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Ordinance No. 83-04
} CITY OF TIGARD, OREGON ORDINANCE NO. 83-LL4_ AN ORDINANCE ADOPTING THE TRANSPORTATION ELEMENT OF THE TIGARD COMPREHENSIVE PLAN; AND DECLARING AN EMERGENCY. WHEREAS, the City of Tigard finds it necessary to revise its Comprehensive Plan periodically to improve the operation and implementation of that Plan; and WHEREAS, the Tigard Planning Commission has recommended the adoption of a citywide Comprehensive Plan Element on Transportation, after holding a public hearing regarding the same; and WHEREAS, the proposed Transportation Element has been reviewed by the Committee for Citizen Involvement of the City of Tigard; and WHEREAS, the proposed Element has been the subject of comments from the City's Neighborhood Planning Organizations (NPO'S) and individual citizens; and WHEREAS, after considering the comments of the Planning Commission, the Committee for Citizen Involvement, Neighborhood Planning Organizations and individual citizens, the Council believes that the Transportation Element of the Tigard Comprehensive Plan should be adopted in the form set forth in Exhibit "A" attached hereto and, by this reference, made a part hereof: NOW, THEREFORE, THE CITY OF TIGARD ORDAINS AS FOLLOWS: ® Section 1: The Transportation Element of the Tigard Comprehensive Plan, as set forth in Exhibit "A", consisting of a title page and Fifty-eight pages of ._ted as a part of the. citywide .text be, and the same hereby is, auor,.�,. Comprehensive Plan of the City of Tigard. Section 2: In revising and compiling the Tigard Comprehensive Plan, the Planning Director is authorized and directed to edit the Plan as necessary to provide a readable text; however, the Director shall not edit or change any policy or implementation strategy adopted in Exhibit "A" and shall present all portions of the edited Comprehensive Plan to the City Council for its approval. Section 3: In order to provide a uniform date for the effectiveness of this -� series of.. Comprehensive Plan revisions to be adopted by the City Council in 1983, an emergency is declared and this portion of the Comprehensive Plan shall become effective on February 1, 1983 PASSED: By unanimous vote of all Council members present, after being read by number and title only, this 25 day of Januar , 1983. Recor er - City o i Tigar _ APPROVED: By the Mayor, this otd' day of �a�ni ey LA t, , 1983. Mayor - City o_ Tigard ORDINANCE NO. 83- _ f _ i TRANSP R TN Cornpr ehenso ve plan Report i I WASHINGTON COUNTY,OREGON ADOPTED BY CITY COUNCIL JANUARY 25, 1983 ORDINANCE NO. 83-04. E j f TRANSPORTATION k,} TIGARD QOMPREHENSIVE PLAN REPORT DEPARTMENT OF PLANNING AND DEVELOPMENT OCTOBER 1982 REVISED JANUARY 1983 City Council Planning Commission a Wilbur Bishop - Mavor Frank Tepedino - President John Cook Cliff Speaker Tom Brian Donald Moen Nancie Stimler Richard Helmer Ken Scheckla Mark Chriaten Roy Bonn Bonnie Ouens Deane Leverett Phil Edin E Project Staff i. Bob Jean City Administrator William A. Monahan - Planning Director Jeremy Coursolle - Associate Planner Liz Newton Associate Planner Frank Currie - Public Works Director r Adrianne Brockman - City Attorney's Office Patt Martin -'Word Processing DRAFT: FOR DISCUSSION PURPOSES ONLY `. TABLE OF CONTENTS �p I. INTRODUCTION 1 II. FINDINGS, POLICIES & IMPLEMENTATION STRATEGIES 4 x III. FUNCTIONAL STREET CLASSIFICATION 11 IV. STREET IMPROVEMENTS 17 V. TRAFFIC ANALYSIS 24 VI. MASS TRANSIT (TRI-MET) 37 VII. TRANSIT DEPENDENT 42 =' VIII. PEDESTRIAN AND BICYCLE WAYS 43 IX. RAILROADS 45 APPENDIX I - EXISTING STREET IMPROVEMENTS 46 APPENDIX iI - PEDESTRIAN-BICYCLE PATHWAY PLAN 50 s Al g i I. INTRODUCTION This report is an analysis of the existing Transportation System; and of the � future needs in the City of Tigard. This analysis will be applied to LCDC Goal X12 Transportation Goal requirements and the Metro R]'P will form the I basis for the City's transportation plan. Goal #12 states: To provide and encourage a safe, convenient and economic transportation system. A transportation plan shall (1) consider all modes of transportation including mass transit, air, water, pipeline, rail, highway, bicycle and pedestrian; (2) be based upon an inventory of local, regional and state transportation needs; (3) consider the differences in social consequences that would result from utilizing differing combinations of transportation modes; (4) avoid principal reliance upon any one mode of transportation; (5) minimize adverse social, economic and environmental impacts and costs; (6) conserve energy; (7) meet the needs of the transportation disadvantaged by improving transportation services; (8) facilitate the flow of goods and services so as to strengthen the local and regional economy; and (9) conform with local and regional comprehensive land use plans. Each plan shall include a provision for transportation as a key facility. Transportation: refers to the movement of people and goods. i ® I Transportation Facility: refers to one or more transportation facilities f that are planned, developed, operated and nalntaitteud in a c:,olui-•ated manner to supply continuity of movement between modes, and within and between geographic and jurisdictional areas. Mass Transit: refers to any form of passenger transportation which carries members of the public on a regular and continuing basis. Transportation Disadvantaged: refers to those individuals who have difficulty in obtaining transportation because of their age, income, physical or mental disability. The overall consideration in transportation planning is to provide a safe, convenient and economic transportation system which has easy access to all areas within the City and to the major transportation systems connecting with the City. It is based upon coordination with other elements of th- Comprehensive Plan and the Metropolitan Service District's Regional Transportation Plan (RTP), which in turn relate to the LCDC Statewide Planning Goals. Other portions of she Comprehensive Plan considered it the formulation of this plan include: Econowi (Goal #9), Energy (Goal #13), and Air quality (Goal u6). Although, the automobile will most likely remain Tigard's dominant means of travel during the planning period (1980-2000), this report will consider all modes of transportation which are economically feasible within. the Tigard ul- area, and those systems within Portland Metropolitan Area that effect the Tigard area. The other transportation modes besides the automobile, include public transportation, railroad systems, and bike and pedestrian systems. This report will not consider water, air or pipeline transportation because none of these transportation modes traverse or bound the Tigard urban planning area. Transportation Assumptions In any planning effort, there are underlying assumptions that assist in the formulation of policies and implementing strategies. In regards to transportation, these assumptions include: 1. Because of the diverse number of vehicle trips per day that are taken by Tigard residents, the automobile will remain the most dominant source of transportation. 2. Many of the primary (collector streets) transportation corridors within the City of Tigard are currently developed below city standards, and thus inadequately service both current and future traffic demands. r 3. Within the City of Tigard there are numerous employers with over fifty(50) employees and not all of the employees of these firms reside within the Tigard City Limits. �. 4. Peuple will become increasingly more energy-conscious because of continuing high fuel prices. This factor may increase public transit ridership. It is assumed that most of this transit travel will be from Tigard to Portland's core area and not an increase in inter-Tigard trips. 5. Bicycle and pedestrian pathway systems will result in some reduction of automobile trips within the community. These modes of travel could replace short vehicle trips for shopping purposes. 6. Transportation planning for the City of Tigard must be conducted in cooperation with other local and regional jurisdictions e.g., Washington Cou:.ity and the Metropolitan Service District (MSD). 7. Social and environmental concerns will -:ontinue to influence transportation routing and development. 8. Most of the population and employment growth during the planning period (1980-2000) will occur in the suburban areas rather than the Portland urban core; thus putting more pressures on the suburban transportation systems. It may also have the effect of creating / longer trips, i.e. , a person lives in Tigard and commutes to work in Portland. �s -2- Within the remaining sections of this report, each of these assumptions will be addressed, either through the available data or the policies and implementation strategies. It is important to note that transportation planning problems cannot be solved within just the Tigard area. In the Tigard area a safe, convenient and economic transportation plan will only be achieved through a coordinated effort of other state, regional and local agencies. At a minimum these other agencies include; Washington County, the Metropolitan Service District, the Oregon Department of Transportation, and adjacent cities in the southwest area of the Portland metropolitan area. zz ! -3- vII. FINDINGS, POLICIES AND IMPLEMENTATION STRATEGIES the findings related to transportation and the This section reviews and implementation strategies which suggest to the recommended policy P community the necessary systems to alleviate these transportation problems. 8.1. TRAFFIC WAYS Findings: lace all of the existing public local and collector o A need exists to p jurisdiction. streets in the Tigard City Limits under the City's j p Accordingto a Was ngtonWashingtonty computernty rea study 48-60% of Tigard residents work outside O Between 77-83% of Tigard residents commute to work by auto as single occupants. rapid o Major congestion problems within to creating have needultfod from jorhe street population growth since 1970, g improvements. not en by MSD. U A corridor study ma oratraffic aycific wwithay in>thesregionewhi he hasnotbeen It is the only J y g has the studied. Pacific Highway, the major trafficwa through the City, highest traffic volumes, congestion and accidents rates within the Cite There is a need to prepare a corridor study for Pacific Highway. Service District --nd the State should coordinate such a City, Metropolitan study. congestion o Many of the streets in Tigard .are Therefore, a number aofsstreet econnections on existing completed streets need to be constructed. ation is the need to U A major concern of the commuabilitegrtareas in-the face of maintain and improve the liv Y of residential increasing population and transportation requirements. o The strategy to coo City needs coordinate public street to develop a most h private sector improvements improvements witto achieve the effective use of the limited dollars available for road development and improvement. o The major residential g rowth during the planning period is expected to occur in the westerly and southerly areas of Tigard. Both of these areas lack adequate improved trafficways. collector street o A need exists during the planning period to complete a R„a, Walnut Street, Caarde Street, Bull system_between Scholls Lr^e�-y location of _these connections Mountain Road pnd Pacific Highway. The Cow.,.t•. Stsate and the needs to be coordinated between' the City, s. Metropolitan Service District. o A need exists to complete the collector street , system within the Tigard _ _f this area accessible to developers, Triangle"area to `make Mere -- ERN.". employers and employees. 4 POLICIES 8.1.1 THE CITY SHALL PLAN FOR A SAFE AND EFFICIENT STREET AND ROA.1)=SAY SYSTEM THAT MEETS CURRENT NEEDS AND ANTICIPATED FUTURE GROVTH A`',, DEVELOPMENT. 8.1.2. THE CITY SHALL PROVIDE FOR EFFICIENT MANAGEMENT OF THE TRA?�$PORTATION PLANNING PROCESS WITHIN THE CITY AND THE METROPOLITA.r:- AREA THROUGH COOPERATION WITH OTHER FEDERAL, STATE, RFC;,-0NIA L AND LOCAL JURISDICTIONS. 8.1.3 THE CITY SHALL REQUIRE AS A PRECONDITION TO DEVELOPMENT APPROVAL THAT: a. DEVELOPMENT ABUT A PUBLICLY DEDICATED STREET OR HAVE ADEQUATE ACCESS APPROVED BY THE APPROPRIATE APPROVAL, AUTHORITY; b. STREET RIGHT.-OF-WAY BE DEDICATED WHERE THE STREET IS SUBSTANDARD IN WIDTH: C. THE DEVELOPER COMMIT TO THE CONSTRUCTION OF THE STREETS, CUkBS AND SIDEWALKS TO CITY STANDARDS WITHIN THE DEVELOPMENT; d. INDIVIDUAL DEVELOPERS PARTICIPATE IN THE IMPROVEMENT OF EXISTING { STREETS, CURBS AND SIDEWALKS TO THE EXTENT OF THE DEVELOPMENT'S IMPACTS; e. STREET IMPROVEMENTS BE MADE AND STREET SIGNS OR SIGNALS BE PROVIDED WHEN THE DEVELOPMENT IS FOUND TO CREATE OR INTENSIFY A TRAFFIC HAZARD; f. TRANSIT STOPS, BUS TURNOUT LANES AND SHELTERS BE PROVIDED WHEN THE PROPOSED USE OF A TYPE WHICH GENERATES TRANSI. RIDERSHIP; - 9. PARKING SPACES BE SET ASIDE AND MARKED FOR CARS OPERATED BY DISABLED PERSONS AND THAT THE SPACES BE LOCATED AS CLOSE AS POSSIBLE TO THE ENTRANCE DESIGNED FOR DISABLED PERSONS; AND h. LAND BE DEDICATED TO IMPLEMENT THE BICYCLE/PEDESTRIAN CORRIDOR IN ACCORDANCE WITH THE ADOPTED PLAN. IMPLEMENTATION STRATEGIES 1. The City shall develop, adopt and implement a master street plan that anticipates all needed trafficway improvements so as to plan for the necessary available resources to develop these streets when they are needed. ! 2. The City shall develop, maintain and implement a capital improvements program which: - a. Is consistent with the 'land use policies of the Comprehensive Plan; b. Encourages a sate, convenient and economical transportation system; -5- C. Furthers the policies and implementation strategies of the City's Comprehensive Plan; d. Considers a variety of transit modes within the rights-of-way; e. Meets local needs for improved transportation services; f. Pursues and establishes other funding sources from the federal, state, regional and/or local agencies; and g. Designates the timing of such projects to ensure their installation when those facilities are needed. 3. The City shall specify street design standards within the Tigard Community Development Code. 4. The City shall maintain the carrying capacity of arterials and collectors by reducing curb cuts and other means of direct access, and requiring adequate right-of-way and setback lines as part of the development process. The Community Development Code shall state the I ' access requirements on each street classification. i � I 5. The City's Tigard Community Development Code shall require developers t of land to dedicate necessary rights-of-ways and install necessary { street improvements to the City's standards when such improvements have not been done prior to the developer's proposals. These necessary dedications may be required upon approval of any development proposal. i � i 6. The City shall control and limit the number of access points and will j signalize trafficways in a manner that provides for a consistent flow i of traffic and therefore minimizes or reduces vehicular emissions. 7. The City shall include provisions in the Tigard Community Development Code which addresses the aesthetic quality of the transportation E- system to assure community livability and to minimize the effects on abutting properties. This can be accomplished through; a. Building setback requirements; b. Requirements for landscaping and screening and through other site design criteria for visual enhancement; C. Limiting residential land uses along major arterial trafficways; and d. Sign controls. 8. The City shall coordinate their planning efforts with adjacent cities j and other agencies e.g., Beaverton, Portland and Tualatin, Washington, [, County, the Metropolitan Service District, Tri-Met and ODOT. i 9. the City shall work out reciprocal agreements with other agencies for + ! ' exchanging information pertinent to local transportation planning: i. 8.2. PUBLIC TRANSPORTATION i FINDINGS ! o Since the oil embargos of the 1970's, the cost of motor fuels have increased four fold. o The Tri-County Metropolitan Transportation District of Oregon (Tri-Met) is responsible for providing public transportation to the residents of Multnomah, Washington and Clackamas Counties. o Presently, there are four(4) bus lines that service the Tigard area. o Public transit offers the community an opportunity to reduce traffic and pollution as well as increase energy efficiency. I a Work trips and shopping trips are most conducive to mass transportation. o The proposed downtown Tri-Met Tigard transfer center will increase service and lessen travel time for riders. POLICIES 8.2.1 THE CITY SHALL COORDINATE WITH TRI-MET TO PROVIDE FOR A PUBLIC TRANSIT SYSTEM WITHIN THE PLANNING AREA WHICH: a. MEETS THE NEEDS OF BOTH THE CURRENT AND PROJECTED, FOR THE TIGARD COMMUNITY: b. ADDRESS THE SPECIAL NEEDS OF TRANSIT DEPENDENT POPULATION; C. REDUCES POLLUTION AND TRAFFIC; AND d. REDUCES ENERGY CONSUMPTION. 8.2.2 THE CITY SHALL ENCOURAGE THE EXPANSION AND USE OF PUBLIC TRANSIT BY: a. LOCATING LAND INTENSIVE USES IN CLOSE PROXIMITY TO TRANSITWAYS; b. INCORPORATING PROVISIONS INTO THE COMMUNITY DEVELOPMENT CODE WHICH REQUIRE DEVELOPMENT PROPOSALS TO PROVIDE TRANSIT FACILITIES; AND C. SUPPORTING EFFORTS BY TRI-MET AND OTHER GROUPS TO PROVIDE FOR THE NEEDS OF THE TRANSPORTATION DISADVANTAGED. -7- IMPI:EMENTATION STRATEGIES 1. The City shall request Tri-Met to extend service to areas within the City that do not currently have service. 2. In the Cit,'-_ community Development Code, the City shall require large developments to provide transit facilities e.g. , pull-offs and shelters, if such developments are located adjacent to transit routes. 3. The City shall coordinate with Tri-Met in the development of the proposed transfer center in downtown Tigard. v. The City shall propose land use densities, wit_ the Com!% ��eeRs�ve Plan, along transit oriented corridors that support public transportation service. 5. the City shall work with Tri-Met and other transit providers to encourage transit service for the transit dependant population e.g. the poor and handicapped. 6. The City shall encourage its citizens to use mass transit systems, where possible, to make greater effectiveness of the transit system while reducing automobile usage. 7. The City shall coordinate with the transit providers to encourage car-pooling and investigate if there is a local need for car-pooling in the Tigard area. 3. TRANSPORTATION FOR THE DISADVANTAGED FINDINGS o Tri-Met is responsible for providing handicapped transit accessibility of special transit services by social service including coordination agencies. o Tri-Met conducts the detailed special handicapped transit planning necessary to identify required service improvements and adopt a plan for meeting federal requirements for handicapped j:ccessibility. POLICY 8.3.1 THE CITY SHALL COORDINATE WITH WASHINGTON COUNTY, TRI-MET AND 'OTHER REGIONAL AND STATE AGENCIES IN THE IDENTIFICATION AND ACCOMMODATION OF INDIVIDUALS WITH SPECIAL TRANSPORTATION NEEDS. I� w . 8 5 , j 1 A TION STRATEGY IMPLEMENT�T , 1. The City shall require, through the implementation process, that parking spaces be set aside and marked for disabled persons parking, and that such spaces be located in convenient locations. 4. PEDESTRIAN AND BICYCLE WAYS FINDINGS o As the City of Tigard continues to grow, more people may rely on the bicycle and pedestrian pathways for utilitarian, as well as for recreational purposes. o In 1474, the City Council adopted a Comprehensive Pedestrian/Bicycle Pathway Plan. o The City has required adjacent development to install that portion of the bicycle/pedestrian pathways shown on the adopted plan which abuts the development. ons of the adopted plan through the City's o The City has implemented porti overlay program. ( ' o The adopted Bicycle/Pedestrian Plan provides for a dual function pathway system; bicycles and pedestrian use the same system. { POLICY 8.4.1 THE CITY SHALL LOCATE BICYCLE/PEDESTRIAN CORRIDORS IN A MANNER WHICH . PROVIDES FOR PEDESTRIAN AND BICYCLE USERS SAFE AND CONVENIENT MOVEMENT IN ALL PARTS OF THE CITY, BY DEVELOPING THE PATHWAY SYSTEM SHOWN ON THE ADOPTED PEDESTRIAN/BIKEWAY PLAN. IMPLEMENTATION STRATEGIES 1. The City shall review each development request adjacent to areas . proposed for pedestrian/bike pathways to ensure that the adopted plan is properly implemented, and require the necessary easement or dedications for the pedestrian/bicycle pathways. 2. The City shall review and update the adopted Pedestrian/Bikeway Plan on a regular basis, to ensure all developing areas have accessibility to the Pedestrian/Bikeway system. t 3. The City shall coordinate with Washington County to connect the City's Pedestrian/Bike Pathway' system to the County's system. s l_ - 4. The City codes include provisions which prohibit motor driven vehicles on designated and maintained pedestrian/bicycle pathways. i slow 8.5. RAILROAD FINDINGS o Tigard is serviced by Southern Pacific and Burlington Northern railroad iianiu which carry strictly freight through the City Limits. j 0 Within the downtown area each railroad company has its own trackage and the usage of those lines is based on railroads' needs. o In the adopted Tigard Urban Revitalization Area Plan it is stated that there should only be one set of railroad tracks traversing the downtown area. The City is in the process of discussing this issue with both railroads. o Many of the commercial and industrial businesses within Tigard rely on the railroads for the shipping and receiving of goods. o The City is currently r,ordinating the upgrading of all the railroad crossings within Tigard with the railroads. POLICIES 8.5.1 THE CITY SHALL COOPERATE WITH THE RAILROADS IN FACILITATING RAIL FREIGHT SERVICE TO THOSE COMMERCIAL AND INDUSTRIAL BUSINESSES WITHIN THE CITY THAT DEPEND ON RAILROAD SERVICE. 8.5.2 THE CITY SHALL COORDINATE WITH BOTH SERVICING RAILROADS TO IMPLEMENT "`- THE ADOPTED TIGARD URBAN RENEWAL AREA (T.U.R.A.) PLAN. IMPLEMENTATING STRATEGIES 1. The City shall continue to caordinate with the Southern Pacific and Burlington Northern railroads to provide adequate railroad service. 2. the City shall designate adequate commercial and industrial land l within close proximity to existing railroad service lines to ease rf. railroad accessibility to these businesses that rely on the service. i 3. The City shall coordinate with the railroads to combine the trackage within the downtown area and facilitate the implementation of the T.U.R.A. Plan. P� E i =10— i 1 i III, FUNCTIONAL STREET CLASSIFICATION i The transportation system within the City of _Tigard is facilitated by a heirarchy system of streets which are defined below. In discussing a street classification system there are several factors that need to be considered. i These include: The capacity Of the system needed based on volumes of traffic; ' proposed street standards that traffic;ould and Oland existing streets and ffic versus intercity projected traffic volumes through tra use. In addition to the above factors that need to be considered, Tigard's transportation system must be coordinated with the Metropolitan Service District's adopted Regional Transportation Plan (RTP). identify fastransportation ranrsystem that will "The objective of the RTP growing Portland Metropolitan adequately serpve the travel needs of th and T'igard's role in area. The s ecifics of the RTP as it affects Tigard, transportation planning as stated in the RTP are discussed in Section IV - Street Improvements in this report. MSD further states that "The RTP includes criteria principal and highway classification system and adopts a map deiineatInb P local arterial components of the sysadopt map delineating nthe variousce with highwaysin jurisdictions are required to P are recommended to adopt MSDIS their jurisdiction and in so doing, classification categories and definitions. In adopting a highway system, local jurisdictions must provide for Metro's adopted principal routes and major arterials and design at^ an adequate minor arterial and collector system to meet the following criteria: a. The minor arterial/coiiectt-~' system must adequately serve the local an to the travel demands expected from development of the land use pl year 2000 to ensure that the Principal and Major Arterial System is not overburdened; and b. The system should provide continuity between adjacent and affected ,' jurisdictions (i.e. consistency between neighboring jurisdictions, between city and county plans for county facilities consistency b lans)• within city boundaries and consistency between city and ODOT p MSDs Minor nor Arterial and Collector sv-tem will be adopted from the locally } adopted systems. jurisdictions must ensure that their designed minor In addition, Local arterial/collector system provides the desired level of traffic service. al jurisdictions must identify in their Comprehensive Toward this purpose, loc Plan sufficient investments .�n transportationastthetrave1Pdemandacity tassociatedtwithtMSDas _ system can adequately serve at le rovide at least the r year 2000 population and employment forecasts, and p highway level. of service defined as minimum des�.xed in the RTP (See Table I)• i -11- The components of the Tigard street classification system take into account the definitions of RTP. However, Tigard's classifications differ from the RTP in the following ways: 1) Tigard's "Arterial Route" definition does not distinguish Principal., Major and Minor Arterials, although the varying arterials in the Tigard area are listed according to RTP definitions; and 2) The City's "Major Collectors" cross over into the RTP's definition of "Minor Arterials." Although there are wording changes within Tigard's street classification definitions, the intent of these classifications is to complement the definitions in the RTP. 1. Arterial: The primary functions of an arterial route are to serve through trips entering i the urban area (metropolitan area), and are intended to provide a high level of mobility for travel within the entire metropolitan region. All trips from one community or subarea through an adjacent community traveling to other i points in the region should occur on a major arterial or principal route. it is desirable that it be a multiple-lane street with access/egress traffic controls at carefully selected intersection points. i Standards: Right-of-Way Width 60-90 feet Pavement Width 12 feet per lane Moving banes 2 - 4 i �. Volume 6,000 - 20,000 vehicles per day Driving Speed 40-55 miles per hour 1 * These figures were obtained from a travel survey conducted by the Columbia Regional Association of Governments in 1977. j E P [ : s i i I ' I � ; C i a �e t 2. Major Collector: The primary function of a major collector is to collect and transport traffic from a number of local neighborhoods to one or more arterials. In addition, j these facilities are primarily oriented toward travel within and between adjacent subareas, and provide connections to major activity centers within the area. It should have a minimal number of controlled access points and may have two or more travel lanes; have fairly direct arterial to arterial connectors; and provide for relatively rapid movement of traffic. In doing this, the likelihood of local streets being utilized for through traffic and cross-town travel is lessened. Traffic controls should be utilized at intersections with arterials, major and minor collectors. A secondary function of this classification should be that of providing a means for pedestrian and bike travel. Parking may or may not be provided. Standards: Right-of-Way 60-80 feet IY Pavement Width 44 feet Moving Lanes 2 - 4 i Volumes 1,500 - 10,000 vehicles per day Driving Speed 35-40 miles per hours 3. Minor Collector: I E The primary function of a minor collector is to collect and transport traffic from local neighborhoods and abutting property out of the neighborhoods to ; major collectors and arterials. The minor collector should provide an efficient circulation pattern within the neighborhood for distribution of traffic to local streets as well as the major collectors and arterials. A secondary function, is to provide a means for pedestrian and bike travel. Parking may or may not be provided. Standards: Right-of-Way Width 60 feet Pavement Width 40 feet Moving Innes 2 Volumes 500 - 3,000 vehicles per day r Driving Speed 25-30 miles per hour 4. Local: This :street classification's primary function is to provide direct access to abutting property and to allow traffic movement within a neighborhood. Local streets should also emphasize and provide for pedestrian and bike travel. Standards: Right-of-Way 50 feet Pavement Width 34 feet Moving Lanes 2 Volumes 0 1,500 vehicles per day w Driving Speed 10-25 miles per hour Cul-de-sacs 40 foot radius turn-around and 400 feet maximum length. The City shall provide, as part of its Development Code, for an exceptions process to the adopted ' street standards, upon consideratio, of the Transporta%ion Policy of this pian. -13- k 1, TABLE I HIGHWAY OBJECTIVES AND PERFORMANCE CRITERIA 1. Objective: To maintain a system of principal routes for long distance, high speed, statewide travel. Performance Criterion: The off-peak travel time for statewide trips within the region, from each entry point into the region to each exit point should be equal to or faster than today of the off-peak travel time for statewide trips within the region from each entry point to the I-405 loop should be equal to or faster than today. 2. Objective: To maintain a reasonable level of speed on the region's freeways during the peak hours. Performance Criterion: A peak-hour speed no slower than 35-40 «uph during the morning and '7ening 90-minute peak periods (equivalent to � the maximum service volume at level-of-service "D")• 3. Objective: To maintain a reasonable level of speed on the region's freeways during the off-peak periods. Performance Criterion: A peak-hour speed of no slower than 45-50 pmh during the highest volume typical mid-day hour (equivalent to level-of-service "C"). 4. Objective: To maintain a reasonable level of speed on principal and ' l tee during the peak-hour. ari.erid� ,... __ dela should be not Performance Criteria: Peak-hour average signal . y � Monger that, Ii0 seconds during the peak 20 minutes (equivalent to ^��� � j no longer than an average of 35 seconds level-of-service E . .-•- (level-of-service "D") during the balance of the morning and evening 90-minute peak. 5. Objective: To maintain a reasonable level of speed on principal and arterial routes during the off-peak periods. Performance Criterion: Average signal delay during the off-peak periods should be no longer than 25 seconds during the highest volume typical mid-day hour (equivalent to level-of-service,, "C"). i t -14- Existing Streets According To Each Classification With these definitions and set standards, the City of Tigard has a realistic functional street classification system with which to provide a concise, straight forward answers for both the City staff and the citizens of Tigard. Adherence to these standards should only be set aside when a particular situation fully meets the rc uIrementa of the variance 7rocedure, and that variance should be for the entire street. The following is a list of streets classified under the proposed standards: 1. Arterial: Pacific Highway (RTP - Major Arterial) Interstate 5 (RTP - Principal Arterial Route) Highway 217 (RTP - Principal Arterial Route) Hall Boulevard (RTP - Minor Arterial) Durham Road (from Hall Blvd. to Upper Boones Ferry Road)(RTP - Minor Arterial) Upper Boones ferry Road (from south of Durham Road)(RTP - Minor Arterial) Scholls Ferry Road (RTP - Major Arterial) 2. Major Collectors: Beef Bend Road Bonita Road Bull Mountain Road Burnham Street k Cascade Avenue Durham Road (Pacific Highway to Hall Blvd.) Gaarde Street Greenburg Road Hampton Street W,n Hunziker Street i Main Street i` McDonald Street Murdock Street )from 97th Avenue to 98th Avenue) z` Tiedeman Avenue Upper Boones Ferry Road (from I-5 to Durham Road) n Walnut Street R fiBCh Park Way (68th Avenue) 72nd Avenue s 97th Avenue (from Murdock Street to McDonald Street) 98th Avenue (from Murdock Street to Durham Road) 121st Avenue (from Scholls Ferry to Gaarde) 135th Avenue (from Scholls Ferry Road to Walnut Street) { xz _ -15- 4 3. Minor Collectors: Alderbrook Drive Ash Avenue (from Burnham Street to 100th Avenue) Canterbury lane j Commercial Sheet ffrom n5th Avenue to Hall Blvd.) Fonner Street I Grant Avenue (from Tigard Street to Valnut Street) Johnson Street (from Grant Avenue to Main Street) Naeve Street (from Pacific Highway to 109th Avenue) North Dakota Street (from 121st Avenue to Greenburg Road) O'Mara Street (from McDonald Street to Hall Blvd.) Park Street (from Pacific Highway to Watkins Avenue) Pfaffle Street Pinebrook Street Ross Street Sattler Street Shady Lane Springwood Drive Summerfield Drive Tigard Street (from Tiedeman Avenue to Main Street) Wat,kins Avenue (from Pacific Highway to Walnut Street) 79Lh Avenue ;from Bonita Road to Durham Road) 42nd Avenue (from Durham Road to Cook Park) 95th Avenue (from Shady Land to Commercial Street) 1-00th Avenue (from Ash Avenue to McDonald Street) 110th Avenue (from Gaarde Street to Fairhaven Street) 115th Avenue (from Caarde Street to Fonner Street) � F 128th Avenue 4. Local Streets: i All other streets, unless duly noted, are considered Local Street and classified as such. t: 1 -16- -71, 6 l IV. STREET IMPROVEMENTS The term street improvements may involve any of the following: i '. 1. 1he dedication and construction of new streets. 2. The upgrading of existing substandard streets. f + 3. Providing traffic safety measures such as turning lanes and signals. There are two levels of street improvements. Those made in accordance with the Regional Transportation Plan and those made in accordance with the City's plan. The Metropolitan Service District's Regional Transportation Plan (RTP) includes a number of highway projects targeted at enabling the Principal and Major arterial streets to meet the year 2000 travel demands. These projects will be implemented by local jurisdictions and the Oregon Department of Transportation (ODOT) based on available funds. The RTP sets forth guidelines for programming of these facilities. Further, the RTP requires the city to assure that the designated minor arterial and collector streets will be improved to a level which will meet the year 2000 travel demands. The second level of street improvements are those required to maintain. the I em C.enerall new streets are dedicated and i collector and local street �y�..�.... y, constructed by a developer. The problem arises where thele are existing substandard streets. Improvements may be made in a number of ways. They can be funded from the city budget, a local improvement district can be formed, or if it is a generally undeveloped area or an area in transition, street dedications and improvements can be required as part of the development approval process. Traffic safety measures can also be required as a condition of approval provided it can be shown that the development created the need for the measures. Therefore, the street improvement process requires the city to adopt street design standards which relate to the various street classifications and to adopt policies related to other improvement. Proposed Collector Street Improvements As the City of Tigard continues to grow towards the year 2000 and beyond, additional collector status streets will be needed to adequately move the traffic flow. The metropolitan Seiv;re district's Regional Transportation Plan (RTP) states that nearly 72% of ail vehicle trips within the metro area are expected to be internal trips within subareas. Tigard is within the Southwestern Subarea which also includes King City, Durham, Tualatin, Sherwood and Lake Oswego as well as portions of unincorporated Washington and Clackamas Counties. In the Tigard area, however, over 65% of the travel associated with this area is oriented to the north and northeast, and approximately 30% of all trips remain entirely within the district. The RTP also states that there will be a strong trend toward the suburbarization of eniployment; and residential development." This thought is further reinforced by other transportation planners 'across the nation who state that 'both jobs and households will increasingly be located in the suburbs, whe,.e the dominant transportation problem in the next two decades will be."* *Source: "The Implications of Demographic Changes on Transportation Policy," Journal of the AmericanPlanning Association, Frank Spielberg and Stephen Andile, Summer 1982. -17- i Most of the radial or arterial routes within the Tigard vicinity, which are under State jurisdiction, will accommodate traffic expectations during the planning period. According to Metro's transportation modeling stated in the Regional Transportation Plan (RTP), Pacific Highway, 99W, is the only major corridor in the Tigard vicinity that will not adequately accommodate expected traffic volumes for the year 2000 if left in its current condition. The Metropolitan Service District and the Oregon Department of Transportation has indicated that a corridor study will be forthcoming. The major transportation links that are now inadequate within the Tigard area are the collector systems, which connect the local neighborhood streets to the `terial systems. this deficiency means principal arterials - 1-5, Pacific ,tghway and Highway 217 - are forced to carry an unbalanced mixture of rligional and local trips. This reduces the principal arterial function and cal,ability of each facility. Vie deficiencies become more evident when reviewing the potential densities planned _for the westerly portions of the Tigard vicinity (Bull Mountain and 135th) and the potential employment (job accessibility) within the area, especially the easterly portion of the City (the Tigard Triangle area and the Hunziker and 72nd area). For example, the area west of Tigard's existing City limits, north of Bull Mountain Road and south of Scholls Ferry Road, is planned at densities to accommodate approximately 2550 additional units %approximately 5900 people) by the year 2000. In addition, the projected employment growth projections for the en%ire Tigard �. area, indicate that there will be about 11,500 potential (6,000 of these jobs will be in the Tigard Triangle industrial area) jobs by the year 2000. Auto travel is expected to increase from a 1980 estimate of approximately 98,000 chicle trips per day to in excess of 170,000*. As of present, the majority of [hese trips will have a northward destination. Shifts from the 1980 pattern will primarily consist of a larger number of trip productions remaining entirely within the district. Lacking road improvements, major congestion will continue to develop along Highway 217, Highway 99W, and I-5. This will cause traffic diversion to internal streets such as Hall Boulevard, , Durham Road, and Beef Bend Road. Isolated problems will also occur in the vicinity of new development, the impacts of which should be assessed as each of these come on the line. Diagrams I and 11 indicate the daily and peak-hour trips expected for the year 2000 from the Tigard area. A five-fold increase in the use of transit from today's 2600 daily trips to in excess of 13,000 will be necessary if the road system is not to completely collapse. Major shifts in the directional distribution of transit can be anticipated. While express service to the downtown Portland area would appear -to be a viable option, other needed improvements would include service eastward into Clackamas County and improved internal circulation. *Source: SD Regional Transportation Plan. -18- f TABLE II 1980-2000 20^DISTRICT POPULATION AND EMPLOYMENT GROWTH Population Employment 1980 2000 Change 1980 2000 Change District 1 10,690 14,890 +4,200 82,140 128,450 +46;310 District 2 314,500 329,710 +15,210 175,560 210,400 ' +34,840 District 3 79,400 102,170 +22,770 70,160 80,430 +10,270 District 4 76,950 93,670 +16,720 24,750 38,350 +13,600 District 5 77,970 134,270 +56,300 19,500 39,180 +19,680 District 20 5,840 6,330 +490 800 930 +130 Total Molt. Co. 565,350 681,040 +115,690 372,910 497,740 +124,830 -District. 6 64,300 67,930 +3,630 26,990 36,890 +9,900 D,.atrict 7 17,650 41,050 +23,400 13,410 36,980 +23,570 District 8 43,390 76,060 +26,670 10,290 22,310 +12,040 District 9 24,560 40,730 +16,170 10,120 15,730 +5,610 District 10 19,150 40,290 +20,840 74,00 21,280 +13,880 District 19 72,590 104,810 +32,220 11,100 18;340 +7,240 . ji Total i ClacK. Co. 241,940 364,870 +122,930 79,310 151,550 +72,240 District 11 13,270 29,950 +16,680 7,450 15ry96Q, +8,530 District 12 29,470 46,020 +16,550 21,350 32,860 +11,510 District 13 72,910 84,330 +11,420 48,330 72,710 +24,380 District 14 57,720 104,740 +47,020 10,040 33,760 +23,720 District 15 30,970 59,320 +28,550 61,790 27,570 +15,780 District 16 19,440 30,750 +11,310 5,530 10,100 +4,570 District 18 21,650 28,500 +6,850 2,970 4,890 +1,920 Total Wash. Co. 245,420 383,610 +138,180 107,460 197,870 +90,410 i Total Clark Co. 192,300 310,410 +118,110 59,140 122,830 +63,690 SMSA To,,-al 1,245.020 1;739,930 +494,910 618,820 969,990 +351,170 District 12 = Tigard/Bull Mountain -- aOr 3t N�i�• - •��I ' t t•+. «. .,r t i [ 1 1 i t i M ��� t i �! ib ti 1 w _�ji J t •` ,. i _ 1 }��F''�. 'i • "�• t t t a°G t .... y�`_ � •w .w.{r � ._. �•y+ (�\• _� •.� J ! J a«. .+ : rw«F 4 G!•:�) f•; u^ti" ..r.µtf` ; ! `..'�ti.{+� �~i i- •.,t �r . iI '• �C� f~'\.•, t ,•.' � '{�-'• , t' .wee .. N �{ t C^,=� ,l 4 ♦ �:. r f r i ! ° I �.• ' t ` :I - 1,�...•rG^wfll- i ` •,4r. .v ti f '� •�.,rl' ~� •r.o�' i1�1`` 1 ' a r a r ,.i ,, :a'^ lr a�0 �-f' ♦ •l `�; / �o ;t 4 v`�^ � I J :i'�i r` 4j t.�l i 6•+.t .-� Y��f%' ...e' .` ,.�lFi�.Y _7'iF ..J }��-"• I r o !• •,�nW.� fa"' • 4. �i 4 •..tit f�• t J St r! `� L-'i ,� oft ♦ - , r w - .JwS r.rF1 1 r W i C •C L1C it i 1l • -fit.. �` ; i � j �`<� i •Yfw"C'C' ♦1+`vh..v-Wr. � _W it- �y,1_ I + ✓ :: ��(tt ♦_ t -"C9�Y' r._a L t O = q0 FrP1 \ O`, F 0 4 F- LO ;YQ 1 t t Z ^' 1 K « + � .roc Uj Uj JLn \ <U 'I + yti� j f 3• t j CL 4 t0, + W �1.� j �•• 'J • --- Ol _, 1 I W .r, • _� Q t Awa ; ;_ '- wp a � _ ♦ i source: Washington County Planning Department. � n r ', - f ' J :. r'� °_lry •Fr... - • _ r,M, 7 p.S"'i'�• J ,/J i s ♦r .�4 j ••• `;'t.. 5_�—! °`•. �• i- 1 �«I t r. f... .. ... •i �.r i � 1 •�•• ii i \: '° _1 1 iii 't �. ZS __ '`�� i '' .. ...� «.�� � � \� �� F,�_—^..f :'w� a•.9 ti-: iy`�.�1.,,�i�9 a \`:�\ �«...i r..J F w . J// �a. ( �` — -e���-f +.f � jw. ... `•. E _= 1 •ti• `�1 SMS r t a ^`'` � ✓ aJ �br`"`� ^�4. �S r!i .� i�` o ��e j�Y .,..—� 1i.`iJ i0 i , �i i i t �''• P 'iSt: (r f �, l,q` / it �+ � � C: rY • �—1 4'"s�-• • ;; ,! j "j 2 ., iiw i .1"'•• 1- - ' lam. • F-•Y- �'• * r �r fr, r �!♦j(�� .i' .•�`T/ E 1 3 'T w O (� J'-- W f �., JrL£-- l� •y,,/'_ V.r JA i« , w.M1 •! �-- �:-, L="_I it CIC Li z d N C' < 'OSx" f f ♦ � � f W� , r./J il] f LM ,. Cl-LU 1Uj ce MI lee ne 10 a_ Ui ,r f > k J \� Oc ( o i a. e I s Source Washington County Planning Den rtment% „ f� To meet the regional and local needs stated in the RTP, the City of Tigard has indicated which collector connections should be constructed. ® These connections are indicated according to the various Neighborhood Planning Organization (NPO) areas. The specific intent of these collector connections are listed below and are shown on the Comprehensive Plan Transportation Map. NPO #I: The minor collector connection needed in this area is the Ash Street connection from the dead-end point south of Fanno Creek to Burnham Street. The actual phasing of this connection is hinged on the development of Hill and Lake Streets to O'Mara. Hill and Lake Streets are designated as local streets, while O'Mara is designated as a minor collector. The specific policy is addressed in the Comprehensive Plan Policy Document under "Special Areas of Concern." NPO #2: The only minor collector connection needed in the NPO #2 area is the continuation of Commercial Street to 98th Street linking the Greenburg area to the Main Street area. i NPO #3: r This area interfaces the County's .CPO #4 --. Bull Mountain Area which is also k within the Portland Metropolitan Urban Growth Boundary. By the year 2000, the overall dejelopment of the Bull Mountain area will include approximately 1540 additional dwelling units. These are in addition to the approximately 970 units expected to develop in the NPO #3 area. k Based on the land use designations on the CPO #4 Bull Mountain plan map and- the land use designations on the NPO #3 plan map, there is a need to establish a series . f collector connections to move the estimated 18,000 trips per .day from these units to the existing collectors and arterial street connections.* The major resident concern within these areas was that this additional traffic would be accommodated by constructing a "direct" link from Murray Boulevard north of Scholls Ferry Road south to Gaarde Street. The need for a "direct" connection seems to be unwarranted because this direct connection could place E a potential rapid increase of traffic onta 99W which is already congested to an unacceptable level as it passes through the Tigard area. Rather than a "direct" connection, the City of Tigard has suggested a series of .collector connections between Murray- Boulevard and Gaarde Street. These , collector connections will link Walnut to Bull Mountain Raod and Gaarde to the # Walnut/Bull Mountain Connections (See Comprehensive Plan Transportation Map). t- To continue the "indirect" route to Murray Boulevard, an additional connection from 135th to Murray Boulevard is also shown. The specific projected daily I' peak hour travel trips are also shown on the Comprehensive Plan Transporation Map. *Source: Washington County Computer Estimates based on the MSD Regional Transportation Plan population and employment projections. ® -22- Or 22-Or A NPO #4: The needed collector connection within NPO #4 are located within the Triangle Area. The adopted NPO #4 plan indicates the connections for this area that are needed to provide job access to the commercial and industrial development i areas. These inner Triangle Collector links include: 1. A connection between Pacific Highway at 78th south to Dartmouth. Although the exact alignment of this collector connection has not been determined, it is anticipated the alignment will continue in a southerly direction from Pacific Highway and then east to the existing Dartmouth right-of-way. This connection will be continued to I-5 via the proposed 1-5/Haines Road interchange. (This interchange is on the construction priority list with the Oregon Department of Transportation; however, the exact timing of this interchange is uncertain at this time); 2. A connection in the form of a loop road from 69th westerly to 72nd, to the Dart^iouth connection, (#i above) thea, south in an easterly direction to Hampton; and 3. A connection from #2 above to Atlanta to be aligned with 68th. To complete the collector system in the Triangle area, the following streets must be upgraded to minor collector standards: 68th, 69th, 70th and Franklin. b NPO #5: The collector system in this area is centered around the industrial areas south of Hunziker and north of Bonita. The connections include: 1. A collector between Huriziker and Hall aligning with O'Mara at Hall; and 2. A collector from #i above south to Bonita, east of Fanno Creek. NPO #6 Tie continuation of Riverwood Lane from 92nd to 108th represents the only Minor Collector connection needed in the NPO #6 area. 1. The City shall encourage the assumption of jurisdiction from Washington County of Durham Road between Hall Blvd. and Pacific_ Highway. 2. Durham Road shall not be considered a major arterial route between 1-5 and Pacific Highway. b 3. Consideration of use of Eide Road as a corrector between I-5 and Pacific Highway shall be encouraged. -23- i' BMW— f ■ y, -uxttami Road shall be improved to "c moving lanes of craffic with, the ®. y provision for left turn movements. S. Truck traffic on Durham Road in excess of 30,000 pounds gross vehicle weight shall be discouraged. NPO #7; Due to the lack of developed areas west of 121st Street, there are a number of collector street connections needed in the NPO #7 area. All of the collector connections would be minor collectors. These would .include. 1. The extension of Springwood Drive west of 121st Street to 130th; 2. The extension of North Dakota Street west of 121st to Scholls Ferry Road; 3. The extension of 130th from Scholls Ferry Road to 128th, and to Falcon Rise Drive; and t ;i OMENx P �i x a3q V. TRAFFIC ANALYSIS 1. Traffic Volumes The City of Tigard has a well-established traffic count program which includes traffic count stations tc compare traffic counts at given time intervals. In 1979, Straam Engineering conducted a safety study which included traffic counts (Diagram III), and in 1980 City staff conducted an additional traffic volume survey. These tabulations are shown on Diagram IV. Neither I-5 or Hwy 217 were counted in the most recent traffic volume tabulations. Other State highways includes Scholls Ferry Road (approximately 12,800 Average Daily Traffi.: (ADT)) ; Pacific Highway, ranged from 19,400 to 39,500 ADT; Hwy. 217 (approximately 81,100 ADT) ; Hall Boulevard ranged from 5,200 to 10,700 ABT and Upper Boones Ferry Road averaged about 6.000 ADT. In addition, the following streets have over 5,000 and 2,500 Average Daily Traffic: 5,000 ADT: 1. Greenburg Road (7,000 - 11,700 ADT) In 2. Main Street (6,700 - 9,600 ADT) Im 3. Hunziker Street (5,600 - 7,50 ADT) Im (' 4. Durham Road (5,200 - 5,800 ADT) Un i All of these streets are classified as Major Collectors. x 2,500 ADT: I 1. Walnut Street (121st to Pacific Hwy) - (3,100 - 4,560 ADT) In 2. Bonita Road (2,650 - 44,650 ADT) Un 3. 72nd Avenue - (2,500 5,000 ADT) In ; 4. 121st (3,660 - 4,200 ADT) In 5. Gaarde Street - (Pacific Hwy. to 116th) - (2,500 - 3,140 ADT) In 6. Tiede, a Street - (2,335 - 4,180 ADT) In 7. McDonald Street - (3,050 - 3,600 ADT) In 8. Bull Mountain Road - (1,900 - 3,810 ADT) Un ® All of these streets are classified as Major Collectors. Road Condition �. Unimproved (Un) - Rural standards: 10 foot travel lanes with no shoulders; Major Collector Capacity: 3,000 Average Daily Trips (ADT); Minor Collector ' Capacity: 2,000 ADT. f Interim (In) - Interim maintenance standard, overlay program; 12-foot travel lanes with minimum shoulders; possible bikepath; Major Collector Capacity; f 5,000 ADT; Minor Collector Capacity 3,000 ADT. 1 F' Improved (Im) -- City standards; 12-foot travel lanes, curbs and sidewalks, lighting and traffic control; 'Major Collector Capacity: 10,000 ADT; Minor Collector Capacity: 3,000 ADT. -24 DIAGRAM III 1979 TRAFFIC VOLUMES AVERAGE DAILY TRAFFIC T/GAR© B vlawTY H . .--•p.-a ,�;'^r f_. •M'.7�; �f.'T�_ate a� .. '�iil� 'as_ A�.a � •'•� �f�•�"[..___�Jlar i x..11 ••• °,rra� �+ • :�. �'• � .a r.. ]f:' int.�:.:'-•-ct,.�.� 1 .. "�' � �.'':y �'Ste'»'•s'�" . ; g;. -i�l:j l� "..�m�* � r.Y, ajt d�,•:��rrr •r' .fin .. _� n , o" ern 0-rao ate 't ,E. r;t •.», .y:� fir? iy Ii, .. Sw. ••- �v� I Y,t rlel tlh. �: ;..r - it yr ' {I,p Source: Straam Engineering Traffic Safety Study, 1979. a L CM DIAGRAM IV `ire 1980 �/ ✓f'+� , :3L�i _ ._' TKAF'F'IC VOLUMESa. AYEKAGE DAILY TKAI•'P!C 1695 14,152 1635 ,. .� 3401IU1tL J 4928 208.0 / 1 Ips -© ✓Ir--'�rr:�r.l a: +u;f- �`y �^' �1 � 2495 (niRl 14232 119.36 3735 ?3175 '� ✓��� 3650 4526 �j e�( \ Czuj ' 5646 -e z: 7250 0 ' 1 �� Q 458' 2 ©Up © . —e 99 LI 2629 •010 11 //�3 3277 398LIM _. 2850 0 C 970 � •, �� 1435 1 126 90 6 1 — 9471 �e .'24 r ' - 6717 5319 -1; 'i967zr _e t 1 j i e i All of these traffic volumes were taken between May and July of 1980 by the City of Tigard Public Works Department. I } i i 2. Levels of Service The level of service provided by a street involves several major factors, including: 1. Speed and Travel Time 2. Traffic Interruptions and restrictions 3. Freedom to Maneuver 4. Safety j. Driving Comfort and Convenience 6. Economy Two basic measures are used to measure levels of service: Travel speed and the ratio of traffic volume to capacity. Six Levels of Service (A-F) are defi-.cd accordingly in Table III. TABLE III ROADWAY LEVEL OF SERVICE, DEFINED Level of Service Operating Conditions A Free flow, low volume, high-operating speed, high maneuverability. l B Stable flow, moderate volume; speed somewhat restricted by traffic conditions, high maneuverability. C Stable flow, high volume; speed and maneuverability determined by traffic conditions. D Unstable flow, high volumes, tolerable but fluctuating operating speed and maneuverability. E Unstable flow, high volumes approaching roadway capacity, limited speed (@30 mph), intermittent vehicle queuing. F Forced flow, volumes lower than capacity due to very low speeds, Heavy queuing of vehicles, frequent. In the determination of these levels of service, it is assumed that the intersection is the most restrictive point on a roadway and, therefore, capacity for a street section is a function of the capacity of the intersection. The computations of intersection capacity are based on such parameters as intersection width, signal phasing, truck and bus movements, roadway is computed, it is compared with the etc. Once the capacity of a � .�i vehicular volumes to determine if the volumes (V) exceed the roadway actual capacity (C)( i.e. V/C is greater than one.; t 4 -27- 3. Street Problem Identification Three criteria were used to identify problem areas on the Tigard street system: congestion, accidents, and roadside hazards. A. Congestion Congestion, as defined for the purposes of this study, is considered to be: 1. A signalized intersection which operates at a level of service "D" or worse 2. An unsignalized intersection which meets signal warrants as specified by the Manual on Uniform Traffic Control Devices (MUTCD). 3. A section of roadway which exceeds 1,200 vehicles per hour during the peak hour. The initial intersection volume is computed in terms of intersection lane vehicles per hour (ILV/hr.)• Table IV relates critical lane volumes with the `. different levels of service. TABLE IV r t. ROADWAY LEVEL OF SERVICE, TRAFFIC VOLUMES 3 Traffic Volume { (ILV/hr.) Level of Service 0-900 A x. 901-1050 B 1051-1200 C 1201-1350 D 1351-1500 E r 1500- F An example of this technique is shown in the intersection of Greenburg and v 99A. Five signalized intersections, all on 99W, were analyzed. The results are shown in Table V. As can be seen from this table, three of the - intersections, 99W/Hall, 99W/Johnson and 99W/Greenburg, operate at a level of service D and, therefore, experience some congestion. (5f TABLE V CAPACITY ANALYSIS 19?9 Traffic Volume Intersection (ILV/Hr.) Level of Service 99W/Johnson 1215 D 99W/Nall 1335 D 1140 C 99W/217 south- bound off ramp 1030 B 99W/Bull Mtn. 1050 B/C - i The second criterion used in the idencification of congestion problems was the determination of those intersections which meet signal warrants as established by the MUTCD. The MUTCD has established a set of eight criteria or warrants, E one or more of which must be m et before a signal may be installed at an intersection. In 1979 study 14 intersection were investigated and out of those 14, 9 were ! found to meet one or more signal warrants. Those intersection were as follows: 1 99W/69th f 99W/Pfaffle 99W/217 northbound off rsx:� 99W/Walnut 99W/Park 99W/Beef Road Hall/Hunziker Greenburg/Tiedeman Scholls Ferry/121st ' Six of these intersections were scheduled for signalization during the fall of 1979, as a part of the 99/W TSM improvements and were completed by ODOT. A seventh signal was placed at 121st and Scholls Ferry. The final criterion was the determination of sections of unsignalized two-lane I roadways, other than 99W, which exceed 1,200 vehicles per hour (vph) during the peak hour. There was no two-lane roadway found to exceed this critical peak/hour volume. Schalls Ferry Road, near 135th, was found to have 1,188 vph_ i and was the highest peak/hour volume count found on any two-lane local road i.. the Tigard area in 1979. f i -29- B. Accidents The major emphasis in the analysis of traffic accidents is tl e analysis, therefore, of cause, whether it be natural or man-made. During it is of utmost importance to eliminate those accidents which are most likely to have occurred by chance. cant Accident rates (as opposed to raw frequency) are considered a morebecause lthey means of identifying and comparing degree of accident hazard, does not (i.e. , one take into consideration exposure which absolute frequency would naturally assume that a location having more trraffic the amount ofwould pedaiiye ® acmr e accidents). At the time ofreport entering vehicles was not available. Howeve , the actual number of accidents that occurred within nurer="s Tigard intersectionsII, are listed in Table VT_. ® The accidents rates of 1978 are shown in App endix To the year 2000 only the 99W corridor through Tigard will be considered an unacceptable trafficway with continuedCOsgstillestiontheproblems major corridornin Street and Highway 217. In addition, 99W the Portland Metro Area that a complete corridor study has not been done. highest As shown in TABLE VI entitled ACCIDENTS ANALYSISand thoseTEintersect�ions is � occurrence of accidents occur along 99W, Walnut Street and Highway 217. motorists are using Durham, Haman a nd To avoid these congested intersections, .. eri Neral routes, y of Greenburg Rd. which places more pressure on these p P which are adjacent to residential areas. C Roadway Hazards Roadway hazards were noted which were wereconsidered onsidered to impair the safety f those cons dered hazardous included: using the roadway. Problems 1. Fixed objects within close proximity °Pothe les etcaWay' this includes bridge abutments, trees, signs, utility p , 2. pavement defects, lack of Droper shoulder, or unprotected ditches. 3. Inadequate sight distance caused by poor roadway alignment, vegetation, or other objects. ® ninb or pavement marking. 4. improper or inadequate traffic sig According to the Manual on Uniform Traffic Control Devices (MUTCD), signs (or nodal°S Lf than nshoulder 6 feet (erom the adway xists. eIneurban of oareas other fixed objects) should be shoulder or 12 feet from the roa y with curbing, a minimum of one foot from the curb face is allowable. ng Sight distance standards are considered u°purpbe oses of this report,tion of plthe dlminimum which varies with speed. For the p P h 275 feet at stopping site distances were considered to be 200 feet at 30 mp , 40 mph, and 350 feet at 50 mph. -30- wni Current difficulties with transportation systems in the area ca;, be hasirally categorized in terms of those related to safety and/or efficiency. Since 1971, according to the 1979 'traffic Safety Study, less than 40% of the identified hazards along Tigard streets have been eliminated, leaving many of these hazards to threaten human life and limb. The efficiency of the transportation systems-the ease with which objects and people are moved-is the other basic criterion of its success. In Tigard many i of the major streets are inefficient because most of them have not been improved to their designated standard, or because the designated standards are inadequate to the demands for their use. Excessive demand on limited ® facilities is responsible for peak hour traffic congestion on several streets. TABLE VI ACCIDENT ANALYSIS BY INTERSECTION CITY OF TIGARD 1981 intergectlon Accidents 99W/Hall 23 99W/71st/Villa Ridge 20 99W/Greenburg 1' 99W/69th 14 99W/Bull Mountain/Frontage 14 99W/Hwy 217 13 99W/Fred Meyers Entrance 13 99W/Warner 8 99W/Garden Place 8 k 99W/McKenzie 7 i 99W/Pfaffle" 7 99W/Walnut 6 99W/Gaarde 5 99W/Park 5 121st/Summercrest 5 99W/Johnson 4 99W/87th 3 99W/74th 3 99W/Canterbury Lane 3 Hall/Burnham 3 121st/Scholls Ferry 3 Det char;/Summerfield 3 Durham/Serena 3 72nd/Bonita 3 Source: 1981 Accidents Records, Tigard Police Department. —31 - •i�h the exception of one at Main and Scoffins, are located on All signals, :: ? 99W. All signals are owned, operated, and maintained by the Oregon ,. .-e Department of transportation. All signals are either pre-timed or traffic-actuated. The placement of signals is strictly governed by criteria or warrants as i outlined in the MUTCD. These warrants include: 1) Minimum, vehicular volumes; 2) Interruption of continuous traffic; 3) Minimum pedestrian volume; 4) School crossing; 5) Progressive movement; 6) Accident experience; 7) System; and 8) A combination of warrants. A number of non-signalized intersections were compared with the established warrants to see if any met the minimum requirements for signalization. fit' n Si ons Traffic control signs can be used to either regulate traffic, warn traffic, or guide traffic. The MUTD standardizes traffic signs as to their design, shape, color dimension, symbols, work message, lettering, illumination and �- reflectorization, location, height, lateral clearance, and mounting. There are basically three types of signs: those that regulate, those that warn, and those that guide. The City of Tigard conducted an inventory of traffic signs in 1978. This inventory was supplemented in 1979, and all signs in the city were evaluated according to the MUTCD standards. Those traffic signs that did not conform were either replaced or reps:red. Table VII provides a summary of the number t and type of traffic signs within the study area. r�. 8 -33— �� TABLE VII TRAFFIC SIGN INVENTORY-(1978-79) Number of Type of SignSi--gns , Regulatory Stop 374 Y;_eld I Speed 162 Turning 28 Alignment 1 Exclusion 23 1 One Way 261 Parking Traffic Signal .10 9 Subtotal Ou Warning Curves 18 Road 'Crossing 7 Control Ahead 16 Bridge 5 Divided Highway 2 RR Advance 21 Other 14 Dead End 14 Subtotal 97 School School Advisory 14 School Speed 12 Subtotal 26 Miscellaneous 27 TOTAL 1,010 Source: Turd Transportation Safety Study, Straam Engineering, October 1979. j DIAGRAM V �! 1979 TRAFFIC CONTROL DEVICES RGAR© 8 VICINITY VK I :j �, �,"ter-� • ti; � r �.� •. .. '. � -::r a��f r 1{� ,IPS CI � ��i�gy•�' Y�• {,• �,t a �[ •�� � 6. cif •� /•.?\f.t�(d iv •• ' ` '1Jt �.•..f,;7{��t„r� y�L•1f„�.;�.'`b"� 1 �4 ,,� ��% •i. _- _✓ _� °7��• •rte! L. iia � !i•:' if �� �� � � • _ c � • i fJ��aE'✓� i:L. _mac { Lg '�y ; ill 3 -=/4 �•;F`i�'U�{ "ti • -! • _ '.. e 1 t. tA 1 LEGEND • Stop Sign Traffic Signal o Proposed Signal t Source: Straam Engineering Traffic Safety Study. 1979. j t, j 1 i CPavement Parking Like signs, pavement markings can be used to regulate, warn, and guide the vehicle operator. They are used both in combination with other control devices, such as signals, and signs, or alone. They are used both in signals combination with other controldev ce, s ch as ices, the MUTCD has st ndardizedn markingsofor Like other traffic control desavement markings I application, materials, and color. The various types of p crosswalks, and include: center line, lane line, curb markings, stop line , railroad crossings. me and A major disadvantage of pavement constantmks is moisthweathereir rfoundeinithet Pacific maintenance, particularly inthe Northwest. A number of major streets lacked adequate markings due to a racent pavement overlay and had not been restriped. Inadequate pavement markings at four locations on 99W: 1, No pedestrian crosswalk markings on Bull Mo,intain Road cific Highway at Johnson Street 2, No stop line southbound on Pa 3, No stop line northbound on Pacific Highways at Green burg 4. No stop lines on 99W at Hall Boulevard k, Most city streets were found to lack stop lines at the intersections. 6 Street Lighting Nationally, 60% of all fatal auto accidents occur at night, which is not surprising considering that 40% of the time and a third of vehicle miles F .i�-ing daily period of poor visibility. Fall and winter traveled are this fogs contribute to dangerously difficult driving even during the day. as well as crime. Many Tigard Street lights can help reduce accidents, F streets are not yet improved with sidewalks, so pedestrians walking the danger. Many of k shoulders of narrow unlighted streets open editches :-n immediately adjacent these narrow unimproved streets have P shoulders. Improved visibility problem areasreet ywhe re clighting pisc desirable .accidents there also. Am g rade), sharp curves, narrow bridges, are: railroad crossings (at g intersections, and pedestrian street crossings- tallati one The city does not have a program for routine ins be ° where a provided when new now exist, except for the requirement that they developments are approved. II F t -36- i VI. MASS TRANSIT (TRI-MET) ,1 Public transportation in the Tigard area is the responsibility of the 1 Tri-County Metropolitan Transportation District (Tri-Met). There are currently four (4) bus lines serving Tigard (lines 43, 44, 45, and 77) which link Tigard to downtown Portland, Sherwood and other surrounding communities. (See Diagramm III) Although the overall r:.dership has increased since the fuel costs have been steadily on the increase, the percentage of ridership is still relatively Low cost/revenue comparisons for the four (4) Tigard bus lines are an important. I indicator of relative demand. Tri-Met has adopted a standard goal that total farebox revenue for every line be no lower than 40% of operating costs. Unfortunately. all of the Tigard lines fail to achieve this standard. In the spring of 1982, the percent of costs were as follows: Tualatin Acres #43 - 20.5% Sherwood #44 - 28.0% Greenburg #45 - 20.0% Beltline #77 - 18.0% Source: Tri-Met, Bill Coffel, November 1982. Over the long-term, transportation in the Tigard area may become less dependent on the private automobile because of world-wide shortages of 1, petroleum, higher prices for the gasoline which will be available, increased traffic congestion, and more intense urban development. The extent to which Tigard residents will use any transit system will depend in large part on decisions made today and in the near future. Appropriate far-sighted decisions made at this time may substantially ease Tigard's transition from a totally automobile dependent community. j ; i The most important single action which the City of Tigard ^ould take to improve transit service, especially in terms of the period beginning in the late 1980', would be to allow increased residential densities along existing and potential transit routes. Without this elementary effort, the community cannot expect major transit improvements, unless the metropolitan mass transit agency obtains new means of financing to support a higher level of individual line subsidies. l> In its analysis of possible short-term transit service improvements, Tri-Met ` estimated that the Tigard area does not have the concentrations of population or economic activity to justify radically improved service. - Transit studies have demonstrated that patronage is very low primarily due to the lower densities. The Comprehensive 'Plan locates residential densities along, or in close proximity of, existing and potential transit corridors. Several other major community objectives could also be benefited from increased transit service. For instance, business activity in Tigard could be expected to benefit, retailing and other commercial activities in particular. If areas immediately adjacent to downtown Tigard were to have a large increase in population, this _ center of the community could better compete against the nearby Washington Square. Higher density 'near downtown Tigard would also be in keeping with Tigard's downtown urban revitalization efforts and the economic policies of the Comprehensive Plan. -37- Man 37 MZ- urr a ncuu t- C1L!I r - °�i'1 �.. Wt,qt �'46 © i T/GARQ 8 VICINITY •.r.• i `\w ys'� .fit.. I ov- �~ Q 1 rlpi it �.��`" ��.� =iL. �• ~ �r�� I,yIII J� i �:' tel!� _ t�''•1 1 �+i'r iii,/ �.�. I�•P1 �� �T I ' c •3 � y. l {�..aw U.;•yJ, a�_1� 1\ ='wN Wim.H.s �� Y. •• 'i.. i t' /'�. 7 /fit J._ ... j. ��. c•�:..9J Ica '��' I� � ��\ .1 f LEGEND DIAGRAM VI TRI•MET•EUSROUTES AND PARK AND RIDE LOCATIONS a i V; Park and Ride . a .. DIAGRAM VII t'ERCENTAGE OF RESIDENTS r r r f r r f U31:46 'fKAvS1'i N'uK wuari -TRIPS n NORTH � /4444+ // E I- -f--0•+ •t +-f-4-+-+-4 + ////+++/1111//+ +++-a-4444+- t t-a-+ ++ •r + r++////0000 Ic 4--+' ///+ +++-0-++-a e--0 ++•ate ++-0•-0 +a UG 00 CJUUIJ ++-4++-0-+-0- t-+ +-0 4 ---0.4+•1- 4 + 00000(.)0•4��+ ///// 4+++++•r+//+ 4 ++++ 1. ++++-t-++-+• r+•r+-++ t+r OO_Got -0-+•r+++++++-0-+++4. 4.4. +-+ r+--t- • + +++-e -r++++O C) 44.44+ + + r ++-0-.-++-0•+++++++++++-0 4-4.4- -0-++-0 -0•+++++ 100 0"0000 ++ t +•1 4- -+--+-- -+- ++t•1--+- r+•+-1-.4.4/++++•++-•r•+-1-++ ++-a-++-0--0•+ J0000000 0140000 U -+-++ •r-4+++4 4-4-4-++114.4--+++4-++-++-+ -. Ty -4++ r 000000UU t U O - C10U •t-+4444/+-4++-11+4+4-I--f- +•+ /// OO ODUOOtttiti TT 000 ' O ' ++•-+-0-1114+////-F 4- //++++-a• 1111/%/ 1UOtititit I'T 1.1 000 s +°//f/////////!//:/:1-•r 4 +.-0./r //////000000 -T11000Q ///✓/.// ///////111++-4-111 /////000000 000" OGQ000 ///UOQOI- ///. 000"" 000000 ////////:/%////!//////////// !:///OC'�o� 1111/. +-0•+00 000000 ++,. 1.00 ' OU 000000 +-+00 000000 +4+00 100000 1!111//✓//://///////i 1111/ /// /////////i> +-0•'aC7U0 OUQOO ++•a-0Cj0 OUt000 0000 11.'11/://:/:// 4444 000 '////////+/ 1111/:1111/ 'e' a•a--0.1-.4 -t- .+ ' O,G/!///i 1144 1111/// �' •+--f -a +•r+4•+ ++ //77 / '.pilarScholls.fe't + a ++++ a•+-r++-0- +-+ +-+• i 8°id 1111//+ a•+-+-0•+•+•+/r 1111 a + +-+++ + -4-+++ • 4444++ ////////✓////////+ +++++-0-+-//• +///////+ +++-4+-+•r-0• -a-++ +-1- a f ' //,'/////////-� ++++�-+�•+-+-4++++ +++++///-0 +-1-a-++++•r+- 4444+ +•+ 4444 ++-+-+-4-444 + +-++-4111 4+.+-++.4444•-+--4+ ++++++//t ++ +-+- ++++ 4444 : 4444•+-.t.+., .r•++++ t-++-44-4•++4- 4%//+-+ 1111! + RANGES AND SYMBOLS +-0•++-4.4444 = + t - 4444-+ O TO 4-+-+44+a 4-4-+ t--r4-++♦ t4•-4 + t.++ :. 4 TO G_ 7 = + 44-+4-- t +++ 44-+4-+•-4•-ee-++ .A .a•4- G- a G- a TO L0_ L = O 4444--x +++-•1-4--0. t+'+ 4-+ t '+� -4.4-.+ r/////////,'f 10_ 2 TO 12c_ S = T 4-+ 4-++ + t- 4-++ +..1.4- J-2:- G •t•+1 :'. G TO 17 = tt + 4-4--0- 1- a-4-+-+•a•44 + + + a-4- + t +• 4.4-a +a 4-•+++4- 4-4--4- 4.4 41 a ++.+ I: Source: Washington County Planning Department, ■ DIAGRA14 Vlll PERCENTAGE OF RESIDENTS LIVING WITHIN 5 BLOCKS (� OF A BUS ROUTE /// :!//iii;♦!/!//... !/•r //: rl�111 NOR I HC ;///// f /// z /////.'//////// Tl•TrTTrTTT ^T~;///////f// T1•rTTTrTTTrT E ////TT////!/// TTTTT'rttI"r'•-r'i` �t"14 r/ ///2 iaitititIt,11t ///// r1"TTTTTTrTTTT rTrTTTr•r 1t 11 .r it11t rT1' t rtt T1`TTTT11ttt //: aaftttTTTTTTTT//;T 11 TTTT it it -rTTTTTTTTTTTT1��tfattiia"a T1'TTTTTTt3\`�ti , {: aT'r-rTt111/1 TTTTTTTT rraatttit I, TTTT/T TTTT1BaselineTT ittt"aitititar;" . :nisa /rt ti it it rTTrTTT1T TTT ittaaitaaa"aaar aaaaaa:rt rt Ft it it#tittltit1111-t TTrTT^TT TT1'TT1 . rrt aFtaa"a aaaaat tirlttattaaaaTTT/TTT, TTTTrT TTTTTr^ r Itaatsaartt4 "at=watt aartt a0itaaaaatiTTT//TTTTTTTT ^T T r� TTTT1it'4"itaaatt as Fi:t as /itfitt""tt/aTTT/;TTTTTT//TTT ++ t - t"aaa"aaaaatt it ttttFt t �+-+ ¢ r+ � aaaaaa aak a aar ',it It +•++ � +rte mitt .r aaaaar I /ttrr/////////////////;//TTT///' + * T'ra" as"ai r t iitrr ' '.'/.' itiitt: tt + 4 1 +T1 T ! 0000 it kA ti ti It it at 4.4- • + + T^"0 � 0000 TTTaa 4""""tit //://:/:/:/://///////✓//:/ /// 4 o-+ �+ + c° 000000 TTTaa artitIli Fit j + + OOUOOOOU -t, as aaaaaF I` ////i/;/////////////////;/// +.•+� + •+0000.0000 'rT-t-It ►iitattaI i +0000000(1.: TTTFra" It it 4-+ r + +-0000000(` 'r1TI—ti a"F;at �. q-++ -•000000(2 T'r1' t aititI!t l-+-+- +000()0000( `TT "tit -4--0 r +-+'+'+ +000()000 C/TTTTTTF -4:. s +- .- • +-+ ! + ++00 as` OOOOT1'1"r` - a 7/// //!//!////,P°' ///!;/!// �, • - + +.P° OOvuoouTr is //////r'///%/ '' +"Scnolls .F.0.4 0000000000 Ir taxa + gale //////!//:///::•' � +- . + + +OOOOOOU0000 attr6trrt = +-. +-+�UOOUOOOOOttirtaarit 0000()0000 tt"Ytattttt ////;///,'//// ///// • ��.'/000000000 itittItitatt ' +////000OUO00 " rTaal-r' / //✓////1//� /.'/;/;fig/!tt//o0o 'tTl7 TTrT�rTT'i" /;////;// //""Ti`���'//r�U/ ,'1• T rT"TTTr' O TO 19 7 / //// ry '/////iii//// / '/ UOOO1-tTT1`TTT• 19_ 0 TO r:9_ 5 = + /t;/ Y '/!;/////i//// a 0000111,11TrTTTr' -::,9_ G TO S9, O /;/ - /% ;///t/// Cl) OGOLJTTTTrt-T,t1 r tt '_9_ 4 TO 70 -1000 :I: 1"r.TT .. 1" k® � 1 79.2 TO 99 = tt / '//// i/i/i�,000"U00TrT . TT 1 ' I Source: Washington County Planning Department. i; sit 1 L .a df ,+_ .. _ _ _ Energy consumption would be positively affected by higher densities along transit corriuufs a-... ... a in the downtown core area. Correspondingly, there would be less amount of automobile emissions. In addition, there would ue less energy use per dwelling unit, for instance. Access to improved transit, plus a tendency of residents of higher density areas to use private autos less frequently, will cut detaand for gasoline. Walking to adjacent commercial outlets (e.g., for groceries) will replace exclusive reliance on cars. In these, and other ways, higher densities will contribute to energy savings and less air pollution. 1 Future Bus Routing and Improvement Strategies In the near future, it is expected that there will not be any major changes to the number of bus lines serving the Tigard area. Increased bus lines will occur within the planning period as development, population and demand for the ® service increases: The Tri-Met Transit Development Program adopted by the Tri-Met Board of Directors in September 1980 identified central Tigard as the location of the key transit center in the southwest area of Tri-Met's service region. The proposed project will create a major new transit center on a site of approximately 0.83 acres between Commercial Street and the Southern Pacific Railroad. The site is approximately 200 feet from Main street, and within the central commercial district in Tigard's downtown area. This transit center is ( needed to serve two primary transit functions: first, to provide a convenient, efficient, and safe place for riders to make transfers between local-feeder and trunk line bus routes; and second, to provide a focus for an improved level of transit service to central Tigard. A variety of relatively new commercial and retail establishments have developed in this area. A transit center at the proposed locations would provide improved transit access to these activities and encourage additional growth of the area. The proposed transit center facility will consist of two Tong covered loading islands accommodating ten (10) buses; eight (8) standard and two (2) additional spaces could be devoted to a Greyhound bus and layover arca- These loading islands will be clearly separated from the auto and pedestrian traffic on Commercial Street to reduce bus conflicts with autos and pedestrians ani to improve rider safety. Additional site improvements will include amenities such as shelters, benches, lighting, bicycle racks, telephones, and route information signs. Curb space will be set aside for a taxi stand and a drop-off/pick-up area. No new buildings will be constructed on the site. The location ways and preliminary design of the proposed transfer center are shown on the following diagrams (Diagrams It, and V). A major restructing of existing service is desired to develop a feeder-truck network of routes in this area. Also as future ridership grow, service expansion through the addition of new routes or more frequent service may occur. Immediate expansion of bus service is not currently under consideration. ''. 2. Transit System Designation The delineation of the transit system must be coordinated between the Metropolitan Service District (MSD), Tri-Met and the local jurisdictions. MSD's adopted regional transit trunk route system provides direction to Tri-Met on where to target high speed, high capacity service for long distance -39- i ' travel, and it provides direction to local jurisdictions on where to target hitoh density land usec in aaddit-:an -,o thesC Coutes, Tui-ilet is Expected to adopt a system of sub-regional trunk routes and local routes. Local jurisdictions are expected to include MSD's regional trunk routes, transit stations and park and ride lots in their comprehensive plan and identify other streets suitable for sub-regional trunk routes and local transit service as a guide to Tri-Met. In addition to these bus route designations, MSD and Tigard must agree on specific alignments for the potential transitways, and protect them from encroachment from future development. 3. Transit Service Implementation The Portland metropolitan area will be required to expand significantly the transit system to accommodate the expected growth in travel demand. Expansion in service, however, is very costly and beyond the current financial ability of Tri-Met As such, TLi-•Met must incrementally implement new transit service as growth in ridership demands and financial resources are available. Additional increments of transit service must be phased and be consistent with the following criteria: s A. New routes must be cost-effective in terms of ridership return on the j operating subsidy; B. -service expansion must be consistent with growth in travel demand in t the regional corridors where highway, transit and rideshare �. improvement programs are interdependent C. Service improvements should be implemented consistent with new development, particularly in cases where high density developments are dependent on transit capacity; and f t D. Service improvements should be consistent with the local jurisdiction's designation of transit streets. MSD in conjunction with TRI-ME1 have referenced several capital improvement projects for transit service within the Tigard area. The first improvement is the proposed transit transfer center on Commercial Street within Tigard's downtown area. Second, improve access to the transit system by providing a park and ride facility in the vicinity of 99W and McDonald. Third, increase � access to the industrial developments through the improvements of 72nd Avenue (in process), completing the 72nd/217interchange (in process) and reconstructing the I-5/Haines Road interchange. in addition, the MSD Regional Transportation Plan (RTP) references Hall Boulevard, north of 99W, as a regional trunk route, which will improve service in the north Tigard areas. 4. Transitway Implementation Transitways have been identified as the long-range method to provide regional trunk route service in the radial travel corridors. However, due to .the high construction cost, incremental implementation is necessary, as growth in transit ridership warrants implementation as funding is available. The first priority for transitway construction is the Banfield LRT (light rail system), which is now under construction. The second priority is the Weststde Corridor f` where studies have been concluded and selection of the preferred mode and t corridor (i.e, LRT vs. busway vs. bus) is expected in 1982. -40- ' "1'ranyitway Right-QE-Way Reservation 5. ^. -' Until such time as a definite decision to construct a transitway is made as a result of the Transit environmental impact statement (EIS) decision process described above, local jurisdictions are encouraged to work with developers to protect Logical right-of-way opportunities from development encroachment. Parcels that cannot be protected in this manner should be identified to Tri-Met for acquisition on a case by case basis. w p, g -4L- ' 77 M i VII. TRANSIT DEPENDENT The transit dependent population are those individuals that require access to public transportation o tation for their total means of nobility. This includes the transportation of the disadvantaged which are those who experience varying degrees of immobility due to lack of physical, economic or mental ability". This often includes the disabled, many senior citizens and the poor. The transportation handicapped portion of the population has been estimated at 6.0% in Washington County. This figure includes the moderately or severely functionally handicapped (not including the mentally handicapped) at 3.6% and the able-bodied elderly without drivers licenses (2.4%). If these estimated Tigard residents, the total number of proportions are also descriptive of transportation handicapped in this area could approximate 950-1200 people, or r one in every 16 persons. Approximately 40% of these dependent people are ' senior citizens without drivers licenses and 60% are physically handicapped. Current Service Transportation services for the transportation handicapped are now provided by a few social service agencies and private non-profit organizations. Special Mobility Services, Inc. , for example, provides services through the Loaves and Fishes program and the Tigard Christian Church. The Tigard Loaves and Fishes, Inc. has the use of a van with a wheelchair lift through this arrangement and generally serves only senior citizens. Washington County Community Action and Washington County Public Welfare Children's Services Division also provides special transportation services. Most trips provided by these services are for hearth care and meal program support. If these special transportation services were provided uniformly to the population of transportation handicapped in Washington County, approximately 204 passengers in Tigard would benefit, or only 17% of the handicapped population. This would involve more than 17,000 one-way rides provided each year. } r f x e;• i -42- t VIII. PEDESTRIAN AND BICYCLE WAYS Although auto and transit are the major modes of transportation, walking is one mode used considerably for short trips. Bicycle transportation is primarily used for recreational trips. Presently, there are approximately 40 f miles of sidewalk and/or bike paths in Tigard. Most of these paths or sidewalks are in new subdivisions and in the vicinity of schools. Diagram VI shows the location of all bike paths and sidewalks within the study area. Given the suburban nature of Tigard, recreational aspects of the pedestrian and bikeway will be a predominant concern of Tigard residents. Pedestrian pathways are combined with the discussion of bikeways because of similar needs for legislation, funding and purposes of these recreational oriented pathways. i The recreational benefits of a carefully planned system of bicycle and pedestrian pathways in Tigard are numerous. Areas along Fanno Creek which have been identified as having natural significance have been made more accessible to Tigard residents by thw pathway system. Park and recreational areas accessibility have also been improved by providing pathways along ctreets linking parks, schools and shopping areas. a In 1974, the City Council adopted a Comprehensive Pedestrian/Bicycle Pathway Plan which describes the major generator of bike/pedestrian usage and the - phasing priorities for completion of the plan. The open space/greenway �•, concept has provided excellent opportunities for providing access to many areas of the City. (See Appendix III) Several benefits of bicycle and pedestrian pathway usage have long been acknowledged as benefiting the community through: 1. Reduction of air pollution sources; j 2. Reduction of non-renewable e:� -gy consumption; 3. Reduction of auto related congestion; 4. Reduction of noise; and 5. Physical and social benefits to the individual. ° i In addition, however, there are numerous identified problems related to pedestrian and bicycle usage. € These problems include: i 1. Personal safety, competition with auto traffic; F 2. Bicycle security; 3 Time efficiency; 4. Inclimate weather, and/pedestrian pathway 5. Lack of connecting bike/pedestrian pathway facilities between jurisdictions. 6. Potentiai crime and policing bikeways. i Planning Related Efforts The Portland area is not lacking for trail and bikeway - paths and the j- connection of pathways between adjacent communities remains a high potential. l� ' I -43- i Washington County adopted a Bicycle pedestrian Pathway Master Plan in 1975. The Plan, however, has never been fully implemented. Recognizing the limitation of the present readcyst?m to offer safe bicycle use and the extensive growth that has occurred in recent years, the Public Works Department has begun updating the plan to reflect where the best opportunities for bicycle use are currently found. A major obstacle towards developing an extensive bicycli /pedestrian network is lack of public funds for such an effort. Opportunities, however, do exist in the developing areas of the County where unused right-of-way is available or where right-of-way could be acquired in conjunction with new developments or road improvements. To implement it's adopted plan, the City of Tigard has relied on it's street overlay and widening program and adjacent development. These processes have allowed for the completion of an additional 3.7 miles of bike/pedestrian pathways in 1982. It is anticipated that as more of the streets in Tigard come under the City's jurisdiction (see Appendix II), additional bike/pedestrian pathway links will be completed. •f 97 r ' ,= t #mak -44- < tri, + IR. RAILROADS Railroad tracks traverse the Tigard Planning Area from its northern boundary ! ' to the southeast. The two private railroad companies - Burlington Northern and Southern Pacific - use joint trackage north of North Dakota Street, with adjacent but separate tracks south from North Dakota Street to Bonita Road, South of Bonita Road one set of tracks crosses the Tualatin River to Tualatin and the other set of tracks turns east to Lake Oswego. Burlington Northern normally operates one or two trains in each direction and 5:00 A.M. The number and exact times of through Tigard between 7:00 P.M. the routes depend upon customer demands. Southern Pacific does not have a specific schedule for trains through the Tigard area. Their usage is based on an as-needed-basis. i f 4 f+1 I 4 -45- APPENDIX 1 ! EXISTING STREET IMPROVEMENTS ` The following inventory update indicates Existing Street Improvements completed as of September 1, 1982. The following list indicates the street improvements (overlay program) that have been made since 1970. 1970-1971: Johnson street (from Brookside to Pacific Highway) McKenzie Street (from Grant to Pacific Highway) Grant Avenue (from Johnson to the end of heading westerly) 1971-1972• Grant Avenue (from Johnson to Tigard) Brookside Street (approximately half the length) i. Tigard Street ( from Pacific Highway to Main) f Ash Avenue (from Commercial half the distance to Scof£ins) Frewing Street (from Pacific Highway to the creek) McDonald Street (from Pacific Highway to just east of 105th Avenue) 94th Avenue (from Greenburg to end) 1972-1973: r Main Street (from Pacific Highway on the west end to Scoffins) a f Commercial Street (from Ma-n Street to 95th) 95th Avenue (from Commercial to Greenburg) Johnson Court (all) is Johnson Place (all) Brookside Court (all) _. -46- E ` 't i 1973-1974: Lincoln Street (from Commercial to just south of (,reenburg) Ash Avenue (from Frewing to the creek) Pinebrook (from 92nd to Eiail) 88th Court (all) 1974-1975: 98th Avenue (all) I� f i ; Watkins Avenue (from just north of Watkins Place to Pacific Highway) i i ` Park Street (from 107th to Pacific Highway) I Since 1970 the City of Tigard has had an overlay street maintenance program 1 which has continued to upgrade existing streets plus, in some instances, the (. additions of pedestrian/bikepath adjacent to certain streets. following li lists indicate the streets that have had improvements since 1970. ' Fairhaven Street (from Watkins to 110th) 110th Avenue (from Fairhaven Way to Fairhaven Street) 1976-1977: Lewis Lane (all) 91st (from Greenburg to Lincoln) c r Lincoln (from overlay work done in 1973-74 to Greenburg) Center Street (from Lincoln to 87th ) 87th Avenue (from Pacific Highway to Center Street) Warren Avenue (all) t is 79th Avenue (all) i Knoll Drive (all) Walnut Avenue (all) �. Derry Dell Court (all) Inez Street (all) t, Terrace Street (from Inez St. half way to 93rd Ave.) I; L —4 7- ; Y 92nd Avenue (from Inez to Pinebrook) 91st Place (all) 89th Court (all) 1977-1978: 112th Avenue (from Gaarde to Pacific Highway) Scoffins Street (from just west of Ash to Hall) Ash avenue (from overlay in 1971-72 to Scoffins and from Burnham south roads end) Commercial Street (from Main to Hall) Burnham Street (from Main to Hall) 1978-1979: Tiedeman Avenue (from Meadow St. to Walnut St. ) Greenburg (from 95th to Pacific Highway) �. Bonita Road (from 76th to just short of I-5) 72nd Avenue (from Bonita south to Bridgeport Road) i 1979-1980: f t 121st Avenue (from Trinity Church to Walnut) Summer Street (all) Sunurtercrest Drive (from Summer to Burlcrest) f Burlcrest Drive (all) C Burlheights Drive (all) I Walnut Street (from 122nd to just east of 128th) Frewing (from Ash to O'Mara) r 103rd Avenue (from McDonald to Driftwood) r 92nd Avenue (a portion into Cook Park) E 1980-1981: Walnut Street (from overlay in 1979-1980 to 128th and bikepath from 122nd t to 123rd) t i -48- . Frewing Streei (from the creek to Asti) Cresmer Drive (trom Garrett to Stevens Court) Asti Avenue (half way between Frewing, Garrett to Garrett and McDonald to just north of Hillview St. ) Hillview Street (all) 102nd Avenue (all) 103rd Avenue (from Driftwood to View Terrace) Bonita Road (from just east of Hall to 76th) 76th Avenue (a portion south of Bonita) Tigard Street (from east of Tiedeman to Pacific Highway) 1981-1982: Greenburg Road (from 95th to Shady Lane) i Cascade Blvd. (from Creenburg halfway to Scholls Ferry) {P{ 4 North Dakota St. (from Greenburg to tracks) f Tiedeman Avenue (from Greenburg to Meadow and bikepath from Meadows to Walnut) 121st Avenue (bikepath, from Trinity Church to Ministone Court) 119th Avenue (all) } 118th Avenue (all) ([ Lynn Street (from 121st to 116th) 116th Avenue (from Lynn to Ann) ® Walnut Street ( from just west of Pacific Highway to Brookside) � r Gaarde Street (from 112nd to Pacific Highway) McDonald Street (from approximately Ash to Hall) r E 97th Avenue (from McDonald to Murdock) t i t Murdock Street (from 97th to 98th) f -49- APPENDIX II TIGARD AREA COMPREHENSIVE PEDESTRIAN-BICYCLE PATHWAY PLAN i f C i Prepared by Tigard Area Pedestrian-Bicycle Pathway Committee i ; i' Adopted March 2S, 1974 ...,. .. h.e �'f� �..� a s _. f3 r ... -vzE M' v� ��;.. .. a�a,y.�— ,. ., x,. ay.a,6YS �a•u;.. 4 TIGARD AREA COMPREHENSIVE PEDESTRIAN-BICYCLE PATHWAY PLAN The following is a short report regarding the subject plan, written so that i the public might better understand the thinking and rationale that is embodied within the plan, I I Committee History Briefly, the Washington County Commissioners chose to spend their 1% gasoline tax bicycle-pedestrian pathway money on areas close to schools In order to determine the location of these proposed rates, the County requested the Tigard School District to make a priority listing of desired pathways on county roads within the district. The school district assigned its Safety and Transportation Coordinator, Bill Bieker, to the project and a list was compiled. As a result of this work the school district and the management of the City of Ttgard felt a comprehensive pedestrian-bicycle j t plan for the Tigard area was needed. Bill Bieker from the school district and ! ; Steve Telfer, city manager, agreed to establish a committee for the purpose of developing a comprehensive pathway plan and members were selected from i. each elementary school attendance area. Others who have assisted the committee include Nick Hiebert, Tigard Dept. of Public Works; Wink Brooks, i f Tigard Planning Director; and Steve Oppenheim, Director of Bikeway Planning, C.R.A.G. Norm Hartman, a Tigard Planning Commissioner, is a member of our committee. Criteria for Path Selection In determining where routes were to be located, the committee chose the following criteria: r 1, to reduce hazards that exist on present roads i f 2. to provide safe access to schools, recreation areas and major shopping areas 3. to develop the possibility of walking to school rather than riding, thereby eliminating some school bus transportation A 4. to serve the greatest number of potential users S. to provide safety for walkers and bike riders to summer activities j which require transportation by auto 6. to establish pedestrian access to mass transportation "outer considered were only within the Tigard School District boundaries. The City Planning Staff has recommended additional routes to complete our Plan and create a total bicycle-pedestrian pathway system within the Tigard-planning area. We have reviewed and approved the location and phasing of routes proposed by the staff. The City Staff's ceiterla for route selection were as follows: i 1, to reflect proposed regional pedestrian-bicycle routing through the Tigard area 2. to reflect the Greenway System proposed in the Tigard Community Plan i 3. to provide better pedestrian-bicycle access around and through certain neighborhoods 4. to reflect recommendations embodied in the Ash Avenue-Downtown Neighborhood Plan 5. to create better access to downtown Tigard from the Greenburg neighborhood The described route selection criteria were measured against a relationship to major pedestrian and bicycle traffic generators. These can be grouped into four general categories schools recreation points, shopping and public buildings. These are described as follows: 1 i Schools (Elementary) (Junior High) (High School) Durham Thomas R. Fowler Tigard Senior High Metzger Twality Phil Lewis St. Anthony's Templeton Charles F. Tigard i Tualatin Recreation Points Cook Park Shopping Canterbury Square School tennis courts Downtown Tigard Jack Park Downtown Tualatin Metzger Park Fred Meyer Tiaard Swim `Center K-Mart s, _ Twality tennis courts King City Tualatin Park Tigard Plaza 3 Woodard Park Washington Square tt ' .y""�!•t. '...•- d,r�.��.�.6.�rrwarf .i° vw.yfJ.;.r.-.�, .�►'.Zc.`a..;�:,�:.�, .�,1j-.," 3 Public Buildings: Library' Old Fowler Jr. High (tentative community center) rr Tigard Post Office Tualatin Post Office School District 23J school population distribution maps wore also utilized in routing the pathways. Recommended Development Phases The Committee has prioritized both the Committee's own route selections and the Planning staff's selections on the basis of public safety. It should beI� noted that the Committee does not feel that the proposed routing will be implemented ir. the exact order recommended, but rather some routes will I be constructed out of phase and in conjunction with street and park projects. The Committee does recommend the described phasing as project priorities for any City initiated pedestrian-bicycle pathway program. L I; f. . r w i } .D �� aw+w.—•�M""s9.••r••." .rip.... .. or c�ewracmj 8 E KVERTUM�i G PR rl ss •'(. T � . fslr.,l .Ka ^ ar..r•.•o..Ll N �w IV! I — � L.,� E f L•no.y �"I I «o Mfavrxfaw ca.t_ ••a•, r .T ' 1 + "''iiiY►►► frr• ��'�/�]�� eu Lt f 1•,Yb r 1 / ' NMI . ... °•,or Lr wo.rw o_.o yC r' t•( _ 1 « .tl +•9__.�� iib,•".,,. � � .:.;; �,��- �b e ,rte '.,- - e�•`•,:. :I +t� { • �.. y '• .rrG1 a Orr r f••o, L .O. ••p1 cl � i u•t.ra ro�•y,�.a�.�s/` «�` goy � � .�•'fl�' f u •;� , fU41.yY,1• � : Y.G.( , G. ( FO iu..,{t .rt, n..•' � • «U[ _ . O.ar( ♦1 t�� I ' '71 c. ��i ♦ ..` a a yl I ado, '�• s•(n[. `• ; , ' �: J rci MG C 1 T r .Lr ' �, oo..ww � •• T i G A ,(� _ ��.Lal (•. .._ 1 •• ra sb f i� j' _ fr.n arr• �� ♦ �.�_i • ._, ,:e r •" .warn 4 �:. ' rwpLo _ (('��� I ._TLA rm. .r. , •!Ill r [:°UR►�nu _ ••j. � _ /� :�rl}[g- � ' Ola. �.` rjV. school �/F'. v V / ✓/ Imo" aaer. ev(n. .y a� � f , O Y r I �y. E� norz cW 8 E VERT Vna _ [4Ar(rl\I ila F ' 1 tfh•rf ;� «Irocw •• MCe Vl RIOF MET CORP •FO.a• '�I .[ o.. l dd •.•�, •�. • all I t••a ','1 ••clay 1a.• .o. t. SL^�• _� .[.• - •let•[• 4's♦ ,,t �• •! ` [ � '1 I yr #o �'• / Lrr•N.S. • ,y.� r./r :•r�• . tK: roc.E a •.•• •e..• wolf )yW • .._ 14y1•twl. .-�.a•woa( 1p iuw•.st w 10. 0•.'` ••Ol t•� O ��• _ ..1 w r• �4• a •\ tt. • as.o•r .v rrr cr •t"! 111 ..• I C I T r � f JI •.[ f —141 11 ear t TtGA tp , a .rr J - � _ �- � „ -i of .. ��- -b • i� ••a.•• r• - err rrrr {�1 p•�� 'r•-•., [•� l = C) Af ..ttl..ta•' r til OURHJAU ad 0. +• NJ /,, P/m, ONE — - a TH, UE •./•r « O a Proposed City Route Priorities i Phase I 92nd from Cook Park to Durham Durham Road from 92nd to Hall Blvd. (existing) Hall Blvd. from Durham Road to Metzger Park • Phase II Locust-Street from Greenburg to 80th 80th from Taylors Ferry to Pine St. Walnut from 106th to 130th Tigard St. from 116th to Main St. Greenburg Rd, from Tiedeman to Pacific Hwy 95th and Commercial from Greenburg Rd. to Main St, Ash Ave. from Frewing St, to Burnham Burnham from Main St. to Hall Blvd. Hunziker from Hall to 72nd Ave. 72nd Ave. from Cheery St, to Pacific Hwy. e Pacific Highway from 65th to Durham R,, I (' McDonald St, from Pacific Highway to Hall Blvd. 97th from McDonaldto Murdock St. -- Murdock to 98th -- 98th to Durham Durham Road from Hall to Boones Ferry -- Boones Ferry to Tualatin (Main St.) i Phase III Hall Blvd. from Greenburg to Scholls Ferry Rd. I Scholls Ferry Rd. from Hall Blvd. to 121st Ave . ® Taylors Ferry from 65th to 80th Hall from Metzger Park to Greenburg Road Greenburg from Hall to North Dakota to Tied^man to Walnut Tigard Drive from Tigard St, to Summercrest Dr. to 121st i Pine St. from 80th to 72nd -- 72nd to Pacific Highway 12 1 st from Scholls Ferry to Gaarde -- Gaarde to Pacific Highway Hampton St, from 72nd Ave. to Interstate 5 s Bonita Road from Hall Blvd, to Interstate 5 Bull Mtn. Rd. from 161st Ave. to Pacific Highway Pacific Highway from Durham Rd to Tualatin Rd. -- Tualatin Rd. to Tualatin Beef Bend Rd. from Pacific Highway t0 137th I J C� _ 5 Phase N Washington Dr. from Hall to Taylais Fc;ry Scholls Ferry Rd. from 2 1 st Avc. to 135th Ave 135th from Scholls Ferry Rd. to Walnut St. Walnut St, from 130th Ave. to 135th Ave. Summer Creek from 135th Ave. to Tiedeman Chicken Creek from Bull Mt. Rd. to Summer Creek Derry Dell Creek fnd tributary to rom 115th to WalMaraa-- O'Mara to McDonald St. Frewing from Pacific Highway to O'Mara Durham Rd, from 98th to Pacific Highway Fanno Creek Drainage Greenway System from Scholls Ferry to Durham Road L c_ n,,rhAr Rd. over Tualatin River 85th Ave. Burlington Northern Lrorn to Tualatin Road `.i F 3 n— �s C . Ordinanct n . 5-() 9 mzp ►o , , i � e„ z , � r , e � -—---- x, Nil 7� � a-t (c � ��o_g t.�-t.g t I'�ag�lrl:f}��rllir►lTr�Tm#'#'-T�.�'r11�j���1�1'{_ ��i�j�#���#t'Fa Oleg}1[ dg:le,t�ge{� i0t��;r��i�,ii �o,�a�r i;og�E, a�, ,ii iso :0, ►', »its ti __. _ NOTE IF THIS MICROFILMED 'i {3•xaoa.� �._ a� 4 �J s 7 $ 9 1.�. t �2?. DRAWING IS LESS CLEAR THAN THIS NOTICE, IT IS DUE TO TFE QUALITY OF TFE ORIGINAL DRAWING. __. _.._�.r.. . 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