Vision Statement to ensure consistency.
Chapter 3 | TSP Development
TIGARD ON THE MOVE | 2040 Transportation System Plan
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 18
3.2. Policy Framework
The policies provide a framework of actions and
direction that clearly define the ways the City
should make decisions and prioritize when building
and improving the transportation network. While
many of these policies have been in place since
2010 TSP, others reflect updated priorities.
TSP Vision: Tigard’s transportation system advances
our Strategic Vision to be an equitable community
that is accessible, walkable, and healthy for
everyone. To do this we:
1. Provide a safe, comfortable, and connected
transportation system for all users,
especially pedestrians and other vulnerable
users.
1.1. The City shall prioritize transportation
projects according to community benefit,
including (but not limited to) safety,
performance, and accessibility, as well as
the associated costs and impacts.
1.2. The City shall design, maintain, enhance,
and invest in a transportation system that
emphasizes multi-modal travel options for
all types of land uses.
1.3. The City shall consider the multiple
intended uses of a street and public rights
of way during the design phase to
promote safety, efficiency, and multi-
modal needs.
1.4. The City shall coordinate with private and
public developers and with agency
partners — including Metro, TriMet,
ODOT, Washington County and
neighboring cities — to develop
transportation projects which benefit the
City of Tigard and the region as a whole
by enhancing mobility, safety, and
connectivity.
1.5. The City shall design streets to encourage
a reduction in trip length by improving
connections for all modes.
1.6. The City shall strive to provide mobility and
accessibility for all roadway users through
a balanced transportation network that is
comprised of different roadway functional
classes.
1.7. The City shall use strategies for access
management to enhance safety and
mobility.
1.8. The City shall design the transportation
system, including investments in transit, to
provide connectivity between Metro
designated centers, corridors,
employment, and industrial areas.
1.9. The City shall require new development to
provide safe access for all modes to and
from a publicly dedicated street.
1.10. The City shall use the deficiency thresholds
identified in Table 3.6: Interim Regional
Mobility Policy of the RTP as the
performance standards for Tigard roads
until such time that a new Regional
Mobility Policy is adopted.
2. Support environmental and community
health by reducing our carbon footprint,
minimizing impacts to natural resources, and
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 19
addressing unequal health impacts/outcomes
of our transportation system on low-income
communities and communities of color.
2.1. The City shall support land use patterns
that reduce vehicle miles traveled (VMT)
and greenhouse gas emissions and
preserve the function of the
transportation system, including land use
planning to reduce per capita vehicle
miles traveled.
2.2. The City shall strive to protect the natural
environment from impacts derived from
transportation facilities.
2.3. The City shall support TriMet and other
transit providers in enhancing transit
services and amenities, especially along
congested corridors and in low income
communities or communities of color.
2.4. The City shall mitigate impacts to the
natural environment associated with
proposed transportation construction or
reconstruction projects.
2.5. The City shall strive to reduce
transportation-related impacts on low-
income communities and communities of
color in the design, location, and funding
of transportation improvements.
2.6. The City shall support a transition toward
greater adoption of electric vehicles and
electric vehicle infrastructure.
2.7. The City shall support emerging
technologies to reduce climate impacts
from transportation, including micro-
mobility, mobility as a service, and vehicle
electrification.
3. Improve quality of life for all, particularly
historically marginalized and underserved
communities, by providing access to jobs,
schools, and essential services with convenient
and affordable travel options.
3.1. The City shall continue to work with TriMet
and other regional partners to support
existing and planned future commuter
rail, high capacity and other transit service
to, from, through and within Tigard and
will seek opportunities for increased
service frequency and passenger
convenience and comfort.
3.2. The City shall develop a park and ride
policy in collaboration with TriMet as it
relates to potential future light rail. Park
and Ride should be a temporary
condition that would transition to TOD
over time.
3.3. The City shall design and construct
transportation facilities to meet the
requirements of the Americans with
Disabilities Act.
3.4. The City shall require development
adjacent to transit routes to provide direct
pedestrian accessibility.
3.5. The City shall include an equity lens when
considering transportation investments,
emphasizing projects and programs that
serve environmental justice communities
and connect underserved areas.
3.6. The City shall work to address and
enhance the safety and transportation
needs of vulnerable users.
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 20
4. Create livable neighborhoods that are
designed to improve multimodal connections
while discouraging unsafe interactions.
4.1. The City shall develop and maintain
neighborhood and local connections to
provide efficient circulation in and out of
the neighborhoods.
4.2. The City shall design all projects on Tigard
city streets to encourage pedestrian and
bicycle travel.
4.3. The City shall require sidewalks to be
constructed in conjunction with private
development and consistent with adopted
plans.
4.4. The City shall require and/or facilitate the
construction of off-street trails to develop
pedestrian and bicycle connections that
cannot be provided by a street.
4.5. The City shall provide bicycle and
pedestrian routes to schools and other
destinations by requiring appropriate
bicycle and pedestrian facilities such as
sidewalks, trails, and on-street bicycle
routes to schools, parks, public facilities,
and commercial areas.
4.6. The City shall enhance and maintain a
neighborhood traffic management
program to address issues of excessive
speeding on local residential streets.
4.7. The City shall require safe routing of
hazardous materials consistent with
federal and state guidelines.
5. Support economic vibrancy by
accommodating the movement of people and
goods and creating equitable opportunities for
economic development throughout Tigard.
5.1. The City shall manage the transportation
system to support desired economic
development activities.
5.2. The City shall design major transportation
corridors, arterial routes, highway access,
and adjacent land uses in ways that
facilitate the efficient movement of
people, goods, and services.
5.3. The City shall cooperate with the railroads
in facilitating and preserving rail freight
service to existing and future businesses
that depend on railroad service.
6. Make the most of transportation resources
by leveraging funding opportunities, not
overbuilding our system, and making
investments that reduce ongoing system
maintenance and preservation costs.
6.1. The City shall prioritize investments in
maintenance of the entire transportation
system, including both roadway and non-
motorized facilities.
6.2. The City shall seek to invest in capital
projects that leverage other infrastructure
investments.
6.3. The City shall strive to increase non-single
occupant vehicle mode shares as well as
reduce VMT through strategies, such as
those outlined in the Regional
Transportation Plan.
6.4. The City shall seek opportunities for
transportation investments that support
transportation goals of safety, mobility,
access, and efficiency for all roadway
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 21
users through the operation and
maintenance of intelligent transportation
systems, including coordination of traffic
signals.
6.5. The City shall use parking and curb
management strategies that make the
most of public transportation assets to
support desired land use and community
activities.
6.6. The City shall look for opportunities to
reduce parking requirements to support
affordable housing objectives and TOD.
3.3. Evaluation Framework
The TSP Goals were used to develop a framework
for evaluating potential transportation projects.
Working with staff, a set of evaluation criteria were
developed to measure the effectiveness of projects
in supporting each goal. Two or three criteria were
established for each goal with a total of 17
evaluation criteria identified, which collectively
totaled to a maximum of 72 points that a project
could receive. Discrete project ideas on the TSP
project list were then evaluated using the criteria
shown below in Table 4. This effort helped to
prioritize projects and show whether a project
supports the goals established for this TSP.
Of high priority were projects that would potentially
reduce greenhouse gas (GHG) emissions and help
the City reach its goal to be carbon neutral by
2035. At the writing of this TSP, Oregon had just
experienced an unprecedented heat wave resulting
in the deaths of over 100 people, the state’s worst
natural disaster on record. Climate scientists
suggest these heat events will become increasingly
common in the Pacific Northwest due to
anthropogenic climate change brought about by
the burning of fossil fuels.
According to Oregon’s Department of
Environmental Quality the transportation sector
has, on average, accounted for nearly 40 percent
of Oregon’s GHG emissions over the past thirty
years. A significant portion of transportation sector
GHG emissions can be attributed to cars and light
trucks used for everyday travel.
Locally, most trips (roughly 53% according to the
Regional Travel Model) made by Tigard community
members occur in single-occupancy vehicles; the
majority of which are powered by internal
combustion engines (ICE). Largely a function of the
built environment and historical patterns of
transportation and land use development, an ICE
dominated transportation system
disproportionately impacts marginalized
populations.
Historically marginalized communities are subject
to an overwhelmingly greater share of negative
outcomes from transportation and land use
decisions. These populations suffer a legacy of
community fragmentation, greater air and water
pollution, and significant economic burden.
Marginalized populations will also be impacted the
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 22
most by climatic changes brought about by GHG
emissions.
This TSP prioritizes projects that will address and
mitigate for climate change and for past inequities
in transportation investments in the Tigard
community.
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 23
Table 4. Project Evaluation Criteria
GUIDING PRINCIPLE PROJECT EVALUATION CRITERIA SCORING
Providing a safe,
comfortable, and connected transportation system for all users, especially pedestrians and other vulnerable users.
1.1
Project addresses a location with a history of fatal/severe injury or bike/ped collisions; or is included in
Transportation Safety Action Plan (TSAP)
4 Location with one or more fatal/severe injury collisions and/or multiple bike/ped collisions in the past 5 years; OR Location included in TSAP.
2 Location with one or more collisions of any type and
severity in the past 5 years.
0 Location with no collisions in the past 5 years.
1.2
Project creates new connections for active transportation modes or rebuilds critical infrastructure
4
Project provides a new connection for people walking and bicycling (including a new high visibility crossing or
dedicated facility, such as a sidewalk, trail, or bike lane) or rebuilds critical infrastructure (such as a bridge)
0 Project does not provide any of the above.
1.3 Project improves safe access to school
4 Project is listed on Tigard's Safe Routes to School maps
2 Project improves walking/bicycling/transit facility within 1/2 mile of a public or private school
0 Project does not provide any of the above.
Maximum points 12
Supporting
environmental and
community health by reducing our carbon footprint, minimizing impacts to natural resources, and addressing unequal
health impacts of our
transportation system
on low-income
2.1
Project encourages travel to be less impactful on the
environment, including
reducing vehicle travel by shortening trips or shifting to other modes, or making the vehicle travel that does occur more efficient.
4 Project or program reduces VMT (encourages shift to other modes or reduces vehicle trip length)
2 Project or program makes vehicle travel more efficient (ITS or intersection improvement)
0 Project does not provide any of the above.
2.2
Project reduces negative
health impacts such as noise
and air pollution on existing neighborhoods.
4 Project reduces noise or emissions.
0 Project does not provide any of the above.
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 24
GUIDING PRINCIPLE PROJECT EVALUATION CRITERIA SCORING
communities and communities of color.
2.3 Project helps residents access
natural areas and/or parks.
4 Trail project that helps residents access natural areas and/or parks.
2 Other project benefiting park access.
0 Project does not provide any of the above.
Maximum points 12
Improving quality of life for all, particularly
historically
marginalized and underserved communities, by providing access to jobs, schools, and essential services with convenient and
affordable travel
options.
3.1 Project benefits high equity
areas.
4 Project intersects with a high equity area, as defined by Tigard's Equity Index.
0 Project does not provide any of the above.
3.2 Project improves transit access or quality of service for riders in Tigard
4 Project results in increased transit service or access for Tigard residents.
0 Project does not provide any of the above.
3.3 Project improves travel time
reliability
4 Project relieves traffic congestion or results in improved travel time reliability for auto or transit
0 Project does not provide the above.
Maximum points 12
Creating livable neighborhoods that are designed to improve multimodal
connections while
discouraging unsafe interactions, such as speeding.
4.1 Project represents an urban upgrade to more complete streets
6 Complete streets improvement.
0 Project does not provide any of the above.
4.2
Residential street
improvements that make
neighborhoods more livable.
6 Project is in a residential area and includes lighting, improves visibility, or widens an existing bike or pedestrian facility
0 Project does not provide any of the above.
Maximum points 12
Supporting economic
vibrancy by 5.1 Project creates new or
improved connections to 4 Transportation connections facilitating mobility in these
specific areas.
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 25
GUIDING PRINCIPLE PROJECT EVALUATION CRITERIA SCORING
accommodating the movement of people and goods and creating equitable opportunities for economic development
throughout Tigard.
regional destinations, including Downtown Tigard, Tigard Triangle, WSRC, or major transit stops.
0 Project does not provide any of the above.
5.2
Project increases capacity for motorized and/or other modes on the collector or arterial network
4
Project improves volume to capacity (V/C) on collectors and arterials or increases transit/freight throughput.
Creates better connections to high-capacity ODOT facilities.
0 Project does not provide any of the above.
5.3 Project accommodates
movement of goods
4 Project meets a specific freight-accommodation needs
0 Project does not provide any of the above.
Maximum points 12
Making the most of transportation
resources by
leveraging funding opportunities, not overbuilding our system, and making investments that reduce ongoing
system maintenance
and preservation
costs.
6.1 Project meets objectives of multiple planning efforts or departments.
4 Project is listed on other adopted City plans or could be incorporated into separate city effort.
0 Project is not included on any other adopted plan.
6.2
Project builds on investments in transportation funded primarily by entities other
than the City of Tigard.
(state, regional, county,
grants, or development impact fees)
4 Project may receive funding from non-City sources.
2 Project eligible for system development charge or transportation development tax funding
0 Project would rely on local funding
6.3
Project improves or maintains existing facility conditions and/or alleviates maintenance needs.
4 Projects that extend the lifespan of existing facilities or reduce future maintenance needs.
0 Project does not provide any of the above.
Maximum points 12
Maximum Points (all criteria) 72
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 26
3.4. Technical Analysis
The technical analysis performed for the 2040 TSP
built on work completed for other planning efforts
as well as an updated analysis of existing
conditions, forecast needs, and a multi-step
evaluation of improvement options.
The section is organized as follows:
2020 Baseline Conditions Analysis
2040 Forecast Analysis
Identification of Needs
Draft and Final Project List Creation
3.4.1. 2020 Baseline Analysis
An inventory of the existing transportation system
was developed. This inventory documented
transportation-related facilities and services within
the Tigard Urban Planning Area, as well as other
important planning considerations, including the
location of natural resources and areas where
sociodemographic groups with higher
transportation needs reside.
The data and analysis included the roadway
network, traffic conditions, safety performance,
bicycle and pedestrian facilities, and transit service,
among other topics. The findings of the technical
analysis are summarized in the Modal Plans in
Chapter 4, with more detail included in the
Technical Appendix.
3.4.2. 2040 Forecast Analysis
The horizon year of this plan is 2040, which is
consistent with the Metro Regional Transportation
Plan (RTP) that was completed in 2018. The future
year forecasts were developed using the
Washington County Travel Demand Model, which
assumes Metro’s forecast of regional land use
growth through 2040, as well as Metro’s list of
financially constrained transportation projects.
Outputs from this model were used to understand
growth patterns throughout the City and traffic
growth for the operations analysis.
Future transportation conditions were evaluated
based on the forecast land use and planned
improvements. These findings are briefly
summarized in the Modal Plans in Chapter 4, with
more detail included in the Technical Appendix.
3.4.3. Identification of Needs
Future multimodal transportation needs in Tigard
were identified based on an assessment of existing
conditions, planned transportation investments,
and anticipated growth in population and
employment, both within Tigard and throughout
the region. The identification of key issues was
informed by input from City of Tigard staff, public
comment, and issues raised in other plans and
studies.
Many of the roadway policies and projects from the
2010 TSP have been carried into this TSP with
updates, such as adjustments to classifications or
CHAPTER 3 TSP DEVELOPMENT
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 27
travel speeds. A major focus of this TSP is providing
more robust facilities for active modes (like walking
and bicycling) and connections to transit in order to
provide a more complete transportation network
in Tigard.
To identify needs for this TSP, the gaps in the
current system were identified for each mode,
along with potential strategies to complete the
system. In addition to individual project needs
identified, there are several larger transportation
issues that will require additional focused study and
would likely involve multiple agencies and/or
regional investment. These future studies are
presented in the Special Study Areas table in
Chapter 6.
3.4.4. Draft Project List
To draft the initial, unconstrained project list for
Tigard, the projects from numerous planning
efforts were compiled. These projects came from:
Tigard’s Capital Improvement Program
(2022-2027)
Tigard’s 2010 TSP constrained and
unconstrained project lists
The River Terrace amendment to the TSP
(2014)
Tigard’s Transportation Safety Action Plan
(2019)
The 72nd Avenue Corridor study (2019)
The Regional Transportation Plan financially
constrained project list (2018)
New projects were added as identified in the future
needs assessment, which addressed capacity
constraints at key intersections, the need for more
robust transit service and amenities, and a stronger
emphasis on closing bicycle and pedestrian
system gaps.
This initial, unconstrainted list was then narrowed to
remove duplicate projects from multiple plans,
projects that had been completed, and those that
are no longer deemed feasible. Project descriptions
and costs were updated as needed to reflect the
most recent estimates.
3.4.5. Final Project List
After creation of the draft project list, discrete
project ideas on the TSP project list were then
evaluated using the evaluation framework
described above. Input from the TAC, CAC, city
staff, as well as the community also influenced
which projects were included on the final project
list. The final package of projects was balanced
across modes, costs, and geography to give the
City a range of project options that could be built
as funding becomes available.
A summary of this process is included in the
Technical Appendix.
2040 Transportation System Plan
NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 28
Chapter 4 | Modal Plans Transportation planning in Tigard is shaped by
both opportunities and constraints. Projected
growth over the next 20 years, both in Tigard and
throughout the region, will increase travel demand
and associated congestion, but increasing roadway
capacity is unlikely to solve these problems.
Tigard’s Strategic Vision emphasizes developing a
multimodal transportation system that is accessible,
walkable, and healthy for everyone. To achieve this
vision, the focus has shifted to strengthening
connections, access, and opportunities for all
residents with a strong emphasis on equity, safety,
and multimodal accommodation, particularly for
walking and bicycling modes. This shift guided the
identification of priorities, projects, and programs
for implementing this TSP over the next 20 years.
Key elements of this TSP include:
Completing our streets to serve
everyone: Recognizing that our streets play
host to more than just cars. We can do this
by reviewing speed limits; completing the
system for walking and bicycling; and
making the most of 2-3 lane cross sections
where planned five-lane sections would
drastically increase costs while negatively
impacting neighborhoods and conditions
for active transportation.
Breaking connectivity barriers: This TSP
prioritizes two new active transportation
crossings of OR-217, one at SW 95th
Avenue and another in the vicinity of the
Tigard Triangle. Adequate vehicle
connections into the Triangle should also be
considered.
Continuing to invest in our trail system:
Moving forward with key projects like the
Fanno Creek gap closure; construction of
the Red Rock Creek Trail and Heritage Trail
crossing at Tigard Street; and
modernization/upgrades to existing trails.
Highlighting bottlenecks issues and
intersection alignment opportunities:
Thinking systemically about improving
circulation at locations such as the N Dakota
Street/Tiedeman Avenue/Greenburg Road
area and the Scoffins Street/Hunziker Street
alignment at Hall Boulevard. These are
challenges locations that will require
additional study to identify a right-sized
solution; however this TSP recognizes that
the time is now to begin crafting solutions.
Partnering on regional mobility
solutions: Many of the most important
improvements aren’t fully within Tigard’s
jurisdiction, such as the Upper Boones
Ferry/72nd Avenue/Durham Road
Chapter 4 | Modal Plans
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NOVEMBER 2021 TIGARD ON THE MOVE: 2040 TRANSPORTATION SYSTEM PLAN - PAGE 29
Circulation Study; 99W Regional Investment
Strategy; Bull Mountain Corridor upgrades;
partnering to improve transit access and
speed & reliability. These projects will
require regional coordination, but Tigard
can be a leader in making carrying these
efforts forward.
The following sections describe the planning
environment in Tigard, including the land use that
helps to shape the transportation system and the
demographics of the people who live and work in
Tigard. Each transportation mode is then described
with a summary of existing and future conditions,
as well as the City’s proposal modal network, which
guided the development of projects and programs,
which are identified in in Chapter 6.
4.1. Plan Area
The City of Tigard is located in Washington County,
about 10 miles southwest of Downtown Portland. It
is a part of the Metro region, located adjacent to
the cities of Beaverton, Portland, King City, Durham,
Tualatin, and Lake Oswego. With a population of
about 53,000 people, Tigard has seen steady
population and job growth in the last decade. New
development, including River Terrace on the west
side of the city and expansion of the City’s
boundaries have increased the housing
opportunities and density in Tigard since the last
TSP update.
As shown in Figure 1 below, Tigard is generally
bounded by Scholls Ferry Road to the northwest, I-
5 to the east, and the Tualatin River to the south.
Highway 217 crosses the north end of the city and
Pacific Highway (OR99W) bisects Tigard,
connecting travelers to Portland in the north and
Tualatin, Sherwood, and Yamhill County in the
south. There are numerous roads in Tigard under
ODOT or Washington County jurisdiction, making
interagency coordination an important part of
transportation planning in Tigard.
The plan area includes both the City of Tigard
boundary and sections of unincorporated
Washington County within Tigard’s Urban Service
Area. The Urban Service Area is within the City’s
planning area but does not include transportation
planning.
99W
217
5
Taylors Ferry Rd
121stAveTiedemanAve72nd AveB e e f B e n d R d
GreenburgRd
Mcdonald St
Walnut St
Dartmouth S t
Gaarde St 68th AveHunzikerRd
Hall Blvd150thAvePfaffle St
135thAve68thPkwy80th AveOak St
Durham Rd
85th AveRoy Rogers RdBonita RdBull Mountain Rd
SequoiaPkwyB
u
r
n
h
a
m
S
t
Barrows Rd 78th AveScholls Ferry R
d
Wall StFigure 1
Tigard Planning Area
0 1 2½
Miles
ODOT Roadways
Tigard Urban Service Area
Tigard City Boundary
N
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4.2. Land Use
The types and intensities of land uses are significant
factors influencing travel demand and mode
choice. Low-density development tends to
correlate with higher rates of driving, whereas
dense, mixed-use developments have been found
to result in shorter trips and more walking,
bicycling, and transit use.
The majority of Tigard is zoned for residential uses
and single-family neighborhoods comprise much of
the City’s land area. Commercial uses flank most of
the City’s frontage of Pacific Highway, which serves
as a major regional arterial, and many of the
interchanges to Highway 217, which is grade-
separated through Tigard. Tigard’s industrial district
is located in the southwest quadrant of the City,
running west of I-5 and Highway 217, centered
around the Portland and Western Railroad (PNWR)
rail line, which serves both freight and
passenger rail.
There are three mixed-use districts in the City,
which have been a special emphasis of planning in
recent years: Downtown Tigard, Tigard Triangle,
and Washington Square Regional Center (WSRC).
These districts, in addition to River Terrace, provide
the opportunity to better connect residential uses
with commercial and employment destinations,
create a more efficient transportation system when
short trips can made by walking or bicycling, rather
than relying on a car.
Tigard is planning for significant growth over the
next few decades, both in households and
employment. This growth includes development of
new businesses, increased density in the Tigard
Triangle and Downtown Tigard, and the
accompanying increase in travel by all modes. Land
use patterns in the City of Tigard and surrounding
areas are suburban in character, with residential
areas separated from commercial areas and a
relatively low density of development overall. Based
on current zoning and growth projections, forecast
household growth in Tigard is highest in the River
Terrace area where approximately 2500 new
households are expected by 2040. Significant
residential growth is also anticipated around the
WSRC, in the Tigard Triangle, and in Downtown
Tigard. Most of Tigard’s employment growth over
the next few decades will occur near Highway 217
within the Tigard Triangle, neighborhoods around
Washington Square, and in Downtown Tigard.
The city has adopted plans to significantly increase
density in Downtown Tigard and the Tigard
Triangle. These planned changes in downtown,
along with the strategies identified below, could
move more houses close to jobs, increase mixed
use development, and help mitigate the strain on
the east-west roadways by shortening home-to-
work trips, supporting transit service, and making
walk/bike trips more viable for work, shopping, and
other activities.
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4.3. Demographics
An evaluation of current socioeconomic conditions
was conducted as part of the environmental justice
analysis for transportation needs. Census data 3
were used to evaluate census blocks within the
planning area based on percentages of the
population comprised of one or more of the
following populations:
Minority groups: people who did not self-
identify as white non-Hispanic
Low-income residents: people who earned
between 0–1.99 times the federal poverty
level
Seniors: people 65 years of age or older
Children: people under the age of 18
Limited English-speaking individuals: people
who self-identify as speaking limited English
People with disabilities: people five years or
older with any type of disability: sensory,
physical, mental, self-care, go-outside-the-
home or employment
Residents that do not own a vehicle
Examining the location and distribution of these
populations in the City offers a way of identifying
areas that may have a higher need for
transportation services and projects as well as the
3 American Community Survey 5 year estimates, 2014-2018
potential negative impacts of new facilities. Findings
include:
The percentage of non-white residents is
high near Scholls Ferry Road and 135th
Avenue, between Greenburg Road and
Highway 217, and south of Upper Boones
Ferry Road with the highest concentration
to the east of Pacific Highway between
McDonald Street and Main Street.
The same Census block group with the
highest percentage of non-white residents
also has the highest percentage of low-
income residents.
Low-income residents are also
concentrated to the east of Pacific Highway
and along Highway 217. These tend to be
areas with higher industrial and commercial
land uses located along major
transportation corridors, which are often
less desirable housing options for more
affluent residents.
The percentage of youth under age 18 is
fairly evenly distributed across the City, but
the senior population is heavily
concentrated in the southeast
neighborhoods between Pacific Highway
and Hall Boulevard.
The population with a disability is
distributed near Pacific Highway and up to
the Tigard Triangle. The type of disabilities
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surveyed in the Census include a wide
range of both physical and mental
disabilities for all age groups, which may
explain the high percentage of residents
reporting a disability.
Supporting maps and details from this analysis are
provided in the Technical Appendix.
4.4. Pedestrian Plan
Pedestrian facilities are the elements of the network
that enable people to walk safely and efficiently on
the transportation system. The pedestrian network
includes both on- and off-street walkways
(sidewalks, mixed-use trails) as well as safe
crossings. Each plays a role in developing a
comprehensive pedestrian network which can
promote both walking trips and multi-modal trips
such as using a combination of walking and transit
to complete a trip.
4.4.1. Existing Pedestrian
Network
All roadways in Tigard, other than access-
controlled freeways, are intended to accommodate
walking. Completing a connected city-wide network
for people walking allows the community to get
around comfortably and conveniently using a
combination of on-street facilities and
off-street paths.
As illustrated in the existing Pedestrian Network
Map, (Figure 2), the quality of the pedestrian
network in Tigard varies significantly across the City.
While some areas of Tigard such as Downtown
Tigard, the Summerlake Park neighborhood, and
River Terrace have robust sidewalk coverage,
coverage in other areas is more sporadic, including
83 miles of public streets that are missing sidewalks
on one or both sides of the street. The majority of
Tigard’s sidewalks are found on residential streets
(73% of residential streets have a sidewalk on at
least one side). Even when sidewalks are present
along an arterial, very little buffering between
pedestrians and vehicles tends to exist, making for
an unpleasant walking experience along these
busier, higher speed roadways.
People with mobility issues or disabilities face
special challenges in areas with gaps in the
pedestrian facilities. The quality of the existing
sidewalks, crossings, and trails can affect those with
mobility issues even where there are complete
facilities. All new pedestrian facilities are built to
meet current ADA requirements and the City has a
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program to address needs identified in the City’s
2019 ADA Transition Plan (discussed in more detail
in Chapter 6).
There are approximately 25 miles of trails in Tigard.
These off-street path and trail facilities offer not
only physical distance from traffic, but also a more
comfortable, scenic, and attractive environment for
people walking and bicycling. In some cases, these
paths provide a more direct connection between
origins and destinations. In other cases, they offer
less direct, albeit more scenic and/or recreational,
route alternatives to the sidewalk network. Trails are
typically considered “all ages and abilities” facilities
because they are separate from traffic and
comfortable to most users. However special
attention is needed where these pathways cross
major roadways, to avoid barriers in the walking
network.
4.4.2. Active Transportation
Demand Analysis
To better understand the role of the Tigard’s active
transportation network in connecting people to
destinations, an active transportation demand
analysis was performed by overlaying the locations
where people live, work, play, shop, learn, and
access public transit into a composite sketch of user
demand (see Figure 3). The results of this analysis
was used to inform development of the City’s bike
and pedestrian networks and associated
improvement projects by highlighting areas where
there is likely to be higher demand for facilities that
enable active transportation. More details about
the active transportation demand analysis
methodology can be found in the Technical
Appendix.
99
217
5
Taylors Ferry Rd
121stAveTiedemanAve72nd AveB e e f B e n d R d
Locust St
GreenburgRd
Mcdonald St
Walnut St
Dartmouth St
Gaarde St 68th AveHunziker RdHall Blvd150thAvePfaffle St
135thAveS c h o l l s F e r r y R d
RoshakRd 68thPkwy80th AveOak St
Durham Rd
85th AveRoyRogersRdMain StBonita Rd
UpperBoonesFerryRdBu ll M ou ntai n R d
SequoiaPkwyB
urn
ha
m St
Barrows Rd 78th AveWall StFigure 2
Existing Pedestrian Network
0 1 2½MilesN
Sidewalk
One Side
Both Sides
None
Trail
Tigard City Boundary
99
217
5
Taylors Ferry Rd
121stAveTiedemanAve72nd AveB e e f B e n d R d
Locust St
GreenburgRd
Mcdonald St
Walnut St
Dartmouth St
Gaarde St 68th AveHun
z
i
k
e
r
R
d
Hall Blvd150thAvePfaffle St
135thAve68thPkwy80th AveOak St
Durham Rd
85th AveRoy Rogers RdMain StBonita RdBull Mountain Rd
SequoiaPkwyB
u
r
n
h
a
m
S
tBarrowsRd 78th AveWall StFigure 3
Active TransportationExisting Land Use Demand Analysis
0 1 2½
MilesN
Composite Demand
Lower Score
Higher Score
Highway
Trail
Tigard City Boundary
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4.4.3. Pedestrian Network
Future Needs
By identifying the network gaps and the areas of
Tigard with the highest demand for walking and
bicycling, future needs were identified. These needs
fall into a few categories:
Sidewalk and crossing gaps
Topographical and freeway barriers
Pedestrian accommodations in key mixed
use centers
4.4.3.1. Sidewalk and Crossing Gaps
In comparing the places where active
transportation demand is highest and where streets
lack sidewalk infrastructure, there are a few
locations that stand out:
Significant sections of Pacific Highway lack
sidewalk infrastructure in places where there
is high demand for it, particularly in the
southern portion of the City. Additionally,
multiple roadways that connect to Pacific
Highway lack complete sidewalks.
There are gaps in the sidewalk network on
Hall Boulevard and the streets connecting
to it.
72nd Avenue is currently a high-stress
environment for people walking and
bicycling due to the lack of comfortable
sidewalks, crossings, and substandard or
missing striped bike lane. In particular,
improvements are needed across Highway
217 and its ramps.
Sidewalk gaps along most of Washington
Square Road and lack of crossings along
SW Greenburg Road make it difficult for
people to access the retail and employment
opportunities at the Washington Square
Mall by foot.
There are opportunities to improve
pedestrian connections in areas with high
transit ridership. These include connections
to the Tigard Downtown Transit Center,
along Pacific Highway, and along Hall
Boulevard.
Most of Tigard lacks a traditional connected street
grid, meaning that even small gaps in the
pedestrian network on major through streets like
Pacific Highway and Hall Boulevard are impactful to
pedestrian connectivity and can lead to significant
out of direction travel for people walking. Filling
these gaps can have an inordinate benefit on the
pedestrian network.
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4.4.3.2. Topographical and Freeway
Barriers
Tigard is bounded by major arterials to the north
and west, I-5 to the east, and the Tualatin River and
mountainous terrain to the south. These major
streets and topographical elements can be barriers
to regional connections for all modes but especially
those walking and bicycling.
I-5 is Tigard’s eastern boundary, and there are
limited crossing opportunities for people walking
and bicycling. It is a significant barrier between
Tigard and the Portland Community College
campus just east of the freeway, as well as between
Tigard and the cities of Portland and Lake Oswego.
Highway 217 is a physical barrier that limits
connectivity, especially for people walking and
riding bikes. The 2010 TSP identified projects
crossing Highway 217 in the Washington Square
Regional Center (WSRC) and also connecting from
SW Hunziker Street to SW Beveland Street in the
Tigard Triangle.
4.4.3.3. Key Mixed Use Centers
Some of the areas of the City with the highest
demand for active transportation are the mixed use
centers in Downtown Tigard and the Tigard
4 See the City Center Urban Renewal Plan for more details on future needs and projects.
Triangle. The needs identified in these centers
include:
Downtown 4
Improving pedestrian and bicycle crossing
opportunities at the intersection of
Commercial Street and Hall Boulevard.
There are barriers to an at-grade crossing
of the railroad tracks at Ash Avenue.
Explore opportunities and benefits of a
connection from the Fanno Creek Trail to
the new Universal Plaza in Downtown
Tigard.
Re-align Fanno crossing at Main Street to
create a more direct crossing, along with
removing, replacing, and/or upgrading the
existing wooden bridge south of Main
Street.
Tigard Triangle
Enhancement of 68th Avenue/Parkway as a
key north-south spine through provision of
sidewalks and buffered/protected bikeway
between Atlanta Street to Pacific Highway.
Improvements to the 72nd Avenue
Corridor, another critical north-south spine,
to add sidewalks and protected bikeways as
identified in the 72nd Avenue Study 5.
Multimodal improvements on SW
Dartmouth Street to facilitate east-west
travel through the district.
5 This study has not yet been adopted into the Tigard TSP.
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Development of the Red Rock Creek with
connections across the significant Hwy 217
and railroad barriers to the Fanno Creek
Regional Trail, public library, and downtown
for people of all ages and abilities.
Development will be throughout the Tigard
Triangle and across the rail line that creates
a barrier to the Public Library and Hall
Boulevard. The City has identified potential
opportunities to connect this trail to
Downtown via the planned Highway 217
overcrossing, a much safer east-west route
than the current options that rely heavily on
Pacific Highway.
4.4.3.4. Southwest Corridor and Transit
Oriented Development
Connections
While funding for the Southwest Corridor is
uncertain, ensuring that Tigard’s active
transportation network aligns with this planned
major regional investment is a priority. The Tigard
Triangle is a planned major regional investment to
accommodate transit and increased density, so
these ideas may still be relevant regardless of the
exact timing and alignment of the Southwest
Corridor:
Pacific Highway is a significant barrier for
cross travel, and historic crash records show
that pedestrians and bicycles are especially
vulnerable in this area. Providing enhanced
crossings of Pacific Highway at 64th Avenue
and either 68th Parkway or 69th Avenue
would allow for safer, more comfortable
pedestrian and bike crossings at these
existing major signalized intersections.
Hall Boulevard will be a key north-south
route between neighborhoods within
Tigard, providing a critical function for
accessing Downtown, the Tigard Transit
Center, the Tigard Triangle, numerous civic
uses, including the library. With a potential
for jurisdictional transfer of this road, the
city has an interest in enhancing this
corridor with improved sidewalks and
bikeways between SW Omara Street and
Pacific Highway.
4.4.4. Planned Pedestrian
Network
Tigard aspires to provide a robust pedestrian
system of connected sidewalks, crossings, trails, and
pedestrian-only paths. Achieving this goal will
require investment spread over many years, even
beyond the planning horizon of this TSP.
Pedestrian improvements should be prioritized
based on their ability to complete connections
between places that generate and attract
pedestrian trips such as schools and housing;
housing and transit stops; and employment and
transit stops.
Figure 4 shows Tigard’s Planned Pedestrian
Network, which includes the following core
elements:
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1. Pedestrian Corridors - Streets intended to
support higher pedestrian activity, with high
quality sidewalks, buffers/landscaping,
lighting, and pedestrian amenities. Pedestrian
Corridors are often on busier, higher order
streets with commercial/retail destinations,
transit stops, and higher levels of activity.
2. Neighborhood Greenways - low-speed,
low-volume, low-stress corridors that are
designed to be more comfortable, welcoming,
and attractive to people walking and bicycling,
primarily on local streets to connect to
neighborhood destinations such as parks,
schools, transit, and other community
destinations. Improvements include traffic
calming, vehicle speed and volume reduction,
and enhanced crossings of major roadways.
3. Trails - Paved, off-street shared use paths,
that can be utilized by people walking,
bicycling, and other non-motorized modes to
connect to neighborhood and regional
destinations. Trails connect seamlessly to
pedestrian and bike facilities on the local
street network with enhanced at-grade
crossing improvements, overcrossings, and/or
undercrossings.
Proposed Active Transportation Connections
are new grade-separated crossings and/or
pedestrian facilities on new roadways that are not
part of the current street network. The three
Pedestrian Focus Areas shown on Figure 4 are
areas of high pedestrian activity in Tigard’s Regional
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and Town Centers that should be the focus of area-
wide planning and priority.
This network is intended to identify locations for
future improvements and the ideal pedestrian
network in the City. This does not dictate design
elements that would contradict the City’s roadway
functional class or design standards, but instead
guides investments and project development.
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4.5. Bicycle Plan
Bicycle facilities are the elements of the network
that enable cyclists to travel safely and efficiently.
These facilities include public infrastructure (bicycle
lanes, mixed-use trails, signage, and striping) as
well as off-road facilities (secure parking, changing
rooms and showers at worksites). Each plays a role
in developing a comprehensive bicycle network.
4.5.1. Existing Bicycle Network
As shown in Figure 6 below, existing bicycle
facilities in Tigard are fairly evenly distributed across
the City and come in four types:
Multi-use paths or trails (25 miles)
Buffered Bike Lanes (5 miles)
Bike Lanes (21 miles)
Shared Lane (Low, Moderate, or High
Traffic: 67 miles)
However, it is important to note that major
roadway facilities like Pacific Highway, I-5, and
Highway 217 present significant obstacles to
bicycling across the City. Creating routes that allow
people riding bikes to cross these major arterials
and freeways safely and comfortably is critical to
developing a bikeable city.
4.5.2. Bicycle Level of
Traffic Stress
For bicycling to be a viable option for most Tigard
residents, bike facilities must be comfortable for
most people, meaning they are on streets with low
traffic volumes or offer physical separation between
the bikeway and a vehicle travel lane. ‘The Four
Types of Riders’ classification developed by the City
of Portland describes how different segments of
the population require lower stress facilities to feel
comfortable bicycling. The number shown in
parentheses is the approximate percentage of
people in each category, based on national survey
data.
1. Strong and Fearless (7%): People willing to
bicycle with limited or no bicycle-specific
infrastructure
2. Enthused and Confident (5%): People willing
to bicycle if some bicycle-specific infrastructure
is in place
3. Interested but Concerned (51%): People
willing to bicycle if high-quality bicycle
infrastructure is in place
4. No Way, No How (37%): People unwilling to
bicycle even if high-quality bicycle
infrastructure is in place
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Figure 5. Four Types of Cyclists
Source: Fehr & Peers, 2021.
High comfort and low-stress facilities are vital to
developing a fully functioning network that
accommodates people of all ages and abilities. As
shown in the mileage statistics above, over half of
Tigard’s bikeway system is provided by shared-use
lanes, typically on moderate to high volume streets,
which are generally only accessible to the “strong
and fearless” rider. The remainder of Tigard’s
existing system is roughly split between multi-use
paths and bike lanes, which are more accessible to
a broader range of riders.
To better understand the accessibility of Tigard’s
bike network to all riders, a Bicycle Level of Traffic
Stress (LTS) analysis was performed to quantify
perceived safety (stress) associated with roadways
in Tigard for those traveling by bicycle (see Figure
7). LTS 1 represents low stress roadways that are
suitable for most bicycle riders, including children
and those in the ‘Interested but Concerned’ class of
riders. Locations with LTS 1 are typically low-speed
residential streets or bike facilities that are physically
separated from motor vehicle traffic (i.e. multi-use
paths or protected bike lanes). LTS 4 represents the
highest level of stress and will only be suitable for
‘Strong and Fearless’ riders. LTS 4 facilities are the
types of facilities found on many of Tigard’s arterial
streets, which tend of have high speeds and two or
more travel lanes in each direction. Details of the
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LTS methodology and analysis can be found in the
Technical Appendix.
Over two-thirds of streets in Tigard received an LTS
score of 1. These LTS 1 facilities are primarily local
streets and multi-use trails. Despite the high
number of LTS 1 facilities, most of the facilities that
provide connections in between neighborhoods or
access to destinations are high-stress facilities. Most
arterials and collectors received an LTS score of 3,
indicating most people will not feel comfortable
bicycling on them. The following streets received an
LTS score of 4, indicating that all but a few riders
would feel uncomfortable using them:
Bull Mountain Road
Pacific Highway south of Gaarde Street/
McDonald Street
Hall Boulevard north of Highway 217
Overall, there are many low-stress bike facilities
within Tigard, but they are not connected and do
not form a low-stress network that provides access
to key destinations or allow travel between most
neighborhoods. The main barriers between the
low-stress bike facilities are crossings of the higher-
stress arterial and collector streets with bike lanes.
These include Pacific Highway, Bull Mountain Road,
Gaarde Street/McDonald Street, Durham Road,
Scholls Ferry Road, Bonita Road, and portions of
Hall Boulevard.
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4.5.3. Bicycle Network Future
Needs
By identifying the network gaps, streets that are
high-stress environments for bicycling, and the
areas of Tigard with the highest demand for
walking and bicycling, future needs were identified.
These needs fall into a few categories:
Citywide bike routes and crossing gaps
Topographical and freeway barriers
Bicycle accommodations in key mixed
use centers
Emerging and shared technologies
4.5.3.1. Citywide Bike Routes and
Crossing Gaps
In comparing the places where active
transportation demand is highest and where the
bike network lacks dedicated or exclusive facilities, a
several locations stand out:
SW Greenburg Road is unique in that it is
one of the few north-south connections
that links multiple high demand areas and
crosses Highway 217. However, the
dedicated or exclusive bicycle facilities on
this road are intermittent.
There is poor connectivity for bicycling
along Pacific Highway, and at major
crossings of Pacific Highway at SW 64th
Avenue, SW 65th Avenue, SW 68th
Parkway, and SW 69th Avenue. Facilities
along Pacific Highway are high stress and
likely only comfortable for ‘Strong and
Fearless’ riders.
The existing trail network paired with
planned improvements, has the potential to
provide a higher degree of bicycle
connectivity that should be leveraged and
enhanced to further Tigard’s identity as a
great place to bike.
There are very few multi-use paths or
separated facilities north of Highway 217.
Additionally, the high concentration of
service roads that lack accommodations for
bikes in the commercial areas means that
bike facilities or sidewalks are scarce.
Hunziker Road and North Dakota Street are
key east-west connections that could serve
to connect major demand centers.
SW 69th Avenue is an important
north/south connection between
neighborhoods and the future station. The
City could enhance this connection through
implementing a Neighborhood Greenway
or other dedicated bikeway treatment on
SW 69th Avenue connecting to Pine Street
and Oak Street.
Transit ridership in Tigard is highest around
the Tigard WES Station, along Pacific
Highway, and along Hall Boulevard.
Lowering the stress of bike facilities around
these locations provides an opportunity to
increase multimodal trips.
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4.5.3.2. Topographical and Freeway
Barriers
Connectivity in Tigard is challenged by the location
of both I-5 and Highway 217 as major barriers to
people walking and bicycling.
Some potential strategies to improve bike
connectivity include:
Improving the active transportation
connection on the Atlanta Street/Haines
Street overcrossing of I-5, including
potential addition of buffered bike lanes.
Reassessing the planned Highway 217
crossings to increase connections across the
freeway.
Completing the bike lanes and sidewalks on
Pacific Highway to make this important
roadway a safer option for active
transportation; strategies should include
filling gaps and enhancing facilities where
there is sufficient right of way.
4.5.3.3. Key Mixed Use Centers
Some of the areas of the City with the highest
demand for active transportation are the mixed use
centers in Downtown Tigard and the Tigard
Triangle. The bicycle needs identified in these
centers include:
Downtown
Leverage Scoffins Street to provide an
enhanced bikeway connection through
Downtown Tigard to connect
neighborhoods to the north to the future
Southwest Corridor Hall Boulevard Station.
Provide bicycle facilities on Commercial
Street to improve connections between the
future Hall Boulevard Station and
Downtown Tigard/Tigard Town Center. This
would include improving pedestrian and
bicycle crossing opportunities at the
intersection of Commercial Street and Hall
Boulevard.
Tigard Triangle
Enhancement of 68th Avenue/Parkway as a
key north-south spine through provision of
sidewalks and buffered/protected bikeway
between Atlanta Street to Pacific Highway.
Improvements to the 72nd Avenue
Corridor, another critical north-south spine,
to add sidewalks and protected bikeways as
identified in the 72nd Avenue Study.
4.5.3.4. Emerging and Shared
Technologies
Bikesharing companies provide a network of
bicycles for rent. The bikes are either placed at
centralized docks throughout a service area or are
dockless and can be left at any location within a
service area. These services can have conventional
bicycles, electric bicycles, and/or adaptive bicycles
for people who cannot use a traditional bicycle.
Similarly, electric scooter share is also available in
some markets, including in Portland where a
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number of competing companies provide dockless
scooters for rent. While these services are not
currently available in Tigard, the City should work
toward implementing shared mobility solutions,
particularly with new electric micro-mobility options
that can help achieve TSP goals.
4.5.4. Planned Bicycle Network
Many different bicycle facility types are needed to
create a complete bicycle network that connects
people to their destinations and allows cyclists to
feel safe riding. Figure 8 shows the proposed
bicycle network, including includes the following
categories:
1. Major Street Bikeways - On-street bikeways
along key transportation corridors. Major Street
Bikeways typically coincide with bigger, busier
streets with higher traffic speeds and volumes with
commercial/retail destinations, transit stops, and
higher levels of activity. Buffered bike lanes and
protected bike lanes which provide dedicated bike
facilities with physical separation are common
facility types in this improvement category.
2. Neighborhood Greenways - low-speed, low-
volume, low-stress corridors that are designed to
be more comfortable, welcoming, and attractive to
people walking and biking, primarily on local streets
to connect to neighborhood destinations such as
parks, schools, transit, and other community
destinations. Improvements include traffic calming,
vehicle speed and volume reduction, and enhanced
crossings of major roadways.
3. Trails - Paved, off-street shared use paths, that
can be utilized by people walking, biking, and other
non-motorized modes to connect to neighborhood
and regional destinations. Trails connect seamlessly
to pedestrian and bike facilities on the local street
network with enhanced at-grade crossing
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improvements, overcrossings, and/or
undercrossings.
Both pedestrian and bicycle improvements have
Neighborhood Greenways and Trails categories in
common, by virtue of the types of improvements
these facilities would involve, e.g., traffic calming,
low-stress crossings of major roadways, etc.
This network is intended to identify locations for
future improvements and the ideal bicycle network
in the City. This does not dictate design elements
that would contradict the City’s roadway functional
class or design standards, but instead guides
investments and project development.
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4.6. Transit Plan
Transit service is an important part of a balanced
transportation system, providing an alternative to
private automobile travel for distances too far to
walk or bike. TriMet is the primary transit service
provider in the City of Tigard, although the City is
also served by Yamhill County Transit. The City’s
partnership with TriMet is essential to developing a
more comprehensive transit system. Tigard can
also play a direct role in improving transit service
by providing facilities that support transit use, such
as transit stop amenities, transit supportive roadway
treatment such as queue jumps and dedicated
transit-only lanes, and strong pedestrian
connections. Additionally, the City may choose to
seek alternative services to provide local and on-
demand micro transit options for Tigard residents.
Supporting an environment in which transit is a
preferred travel option for the Tigard community
requires more than direct investments in transit
service. Land use, connectivity, and streetscape
features have a major influence on the
effectiveness of transit service and will help the
Tigard community get more out of its available
transit investments. For this reason, potential local
strategies to improve transit service include
planning for land uses that are transit supportive, in
addition to providing appropriate facilities and
connections to transit.
4.6.1. Existing Transit System
The public transit system in Tigard consists of
mainly fixed route buses, along with commuter rail
and paratransit services. As shown in Figure 9,
transit service is currently concentrated in the north
section of the City and along Pacific Highway, with
two Transit Centers and two Park and Rides lots
within the City’s boundary. The southeastern and
southwestern sections of Tigard lack transit service,
especially through the single-family residential
neighborhoods. The locations with the highest
boardings and alightings occur at the Transit
Centers, including the highest instances of
paratransit boardings.
4.6.1.1. Transit Centers
There are two transit centers in Tigard – the Tigard
Transit Center and the Washington Square Transit
Center. The Tigard TC also doubles as a Park &
Ride location and is served by seven bus lines and
the Westside Express Service (WES) Commuter Rail,
along with the Yamhill County Transit routes
44/44x connecting to McMinnville. The transit
center has 103 park and ride spaces and secure
bike parking. The Washington Square TC is located
on the north side of the Washington Square Mall.
Six TriMet routes stop at the transit center. These
transit hubs are locations for transfers between
different buses and create connections for travelers
accessing other cities in the region. This also
supports the high number of workers that live in
Tigard but work outside of Tigard, and those trying
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to access the commercial and retail services in
Downtown Tigard and Washington Square Mall.
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4.6.1.2. Park & Ride
Along with the transit centers there are two Park &
Ride lots in Tigard for TriMet patrons. The Christ
the King Lutheran Church Park & Ride, located near
the intersection of Pacific Highway and SW Bull
Mountain Road, has 30 parking spaces and is
available Monday through Friday serving TriMet
routes 93 and 94. The Tigard Park & Ride is located
near Pacific Highway and SW 74th Avenue. It has
220 parking spaces, bike racks, and serves routes
12, 64, and 94.
While not within the Tigard Planning Area, there
are two Park & Ride locations on the edge of the
City boundary that likely serve Tigard residents. The
Progress Park & Ride lot is located in Beaverton at
the intersection of Scholls Ferry Road and Highway
217, and the Tualatin Park & Ride lot is located
where SW 72nd Avenue intersects with Bridgeport
Road.
4.6.1.3. LIFT Paratransit
Along with its fixed bus and light rail routes, TriMet
offers LIFT paratransit service to eligible riders
within their service district. These are shared rides
in smaller vehicles that take riders directly from
their pickup location to their drop off location,
though there may be stops in between to pick up
or drop off other riders. LIFT service is available
throughout Tigard. It runs during the same hours
and days as TriMet bus service and must be
scheduled in advance. Riders must show that they
qualify for LIFT service due to a medical need, and
LIFT ridership is about one percent of the annual
boarding rides.
4.6.1.4. Ride Connection
Ride Connection is a private non-profit
organization that helps to provide trips to seniors,
low income individuals, and individuals with
disabilities. They provide free demand responsive
transportation that serves residents throughout the
region, and they rely on volunteers and
partnerships with community organizations to
provide these rides. In 2019, over 30 percent of
rides were for medical reasons, 19 percent were for
support services, and 18 percent were to access
groceries or food services. Ride Connection also
operates four first-last mile shuttles in Washington
County, and provides travel training services to
over 300 individuals per year.
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4.6.1.5. Transit Quality of Service
Fixed route transit can be evaluated by its quality of
service. Three measures were used to evaluate
transit service in Tigard:
Service Frequency – how often the bus
arrives at each stop
Service Span - the hours of operation for a
route
Service Coverage - the area within walking
distance of transit service
The two frequent routes that serve Tigard, 12 and
76, have the highest service frequency and span.
Others, such as routes 78 and 93, have high service
span but lower frequency. Overall, the transit
service coverage area reaches 49 percent of
Tigard’s total population and 87 percent of jobs.
Transportation disadvantaged populations in
Tigard include minorities, low-income residents,
and seniors. The transit service area reaches 46
percent of the City’s non-white population, 46
percent of seniors, and 61 percent of those living in
poverty. While this is fairly similar to the percentage
of the total population served by transit in Tigard, it
still means that there are many residents without
convenient access to bus service. Without access to
the bus system, this population is thus more
dependent on cars to reach jobs and services,
which is either a financial burden or makes access
infeasible for youth, seniors, or those with
disabilities.
4.6.2. Transit Network Future
Needs
While the City of Tigard does not operate the fixed
route transit system and thus cannot directly
control the fixed route bus and rail operations, the
City has the ability to support transit service on its
streets and advocate for community transit needs
with TriMet. Additionally, the City may choose to
seek additional services, such as Ride Connection,
to provide local and on-demand micro transit
options for Tigard residents. Ride Connection
currently operates four first-last mile shuttles in
Washington County and a similar service model
could be explored for Tigard.
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4.6.2.1. Transit Access and Frequency
Considerations
Tigard is served by regular, peak hour, and
frequent bus service as well as commuter rail.
However, only half of Tigard residents live within
walking distance of a bus stop, and this percentage
declines for non-white and senior residents.
Pacific Highways and the north and east sides of
the city are the most well served by transit. Several
of the City’s major corridors (Roy Rogers Road,
Barrows Road, Walnut Street, Gaarde Street, Bull
Mountain Road, and Durham Road) lack transit
service altogether. The lack of transit service can
make key destinations such as River Terrace,
Progress Ridge shopping center, Cook Park, and
Tigard High School inaccessible to those without
regular access to a car.
4.6.2.2. Congestion Impacts on Transit
Delay
The corridors with the highest transit ridership are
among the most congested roadways. While
roadway congestion is an issue for all modes, the
increased travel time for transit riders can pose a
barrier to attracting new riders. In some cases,
operational improvements can be made to reduce
transit delay, such as traffic signals with queue
bypass functions, or dedicated acceleration lanes
for buses to reenter the general travel lanes.
TriMet has developed analysis showing levels of
congestion on current transit routes. In Tigard,
these include Greenburg Road approaching the
Washington Square Regional Center and Pacific
Highway north of Downtown Tigard, connecting to
Portland.
4.6.2.3. Potential New Transit Service
There are large areas of Tigard that are not served
by TriMet fixed route service. These tend to be
lower density residential neighborhoods where new
fixed route service is not likely to meet TriMet’s
thresholds for new service. TriMet’s Southwest
Service Enhancement Plan (SWSEP) noted the
potential for using pass-through federal funding to
support more local service such as Ride Connection
to fill these gaps. In addition to federal funding,
Oregon House Bill 2017 established new funding
for public transportation. The Statewide
Transportation Improvement Fund (STIF) is
administered by ODOT and may provide additional
resources to augment existing transit service.
4.6.3. Planned Transit Network
The City of Tigard has the opportunity to support
transit service on its street and advocate for
community transit needs with TriMet. Additionally,
the City may choose to seek additional services,
such as Ride Connection, to provide demand
responsive or on-demand micro-transit services for
Tigard residents.
Improvements to transit can be categorized as:
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Increasing the frequency or the coverage of
existing service,
Improving the reliability of service,
Maximizing rider comfort while waiting at a
transit stop,
Increasing access to transit stops and
first/last mile considerations, and
Implementing land use strategies to support
Transit-Oriented Development (TOD)
The network strategies described below discuss
how Tigard can either directly or indirectly improve
and enhance transit in the City.
4.6.3.1. Transit Service Improvements
Fixed Route Service
Tigard can work with TriMet to identify areas that
may benefit from new or improved fixed route
service. In 2018, the Portland Bureau of
Transportation, in coordination with TriMet,
published the Enhanced Transit Corridors (ETC)
Plan, which looks to improve transit capacity,
reliability, and travel time on key routes through
capital and operational treatments of moderate
cost. Tigard could build on the work in the ETC
plan to identify transit corridors in Tigard to receive
priority for capital improvements.
Alternative Transit
Some areas of Tigard may not have the density
needed to support a fixed route bus service. In
these areas alternative transit services such as on-
demand service organized through an app or small
circulator shuttles that pick up and drop off at key
destinations could fill the gap in transit service.
Tigard can partner with agencies such as Ride
Connection (currently operating in Tigard and the
Metro region) to offer expanded on-demand
transit or microtransit services for seniors and
people with disabilities in areas that are not
currently served by TriMet. There may also be
opportunities to pilot new and expanded
alternative transit services for the general
population.
4.6.3.2. Transit Bottleneck
Improvements
Congestion and delay on the roadways affect not
only people traveling in personal vehicles but
transit vehicles and their passengers. Tigard owns
and maintains many of the roadways in the City
and can make improvements such as transit signal
priority, bus queue jumps, or bus-only lanes to
decrease those bottlenecks. For ODOT or county-
owned roadways such as Pacific Highway or Scholls
Ferry Road, Tigard can partner with these agencies
to promote congestion relief projects on transit
routes. Projects that decrease delay and help to
relieve congestion on key transit corridors make
transit a more reliable and feasible travel option for
residents. Tigard plans to work with TriMet to
identify bottleneck locations affecting major transit
routes in the City and identify projects to improve
transit reliability and travel time.
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4.6.3.3. Transit Amenities
Many of the transit stops in the City could benefit
from new or improved amenities such as benches,
shelters, and lighting. Improving these amenities
can increase rider comfort while waiting for the
bus, potentially increasing ridership. Updating
amenities is also an opportunity for Tigard to
partner with TriMet, as transit stops tend to be
located in the City’s right-of-way.
4.6.3.4. Access to Transit and First/Last
Mile Connections
Increasing access to transit involves building out
the bicycle and pedestrian networks, including
sidewalks, bike facilities, and crossings, to provide
complete and safe infrastructure for all residents,
regardless of age or ability, to get to transit stops.
Often these access improvements are focused on
the areas directly around transit stops to provide
safe and comfortable connections destinations.
These first/last mile connection improvements
remove barriers that could prevent travelers from
taking transit.
4.6.3.5. Transit Oriented Development
Transit Oriented Development (TOD) is a set of
land use strategies to support transit use and
access, especially around major stations or transit
centers. These strategies support planning and
design decisions by TriMet, private development,
and the City that will allow TOD to thrive around
stations and enable the city to achieve its land use
vision. Some example TOD strategies include
encouraging more dense retail and residential
development around a transit station, smaller block
sizes, provisions for affordable housing, and
building infrastructure to encourage non-auto
travel modes. Tigard already has a TOD Project
Charter with TriMet to describe efforts they will take
to facilitate TOD around light rail stations in Tigard
consistent with the City’s strategic vision.
Figure 10 shows the transit network for the 2040
TSP. Key elements of this network include:
Frequent Transit Routes/TOD Priority
Areas: These are routes or TOD areas that
will accommodate high frequency transit,
including both bus and rail.
Continuous Transit Service Corridors:
These are streets where the City would like
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to see TriMet provide continuous transit
service (whether or not they do today).
On-Demand Service Areas: These are
areas of the City that do not have the land
use to support traditional fixed route
service, but where provision of on-demand
services such as neighborhood shuttles
would help community needs, particularly
those with fewer mobility options.
Strategies for Tigard to improve service, reliability,
amenities, and access for each of these
components of the transit network are summarized
in Table 5.
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Table 5. Transit Network
STRATEGY PERFORMANCE MEASURE POTENTIAL PROJECTS/ACTIONS
Tier 1: Frequent Transit Routes and TOD Priority Areas
Support frequent and reliable service. Strive for average travel speed along key transit routes.
Speed and reliability treatments, such as
transit signal priority and queue jumps
Advocate for increased service/reduced
headways
Strive to maximize rider comfort. Stop amenities.
City investments in comfort/amenities at
major stops; e.g., lighting; seating;
comfortable shelters; real time transit
information
Strive to maximize rider
access.
Number of people that can access
stops on a low stress network.
Sidewalks/trails connecting to stops
Enhanced street crossings
Bike parking
Curb space management considerations
Prioritize TOD over park and ride
Tier 2: Areas Where Regular Transit Service is Desired
Support continuous service.
Strive for continuous service, based on hours/day and days/week; minimum headways
Advocate for continuous service
Strive to maximize rider comfort. Stop amenities.
City investments in comfort/amenities at
major stops; e.g., lighting; seating;
comfortable shelters
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STRATEGY PERFORMANCE MEASURE POTENTIAL PROJECTS/ACTIONS
Strive to maximize rider access. Number of people that can access stops on a low stress network.
Sidewalks/trails connecting to stops.
Enhanced street crossings.
Tier 3: On-Demand Service Needs
Support on-demand
service.
Percent of priority populations with access to on-demand or fixed-route service.
Advocate for on-demand service that
meets community needs.
Support on-demand service that is
equitable (well publicized, accessible to
people of all ages/all abilities)
Partner to support affordable service.
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121stAveTiedemanAve72nd AveB e e f B e n d R d
GreenburgRd
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Walnut St
Dartmouth S t
Gaarde St 68th AveHunzikerRd
Hall Blvd150thAvePfaffle St
135thAve68thPkwy80th AveOak St
Durham Rd
85th AveRoy Rogers RdBonita RdBull M ount ain Rd
SequoiaPkwyBarrow sR d 78th AveWall StPlanned Transit Network
0 1 2½Miles
Planned Transit Network
Frequent Transit Routes and TOD Priority Areas
Areas Where Regular Transit Service is Desired
On Demand Service N eeds
Southwest C orridor
Existing Elements
Transit Center
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TriMet WES Commuter Rail
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4.7. Motor Vehicle Plan
The street network serves as the backbone of
Tigard’s multi-modal transportation system. These
facilities must accommodate many travel modes
within their rights of way, with users’ experience
also shaped by the surrounding land use. Overall,
the roadway network is intended to be multimodal,
serving auto, freight, and transit needs, as well as
people walking and riding bicycles.
4.7.1. Existing Motor Vehicle
Network
Streets in Tigard are owned and maintained by
ODOT, Washington County, and the City. They are
designed to fit the purpose that they serve,
generally ranging from longer distance mobility to
neighborhood circulation to direct access. Their
characteristics, including functional class, speed,
number of lanes, and intersection treatments,
should match the intended use of the facility.
4.7.1.1. Functional class
The street network in Tigard is a mix of arterials
that accommodate higher volumes and speeds to
promote regional mobility and local roads oriented
6 https://www.fhwa.dot.gov/planning/national_highway_system/
7 Seismic Lifeline Routes are roadways and bridges that play a critical role in emergency response and evacuation in the event of a seismic event. https://www.oregon.gov/ODOT/Planning/Documents/Seismic-Lifelines-Evaluation-
Vulnerability-Synthese-Identification.pdf
to internal circulation. Tigard has multiple access
points to I-5 and Highway 217, which connect to
the rest of the region. The functional classes in
Tigard are shown in Table 6 and Figure 11. Figure
12 identifies the roadways that currently have 4-5
lanes and locations where there is planned
widening.
Title 18 of Tigard’s Municipal Code (Development
Code), developed by the City Engineering
Department, identifies the design standards for
roadway cross-section elements based on the
street functional class. These standards are
currently under revision and being updated.
I-5, Highway 217, Pacific Highway, and Scholls Ferry
Road are designated by the FHWA as part of the
National Highway System (NHS). The federal
government defines the NHS as roads important to
the nation’s economy, defense, and mobility 6 and
thus emphasizes the importance of maintaining
vehicle mobility. I-5, Highway 217, and Pacific
Highway are also lifeline 7 routes and future
planning for these routes will be consistent with the
Oregon Resiliency Plan.
SW Hall Boulevard, currently under state
jurisdiction, is under consideration for a
jurisdictional transfer to the City of Tigard. This
transfer would enable the City to establish its own
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vision for SW Hall Boulevard, including its functional
classification designation, design standards, and
performance expectations. At the same time, this
transfer would require the City to take over
responsibility for maintenance and the associated
expenses. Hall Boulevard from Scholls Ferry Road
to SW Hemlock Street is currently designated by
ODOT as a Special Transportation Area, meaning
that the need for appropriate local access in this
area outweighs the considerations of highway
mobility, and there is a focus on planning this
section of the state highway to accommodate non-
auto modes and local circulation.
Downtown Tigard has special street designations
and a plan to build out the street grid to increase
connectivity. A map of these designations can be
found in the Technical Appendix.
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Table 6. Classifications of Roadway
ROADWAY
TYPE DESCRIPTION / PURPOSE EXAMPLE PHOTO
Interstate Interstates primarily serve long
distance travel between cities and
carry high volumes. They provide only
limited access via grade separation
and access ramps.
I-5
OR 217
Principal
Arterial
Principal arterials tend to carry the
highest volumes of any roadway type
below interstate routes. They can
potentially serve regional through trips
and connect the region. Mobility is a
priority on principal arterials and
access control is important.
OR 99W
Arterial Arterials are designed for higher
volumes, but tend not to be major
regional travel ways. Minor arterial
streets provide inter-neighborhood
connections.
Hall
Boulevard
Durham
Road
Collectors Collectors distribute trips between
local streets and arterials and serve as
transition roadways to or from
commercial and residential areas.
Collectors have lower volumes than
arterials, and must balance experience
for all modes.
135th
Avenue
Locust
Street
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ROADWAY
TYPE DESCRIPTION / PURPOSE EXAMPLE PHOTO
Neighborhood
Streets
Neighborhood streets serve a similar
purpose to Collectors, however they
are distinguished by having lower
traffic volumes and more connecting
driveways. Neighborhood streets offer
more access at lower speed and with
fewer travel lanes.
North
Dakota
Street
Sattler
Street
Local Streets
Local streets are the lowest functional
classification, providing circulation and
access within residential
neighborhoods. They provide access
to homes and properties, and serve a
slower-moving mix of modes.
SW 88th
Avenue
Photo Credit: Google Maps, 2021
99W
217
5
Taylors Ferry Rd
72nd AveTiedeman AveNorth Dakota St
B e e f B e n d R d
Locust St
GreenburgRd
Mcdonald St
Walnut St
Dartmouth S t
Gaarde St 68th Ave121stAveHunzikerRd
Tigard St Hall Blvd150thAvePfaffle St
135thAveS c h o l l s F e r r y R d
Roshak
Rd 68thPkwy80th AveOak St
Durham Rd
85th AveRoy Rogers RdBonita RdBull M o u nt ain Rd
SequoiaPkwyB
urn
h
a
m
St
Barrows Rd 78th AveWall StFigure 11
Tigard Functional Classifications
0 1 2½Miles
Roadway Classification
Freeway
Principal Arterial
Arterial
Collector
Neighborhood
Special Transportation Area
Planned Connections
Local
Collector
Neighborhood
Tigard City Boundary
N
99W
217
5
Taylors Ferry Rd
72nd AveTiedeman AveNorth Dakota St
B e e f B e n d R d
Locust St
GreenburgRd
Mcdonald St
Walnut St
Dartmouth S t
Gaarde St 68th Ave121stAveHunzikerRd
Tigard St Hall Blvd150thAvePfaffle St
135thAveS c h o l l s F e r r y R d
Roshak
Rd 68thPkwy80th AveOak St
Durham Rd
85th AveRoy Rogers RdBonita RdBull M o u nt ain Rd
SequoiaPkwyB
urn
h
a
m
St
Barrows Rd 78th AveWall StFigure 12
Planned Roadway Widenings
0 1 2½Miles
Existing 4-5 Lane Roads
Principal Arterial
Arterial
Collector
Planned Widenings to 4-5 Lanes
Planned Widenings to 6-7 Lanes
Tigard City Boundary
N
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4.7.1.2. Access Management
The Oregon Transportation Planning Rule (TPR)
defines “Access Management” as “…measures
regulating access to streets, roads and highways
from public roads and private driveways.” A
requirement of the TPR is that new connections to
both arterials and state highways must follow
designated access management categories.
Typically, existing accesses can remain as long as
the land use does not change.
In general, access management standards require
more spacing for higher capacity roadways.
However, the specific spacing value may vary by
jurisdiction and agency. The City of Tigard’s access
spacing standards are found in Chapter 18.920.030
of the Tigard Development Code. Washington
County has access standards which are established
in the Washington County Community
Development Code, in Section 501-8.5(A). Projects
being considered on County facilities such as
Scholls Ferry Road will need to refer to these
standards.
The Oregon Highway Plan (OHP) includes access
management spacing standards for ODOT
highways. Hall Boulevard and Pacific Highway are
under ODOT management and must follow OHP
standards.
4.7.1.3. Traffic Operations
The evaluation of existing traffic conditions focused
on daily volumes along key corridors in Tigard,
along with 30th highest hour operations at 30
intersections in the City. Outside of I-5 and
Highway 217, Pacific Highway and Scholls Ferry
Road carry the highest volumes in Tigard. Most of
the City’s other high volume streets are designated
as arterials, indicating that they are built to
accommodate the traffic volumes they carry. There
are exceptions, however: Dartmouth Street is a
collector that carries 13,000 ADT and Sattler Street
and SW 98th Avenue are local streets that carry
high enough volumes to be considered for an
upgrade in their functional classification.
Of the 30 intersections studied, ten study
intersections have an LOS E or F, indicating high
amounts of delay. These are spread across the City,
with several on SW Tiedeman Avenue, Main Street,
and 72nd Avenue. Seven intersections exceed a v/c
ratio of 0.99:
SW Greenburg Road & SW Tiedeman
Avenue
SW 121st Avenue & SW North Dakota Street
SW Tiedeman Avenue & SW North Dakota
Street
SW Tiedeman Avenue & SW Tigard Street
SW Walnut Street & SW Gaarde Street
SW Hall Boulevard & SW McDonald Street
SW Durham Road & SW Hall Boulevard
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4.7.1.4. Freight
Freight movement is essential to bring goods to
residents and to move products throughout the
region. Tigard, Washington County, and ODOT all
designate freight routes, as shown in Figure 13.
This system provides connections with truck routes
serving areas within and outside of Tigard making
efficient truck movement and the delivery of raw
materials, goods, services, and finished products
possible. Freight routes are designated to identify
where improvements may be needed for the safe
and efficient movement of trucks and to minimize
negative impacts on local streets.
99W
217
5
Taylors Ferry Rd
72nd AveTiedeman AveNorth Dakota St
B e e f B e n d R d
Locust St
GreenburgRd
Mcdonald St
Walnut St
Dartmouth S t
Gaarde St 68th Ave121stAveHunzikerRd
Tigard St Hall Blvd150thAvePfaffle St
135thAveS c h o l l s F e r r y R d
Roshak
Rd 68thPkwy80th AveOak St
Durham Rd
85th AveRoy Rogers RdBonita RdBull Mountain Rd
SequoiaPkwyB
u
r
n
h
a
m
S
t
Barrows Rd 78th AveWall StFigure 13
Tigard Designated Freight Routes
0 1 2½Miles
Truck Route
Railroad
Tigard City Boundary
N
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4.7.1.5. Safety
In evaluating the performance of Tigard’s street network,
it is important to consider this performance from a safety
perspective. The collision data and analysis discussed
here is derived from Tigard’s 2019 Transportation Safety
Action Plan (TSAP). The TSAP used data from ODOT,
Metro, TriMet, and the City of Tigard collected between
2013 and 2017. The analysis does not include collisions
on freeway mainline segments and ramp segments.
Compared to the State of Oregon and ODOT Region 1
averages, collisions at intersections and collisions
involving pedestrians or bicyclists are overrepresented in
Tigard as shown in Table 7. In contrast, collisions
attributed to roadway departure or speeding are
underrepresented. This is likely due to the more urban
nature of Tigard’s streets compared to roadways
statewide or even across ODOT Region 1.
Table 7. Fatal and Injury Collisions by Attribute
CRASH ATTRIBUTE CITY OF TIGARD (2013-2017) OREGON STATEWIDE (2009-2013) ODOT REGION 1 (2009-2013)
Roadway Departure 22% 54% 37%
Intersection 54% 34% 45%
Speeding 11% 27% 21%
Alcohol and/or Other Drug Use 20% 22% 21%
Motorcycle 12% 15% 14%
Pedestrian 25% 10% 14%
Bicyclist 15% 4% 6%
Source: Tigard TSAP 2019
Over half of collisions (and 60% of fatal and severe injury
collisions) in Tigard occurred at intersections with at least
one arterial or principal arterial roadway. The collision
analysis identified 20 priority intersections, based on
collision occurrence. Of these 20 priority intersections, 12
are located on Pacific Highway, and four are on Scholls
Ferry Road. Overall, collision rates have remained stable
between 2013 and 2017, with no substantial temporal
trend discernable.
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4.7.2. Future Motor Vehicle Needs
Key challenges on Tigard’s roadway system were
identified through the existing and future conditions
analyses: operational constraints, inconsistencies
between streets’ classification and function, areas where
connectivity is lacking, and how to address parking in the
Tigard Triangle.
4.7.2.1. Traffic Operations
By 2040, it is expected that 18 of the 30 study
intersections will have LOS E or F operations during the
30th highest hour volume and 17 intersections will exceed
a v/c ratio of 0.99, indicating high amounts of delay.
These intersections were evaluated for potential
mitigations, including projects that were identified in the
2010 TSP, and included on the TSP project list. The future
traffic analysis can be reviewed in more detail in the
Technical Appendix.
4.7.2.2. Street Classifications
Several streets in Tigard that carry consistently higher
volumes than their functional classification would suggest
(see Table 8). The City should consider appropriate
classifications for these roadways, including potential
adjustments to design and operating characteristics.
The TSP reclassifies some of the roadways whose
function has changed since the last TSP. These include
85th Avenue south of Durham Road, 92nd Avenue, and
90th Avenue.
Table 8. Streets Carry Higher Volumes than Functional Classification Guidance
COLLECTORS WITH >6,500 ADT LOCAL AND NEIGHBORHOOD ROADS CARRYING 3,750-6,500 ADT
SW Dartmouth Street
SW 68th Avenue
SW Hunziker Street
SW Tiedeman Avenue
SW 121st Avenue
SW Main Street
SW Bull Mountain Road
SW Sequoia Parkway (south of SW Bonita
Road)
SW Durham Road (south of Upper Boones
Ferry)
SW North Dakota Street (121st Avenue to
Tiedeman Avenue)
SW Tigard Street (Tiedeman Avenue to Main
Street)
SW Beveland Street (72nd Avenue to 68th
Avenue)
SW 69th Avenue
SW Sattler Street (98th Avenue to Hall
Boulevard)
SW 98th Avenue (Durham Road to Sattler
Avenue)
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4.7.2.3. Speed Limit Considerations
Nine street sections in Tigard were identified that have
posted speed limits that may be inconsistent with their
functional classification (Table 9). This TSP also identifies
the intention to reduce posted speeds to no higher than
35 mph on City-owned facilities, and a citywide
expansion of 20 mph speed zones on all local and high-
priority neighborhood streets.
Posted speed limits are not based solely on the
functional class, but consider operational factors such as
roadway width, surface, lanes, shoulders, signals,
intersections, roadside development, parking, accidents
and 85th percentile speed. Further, changes in posted
speed limits require ODOT approval so this TSP identifies
these roadways to inform future deliberations,
coordination with the County, and potential requests to
ODOT for approval of speed reductions.
Table 9. Streets for Consideration of Speed Limit Change
STREET EXTENT FUNCTIONAL
CLASS POSTED SPEED RECOMMENDED
SPEED1
Bull Mountain Road2 All sections within City limits Collector 40 35
66th Avenue Hampton Street to end Local 45 20
Sattler Street 94th Avenue to Hall Boulevard Neighborhood 35 20
Tigard Street Main Street to Twin Park Place Neighborhood 35 20
Pfaffle Street Pacific Highway to 78th Avenue Local 35 20
Hampton Street 68th Avenue to 66th Avenue Local 35 20
Commercial Street Main Street to Hall Boulevard Local 30 20
SW 135th Avenue Scholls Ferry Rd to Walnut St Collector 40 35
Hall Boulevard3 Pfaffle Street to northern City limits Arterial 40 35
1 This is a planning level assessment only and would need to be further explored through a speed study and discussion with ODOT. 2 Some sections of Bull Mountain Road are owned by Washington County 3 Currently owned by ODOT, under consideration for jurisdictional transfer to the City of Tigard
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Outside of speed limit reductions, the City can also
manage speeds on local roads through establishment of
a neighborhood traffic calming program. This program
(discussed further in Chapter 6) would identify locations
where traffic calming is needed and the appropriate
solutions to slow traffic speeds.
4.7.2.4. Freight
Freight and commerce are essential to the economic
vibrancy of Tigard. While critical to the City’s success,
freight traffic in and through Tigard can present
challenges to the City’s transportation system. Conflicts
between freight and other modes (walking, bicycling,
transit, and personal vehicles) along Tigard’s most
heavily travelled freight corridors pose safety and
efficiency concerns. Non-freight specific transportation
projects should be aware of freight system needs and
implement solutions that accommodate
freight movement.
The current freight network classifications generally
reflect the needs for access to commercial and industrial
areas, as well as major transportation connections. Minor
updates are recommended that are consistent with this
purpose, and that would bring Tigard’s classification into
consistency with Washington County: a freight
designation on SW Roy Rogers Road and on SW 72nd
Avenue south of Highway 217.
4.8. TDM and TSMO Plan
8 Metro. TDM Inventory Needs and Opportunities Assessment. August 2019.
Transportation Demand Management (TDM) and
Transportation Systems Management and Operations
(TSMO) are two strategies to enhance the existing
transportation system without major capital expansion.
TDM is focused on reducing vehicle demand while
TSMO is focused on making the current system more
efficient.
4.8.1. Transportation Demand
Management
TDM programs aim to reduce the use of single-
occupancy vehicles and promote active modes of
transportation. Many TDM programs are employer-
based and can consist of incentives such as free transit
passes, infrastructure such as secure bicycle parking,
employee education programs on transportation
choices, or site changes such as reduced parking. The
Westside Transportation Alliance is a Transportation
Management Association in Washington County that
works with both employers and local governments to
encourage behavior change for commute trips and
provide transportation options.
The TPR requires jurisdictions to take steps to reduce
single-occupancy vehicle use. TDM measures can help to
accomplish these goals. Metro recently completed a
TDM Inventory 8 that assessed the needs and
opportunities for TDM programs throughout the
Metro region.
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4.8.1.1. TDM Strategies
TDM measures include any method intended to shift
travel demand from single occupant vehicles to non-
auto modes or carpooling, or travel at less congested
times of the day. Some common examples of TDM
strategies include programs such as carpool matching
assistance or flexible work shifts; parking management
strategies; direct financial incentives such as transit
subsidies; or facility or service improvements, such as
bicycle lockers or increased bus service.
Some of the most effective TDM strategies are best
implemented by employers and are aimed at
encouraging non-SOV commuting. Strategies include
preferential carpool parking, subsidized transit passes,
and flexible work schedules. Telework, which only a small
share of workers had access to before the COVID-19
pandemic, is becoming a more viable part- or full-time
working situation. Many employers are rethinking their
policies around work from home, and if there is greater
adoption pre-pandemic it could reduce peak hour
commute trips. Cities and other public agencies can play
a critical role in support of TDM through provision of
facilities and services, as well as development policies
that encourage TDM.
4.8.2. Transportation Systems
Management and Operations
TSMO is a coordinated set of measures to both maintain
and improve the operations of existing facilities. Some
TSMO strategies include access management, traffic
signal coordination, real-time traveler information, and
incident management teams. While Tigard does not
have a City-specific TSMO document, Metro is currently
updating their Regional TSMO Plan. The Metro 2021
TSMO Plan has six goals: Free from Harm, Regional
Collaboration, Eliminate Disparities, Reliable Travel
Choices, Connected Travel Choices, and Prepare for
Change. It identifies regional actions and performance
measures to track the operational improvements over
time.
Figure from the 2021 TSMO Strategy
4.8.2.1. TSMO Solutions
TSMO refers to a wide range of strategies that improve
the operations of an existing roadway system to make it
more efficient without roadway widening. TSMO
measures are focused on improving transportation
“supply” through enhancing efficiency, typically with
technologies to improve traffic operations. Several TSMO
strategies are identified for application in Tigard in
existing plans, including Metro’s 2010 TSMO Plan. Some
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of the key strategies identified for consideration in Tigard
are summarized below.
4.8.2.2. Signal Retiming/Optimization
Signal retiming and optimization refers to updating
timing plans to better match prevailing traffic conditions
and coordinating signals. Timing optimization can be
applied to existing systems or may include upgrading
signal technology, including signal communication
infrastructure or signal controllers or cabinets. Signal
retiming can reduce travel times and be especially
beneficial to improving travel time reliability. Signal
retiming could also be implemented to improve or
facilitate pedestrian movements through intersections by
increasing minimum green times to accommodate
pedestrian crossing movements during each cycle in
high pedestrian or desired pedestrian traffic areas,
eliminating the need to push pedestrian crossing
buttons. Bicycle movements could be facilitated by
installing bicycle detection along major bicycle routes.
Signal upgrades often come at a higher cost and usually
require further coordination between jurisdictions.
4.8.2.3. Advanced Signal Systems
Advanced signal systems incorporate various strategies
in signal operations to improve the efficiency of a
transportation network. Strategies may include
coordinated signal operations across jurisdictions as well
as centralized control of traffic signals. Advanced signal
systems can reduce delay, travel time, and the number
of stops for vehicles, while potentially increasing average
vehicle speed. In addition, these systems may help
reduce vehicle emissions and have a high impact on
improving travel time reliability.
Of the 95 signals in the City of Tigard, 25 are owned by
Tigard but maintained by Washington County; the rest
are owned by either Washington County or ODOT.
These agencies would take the lead in signal upgrades
and implementing advanced signal systems. Any
strategies that may be implemented would require
coordination among the City of Tigard and the
jurisdictions that own and operate the signals.
There are six key coordinated systems within the City.
These are:
Pacific Highway throughout the City;
72nd Avenue between Highway 217 southbound
ramps and Hampton Street;
Scholls Ferry Road throughout the City;
Durham Road;
Greenburg Road between Highway 217
southbound ramps and Locust Street; and,
Upper Boones Ferry Road between Sequoia
Parkway and Durham Road.
Coordinated signal systems enhance the capacity of an
existing system through improvements in operations,
rather than widening.
4.8.2.4. Real-time Traveler Information
Traveler information consists of collecting and
disseminating real-time transportation system
information to the traveling public. This includes
information on traffic and road conditions, transit arrival
and scheduling, general public transportation and
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parking information, interruptions due to roadway
incidents, roadway maintenance and construction, and
weather conditions. Traveler information is collected
from transit vehicles, roadway sensors, traffic cameras,
vehicle probes and, devices such as cell phones or
laptops. Data from these sources are sent to a central
system and subsequently disseminated to the public so
that drivers can track conditions specific to their route
and can provide historical and real-time traffic conditions
for travelers.
When roadway travelers are supplied with information
on their trips, they may be able to avoid heavy
congestion by altering a travel path, delaying the start of
a trip, or changing which mode they choose to use. This
can reduce overall delay and fuel emissions. Transit
information systems enhance passenger convenience
and may increase the attractiveness of transit to the
public by encouraging travelers to consider transit as
opposed to driving alone. Traveler information projects
can be prioritized over increasing capacity on roadway,
often with high project visibility among the public.
4.9. Rail, Water, Air, and
Pipeline Plan
There are a number of other transportation modes that
are present in and around Tigard. The City has rail lines
and pipelines that pass through it, access to waterways
such as the Tualatin River, and an airport within driving
distance.
4.9.1. Existing Rail Network
A Portland and Western Railroad (PNWR) line passes
through Tigard, parallel to Highway 217. Along this line
operates the WES Commuter Rail, which is owned by
TriMet and operated by PNWR, and has a stop at the
Tigard Transit Center.
At-grade railroad crossings are a potential conflict point
between trains and vehicles, bicycles, or pedestrians.
They can be a safety concern and can cause delays and
operational concerns when traffic must stop for train
traffic. There are nine at-grade railroad crossings in
Tigard:
SW Scholls Ferry Road south of SW Cascade
Avenue
SW North Dakota Street west of SW Tiedeman
Avenue
SW Tiedeman Avenue south of SW North Dakota
Street
SW Main Street west of SW Commercial Street
SW Hall Boulevard south of SW Commercial
Street
SW Bonita Road west of SW 72nd Avenue
SW 72nd Avenue north of SW Kable Lane
SW Upper Boones Ferry Road west of SW
Sequoia Parkway
SW Durham Road north of Upper Boones Ferry
Road
There are no Amtrak passenger terminals within the city
limits. The nearest passenger terminal is Union Station in
Portland. Union Station is approximately 12 miles north
of Tigard via Pacific Highway and I-5.
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4.9.1.1. Rail Network Future Needs
In several locations, the existing rail lines are barriers for
existing access, project design, and new connections.
Some related issues have been identified by existing
plans or project design issues. Typically, rail lines have
limited crossings and even these few crossings are
blocked, at times, by trains. Key identified rail needs
include:
The North Dakota Street/Tiedeman
Avenue/Greenburg Road intersection area
includes two closely spaced rail crossings of the
roadways. A circulation study is included on the
TSP project list to evaluate the operations in this
area, including the railroad crossings.
The Upper Boones Ferry Road/Durham Road
intersection is frequently congested and forecast
2040 demand will exceed its capacity. The rail
line crosses Durham Road approximately 350 feet
west of Upper Boones Ferry Road. Widening the
road at an existing rail crossing is not generally
advised. As such, the proximity to the rail line,
coupled with the need to provide safe access to
adjacent commercial property, is a challenging
factor in developing alternatives. A circulation
study is included on the TSP project list that
would include analysis of the railroad crossings.
Ash Avenue would benefit from a connection
across the railroad tracks from Burnham to
Commercial Street to increase connectivity in
Downtown Tigard. A grade-separated crossing at
this location is included on the TSP project list.
Plans for the Red Rock Creek Trail include a
pedestrian railroad overcrossing near Wall Street.
Extension of the Tigard Street Heritage Trail
include a railroad undercrossing for pedestrians
and bicycles west of Pacific Highway, connecting
Grant Avenue with 95th Avenue.
4.9.2. Air
There are no commercial airports located within the city
limits. The nearest airport with commercial services is the
Portland International Airport (PDX) in Portland. PDX is
approximately 22 miles northeast of Tigard via I-5 and
I-84.
The Hillsboro Airport, which is approximately 20 miles
northwest of Tigard via Highway 217 and Highway 26,
provides corporate and charter flight services, as well as
repair and refueling facilities. PDX and the Hillsboro
Airport are the first and second busiest airports (by
aircraft operations) in Oregon, respectively.
Within city limits, the Lincoln Tower Heliport, located at
the top of the Lincoln Center building near Highway 217
and Greenburg Road, allows landing and take-offs of
helicopters between 8 A.M. and 6 P.M., and is only
accessible by tenants of the Lincoln Center. Additionally,
the privately-owned Meyer Riverside Airpark off Beef
Bend Road contains two turf runways.
There are no identified air needs or projects within
Tigard.
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4.9.3. Water
The Tualatin River, a tributary of the Willamette river,
runs along approximately 1.5 miles of Tigard’s southern
city limits. While the Tualatin River does not support
transportation, the waterway is used for recreational
purposes. The only public boat launch within city limits
launches into the Tualatin River, and is located at Cook
Park. The City has purchased property on the west side
of Roy Rogers Road for the planned Lasich City park that
also has water rights access to be developed in the
future, including a planned boat launch.
There are no identified water access needs or projects
within Tigard.
4.9.4. Pipeline
A 17-mile pipeline that carries hazardous liquids (non-
volatile) between Northwest Portland and North
Wilsonville runs through the northwest corner of Tigard
between SW Barrows Road and SW Bull Mountain Road.
The pipeline is operated by SFPP, LP (a Kinder Morgan
affiliate). Gas pipelines operated by Northwest Natural
Gas Company also run along the north border of Tigard
along Scholls Ferry Road.
There are no identified pipeline needs or projects within
Tigard.
2040 Transportation System Plan
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Chapter 5 |
Transportation Funding
Tigard on the Move, the 2040 TSP, includes projects that
will be entirely under the jurisdiction of the Tigard, as
well as projects that would be implemented in
partnership with state, county, and other local agencies.
By extension, transportation capital improvements are
typically funded through a combination of state, city,
county, and private funds. This Chapter documents
Tigard’s projected transportation revenues and resources
over the life of this plan.
This funding analysis informs the size of the
recommended TSP project list in concert with review and
input from City staff, the Technical Advisory Committee,
Community Advisory Committee (CAC), as well as
project list feedback solicited from the broader
community.
5.1. Estimated Transportation
Resources
Tigard’s transportation revenues were calculated based
primarily on the methods and assumptions used for the
2018 RTP financial forecast, as provided by Washington
9 The RTP forecast is expressed in 2016 dollars; annual revenues were adjusted to reflect 2021 dollars. A 1.10 factor was used to make this adjustment, based on the Consumer Price Index from the Bureau of Labor Statistics. The annual revenue stream
was adjusted to reflect the 19-year period from 2022 to 2040, inclusive. Minor adjustments were made based on input from
City staff, such as the use of City fuel taxes and inclusion of new Urban Renewal funds.
County. The 2018 RTP revenue forecast reflects the 25
years from 2016 to 2040, with relevant adjustments.9
This forecast of long-term funding capacity has been
developed to inform the planning of future investments.
Inclusion of funding here does not constitute an
obligation or approved budget. Rather, it reflects the
best available information and coordination with county
and regional planning as of the publishing of this TSP.
Table 10 summarizes the total anticipated revenue and
resources for transportation during the 19-year planning
period. As Table 10 shows, total capacity for
transportation projects is expected to be just under $285
million during the life of the TSP, or $15 million annually.
This estimate includes improvements made by
developers (such as frontage improvements or off-site
mitigation), which are established at the time of
development permitting. While these development-
provided improvements contribute significantly to
Tigard’s overall transportation system, they cannot be
counted as “revenue” received by the City.
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Table 10. Transportation Revenue/Resources Forecast (2022-2040) CAPITAL
INVESTMENT
OPERATIONS &
MAINTENANCE (O&M)
TOTAL
Average Annual $14,954,700 $4,263,200 $19,217,900
Total for the Planning Horizon (19 years) $284,139,300 $81,000,800 $365,140,100
The sources of transportation revenue/resources are
detailed in Table 11, which shows annual average
contributions for capital and O&M of city-owned
transportation facilities. The table distinguishes between
revenues sources that are directed by the City of Tigard
(for which the City has the most control over
expenditures) and non-City sources (for which the City
has less discretion in how revenues are spent). The
revenue/resource categories in Table 10 are described in
the following section. This is followed by a list of other
potential revenue sources.
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Table 11. Average Annual Transportation Revenue/Resource
SOURCE
ESTIMATED DISTRIBUTION
CAPITAL INVESTMENT OPERATIONS &
MAINTENANCE
LOCAL SOURCES DIRECTED BY CITY OF TIGARD
City Fuel Tax $715,000 -
Street Maintenance Fee - $287,100
*Citywide TSDC $4,017,500 -
*River Terrace TSDC $699,300 -
NON-LOCAL SOURCES DIRECTED BY CITY OF TIGARD
Transportation Development Tax $3,205,300 $-
State highway fund $330,000 $2,970,000
County fuel tax $22,000 $198,000
Vehicle registration fee $89,800 $808,100
Ride Hailing Service License Fees $60,000 $-
TOTAL CITY OF TIGARD REVENUE $9,138,900 $4,263,200
NON-CITY OF TIGARD SOURCES
Major Streets Transportation Improvement
Program $3,648,700 $-
*HB2017 $1,618,600 $-
Federal and State $608,500 $-
TOTAL NON-CITY $5,875,800 $0
COMBINED LOCAL, COUNTY, STATE, FEDERAL RESOURCES $15,014,714 $4,263,157
* New since the 2010 TSP
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5.2. Revenue sources for which
City has direct control over
City Fuel Tax – this tax has long been an important
source of transportation. Under city code (Municipal code
3.65.270) the purpose of the gas tax is “to raise revenues
necessary for the construction, reconstruction,
improvement, repair, maintenance, operation and use of
the public street system in the city.” When adopted, the
revenue was prioritized to fund improvements at the
Greenburg Road/Highway 99/Main Street intersection.
With that project now completed, revenues are
programmed in the CIP and ultimately approved by City
Council in the City’s budget.
Street Maintenance Fee – this fee is assessed as a
transportation utility fee and is used for street
maintenance (not capital) only.
Transportation System Development Charges (SDC)
SDCs are contributions paid by developers to
accommodate increased capacity needs associated with
their projects. SDC revenues are limited to capital
projects that add multimodal capacity to the system. The
citywide and River Terrace SDCs are a major contributor
to capital investment. As was noted earlier, these
contributions may be credited to developers who
construct capital projects in conjunction with
development and therefore would not take the form of
revenue to the city.
Transportation Development Tax (TDT) – this is a
voter-approved countywide tax on development that
functions as a system development charge. Similar to the
Tigard TSDC estimates, this TDT estimate represents
revenue received as well as frontage improvements and
credits for off-site improvements.
State Highway Fund and County Fuel Tax – cities and
counties each receive part of the 30-cents-per-gallon gas
tax, large truck weight-mile fees and vehicle registration
fees collected by the state. Washington County also has
an added one-cent-per-gallon gas tax. These funds are
distributed to local agencies by formula and used to
cover the cost of maintaining existing roads.
Vehicle Registration Fee – Washington County has
imposed a charge on vehicle registrations. This revenue is
distributed to local agencies by formula. This revenue is
primarily used for operations and maintenance but some
funding and activities may result in capital improvements
as well.
Ride Hailing Service License Fees
SYSTEM DEVELOPMENT CHARGE REVIEW
As Tigard grows, SDCs will continue to be an
important source of funding for capital
projects. As part of this TSP, the City is
evaluating its current SDC program to ensure
it aligns with the goals of the TSP and the
City’s Strategic Plan. This TSP will be
accompanied by recommendations to the
SDC program to update the list of projects it
funds to better align with the TSP and to
ensure the program’s structure supports
strategic goals like housing affordability and
encouraging travel by walking, bicycling, and
transit modes.
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Tigard recently entered an agreement with the City of
Portland for administration of licensing and fees for ride
hailing service, such as Lyft and Uber. Under Tigard
municipal code (5.24.030(B) “….A TNC must pay the City
a 50¢ fee per trip originating within the City of Tigard.”
Revenue generated by fees shall be restricted to City
service areas impacted by the operation of TNCs or
involved in the regulation and administration of TNC
policy.
5.3. Non-City revenue sources
Major Streets Transportation Improvement Program
(MSTIP) – this program is funded through a county
property tax, approved by ballot initiative, dedicated
toward transportation capital investments.
House Bill (HB) 2017 - in 2017 the state legislature
allocated additional revenue to transportation to be
distributed to each community. These numbers were
established as a biannual distribution and are reported as
such. It was determined that this revenue source would
generally be applied toward capital improvements.
Federal and State Funds – The City receives other
revenues for transportation from federal and state
sources beyond those listed above. In general, these
funds are directed towards specific projects or programs.
5.4. Other Potential Revenue
Sources
In addition to the revenue sources identified above, there
are several other sources that will likely contribute to
future planning and development of Tigard’s
transportation system.
5.4.1. Urban Renewal District
An Urban Renewal District (URD) is an area that is
designated by a community to assist in economic
development for revitalization. Funding for the
revitalization is provided by urban renewal taxes, which
are generated by the increase in total assessed values in
the district from the time it was first established. Tigard
has established urban renewal districts in the Downtown
Tigard and the Tigard Triangle.
The City Center Urban Renewal Plan was adopted in
2006 with a 20-year duration and a maximum
indebtedness of $22 million. In May 2021, Tigard voters
approved an extension to Fiscal year 2034/35 and
increased the maximum indebtedness to just under $43
million.
The Tigard Triangle Urban Renewal Plan was
approved by voters in 2017. This URD has a maximum
indebtedness of $188 million and will endure through
2052/53.
Both urban renewal plans will support investments in
infrastructure, including transportation. The project list in
the TSP Update is being coordinated with the projects
identified in both URDs.
5.4.2. State and Federal Grants
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Tigard, like most cities, frequently seeks grants for
transportation planning, design, and construction. These
could include ODOT grants under the Bicycle-Pedestrian
Program or State Transportation Improvement Program
(STIP); or federal funds through the Regional Flexible
Fund Allocation (RFFA) program, administered by Metro.
The RFFA funding program also includes smaller targeted
grants, such as the Regional Travel Options or Greenway
Trails programs.
Tigard has had considerable success with these programs
in the past, including segments of the Fanno Creek Trail
and phase 1 of the Main Street Green Street project. In
this coming year, RFFA planning grants will pay for
planning work for the Red Rock Creek Trail. Recently
Tigard obtained approximately $1 million in a Safe Routes
to School (SRTS) infrastructure grant for sidewalks on
Locust Street as well as a Community Development Block
Grant (CDBG) for sidewalk infill on Commercial, SW 95th,
and Frewing. In addition, the City received a recent TGM
award for $100,000 to support development of an Electric
Vehicle Strategy for the city.
2040 Transportation System Plan
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Chapter 6 |
Recommended Investments
The previous chapters describe the City’s vision for
accommodating travel for everyone in Tigard, a
multimodal framework for planning facilities, and
the level of capital project funded that Tigard
anticipates over the life of this TSP. This chapter
describes the TSP’s prioritized project list, which if
built, would provide a safer and more connected
multimodal system that can be afforded within the
City’s anticipated financial resources over the next
20 years.
6.1. Project List
Approximately 80 projects were identified to
address existing and future transportation needs
and deficiencies. The infographic on the following
page describes the TSP project list, in terms of
projects by type, location, and cost breakdown.
These projects were evaluated at a planning level
and serve as direction for further planning of
transportation investments. While some of these
improvements are warranted under existing
conditions, in other cases projects are identified to
address the transportation needs to accommodate
forecast growth. In some cases, the planning-level
assessment has identified a specific proposed
treatment; however, a more detailed analysis will be
required to identify any environmental,
topographic, right-of-way, or other construction
constraints and to identify specific treatments and
alignments. The identified projects include site-
specific low-cost improvements, such as bicycle
lanes and pedestrian crossing improvements, as
well as larger scale projects (e.g., interchange
improvements or freeway overcrossings) needed to
address issues on state or county roadways. These
larger projects will require a leadership role by
state, county and/or regional partners, but would
be supported by the City.
Improvement projects are grouped into six
categories:
Stronger Streets Network: Roadway
capacity and intersection enhancements to
improve the function of the City’s arterial
system.
Urban Upgrades & Active Transportation:
Complete streets improvements and
standalone infrastructure to improve
comfort and safety for people walking and
biking.
Connectivity: New street connections to
reduce out-of-direction travel.
Transit: Transit supportive infrastructure,
including features that support transit
oriented development and speed and
reliability.
TSMO: Transportation systems
management and operations, such as signal
enhancements and upgrades to improve
the efficient of the transportation system.
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Special Study Areas: Areas where the City
should perform more focused planning to
identify optimal improvements.
These projects are illustrated in Figure 14 through
16. Tables 11 through 15 provide a description of
the projects including the estimated costs.
2040 TSP Constrained Project List by Mode
#
Project Type Project Cost Estimate Number of Projects
Stronger Streets Network
Urban Upgrades & Active Transportation
Connectivity
TSMO
Transit
Special Study Area
$96,976,000
$166,442,000
$30,100,000
$4,510,000
$7,370,000
$7,440,000
TOTAL $312,838,000 80
Project List by Cost
HighCost(>10M)
Medium High Cost(5M-10M)
Medium Cost(1M-5M)Low Cost(<1M)
9%18%42%32%
32
32
5
2
3
6
TIGARD ON THE MOVE | 2040 Transportation System Plan
99
217
5
Taylors Ferry Rd
121st AveTiedemanAve72nd AveB e e f B e n d R d
Locust St
GreenburgRd
Mcdonald St
Walnut St
Gaarde St 68th AveHun
z
i
k
e
r
R
d
Hall Blvd150thAvePfaffle St
135thAveS c h o l l s F e r r y R d
RoshakRd 68thPkwy80th AveOak St
Durham Rd
85th AveRoyRogersRdBonita Rd
UpperBoonesFerryRdBull Mountain Rd
SequoiaPkwyB
u
r
n
h
a
m
S
t
Barrows Rd 78th AveWall StS-2
S-31
S-1
S-23
S-12
S-25
S-27
S-13
S-24
S-11
S-22
S-7
S-8
S-14
S-15
S-16
S-32 S-9Figure 14
Stronger Streets Projects
0 1 2½Miles
Stronger Streets Projects
N
217
HallBlvdLocust St
Oak St
S-12
S-13
S-11
S-8
S-14
S-15
S-16
Refer to TSP projects list for project descriptions. Project colors are assigned
to help demarcate project extents and are for illustrative purposes only.
Tigard City Boundary S-28S-29S-28
S-29
S-30S-21S-17S-18S-19S-20S-10S-6S-5S-3S-4S-17
S-9S-10S-26
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Table 11. 2040 TSP Stronger Streets Projects
PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
S-1 121st Ave/North Dakota St 121st Ave & North Dakota St Add a traffic signal. $630,000-$910,000
S-2 65th Ave/Haines St 65th Ave & Haines St Add signal and northbound right turn lane on 65th Ave at Haines St to maintain or improve mobility, queuing, and safety for TPR compliance. $1,350,000-$1,950,000
S-3 72nd Ave upgrade to urban standards
Dartmouth St to Beveland St Widen to 4/5 lanes with one travel lane each direction, one center turn lane, and on street flex parking on both sides of street. Includes sidewalk
and cycle track.
$8,640,000-
$12,480,000
S-4 Red Rock Creek to Dartmouth St One travel lane each direction, one center turn lane, on street parking on both sides of street. Includes sidewalk and cycle track. $9,090,000-$13,130,000
S-5 Gonzaga St to Beveland St Two travel lanes in each direction, one center turn lane, on-street parking on the east side of street. Includes sidewalk and cycle track. $2,430,000-$3,510,000
S-6 Highway 217 to Gonzaga St Two travel lanes in each direction, one center turn lane, no on-street parking. Includes sidewalk and cycle track. $2,430,000-$3,510,000
S-7 Durham Rd & SW 79th Ave Durham Rd & 79th Ave Add a westbound right-turn lane. $670,500-$968,500
S-8 Greenburg Rd Greenburg Rd & Cascade Ave Make operational improvements to reduce the intersection v/c ratio. $670,500-
$968,500
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
S-9 Highway 217 to Washington Square Rd
(N)
Install separated bike lanes and sidewalks per the Greenburg Rd plan in the Washington Square Regional Center update. Seek jurisdictional transfer of
roadway segment from Washington County, coordinated with proposed improvements.
$1,350,000-$1,950,000
S-10 Washington Square Rd (N) to Hall Blvd Narrow roadway to three lanes with turn lanes, separated bike lanes and sidewalks per the Greenburg Rd plan in the Washington Square Regional Center update. Seek jurisdictional transfer of roadway segment from
Washington County, coordinated with proposed improvements.
$900,000-
$1,300,000
S-11 Greenburg Rd & Highway 217 Add a right-turn lane from Greenburg to SB Highway 217. $1,350,000-$1,950,000
S-12 Greenburg Rd & Oleson Rd & Hall Blvd Intersection Improvements. $1,350,000-$1,950,000
S-13 Greenburg Rd & Locust St Reconfigure to a standard 4 way intersection with crosswalks on all four legs per the Greenburg Rd plan in the Washington Square Regional Center update.
$1,350,000-$1,950,000
S-14 Greenburg Rd &
Washington Square Rd (N)
Add a high visibility pedestrian crossing across Greenburg Rd per the
Greenburg Rd plan in the Washington Square Regional Center update. $450,000-$650,000
S-15 Greenburg Rd & Lehman St Add a high visibility pedestrian crossing across Greenburg Rd per the Greenburg Road plan in the Washington Square Regional Center update. $450,000-
$650,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
S-16 Greenburg Rd & Summit Dr Add a high visibility pedestrian crossing across Greenburg Rd per the Greenburg Road plan in the Washington Square Regional Center update. $450,000-$650,000
S-17 Hall Blvd upgrade to urban standards and jurisdictional transfer
from ODOT (SW Locust to SW
Durham Rd) coordinated with roadway improvements
Oleson Rd to Pacific Highway (OR99W) Upgrade to urban standards, including widen to 2/3 lanes; building sidewalks and bike lanes; safety improvements; and high visibility pedestrian crossings at Metzger Park and the future Steve Street Park.
$4,680,000-
$6,760,000
S-18 Pacific Highway (OR99W) to Fanno Creek Upgrade to urban standards with sidewalks and bike facilities depending on corridor plan. $1,800,000-$2,600,000
S-19 Fanno Creek to McDonald St Upgrade to urban standards with sidewalks and bike facilities depending on corridor plan. $450,000-
$650,000
S-20 McDonald St to Bonita Rd Upgrade to urban standards with sidewalks and bike facilities depending on corridor plan. $1,350,000-$1,950,000
S-21 Bonita Rd to Durham Rd Upgrade to urban standards with sidewalks and bike facilities depending on corridor plan. $450,000-
$650,000
S-22 Hall Blvd & Pfaffle St New traffic signal with appropriate illumination, crosswalks, and lengthening and separation of the turn lanes on Pfaffle St. $1,170,000-
$1,690,000
S-23 Hall Blvd & Durham Rd Add a second southbound left-turn lane at the intersection of Hall Blvd/ Durham Rd. $630,000-
$910,000
S-24 Hall Blvd & McDonald St Add a southbound right-turn lane from Hall Blvd to McDonald St and a second northbound left-turn lane. This would require a second receiving lane on McDonald St.
$1,800,000-
$2,600,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
S-25 Hall Blvd & Hunziker St / Scoffins St intersection Realign offset intersection to cross intersection to alleviate congestion and safety issues. $6,750,000-$9,750,000
S-26 Pacific Highway (OR99W) Improvements
Pacific Highway (OR99W) & Dartmouth St Intersection improvements for active transportation, including bicycle lanes and improved pedestrian facilities. $8,010,000-
$11,570,000
S-27 Pacific Highway (OR99W) & I-5 Southbound Ramp Intersection improvements to maintain or improve mobility and safety for TPR compliance, such as the removal of the northbound left turn lane/signal at 64th Ave.
$900,000-
$1,300,000
S-28 King James Pl to 68th Pkwy Improve bicycle and pedestrian crossings of streets intersecting Pacific Highway (OR99W) between SW King James Pl and SW 68th Pkwy,
including the intersection of 64th Ave. Crossing treatments may include, but are not limited to: sidewalk infill, marked crosswalks, Rapid Flashing Beacons (RRFB), High-intensity activated crosswalk beacons (HAWK), curb
extensions, lighting improvements, signal changes, lane width reduction, and/or intersection reconstruction.
$9,310,000-
$13,450,000
S-29 Entire (in city) Fill in gaps in bike lanes along Pacific Highway (OR99W) and upgrade to buffered or separated facilities where warranted. Enhance bicycle crossings
of major intersections. Assumes no roadway widening.
$900,000-$1,300,000
S-30 Entire (in city) Complete gaps in sidewalk along the entire length of Pacific Highway (OR99W) within Tigard city limits. $6,580,000-$9,510,000
S-31 Scholls Ferry Rd/ River Terrace Blvd Scholls Ferry Rd & River Terrace Blvd Install a traffic signal with bicycle and pedestrian treatments. This location is a critical River Terrace Trail crossing. $1,170,000-$1,690,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
S-32 Walnut St & SW Gaarde St Walnut St & Gaarde St Add a second northbound left lane. $670,000-$970,000
Taylors Ferry Rd
121st AveTiedeman AveevA dn27Roshak RdB e e f B e n d R d
Mcdonald St
Walnut St
Dartmouth S t
Gaarde St 68th AveHun
z
i
k
e
r
R
d
150th AvePfaffle St
135th AveS c h o l l s F e r r y R d
68th Pkwy80th AveGreenburg RdOak St
85th AveRoy Rogers RdBonita Rd
Locust St
Bull Mountain Rd
Sequoia PkwyB
u
r
n
h
a
m
S
t
Barrows Rd 78th AveDurham Rd Wall StKing CityFonner StFonner St
Hall BoulevardHall BoulevardWatkins AvenueWatkins AvenueAsh AvenueAsh AvenueF
a
n
n
o
C
r
e
e
k
T
r
a
i
l
F
a
n
n
o
C
r
e
e
k
T
r
a
i
l
North Dakota StNorth Dakota St
Sattler StSattler St
Summerfield DrSummerfield Dr
Cook Park
Greenbelt
Cook Park
Greenbelt
Ki-A-Kuts Bicycle
& Pedestrian Bridge
Ki-A-Kuts Bicycle
& Pedestrian Bridge
Murdock StMurdock St
AT-27
AT-19
AT-24
AT-4
AT-8
AT-18
AT-10
AT-5
C-3
AT-3
AT-31
AT-17
AT-12
AT-32
AT-27
AT-19
AT-24
AT-4
AT-8
AT-18
AT-10
AT-5
C-3
AT-3
AT-31
AT-17
AT-12
AT-32
AT-6
AT-25
AT-14
AT-25
AT-30
AT-7
AT-21
AT-22AT-13
AT-26
AT-11
AT2
AT-29
AT-23 AT-28
AT-9
AT-6
AT-25
AT-14
AT-25
AT-30
AT-7
AT-21
AT-22AT-13
AT-26
AT-11
AT2
AT-29
AT-23 AT-28
AT-9
C-1
C-2
AT-20
AT-1
AT-16
C-1
C-2
AT-20
AT-1
AT-16
C-4C-4
AT-15AT-15
5
217
99
Active Transportationand Connectivity Projects
Figure 15
0 1 2½Miles N
Water
Railroad
City of Tigard
School
Park
Project C-2 (location TBD)
Refer to TSP projects list for project
descriptions. Project colors are assigned
to help demarcate project extents and
are for illustrative purposes only.
Projects
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Table 12. 2040 TSP Urban Upgrades & Active Transportation Projects
PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
AT-1 121st Ave Upgrade to urban standards
Tippit Pl to Whistler Lp (N) Build complete street with bicycle and pedestrian facilities. $4,050,000-$5,850,000
AT-2 Walnut St to Gaarde St Upgrade to urban standards with sidewalks and bicycle lanes. $2,160,000-$3,120,000
AT-3 North Dakota St to Walnut St Upgrade to urban standards with sidewalks and bicycle lanes. $1,728,000-
$2,496,000
AT-4 68th Ave Bikeway 66th Ave to Oak St Install protected bike lanes (buffered bike lanes and flexible delineator posts) with no roadway widening on SW 68th Ave, SW 68th Pkwy, and SW 69th Ave between SW 66th Ave and SW Oak St.
$90,000-$130,000
AT-5 79th Ave Bonita Rd to Durham Rd Fill sidewalk gaps and facilitate bicycling along 79th Ave so pedestrians will no longer be forced to share the roadway in the vehicle travel lane. $2,610,000-$3,770,000
AT-6 80th Ave Taylor’s Ferry Rd to Oak St Install bike lanes and construct sidewalks on both sides of the street from Taylor’s Ferry Rd to Oak St. $1,800,000-$2,600,000
AT-7 Ash Ave Trail connection Walnut Pl east of Pacific Highway
(OR99W) to Ash Ave
Create a new active transportation connection from Walnut Pl east of Pacific Highway (OR99W) to Ash Ave, connecting to the Fanno Creek Trail. $6,750,000-$9,750,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
AT-8 Ash Ave/100th St Greenway Scoffins St to McDonald St;
McDonald St to Murdock St
Improve SW Ash Ave between SW Scoffins St and SW McDonald St, and SW 100th Ave between SW McDonald St and SW Murdock St to
Neighborhood Greenway standards. This includes, but is not limited to, sidewalk infill, shared lane markings, speed humps, stop sign reconfiguration, curb extensions, and crossing improvements. At minimum, this project will include a Rectangular Rapid Flashing Beacon (RRFB) and marked crossing at both the intersections of SW Scoffins St and SW
McDonald St, a railroad crossing, shared lane markings, and speed humps.
$5,670,000-$8,190,000
AT-9 Ash Creek Trail Alignment Study Fanno Creek Trail to 95th Ave & Shady Ln Determine the alignment for a shared-use path from the Fanno Creek Trail to the Highway 217 Crossing at 95th Ave (see project C-1) following the
alignment of Ash Creek. Coordinate this study with the Greenburg/Tiedeman/N Dakota intersection study (Study-4), which
includes a rail-crossing.
$135,000-$195,000
AT-10 Bonita Rd
improvements
72nd Avenue to I-5 Construct a traffic signal and add a bike lane along Bonita Rd from 72nd
Ave to I-5 Bridge. $630,000-$910,000
AT-11 Bonita Rd & 72nd Ave Add a second northbound left lane from 72nd Ave to Bonita Rd. $670,000-$970,000
AT-12 Bull Mountain Rd Upgrade to Urban Standards
Benchview Ter to Pacific Highway (OR99W)
Upgrade Bull Mountain Rd from Benchview Ter (Tigard City Limits) to Pacific Highway (OR99W) to urban standards, including completing gaps in sidewalks and bike lanes. Add a crossing to connect Alberta Rider Elementary School to Elizabeth Price Park.
$18,000,000-$26,000,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
AT-13 Roy Rogers Rd to Pacific Highway
(OR99W)
Infill approximately 7,000 ft of sidewalk gaps on SW Bull Mountain Rd between Pacific Highway (OR99W) and SW Roy Rogers Rd. Sidewalks will
be at least 6ft wide and include curb and gutter. This project will also install a marked crosswalk, a Rectangular Rapid Flashing Beacon (RRFB), and median at the intersection of SW Peachtree Dr. Also install protected bike
lanes with no roadway widening on SW Bull Mountain Rd between Pacific Highway (OR99W) and SW Roy Rogers Rd. The section of Bull Mountain
Rd between Benchview Ter and Darwin Ave is in Washington County and would require coordination with the County to complete this project along the full extents.
Coordinate with Washington
County
AT-14 Dartmouth St widening 72nd Ave to 68th Ave Widen to 4 lanes plus turn lanes, bike facilities, and sidewalks between 72nd Ave and I-5 (68th Ave) to maintain or improve mobility, queuing, and safety for TPR5 compliance, such as the addition of a second westbound through lane and dedicated westbound turn lane at 68th Ave. Also
consider options for on-street parking.
$4,050,000-$5,850,000
AT-15 Fanno Creek Trail Entire Improve the Fanno Creek Trail system at various locations with upgraded facilities at the following locations: SW Hall Blvd (High-intensity activated crosswalk beacons or HAWK), SW Scholls Ferry Rd (signal), Woodward Park to SW Grant Ave (trail extension), SW Main St to SW Hall Blvd (trail
extension), Tigard Public Library to SW Bonita Rd (trail extension), SW 85th Ave to Tualatin River (trail extension). This project also includes trail repair and would bring the existing segments of the trail up to standard for width.
$7,050,000-$10,190,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
AT-16 Fonner St/115th Ave/114th Ave
Greenway
Walnut St to Bull Mountain Rd Improve SW Fonner St, SW 115th Ave, and SW 114th Ave to Neighborhood Greenway standards between SW Walnut St and SW Bull Mountain Rd.
This includes, but is not limited to, sidewalk infill, shared lane markings (2 per block), speed humps (2 per block), stop sign reconfiguration, curb extensions, and crossing improvements. At minimum, this project will
include a Rectangular Rapid Flashing Beacon (RRFB) and marked crossing at the intersection of SW Gaarde St, shared lane markings, and speed
humps.
$2,520,000-$3,640,000
AT-17 Gaarde St bikeway Pacific Highway (OR99W) to Walnut St Restripe the roadway with buffered bike lanes (no roadway widening included) on SW Gaarde St between Pacific Highway (OR99W) and SW
Walnut St.
$160,000-$230,000
AT-18 Greenburg Rd, Tiedeman Ave, and North Dakota St
Complete Streets
Greenburg Rd, Tiedeman Ave and North Dakota St
Following the completion of a circulation study (Study-4), construct the identified projects to improve circulation and bring the roadways up to urban standards with complete bicycle and pedestrian facilities.
$14,670,000-
$21,190,000
AT-19 Locust St Greenburg Rd and Hall Blvd A new crosswalk with a rapid rate flashing beacon will be constructed across SW Locust St to SW Lincoln St. A new sidewalk and upgraded bike lane will be constructed from SW 92nd Ave to Hall Blvd on the north side of Locust St.
$1,500,000-$2,160,000
AT-20 Main St Green Street Retrofit (Phase 2) Railroad tracks to Pacific Highway
(OR99W)
Provide two travel lanes, turn lanes where necessary, on-street parking, good sidewalks, and lots of pedestrian-friendly amenities on Main St from
the railroad tracks north to Pacific Highway (OR99W).
$3,690,000-
$5,330,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
AT-21 McDonald St Hall Blvd to Pacific Highway (OR99W) Widen roadway to a 3-lane complete street (with sidewalks, buffered bike lanes, and center turn lanes where appropriate) and crossing
enhancements at some locations.
$19,800,000-$28,600,000
AT-22 Murdock St. Improvements 103rd Ave to James Templeton Elementary
Construct sidewalks and minor roadway widening where required along one side of the street from 103rd Ave to James Templeton Elementary. This project will also construct a new storm drainage system.
$2,190,000-$3,160,000
AT-23 North Dakota St
(Fanno Creek) Bridge Replacement
Entire Replace bridge, with bike lanes and sidewalks. $4,950,000-$7,150,000
AT-24 Oak St Improvements Greenburg Rd to Hall Blvd A new 12' wide multi-use trail on the south side of the road from Greenburg Rd to Hall Blvd. $1,530,000-
$2,210,000
AT-25 Red Rock Creek Greenway Trail NA New trail paralleling Red Rock Creek in the Tigard Triangle. Alignment and design details subject to Red Rock Creek Trail Alignment Study to be completed in 2022. Trail will connect to Fanno Creek Trail near the Tigard
Public Library via a new rail overcrossing (see project C-4) and a crossing of Highway 217 (see project C-2)
$4,050,000-
$5,850,000
AT-26 Roy Rogers Rd Bull Mountain Rd to Beef Bend Rd Complete roadway improvements to a five lane county arterial from Bull Mountain Road to Beef Bend Road. Improvements between Scholls Ferry Road and the Urban Growth Boundary are currently under construction in
conjunction with the Willamette Water Supply PLM 5.1 project.
$8,640,000-
$12,480,000
AT-27 Taylor’s Ferry Rd Washington Dr to
62nd Ave Complete gaps in sidewalk and add bike lanes on both sides of the street
from Washington Dr to 62nd Ave. $5,970,000-$8,620,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
AT-28 Tiedeman Ave upgrade to urban
standard
Railroad Tracks to Greenburg Rd Build a sidewalk, bike lane and associated stormwater infrastructure. $810,000-$1,170,000
AT-29 Tigard St (Fanno Creek) Bridge Replacement
Entire Replace bridge, with bike lanes and sidewalk. $4,680,000-$6,760,000
AT-30 Tigard St Heritage
Trail southern extension
Main St to rail path Conduct a feasibility study to extend the Heritage trail south from its
current end point on Main St through the TriMet Park and Ride to connect with the existing rail path. This would include an improved crossing of Main St adjacent to the rail line.
$135,000-$195,000
AT-31 Walnut St Upgrade to urban standards Tiedeman Ave to 135th Ave Infill a sidewalk gaps on SW Walnut St between Tiedeman Avenue and SW 135th Ave. Sidewalks will be at least 6ft wide and include curb and gutter. Also install protected bike lanes with no roadway widening on SW Walnut St between Tiedeman Ave to 135th Ave.
$7,520,000-$10,860,000
AT-32 Watkins Ave Pedestrian Corridor Walnut St to Pacific Highway (OR99W) Infill sidewalk gaps on SW Watkins Ave between SW Walnut St and Pacific Highway (OR99W). Sidewalks will be at least 6ft wide and include curb and gutter. This project shares partial extents with a planned Neighborhood
Greenway on SW Watkins Ave between SW Park St and SW Fairhaven St.
$3,060,000-
$4,420,000
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Table 13. 2040 TSP Connectivity Projects
PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
C-1 Highway 217 Crossing at 95th 95th Ave & Shady Ln on the south side to 95th Ave on the north side of
Highway 217
A new active transportation crossing of Highway 217 from 95th Ave/Shady Ln on the south side to 95th Ave on the north side of Highway 217. This bike and pedestrian overcrossing would provide a direct connection
between the Washington Square Regional Center and Metzger area to Downtown Tigard, the Fanno Creek Trail system, and the rest of the City
south of Highway 217.
$8,100,000-
$11,700,000
C-2 Highway 217
Pedestrian/Bicycle Overcrossing
Tigard Triangle to
Downtown Tigard region, TBD
Construct a new Highway 217 overcrossing for active transportation users
connecting the Tigard Triangle with Downtown Tigard. This project may be coordinated with the Southwest Corridor Light Rail and the Red Rock Creek Trail planning efforts. The exact alignment of the overcrossing is to
be determined.
$8,100,000-$11,700,000
C-3 Ped/Bike Rail
Undercrossing at 95th Ave
Commercial St to Tigard
St This project would build a railroad undercrossing for pedestrians and
bicycles west of Pacific Highway (OR99W), connecting Grant Ave with 95th Ave.
$3,620,000-$5,230,000
C-4 Red Rock Creek Trail rail overcrossing
Wall Street to Fanno Creek Trail near Tigard Library
As part of the Red Rock Creek Greenway Trail (project AT-25), build a rail overcrossing to connect to the Fanno Creek Trail near the Tigard Library. Alignment and design details subject to Red Rock Creek Trail Alignment
Study to be completed in 2022.
$6,000,000
99
217
5
Taylors Ferry Rd
121stAveTiedemanAve72nd AveB e e f B e n d R d
Locust St
Greenburg
R
d
Mcdonald St
Walnut St
Dartmouth St
Gaarde St 68th AveHun
z
i
k
e
r
R
d
Hall Blvd150thAvePfaffle St
135thAveS c h o l l s F e r r y R d
RoshakRd 68thPkwy80th AveOak St
Durham Rd
85th AveRoyRogersRdBonita RdBull Mountain Rd
SequoiaPkwyBarrows Rd 78th AveWall StTSMO-1 and T-1
Study-7Study-7
Study-6
Study-4
Study-2Study-1Transit, TSMO, and Study Area Projects
Figure 16
0 1 2½Miles
Transit and TSMO Projects
N
Refer to TSP projects list for project
descriptions. Project colors are assigned
to help demarcate project extents and
are for illustrative purposes only.
Tigard City Boundary
Study Area Projects Study-3T-3T-2Study-5
TSMO-2
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Table 14. 2040 TSP Transit Transportation Projects
PROJECT
ID PROJECT NAME EXTENTS DESCRIPTION COST
T-1 Tigard Connector
Service in the Tigard Triangle
N & A Provide local connector service serving Tigard Triangle to Downtown Tigard, and/or
the Washington Square Mall and potential residential areas. $990,000-$1,430,000
T-2 Transit supportive treatments on Pacific Highway (OR99W)
Entire (in city) Support existing high frequency bus service on the Pacific Highway (OR99W) corridor by providing benches, shelters, and real-time information at bus stops. $540,000-
$780,000
T-3 Transit supportive treatments on Pacific
Highway (OR99W)
Entire (in city) Support existing high frequency bus service on the Pacific Highway (OR99W) corridor by implementing transit treatments such as bus queue bypass lanes and transit signal
priority at key intersections.
$4,500,000-$6,500,000
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Table 15. 2040 TSP TSMO Projects
PROJECT
ID PROJECT NAME EXTENTS DESCRIPTION COST
TSMO-1 Tigard Triangle
Adaptive Signals
N & A Upgrade signals throughout the Tigard Triangle with adaptive signal coordination
technology. $2,700,000-$3,900,000
TSMO-2 Upper Boones Ferry
Rd / Durham Rd Adaptive Signal Coordination
Upper Boones
Ferry Rd & Durham Rd
Improve arterial corridor operations by expanding traveler information and
upgrading traffic signal equipment and timings. Install upgraded traffic signal controllers, establish communications to the central traffic signal system, provide arterial detection (including bicycle detection where appropriate) and routinely
update signal timings. Provide real-time and forecasted traveler information on arterial roadways including current roadway conditions, congestion information, travel times, incident information, construction work zones, current weather conditions and other events that may affect traffic conditions. Upgrade and/or add traffic signage. Also includes ongoing maintenance and parts replacement.
$990,000-$1,430,000
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Table 16. 2040 TSP Special Study Area Projects
PROJECT
ID PROJECT NAME EXTENTS DESCRIPTION COST
Study-1 Ash Ave Railroad Crossing Burnham St to Commercial St Conduct a feasibility study to extend Ash Ave across the railroad tracks in a grade-separated bicycle and pedestrian crossing from Burnham to Commercial St. $225,000-
$325,000
Study-2 72nd Ave/Highway 217 Interchange Improvements
72nd Ave & Highway 217 Interchange
Conduct a feasibility study and identify a preferred concept for the Highway 217 interchange at 72nd Ave. As a part of this study, review recommended projects from the Tigard Triangle to assess the need for additional lanes to maintain or improve
mobility, queuing, and safety for TPR compliance, such as the addition of a second northbound right turn lane.
Key to this project is improving connectivity between the Triangle and downtown Tigard through a redesign of the interchange and assessment of multimodal
connectivity opportunities. This study would identify the type, size, and location for ways to improve north/south connectivity into the Tigard Triangle for roadway users. The preferred concept should include pedestrian and bicycle facilities consistent with
the City's design standards.
$450,000-
$650,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
Study-3 99W Study Entire Highway 99W plays an essential role in our regional and state transportation systems. This corridor links the cities of Tigard, Tualatin, and Sherwood and connects the
Portland Metro area to the greater Willamette Valley. It serves a concentration of communities of color, limited English proficiency speakers, and lower income communities. Highway 99W runs through the center of cities along the corridor,
separating residential areas from commercial areas, making it difficult for pedestrians to cross the highway. The envisioned corridor will provide opportunities for lower-wage earners to access a range of employment throughout the region. The Highway 99W Corridor Study will:
- Develop a unified vision for the corridor through extensive public and stakeholder outreach
- Assemble a list of the needs, opportunities and constraints - Conduct market analyses and identify potential investment strategies for road, transit and land use improvements - Determine how 99W and the surrounding local transportation networks should be improved and managed to balance local, regional and long-distance travel needs
- Identify transportation infrastructure projects, service enhancements and potential funding sources - Develop a strategy for economic resilience, adaptation and growth
- Identify potential land use and transportation system plan changes to build
equitable multimodal, transit-supportive communities along the corridor
$4,500,000-$6,500,000
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PROJECT ID PROJECT NAME EXTENTS DESCRIPTION COST
Study-4 Greenburg Rd, Tiedeman Ave and
North Dakota St Circulation Study
Greenburg Rd, Tiedeman Ave,
and North Dakota St
Conduct a circulation study to evaluate the proposed projects around the intersections of Greenburg Rd, Tiedeman Ave and North Dakota St. The study would
identify a preferred concept plan to improve circulation and bring the roadways up to urban standards with complete bicycle and pedestrian facilities. This study would also identify an alignment for the Ash Creek Trail connecting from Fanno Creek Trail
at North Dakota St to the new Highway 217 overcrossing at 95th Avenue.
$225,000-$325,000
Study-5 Main St Signals Study Entire Complete a feasibility study and operational analysis for potential traffic signals as
Main St/Tigard St and Main St/Commercial St. Signals would need to be coordinated with the adjacent railroad crossing.
$225,000-$325,000
Study-6 Metzger Neighborhood Circulation and
Connectivity Study
NA Conduct a circulation study to reassess street classifications, cross sections, and connectivity to better distribute traffic in the Metzger Neighborhood. Add Lincoln street description.
$225,000-
$325,000
Study-7 Upper Boones Ferry
Rd, 72nd Ave, Durham Rd Circulation Study
Upper Boones
Ferry Rd, 72nd Ave, Durham Rd
Conduct a circulation study to evaluate the proposed projects around the
intersections of Upper Boones Ferry Rd, 72nd Ave, and Durham Rd as well as the I-5 interchange on Carmen Drive. The study would identify a preferred concept plan to improve circulation and bring the roadways up to urban standards with complete
bicycle and pedestrian facilities.
$450,000-$650,000
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6.2. Citywide Programs
While a major focus of the TSP is on future
transportation capital projects, ongoing maintenance
and other citywide programs are vital to the upkeep and
improvement of Tigard’s transportation system to best
serve residents, businesses, and visitors. Key citywide
program that are critical to ensuring safe and equitable
mobility are described below.
6.2.1. Pedestrian and Cyclist
Connections Program
The Pedestrian and Cyclist Connections Program is an
annual program on the City’s Capital Improvement
Program. It focused on filling in missing sidewalks, bike
lanes, pathways, crosswalk treatments, and minor
intersection modifications. The city will be increasing the
CIP program budget to address needs in the TSP. he
projects covered under this program typically cost less
than $50,000 and may be located throughout the City.
Funds from this program can also be used to cover
matching funds for eligible grant projects benefitting
pedestrians and cyclists. The Pedestrian and Bicycle
Networks identified in this TSP provide guidance as to
where investments under this program would provide
the most value.
6.2.2. Americans with Disabilities
Act (ADA) Right-of-Way Program
This annual program implements projects from the City’s
ADA Transition Plan to provide equal access and remove
barriers to public facilities. This program focuses on
needs in the right-of-way including curb ramps and
pedestrian crossing push buttons. Projects are prioritized
based on criteria in the City’s 2019 ADA Transition Plan
and may be coordinated with the annual Pavement
Management Program.
6.2.3. Pavement Management
Program
Funded by the Street Maintenance Fee, this annual
program provides for the preservation or replacement of
the road through overlays, crack sealing, or slurry
sealing. The program also upgrades some curb ramps
when they are impacted by overlay projects. A key
element of this program is implementing low-cost
striping improvements to fille bikeway gaps. The
program rehabilitates or performs preventative
maintenance on about 15 miles of streets each year to
extend the usable service life of the pavement.
6.2.4. Traffic and Transportation
System Major Maintenance Program
The City has a large amount of deferred signal
maintenance at the traffic signals it owns and operates.
This annual program provides funding to replace signal
equipment that is outdated, poorly operating, or near
failure. Work includes items like signal head upgrades,
controller cabinets and appurtenances, and functionality
upgrades such as new controllers and detection for
vehicles, cyclists, and pedestrians.
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6.2.5. Fiber Communication
Networks Program
A fully connected and functioning fiber network allows
the City to have a connected traffic signal system to
optimize traffic flow and efficiency. In addition, it allows
for remote access to signal systems, which improves
response times to community concerns and signal issues.
This program adds conduit and/or fiber as an
opportunity response to other planned projects to help
build out the City’s signal fiber network.
6.2.6. Safe Routes to School (SRTS)
Infrastructure Improvements
The City should consider creating a new program to
implement smaller scale infrastructure improvements as
part of their Safe Routes to School Program. There are a
number of larger capital projects on the project list that
provide improved access to the City’s schools, but this
program would capture smaller spot improvements. It
could also be used to cover matching funds for eligible
grant projects benefitting SRTS.
6.2.7. Citywide Curb Space
Management Program
Cities everywhere are seeing an uptick in demand for
curb space with growth in online shopping and
associated freight deliveries, curbside pickups and drop-
offs, ridehailing through transportation network
companies like Uber and Lyft, storage for micromobility
fleet devices like bikes and scooters, electric vehicle
charging, and increased desire for curbspace activation,
via parklets and streeteries. These emerging uses are
increasingly competing for limited curb space with
traditional uses like transit access and parking. To
effectively manage this limited resource, the City should
develop a curbside management program that
inventories the City’s curbspace resources to maximize
mobility, safety, and access for the wide variety of curb
demands. The City has an agreement in place to develop
parking management strategies in the Tigard Triangle. In
addition to the Triangle parking management plan, the
City plans to establish a fully resourced citywide parking
and curbside management program to identify other
locations for parking solutions, as well as broad-based
parking policies related to parking supply and curb
management.
6.2.8. Micromobility Solutions
The range of travel options available to people is
expanding rapidly, especially as it relates to
micromobility devices such as electric bikes and scooters.
Many communities throughout the world have seen the
introduction of bikeshare and scootershare programs,
which make fleet devices available via an app. These
“new modes” offer a green and convenient alternative to
driving and are aligned with the policy objectives of this
TSP. While Tigard does not currently have a bikeshare or
scootershare program, this is likely to change in the near
future. As such, the City should develop programs and
policies to facilitate introduction of these new travel
modes, including provision of necessary infrastructure
and regulations to ensure that fleet operations fit
seamlessly within the City’s overall transportation system.
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6.2.9. Transit Infrastructure
Upgrades
While Tigard does not directly control transit service, the
City can support improved transit infrastructure in the
public right-of-way. A transit infrastructure program
would provide funds for upgrades to bus stop amenities
such as benches, lighting, and bicycle parking. This
program would also cover intersection upgrades such as
transit signal priority, bus queue jumps, and improved
bus pull outs as an opportunity response to other
planned projects. These could be used in conjunction
with TriMet funds to improve stops and signals
throughout the City.
6.2.10. On-Demand Transit
Some areas of Tigard may not have the density needed
to support a fixed route bus service. In these areas
alternative transit services such as on-demand service
organized through an app or small circulator shuttles
that pick up and drop off at key destinations could fill the
gap in transit service. Tigard should partner with
agencies to provide services like Ride Connection
(currently operating in Tigard and the Metro region) to
offer expanded on-demand transit or microtransit
services for seniors and people with disabilities in areas
that are not currently served by TriMet. There may also
be opportunities to pilot new and expanded alternative
transit services for the general population
6.2.11. Vehicle Electrification
The City was just awarded TGM grant funding to develop
an Electric Mobility Strategy. A new EV program would
fund needed future investments to support the transition
to electric vehicles. Examples include charging
infrastructure and programmatic elements such as
potential pilot programs.
6.2.12. Neighborhood Traffic
Management
Neighborhood Traffic Management (NTM) is a term that
has been used to describe traffic control devices typically
used in residential neighborhoods to slow traffic or
possibly reduce the volume of traffic. NTM is
descriptively called traffic calming due to its ability to
improve neighborhood livability. Tigard has done
extensive work in the way of testing and implementing
NTM measures such as speed humps, chokers,
pavement texturing, circles, chicanes, and other
elements. The following are examples of neighborhood
traffic management strategies that have been applied in
Tigard:
speed wagon (reader board that displays vehicle
speeds)
speed humps
traffic circles
medians
landscaping and street trees
chokers (narrow roadways in short sections)
narrow streets
closing streets
photo radar
on-street parking
selective enforcement
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neighborhood watch
curb extensions
Typically, NTM receives a favorable reception by
residents adjacent to streets where vehicles travel at
speeds above 30 mph. This program would implement
traffic management strategies throughout the City.
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Chapter 7 |
Special Planning Areas
This chapter identifies four special planning areas within
the city: Tigard Triangle, Washington Square Regional
Center, Downtown Tigard, and River Terrace. These
areas offer growth opportunities, but also face significant
transportation challenges. This chapter describes each
area, including a summary of current transportation
challenges, followed by strategies for infrastructure
investments.
7.1. Land Use Planning
Each of these areas is designated for significant housing
and employment growth. Development of commercial
and residential uses in close proximity to each other
promotes walking trips for commute trips and non-
commute travel. These opportunities can be captured by
incorporating densities, mixed-uses, design standards
and other land use strategies in the overall planning
efforts for the areas.
7.2. Parking Management
Parking management will be a critical component of
creating travel options to and from each area. Adequate
parking is essential to economic vitality; at the same time
too much parking can degrade the pedestrian
environment and unnecessarily increase impervious
surface. A review of parking requirements and parking
management measures is warranted in conjunction with
land use planning for these areas. In particular, as more
emphasis and investment is directed toward
accommodating trips made by walking, bicycling, and
transit, the amount of parking provided and how it is
managed should be modified to support the priority
purposes of each area.
7.3. Tigard Triangle
The Tigard Triangle Strategic Plan, completed in 2015,
created a blueprint for a pedestrian-oriented, mixed-use
district built around the Triangle’s distinguishing natural
features with the vision that, ultimately, the Triangle
evolves into an active, multimodal district connected to
the City and the region that attracts new residents and
businesses. To implement this vision, specific provisions
for land uses and design standards—including building
heights and massing, public and pedestrian spaces,
multimodal and circulation and parking requirements are
included in the Plan to guide development. In 2016, the
Tigard Triangle Urban Renewal Plan was created which
identifies specific goals and urban renewal projects
within the Triangle
The Tigard Triangle is bordered by Pacific Highway, I-5,
and Highway 217. Although these are three major
regional roadways, these roadways function as barriers
to access the Triangle. Access to and from the Tigard
Triangle area is a critical issue to the success of the area.
The majority of employees and customers traveling to
the area on city streets access the Tigard Triangle area
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off of Pacific Highway. There is considerable congestion
on Pacific Highway in the vicinity of the Tigard Triangle
and this congestion is forecast to worsen with regional
growth.
A second issue with the Triangle relates to non-auto
mobility/circulation to, from, and within the area. The
Triangle area as a whole is generally sloping downward
from Pacific Highway and I-5 to Highway 217. The
topography makes walking and bicycling difficult. These
conditions are exacerbated by incomplete bicycle and
pedestrian systems within the Triangle and a lack of non-
motorized connections across the major roadways that
border the Triangle.
At the broadest level, options for improving access to
and within the Tigard Triangle fall into the following
categories:
• Provide additional intersection and roadway
capacity improvements to the boundary streets.
• Increase internal connectivity as development
occurs to support a pedestrian-oriented
development pattern. Maximize existing
infrastructure investments by focusing on
parking management and travel demand
management programs.
• Build upon high capacity transit planning and
transit oriented development to increase density
and encourage non-auto trip making.
• Provide a more integrated system of
transportation options for pedestrians, cyclists,
and transit users.
Figure 17 shows the existing and planned transportation
facilities in the Tigard Triangle that improve access to,
from, and within the area. New streets, trails, and paths
are designed to complete the original street grid pattern
and provide additional circulation options for all modes
of travel. A new bridge across Highway 217 is intended
to overcome the barrier created by the Highway to
create a better connection with Downtown Tigard. The
72nd Avenue corridor study determined segment-
specific cross sections that address the competing
multimodal transportation needs along this corridor.
Another key project in the Triangle is the Red Rock Creek
Trail, a planned off-street facility running parallel to
Pacific Highway and connecting across Highway 217 to
Downtown Tigard. These projects are described in more
detail in Chapter 6.
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Figure 17. Triangle map
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7.4. Washington Square
Regional Center
The WSRC is the only designated Regional Center in the
City of Tigard. It is primarily designated for mixed-use
development and is an area of the City with significant
forecast job growth. Some of the highest job growth in
the WSRC is on the west side of Highway 217 and along
Hall Boulevard east of Greenburg Road. A plan for the
area, being updated in 2021, includes priority projects
aimed at connecting the Washington Square Mall with
the land uses on the west side of Highway 217 and east
to the Metzger Neighborhood.
The WSRC is crisscrossed by Highway 217, Scholls Ferry
Road and Greenburg Road and partially bounded by
Hall Boulevard and Fanno Creek. Travel in and out of the
area is primarily funneled through the Highway
217/Scholls Ferry Road and Highway 217/Greenburg
Road interchanges and the Scholls Ferry Road/Hall
Boulevard intersection. All of these facilities are under
the jurisdiction of either ODOT or Washington County
and currently experience significant peak hour
congestion and queuing.
The WSRC has a transit center at Washington Square
connecting it to the Beaverton, Sunset, Tigard, and Lake
Oswego, as well as the City of Tualatin and downtown
Portland. It also has a WES commuter rail station located
on the west side of Highway 217 near Hall Boulevard.
Although all of the major facilities in the WSRC have
sidewalks (with the exception of segments of Greenburg
Road), the size, traffic volumes and design of all of the
intersections and roadways within the WSRC do not
create a very desirable environment for pedestrians to
travel within the WSRC. Similarly, the absence of bicycle
lanes on Greenburg Road, and around the Highway 217
ramp terminals on Scholls Ferry Road, compromise
cycling access to the WSRC.
The WSRC is an important regional center in Tigard and
Washington County. Multi-modal access and
accommodation of growth continue to be priorities.
Options for improving access to the WSRC area fall into
the following categories:
• Provide better facilities for alternative modes,
especially pedestrians and bicycles.
• Improve internal circulation within the Mall site.
• Provide intersection and roadway capacity
improvements to improve traffic operations at
the boundary streets.
Figure 18 shows the planned improvement projects
serving the WSRC vicinity. The 1999 WSRC Plan
proposed two bridges and roadways to connect the
WSRC across Highway 217 to reduce the magnitude of
this barrier: the northern crossing extended from
Washington Square Mall Road across Highway 217
connecting to Cascade Avenue; the southern crossing
conceptually extending Locust Street across Highway 217
to Nimbus Avenue. The current plan update reviewed
the potential Highway 217 crossings in conjunction with
the development of the TSP and consolidated these
crossings into a single nonmotorized crossing at 95th
Avenue east of Greenburg Road.
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Other infrastructure improvements planned within the
WSRC include pedestrian improvements throughout the
WSRC, bicycle lanes on Greenburg Road, street
connectivity enhancements on Lincoln Street, and
intersection enhancements on Greenburg Road and Hall
Boulevard. Specific project considerations can be found
in the TSP project list.
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Figure 18. WSRC map
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7.5. Downtown Tigard
The City of Tigard is committed to creating a downtown
that is active, has a compact urban form and provides
multi-modal access and circulation. Public investments
and planning activities for downtown are intended to
provide a catalyst for economic development. Significant
growth in Downtown Tigard is planned for both
employment and housing uses.
Downtown Tigard is primarily located south of Pacific
Highway between Hall Boulevard and Fanno Creek but
also extends north of the Pacific Highway near
Greenburg Road and Hall Boulevard. Pacific Highway
and Hall Boulevard are the primary access routes to the
downtown area. Pacific Highway currently experiences
significant peak hour congestion and queuing which also
impacts travel on Hall Boulevard. The Pacific Highway
viaduct over the railroad tracks creates a grade
separation between Pacific Highway and Main Street and
limits both access and visibility to the Downtown Tigard
from the highway.
Downtown Tigard has a transit center which connects
riders to the Beaverton Transit Center, Sherwood, Lake
Oswego, Tualatin, and downtown Portland. The Tigard
Transit Center is also served by WES Commuter Rail. The
existing transit service available to Downtown Tigard,
combined with future plans to provide high capacity
transit from Portland to Tualatin with stops in central
Tigard, position Downtown to have transit service that
can support increased employment and residential
growth in the area despite existing congestion along
Pacific Highway.
Although Pacific Highway and Hall Boulevard have
sidewalks and bicycle lanes (with the exception of a few
gaps in the sidewalk system on Hall Boulevard), the lack
of local and collector street connectivity and existing
roadway geometry within the Downtown Tigard area do
not create a very desirable environment for pedestrians
and bicyclists to travel within the downtown.
At the broadest level, options for improving access to
the downtown area fall into the following categories:
• Improve local and collector roadway
connectivity to and within Downtown Tigard.
• Provide better facilities for alternative modes
(transit, bicycles, pedestrians, etc.).
• Enhance intersection capacity on Pacific
Highway to increase the ability to cross and
access Pacific Highway from Walnut Street,
Greenburg Road and Hall Boulevard.
To address these issues, the City prepared a City Center
Urban Renewal Plan (updated 2021) which identified a
more complete system of streets and pathways to
improve multi-modal access to, from and within the
Downtown Mixed Use Central Business District.
Connectivity and circulation improvements, including
new road and pathway connections within and adjacent
to the downtown area were identified and can be seen in
Figure 19. These improvements are intended to foster
creation of smaller block sizes, efficient routes into and
within downtown, and new streets to accommodate and
encourage downtown development as well as to solve
some existing connectivity issues, such as access across
railroad tracks.
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Figure 19. Downtown Tigard
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7.6. River Terrace
River Terrace is a 500-acre greenfield development on
the western edge of the City. Annexation was completed
in 2013 and the community plan for River Terrace 1.0 was
adopted in 2015 with significant development following
soon afterwards. The community plan includes new
streets, the River Terrace Trail, and local community
parks. This plan covered the first phase of development
at River Terrace. Concept planning for the second phase
of River Terrace is currently underway.
The first phase of River Terrace is generally bounded by
Scholls Ferry Road to the north, a point halfway between
Bull Mountain Road and Beef Bend Road to the south,
Roshak Road/ 150th Avenue to the east, and Roy Rogers
Road to the west. New development along Roy Rogers
Road spurred expansion of the roadway and the
addition of new sidewalks and bike lanes. To the east
and west of Roy Rogers Road will be a connected
network of streets and shared-use paths providing on-
and off-street connections to schools, parks, housing,
and shopping. Primary street connections to Roy Rogers
Road for those driving in the River Terrace area will be
via Lorenzo Lane, Bull Mountain Road, and a new street
located midway between Bull Mountain Road and Beef
Bend Road.
New roadways within River Terrace are expected to meet
urban standards for walking and bicycling infrastructure.
However, no transit connections are planned for the
development, which limits the ability of residents to
travel outside the area by non-auto modes.
Options for improving access to the River Terrace area
fall into the following categories:
• Provide complete facilities for alternative modes,
especially pedestrians and bicycles.
• Build a street grid that promotes internal
circulation within the River Terrace site.
• Provide intersection and roadway capacity
improvements to improve traffic operations at
the boundary streets.
Figure 20 shows the plan area and new connections
within the development. While some of these have since
been completed, such as sections of River Terrace
Boulevard, the streets and intersection improvements
not yet completed are included in the TSP project list
described in Chapter 6.
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Figure 20. River Terrace
2040 Transportation System Plan
Chapter 8 |
Implementation Plan
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Chapter 8 | Implementation Pla
8.1. Programmatic and Code
Changes
The TSP establishes a vision for the City to work towards,
with the most visible goal posts being the modal plans
and TSP project list. However, reaching these goal posts
will require modifications to the City’s Development
Code, Engineering Standards, Transportation System
Development Charge Program; and other key policies.
The following summarizes the recommended
programmatic and code changes as part of the TSP
update, but more details on these recommendations are
provided in the Technical Appendix in the form of
memoranda.
8.1.1. Development Code
Title 18 is the Development Code for the City of Tigard.
Subsection 910 provides guidance for the improvement
of streets and will require updates to align with this
direction provided in this TSP. Specific changes include:
Replace all TSP references to Tigard on the
Move, 2040 TSP.
Update guidance for street cross-sections,
including recommendations for lane widths and
inclusion of parking and bicycle facilities in text,
tables, and figures to align with the
recommendations and policy direction of this TSP
Update characterization of Hall Boulevard to
reflect the jurisdictional transfer
8.1.2. Engineering Standards
Roadway design standards dictate how new
transportation facilities need to be built. This includes the
roadway cross-section elements, such as lane width and
inclusion of sidewalks, as well as provision of off-street
parking, and streetscape elements. These can be found
in the City of Tigard’s Public Improvement Design
Standards, which are currently under revision, and the
City’s Development Code. Both the state and Metro have
a number of guidance documents when updating the
cross-sections, including the ODOT Highway Design
Manual, ODOT Blueprint for Design, Metro Designing
Livable Streets, Oregon Bicycle and Pedestrian Plan
(OBPP) and Regional Active Transportation Plan (ATP).
To reflect the policy direction of this TSP, updated
standards should reflect more comprehensive bicycle
and pedestrian facilities; traffic calming features, and
curb zone features that respond to more robust use of
the curb for freight deliveries, drop off/pick up, storage
of micromobility fleet devices like electric-bikes and
scooters, electric vehicle charging, and curb space
activation, such as streeteries and parklets.
Metro also provides roadway design guidance in its 2018
RTP. This guidance applies to roadways that fall under
Metro’s Regional Motor Vehicle Network. Within Tigard
this includes several roadways: Highway 217 and I-5 are
identified as throughways, Pacific Highway is identified as
a major arterial, and several other roadways are
identified as minor arterials. The City should continue to
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coordinate with regional entities to ensure that design
guidance for these regionally significant facilities
continues to support the policy goals of this TSP.
8.1.3. Transportation SDCs
As Tigard grows, SDCs will continue to be an important
source of funding for capital projects. As part of this TSP,
the City is evaluating its current SDC program to ensure
it aligns with the goals of the TSP and the City’s Strategic
Plan. Key updates to the SDC program include the list of
projects it funds to align with the 2040 TSP project list
and ensuring the program’s structure supports strategic
goals like housing affordability and encouraging travel
by walking, bicycling, and transit modes.
8.1.4. Other Key Policy Shifts
Beyond projects, the TSP recommends several other
policy shifts that will need to be adopted as part of
Tigard’s Comprehensive Plan. These include:
Citywide expansion of 20 mph speed zones on all
local class and high-priority neighborhood class
streets
Updates to speed limits on streets listed in
Chapter 4 of this TSP
Updates to functional classification of streets
listed in Chapter 4 of this TSP
Establishment of fully resourced citywide parking
and curbside management program
10 Oregon Global Warming Commission 2020 Biennial Report. https://www.keeporegoncool.org/reports/
Establishment of fully resourced neighborhood
traffic calming program
Designating certain areas of Tigard as Multi-
Modal Mixed Use Areas (MMAs). This concept
allows the City to exercise more flexibility in
balancing the mobility needs of cars with non-
auto modes. This designation has been
discussed for Downtown, but may be appropriate
for other areas such as WSRC and the Triangle.
8.2. Greenhouse Gas Reduction
Measures
According to the Oregon Global Warming Commission 10,
almost 36 percent of Oregon’s total GHG emissions
derive from transportation. Transportation emissions can
be reduced by improving the emissions profile of the
vehicle fleet, such as switching to more electric vehicles,
or by reducing vehicle miles traveled (VMT) and
encourage mode shifts from single-occupancy vehicles
to shared (e.g., transit) or active modes of transportation
(e.g., bicycle). This shift to more active transportation
modes aligns with the City’s updated strategic vision to
be an equitable community that is accessible, walkable,
and healthy for everyone. Implementing policies and
programs to reduce GHG emissions will support the
City’s goal to be carbon neutral by 2035. It also creates a
healthier community and reduces the burden that
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pollution and climate change, driven by GHG emissions,
often have on BIPOC and low income communities.
There are a number of transportation measures that
Tigard could implement to further its GHG reduction
goals. These measures are pulled from the Handbook for
Analyzing Greenhouse Gas Emission Reductions,
Assessing Climate Vulnerabilities, and Advancing Health
and Equity 11, which is discussed in more detail in the
Technical Appendix.
Implement Commute Trip Reduction Program
(Voluntary)
Implement Commute Trip Reduction Program
(Mandatory Implementation and Monitoring)
Implement Commute Trip Reduction Marketing
Provide Ridesharing Program
Implement Subsidized or Discounted Transit
Program
Provide Employer-Sponsored Vanpool
Price Workplace Parking
Provide Community-Based Travel Planning
Implement Employee Parking Cash-Out
Provide Electric Vehicle Charging Infrastructure
Implement Market Price Public Parking (On-
Street)
There are ten measures related to Commute Trip
Reduction (CTR) programs, including implementation of
voluntary (up to 4% GHG reduction) or mandatory (up to
26% GHG reduction) CTR programs. Tigard does not
11 August 2021 Public Review Draft. https://www.airquality.org/ClimateChange/Documents/Ha
ndbook%20Public%20Draft_2021-Aug.pdf
currently require new development to offer commuter
benefits, though the City has an internal commuter
benefits program for its employees. The Oregon
Department of Environmental Quality mandates that
employers with more than 100 employees provide
commute options to encourage employees to reduce
auto trips to the work site. Regionally, the Westside
Transportation Alliance is the only Transportation
Management Association in Washington County and a
2017 Travel Options Assessment identified that expanded
travel options programs are needed.
There is an opportunity for the City to review its
development code and determine if it should require or
encourage Trip Reduction Programs in new employment
locations that do not qualify under the DEQ mandate or
in housing developments.
Provision of Electric Vehicle Charging Infrastructure
could be accomplished either through the City siting
these in public locations, or by requiring or encouraging
private development to incorporate EV charging on their
sites. The City has installed two chargers – one at the
Tigard Public Library and one at City Hall – but could
greatly expand these efforts. On-site chargers have an
estimated 11.9% mitigation of GHG emissions and while
EVs are currently more expensive than conventional
vehicles it is expected that this will not be the case in the
future. The City’s upcoming EV Strategy Plan will explore
this particular mitigation in more detail.
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Implementing Market Price Public Parking could be
incorporated into the City’s parking management
program for specific areas of the City. This measure can
have a GHG emission reduction of up to 30 percent and
can incentivize the use of alternative transportation
modes, especially when used in areas with a walkable
street grid, high density residential uses, and robust
transit options. Areas such as Downtown Tigard and the
Tigard Triangle may be good candidates for parking
pricing, especially as the trail system continues to be built
out, density increases, and high capacity transit is
planned.
8.2.1. Lighting and Landscaping
There are five measures for GHG reductions that are not
directly related to transportation but that could be
accomplished in conjunction with planned transportation
projects:
Require Higher Efficacy Public Street and Area
Lighting
Replace Incandescent Traffic Lights with LED
Traffic Lights
Design Water-Efficient Landscapes
Create New Vegetated Open Space
Expand Urban Tree Planting
As a transportation project is developed, the associated
landscaping and lighting can be planned to further the
City’s GHG reduction goals.
8.3. Emerging Technologies
Currently, there are several emerging transportation
technologies and trends that the City must plan for
during the 20-year TSP planning period:
Micromobility services (including their impact on
first-mile, last-mile trips)
Electrification
Shared Mobility (e.g. car share programs) and
Ride Hailing
Autonomous Vehicles (AV) and Connected
Vehicles (CV)
Mobility as a Service (MaaS)
Big Data (public-private partnerships, deep
learning and artificial intelligence systems to
predict traffic patterns, congestion, and roadway
safety)
Shifts in parking need and behavior
While it is not yet necessary to identify exactly how the
City will address each emerging transportation
technology, it is prudent to identify emerging issues,
discuss the reasonably expected impacts on Tigard’s
transportation system, and identify the various options
for incorporating them to obtain the most benefit for the
community. In some cases, the future technologies can
drastically benefit local jurisdictions, but in other cases,
future technologies and trends can have negative
impacts on communities.
This section briefly discusses micromobility,
electrification, shared mobility, and the long term
forecast for AV and CV technology. This is due to the
imminent nature of these technologies arriving in Tigard
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and the fact that they could have the biggest impact on
Tigard’s transportation system and thus warrant deeper
discussion and planning. Tigard can explore ways to
encourage new mobility services in the City, but also put
policies in place early to manage them as these users are
added to City streets.
8.3.1. Shared micro-mobility
Shared bicycle and scooter programs reduce the need to
own and maintain a personal bicycle, provide flexible
options for residents and visitors to travel, and help
connect riders to transit. These programs are already in
place in Portland, run by private companies, and at this
time all active programs use electric bicycles and
scooters. The City should work toward implementing
shared micro-mobility solutions such as electric scooters
and electric bike share within the City, especially in
denser areas that can support these programs such as
Downtown and the Tigard Triangle. Putting electric
vehicle charging infrastructure in place to support these
services can be done in conjunction with plans for
electric vehicle infrastructure.
8.3.2. Electrification
Personal electric vehicles have been available to the
public for some time, and while conversion from
traditional to electric vehicles may not reduce SOV trips,
it can have positive environmental impacts that further
the City’s goals. While the City cannot control electric
vehicle ownership, it can encourage the use of electric
vehicles with the installation of more charging stations
and encouraging new development to install charging
stations on their property. These strategies and others
will be explored in the Electric Mobility Strategy.
8.3.3. Car Sharing and Ride Hailing
A host of new mobility options have entered the
transportation scene since the last TSP. These include
on-demand and/or shared vehicles that can help to fill
mobility gaps for Tigard residents. Transportation
Network Companies (TNC’s), also known as ride hailing
companies, are on-demand vehicles reserved through a
smartphone app that provide door-to-door
transportation. Car sharing is a system of on-demand car
rentals where the vehicles are located throughout the
service area and individuals can rent them through the
computer or an app for a few hours up to a few days.
TNC companies already operate in Tigard, but at this
time there are no car sharing companies operating in the
City.
These services reduce the transportation barriers for
individuals that don’t own a vehicle, make it easier for
households to choose not to own a vehicle, and provide
flexibility and access to a variety of travel modes. As
discussed in Chapter 5, Tigard recently entered an
agreement with the City of Portland for administration of
licensing and fees for ride hailing services operating in
the City, which will provide a new source of revenue for
City projects.
8.3.4. Autonomous Vehicles (AV)
and Connected Vehicles (CV)
The Tigard TSP outlines the path for investments in the
Tigard’s transportation system through 2040, but the
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commitment to improving the system does not end
there. AV and CV technology is still being tested, and
there are a wide range of predictions for when it will be
mainstream but planning for it extends beyond the 20-
year TSP horizon.
AV and CV technology can transform how cities manage,
operate, and invest in their streets. Given the
revolutionary potential of AVs and CVs, the City of
Tigard should do its best to prepare for the future arrival
of this technology on city streets.
AVs and CVs could result in significant changes in travel.
Specific AV and CV impacts on the City of Tigard may
include:
Reduced potential for collisions
Traffic flow benefits
Increased access and travel options
Increase in VMT
Reduced parking demand
Increased curb activity (i.e., pick-ups/drop offs)
Potential for redevelopment in commercial areas
of the City due to reduced parking demand
Increase in neighborhood cut-through trips
Decreased transit ridership
8.3.5. How the City of Tigard Can
Prepare for Emerging Technologies
Outlining a pathway to address new transportation
technologies will prevent a reactionary approach and
reduce the risk of being caught “flat-footed” when the
technology reaches Tigard. Such a proactive approach
will ensure that the City can minimize negative impacts
while ensuring that the community benefits from the
technology.
Tigard should consider undertaking some or all of the
following steps in the near- and mid-term to prepare for
the arrival of new transportation options:
Begin community and stakeholder engagement
early to allow time for everyone to understand
what the impacts will be from these technologies
and the tools available to cities for addressing
them.
Track and monitor federal and state
developments and lobby and advocate for
Tigard’s interests.
Plan infrastructure needs and build data and
computing capacity.
Work with Metro to accommodate the data,
communication, and computing needs of
vehicles in the future.
Consider expanding the existing fiber optic
network in priority areas to replace existing
copper wire based networks.
Develop an inventory of AV-ready assets, asset
gaps, and future upgrades that may be
necessary.
Consider land use impacts and whether new
technologies will put pressure on the suburban
character of Tigard, given that some will allow
people to live further from job centers.
Plan for impacts to transit. AVs and CVs are
expected to make it easier to travel by car, which
will potentially reduce transit ridership, while
shared micro-mobility could be sited to connect
more people to transit.
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Regardless of the methods taken to prepare for the
arrival of new technology, any level of preparedness will
greatly serve the Tigard community.
8.4. Transportation Planning
Toolbox & Tracking Our
Progress Over Time
As the City anticipates growth over the next 20 years, it
must find solutions to manage the impacts on the
transportation system. Increases in roadway capacity
through widening existing roads or constructing new
roads are often prohibitively expensive in terms of
construction costs, right of way acquisition and impacts
to adjacent properties. While expansion of roadway
capacity is a component of the 2040 TSP, a greater
emphasis is placed on measures to manage the existing
roadway system and to increase the convenience and
viability of active transportation modes.
A range of alternative solutions to traditional roadway
widening projects were considered during the
development of the 2040 TSP. They include solutions to
enhance the quality and availability of pedestrian,
bicycle, and transit systems to shift travel demand toward
a more balanced system. Also included are measures to
improve the traffic operations on the existing system.
Preparing for the Future
Although internal combustion energy (ICE) powered motor vehicles represent the primary mode of travel in Tigard today, significant change is projected within the 2040 TSP horizon. To meet Tigard’s ambitious land use plans and support a transition to a more climate-friendly transportation system, significant increases in walking, bicycling, and transit mode shares are essential. Similarly, Tigard’s transportation investments must support the transition to electric-powered mobility solutions. This will be accomplished through building and maintaining effective infrastructure for active modes.
Transit Investments: Public Transit Connections
Tigard has an opportunity to gain federal, state and regional investments for significant transit improvements. While the Southwest Corridor Light Rail Line has been stalled, the City can still plan the system to ensure that future land development, transit access and local circulation will support transit investments. Additionally, the rise of flexible transit options such as first/last mile connector shuttles, circulator shuttles, and on-demand transit provide opportunities to expand transit access outside of fixed route service.
Connectivity and Circulation: Local Mobility
Connectivity in Tigard is severely challenged by Highway 217, I-5, and the railroad as well as Fanno Creek, Bull Mountain, and other natural features. These challenges are exacerbated by a built environment that precludes efficient connections through the prevalent use of cul-de-sacs and other dead-end streets. One of the priorities of the 2040 TSP is to identify and preserve potential opportunities for future connectivity improvements in order to protect and maximize the function of the existing transportation network.
Land Use Patterns: Developing for Efficient Transportation
The types, intensities and locations of different land uses are major determinants of travel patterns. Land use patterns in the City of Tigard and surrounding areas are suburban in character, with residential areas separated from commercial areas and a relatively low density of development overall. This development pattern results in travel demand that is highly directional according to typical weekday peak periods. Tigard has adopted plans for a more compact urban form in several areas including Downtown, the Tigard Triangle, and the Washington Square Regional Center (WSRC). The 2040 TSP supports such land use strategies to mitigate the strain on the roadways by shortening home-to-work trips, supporting transit service, and making walk/bike trips more viable for work, shopping and other activities.
County and Regional Partnerships
Facilitating partnerships with other regional agencies provides opportunities for joint funding, also many roadways/facilities cross jurisdictional boundaries so a continuous, well connected system relies on cooperation. Examples of this are Pacific Highway (OR 99W) which is an ODOT facility that crossing numerous cities; the planned Upper Boones Ferry Road/Durham Road/72nd Avenue circulation study; and ongoing development in River Terrace.
Transportation Planning Toolbox
TIGARD ON THE MOVE | 2040 Transportation System Plan
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8.5. Systemwide Performance
Measures
Systemwide performance measures are used to
understand how progress on projects and policies
translates into progress on TSP goals. The TSP is a living
plan and the measures are used as checkpoints to
understand where progress is occurring and not
occurring, so that redirection can occur, if necessary.
Table 17. Potential Systemwide Performance Measures
TSP GOAL POTENTIAL SYSTEMWIDE PERFORMANCE
MEASURE
Providing a safe, comfortable, and connected
transportation system for all users, especially
pedestrians and other vulnerable users.
Miles of pedestrian and bicycle facilities constructed
each year
Downward trend in serious/fatality collisions and those
that involve a pedestrian or cyclist.
Percent of streets that meet Complete Streets criteria
Supporting environmental and community health by
reducing our carbon footprint, minimizing impacts to
natural resources, and addressing unequal health impacts
of our transportation system on low-income communities
and communities of color.
Implementation of greenhouse gas reduction strategies
Downward trend in VMT per capita
Improving quality of life for all, particularly historically
marginalized and underserved communities, by providing
access to jobs, schools, and essential services with
convenient and affordable travel options.
Percentage of population with access to:
Comfortable walkways and bikeways
Local and regional transit
Percent of community with a 10-minute walk of a
developed park
Percent of residents living within walking distance of
essential services
Creating livable neighborhoods that are designed to
improve multimodal connections while discouraging
unsafe interactions, such as speeding.
Reduction in speeding complaints
Annual implementation of citywide traffic calming
program
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Table 17. Potential Systemwide Performance Measures
TSP GOAL POTENTIAL SYSTEMWIDE PERFORMANCE MEASURE
Supporting economic vibrancy by accommodating the
movement of people and goods and creating equitable
opportunities for economic development throughout
Tigard.
Percent of Tigard neighborhoods that are “20-minute”
neighborhoods
Making the most of transportation resources by
leveraging funding opportunities, not overbuilding our
system, and making investments that reduce ongoing
system maintenance and preservation costs.
Number of projects funded by SDCs
Amount of grant funding received
Percent of roadways that meet maintenance service
standards
City of Tigard
December 6, 2021
2040 TSP
Planning Commission Public Hearing
Purpose of Hearing
•Review proposed update to the Transportation System Plan (TSP)
•Review proposed amendments
•Consider public testimony
The Transportation
System Plan
TIGARD ON THE MOVE,the City of Tigard’s 2040 Transportation System
Plan (2040 TSP) charts a roadmap for providing equitable mobility in our
community over the next 20 years.
The Transportation System Plan is an ancillary document to Tigard’s
Comprehensive Plan
TIGARD ON THE MOVE,the City of Tigard’s 2040 Transportation System
Plan (2040 TSP) charts a roadmap for providing equitable mobility in our
community over the next 20 years.
The 2040 TSP Serves As:
A blueprint for transportation investments
A coordination tool with regional agencies & local jurisdiction
An important component of prudent & effective land use choices
A compilation of existing & future transportation needs related to
pedestrians, bicycles, transit, automobiles, freight & emerging
technologies.
“Tigard’s transportation
system advances our
Strategic Vision to be an
equitable community that is
accessible, walkable, and
healthy for everyone.”
2040 TSP Vision and Goals
Key Themes
Key Themes
Completing Our Streets to Serve Everyone
•Recognize that our streets play host to more than just cars.
•We can do this by:
✓Completing the system for walking and biking
✓Reviewing speed limits
✓Making the most of 2-3 lane cross sections where planned 5-lane sections would drastically
increase costs and impact neighborhoods and conditions for active transportation
Key Themes
Breaking Connectivity Barriers with OR-217 Crossings
•Prioritize two new active transportation crossings of OR-217:
✓SW 95th Avenue
✓Tigard Triangle
•Adequate vehicle connections into the Triangle are also considered
Key Themes
Continuing to Invest in Our Trail System
•Moving forward with key projects:
✓Closing gaps and improving roadway crossings on Fanno Creek trail
✓Design and construction of the Red Rock Creek Trail
✓Modernization/upgrades to existing trails
Key Themes
Highlighting Bottleneck Issues & Roadway Alignment Opportunities
•Thinking systemically and improving circulation by advancing needed transportation
studies to identify right-sized solutions at locations such as:
✓North Dakota Street/Tiedeman Avenue/Greenburg Road area
✓Scoffins Street/Hunziker Street alignment at Hall Boulevard
Key Themes
Partnering on Regional Mobility Solutions
•Many important improvements aren’t fully within Tigard’s jurisdiction, such as:
✓Upper Boones Ferry/72nd Avenue/Durham Road Circulation Study
✓99W Regional Investment Strategy
✓Bull Mountain Corridor upgrades
✓Partnering to improve transit access, speed & reliability
•These projects require regional coordination, but Tigard can be a leader in carrying
these efforts forward
Public Involvement
Public Involvement
Public involvement for the development and review of the 2040 TSP
was achieved in several ways:
•Involvement by citizens on the Community Advisory Committee (CAC)
•Targeted digital and printed advertisements
•Assistance and review by agency representatives on a Technical Advisory Committee
(TAC)
•Public hearings as part of the adoption process
•Virtual events and online surveys
Transportation Needs and Infrastructure Improvements
New Sidewalk Prioritization
Bike Network Improvements
Transit System Improvements
Modal Plans & Projects
Modal Plans
•Pedestrian
•Bicycle
•Motor Vehicle
•Transit
•Freight
Constrained Project List by Mode
Project List By Cost
Implementation
Activities
Implementation Activities
In addition to projects and program, the TSP recommends several
additional activities and topic areas to support implementation:
•Vehicle and transportation system electrification
•Transportation sector GHG reduction strategies
•Posted speed zone reductions on several roadways
•Future TSDC methodology updates to support city affordable housing objectives
•Future Tigard Development Code updates
•Micro-mobility transportation options
•Curbside management and parking
Proposed Amendments
Proposed Amendments
•Comprehensive Plan
•Chapter 12: Transportation
•Development Code
•Minor updates to Chapter 18.660
Proposed Amendments
•Comprehensive Plan: Chapter 12
•New and updated language
•Updated overarching goals
•References, rather than lists detailed policies
•Updated findings
Proposed Amendments
•Development Code: Minor updates to 18.660
•Cross sections and right-of-way requirements for SW 72nd
Ave within the Tigard Triangle
•Bike Parking, access, above ground utilities, screening, other
minor housekeeping changes
Potential Future Amendments
•Updated cross sections for all roadways
•Changes to off-street parking standards
•Bicycle parking at transit facilities
•Notice to transportation agencies
•Traffic impact analysis refinements
•Significant effect on state facilities
•Vehicle electrification
•Mobility hubs
Staff Recommendation &
Decision Alternatives
Staff Recommendation
•Recommend approval to City Council to adopt the 2040 TSP as an
ancillary document to the Comprehensive Plan
•Recommend approval to City Council of the proposed
Comprehensive Plan Amendment (CPA-2021-00006)
•Recommend approval to City Council of the proposed Development
Code Amendment (DCA-2021-00004)
Decision Alternatives
•Recommend approval to Council with no changes.
•Recommend approval to Council with minor changes.
•Continue hearing to a date certain to consider public comments or
major changes.
Next Steps
Next Steps
•Public Hearings
•Planning Commission reviews (December 2021) and City
Council considers (January 2022) adoption of 2040 TSP, and
amendments to Comprehensive Plan and Development
Code.
•2022 and beyond: Plan Implementation
Thank you
Good Evening
My name is George Brandt. I am a member of the Tigard Transportation Advisory Committee. I
have lived in Tigard for about 9 years now, and my wife was raised in Tigard. I have served the
committee since 2017.
As a member of TTAC, I also served on the Transportation System Plan (TSP) Update Project -
Community Advisory Committee. I am here tonight to support the adoption of the 2040 TS P
and the related amendments to the city's Comprehensive Plan and Development Code.
In my time serving the City of Tigard, pedestrian and bicycle safety have been my primary
interest. I am especially concerned with pedestrian and bicycling infrastructure a round Tigard’s
schools. The 2040 TSP increases the focus on creating livable neighborhoods that are designed
to improve multimodal connections while discouraging unsafe interactions. The 2040 TSP also
recognizes the importance of working on filling in Tigard’s sidewalk and bicycle infrastructure to
create high comfort and low-stress bicycle and pedestrian facilities.
For these reasons, I support the adoption of the 2040 TSP and the related amendments to the
city's Comprehensive Plan and Development Code.
Thank you.
Good Evening
I am Ruth Harshfield, Chair of the Tigard Transportation Advisory Committee. I am a long time
resident of Tigard, moving here in 1989. My career included many years working statewide to
promote transportation safety.
As a member of TTAC, I also served on the Transportation System Plan (TSP) Update Project -
Community Advisory Committee. I have found this process to be very positive. I am here
tonight to share my support for the adoption of the 2040 TSP and the related amendments to the
city's Comprehensive Plan and Development Code.
Through the CAC meetings I found that many of the key findings identified compliment the
opinions of TTAC members. We often discuss the fact that although motor vehicle travel will
continue to be the primary mode of travel, creating better opportunities for alternative modes is
essential. We want to see improved connectivity in the existing system, and a change to land use
patterns to shorten home-to-work trips, support transit and make walking and biking more viable
to reduce congestion. We are concerned with the potential negative impacts to neighborhoods
and active travel modes of widening roadways to improve traffic flow, there needs to be a
balance. High comfort and low-stress bicycle and pedestrian facilities are seen as vital while
transit service is viewed as an alternative to private automobile travel. We are very aware that
funding is limited and transportation improvements require strategic investment to maximize the
value for all people who use the transportation system.
The Goals of the 2040 TSP also resonate with TTAC including:
• Supporting environmental and community health by reducing our carbon footprint,
minimizing impacts to natural resources, and addressing unequal health
impacts/outcomes of our transportation system.
• Improving quality of life, by providing access to jobs, schools, and essential services with
convenient and affordable travel options.
• Creating livable neighborhoods that are designed to improve multimodal connections
while discouraging unsafe interactions.
• Supporting economic vibrancy by accommodating the movement of people and goods
and creating equitable opportunities for economic development.
• Making the most of transportation resources by leveraging funding opportunities, not
overbuilding our system, and making investments that reduce ongoing system
maintenance and preservation costs.
Dave Roth and the staff and consultant team that worked on this plan have developed a new
strategic vision for Tigard’s future, emphasizing developing a multi-modal transportation system
that is safe, walkable, healthy, and accessible for everyone. As a long-range planning tool for
Tigard it will ensure our transportation system can meet community needs. For these reasons, I
support the adoption of the 2040 TSP and the related amendments to the city's Comprehensive
Plan and Development Code.