Ordinance No. 79-11 CITY OF TIGARD, OREGON
ORDINANCE NO. 79-
AN ORDINANCE AMENDING AND SUPPLEMENTING THE TIGARD COMMUNITY PLAN OF 1971 AND
REVISING NEIGHBORHOOD PLANNING ORGANIZATION PLAN #7 (DRAFT) , TO OBTAIN THE
PURPOSE AND OBJECTIVES OF CHAPTERS 197 AND 227 ORS INSOFAR AS APPLICABLE
WITH RESPECT TO THE SUMMERCREEK AREA; AND FIXING AN EFFECTIVE DATE.
THE CITY OF TIGARD ORDAINS AS FOLLOWS:
SECTION 1: The City Council finds that the Tigard Planning Commission, with
the assistance and guidance of Neighborhood Planning Organization
Number Seven, 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 "Neighborhood Plan #7 for the Summercreek Area", dated
January 23, 1979. These documents represent a revision of the plan text and
map adopted on July 26, 1971, Resolution No. 71-15 entitled "Tigard Community
Plan".
SECTION 2: That the City Council further finds that said documentary
presentation has as its base and background a thorough study of the
needs of the area for the relief of traffic congestion, betterment of housing
and sanitation conditions, establishment of land use patterns with concepts
for the future growth, development and beautification of the neighborhood area,
including a system of streets, parks, and transportation facilities, as well as
plans for the promotion, development, and regulation of commercial and the
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 interest,
health, morals, safety, comfort, convenience, and welfare of the neighborhood
planning area, and said document is attuned to comply with the requirements of
a comprehensive plan as contemplated by Chapters 197 and 227 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 Junior High School,
Tigard, Oregon, on February 26, 1979 at 8:00 P.M. by the City Council at which
time an oral presentation and pictorial display of the plan was given, and all
interested persons were afforded an opportunity to be heard with respect
thereto and to comment thereon.
SECTION 4: , In furtherance of the above findings, the City Council hereby
determines that the comprehensive land use plan denoted "Neighborhood
Planning Organization Plan Number Seven" with respect to the Summercreek area,
is revised and amended by exhibits hereto attached, a land use and traffic
circulation map, marked Exhibit "A", and an accompanying Plan Text, marked
Exhibit "B", all of which is hereby adopted and pro,nulgated as the comprehensive
plan for the area involved to provide a basis for present and future guidance
in zoning, subdivision, partitioning and regulatory planning of the area.
ORDINANCE NO. 79- &
That Resolution No. 71-15, adopted by the Council on July 26, 1971,
be and the same as hereby amended to conform to the foregoing and
to the extent of any inconsistencies between this ordinance and said prior
Resolution No. 71-15, the provisions hereof shall supersede Resolution No.
71-15.
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 �h� �, vote of all Council members present this a(a-AU
day of 1-eb-L.La_Ytu , 1979, after being read tivo times by number
and title only.
Recorder-: City of and
APPROVED: By the Mayor this j, day of e i, 1979.
mayor - City of Tigard
PAGE 2
ORDINANCE NO. 79-
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CARL H. BUTTKE
CONSULTING ENGINEER
P.O. BOX 636 B PORTLAND, OREGON 97207 9 503 / 223-4728
May 3, 1978
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l�Ir. Richard Bolen o
Planning Director
City of Tigard 9 t1
P. 0. Box 23557 Rl BVK��
Tigard, Oregon 97223
Re: Traffic Circulation Analysis - NPO #7
LDear Mr. Bolen:
I This letter report concernin.g traffic circulation
NPO 07 plan is submitted in accordance with our agreement
of January 26, 1978.
The analyses consisted of an estimation of traffic to be
generated by the full development Of a sjZnmerit of this traffic to the Oftexihe sting area and an
street system in the of # and proposed
to an assignment of other 7 plan. This traffic was added
around the study area based rupon cfull�devel.opment of�the
Other NPO's in Tigard. The trans or
NPO #7 were developed e p tation requirements far
the assumed Land use and the of the assigned traffic,
proposed street system.
STUDY AREA
The study area referred to as NPO #7 is shown on Figure 1
and is bounded by Scholls Ferry
tRcnd on the north,135th
Fanno
Creek on the east, Walnut Street
Avenue on the west . the sough and135th
Scholls. Ferry Road is .the only
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NPO. All other major streetsshownarterOnlFiguret serving the
l inure 1 serving
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Mr. Ri( and Bolen MI 3, 1978
City of Tigard
Re: NPO #7 Page 3
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the area are collector streets. The measured 19'18 weekday
traffic on the existing streets is shown on Figure 2.
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PLANNING ASSUMPTIONS
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Land Use and Vehicular Trip Generation �
The existing and assumed future land use for NPO #7 are
shown on Table 1 by zone. The NPO was divided into four
zones for purposes of distributing and assigning traffic.
These zones are shown on Figure 1.
Vehicular trips were generated for each zone on the basis
of the assumed land use shown on Table 1. Generalized trip
generation rates were utilized from measurements at; similar
types of land uses here in the Portland area and throughout
the United States. These rates were modified to reflect
future increased transit usage and increased carpooling. :
It is assumed for the traffic projections that 15 percent
of the workers will use transit between home and work and
that the average vehicle occupancy will increase by about
ten percent to reflect increased carpools. The generation
rates utilized are the same as those 1utilized for the �
NPO #3 Traffic Circulation Analysis.
The current and future estimation of average weekday trips
generated by the uses within NPO #7 are also shown on '
Table 1.
It should be noted that the trips generated by t'ie proposed
office and commercial uses in Zone l are attracted to the E
site from other residential areas in NPO #7, and oche,,?
portions of Tigard and Beaverton. The residential trips
produced in each zone are attracted to other portions of
Tigard and the Portland area.
1Traffic Circulation, NPO No. 3, Tigard, Oregon,
Carl H. Buttke, Consulting Engineer, April 16, 19752
P 21.
CARL H. BUTTKC
CANSULTINC ENGM9ER
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Mr. RiL and Bolen M`_ 3, 1978
City of Tigard
Re: NPO m7 Page 5
TABLE 1
ASSUMED LAND USE AND TRIP GENERATION
24-Hour Two-Way
Zone Land Use Driveway Volumes
Existing Ful.ute Existinb Future
1 Single Family 55 D.U. 745 D.U. 550 6700
Multi Family 506 D.U. 3500
Office 22 ,500 S.F. 400
Commercial 109,100 S.F. 7600
Total 550 18200
2 Single Family 261 D.U. 4266 D.U. 2610 3840
Multi Family 49 D.U. 149 D.U. 370 1060
Total 2980 4900 `
3 Single Family 301 D.U. 512 D.U. 3010 4600
Multi Family 143 D.U. 1766 D.U. 1070 1200
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Total 4080 5800
4 Single Family 326 D.U. 598 D.U. 3260 5400
TOTAL 10870 34300
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D.U. = Dwelling Units
S.F. = Gross Sauare Feet of Building Area
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CARL H. BSITTKE
CONSULTING ENGYECR
Mr. R� lard Bolen M4 3, 1978
City of Tigard
Re: NPO #7 Page 6
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Trip Distribution
The distribution of trips produced from and attracted to
NPO #7 was made on the basis of the trip distribution
developed for NPO #3.1 The basis of that distribution was
a trip distribution pattern developed for the Portland-
Vancouver Metropolitan Area, the measured traffic patterns
in the area and the size and location of places of employ-
ment and commerce in the surrounding area.
Assignment of Vehicle Trips
The vehicle trip assignments to the proposed street and
highway system were made on the basis of the trip generation
by zone, the trip distribution and the shortest, least
congested and most logical routing of trips to and from
each zone. This assignment is shown on Figure 3 for con-
ditions during an average weekday (Monday through Friday)
when NFO #7 is fully developed as proposed in the plan.
Through traffic on Scholls Ferry Road is not included
within this assignment.
As indicated on Figure 3, it is estimated that 121st Avenue
will. carry approximately 12000 vehicles per day at the south
end of NPO #7 and approximately 14000 to 15000 vehicles per
day immediately south of Scholls Ferry Road. Walnut Street
is forecast to carry approximately 8500 vehicles per day
west of 121st Avenue and nearly 10,000 vehicles per day
east of 121st Avenue.
Traffic on 135th Avenue is estimated at approximately 4000
to 5000 vehicles per day. If 135th Avenue were extended
southerly to connect into Pacific Highway, the assigned
traffic volume could increase to 10,000 to 15,000 vehicles
per day.
Traffic on the interior streets serving the proposed com-
mercial area is expected to vary betwen 4000 and 5000
vehicles per day. All other interior collector streets are
estimated to carry volumes ranging between 2000 and 3500
vehicles per day as shown on Figure 3.
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TIGARD COMMUNITY PLAN
NEIGHBORHOOD PLANNING ORGANIZATION
NPO #7 DRAFT PLAN
(Submitted to the Tigard City Planning Commission on 11/21/78)
This section describes the intentions of the Neighborhood Planning
Organization and the City of Tigard with respect to the future develop-
ment of the Neighborhood. it is a "policies plan", providing guide-
lines for development in the form of policy statements. These policies,
the accompanying text, and the plan map are to be consulted jointly
when evaluating development proposals. These proposals include zone
change requests, subdivision proposals, changes in the street system,
or any proposal requiring public agency review.
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 Tigard Community Plan. These goals
provide the basis and describe the broad purposes of-the Neighbonc�.�..:d
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 this part to the whole.
GOALS FROM THE TIGfiRD COMMUNITY PLAN
1. The city intends to limit the ultimate population of the planning
area. The comprehensive plan provides 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 families per acre. This range
of residential densities is intended to provide a variety of living
environments 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 for public
facilities and services in different parts of the city. The citizens
of the community should know the density of development that is
Planned for different parts of the city as it affects their own
neighborhoods. City officials need to know the demands for
different public facilities and services in different 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.
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3. The comprehensive plan takes advantage of the natural features tha
give Tigard a distinctive character and ualit t
topographic features such as Bull Mountain,LittleTBull Mountain
and Fanno Creek, Fanno Creek and its tributary streams provide
natural drainage ways and make Possible a system of
grees
connecting various parts of the city. The comprehensivenwa
recognizes the potential of greenways in enhancing the livability
of the community, The implementation of a
gre
major element of the Tigard Comprehensive Planenway system is a
4. Heavy traffic is noisy, smell
an and dangerous. It conflicts with
residential values and with m
the city. Therefore y of the other. activities within
and located in a mannerathattwill�min minimize theseroutes needtinherenticoned
nflicts
at the same time allowing motorists to reach their destinations quickl
safely. The comprehensive y &
traffic system. It designates for improvements in the
traffic
sets standards for g streets and highways by category, and
their design. The major street pattern
indicated in the comprehensive plan will
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city intends to route major traffic volumes innthecfuture. how the
S. Convenience is a major objective in locating shopping facilities
and other businesses. At the same time, 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 very large proportion of its stores and othe
businesses are concentrated in the central locati r
o
hensive plan seeks a distribution of neighborhood and communitvew
shopping centers in locations that are easily accessible
areas they serve. These sho g to the I "
manner that will minimize land luse cand etraffic will conflicts. in a
�• There is still an abundance of vacant land in the Tigard area that
has potential for industrial development and the comprehensive plan
is designed to encourage its use for this
the .plan is to create em P to ePurpose. An objective of
for those thre opportunities within the communitypersons who Live there. The plan also recognizes the
importance of a balanced tax base in
facilities and services. Supporting necessary community
will insane high standards that for industrial development
the city as a interest of industry y and
7. The location of schools and
residential neighborhoods, parks affects the livability of Tigard,s
Youn:should be able to walk to school gandrshoulds in hnotlhavetto
streets. adhere Y grades
possible, parks and schools should be deVeelos busy
adjacent sites, tied to the greenway system. loped an
existing ideal development and to o ra h While the
deal arrangement of schools and p g P y do not always Patterns ,of
assist the community schools
a Parksy comprehensive plan an
pproach this objectiveplan will
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RESIDENTIAL DEVELOPMENT
The Neighborhood Plan proposes two basic categories of residential
development: single family homes and apartments. In addition, to provide
flexibility for innovative and/or efficiency residential development an
accommodating policy provision is included.
URBAN LOW-DENSITY RESIDENTIAL DEVELOPMENT
The area on the plan map designated Urban Low-Density Residential is
intended for single family residential development. This designation is
used in the Tigard Community Plan and the first four policies related to
this designation are taken directly from this city-wide plan. These
policies establish density and improvement guidelines for the Neighborhood.
POLICY 1. The maximum overall density of development will be four dwelling
units of 12 persons per gross acre. This amounts to a standard of 7500
square feet of land per dwellling unit allowing for streets and other
open space. Some areas will. have a lower density owing to topography,
existing development patterns, or the desire of individuals to own a
larger lot.
POLICY 2. Residential subdivisions will be developed with paved streets,
curbs and gutters, street lights, and walkways, according to city or
county standards. All utilities will be placed underground.
POLICY 3. Development will coincide with the provision 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.
POLICY 4. Planned unit development will be encouraged on tracts large
enough to accommodate ten or more dwellings. Planned unit development
will permit a degree of flexibility in design that will enable a higher
quality of development in accordac►ce with zoning standards.
PROBLEM: Should any mixing of housing types occur to include duplexes
and apartments in the single family area?
The Tigard Community Plan allows limited mixing of housing types in the
urban low density residential areas. The committee concluded that some
mixing which would permit limited amounts of efficiency housing was
appropriate when sensitively designed into the larger residential develop-
ments planned for the area west of 121st ("sensitively designed into,,
means nixing a variety of housing types rather than clustering one type, .
ie. , duplexes or apartments into an area) . The area east of 121st and
adjacent Dakota and Tigard Streets was viewed as having a large lot res-
idential character which would not be compatible with the more efficient
land development techniques, "but should be developed as existing minor
land partitions; small acreage subdivision; building codes; and required
access provisions will allow" .
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POLICY 5. In recognition of the need to combat rising housing costs by
facilitating efficient development patterns, "efficiency housing"
methods such as attached single family homes and minimum lot sizes of
5,000 square feet are deemed appropriate west of 121st when they are
included as a portion of a larger single family development. The
intent of this policy is to provide the opportunity for home ownership
not to expand the amount of rental housing provided for in the urban
medium density areas.
POLICY 6. The single family character of the area designated on the plan
map as urban low-density residential is viewed as a positive asset to
be retained. Projects proposed 'for this area must be judged according
to affects upon this character.
POLICY 7. Within the urban low-density residential area, allow duplexes
on lots less appropriate for single family homes to inclue locations
at street intersections, adjacent major thoroughfares, and as buffers
between multi-family and single family areas. (1)
PROBLEM: The development of residential subdivisions often_resalt in
the loss of desirable natural amenities in order to provide the
standardized plotting and street patterns required by the zoning and
subidivision codes.
POLICY 8. When developments are proposed in the urban low-density area
for sites which include identified natural features worthy of preser-
vation, the planned development concept shall be utilized if the
Planning Commission determines it the best method for preservation.
The planned unit development (P.U.D.) allows deviation from the normal
zoning standards, when it can be demonstrated a more desirable develop-
ment will result. An example is the reduction of individual lot size.
to enable the creation of park area. The P.U.D. is often capable of
producing a more desirable living environment and it is therefore
recommended that the larger vacant parcels be developed as P.U.D. 's
(l�The Tigard Zoning Ordinance requires duplexes to be considered for
approval by the Planning Commission in a public -hearing. Conditions can
be placed upon the approval to insure compatibility faith the surrounding
homes and in addition, the ordinance requires that landscape and
architectural plans be submitted and approved by the Site Development Plan
and Design Review Baard. These approvals insure compatibil;ty with the
existing Neighborhood.
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One P.U.D. method employes a clustering of houses into groups of 3 to 7,
with the land between the clusters devoted to public open space.
Developing land with a P.U.D. concept is one method of acquiring a park
site by allowing a higher density on the adjacent land. This method of
open-spats acquisition is known as density trade- off and it is used as
an incentive for developers to donate park space. 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. Y
As an example, if 20 acres are to be developed in the urban low-density
area the total number of houses permitted is 80. If the developer is
requested to donate 3 acres for a park, 80 houses would still be permitted,
but on 17 acres. Although the density has been increased, recreation
space has been provided and the public benefited.
It is important to note this sytem works for proportionally small trade-
offs, but creates problems as the trade-offs get larger. For instance,
if the same 20 acres were divided in half with ten acres for park and ten
acres for housi:►g, 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.
URBAN MEDIUM-DENSITY RESIDENTIAL
This land use category provides for multi-family residential development.
It corresponds to the same category provided in the Tigard Community
Plan and the following six policies are taken directly from the
Community Plan. These policies establish density and improvement guide-
lines for the Neighborhood.
POLICY 9. * The .maximum overall density of development will be 12 dwelling
units or 29 persons per gross acre. This amounts to a standard of
2500square feet of land per dwelling unit allowing for streets and other
open space. So«e areas will have a lower density owing to topography
or, existing development patterns.
POLICY 10. 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 11. Development will coincide with the provision 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.
POLICY 12. Planned unit development will. be encouraged on tracts large
enough to accommodate ten or more dwellings. Planned unit development
will permit a degree of flexibility in design that will enable a
higher quality of development in accordance with zoning standards.
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POLICY 13.' Site plans will provide for adequate open space to (a)
protect adjacent properties, and (b) provide ample yard space for
residents and play space for youngsters.
POLICY 14. High design standards will be established for signing and
appearance, including the landscaping of setback areas and the
designation of access points.
PROBLEM: Unfortunately, some apartments have had a detrimental affect
on the Neighborhood. Land net covered by building is given to the
automobile as parking, at the expense of landscaping and usable open
space for residents.
As provided in Policy 9, 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 little or no room left
for landscaping or on-site recreation space. To remedy this situation,
the Tigard Zoning Ordinance has been amended to conform with the Tigard
Community Plan. The A-2 apartment zone now restricts density to a
maximum of 12 units per gross acre and requires landscaping and on-site
recreation space.
PROBLEM: Mary 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 development.
Multi-family development is a living environment and its "Livability"
is a primary concern of this plan. Apartment projects offering a
desirable living environment have the lowest vacancy rates, the lowest
turn-over of tenants are capable of higher rent schedules for their
owners. This type of apartment is desirable to the community because they
can be better maintained, the residents are more permanent member of
t the community and the structures maintain a higher taxable value over
their life span. Therefore, each apartment project must be evaluated
according to the kind of living environment produced.
The impacts upon surrounding land use, especially single family homes,
must be considered. Large buildings should not tower over single family
homes, causing windows, balconies and patios to look into the windows of
adjacent homes or apartments.
POLICY 15. Apartments should be located to produce an optimum living
environment for the occupants. Development criteria should include:
P.. Buffering by means of landscaping, fencing and distance from
commercial areas and major traffic carriers such as Pacific
Highway.
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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,
POLICY 16. Apartments should be located to produce the least adverse
affects upon single family areas. Development criteria should
include:
A. Buffering by means of landscaping, fencing and distance.
B. Compatibility of design recognizing the conflicts of mass and
height between apartment buildings and houses.
COMMERCIAL DEVELOPMENT
The Plan proposes two categories of commercial development for the
Neighborhood, all to be located along Scholls Ferry Road. These are
Retail-Commercial and Commercial Professional. The Retail category is
intended to accommodate a range of retail and service commercial uses,
and commercial professional uses. The urban medium-density allows office
type uses as a conditions use under the A-2 zone category that implements
that urban medium-density land use designation.
POLICY 17. Development shall coincide with the provision 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.
The only area planned for Retail--Commercial planned development in the
Neighborhood is at the intersection of 121st Avenue and Scholls Ferry
Road. This neighborhood shopping center is necessary to meet the needs
of the residential community for basic goods and services such as
as groceries, drugs, banking, etc.
The area west of the shopping center and south of Scholls Ferry Road is
designated for a mixture of apartments and commercial-professional uses.
These uses are generally compatible and permit the sharing of parking
and other facilities. This land is best developed as a Planned Unit
Development but could also develop under the standards of the Multi-
Family (A-2) Zone and Commercial-Professional (C-P) Zone, or a
Commercial-Residential Zone.
POLICY 18. It is the intent that Commercial-Professional uses not be
extended any further to the V7est than the Westerly boundary of the
Cunningham-Olsen property along Scholls Ferry Road so that there will
rout ue any future strip development.
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STREETS
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When the N.P.O. had completed a preliminary land use plan it was turned
over to a eounsulting traffic engineer, Carl Buttke to test the street
system to determine if it could handle the proposed land use and to
propose appropriate improvement standards. In this report (included as g
an addendum) , Mr. Buttke makes the following conclusions about future
street improvements.
It is concluded from the assignment of future traffic that the
proposed street system will be adequate to accommodate the
proposed land uses and resulting traffic. The recommended
number of traffic lanes on the proposed collector street system
is also shown on Figure 3. Generally, all streets will function
adequately as two lane roadways with left turn lanes at major
intersections or major driveways at the commercial area. The .
only exception would be on 121st Avenue immediately south of }
Scholls Ferry Road. It is recommended that 121st Avenue be
provided with two northbound lanes (one right turn and one left
turn lane) and two southbound lanes to the major east-west col-
lector street on the south side of the commercial area. The right
southbound lane should be marked as a right turn lane for the
commercial area access and the east-west collector street.-
It is not possible within the scope of this assignment to
determine the lane requirements for Scholls Ferry Road. However, ;
it will be necessary to develop Scholls Ferry Road to at least
a four lane roadway with left turn lanes in the median area.
The City of Beaverton had indicated a need for a six-lane road-
way with left turn lanes.
As the area develops, it will be necessary to install traffic
u'. signals at the following locations as indicated on Figure 3:
Scholls Ferry Road and 121st Avenue
Scholls Ferry Road and 135th Avenue
121st Avenue and Walnut Street
Street Classification
Streets on the Plan are designated according to the following
classification system.
ARTERIAL STREETS
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Purpose: to carry highvolume traffic flow and to
connect major traffic generating areas ,such
as residential neighborhoods, commercial
centers, industrial areas and nearby com-
; munities.
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Arterial Streets Designated by the Plan:
Scholls Ferry Road
Scholls Ferry Road is the jurisdiction of the State
Highway Department. Therefore, development abutting
Scholls Ferry right-of-way must adhere to the stan-
dards and receive approval from the Oregon Department
of Transportation.
COLLECTOR STREETS
Purpose: to collect and distribute traffic between
arterial and local streets or directly to
t.iaf
' "^ -P4Hc destinations. A secondary purpose
is to provide access to abutting properties .
Collector Standards:
Pavement width 44 feet (two 13 foot
moving lanes and two
9 ft. parking lanes .
26 ft. of pavement
at intersections and
crosswalks)
Right-of-way width 60 foot minimum
Moving lanes 2
Volume 1,500 - 6,000 vehicles
per day
Driving speed 20 - 35 miles per hour
Collector Streets Designated by the Plan:
S.W. 135th
S.W. Walnut Street
S.W. 121st
LOCAL STREETS
Purpose: to. provide access to properties abutting the
street
Local Standards:
New Streets
Right-of-way 50 - 60 ft. (50 foot
minimum)
Pavement width 32 - 36 feet "
Moving lanes 2
Volume 0 - 1500 vehicles per
-day
Driving speed 10 - 25 miles per hours
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Cul-de-sacs 40 ft. radius turn-
around and 400 ft.
maximum length
Existing Streets
Improvements to existing local streets in the
residential portion of the neighborhood will
be made upon existing rights-of-way whenever
possible. This will avoid the taking of land-
scaped front yards of homes built near these
rights-of-way.
Local Streets Designated by the Plan
All remaining streets not specified for
arterial or collector status.
BIKE PATHS:
Bike paths are to be required where possible and are to align
with existing paths.
TRAFFIC AND TRANSPORTATION
POLICY 19. It is intended that the collector that extends NW from
121st and the extension of N. Dakota Street that joins with the
extension of Spring-wood Drive, should not be a major bypass that
would carry cross community traffic across from Scholls to the
Tigard Community, to the area of Greenburg Road. This should be
implemented by stop-signs and the maintenance of existing off-set
intersection.
POLICY 20. Access onto Scholls Ferry Road shall be limited to the
major collectors indicated on the approved NPO #7 Plan map with
an approved access for the commercial development to be located
at 121st/Scholls Ferry Road, and the existing right-of-way at
tax Lots 600, 500, and 400.
POLICY 21. New major subdivisions or planned unit development of
5 acres or 60 units or larger shall provide at least two (2)
separate accesses from the development to collector streets
Those accesses shall be approved by the City Planning Commission
so as to insure adequate ingress/egress to the subdivision for
emergency service vehicles. ,
POLICY 22. Where "dead end" streets are created with street plug,
future development will comply in alignment and construction
standard of the street to be continued.
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