Ordinance No. 75-55 CITY OF TIGARD, OREGON
ORDINANCE No. 75 - 7
AN ORDINANCE ADOPTING NEIGI�PURPODESPLANNING
OBJECTIVESORGANIZATION
CHAPTERNUMBER7
THREE TO THEREBY ATTAIN THE
AND 227 ORS INSOFAR AS APPLICABLE WITH RESPECT TO THE NEIGHBORHOOD
NUMBER THREE SUPERSEDING
PLANNING ORGANIZATIONBY ORDINANCE
THAT PORTION OF THE TIGARD TYLI�AASADOPTE
NO. 73-6: HERETOFORE APPLICABLE TO THE SAME AREA, AND FIXING AN
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THE CITY OF TIGARD ORDAINS AS FOLLOWS: 4
Sect_ ion l: The City Council finds
andthat
guidanceTofaNei.ghbrd orhoodCPlaannirgni r
with the assistance
Organization Number Three, the planning staff, and the response of
citizens given in public hearing, heretofore submitted to the City
Council documents comprising a plan map and text entitled "Preliminary F
Draft of the Neighborhood Planning Organization Number Three Neighbor-
hood Plan" , dated October 13, 1975. Y'
Section 2: That the City Council further finds that said documentary
presentation has, as its base and background, a thorough
elif of traffic coneti
study of the needs of area for the
conditzons establishmentsofon, a
betterment of housing and
land use patterns with basic concepts for the future growth, develop-
ment and be of the neighborhood area, including asystem
eor
l
tation facilities, as well as c
of streets, parks and transpor
the promotion, development and regulation of industry and thee
economic .
needs of the community, and includes a study and proposal, in general
terms, of such media as may be advisable for promotion of the public 4
interest, health, morals, safatyandosaidtdocum ntiisCattunede and to
eare of
Comply
the neighborhood planning are ,
with the requirements of a comprehensive plan as contemplated by Chap-
tens 227 and 197, ORS: to the extent applicable.
` Section 3: The
Council further finds that, after due and legal notice,
a public hearing was held in the Lecture Room of Fowler t
Junior High School, Tigard, Oregon, on October 20, 1975, at 8x00 P.M.
b the City Council, at which time an oral
was given, and apresentation and pictorial
display of the Plan all interested persons were afforded
respect thereto and to comment
an opportunity to be heard with thereon.
Section 4:
In furtherance of the above findings, the City Council
hereby determines that the Comprehensive Land Use Plan
nt
denoted "Neighborhood Planning Organization Plan Number Three" con-
stitutes an appropriate and desirables guide for orderly de
does, a land see
of the lands thereby affected, including,i g,
and traffic circulation map dated December 1, 1975, marked Exhibit
"All and an accompanying Plan-Text, all of which is hereby adopted
and promulgated as the comprehensive plan for the area involved to
- ' provide a basis for present and future guidance in zoning, sub-
division, partitioning and regulatory planning of the area. E
Section 5: This Ordinance shall be effective on and after the 31st
day after its passage by the Council and approval of
the Mayor.
PASSED: By majority vote of all Council members present, after
being read three times by number and title only, this
day of
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Recorder - .City of T' ~rd
APPROVED: By the Mayor this 15thClay of December , 1975.
Mayor - City of Tigard,/
t
Y
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(2) - Ordinance No. 75-
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MARCH 8
;,1990
CITY OF TIGARD
{ P. O. Box 23557
12420 S. W. Main
Tigard,Oregon 97223
NEIGHBORHOOD PLAN #3
For the Derry Dell - Foot of Bull Mountain Neighborhood
Adopted by City Council - December 1975
i
The attached plan represents a seven month effort by the
NPO membership and the City Planning Staff. This document and
the plan map have been adopted by the Tigard City Council (by
ordinance) as the official City comprehensive plan for the
geographic area encompassed by the NPO #3 boundaries. Where
any conflicts occur between this plan and the city-wide Tigard
Community Plan, adopted in 1971 , the Neighborhood Plan shall
prev.• i I .
j
INTRODUCTION
This report represents the efforts of an elected citizen group and
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the City of Tigard to plan for the future of the neighborhood en-
compassed by this study , The citizens comprising the Neighborhood
Planning g
nin Or anizatiun (N,P.0. ) hµ;,A Analysed existing and antici-
pated problems and identified valued assets requiring preservation.
A two-part narrat:'.ve describes the results: (1) an inventory of
existing neighborhood conditions; and (2) the plan, a guide for
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future development.
LOCATION OF THE NEIGHBORHOOD
This neighborhood is found in the southwestern portion of the Tigard
t
Community, its boundaries being pacific Highway,
Walnut Street and
the foot of *Bu11 Mountasn. These points of reference, especially ,
the Highway ,and Bull Mountain, identify a neighborhood, an area i
where proximity results in common concerns and a need for organized
problem solving. The neighborhood is approximately 1j square miles
in area and contains 2100 people
Purpose of the Plan
The Neighborhood Pian is a revision and refinement of the Tigard
Community Plan, adopted in October, 1971. The Community Plan pro-
vides a general development guide for a twenty square mile area
which includes Tigard and its area of influence. Owing to the area's
size, the 1971 plan took a "broad-brush" approach which, in a general
way, established the appropriate location for each type of lance use
{� within the community.
As a first step, the Turd Community Plan has fulfilled a necessary
function. To further this function, neighborhood planning is a
necessary and vital supplement, focusing on the unique problems
and assets of individual portions of the Tigard community. In
many instances, the Neighborhood Plan uses the Community Plan as
a basis. For example, this plan incorporates the goals of the
Tigard .Community Plan as they express the broad and long range
purposes for Tigard's planning program. In addition, several
policies relating cc single family and multi-family development
have also been included., liowever, the Neighborhood Plan also
stresses significant differences and purports to serve as a detailed
supplement to the Tigard Community Plan. Where conflicts appear,
it supercedes the previous plan and describes the City of Tigard's
intentions with respect to the Neighborhood's future development.
Method of Preparation
The preparation of this plan involved a combination of research and
analysis by' the City planning staff and a series of weekly work
sessions with the Neighborhood Planning Organization extending over
a seven month period. The formation of the N.P.O. was a project in
itself. A neighborhood election was conducted using a previously
distributed mail-in ballot which resulted in the election of a
twelve member-body to serve indefinite terms Once formed, the
N.P.O. employed a methodology of first identifying existing and
anticipated problems and then determining solutions to those prob-
lems. The following plan is the result of this problem-solving
approach.
THE NEIGHBORHOOD TODAX
`t The Natural Environment
The Neighborhood is characterized by gently rolling topography
sloping towards Fanno and Summer Creeks (see map page ) , The
ki
Page 2
land rises gently from an elevation of 180 feet on the north and
eastern boundaries to 420 feet on the side of Bull Mountain, offering
some picturesque views of the Tualatin Valley, Mt, Hood and the
Cascade Mountain range, Fertile soils, generally of the Quatame
loam type, are present . These soils are listed as moderatP7y well
drained by the U. S,, Soil Conservation Service and septic tanks can
be used to a. limited degree. Analysis of their capabilities and
limitations show them generally appropriate for urban development.
Agriculturally, these soils are used primarily for orchards, vegetable
crops, small grains, pasture and woodland. While farming was practiced
here in the past., the majority of land has been converted to home and
business use..
Fanno and Summer. C_-reeks receive the run-off from the streams drain-
ing the NeighbarP:acd,. Except during more serious floods, overflow
water is confined Ic low and poorly drained flood plain land ad-
jacent to the streams. These low areas are important to the com-
munity in several ways„ They work to diminish the severity of
flooding by pro,riding overflow basins which receive flood water
during periods cf peak run--off. This water is stored in the flood
Plain area and is slowly returned to_ the stream as its_-l-evel subsides-.--
The
ubsides.-
The temporary -mr?+.tP.'j ing of water also provides a source for re-
charging the gro:.nd water table. Another feature of importance to
a developing area is the natural habitat supported by the tributary
streams and the adjacent flood plain which provide natural areas
in the midst of surrounding development. This natural asset has not
been developed due to the flooding hazard and drainage difficulties.
l The result is a relatively natural area supporting various trees,
blackberries, grasses, ducks and pheasant
As the area continues to develop, this undeveloped natural land will
be an incalculable asset to the Neighborhood. However, a great
threat to the low lands is caused by increased land values to be
gained by the I&Illing of the flood plain. As vacant land decreases, t
the pressures increase to fill land in these areas. Once filled and
developed, an invaluable natural asset is lost and the flood hazard I
will be increased en other portions of ti-le stream. Or. August 26,
1974, the City Counci.:. adopted an ordinance restricting the filling
of flood plain lands. Because of this ordinance, a minimum of prop-,
erty damage will result during floods, qualify property owners for
I
federal flood insurance and save tax dollars by preserving a natural t
drainage system rather than necessitating construction of a piped
M
system.
Existing Development; Pattern
14 t, This section describes existing development, including utilities
and public facilities. The intent is to provide an understanding
of the Neighborhood as it exists today as a basis for planning its �
future.
i
Residential
Residential development occupies the majority of developed land in
the Neighborhood. The existing 777 dwelling units can be divided
into two categories; 611 single family and 166 multi-family. The
majority of apartment units have been located along and adjacent
to the rear of businesses that front Pacific Highway. These sites
were originally zoned for apartments based on the philosophy of
using apartments as a buffer between single family and conflicting
uses such as thoroughfares or commercial developments. This type of
A_- zoning has resulted in problems which are discussed in the plan sec-
tion with multi-family development.
Page 4
Single family home sites within the Neighborhood were initially de-
veloped on large lots so the use of septic tank disposal systems
could be accomodated. As a result, the homes which were built before
sewers were available to this area in 1969 are located on large lots
which often have a relatively narrow street frontage. These long,
narrow lots are difficult to re-subdivide with insufficient room
between houses to allcw for construction of a street to serve the
rear properties. The more recent residential development has
occurred on sewers, thereby permitting a more efficient utilization
of the land.
Commercial
Commercial development has taken place entirely along Pacific Highway
with Canterbury Square serving as the community shopping center.
Businesses have located along the highway in response to increasing
traffic volume. They serve the surrounding development as well as
motorists passing through the community.
The Neighborhood provides a fair portion of the City's commercial
space, totaling 97,900 square feet of business floor area. The
Canterbury Square Shopping Center, at Gaarde Street and Pacific
Highway, provides the principal. concentration of commercial business
in the Neighborhood. Its 69,100 square feet account for nearly 71%
of the Neighborhood's total commercial floor space. The everyday
shopping needs of the Neighborhood (groceries, hardware, cleaners,
..pp_ng
etc. ) are adequately served by the combination of businesses located
within its boundary.
Industrial
There are no industrial firms located within the Neighborhood
boundaries.
Page 5
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aq. FIGURE 1.
la' Current Average Weekday
Traffic
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4-4- FIGURE 2
4a• Present TRI-MET Service
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Neighborhood Street System
The Neighborhood circulation system and current average weekday
traffic volume on the system is shown on Figure 1. Pacific Highway
(Or. 99W) functions as an arterial (through) street . Walnut Street,
135th Avenue, 121st Avenue, Gaarde Street, Bull Mountain Road and
Beef Bend Road function as collector streets. Fonner Street and
115th Avenue are beginning to function as collector streets. The
remaining Neighborhood streets function as local residential streets.
The current traffic volume on Pacific Highway adjacent to the Neighbor-
hood is approximately 25,000 vehicles per day. Walnut Street carries
about 2,100 vehicles per day west of 121st Avenue, increasing to
4,100 vehicles per, day at Pacific Highway. Gaarde Street carries
approximately 2,100 vehicles per day west of 115th Avenue and nearly
3,000 vehicles per day at Pacific Highway. Traffic on 121st Avenue
varies from a low of 1,500 vehicles per day immediately north of
Walnut Street to 2..500 vehicles immediately south of Walnut and 1,500
vehicles north of Gaarde Street. Bull Mountain Road carries approxi-
mately 2,800 vehicles per day while Beef Bend Road carries 2,900
vehicles daily.
Public Transportation
TRI-MET presently serves the Neighborhood with two bus lines, the
No. 44 and No. 45, as shown on Figure 2. The No. 44 passes along-
side
long side the Neighborhood on Pacific Highway. It operettes between
downtown Portland and Sherwood at 60 minute intervals during the
midday. More frequent service is provided during the peak commute
hours.
The No. 45 line has recently been extended and operates between
Page 6
s
Canterbury Square via Gaarde Street, 121st Avenue and Walnut Street
to downtown Tigard via Greenburg Road to Washington Square and to F
t downtown Portland. Its midday service is at 40 minute intervals,
f
also with increased service during peak commute periods.
s
A third line, the No. 78, has recently been added to the Tigard
area, but does not pass into N.P.O. #3. It operates between St.
Vincent Hospital, Beaverton, Washington Square, avwntown Tigard
via Greenburg Road to Main Street , Portland Community College and
downtown Lake Oswego.
Future plans call for a park-and-ride station to be constructed in
the vicinity of Ba.rbur Boulevard and Capital Highway, together with
other stations throughout the metropolitan area. It is expected ;
that the station at Barbur Blvd. (West Portland Station) will be
under construction during the summer of 1975. A future park-and-
// ride station is planned for the vicinity of Oregon 217 and Pacific
EY . .
Highway. Light rail lines have been suggested along Multnoham Blvd,
to downtown Portland and on the Southern Pacific Company tracks
through the Neighborhood to Lake Oswego and downtown Portland.
Public Facilities
Included in this sub-section are public and-semi-public uses which
include schools, parks, churches and utilities. On Pacific Highway
at School Street is located C. F. Tigard Elementary School and the
Tigard School District 23J Administration Building. Three pre-
schools are found in the Neighborhood and there are no junior or
senior high schools. At the intersection of S.W. Walnut and S.W.
Tiedeman Streets, immediately to the north of the Neighborhood, is
( the new Fowler Junior High School. St. Anthony's Catholic Elemenvary
School is on Pacific Highway and Johnson Street, northeast of the
Neighborhood. Charles F, Tigard Elementary serves the entire
Page 7
elementary age population of the Neighborhood. All of the Neighbor-
hood is within the service boundary of Fowler Junior High and, of
( ` course, Tigard High, the District's one high school.
The Assembly of God, First Baptist and St. James Episcopal Churches
are located within the Neighborhood. St. Anthony's Church, immediately
northeast of the Neighborhood, serves the Catholic community.
The Neighborhood has no developed parks at this time. Jack park,
immediately north of the Neighborhood at Walnut and 128th Streets,
within the Bellwood and Brookway Subdivisions, serves the northern
portion of the Neighborhood. This park totals 10i acres in size
with approximately 6 developed acres and play equipment for younger
children. Due to its small size and partially wooded and rolling
terrain, the site is unsuitable for activities requiring large areas
such as football; however, a small ball park (not league size) is
slated to be constructed in the northwest corner of the park. Rest-
room facilifies are being constructed in the park site. The new
Fowler Junior High School: which is also to the Neighborhood's
immediate northern boundary, provides baseball and football fields,
as well as tennis courts and an outdoor track. This new school site
has greatly added to the recreational opportunities for Neighborhood
.esidents.
Water facilities are available to most portions of the Neighborhood,
the exception being the undeveloped areas on the slopes of Bull
Mountain.
Sewage facilities serve a portion of the Neighborhood, but consider
g F
able sewer line construction is necessary before all land has avatl-
able sewage service. The east and central portion of the Neighbor-
hood is to be served from the sewer line located along the stream
draining this area. The existing development, having sewer service,
Page' 8
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k
is served from this line. This line is also capable of serving the
Derry Dell area, which is experiencing subsurface sewage disposal
{' problems during the wet winter months. Sewage effluent has been
1
observed in the roadside drainage ditches when this problem has
9
been most acute.
The western portion of the Neighborhood, west of 121st Avenue, will
have to be served by a separate line running south from the existing
lines serving the residential development occurring north of Walnut
Street.
THE PLAN
This section describes the intentions of the Neighborhood Planning
Organization and the City of Tigard with respect to the future
development of the Neighborhood. It is a "policies plan" r-roviding
3
guidelines for development in the form of policy statements. These
policies, the accompanying text and the plan map aro to be consulted �
jointly when evaluating development proposals. These proposals int-
f
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elude zone change requests, subdivision proposals, changes in the
k
street system and any proposal requiring public agency review. 4'
r
This plan is a means of guiding development in order to achieve
desired purposes or goals. This section, therefore, begins with !'
the statement of goals provided in the city--wide jj&ar� Community
Plan. These goals provide the basis and broad purposes fpr the
neighborhood planning effort and have been included in this plan
in their entirety. The Neighborhood is a portion of the larger
Tigard Community and these goals serve to relate the part to the
whole `
f. ;
Page 9 `'
GOALS FROM THE TIGARD COMMUNITY PLAN
f' 1. The City intends to limit the ultimate population of
the planning area , The Comprehensive Plan provides
l for a maximum population of around 115,000 people.
There are four categories of residential density,
ranging from a suburban density of 2 families per
acre to a high in selected areas of up to 40 famil-
ies per acre. This range of residential densities
is intended to provide a variety of living environ- t
ments that will accommodate the housing needs of
different family size and income. The density of
population influences the character of residential
areas and determines the demand lui' NuUlic fa;,il-
ities and services in different parts of the City.
The citizens of the community should know the den-
sity of development that is planned for different
parts of the City as it affects their own neighbor-
hoods. City officials need to know the demands for
different public facilities and services in differ-
ent parts of the City.
2. The Comprehensive Plan recognizes the established
character of existing neighborhoods and seeks to ;
preserve and enhance existing neighborhood values. '
Future development proposals should be sensitive
to the concern of citizens for their own immediate
environment as well as to the well-being of the
City as a whole.
3. The Comprehensive Plan takes advantage of the
natural features that give Tigard a distinctive
character and quality. These include topographic
features such as Bull Mountain, Little Bull Mount-
air. and Fanno Creek. Fanno Creek and its tribu-
tary streams provide natural drainage ways and
make possible a -system of greenways connecting
various parts of the City. The Comprehensive
Plan recognizes the potential of greenways in
enhancing the livability of the community. The
implementation of a greenway-system is a major
element of the Tigard Comprehensive Plan.
4 . Leavy traffic is noisy, smelly and dangerous. It
conflicts with residential values and with many of
the other activities within the City. Therefore,
major traffic routes need to be designed and located-
in
ocatedin a manner that will minimize these inherent con,
f licts, at the same time allowing motorists to reach
their destinations quickly and safely. The Compre-
hensive Plan provides for improvements in the traf#iG
system, it designates streets and highways by cafe
gory, and it sets standards for their design. The
major street pattern indicated in the Comprehensive
Plan will give notice as to how the City intends to
route major traffic volumes in the future,
5. Convenience is a major objective in locating shopping
facilities and other businesses. At the same time,
Page 10
F4
their location should not conflict with residential
areas or create unnecessary traffic congestion. #
Tigard does not have a "central business district"
in the sense that a eery large proportion of its
stores and other businesses are concentrated in the
Comprehensive Plan seeks a
central location. The
distribution of neighborhood and community shopping
centers in locations that are easily accessible to
the areas they serve. These shopping centers will
be designed in a manner that will minimize land use }
and traffic conflicts.
6. There is still an abundance of vacant land in the
Tigard area that, has potential for industrial de-
velopment and the Comprehensive Plan is designed
to encourage its sstfcrtsAn object-
pportuni-
ive of the plan is of
ties within the community for those persons who
live there The plan also recognizes the importance
of a balanced tax base in supporting necessary 1
community facilities and services. Regulations set
for industrial development will ensure high stan-
dards that are in the interest of industry and the
City as a whole.
7. The location of schools and parks affects the liv-
ability of Tigard's residential neighborhoods.
Youngsters in the elementary grades should be able
to walk to school and should not have to cross busy
streets. Where possible, parks and schools should
be developed on adjacent sites, tied to the green-
way system. While the patterns of existing develop-
ment and the topography do not always permit an ideal
arrangement of schools and parks, the Comprehensive
Plan will assist the community to approach this ob p
jective.
RESIDENTIAL DEVELOPMENT
This plan proposes somewhat lower residential development densitie$
than the 1971 Community Plan. The amount of land available for
multi-family development has been decreased considerably in the
vicinity of Pacific highway.
In addition, the single family den-
sittes have also been lowered. The Neighborhood Planning Organ j
lzation`s decisions regarding further residential development were
made according to the following objectives. These objectives served
the N.P.O. as guidelines for developing the residential portion
of the plan.
.age 11
Residential Development Objectives (by priority ranking)
A. to retain in portions of Tigard the suburban quality
( that has characterized the Tigard area in the past
and that has made Tigard an attractive place to live
for families seeking an alternative to higher density
urban living
B. to retain the suburban and single family residential
character of this portion of the City of Tigard for
those families who desire a home on a larger lot and
who are willing to support the comparatively higher
.., :.. ser.,i cas Associated with lower den-
COSLS c�i �iiu�.�.�.
sity residential. development
C to permit densities that will economically support
the cost of necessary public services and facilitie
such as paved streets, pedestrian ways and utilities
D. to permit a variety of housing types to be compati
situated in the neighborhood in order to meet the
needs of different family sizes and incomes '
The following discussion of residential development is divided into
separate sections, dealing first with single family and then multi-
family housing types.
Suburban Low Density Residential Development
A. Suburban Low Densit Residential Development the Plan
map designates the "foothills" porton of the neighborhood
as appropriate for this low density, development. These ;.
locations are intended;� to have a pe anently suburban
--character with an average density of two dwelling units
per gross acre. Residents may keep nimals `subject to
standards in the zoning ordinance.
Policy•l. Protect areas which pres ntly have a
---- suburban or large lot de e1opmeIIt p :Vern
from encroachment by hig er density pub-
divisions. The maximum verall density of
development will be two welling units or
six (6) persons per gros acre. A denpity
of 1.5 dwelling units or 6 persons per gross
acre. in a possibility-wi hin an approved
planned unit development . It is autica"
pated that the greater de igned flexi-�
bility possible within a lanned unit
development will enable Ei higher quality'
of development, thereby J stifying the
slightly higher density.
a�� 12 i
^may Policy��2. Permit the keeping of horses and other com-
patibl.e large animals in accordance with
standards established by City and county
zoning regulations.
P icy 3. Permit the design and construction of resi-
dential streets in suburban low density
areas to standards that reflect this lower
density character, such as the use of rolled
curbs or thickened pavement edges and on
minor streets the deletion of sidewalks and
street lights.
Suburban Density nesident&al Lcvelopment - Th.e re-ma
V...—.il.-.^a.a 3^0 "ort±o^ of
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the neighborhood designated for single family residential use is
g
titled "suburban density development" . This area is shown at a
t
slightly higher density than the "foothills" portion of the neighbor-
hood because the terrain is more suitable to the proposed higher den--
3
sity development. i
Policy 4. Protect the existing suburban character of
this portion of the Neighborhood from en-
croachment by higher density developments. !
The maximum overall density of development
( will be 3 dwelling units or�9 perso s j
A higher density o"f7 units or
02 persons per gross acre is a possibility
within an approved planned unit development.
The planned unit development concept cited in the above policy allows
deviation from the normal .zoning .sta.ndards when it can be demonstrated.
that a more desirable development will result. An example is the
y reductio-n of individual lot size to enable the creation of useable
-common open areas The planned unit development (P. U. D.) is often �
capable of producing a more desirable living environment and it is
therefore recommended that the larger vacant parcels having natural
a.auenities necessitating preserving be developed as P. U. D. 's. One
such method employs a clustering of houses into groups of 3 to 7,_
s r
with the land between the clusters devoted to open space. This E
type of development seems especially appropriate for the area east �
of 115th Street and south of Fonner. This area contains streams �
Page 13 F
and stands of trees which could form the nucleas of a natural open
area for recreational use. Developing this land under a P. U. D.
( concept is a method of retaining this open space by allowing a
higher density on ,th adiacent land. This is known as density
trade-off and it is used as an incentive for developers to donate
neon mace. The trade-off involves allowing the number of dwelling
units which could be constructed on the park site to increase the
density on the remainder of the parcel . It is important to note
that while this system works for proportionately small trade-offs,
it creates problems as the trade-offs get larger. For instance, if
20 acres were divided in half, with ten acres for park and ten acres
for housing, the development would no longer be single family, but
multi-family. Therefore, while trade-offs can be used to benefit '
the neighborhood, the intent of the plan must not be violated by
permitting multi-family densities on parcels designated for single
family use in an effort to acquire public open space.
Policy 5. Residential subdivisions will be developed
V with paved streets, curbs and gutters, street
lights and walkways according to City or
U county standards. All utilities will be
placed under ground.
Policy 6. Development will coincide with the proT
vision of public streets, water and
-- sewage facilities. These facilities
�^ shall be (a) capable of adequately
C serving development and (b) designed to
'6»- meet City or county standards.
PROBLEM: The N.P.O. `s objectives "A„ and "B", which propose
retaining the suburban character of the neighborhood+
and objective "C", which advocates higher densities
in order to minimize housing costs, are in conflict
and thereby a planning dilemma. Also in conflict
with objectives "A" and "B" are the state's L. C.
D. C. and the region's C. R. A. G. objectives which
propose increasing densities in urban growth areas
in order to protect farm lands from urban sprawl.
The existing natural amenities such as streams, stands of timber,
statural rolling terrain and a general spaciousness must be respected
Page 14
by future development. The N.,P.O. recognizes the desire of L, C,
D. C. and C. R. A. G, to increase residential densities in order
lto limit the loss of farm land; however, the committee al$o recag-•
nizes the need for varied and quality living environments withindo
the urban growth area. Therefore, while some other portions of
Tigard are slated for higher density residential development, it is
intended that this area retain its suburban residential qualities.
The chosen average density of 3 dwelling units per gross acre is
viewed as being adequate to bear the cost of providing streets,
utilities and other public services, while at the same time making
it possible to retain the suburban residential character of the area. �
so valued by its inhabitants.
PROBLEM. Should duplexes be permitted within the single family
area in order to provide a mixing of housing types?
`r
The 1971 Community Plan advocates mixing housing types within low
density residential areas. The N.P.O. found this type of develop-
ment to be in conflict with the established residential character of
the neighborhood and therefore developed the following policy relative '
to locating duplexes within the area designated for suburban density
development.
V €,
_. Policy ? Within the suburban density area, a limited j
number of duplexes may be permitted on lots
that would serve as buffers between the
single family uses and adjacent multi-family
and/or commercial uses.
7
Urban Medium Density Residential - This land use category provides
for multi-family residential development- It corresponds to the
category provided in the Tigard Community Plan by the same title
and the ;allowing six policies, establishing density and improve-
i
mezit guidelinare taken directly from that plan.
y ' ' Policy a:maximum overall density of developmea�twilbe 12 dwelling units or 29 pert 10 per
groacre This amounts to a standard of
Page 15
2500 square feet of land per dwelling unit
allowing for streets and other open space.
Some areas will have a lower density owing
f to topography or existing development
t \ patterns.
Policy$. Urban medium density residential areas will
be developed with paved streets, curbs and
gutters and walkways, according to City or
county standards. All utilities will be
placed underground.
Policy i\0. Development will coincide with the pro-
vision-of public streets, water and sew-
age facilities. These facilities shall
be (a) capable of adequately serving all
intervening properties as well as the pro-
posed development, and (b) designed to
meet City or county standards.
Policy 1. Planned unit development will be encouraged
on tracts large enough to accommodate ten
or more dwellings. Planned unit develop-
ment will permit a degree of flexibility �n
design that will enable a higher quality of
development in accordance with zoning stan-
dards.
r Policy ^ l, Site plans will provide for adequate open
space to (a) protect adjacent properties,
and (b) provide ample yard space for resi-
dents and play space for youngsters.
Policy 1 Establish high design standards for signing
and appearance, including the landscaping
of setback areas and the designation of
access -points.
The Plan map designates two areas as appropriate for this higher
density residential development These are west of the intersection
of Gaarde and Pacific Highway and in the vicinity of the intersgetton
of Walnut and Pacific Highway. The primary reason for designating
these sites (which were deemed inappropriate for single family use)
is their direct accessibility to Pacific Highway, thereby not in-
creasing traffic on local a iF,lrhood streets.
PROBLEM. Unfortunately, some apartments have had a
detrimental effect on the neighborhood. Land
not covered by buildings is given to the
automobile as parking, at the expense of land"
u
Page 16
scaping and useable open space for residents.
( Ass provided in policy 8 above, the maximum permitted density is 12
dwelling units per acre. This density is well below the 19 to 38
units per acre allowed when the neighborhood's existing apartments
were constructed. The result of these higher densities was a site
with a two or three story building surrounded by a parking lot with
no room left for landscaping or on-site recreation space.
To remedy this situation, the Tigard Zoning Ordinance has been amend-
ed to conform with the Tigard Community Plan. The A-2 apartment zone
now restricts density to a maximum of 12 units per acre and requires
landscaping and on-site recreation space.
PROBLEM. Many existing apartments are poorly sited in
relation to adjoining development. In some
cases apartments have been located where '
they conflict with single family homes or
where they become part of a commercial develop-
/ ment.
The multi-family development is a living environment and its "live-
ability" is,a primary concern of this plan. Apartment projects
offering a desirable living environment have the lowest vacancy
rates, the lowest turn-over and are capable of higher rent schedules.
.! This type of apartment is desirable to the community in that they can
be better maintained, the residents are more permanent members of the
community and they maintain a higher taxable value over their life
span, Therefore, each apartment project must be evaluated accord
ing to the kind of living environment produced. In addition, the
impacts upon surrounding land use, especially single family, must
be considered. Large buildings should not tower over single family
homes, causing windows, balconies and patios to look into the win-
dows of adjacent homes or apartments.
Policy 4. Apartments should be located to produce
an optimum living environment for the
occupants. Development criteria should
include;
Page 17
l
a. buffering by means of landscaping,
fencing and distance from commercial
areas and major traffic carriers such
C.
as Pacific Highway and Hall Boulevard
b, on-site recreation space as well as
pedestrian and bicycle access to parks,
schools and convenience shopping
c. the siting of buildings to minimize
the visual effects of parking areas
and to increase the availability of
privacy
Poii4y 1 Ap%rtments should he 7or�:ted to produce the
least adverse effects upon single family
areas. Development criteria should include:
a. buffering by :Weans of landscaping,
fencing and distance
b. compatibility of design recognizing the
conflicts of mass and height between
apartment buildings and houses
PROBLEM. The higher density of multi-family land use gener-
ates additional traffic. This places an additional
load on local residential streets providing access
ff to a multi-family area.
i�
The method of moving cars to and from multi-family development is a
al consideration. Sites were chosen which could be
major Iocatiori
reached withou using local residential streets.
4
Policy Avoid locating apartments where access can be
gained only from local residential streets.
Policy 17. The Design Review ;Board will solicit the
opinion of the Neighborhood Planning Organi-
zation before approving development plans
for apartments in this Neighborhood.
s
COMMERCIAL DEVELOPMENT
E
The Tigard Cgmmunit�r Plan describes three types of commercial deve lop,
meat for the Neighborhood. These are the Residential-Commercial
category which combine less intensive commercial uses such as offices
with multi-family residential developments; General Commercial, which
' accommodates a range of retail and service commercial uses; and
CommunityShopcin�: a shopping center having a super market as its
Page 18
major tenant. A comparison of this Neighborhood Plan with the
r. Community Plan reveals that changes have been made in the commer-
cial section as regards the appropriate ppropriate uses to be located along
Pacific Highway. The N.P.O. 's decisions regarding future commercial
development were made according to the following listed objectives.
These objectives represent the purposes being sought by the committee,
while in the process of developing the commercial portion of the plan.
Commercial Development Objectives
A. to regard the carrying capacity and safety of persons
traveling on Pacific Highway as the highest priority
concern when considering the types of development to be
allowed adjacent to the highway
B. to avoid necessitating persons occupying the residential ,.
portions of the Neighborhood to venture onto Pacif-c _High-`
way to satisfy their everyday shopping needs
C. to show concern for the type of commercial shopping en-
vironment being created for the citizens of this community.
One stop shopping and parking for convenience commercial
goods and services such as groceries, variety goods,
cleaners, etc, is preferable to an interspersal' of such
uses among highway commercial uses strung along Pacific
Highway.
D. to provide employment opportunities within the City near
residential areas
H. to make commercial development compatible with existipg
adjacent residential portions of the Neighborhood
Pacific Highway Commercial Area
The Plan proposes three areas of commercial development on Pa-cific
Highway. From Walnut Street to School Street is planned for high-
way oriented commercial development. This corresponds to the
Community Plan's designation for this area, while recognizing the
existing development pattern which, on both sides of Pacific, in-;'t,
eludes highway-oriented businesses. On the reimaining length of
Pacific Highway, retail commercial uses are designated to be lo-
Page 19
. .........._....................._
P
3
cated at signalized intersections and commercial-professional (non--
retail) uses are planned to front the highway between these inter-
section locations (see plan map) . Commercial-professional uses are
located between major intersections for the following reasons:
o These uses generate lower traffic volumes and therefore
have the least adverse impact on the traffic-carrying
capacity of Pacific Highway;
o Office uses would provide a break in the developing strip
commercial pattern along Pacific Highway;
o Office type of commercial uses would be the most com-
patible with the adjoining residential area which
directly contacts much of the subject commercial
property;
o This type of use is desirable in that it provides employ,
meat centers within close proximity to residential areas,
thereby decreasing the length of home-to-work trips.
The zoning of that portion of Pacific Highway traversing the Neigh-
borhood, and designated for commercial-professional use on the Plan '
Map, is proposed to remain C-3, General Commercial zone. The above-
stated preference for commercial-professional types of land use
p'
are to provide policy direction for businesses wishing to locate
E
adjacent the highway and to be used by the Planning Csmmission and
Council when considering permits and land partitioni.ngs.
PROBLEM. The traffic conflicts created by development
along Pacific Highway result from the access ,
points or curb cuts onto the highway. Each
access point has the effect of creating an
intersection with resultant left and right
hand turning movements onto and off of the
highway.
The type of commercial development taking place on Pacific Highway
is typical of suburban traffic arterials. Canyon Road and the
Beaverton-Hillsdale Highway to the north are also examples of a
strip commercial pattern. Commercial development along major
LL highways begins with the location of businesses oriented to the
traffic on the highway. At this point, the businesses are scattered
r
Page 20,
i
EXAMPLE OF A MARGIN CONTROL STRIP
t<.}
kcal 3 ii�.1 -�
-ilk t..
`c tV;a}iS� ..JH -•-�. fltz �;,_�_ t �..r- 'ry�•l h
aa. •.,`5a.::::. c:r:.{."'4.hr�'.">, c : [([`•iii:.!')l::G::•.::�:;:f ':: •>r?>: �S > ..ljr ::j:::?::-::..:. ... .. ......
jV�!l4'+:iii:•i;•i:;o-;::?'.`yrs::;?:�::�:<��:;::r;:?;:;::iia^:?:::i::.....r... ........:.�:::::.::::.:..
...::::..........
..:::.;.;.;:... �,:;::::� 4i�:i�• ,:'�d.rn�:%.?}��:+t�!-:,:.5.17;4�i::; .Qt t�� �^�' ........ . .�':��} ,:��•s
:;.'f�/.:r+;>:::r:;i��.{!y jn�{ L :.,::.. .,yia{�rTa(,.:�::.:.:.::. c,�.:.�� f-r�,... ice;�Z •�- S'},: ��,y - 't"S`
r,.r�........, ��Y �� �`',F�: �'�`�i s'rti: �I� ••-a�� tt�%y0 c�' r J� dl r!N?'
r -- � de rou d u{ilities
bCpubl�c right-o{-�oY� un g
(( conJroS strip
`� � ..� ����Tt' k�� �� � 1� +� Jh1�i'at:: � .�('3'r.t�yr �-1 •Y
IMPROVEMENT OF EXISTING STRIP HIGHWAY ;
45nphco�yon
�_. {ocol;on
commercio{
repov
T':t't,
-t lY t; J'`'• �i;. r. :% �"~�isY...1�-:%i.�--'s.� Y., �., y��+?c ..ti... i r' �..•_.
COIJTROL STRIP SECTION GRAPHIC AND LIGHTING SYSTEM
and do not appreciably interfere with the highway's traffic-carrying
capacity.
These early uses established a precedent for commercial development
whioh was recognized when these areas were originally zoned. This
first zoning was based upon the existing development pattern and
was not the result of a comprehensive planning study. It resulted
from the mistaken belief that all lots on major thoroughfares are
potential business sites. There was a lack of concern for the
effects upon the traffic-carrying capacity and safety of the street
and also the type of commercial community being produced. Zoning
in this fashion has resulted in overzoning for business, leading to
excessive land speculation, excessive public expenditures for im-
provements (the recent widening of Pacific to include a turning
lane) , loss of tax revenue on unimproved property and tax delin-
quencies. The development pattern which has resulted presents
many problems, a major one being the limitations placed upon the
carrying-capacity of the highway. Pacific Highway has a singular
purpose, to move traffic safely and efficiently through the com-
munity. Providing access to adjacent property must be subservient
to this purpose. History shows that when businesses are allowed
to locate along a thoroughfare, with no limit to the number of
.curb cuts, serious congestion results and it becomes necessary to
build a bypass route. When the bypass is built, the old thorough-
fare
horoughfare is left with declining and blighted businesses due to the
drop in traffic volumes which formerly supported them. Solving the
problem of traffic congestion created by strip commercial develop-
meat means controlling highway access. This plan proposes eomblaag
`-, of access points as a primary method of control.. This method depends
upon some degree of cooperation by the property owner because access
Page 21
I
i
is a property right unless purchased. The state presently controls
location of access points by requiring permits for curb openings,
the
withoutCurb cuts which are close together can usually be> combinedc constructed,
any adverse effects upon business. As new businesses are
oints should be the minimum required for proper traffic
the access p
circulation and, where possible, existing curb cuts can be utilized.
An additional feature can be added to render access control
ont olc re €
in
effective and more attractive . A device knowitasos fists of a con-
crete strip
can be placed along
the highway edge.
divider containing landscaping
and street graphics. The
effect is to define the highway edge, clearly designating access
points while improving the appearance of the highway by providing
a unified design and lining the highway with trees and other land-°'
scaping. /
Pacas a strip
i
Pcy ific Highway is developing.
commercial highway. The traffic-carrying
^� capacity of this klighway should have the
highest priority and adjacent commercial
U development should be subordinated to this
need.
\` In the interest of safety and efficiency,
Policy 19•
the 'number of hinway access
Wherever possible,
be kept to a minimum. should be
businesses on Pacific Highway facilities
clustered and share _commo __parkng_,
n
V . As new development occurs,
and driveways
the number of access Points orproper oi�
exceed the number necessary where possible,
site traffic circulat�o+n and,
should be combined with access to adjacent
businesses.
PROBLEM. The majority of land now planned and zoned for
retail commercial Thisthe
resultsof ig rd is�n�congestionnon
Pacific Highway. atterza
the highway and ereatcause hiscautomobile
requiring the shopper
when moving from business to business,
ther problem resulting from strip commercial development is the
Ano
type of commercial community produced. With businesses stung
Page 22
0
k
k
the highway, one-stop shopping for a variety of goods and services
becomes impossible. The shopping trip becomes a series of short
excursions on and off the highway. Shopping becomes an unpleasant
experience because highway congestion is increased by intermingling
F
shopping and through traffic. Such an unpleasant shopping climate
i
will ultimately result in shoppers patronizing communities having j
more convenient shopping ftteilities.
F
Businesses located on any strip highway can be separated into two
E
basic groups: those oriented to the passing traffic and those
serving the larger community. The latter type of business is poorly
located on the strip because it is a generator of traffic, drawing
people to it from the surrounding community for their everyday
shopping needs. Those commercial facilities serving the larger
community are most appropriately located in a shopping center. The ,
!, Canterbury Shopping Denter area meets this purpose.
Policy 20.\ Businesses on Pacific Highway should be
oriented to the existing traffic and not
draw additional traffic from the adjacent
community. Any additional convenience or
neighborhood centers should be centrally g'
located to the market area they serve.
Policy Development will coincide with the pro-
visions of public streets, water and
sewerage facilities. These facilities
shall be (a) capable of adequately
serving all intervening properties as
well as the proposed development. and
(b) designed to meet City or county
standards.
NEIGHBORHOOD STREETS
The traYfic circulation element of the Neighborhood Plan is intended
to provide the necessary automobile access to property while avoid-
Ing congestion and minimizing the impact of traffic upon the reei-
"Gatial area, The system of streets represented on the Plan has
been analyzed by a consulting traffic engineer, Carl Buttke, to r
Page 23
determine the best method of minimizing through traffic on resi-
dential streets, while accommodating the Neighborhood-generated
traffic,
Following development of a preliminary land use plan by the N.P,Q. ,
Mr. Buttke set out to test alternate street networks to best serve
the proposed land use pattern . The results of this study are in-
i. dad •., + ��,�; A_}�le at City Hall , The r•n�nrt projects
vsuuc-.as �.a� ai cjyvi a"
future anticipated traffic volumes and recommends a system best
satisfying the goal of accommodating the Neighborhood-generated
traffic, while minimizing through traffic in residential areas.
Circulation SXstem, Planning Objectives
A. The traffic circulation element of the Neighborhood Plan
is intended to provide the necessary automobile access
to property while minimizing the impact of traffic upop
the residential area.
�( B. The neighborhood street system was also viewed in con,
tent of the larger community-wide street system and the
N.P.O. attempted to accommodate traffic moving from
different portions of Tigard through the neighborhogd,
while minimizing its impact upon the neighborhood. In
addition, the street system was designed to discourage
any regional through traffic movements.
The circulation plan, as presented on the Plan map, proposes re-
tention of the basic street system now functioning and the only
alterations recommended are the improvement of 110th between Fair
haven and Gaarde, the connection of Howard with Fonner and the
closing of any possible connection of 107th to Faiarhaven Street.
The off-ramp into the Canterbury Shopping Center is proposed to
remain as the access point for southwest bound traffic on Pacific
Highway. Several other realignments were considered, such as
ashingvon County's proposal to connect 135th and Gaarde as a
link between Murray Blvd. and Pacific Highway. This and some
other realignments were studied by the N.P.O. with the %saistanop
.. Page 24
of Carl Buttke, After considerable study, the N.P.O. is recommending
that they not be accomplished and that no realignments or major
�( street be constructed within the neighborhood.
While this Plan rejects the proposed extension of Murray Blvd. to the
western end of Gaarde Street, the need for a cgnnection between Murray
and Pacific Highway is recognized as necessary to minimize the flow
of throug; traffic through the Neighborhood. Without a direct
connection between Murray and Pacific Highway, increasing amounts
of through traffic will be forced to use Neighborhood streets such
as Gaarde, 121st and Walnut. The use of Gaarde as a portion of such
an arterial route is rejected due to the adverse impacts which would
result for the single family housing now fronting and gaining access
from Gaarde Street. Therefore, it is necessary that an extension Of
Murray Blvd. be on a new alignment rather than using portions of
existing Neighborhood streets. The Plan recommends that the several
public agencies involved with such a project Washington County,
CRAG and the Oregon State highway Department - conduct a study to
ascertain alternate alignments for a Murray Blvd. extension. The
citizens of the area, using the C.P.O. and N.P.O. organizations, would
then assist in selecting the most appropriate of the alternates identi-
fied.
The traffic analysis conducted by Mr. Buttke projected the traffte
volumes which can be anticipated on neighborhood streets (including
Pacific Highway) when the neighborhood will be fully developed
according to the densities and uses prescribed by the Plan. Yn so
doing, he found that Pacific Highway would become a heavily con-
gested arterial routo and Walnut, 121st and Gaarde would be the
streets most heavily used within the neighborhood. In order to
minimize and discourage through traffic on these designated
Page 25
collectors, the N.P.O. is recommending the following policy:
Policy 4. That the collector streets within the V, Neighborhood (Gaarde, 121st, and Walnut
and excluding Bull Mountain Road and Beef
Bend Road) be developed as two lane facili-
ties with restricted parking. In the pro-
cess of improving these streets, every
effort will be made to minimize the adverse
impacts of street widening on adjacent houses.
In choosing to develop the collector streets to a residential stan-
dard, the N.P.O. made the determination that the figures developed
by Mr. Buttke are based upon present day availa:iility of gasoline
and a high rate of automobile usage. Therefore, traffic volumes
will hopefully not reach the volumes projected in Mr. Buttke's re-
Port. An additional consideration is the trend toward small auto-
mobiles and a higher percentage usage of mass transit.
An additional consideration was the use of mass transit by neighbor"
hood residents to reduce the traffic volumes on local neighborhood
streets. The N.P.O. recognizes this method of reducing traffic
voll4mes, but recommends that small shuttla buses be used to servipe
a central Tigard transit station rather than circulating the large
t
,passenger buses through the -neighborhood as is presently being done.
The decision as to whether or not to extend Gaarde to form a four
o-
way intersection with McDonald at Pacific highway was given con-
siderable deliberation. The two primary points to be considered 14
this regard were: (1) the traffic safety aspects f
to be achieved
by the realignment, and (2) the additional traffic which would be
placed on Gaarde and 121st as a result of a more efficient inter.-
section, fir. Bunke advised the N.P.O. that the present alignment
of Gaarde Street at Pacific Highway is a dangerous one and one which
.., makes it nearly impassible to signalize with the McDonald Street
intersection. Therefore, the N.P.O. decided that some additional
traffic on Gaarde Street was warranted in order to achieve the
., . Page 26
traffic safety features which realignment would accomplish.
Street Classification
Streets on the Plan are designated according to the following clasc,-
ification system,
ARTERIAL STREETS
Purpose: To carry high volume traffic flow and to connect
major traffic generating areas such as residential
neighborhoods, commercial centers, industrial
areas and nearby communities.
Arterial Standards:
Right-of-way width 80 feet-120 feet
Pavement width 12 feet per lane
Moving lanes 2-4
Volume 6,000-20,000 vehicles/day
Driving speed 25-45 miles per hour
Arterial streets designated by the Plan:
Pacific Highway
POLLECTOR STREETS
Purpose To collect and distribute traffic between arterial
and local streets or directly to traffic destin-
ations. A secondary purpose is to provide access
to abutting properties.
Collector Standards:
Right-of-way width 50 foot minimum.
Pavement width 34 feet
Moving lanes 2
Volume 1,500-6,000 vehicles/day
Driving speed 20-35 miles per hour
Collector streets designated by the Plan:
121st Street A two lane facility
Gaarde Street with restricted parking
Walnut Street and actual width to be
determined at the time
improvements are to'be
made,
Bull Mountain Road 44 feet of pavement width
Beef Bend Road 44 feet of pavement width
LOCAL STREET'S
Purpose: To provide access to properties abutting the street,
Page _27
t
1
Local Standards:
New Sweets i
Right.- C-wa.y 50-60 ft. (50 ft. minimum)
Pavement width 34 feet
Moving lanes 2
Vo:
properties, proposed projects which include land within the greenwa,y
will be reviewed ar..-cording to their impacts upon the greenway system
and any increass in demand for open space resulting from the proposed
development. This Greenway System utilizes the natural stream channels
passing through the Neighborhood as a linear park and proposes that
the trees and most other .vegetation be retained and that a bicycle-
pedestrian path system be constr uclCed along its length. No formal
park sites are proposed on the Plan map; however, the N.Q.O. recognizes
that usable and desirable open areas are some of the greatest assets
to be found within the Neighborhood. The N.P.O. encourages that at
least one major Neighborhood park site be purchased by the City at
some time in the future and, in addition, that in all new develop-
. :
meats efforts bemadeto preserve as much useable open areas as is
feasible. The following policies are provided in order to guide
the City's planning effort en :relation to providing parks and open
space to serve the Neighborhood:
Policy5. When land is developed and includes a desig-
nated bicycle path route, easements should
be granted to the City. In cases where
j' development increases the need for the path,
const ruction should also be required'.
Policy\'26. The %,.onst:ruction of pedestrian/bicycle paths
41�F r;f the highest priori-ty -among needed public..._.
improvements in the Neighborhood and should be
accomplished prior to, or in conjunction with,
1mprorements to the street system.
j Policy Any development along stream channels for
recreational purposes should not disturb
existing trees: In places where trees are
absent, some should be planted. The green-
ways are not suited for intensive recreation
al development and should be restricted to
an all-weather path and passive areas for el
resting, picnicing and related activities.
,PQIicY. Recreationalfacilities will be provided to
` mee., the needs of all agegroups residing in
the.Neighborhood. Facilities which must be
W
ithin close walking distance to be utilized,
such as a neighborhood play field, will be
Page 29
<f located within the Neighborhood. Facilities
capable of serving a larger area, such as a
tennis court or senior citizen activity center, ;
can be located adjacent the Neighborhood if
found to serve adequately the residents The
Fowler Junior High School site is an example.
The Neighborhood's primary asset is the open land which intersperses ,
--}- F -:A-n+iA1 development . Some of this land is in
agricultural use and some is thickly wooded. While the purpose of
the greenway system concept is to retain some of the open area
between housing developments, additional open space is also needed.
It is therefore recommended that owners of large vacant parcels be
encouraged to retain them in agricultural or wood lot use in order
to retain this amenity for the Neighborhood as long as possible. f
1
•Ps
/ 1
i CARL, H. BUTTKE
t CONSULTING ENGINEER
P.Q. 80X 636 s PORTLAND, OREGON 97207 ■ 503/ 223.4728
TRAFFIC CIRCULATION
NPO NO. 3
TIGARD, OREGON
5 �rINe
Prepared by: Carl H. Buttke, P.E. sitz C
April 16, 1975 s ar,�Got�
5
CARL H. BUTTKE
CONSULTING ENGINEER
PORTLAND,OREGON 37207 ® 503 / 223-4728
P.O. BOX 636 A P l
E
April 16, 1975
i
s
c
The Honorable Wilbur Bishop E
and Council Members
of the City of Tigard
p. 0. Box 23557
Tigard, Oregon 97223
f
Dear Sirs:
This report concerning the analysis and planning of traffic
circulation within NPO No. 3 is submitted in accordance with
our agreement of November 11 , 1974•
ative land use plans and street modifications were
Altern traffic
analyzed to determine the Optimum plan for minimizing
on the neighborhood residential streets and along Pacific
Highway and provide the required circulation for the
neighborhood traffic.
addition
streetngirculat ona land use
plan for the area and _the appropriate
plan, it is essential to establish City policies concerning
public transportation service within Tigard and to other
cities in the Metropolitan .Area.
Throughout the course of this analysis,
I have worked closely
with your Planning and Public Works Departments and discussions
were held with staff of the Oregon Department of Transportation
and TRI-NET. -
I sincerely appreciate the opportunity to once again be of
serviceto the City of Tigard.
Sincerely,
Carl H. Buttke, P.B.
CONTENTS
INTRODUCTION 1
DESCRIPTION OF NEIGHBORHOOD 2
Land Use 2
Neighborhood Circulation System 6
Public Transportation 8
Washington Square Transit 10
PRESENT TRAFFIC PATTERN 10
FUTURE TRAFFIC PATTERN WITH PRELIMINARY LAND USE 11
Trip Generation 11
Vehicle Trip Distribution 14
Vehicle Trip Assignment 14
Preliminary Assignment of Future Traffic
on Existing Streets 16
FINAL PLAN DEVELOPMENT 18
Alternative Land Uses 18
Vehicular Trip Generation 20
Factors Affecting Future Travel 22
Alternative 1 Land Use, Traffic Assignment 2.3
Alternative 2 Land Use, Traffic Assignment 25
STREET SYSTEM MODIFICATIONS 27
Gaarde Street and Pacific Highway 27
115th Avenue Extension 2
i
i
H
CONTENTS (Continued)
r`
Page
Gaarde Street Extension 34
Other Street Connections 34
RE(,'0-W,-NDED PLAN 35
Design Features 35
Public Transportation 40
Carpooling 41
APPENDIX 42
i
i
E
i
2
i
LIST OF TABLES
Page
1 LAND USE INVENTORY & PRELIMINARY FORECASTS 5
2 CURRENT TRIP GENERATION RATES .12
nT\ TvmrT'rpr-+ mATD r__EMR.PamTON 13
1V 1'�lttiiJ3vici?vv,i v i,cis v a+i.
4 ALTERNATIVE LAND USE - NPO NO. 3 19
5 1990 VEHICLE TRIP GENERATION RATES 21
g 1990 VEHICLE TRIP GENERATION 21
APPENDIX
A-1 LAND USE INVENTORY & FORECASTS 42
j
5
t
iv
LIST OF FIGURES
s
Page '.
1 NPO NO. 3 STUDY AREA 3
4
2 TRAFFIC ANALYSIS ZONES 4
3 CURRENT AVERAGE WEEKDAY TRAFFIC 7
4 PRESENT TRI-MET SERVICE
5 DISTRIBUTION OF TRIPS FROM AREA 15
6 PRELIMINARY ASSIGNMENT-AVERAGE WEEKDAY
TRAFFIC FULL DEVELOPMENT EXISTING STREET 17
SYSTEM
7 ALTERNATIVE 1 LAND USE, TRAFFIC ASSIGNMENT 24
8 ALTERNATIVE 2 LAND USE, TRAFFIC ASSIGNMENT 26
9 STREET SYSTEM MODIFICATIONS 28
t
i
10 - FRONTAGE ROAD NORTH OF GAARDE STREET 31
11 TRAFFIC IMPACT OF 115th AVENUE EXTENSION %3
i
12 RECOMMENDED CIRCULATION PLANT -46
13 ESTIMATED 1990 TRAFFIC RECO10TINDED nR� 37
r .
Z
F
S
r
INTRODUCTION
This report concerning the analysis and planning of traffic
circulation within the Tigard Neighborhood Planning Organiz-
ation (NPO) No. 3 area is submitted in accordance with our
agreement of November 11 , 1974. Previous similar analyses and ,
traffic circulation plans have been prepared for the Ash
Avenue-Downtown Plan area and the Greenburg--Brookside
Neighborhood, NPO No. 's 1 and 2, respectively.
The purpose of this analysis was to develop a neighborhood
traffic circulation plan which would accommodate the traffic
generated within the Neighborhood when fully developed in
. accordance with the land use plan and to minimize traffic
passing through the residential areas. This was accomplished
by defining at a very early point in the neighborhood planning
process the adequacy of the existing street system based
8`
upon an assumed or preliminary development plan indicating
the"present growth trend and to identif r mod-4 f ,cations to
street system to improve circulation. At this stage,, the
land use plan was refined, reflecting the _n u 4 of the
preliminary traffic forecast and alternat- e ::;reet Dlan:
were tested to determine the optimum plan.
The following analyses are included in this repart;
F '
Define the present traffic pattern within the NP
No. 3;
2
Estimate the traffic volume and number of vehicle trips
generated from within the Neighborhood at time of full
development;
Predict the future traffic pattern within and through
the Neighborhood at time of full development;
Develop and test alternative street networks and land
uses for- the Neighborhood;
Determine the optimum traffic circulation network.
DESCRIPTION OF NEIGHBORHOOD
The Tigard NPO No. 3 is shown on Figure 1 and defined as the
sector of the City and Washington County within an area bounded
t
on the north by S.W. Walnut Street, on the east by S.W. Pacific .
Highway (Or. 99W) , on the south by S.W. Beef Bend Road, and
- on the west by an imaginary line connecting S.W. Walnut Street
at S.W. 135th Avenue and extending southeast to S.W. Beef Bend
Road at what would be approximately S-W. 120th Avenue.
hand Ur-e
For traffic analysis purposes, the NeighborY_ood and adjacent
lands were divided into 23 zones, referred to as traffic
analysis zones. These are shown in Figare 2. it should be
noted that zones 1 to 3 are in NPO No. 2, and 3 s=1
NPO No. 1 . The traffic analysis zones �ar�, corctr�.r ,e -
such a manner as to be homogeneous as ,.o_:s�ei in land
Gq
` 3
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KNE'•
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ar
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' .... .... .. ..... „_ FNANAve N. .it....
AMC
°0 ....... ••...°°•.....~
.• •........ a7
41
*� FIGURE 9
•' NPO # 3 Study Area
CARL IL BUTTKE
�� — /� ' ro ao.tss • .o•ntaH o.am+lrasa' • wa.an•nl
SX a.•n w.a eaorc'e Hs H�wca"�
� r
A.
1 F°*-` on
x
10
17,7 PAU
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CAARO£ Mc DomAR0
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21 �, 20 "-
19
E)uLL
22
rFIGEURE :Anna:lys:i�sZones
C RL tL0
�••Qt 4" •. ,N�taA•9MQOI tyN • M!•!il fid.
MW fCWI MlEu9CT p11.. Mm[F•It
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• 5
Ctype and to be oriented to a partil- l.ar exiting street. The
present and preliminary full development lard ..:se was defined
by the City for each zone and is tabulated in Table A-1 in the
Appendix. As summarized in Table 1 for the Neighborhood,
single family housing is assumed to increase from nearly 700
to 2,100 dwellings; multi-family from 170 to 260 dwellings;
- - - - general commercial from about 100,000- to 280,000 square feet
of building space; and general office from 4,000 to 70,000
square feet of building space.
TABLE 1
LAND USE INVENTORY & PRELIMINARY FORECASTS
NPO No. 3
Preliminary
Full
Land Use 1974 Development
Single Family Residential 684 units 2,093 units
Multi-Family Residential 166 units ' 2,;5 units
Residential Total 850 units 2,348 units
General Commercial 97,900 sq.ft. _ _,700 sq.ft. �
General Office 3,500 sq.f,. 70,00C sq.-p_.
School 70,000 sq.ft. G,000 sq. t,
a
6
Neighborhood Circulation System
The Neighborhood circulation system and current average
weekday traffic volume on the system is sro:;n on Figure 3. mill
Pacific Highway (Or. 99W) and Scholls Ferry Road (Or. 210)
function as arterial streets. Walnut Street, 135th Avenue,
121st Avenue-, Gas de Street, Bull Mountain Road, and Beef
Bend Road function as collector streets. Fonner Street and'
115th Avenue are beginning to function as collector streets .
The remaining Neighborhood streets function as local resi—
dential. streets.
The current traffic volume on Pacific Highway adjacent to the
Neighborhood is approximately 25,000 vehicles per day.
Traffic on Scholls Ferry Road averages between 4,000 to 6,000
vehicles per day between 135th Avenue and the Southern Pacific
Company railroad crossing. Walnut Street carries about 2,100
vehicles per day west of 121st Avenue increasing to 4,100
vehicles per day at Pacific Highway. Gaarde Street carries
approximately 2,100 vehicles per day west of 115th Avenue a.;d
nearly 3,000 vehicles per day at Pacific Hi-Invay. Traffic
on 121st Avenue varies from a low of 1 ,500 orb cies per day
immediately north of Walnut Street, to 2,500 -ry iCles
immediately south of Walnut and 1 ,800 vehi i ee -)rth of
` Gaarde Street. Bull Mountain Road car -3
a ro::iMat. !y 80
vehicles per day while Beef Bend Road. 7!a-vies 2,9 ) cies
daily.
rte
ti�
7
4100
L
�r
r `
00 ^~
Q
�. �__-� ■ r � 360
Y
1100
IOdO
r4p,
•4 nc.Ac�,•sr / fl/ rte_
'rm �
ttr
Vj,Wur OX 2�
rcYOtR
^00
auaA H 0 @00
DHetr V LL
' NPRIOY Q •�-J PARK
PA �
n rA�RMAVQ.i •2 A
ONAfW
AA i
40
a
Q® Mc DOMKO
LAAR®t.
s —
t�Rr La
tea, to AIM PO-
14 Y
4 Lek 0
- P
i
. +,• FIGURE 3
a
Current Average Weekday
®v° Traffic
CARL H. BUTTKE
ea 604 a» a M'a.aa o.ltaw Nsaq a eoa r a,a aria
M*8 %.69 -D..Mr K4 ebgr e a
C
Public Transportation
TRI-MET presently serves the Neighborhood with two bus lines,
the No. 's 44 and 45, as shown on Figure 4. The No. 44 passes
along side the Neighborhood on Pacific Highway. It operates
between downtown Portland and Sherwood at 60 minute intervals
during the midday. More frequent service is provided during
the peak commute hours.
The No. 45 line has recently been extended and operates
between Canterbury Square, via Gaarde Street, 121st Avenue
and Walnut Street, to downtown Tigard, via Greenburg Road td
Washington Square and to downtown Portland. Its midday
service is at 40-minute intervals also with increased service
during peak commute periods.
A third line, the No. 78, has recently been added to the
Tigard area but does not pass into NPO No. 3. It operates
between St. Vincent Hospital, Beaverton, Washington Square,
downtown Tigard-via Greenburg. Road to Mair. Street, Portland
Community College and downtown Lake Oswego.
Future plans call for a park-and-ride station to be constructed.
in the vicinity of Barbur Boulevard. and Capital Highway
together with other stations throag1! %1lt the Nets,politan
Area. It is expected that the statim at .;;arbor Botilevard
(West Portland Station) will be under const^ ,_ction durir_g
Aln-
the summer of 1975• A future park-and-ride sto`i oa is planned.
for the vicinity of Oregon 217 and Pacific Highway. Light
4 r
F � �
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`3.
6 c rFc.,
�x
y . J }
vp
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1G
rail lines have been suggested along Multnomah Boulevard to
downtown Portland and on the Southern Pacific Company tracks
through the Neighborhood to Lake Oswego and downtown Portland.
Washington Square Transit
Washington Square presently operates a transit system for
its shoppers. In the Tigard area a bus operates at one-hour
intervals leaving Washington Square southerly on Hall Boule-
vard to McDonald Street, west on McDonald Street to Pacific
Highway, and southerly on Pacific Highway to King City. It
then returns on Pacific Highway to Watkins Avenue, north on
Watkins Avenue to Walnut Street, west on Walnut Street to
121st Avenue, north on 121st to Scholls Ferry Road end back
to Washington Square via Scholls Ferry Road.
PRESENT TRAFFIC PATTERN
The present traffic pattern was defined through manual
traffic counts at key intersections throughout the Neighbor-
hood during peak periods and by seinen day mechanical traffic
counts made on many of the streets. within NFO No. 3. The
seven day traffic counts are summarized for the average
weekday between Monday and Friday and shown on Figure 3,
page 7•
Analysis of the traffic volume co-ar_ts indicates that about
45 to 50 percent of the Neighboz-hood generated traffic enter
11
t x and leave via Pacific Highway to the northeast, and 10 percent
to the southwest. Another 10 percent is oriented to the
neighborhoods southeast of Pacific Highway via McDonald and
Frewing Streets. Approximately i2 percent of the traffic
enters and exits the Neighborhood at the north via 121st
Avenue and 12 percent via Tiedeman Avenue. The remaining
traffic enter and exit via Beef Bend Road, Bull Mountain Road
and 135th Avenue.
There does not appears to be a substantial amount of traffic
passing .through the Neighborhood to reach arterials oi other
neighborhoods.
{ FUTURE TRAFFIC PATTERN WITH PRELIMINARY LAND USE
The future traffic pattern within the Neighborhood was defined
in a similar fashion as that of NOP's 1 and 2, by first fore-
casting the number- of trips which would be generated within
the Neighborhood, distributing these trips to the street and
highway system and then adding the traffic expected to pass
through the Neighborhood.
Trip Generation
Vehicle trips were generated for each traffic analysis zone
on the basis of the preliminary land use defined in Teble A-1
in the Appendix for the assumed full development of the Neigh—
borhood. Generalized trip generation rates were utilized from
12'
f^
measurements at similar type land uses throughout the United
States. These rates are indicated in Table 2 and categorized
as either trip pr odul tions or trip attraU tions. The produ ctions
occur at the household and the attractions at the other land
uses. In all cases, the rates represent a two-way vehicular
volume at present levels of transit ridership and carpooling.
TABLE 2
CURRENT. TRIP GENERATION RATES
Two-Way Vehicle
Land Use Trip Rates
Single Family Residential 10.0 per dwelling unit
Multi-Family Residential 8.0 per dwelling unit �.
Neighborhood Commercial 75.0 per 1 ,000 gross square
Center feet of leasable area
General Office 13.5 per 1 ,000 gross square
feet of floor area
High Schools 12.0 per 1 ,000 gross square
feetof floor area
Source: See Trip Generation Sources in Traffic Circulation,
Greenberg-Brookside Neighborhood, Tigard, Oregon,
Carl H. Buttke, Consulting Engineer, dune 14, 1y74•
In 1974, it is estimated that some 8,200 vehicle trips are .
produced (start and end) from residences within the Neighborhood.
As indicated in Table 3, upon full development of the Neighbor- +
hood, in accordance with the preliminary :.and use plan, some
23,000 vehicle trips would be prod-u�--,3d assuming the existing
level of public transportation.
13
TABLE 3
NEIGHBORHOOD VEHICLE TRIP GENERATION
Mr-
p ;1 V V1 aV tJ
Trip Productions
r
1974 8,200 8,100
Full Development 23,000 22,400
It was further estimated that in 1974 some 8,100 vehicle
trips are attracted to enter and leave land uses other than
residential. By fully developing the Neighborhood, accord-
ing to the preliminary land use plan, some 22,400 vehicle
trips are forecast to be attracted to enter and leave land
uses other than residential.
There appears to be a balancing of trips produced from the
Neighborhood and trips attracted to the Neighborhood. How-
ever, only 1 ,500 of the trip attractions in time of full
ools or general offices. The remaining
development are tosch
trips would be attracted to retail-commercialestablishments
for work and 'shopping purposes. Therefore, most work trips
would leave the Neighborhood and most shopping trips would
be attracted. to the Neighborhood along Pacific Highway.
As indicated in Table A-1 in the Appendix, additional retail
commercial land uses have also been assumed north, south
and east of the Neighborhood along Pacific Highway, thus
attracting another 1%000 two-way vehicle trips. The traffic
t. circulation analysis for NPO No. 2 'indicated that some 10,000
14
vehicle trips are also attracted to and from downtown Tigard,
thus increasing the attractions along Pacific Highway.
Vehicle Trip Distribution
The distribution of the trip productions and attractions to
the street and highway system was made on the basis of a
trip distribution pattern developed for the Portland-Vancouver-
Metropolitan Area by the Oregon Department of Transportation,
the measured existing traffic patterns and the size and
location of places of employment and commerce in and surrou4d-
ing the Neighborhood. Figure 5 indicates the final distribution
r of trips from the area which resulted from analysis of trips
from each traffic analysis zone. This distribution checks E,
quite closely with the existing pattern of traffic recently
measured.
Vehicle Trip Assignment
The vehicle trip assignments to the street and highway system
G
were made on the basis of the trip generation by traffic
analysis zone, the trip distribution for each zone and the
shortest, least congested and most logical T=outing of 'trips
to and from each zone.
An assignment of 1974 trips produced and attracted in the
,.: Neighborhood was made to test the methodology. This- assign-
ment
his assign ment checked very closely with the actual traffic volume
15
"(o ` 15
Z
FOU
w " J
11 a`
oto
1 aaV
w
a r
yY
CA"WA
ALOi4iA
FOYYY4 be
/(` J O4RaY DILL a
® ♦Al
MA410N
6L �• �} *NAVA
IRY4WN ®® C
p'FAI
tP4 Ke WNAL® -
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a a
� r'v
wLL pplFFrfAYF 6 —
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2.o/ r ONP
aa. FIGURE 5
Distribution of Trips
f ° From Area
CARL ". BUTTKE
9~�
ro see A}F a .oera.wwlca.n»�r s Fev Baa.»a
1\ ult KAVA 40. F'tAs 04
16
measured on the Neighborhood streets. Where discrepancies
resulted, the methodology was slightly modified to reflect
�_ f those within the Neighborhood.
actual driving habits ul ������ ::��__�... -Uh-
Preliminary Assignment of Future Traffic on Existing Streets
An assignment of the trips which would be generated by the
Neighborhood if developed according to the initial or
preliminary land use plan was made on the existing street
system to examine the circulation system and the land use
plan and to determine where modifications in both the street .
system and the land use plan could be made to improve circu-
lation and lessen the traffic impact. This assignment is
shown on Figure 6. `
This assignment indicates that Walnut, Gaarde and 121st
Avenues may carry some 10,000 vehicles daily. A two-lane
roadway with left-turn lanes would be sufficient with this
development plan.
Pacific Highway can be expected to be severely overloaded
with traffic north of Walnut Street. This overloading and
resulting congestion could cause motorists to drive through
NPO`s 2 and 3 to avoid delay and congestion. Improved public
transportation in the area and to the southwest could help
reduce this traffic overloading together with an improved
arterial street such as S.W. Durham Road between Pacific
Highway and I-5,
1 17
Fi�ry t
DA
t ati�. O
O
R 3oao 0�
rrf f°
CATw(tIVC
�1
4V°
r O N R+�
,dam
500
o
t 1 X00 6 b 00
- Ioo 0 2090 FOu$"a
O
ALUXTA r
FO..FR 3
C J Oi7�Of.LL 6g
A �qMt• _ _.. r �
8AR4 y�.
MARIOYwJ s boa P`
t � FAIRwAJrw iS 7
O K
04t DORAL®
Qell K
WA+tns 1`i' �OOO
r• n w0 .•
fir
f L I! f#
�� ?• 4x
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Wv./rAw R0. �A% 0O
P
p
FIGEEZE6
Preliminary Traffic
d
.ssignment
cARL H, BUYYKE
tO,Twl„wi 6wtM6A
•t,A,�M a IOr°,.fir Ce1pA.��K, 9
"a'its e,p
e. uK Bt/it frOIC?.rQ �4
k %
AVERAGE WEEKDAY TRAFFIC
18
Also, it appears that there may be too much general commercial
space allocated along Pacific Highway causing shopping trips
to be attracted to the area from other neighborhoods. If this
could be replaced by more general office space, the amount of
traffic on Pacific Highway could be reduced and some work tries
could be shortened in length by providing more diverse type of
employment in the city. - -
It is estimated that by 1990 some 2,500 vehicles per day on
121st Avenue and Gaarde Street between Walnut Street and
Pacific Highway will be through traffic. It is further
estimated that by 1990, some 10,000 to 12,000 vehicles per
day on Pacific Highway between Beef Bend Road and Walnut
Street are not oriented to this study area. `
Alternative network development and testing, together with
possible land use changes to finalize the plan, follow to
develop a Neighborhood traffic circulation system which will
accommodate t e -traffic, -:ffer maximum flexibility
of circulation and reduce the amioimt traffic passing
through the Neighborhood.
FINAL PLAN DE%ELOPMENT
Alternative Land Uat-
As a result of ti-ie 'ia1 test cT +r_e P., Lim-;
lana use
plan on the ex
ist-.ng street syster,, two a'.ternat�ve land use
19
�t plans were developed by the City for further testing. They
are summarized in Table 4• Alternative 1 indicates a plan for
primarily retail-commercial establishments along Pacific
Highway whereas Alternative 2 indicates a plan for a. mixture
of approximately one-third retail-commercial and two-thirds
office commercial establishments along Pacific Highway. The
- - office commercial uses are assumed to consist of general
offices, medical offices, quality restaurants, and minor
supporting retail-service establishments.
TABLE 4
ALTMN'ATIVE LAND USE - NPO NO. 3
Alternative 1 Alternative 2
Single Family Dwellings 1 ,846 units 1 ,846 units
Multi-Family Dwellings 291 units 291 units
Retail-Commercial 351 ,000 sq.ft. 125,000 sq,ft.
Office-Commercial 229,000 sq.ft.
Schools 50,000 sq.ft. 50,000 sq.ft.
A comparison was made with the forecasted population for
t forecasts made b
NPO No. � with the 1990 population y Columbia
Region Association of Governments for regional transportation
planning purposes. Both populat__or_ estiaates compared quite
favorably indicating that the NPO No.. , _r•opulation forecasts
E
20
f
may ocour about 1990. Therefore, the traffic generated by
the Neighborhood in accordance with the alternative land uses
would be for 1990•
Viet—joalar Trig Generation
The previously described vehicular trip generation used in
testing the preliminary land use plan was modified to reflect
conditions in 1990. An examination of transit ridership
estimates made in the regional transportation planning pro-
cess for. the Portland-Vancouver Metropolitan Area indicates
that approximately 15 percent of the workers from the Tigard
Area may use transit to and from work by 1990• It is also `
assumed that the average automobile occupancy will increase
from 1 .1 people to 1 .3 people per car for trips to and from
work by 1990 as carpooling becomes more effective. Increased
transit service by 1990 would also reduce vehicle shopping
trips slightly. Table 5 indicates the 1990 vehicle trip
generation utilized in testing the alternative land use plans.
On an average weekday basis it is estimated that the vehicle
trips generated at the household will amount to approximately
18.600 for each alternative, as s:,own cn Table 6. That is,
9,300 vehicles would leave the ho�Asehold each day. , For
Alternative 1 , having primarily retail-commercial uses along
Pacific Highway, some 25,:00 two-way vehicle tripa per day
are estimates. to be attracted to —at area. On the other
ti
21
(` TABLE 5
1990 VEHICLE TRIP GENERATION RATES
Two-Way Vehicle Trips Per
Land Use Weekday
Single Family Residential 9.0 per dwelling unit
Multi-Family Residential 7.0 per dwelling unit
Retail-Commercial 70.0 per, 1 ,000 gross square
feet of leasable area
Office-Commercial 18.0 per 1 ,000 gross square
feet of floor area
? Schools 12.0 per 1 ,000 gross square
feet of floor area
�z
TABLE b
1990 VEHICLE TRIP GENERATION
Two-Way Vehicle Trips Per Weekday
j ;
Trip Productions Trip Attractions
Alternative 1 18,6CO 25,300
Alternative 2 18,600 13,500
r
22
hand, for Alternative 22 having approximately two-thirds of
the building area in office-commercial activities, it is
estimated that some 13,500 two-way vehicle trips will be
attracted to that area each weekday.
Factors Affecting Future Travel
At the present time there are uncertainties in forecasting
future vehicular travel in the United States. The greatest
uncertainty is what impact the energy problem will have on
future travel. Presently, it is difficult to predict with
any certainty how much vehicular trip making will be reduced
to conserve the world's supply of petroleum without making
regional transportation forecasts considering various different
assumptions on the availability and cost of energy. However,
4
one can be certain and should plan for a change in our i
mobility. This change will in all probability have the most
j;
effect on the home-to-work and return trips. Greater car-
pooling and use of public transportation can be expected to
occur. During tqe gasoline shortage of January and February,
1974, traffic volumes on major -r:.adway- were approximately
ten percent lower than the previous ear. Should the petro-
leum
p Y P
leum shortage become a way of life, reduced motor vehicle
travel will occur.
It is also uncertain how much public transportation service t.
will be provided in Tigard by 1990, thus affecting vehicle #'
__.-................. _ _ _ __
23
trip forecasts. However, planning should consider improved
transit service as well as more carpooling in the future.
The previously described vehicle trip generation has taken I
into account improved transit service and carpooling in a I
conservative manner so as not to underdesign nor overdesign
the vehicular street system.
Alternative 1 Land Use Traffic Assi nment
The average weekday traffic generated by Alternative 1 land
use was distributed and assigned to the existing street system
in a similar method as described for the preliminary la.nd us e
testing. The result is shown on Figure 7. Slightly lower r
traffic volumes are forecast for the existing neighborhood
streets than those forecast in the preliminary land use test.
Generally, the heaviest traveled streets would include Gaarde
Street, Walnut Street and 121st Avenue with volumes of about
8,000 vehicles per day except on Gaarde Street at Pacific
Highway. Generally, these streets are Jnticlipated to function
properly as two lane collector roadways with curb parking.
Street widening would be required at the intersections with
Pacific Highway to provide two lane approaches.
Traffic on Pacific Highway is expected to be heavily congested
rf s colild cause.north of McDonald StreetThis l motorists to seek'
a by-pass route through the neighborhoods on less congested
' I
FtR�Y fit' p#�
s 34,00
x
DA TA RT
3oao f
naso. en !o-
4�
4ge
O0
0 7000
00
_ S `qo0 �
L(p 0o 4 oc s2 O �Cp .: �4 .
V �O
N «
o
bR'00 0 1500 :C)u
xactrR
io"ge
'r DE4RT OtrY %
JAMSS
q a VAR za
MA41eri � lia 0f
test
A
f �.Y a® A J OMAtIR 1pp.
� bl iAIaRAVfM
RL r .
_ Q
O p acv 4 Mc DJNAtD 1
n7800 0 . �joo a� ,,..�• , ;: ,
6AA40L -
_ : to G+lata t
r n «® t
t
tN ?TLiRV.w. t
300® �
09.suLl
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fy
_ Y
O __�---
�,��� a 'I GURE 7
tv` iternatiue 1 band Use,
raffic Assignment
CARL N. RUTTKE
IMO
A. a*sw • es►r ese erre
v�Rnc`rE WEEKDAY TRAFFIC
�i'
25
streets. Because of this forecasted high volume on Pacific
Highway, it is doubtful if proper access and egress could be
provided to the adjacent retail-commercial properties unless
all access-egress were provided at signalized intersections.
These volumes indicate that it would be almost impossible to
exit a driveway and make a left turn onto Pacific Highway
without traffic signal control.
Alternative 2 Zand Use Traffic Assi ent
The assignment of the average weekday vehicle trips generated
f^ by the Alternative 2 lana use ,is shown on Figure 8. The
forecast volumes on the neighborhood streets are similar to
those for Alternative i because the residential land use is
the same. However, traffic forecast on Pacific Highway would
be considerably lower than that for Alternative 1 . Traffic on
r
Pacific Highway would become congested north of Walnut Street '
rather than north of McDonald Street, and to a lesser extent.
These traffic volumes indicate tolerable traffic conditions
with a lower likelihood than Alternative 1 for motorists to €
seek a by-pass through the residential areas. However, traffic
is expected to be high enough to make it difficult to exit a
driveway and make a left turn .onto Pacific Highway without
traffic signal control. Therefore, even with Alternative 2,
access for newly developed properties should be planned where
Possible on collector type cross streets to Pacific Highway
rather than on Pacific Highway.
i
c o��
C
a
31400
DA TA it
..vim �� •
30 0
1
CAlNi.14.
r .♦vv4 T
a'1 VJWyut eT 40 x+00 i
41,
r /s X00 00
atti
a 5`°°0 tSoo FOSA aoo T
jOf
ALSEXTA S
FON4it yYtt
Y JAN..
« $
$
VAR
MA410M P 1(00
Iz
A ONA4A
r CAMNAV.N at ~
Y p
O t, Q
ft
.0 G v iv y� As Mc DOMK�
7500 / oOOP
_. 6AA10i (0000
r = so
r n N0
30p0 Rr w
3500
y�uTA�µ Ro, 0
s
'3600
S 8
® FIGURE
Alternative 2 Land Use,
N Traffic Assignment
CARL. H. BtlTTK E
oa .GAt raeAA'r w 4•.B MA
AVERAGE WBEKDAY TRAFFIC
i
{
E
1
., 27
f
+1i
Further relief to Pacific Highway north of. Walnut Street could �
Fu �
be provided by developing an attractive route via Durham Road
f
between Pacific Highway and I-5• j
point of view, Land Use Alternative 2 ,
From a trai=is
gene
less traffic
is superior to Alternative 1 because it g rovides more local
:..:.... ._ peak hour basis and it p
on a daily and P.M. p th of some
employment opportunities thus reducing the leng
-P local bus �
home-to-work jouxneys and reinforcing
the use o�
I
service for work purposes.
STREET SYSTEM MODIFICATIONS
Gaarde Street and Pacific Hi hwav
It has been planned by
the City to realign Gaarde Street at
Pacific Highway so that it aligns opposite McDonald Street
lize this intersection. Included in this realign
and to signa
ment would be the removal of the entrance to the shopping
center from Pacific Highway and the development of a two-way
n_ ao
access via the existing frontage road to relocated Gzaarde
Street. See Figure 9 for the approximate alignment. The
frontage road could then be extended northerly to. provide
t property rather than from Pacific
access to the adjacen
Highway..
Today, Pacific Highway..
tends to divide the City into two
conveniently and safely
pieces because of the inability to
28,
FLLA`f
KMoi�?
t
DAV
7A Ia1
f/ TGJ�C. aw
t
f °qP ek
gut 54.
a_
O� aT 4
w e
tir w a4 ``
' FOVµ'L Q
r+ CA%K w
ALMRMM
Fo"WE
y DIR DELL
,t/1MRs i
PPR 9
MA4ro"
y oaaaA
. i n µf0.MAWM i2 _ ~
Yi:V 4 INt DOtIlLO
fd �*a{/RP LM.
�Dyt{AIN 0.9
d
it
� r
FIGURE 9
Street System
p" Modifications
CAFtL tLBUTTME
• vo ao..w s ro•aw e..aa.r••ro+ s ut,tu•ua
. o.oe�.oL area.O.
....._._..
29
cross Pacific Highway from one neighborhood to another either `
as a pedestrian, a cyclist, motorist or by public transportation.
The offset intersections of pacific Highway at Gaarde and
McDonald Streets are excellent examples of this type of barrier,
By realigning these intersections into one signalized inter-
section, a safe and convenient crossing of Pacific Highway can {
be provided. it further enhances the access of shopping and t
other future facilities on the northwest side of Pacific High-
way for those living on the southeast side of. the highway by
i
providing safe, convenient crossing and access via a frontage
road from Gaarde Street.
However, by realigning Gaarde Street opposite McDonald Street, ,
a more convenient route than presently exists will be formed
G
connecting to I-5 via McDonald Street, Hall Boulevard, and
Durham Road. This'route may encourage some additional through
traffic from the Beaverton Area.
It is estimated that a high capacity, convenient connection
between the Beaverton Area and I-5 southerly could attract a '
two-way daily volume of some 5,000 vehicles. This realignment
is not anticipated to be that attractive and therefore may
encourage only 1 ,000 to 2,000 additional vehicles to use it.
Without this realignment, it is estimated that about half
s
that volume (500 to 1 ,000) would make the onnection via Gaarde
Street, Pacific Highway and then Durham Road at I-5.
i
4'
>0
Therefore, it is estimated that this realignment may add between
500 and 1 ,000 more vehicles per day to 121st Avenue, Gaarde
Street and McDonald Street.
If, as part of this project, the frontage road is extended
north to Watkins Avenue as shown on Figure 9, it is estimated
that an additional 500 to 700 vehicles per day would use
Watkins Avenue to reach the land served by the frontage road
and to reach the shopping center south of Gaarde Street. This
traffic would have otherwise used Pacific Highway or 121st
Avenue and Gaarde Street.
To avoid having Watkins Avenue, which is a local residential
street, used as a collector street serving commercial and
office space along Pacific Highway, I recommend that the
frontage road not be connected into Watkins Avenue. The
required access to the residential and commercial-office
land can be provided by at least the following two ways when
the land is developed:
1 . Serve the land north of Gaarde Street from Gaarde
Street and from Pacific Highway without connecting
into Watkins Avenue
2. Construct a frontage road between Watkins Avenue
and Gaarde Street, as shown on Figure 10, cul-de-sac
�` Watkins Avenue immediately south of Fairhaven Street
to serve the residences there, and to extend 110th
Avenue south to Gaarde Street. In this manner, the
S
't
r
� J
f �
f •
2 e nema, R
tomilumL
y,
8 ~•4yo r {tf FE
V&W,uf Si O.Ir1yTj
~ M ~v IF�
OL PL ±
® Q
FOSS
CAUL fW
i
ALOArm
FOIWf•
DERRY ML
(` h �PMif P
\I MARI-& 4 /AR
I p
a� p"
• n WK.hVa4 6L Fy? OMA1U
mc DONALD
V
Q �iAlEf4'tf
c•
«+RT LAL k
VAL
r
FIGURE 14
a° ~° Frontage Road North of
Gaarde Str, et ;
CARL. tot. L8t9YYPt� r�
a0 sos aA •NKe.e O•lG9r sns• a sai.Nay»a ir!
. OA16 fCA6R afp,asf sq Kn a9 d
•
32
residential neighborhood is provided with access and
internal circulation without any through traffic, in
fact less than today, and the commercial-office lands
are provided with excellent access. The decision
concerning access should be made when the land is
being planned for development.
115th Avenue Extension '
A possible modification to the existing street system would •
be the extension of 115th Avenue northerly from Fonner Street
to Walnut Street. The purpose of this extension would be to
reduce the traffic volume on Fonner Street by providing more `
p�
direct access to the neighborhood surrounding 115th Avenue.
1
The impact of this street extension is shown on Figure 11 .
k:
It is estimated that some 800 vehicles per day would be
removed from Former Street and some 200 to 400 vehicles from
121st Avenue. The extension is expected to carry approximately t
1 ,200 vehicles per day and also add some 250 vehicles per day t
1
to 115th Avenue as through traffic.
t
This extension of 115th Avenue would require a curvilinear
alignment because of the topography and a bridge to cross c
the creek. it also appears that at least one house may have
E
to be purchased to build this road. Therefore, more detailed
engineering and cost e
` stimates wo•�la have *o be made to weigh
t'ne cost of this facility against th-e bens fits of reducing
traffic on Fonner-Street,
z
.� CGwmW9 FRR'Y 1
`r
x
�6
R
TKARD, en
rr° `Y
a w�
parucawR
et e
•!q
Yt�µUr ST +700
550
a « co ` 4
f FOU
CAwsse
A1.5am —900
D'RRY DAt1
_ a - .lnnRs y ¢
NAfhA PAR
A
M PAIRMAVay it a Pm}t OMRRA
... � fA1ClWiM yIAK wd is
Q
CV a Mc DON ALO
CAARDI �.
II f
m
4
a
M
FIGURE 11
Traffic Impact of 115th
Avenue Extension
CAS,. H. BUTTKE
Cp4tN.wG eMCt1N [.
.m eV••w •a��•+"e�t.w s+7a+ • wt.all"to i.
OEM SCir=. r+.e+sc't an salt ae k
AVERAGE WEEIPMAY TRAFFIC (�
r
{
4
Gaarde Street Extension
As land to the west of 121st Avenue is developed, it may
become necessary to extend Gaarde Street westerly. In that
event, a connection between Gaarde Street and Bull Mountain
Road via 125th Avenue is a possibility for providing increased
circulation within the Neighborhood. It is estimated that
some 500 to 1 ,200 vehicles daily would use this connection
rather than travel to and along Pacific Highway. I recommend
that action on this connection not be taken until more is
known about the development of the land west of 121st Avenue.
Other Street Connections
I
It is recommended that 110th Avenue be extended southerly to
form a connection between Fairhaven Way and Gaarde Street.
This connection will provide improved internal traffic
circulation reducing the need to use Pa:ific Highway to drive
to and from rhe ire'-ghtoring Shopping center.
D m end Howard Drive
It has been suggested by N..J No. 3 =� =
northerly to Fonner Street to pro--;de =-creased circulation
and access on Howard L.r ve> From a traffic engineering point,
I concur with this su-gcstior_ but ai c find no reason why
Howard Drive should not remain as a deadend street other than
the PrOIT1^-,,in of a Z :.0 acce;= .. .Ci` for _?merge�-�cy vehicles.
i
1
i
35
It was also suggested that 107t6- Avenue be extended southerly
to Fairhaven Street. I concur in this extension as it would
improve internal circ,1�ation.
i
RECOMMENDED PLAN
It is recommended, from a traffic engineering point of view,
that Land Use Alternative 2, or some close variation, be
adopted and that the circulation plan for the Neighborhood
be as shown on Figure 12. The estimated 1990 traffic for
that plan is shown on Figure 13.
Design Features
The City standard for a collector street is a 44 foot wade
roadway, curb to curb, within a minimum right-of-way of 60
feet. This cross_section provides for two travel lanes and
two parking lanes. However, the NPO No. 3 committee has
recommended that all designated collector streets within
NPO No, 3 be developed to a width of 34 feet, curb to curb,
plus parking bays at appropriate locations and with a
pedestrian-bike path located between the roadway and the
right-of-way line. This roadway cross-section would provide
34 feet for two travel lanes without curb parking. I recommend
that this width be reduced to 30 feet to avoid motorists from
forming a third travel lane but provi9.'.ng sufficient roadway
width for turning vehicles. I therefore ,oncar with the
r a KM�'f FtMpY '
tel,
W C
s
...,� OA 7A wr
�hh 4'rtp t
IF
ct TWD, n
tAT"Atut
wq
v� 4yO Qf 'Ms
µNut 81.
8 - 40 ti
A ~
N_ p
® yt
® FOU09
+CA4M1m
ALEMOM
pgetY DILL L
N .j■HM. y ¢
~ G F
PARK
M•rfiOrl C }� �i71f
S p
0
a� A OMR
LA LAIRMAVpµ •2 t
-
Q �FAIAM■n■ }
Ij
`P` Pix DOIdRID
�eaoe
® GPd$Dt.
t f 1
VAL
t.
- r
FIGURE 12
,® Recommended Plan
66
CARL H. BUTTKE
LWrMrar.rG M+4NIM
eo w.[a • •o+a woa•rsa.Mr»+ ■ Mm:aM.m �,..
L
tL.tt NU+MCt q '.:
��,r�t.exR D ^�zZFD
.. �.
1100 RECOMMENDED
ANALYSIS
37
1 •
OL*
SC s
F eR1Y
C?
e O
s rySo
OAKOVA OFT 3(600
3 ��•• "
R _ nciRO• R Boo
Amo
eaaacawe O SO,
OD "Lou
fir
N w ® aoo 4f�
'to
o
r
CO CA �
Acncam
T JAMas DFR1Y D!!L ®�0,
M►4104 BAR is
A
A
v q FAIRawvi4 GL *�]• 011441
a /
00
C) Q y pMum
Y fp1011Nf.Y V>� Q
n.
10 8$00 a 12000 f4c DOMALD
unman
1 r n I
- - w
3 wR, M
KILL
y,40JAM R4 3600
Y
00
A
t
0
%p FIGURE 13
,0 Estimated 1990 Traffic
Recommended flan
CARL H. BN a TKE
�� CO�rfw1.K P-•;Nei
e0 io•an • ryli•VO ONOOV 0r»s a ]7i•at]aqi
AVERAGE WEEKDAY TRAFFIC
38
i
NPO No. 3 committee's recommendation for a collector street
standard with the exception that the travel way be reduced
from 34 to 30 feet. All further references in this report to
the collector straet stailuard will p8, t;in to a cross-section
of 30 feet of pavement width plus parking bays where appro-
priate plus a pedestrian-bike path within the right-of-way. -
Walnut Street is expected to function as a collector street
with volumes varying from some 6,000 vehicles per day at 121st
Avenue to nearly 7,500 vehicles per day between Pacific
Highway and Tiedeman Street, This projection is slightly
( lower than that made for NPO No. 2 because this analysis
included the effect of increased transit service and carpooling
by 1990 and. more detailed land use assumptions were made west
of Tiedeman Street. It is anticipated that Walnut Street will
function properly as a two lane roadway. Left turn lanes
should be provided in Walnut Street at the intersection with
Pacific Highway and at Tiedeman a.-.d Fonner Streets. It is
l
recommended that the collector street standard be provided
where physically possible. The intersection between Walnut
Street and Pacific Highway should be signalized as described
in the Traffic Circulat_on Repo--�; for NPO No. 2.
Gaarde Street is forecast to carry approximately 9,000
vehicles per day at 121at Avenue and 12,OCC vehicles daily
at Pacific Highway and f,;ncti.ori a� a. colle-.t--a.- ;I deet. It
is recommendedthat Gaarde be rea'igned t-, form a four-way
39
intersection with McDonald Street and Pacific Highway. It
should also be developed according to the collector street
standard. At Pacific Highway it should be at least 48 feet
wide to accommodate two lanes approaching Pacific Highway
and sufficient roadway for access to the frontage road. The
intersection formed by McDonald Street, Gaarde Street and
Pacific Highway should be signalized.
121st Avenue will function as a collector street with a
forecast volume of some 8,400 vehicles daily. It too should .
be developed to the collector street standard. Eventually,
the intersection between 121st Avenue and Walnut Street will
require signalization.
All other streets in NPO No.. 3 should be developed as local
i
residential streets except Bull Mountain and Beef Bend Roads.
These function as collector streets but are of sufficient
w
width for the forecast volumes.
To reduce traffic on Pacific Highway, it is recommended that
Durham. Road be developed into an attractive four lane divided
t connection between Pacific Highway
arterial forming a direct
and I-5. Direction,1 signing should accompany this develop-
ment to encourage motorists to by-pass Pacific Highway between
Durham Road at the south and the connection between Pacific
Highway and I-5 at the north. It is estimated that some
k
5,000 vehicles daily in 1990 would find this connection 5
attractive to be diverted from Pac=fic Highway through Tigard.
40
Public Transportation
nt opportunities along Pacific High-
By locating more employmeF
E
way in Tigard, it becomes possible to serve these jobs with
public transportation.
It is essential for the City to establish policies concerning
public transportation service within the City and to other
cities within the Metropolitan area. TRI MET is currently �
k
analyzing suburban station locations and designs, express bus
service, and light rail service. Now is the time to be part
t
of that planning and to work closely with TRI-MET to achieve
City goals concerning public transportation. Good public
transportation is important to Tigard to provide a choice in
travel mode to and from work, shopping and other type trips i
and to provide the mobility to those who do not drive. Increased
Neighborhood service connecting to express regional service,
areas of shopping and employment can reduce the traffic
impact on the street system. A high level of public transpor-
tation could help redlzce traffic congestion on the arterial
streets thus reducing the poszibilities of motorists short
cutting through the r(:sidertial. neighborh.00ds.
The City should initiate planning for local transit service
with TRI-MET. The local service sno-_?d interconnect between
the residential areas, places _-,i
of Ar r mer_ and shopping and
:.'
with other TRI-MET lines to other For this service,
a smaller b. s than what TRT-14ET presently operates should be
i
I
considered for operation on the local aj.1 collector streets.
Also, it is essential that the streets be designed to accomo-
date public transportation service throughout the neighborhoods.
The location of suburban transit stations with parking is also
of major concern to the City as these stations could intercept
motorists from the west either or. the east or west side of the.
City. If located to the east, it would bring traffic through
the City and could encourage commuters from the City to drive
to the station. If located to the west of the City with a
transfer station within the City, it would intercept traffic
from the west thus not affecting traffic in the City and would
encourage commuters from Tigard to use a feeder bus to the
regional express system.
These policies are important to the City and should be analyzed
carefully as soon as possible. 6,
Carpooling
It is also essential for the City to encourage its citizens •
and businesses to establish carpools to reduce the vehicular
traffic and conserve on fuel. TRI-MET is currently operating
a carpool program of matching trip origins and destinations
of those who apply for such service
It is recommended that the City work with TRI-MET to promote
carpools in the City. `
I� � _� wQw) .1 .. ..' wl rl �_.�. ! 1 ' _, _,-_ -I .. ..! .., ...--I-- .. ..1 ..' nl .. ..' ..1 1 .. x• .._.. ..
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