City Council Packet - 10/20/1975 TIGARD CITY COUNCIL
° SPECIAL MEETING
OCTOBER 20, 1975, $=00 P. M.
FOWLER JUNIOR HIGH SCHOOL
LECTURE ROOM
AGENDA:
1. CALL TO ORDER
2. ROLL, CALL*
3. PLEDGE OF ALLEGIANCE
4. PgBLIC HEARING REV;SION OF THP TIGARD COMMUNITY•PLAN
for the Derry• Dell . foot of Bull Moun"In area, (Neighborhood
Planning Organization No. 3) roughly a triangular area bounded
by S, W. Pacific Highway on the S. E., Bull Mountain on the S. W.
and S. W. Walnut Strait on the N. The revisions requested would
amend both map and text of said Tigard Community Plan with respect
to the above described areas,
(a) Hearing Opened
(b) Statgment of Fanta by Planning Director
(c) ' Public Testimony
(1) Proponents
(2) Opponents
(d) Cross Examination
(e) Hearing Closed
(f) Consideration by Council
5. ADJOURNMENT
r
TIGARD CITY COUNCIL
SPECIAL MEETING OCTOBER 20, 1975, 8:00 P. M.
1. ROLL CALL: Present: Mayor Wilbur A. Bishop; Councilmen Ralph C. Barkhurst, John E. Cool,—
Alan W. Mickelson, Robert C. Moore; R. B. Adams, Chief of Police; J. D. Bail--y,
Legal Counsel; Richard Bolen, Planning Director; Bruce P. Clark, City Adminis-
trator; Doris Hartig, City Recorder.
Special meeting was called by the Mayor with the common consent of the Council for the
purpose of hearing testimony regarding the proposed Derry Dell-foot of Bull Mountain
Neighborhood Plan.
2. PROPOSED REVISION OF THE TIGARD COMMUNITY PLAN - SPECIFICALLY NPO #3
For the Derry Dell-foot of Bull Mountain area, (Neighborhood Planning Organization No. 3)
roughly a triangular area bounded by S. W. Pacific Highway on the S. E., Bull Mountain on
the S. W. and S. W. Walnut Street on the North. The revisions requested would amend both
map and text of said Tigard Community Plan with respect to the above described areas.
PUBLIC HEARING OPENED
(a) Synopsis of formation of the Neighborhood Planning Organization and development of
the plan discussed by City Planner. Planner read letter from Tom Vanderzan of CRAG
and distributed copy of letter from Ken Meng of Washington County regarding the
proposed improvement of Gaarde and Murray Blvd. Extension.
(b) PUBLIC TESTIMONY
Proponents
Dick Kluempke, 13450 S. W. Watkins
Lloyd Schultze, 9965 S. W. McDonald
Dick Close of R. J. Frank Assoc,., 6625 N. E. 82nd representing property owners at
99W and Gaarde (Ames, Rossi, Nesslen, Gaarde)
Stewart Moore, 12715 S. W. 121st
Jean Halvorson, 11250 S. W. Fairhaven Court
Opponents
Ralph L. Flowers, 11700 S. W. Gaarde
Herman Porter, 11875 S. W. Gaarde
Bibianne Scheckla, 10890 S. W. Fairhaven Way
Robert Lamb, 9735 S. W. McDonald, representing Twality Homeowners Association
JRiq Fessler, 13430 S._. W. 121st
� dpn.J. HodF61517, 11460 S. W. Gaarde
C4h les R. Rich, 10975 S. W. Walnut
, A. Fieber, 12070 S. W. Ann
Mrs. Venetta Turnbull, 11735 S. W. Gaarde
Deno Britz, 14240 S. W. 144, representing Canterbury Square Merchants
Phillip C. Spencer, 11765 S. W. Gaarde
Marianne Fincher,. 11720 S. W. Gaarde
Xavier .Rueda, 12780 S. W. 121st
Antonia Porter, 11875 S. W. Gaarde
Robert K. Kircher, 12970 S. W. 121st
Sandy Hise, 12580 S. W. 121st
Don Tominac, 9980 S. W. McDonald
Jessie Flowers, 11700 S. W. Gaarde
Emmett Whitaker, 13560 S. W. 121st
Clement Landstrom, 12000 S.. W. Gaarde
Cross-Examination
,r Charles R. Rich, 10975 S. W. Walnut
1. Herman Porter, 11875 S. W. Gaarde
Beno Britt, 14240 S. W. 144
Stewart Moore, 12715 S. W. 121st
Bill McMonagle, 12055 S. W. Rose Vista Drive
Judy Fessler, 13430 S. W. 121st
Roger Clint, 11805 S. W. Gaarde
Bob Lamb, 9735 S. W. McDonald
'Ray Brasfield, 7210 S. W. Renee Drive
Claude Hampton, 9960 S. W. McDonald
John James, 12430 S. W. Walnut
Klaus Laetsch, 11335 S. W. 121
A. Fieber, 12070 S. W. Ann
Bibianne Scheckla, 10890 S. W. Fairhaven Way
Staff Recommendation
Planner Bolen gave staff recommendation as follows:
Intersection at S. W. Gaarde and 99W not be realigned with McDonald;
Bike pathways be included and stressed in the plan;
Alternate route needed around Tigard and be proposed to CRAG but not thru the neighbor-
hood
Lane width of streets be 24' to 28' wide with no parking between curbs;
Greenway system should be suggestive only;
Off-ramp into Canterbury Shopping Center be shown on the plan.
PUBLIC HEARING CLOSED
(c) Consideration by Council
Council discussed testimony and staff recommendation. City Planner and Councilman
Cook recommended bike paths be separated from paved street right-of-way.
(1) Motion by Councilman Cook; seconded by Councilman Mickelson; to continue the
discussion to November 17th Study Session and that staff report, in writing, their
recommendations at that time.
3. ADJOURNMENT: 11:40 P. M.
1
r
City Recorder
ATTEST:
Mayor
PAGE 2 - COUNCIL MINUTES -OCTOBER 20, 1975
CITY OF TIGARD
p. O. Box 23557
12420 S. W. Main
Tigard, Oregon 97223
October 17, 1975
A SPECIAL MEETING OF THE TIGARD CITY COUNCIL HAS BEEN CALLED
WITH THE COMMON CONSENT OF THE COUNCIL AT 8:00 P. M. ON MONDAY,
OCTOBER 20, 1975 AT FOWLER JUNIOR HIGH SCHOOL, LECTURE ROOM,
10865 S. W. WALNUT, TIGARD, OREGON, FOR THE PURPOSE OF
A PUBLIC HEARING - PROPOSED REVISION OF THE TIGARD COMMUNITY PLAN -
SPECIFICALLY N.P.O. #3 - For the Derry Dell-foot of Bull Mountain area,
(Neighborhood Planning Organization No. 3)
roughly a triangular area bounded by S. W.
Pacific Highway on the S. E. , Bull Mountain on
the S. W. and S. W. Walnut Street on the N.
The revisions requested would amend both map
and text of said Tigard Community Plan with
respect to the above described areas.
Gil/ �17
Wilbur A. Bishop, Mayor
October 20, 1975
NEIGHBORHOOD PLAN 3-CITY COUNCIL HEARING
The plan presented by the neighborhood planning organization represents
a well thought out conscientious effort on the part of the neighborhood resi-
dents to create a living environment that is superior.
We agree with that plan and will document why we feel it is in the best
interests of the neighborhood and the city, as it relates to my clients property.
The introduction of the CP designation between the C-3 area at the inter-
section and the multi-family to the west creates an undesireable situation, to
the detriment of everyone.
We will comment first on the CP portion of the property, then the C-3 area,
and finally the total site proposed for C-3 by the neighborhood planning organi-
zation.
THE PROPOSED CP AREA
In comparing this plan with other neighborhood plans thoughout the city, it
is obvious there is an over supply of land in this category.
Further, a substantial amount of that land is superior to this location
for several reasons.
1. Site identification (exposure) is much better on
Pacific Highway
2. Parcels for this category of use on Pacific Highway
are better from a traffic generation (safety)' stand-
point. As an example, a professional office on the
highway, according to the Budke report,can be ex-
pected to generate 18 vehicle trips for each 1 ,000
2y
square feet of gross floor area. If that same parcel
were developed for retail commercial uses, a trip
generation factor of 70 vehicle trips for each 1 ,000
gross square feet of leasable area can be anticipated,
nearly four times the traffic of a professional office.
(3.68)
3. The value of the C-P portion is reduced to the point
where it probably could not successfully participate
in the realignment or improvement of Gaarde Street.
4. Introduction of this designation as a buffer is not
effective. Traditionally, apartment density is used
as a buffer on collector streets adjacent to commercial ,
as in the case of Cantebury Square, just to the south.
Professional offices more properly are used for that
purpose on the arterials.
It can be fairly stated that CP uses would not locate
on this parcel because of other better sites with
superior access and exposure.
THE PROPOSED C-3 AREA
Substantial reduction of the amount of commercial land available at the
intersection, creates inferior commercial sites.
The parcel size is not large enough to be an economic unit.
Examples of inadequate commercial sites are very common. A very good one
is located directly across Pacific Highway, where a market was constructed, and
after a period of time as a marginal business, closed. The property remains
vacant because the site is inadequate to create a strong economic unit.
- 3 -
This site is approximately the same size as the site recommended by the
Planning Commission.
Examples of this problem can be found throughout the metropolitan area.
(show pictures)
Conversly, where adequate size sites are provided, such as Cantebury Square,
a strong economic center exists. The comparison of the two sites clearly demon-
strates advantages of adequate site area available for economically healthy
activity.
. The site as proposed by the N.P.O. although smaller than Cantebury Square,
will be a valuable supplement to that area as population increases.
With the limited amount of commercial land available under the restricted
plan, the most that could be expected would be two or three independent users
to locate individually on the frontage, each competing individually for atten-
tion, and each contributing to the conjestion along the highway. (In other
words, strip development) Typically over 50% of users in that category locate
on sites from 1/2 to one acre.
From a zoning standpoint, if not enough land is provided at appropriate
locations such as this, increased pressure will be exerted to locate free
standing commercial users along the strip because there are no suitable sites
at the center. This would have a deteriorating effect on the Comprehensive
Plan, and be a constant source of conflict.
THE NEIGHBORHOOD PLAIN
The neighborhood planning organization, after a great deal of study and
debate has recommended what we feel to be a good, sound plan of development.
The provision of an approprate size commercial center at the signalized
intersection of re-aligned Gaarde and Pacific Highway has many positive aspects.
f
4 -
Although the site is smaller than Centebury Square, it is large enough
to contain a strong, readily identifiable center, supplementing facilities at
Cantebury Square.
From a traffic safety standpoint, the site is large enough that the
Gaarde Street re-alignment could possibly be funded by the property owners,
thereby accelerating a badly needed improvement recommended by the plan.
Additionally, when the site is developed, the neighborhood residents would
be able to go to. the site and return home without entering Pacific Highway.
The benefits, not only to the neighborhood residents, but to the cit
j
y as
a whole are obvious. The residents benefit from a safe, convenient service
{
commercial location and the city benefits from a revenue standpoint. Certainly
the comparison between marginal , undersized, uneconomical locations, and the
strong active center at Cantebury illustrate the issue.
In summary, we urge you to support the N.P.O. plan as it relates to this
area, and support the very laudable citizen effort to influence the environment
they must live in.
We feel it would be a tragic mistake to severely limit economic growth at
this intersection, very definitely to the disadvantage of the neighborhood and
city.
12711' .S.!G. 12T' yt `.finee
Ti q,7,zd,0aegn. 7223
Sept-ni 1975
dbflo t lUiZum. Bi4lop S Ci-iy ,'oun4eJw". ,
Deair. S.cm4.
U
Due ;to oua I/acti.ora, We auuzv# attend the Oci. 20A 1975-
I uvaZd -li.he -to 4,�mte out nen cored Pm, oppo4ing, Ae uide ring o� ga mde and
a.Cao 12141 4;tiuee.;& We do nod op twe a btayale prt.A.
Rave caUed AeTma�Ac engeneazr deo'-,t .in 1l"6omv. 1 =4 &Jd �to .mrid
in. a .Ce_t#e2 -io sham. And we could iahe up a oeti on and .send .tv #hen.
rYv 1. Since Sze IWWUtf%+ ng o� 121,41. .the .tWr /..ic i4 /a dteiz and nvi idea. Am .zie
&,me4 and #iuucha qv #frim heme, IE �ee 4 .Cine a eamtfi uahe 44 .�tcim irt� i
you have had AL4 expezi.ance pu fznow uha.t .tha# .0 a JUAe.
Ours c&Ae4 clo.oet a'oomo 7e fu4ed ;to c&;tAe4. and a =c4 had developed in
Ae uu U 6oam� The houoe 4 ahea and cwc4A , Thi.ngA i the hou 4e mait les .
No 2. 6vi.denibl theme ua o no 'Manning co^misenn , aAen houae.o ueme 6ui.Lt in -.44i d
urea in negaado 10 4e6ach4 and Etc. We ane now 43 4 lAom Ae cerrtem.
Linein the mead on .otnee# ;to .the oveAanq, o� oaa home. The lwu4e .i4 aix
yeah o o.ld. Froom out Slraheo� out -loaf i t i4 214 juat a-llvuKng mA&iq vt f
Ae e#aeef. 1f .the o-&ee# i4 widened, the Ate h.� wai,.te.lev none pole,
ucztea roes#em, rrx.Glfrseety be moved, pZW
vea y�ovurul i4eej and Sixteen 4hruu64.
A; ,� There ante nwV homed on #lu.e SZwa aha# ie.t .t/r i..o cdo.oe .io .the
4&eet, Aad uZU be ageeted.
No 3• uhat ux,U be done about .the daouarrge di&h Aad namnie4 auag 4o Hauch amte4
in Ae ux n fear o mom undez .do mzny homes. To im aru,ve vuir pmopem tr,j we uera
�o .the pxpende o� laAge dein &Ze acno.,ao .the �wmi to cavtg ihi4 un&4
and had dir t bmougU .cnio AV .i_f.
No 4. Amy Am" have been put un Pz 4a-le, 4ince Ae .la l.t he24ing at toe 4,P,G,j
R ui- VV eva.lue the homed and .Aoi ld bm inq down Taxe j.
Aa# ue .w9g d-f #hat ano#Irea .look be .iahen .i a& .the f .furze. !Pe
ui.0 continue to groom, :ru4t have anoA" 4m&&% qi. 4nd one #had uvuld be
ztmn.ighten , Such ad connecting, ;to A'um mead, We mwd-t Ainh of a.0 Ae
accident-4 in. Aid em m.
We oppo aeAe ux.dert ig o� 121,d;t Staeet.
S.incP,44
7
r
`oc0N o
WASHINGTON COUNTY
ADMiNIS'IRATION BUILDING—150 N. FIRST AVENUE
• `E HILLSBORO, OREGON 97123
BOARD OF COMMISSIONERS DEPT.OF PUBLIC WORKS
BURTON C.WILSON JR..Chairman
VIRGINIA DAGG KENNETH A.MENG,Diractor
ROOM 201
RI CHARD C.HEISLER October 16, 1975 .., 503 6484=6
RAY MILLER C
ROD ROTH for y ��
Mr. Dick Bolen �' jI
City of Tigard /l?op /9--'-S
P. 0. Box 23557
Tigard, Oregon 97223 �Q
Dear Mr. Bolen:
This letter is in response to your telephone call of October 15, 1975 concerning the
,CRAG Interim Transportation Plan, and more specifically, the southerly extension of
Murray Boulevard utilizing the Gaarde alignment to 99W.
The CRAG Interim Transportation Plan had to be developed and adopted in order for this
region to be certified as eligible to continue to receive federal funds for transporta-
tion projects. Additionally, it was necessary to prepare the first years element of a
transportation improvement program based on a plan.
As the name implies, the interim plan serves as a starting point for projecting traffic
volumes and trips in 1990 on a computerized model. The program is one of testing , ad-
justing and retesting. The adjusting process of necessity, involves considering various .
alternatives and their affect on the system.
Before preparing the interim transportation plan the CRAG Transportation Technical
Advisory Committee developed goals, one of which was the initial use of existing align-
ments wherever feasible. The program did not deal with facilities lower than Class 4
collectors.
The interim plan shows Murray Boulevard as a two lane facility south of Allen Boulevard
in Beaverton. It also shows a southerly extension of Murray from its present terminus to
Highway 99W. The computer run, based on this interim plan, indicates a 1990 average daily
traffic of 6,800 on the two lane facility. This two lane facility is classed as a Class 3
minor arterial on the plan.
Essentially then, the interim transportation plan forms a system on which to begin testing
and does not necessarily indicate that the routes shown "are the only alternatives. What
the test does show is a 1990 demand for 6,800 trips per day between the present terminus
of Murray Boulevard and 99W in the general corridor. If no facility exists to accommodate
this demand, this traffic would utilize the existing road and street systems. It, there-
fore, is incumbent to det ermine first of all whether or not the existing road'and street
systems can handle the projected volumes and if they can not, secondly, to determine what
additional facilities would be needed to accommodate these trips, or thirdly, which of
the existing roads should or could be upgraded to handle the trips.
Basically, we are faced with two alternatives in developing a transportation plan: one,
is to make the assumption that no new facilities or improvements will be made and the other,
i
D. Bolen, City of Tigard
Oct. 16, 1975
► Page 2
is to plan to adequately accommodate the projected trips. While taking the first
approach reduces, property owner concerns for the time being, it could result in an
intolerable condition to property owners in the future. It follows that the second app-
roach results in the opposite circumstances.
You will recall that in 1968 Washington County engaged the Or State Highway Division
to perform a reconnaissance study for the southerly extension of Murray Boulevard from Old
Scholls Ferry Road to I-5. Said study indicated an extension from Old Scholls Ferry Road
to 99W on an entirely new alignment and two alternatives from that point to I-5 in the
vicinity of Lower Boones Ferry Road. Because of community concerns about the portion from
99W to I-5, the County, in 1972, requested the State to analyze six alternatives.
Upon receipt of the revised reconnaissance study, the Board of Commissioners met with city
officials from the various cities in the southeastern portion of the county. From this
meeting it appeared that the cities recognized the need for a southerly extension and felt
that one of the six alternatives between 99W and I-5 together with the route from 99W to
Old Scholls Ferry Road would satisfy this need. Subsequently, a public hearing revealed
considerable concern on the part of the community, especially in the portion from 99W to I-5.
Because of this concern and apparent opposition, the project was not pursued. In effect,
the first alternative noted above, which was basically do nothing, was followed.
The letter from your City Administrator dated September 26, 1975, while principally dealing
with volumes on 99W itself, indicates that this approach has really not been satisfactory.
As you are aware, the west one-half of CPO #4 is embarking on what I am informed is to be
an objective analysis of traffic problems and projections in that general area. We have
met with the CPO and will do so in the future in an effort to aid them in this worthwhile
endeavor.
In the way of summary, the CRAG Interim Transportation Plan had to be developed and adopted
to keep the federal transportation dollars flowing into the region for projects. It is
not a final plan and is certainly subject to adjustment and changes as we proceed toward
the development and adoption of a CRAG Transportation Plan. An advertized hearing was
held on this interim plan at the Portland General Electric facility at Murray and Old
Scholls Ferry Road. While there were groups of citizens from the Evergreen Road area and
the Garden Home area participating, the Tigard area was noticeably absent. Perhaps this
was a result of insufficient advertizing and publicity, but nevertheless, it is not too
late to adjust the plan since, as with other planning, transportation plans are not static.
We will be happy to work with the City or citizens group's in that area toward an objective
analysis of the future problems and a solution to these problems.
Very tr ly ours,
Ken Meng
Director of Public Works
KM:js
cc: County Administrative Officer
-" Deputy Director of Public Works