City Council Packet - 01/25/1983 .E0�a - -
TIGARD CITY COUNCIL PUBLIC NOTICE: Anyone Wishing to speak on an
SPECIAL MEETING AGENDA agenda item needs to sign their name on the
JANUARY 25, 1983, 7:30 P.M. appropriate sign-up sheet(s) . If no sheet is
FOWLER JUNIOR HIGH SCHOOL provided, ask to be recognized by the Chair.
LECTURE ROOM
1. SPECIAL MEETING:
1.1 Call To Order and Roll Call
1.2 Pledge of Allegiance
2. PRESENTATION OF KEYS TO THE CITY
o Mayor Bishop
3. BOARD AND COMMITTEE APPOINTMENTS
o City Administrator
AP
4. COMPREHENSIVE PLAN PUBLIC HEARINGS
4.1 Housing
4.2 Urbanization
o Public Hearing Opened
o Public Testimony
o Public Hearing Closed
o Consideration/Action by Council
5. EXECUTIVE SESSION: The Tigard City Council will go into Executive
Session under ORS 192.660(1)(d) to discuss labor relations.
6. ADJOURNMENT
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COUNCIL AGENDA - JANUARY 25, 1983
i
TIGARD CITY COUNCIL
SPECIAL MEETING MINUTES - JANUARY 25, 1983 - 7:30 P.M.
1. ROLL CALL: Present: Mayor Wilbur Bishop; Councilors Tom Brian, Kenneth
Scheckls, Ima Scott; Jeremy Coursolle, Associate Planner;
Frank Currie, Director of Public Works; Doris Hartig, Finance
Director/City Recorder; Patt Martin, Office Assistant III;
Bill Monahan, Director of Planning and Development; Ed
Sullivan, Legal Counsel.
2. PRESENTATION OF KEYS TO THE CITY
(a) Mayor Bishop acknowledged the service of the following Water Study
Committee members:
Chairman Bruce Clark; Gordon R. Borgeson; Raymond Pirkl; James
Henderson; Martin Hill; Nancie Stimler.
As none of the members were present, Mayor Bishop requested
certificates be mailed.
3. BOARD AND COMMITTEE APPOINTMENTS
(a) City Administrator reported the Appointments Advisory Conuittee
recommended the following appointments.
o PLANNING COMMISSION; Ms. Chris Vander•wood to Cliff Speaker's
unexpired teras upon his March resignation. �
o PARKS & RECREATION: Ron Latham - one year vacancy and Dr. Daniel
Graham - four year vacancy.
o T.U.R.A.: Jack Schwab to vacant Chamber of Commerce
representative position.
o BUDGET COMMITTEE: Howard Duffy to four-year vacancy.
(b) Motion by Councilor Brian, seconded by Councilor Scheckla to appoint.
Approved by unanimous vote of Council present.
4. COMPREHENSIVE PLAN PUBLIC HEARINGS - TRANSPORTATION ELEMENT
(a) PUBLIC HEARING REOPENED
Associate Planner Jeremy Coursolle briefly described the 7th element
of the comprehensive plan entitled "Transportation" and went over
details of the map. He noted implementation issues dealt within the
text and the map indicated a tabulation as to specific traffic
projections.
(b) PUBLIC TESTIMONY
o Jeremy Coursolle noted Me. Dave Atkinson's testimony of January 24,
1983 had been transcribed and distributed to Council members for
consideration.
FACE 1 - COUNCIL MINUTES - JANUARY 25, 1983
o John Gibbon, 9500 SW Barbur Blvd. Portland, representing Metro Home
Builders Assn. , commented he supported the plan but it is the minimum
to handle the transportation in Tigard and the plan will need
constant improvement.
o Harman Porter, 10875 SW Gaarde, Tigard, agreed with Finding #7 and
that concept in that it will protect the residential areas. He also
encouraged the extension of SW Murray Blvd. West of Bull Mt.
o Written communicat?on from John Fessler, 1.1.180 SW Fonner, Tigard,
opposing the goals and guidelines relating to transportation and
density.
o Geraldine L. Ball, 11515 SW 91st St. Tigard, representing herself and
DJB Inc. , stated the City maps were incorrect and opposed anything in
the plan that would move the South-Tigard interchange further south.
o Eunice Day, 15940 Sid Oak Meadow Lane, Tigard, expressed her concern
regarding the load limit on SW Durham Road and called attention to
the regional transportation plan that indicates an alternate route
(Edy Road) be used as arterial rather than Durham Road.
o Bob Bledsoe, 11800 Std Walnut, Tigard, NPO #3 representative, objected
to the ordinance giving the Planning Director authority to
editorially review and wake adjustments. He also recommended the
Murray Blvd. extension be located West of Bull Mt. Road and submitted
petition from citizens in his area opposing proposed and connection
of Murray Blvd. to Walnut and/or Gaarde St. and urged the extension
be developed west of Bull Mt. and a petition urging City not adopt
Inflexible street standards for collector streets but adopt standards
such as suggested on petition.
o Gordon Martin, 12265 SW 72nd Avenue, Tigard, representing ALPO #4 and
members of his family, requested previous Planning Commission, NPO,
and CCI records and minutes be made a part of the hearing record. He
also requested additional time to go over revised documents before
being presented for Council public hearing and establish the right of
appeal. He felt the City had not established justification to change
the 1978 Comprehensive Street Plan, in addition, he opposed the
change in land use designations, elimination or change in text
regarding participation by property owners in road construction.
o Lou Ann Mortenson, Chairman NPO #'3, discussed the extension of Murray
Blvd. and ALPO #3 concerns as it related to noise and the impact on
the residential area. They are opposed to the Murray extension going
through their neighborhood.
o John Thompson 14550 SW Bull Mt. Road, 'Tigard, representing family and
neighbors expressed concern that SW Bull Mt. Road will be converted
into a major collector, he spoke to the environmental impact, i.e.
noise, treses, landscaping and destruction of residential nature of
area. He endorsed Murray Blvd. extension going west/south of Bull Mt.
PAGE 2 - COUNCIL MINUTES - JANUARY 25, 1983
i
o Vittz Ramsdell, 11635 SW Terrace Trails, Tigard, NPO #3 member, spoke
to major/minor collectors in relation to their neighborhood and
suggested Murray Blvd. extension by-pass that area. He also
commented on the designation for new street improvements in existing
neighborhoods and undeveloped areas.
0 Iry Larson, 11720 SW 68th Avenue, Tigard, representing his family,
agreed with Gordon Wartin's comments.
0 J.B. Bishop, Suite 303, 10505 SW Barbur Blvd. Portland, raised
several questions regarding the text, noting there was no
implementation strategy or policy. The developer's impact or
participation in new undeveloped areas was questioned as well as
requirement for dedication of property. He felt a need to have
defined the policy as to developer's responsibility when streets are
repaved to excess capacity.
0 Robert Eircha, 12970 SW 121st, Tigard, indicated he did not feel the
City had a major traffic problem and that collector streets should
only provide sufficient means to get out of areas. He referenced SW
121st Avenue in his objections.
o Frank Osman, 12085 SW 135th, Tigard, expressed his concern regarding
the definition of "major collector" street and would like to see the
definition a little less broad and generally reduce street standards
widths.
MEETING RECESSED 9:20 P.M.
RECONVENED 9:37 P.M.
o Associate Planner Jeremy Coursolle responded to testimony regarding
test. Directou of Public 'Works responded to technical issues raised
and Legal Counsel spoke to legal issues raised.
o Discussion by staff and Council regarding testimony followed.
o The following members from the audience offered rebuttal:
Vince Ramsdell, Herman Porter, John Gibbons, Xrs. Geraldine Ball, Bob
Bledsoe, Robert Eircha, Lou Anne Mortensen, and J.B. Bishop.
(c) PUBLIC HEARING CLOSED
(d) ORDINANCE NO. 83-04 AN ORDINANCE ADOPTING THE
TRANSPORTATION ELEMENT OF THE TIGARD
COMPREHENSIVE PLAN; AND DECLARING AN
E F.RGKNC'f.
o Motion by Councilor Brian, seconded by Councilor Scott, to adopt.
o Motion by Councilor Brian, seconded by Councilor Scott, to amend the
tent page 6, paragraph 5 last sentence to read "These necessary
dedications may be required upon approval of any development
proposal".
PAGE 3 - COUNCIL MINUTES - JANUARY 25, 1983
rim
Approved by unanimous vote of Council present
o Motion by Councilor Brian to remove the top node *1 from the map and
specify that a connection to *Murray Blvd. is not to be made and take
action to encourage a westerly bypass, keep node *4 ton map) and
specify as minor collector and designed so as to discourage any other
use. Motion seconded by Councilor Scott.
Motion carried by 3-1 majority vote Councilor Scheckla voting "nay".
Councilor Brian clarified motion to state the map legend #1 & s4
should be changed.
o Council then discussed the issue of street standards for newly
developed properties and existing property; SK Durham Road and the
designation as a major collector street.
o Motion by Councilor Brian, seconded by Councilor Scheckla, to add to
bottom of page 13 "The City shall provide, as part of its Development
Code, for an exceptions process to the above standards, upon
consideration of the Transportation Policies of this plan."
Motion approved by unanimous vote of Council present.
Intent of the motion is to allow less than standard widths under
certain conditions and can minimize impact on certain neighborhoods.
o Motion by Councilor Scheckla, seconded by Councilor Brian, to amend
page 15: 112. Major Collectors:" deleted four lines referencing
Durham Road.
mom
Motion approved by unanimous vote of Council present.
Councilor Brian moved, Councilor Scott seconded, to add the following
5 items to page 23 regarding NPO°s:
"1. The City shall encourage the assumption of jurisdiction from
Washington County of Durham Road between Hall Blvd. and Hwy 999.
"2. Durham Road shall not be considered to be a major arterial route
between the I-5 Freeway and Pacific Highway.
"3. Consideration of the use of Edy Road between I-5 and Pacific
Highway shall be encouraged.
"4. Durham Road shall be improved to 2 moving lanes of traffic with
provision for left turn movements.
•'S. Through traffic on Durham Road in excess of 30,000 pounds gross
vehicle weight shall be discouraged."
Approved by unanimous vote of Council present.
PAGE 4 - COUNCIL MINUTES - JALTUARY 25, 1983
o Legal Counsel noted corrections to be made in the text, stating they
were typographical or editing changes only.
Motion by Councilor Brian, seconded by Councilor Scott, to approve
corrections as noted by attorney.
Approved by unanimous vote of Council present.
o Council requested staff recommendation regarding policy, findings,
and implementation strategy document referencing the issue of Durham
Road, area of NPO *3 & #4 findings policy under Section II. Staff to
bring back later.
o ORDINANCE NO. 83-04 as amended was approved by unanimous vote of
Council. present.
5. ACCEPT STREET DEDICATIONS (2) PETE ARID CARRIE L. JANZEN
Motion by Councilor Brian, seconded by Councilor Scott, to accept and
authorize signing by City Recorder.
Approved by unanimous vote of Council present.
6. BRECUTIVE SESSION: The Tigard City Council went into executive session at
12:15 A.M. under ORS 192-660 (1)(d) to discuss labor relations.
7. ADJOURNMENT: 12:35 A.M.
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City Recorder - City oigard
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ATTEST:
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yor - City of Tigard
PAGE 5 - COUNCIL MINUTES - .JANUARY 25, 1983
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the following item: (Please print your name) ' [
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Item Description: ID. COMPREHENSIVE PLAN PUBLIC HEARINGS
10. Trans ortation
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ponent (for) Opponent (against) I
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e, Address and Affiliation Name, Address and Affiliation
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M E M O R A N D U M
TO: TIGARD CITY COUNCIL '
FROM: MAYOR WILBUR BISHOP
DATE: JANUARY 24 , 1983
SUBJECT: BOARD AND COMMITTEE APPOINTMENTS
The Appointments Advisory Committee of John Cook, Bob Jean and
myself met, and with their advise would like to recommend:
® PLANNING COMMISSION, Ms . Chris Vanderwood to Cliff Speaker ' s
unexpired term upon his March resignation;
® PARKS AND RECREATION, Mr. Ron Latham, to the one-year vacancy;
® PARKS AND RECREATIONS, Dr. Daniel Graham, to the four-year
vacancy;
® T.U.R.A. , Mr. Jack Schwab, to the vacant Chamber of Commerce
representative position;
o T.U.R.A. , Mr. Phil Hirl , to the vacant Park Board representa-
tive position;
s BUDGET COMMITTEE, Mr. Howard Duffy.
NOTE: Two T. U. R.A. At-Large vacancies remain.. Council and
community members should be encouraged to suggest
nominees .
WAB dkr
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CITY OF TIGARD, OREGON
ORDINANCE NO. 83-
AN ORDINANCE ADOPTING THE HOUSING 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
sion has recommended the adoption of a
WHEREAS, the Tigard Planning Commis
citywide Comprehensive Plan Element on Housing, after holding a public hearing
regarding the same; and
WHEREAS, the proposed Housing Element has been reviewed by the Committee for
Citizen Involvement of the City of Tigard; and
nt has been the subject of comments from the City's
WHEREAS, the proposed Eleme
(NPO S) and individual citizens ; and
Neighborhood Planning Organizations
WHEREAS, after considering the comments of the Planning Commission, the
Committee for Citizen Involvement, Neighborhood Planning Organizations and
i
individual citizens , the Council believes that the Housing Element of the
adopted in the force set forth in Exhibit
Tigard Comprehensive Plan should be
"A" attached hereto and, by this reference, made a part hereof:
NOW, THEREFORE,
THE CITY OF TIGARD ORDF_INS AS FOLLOWS:
Section 1: The Housing Element of the Tigard Comprehensive Plan, as set forth
nd the
in Exhibit "A", consisting of a rtlt of pthe citywide Comprehensive Plan e and nine pages of text be, aof the
same hereby is, adopted as a pa
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
PASSED: By vote of all Council members present,, after being
• read by number and title only, this day of
1983.
t Recorder - City of Tigard
d� of 1983.
APPROVED: By the Mayor, this Y
- Mayor - City of Tigard
ORDINANCE NO. 83-
milli
CITY OF TIGARD, OREGON
ORDINANCE NO. 83-
AN ORDINANCE ADOPTING THE URBANIZATION 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 Urbanization, after holding a public
hearing regarding the same; and
WHEREAS, the proposed Urbanization 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
Neigh!:-nrhood 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 Urbanization 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 Urbanization Element of the Tigard Comprehensive Plan, as set
forth In Exhibit "A", consisting of a title page and nine pages of text be,
and the same hereby is, adopted as a part of the citywide 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
PASSED: By vote of all Council members present, after being
read by number and title only, this day of , 1983.
Recorder - City of Tigard � !
4
4
APPROVED: By the Mayor, this day of 1983.
Mayor - City of Tigard
ORDINANCE NO. 83-
_.__s av!1 23}1!P_�ar 9M+�• H i,_�.=__ ---•——
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TAL Li
%,,omprehensive Pian Report
CITYOFTIVARD
WASHINGTON COUNT`!.OREGON
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TRANSPORTATION
TIGARD COMPREHENSIVE PLAN REPORT
DEPARTMENT OF PLANNING AND DEVELOPMENT
OCTOBER 1982
REVISED JANUARY 1983
City Council Planning Commission
Wilbur Bishop - Mayor Frank Tepedino - President
John Cook Cliff Speaker
Tom Brian Donald Moen
Nancie Stimler Richard Helmer
Ken Scheckla Mark Christen
Roy Bonn
Bonnie Owens
Deane Leverett
Phil Edin
Project Staff
Bob Jean - City_ Administrator
William A. Monahan - Planning Director
Jeremy Coursolle - Associate Planner
Liz Newton - Associate Planner
Frank Currie - Public Works Director
Adrianne Brockman - City Attorney's Office
Patt Martin - Word Processing
DRAFT: FOR DISCUSSION PURPOSES ONLY
m�A�-Mmmz— �
TABLE OF CONTENTS
Page
I INTRODUCTION 1
II. FINDINGS, POLICIES & IMPLEMENTATION STRATEGIES 4
III. FUNCTIONAL STREET CLASSIFICATION 11
IV. STREET IMPROVEMENTS 17
V. TRAFFIC ANALYSIS 24
VI. MASS TRI-NSIT (TRI-MET) 37
VII. TRANSACT DEPENDENT 42
VIII. PEDESTRIAN AND BICYCLE WAYS 43
IX. RAILROADS 45
APPENDIX I - EXISTING STREET IMPROVEMENTS 46
APPENDIX II - PEDESTRIAN-BICYCLE PATHWAY PLAN 50
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 #12 Transportation Goal requirements and the Metro RTP will form the
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.
Transportation Facility: refers to one or more transportation facilities
that are planned, developed, operated and maintained in a coordinated
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 the
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 the Comprehensive Plan considered in the formulation
of this plan include: Economy (Goal #9) , Energy (Goal #13) , and, Air quality
(Goal #6) .
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
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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.
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. People 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 i
from Tigard to Portland's core area and not an increase in
inter-Tigard trips.
S. 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 f
cooperation with other local and regional jurisdictions e.g. ,
Washington County and the Metropolitan Service District (MSD).
7. Social and environmental concerns will continue to influence
transportation routing and development.
s
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
41 Portland. f
C
C
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EWEN
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.
II. FINDINGS POLICIES AND IMPLEMENTATION STRATEGIES
This section reviews the findings related to transportation and the
recommended policy and implementation strategies which suggest to the
community the necessary systems to alleviate these transportation problems.
1. TRAFIIC WAYS
Findings:
��bltG C,
o A need exists to place all of the existing'Istreets in the Tigard City
Limits under the City's jurisdiction.
o According to a Washington County computer study 48-60% of Tigard residents
work outside of the Washington County area.
o Between 77-83% of Tigard residents commute to work by auto as single
occupants.
o Major congestion problems within the City have resulted from the rapid
growth since 1970, creating a need for major street improvements.
h�p5u
o A corridor study for Pacific Highway (99W) has not been prepared by 4ffkS
It is the only major trafficway within the region which has not been
studied. Pacific Highway, the major trafficway through the City, has the
highest traffic volumes, congestion and accidents rates within the City.
There is a need to prepare a corridor study for Pacific Highway. The
City, Metropolitan Service District and the State should coordinate such a
study.
o Many of the streets in Tigard are dead-ended which adds to the congestion
on existing cowr'_eted streets. Therefore, a number of street connections
need to be constructed.
e A major concern of the community regarding transportation is the need to
maintain and improve the litability of residential areas in the face of
increasing population and transportation requirements.
Y The City needs to develop a strategy to coordinate public street
improvements with private sector improvements to achieve the most
effective use of the limited dollars available for road development and
improvement.
o The major residential growth during the planning period is expected to
occur in the westerly and southerly areas of Tigard. Both of these areas
lack adequate improvedtraffic�ways.
® A need exists during the planning period to complete a collector system
between Scholls Ferry Road, Walnut Street, Gaarde Street, Bull Mountain
Road and Pacific Highway. The -location of these connections needs to be
coordinated between the City, County, State and the Metropolitan Service
District.
o A need exists to complete the collector system within the Tigard Triangle
area to make more of this area accessible to developers; employers and
employees.
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POLICIES
FZAAI
8.1.1 THE CITY SHALL FOR A SAFE AND EFFICIENT STREET AND ROADWAY
SYSTEM THAT MEETS CURRENT NEEDS AND ANTICIPATED FUTURE GROWTH AND
DEVELOPMENT.
8.1.2. THE CITY SHALL PROVIDE FOR EFFICIENT MANAGEMENT OF THE TRANSPORTATION
PLANNING PROCESS WITHIN THE CITY AND THE METROPOLITAN AREA THROUGH
COOPERATION WITH OTHER FEDERAL, STATE, REGIONAL AND LOCAL
JURISDICTIONS.
8.1.3 THE CITY SHALL REQUIRE AS A PRECONDITION TO DEVELOPMENT APPROVAL THAT:
a. IAM DEVELOPMENT ABUTS A PUBLICALLY DEDICATED STREET OR HAVE '�"'" �
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, CURBS
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 TYP WHICH GENERATES TRANSIT RIDERSHIP;
g. 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 have the
necessary available resources to develop them 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 safe, convenient and economic9transportation system;
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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 carry 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
access requirements on each street classification.
5. The City's Tigard Community Development Code shall require developers
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 pl=n de
amre t proposal.
6. The City shall control and limit the number of access points and will
signalize trafficways in a manner that provides for a consistent flow
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
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
design criteria for visual enhancement;
C. Limiting residential land uses along major trafficways ; and
d. Sign controls.
8. The City will coordinate their planning efforts with adjacent cities
and other agencies e.g. , Beaverton, Portland and Tualatin, Washington
county, the Metropolitan Service District, Tri-Met and ODOT.
9. The City will work out reciprocal agreements with other agencies for
exchanging information pertinent to local transportation planning.
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2. PUBLIC TRANSPORTATION
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.
o Work trips and shopping trips are most conducive to mass transportation.
o The proposed downtown TRI-MET Tigard transfer station 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. �p � R A ptTRLJr �rtat�ssz ��v�mr" ADDRESSES THE SPECIAL
NEEDS EM- TRANSIT DEPENDENT POPULATION;
C. REDUCES POLLUTION AND TRAFFIC; AND
d. REDUCES ENERGEY CONSUMPTION.
8.2.2 THE CITY SHALL ENCOURAGE THE EXPANSION AND USE OF PUBLIC TRANSIT BY:
a. LOCATING LAND INTENSIVE USES 1N 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.
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IMPLEMENTATION 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 City's 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.
4. The City shall propose land use densities, within the Comprehensive
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
including coordination of special transit services by social service
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 accessibility.
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.
-8-
- w �
�°�argease�waaaaea�eva�ar�sa. � -- _ - _
f( IMPLEMENTATION STRATEGY i
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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 1974, 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.
o The City has implemented portions of the adopted plan through the City's
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 PA'I'R:•'v 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.
3. The City shall coordinate with Washington County to .connect the
City's Pedestrian/Bike Pathway system to the County's system.
4. The City codes include provisions which prohibit motor driven
vehicles on designated and maintained pedestrian/bicycle pathways.
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.r�vGwrwl-��e�rrtr�r�rs��averr�� -
F 5. RAILROAD
FINDINGS
o Tigard is serviced by Southern Pacific and Burlington Northern railroad
lines which carry strictly freight through the City Limits.
o 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 coordinating 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 ADOPTjTIGARD URBAN REVITALIZATION AREA (T.U.R.A.) PLAN.
IMPLEMENTATING STRATEGIES
1. The Cicy shall continue to coordinate with the Southern Pacific and
Burlington Northern railroads to provide adequate railroad service.
2. The City shall designate adequate commercial and industrial land
within close proximity to existing railroad service lines to ease
railroad accessibility to those businesses that rely on the service.
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.
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III. FUNCTIONAL STREET CLASSIFICATION
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.
These include: The capacity of the system needed based on volumes of traffic ;
existing streets and proposed street standards that would accommodate
projected traffic volumes through traffic versus intercity '-raffic; and land
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).
"The objective of the RTP is to identify a transportation system that will
adequately serve the travel needs of tha fast growing Portland Metropolitan
area." The specifics of the RTP as it -affects Tigard, and Tigard's role in
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 for a highway
classification system and adopts a map delineating the principal and major
arterial components of the system. In accordance with this, local
jurisdictions are required to adopt a map delineating the various highways in
their jurisdiction and in so doing, are recommended to adopt MSD's
classification categories and definitions.
In adopting a highway system, local jurisdictions must provide for Metro's
adopted principal routes and major arterials and designate an adequate minor
arterial and collector system to meet the following criteria:
a. The minor arterial/collector system must adequately serve the local
travel demands expected from development of the land use plan to the
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,
consistency between city and county plans for county facilities
within city boundaries and consistency between city and ODOT plans).
Metro's Minor Arterial and Collector system will be adopted from the locally 1
adopted systems."
E
In addition, local jurisdictions must ensure that their designed minor
F
arterial/collector system provides the desired level of traffic service.
Toward this purpose, local jurisdictions must identify in their gomprehensive
Plan sufficient investments in transportation capacity to ensure its arterial
system can adequately serve at least the travel demand associated with MSD's
year 2000 population and employment forecasts, and provide at least the
highway level of service defined as minimum desired in the RTP (See Tables I &
c
E
f
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
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
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 poinL2.
Standards: Right-of-Way Width 60-90 feet
Pavement Width 12 feet per lane
ifoving Lanes 2 - 4
Volume 6,000 - 20,000 vehicles per day
Driving Speed 40-55 miles per hour
these figures were obtained from a travel survey conducted by the Columbia
Regional Association of Governments in 1977.
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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,
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
si
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 s
travel. Parking may or may not be provided.
t
Standards: Right-of-Way 60-80 feet .t
Pavement Width 44 feet
Moving Lanes 2 - 4
Volumes 1,500 - 10,000 vehicles per day
Driving Speed 35-40 miles per hours f
i
3. Minor Collector: E
s
The primary function of a minor collector is to collect and transport traffic s
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 S
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. G
Parking may or may not be provided.
Standards: Flight-of-Way Width 60 feet
Pavement Width qo 4*-feet
Moving Lanes 2
Volumes 500 - 3,000 vehicles per day
Driving Speed 25-30 miles per hour
i
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 t
streets should also emphasize and provide for pedestrian and bike travel.
{
Standards: Flight-of-Way 50 feet
Pavement Width 34 feet ;
Moving Lanes 2
Volumes 0 - 1,500 vehicles per day
Driving Speed 10-25 miles per hour 4
Cul-de-sacs 40 foot radius turn-around and 400 i
feet maximum length. €
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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 mph
during the morning and evening 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
arterial routes during the peak-hour.
Performance Criteria: Peak-hour average signal delay should be not
longer than 40 seconds during the peak 20 minutes (equivalent to
level-of-service "E") and no longer than an average of 35 seconds
(level-of-service "D") during the balance of the morning and evening
90-minute peak. 1
5. Objective: To maintain a reasonable level of speed on principal and
arterial routes during the off-peak periods.
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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").
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INS
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 Ci :y staff and the citizens of Tigard.
Adherence to these standards should only be set aside when a particular
situation fully meets the requirements of the variance procedure, and that
variance should be for the entire street. I:hus___you would hav
for --uniform--cap-rra-1
--o --
.��..�.*�ents e€ tie- crrPPt The following is a list o
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
Cascade Avenue
Du m Road (izcm Pacific Highway to Hall Blvd. )
e----Major Arterial
(The fists Durham Road as a J
Route.�the
fore--an}r -� ion is finally placed on Durham
Road, C Tigard needs to analyze the results o£ the
Pae' c Highway (99W) Corridor Study. )
Gaarde Street
Greenburg Road
Hampton Street
Hunziker Street
Main Street
McDonald Street
Murdock Street )from 97th Avenue to 98th Avenue)
Tiedeman Avenue
Upper Boones Ferry Road (from I-5 to Durham Road)
Walnut Street
68th Park Way (68th Avenue)
72nd Avenue
97th Avenue (from Murdock Street to McDonald Street)
98th Avenue (from Murdock Street to Durham Road)
121st Avenue (from Scholls Ferry to Gaarde)
1.35th Avenue (from Scholls Ferry Road to Walnut Street)
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1
3. Minor Collectors :
Alderbrook Drive
Ash Avenue (from Burnham Street to 100th Avenue)
Canterbury Lane
Commercial Street (from 95th Avenue to Hall Blvd. )
Fonner Street
Grant Avenue (from Tigard Street to Walnut 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)
Watkins Avenue (from Pacific Highway to Walnut Street)
79th Avenue (from Bonita Road to Durham Road)
92nd Avenue (from Durham Road to Cook Park)
95th Avenue (from Shady Land to Commercial Street)
l 100th Avenue (from Ash Avenue to McDonald Street)
110th Avenue (from Gaarde Street to Fairhaven Street
115th Avenue (from Gaarde Street to Fonner Street)
128th Avenue
4. Local Streets:
All other streets, unless duly noted, are considered Local Street and
classified as such.
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c
IV. STREET IMPROVEMENTS
The term street improvements may involve any of the following:
1. The dedication and construction of new streets.
2. The upgrading of existing substandard streets.
)-kl C-
3.
3. Providing traffic safety measures such as turning Tans 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
collector and local street system. Generally, new streets are dedicated and
constructed by a developer. The problem arises where there 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 Service District's Regional Transportation
Plan (RTP) states that nearly 72% of all vehicle trips within the Metro area
are expected to be internal trips within sabareas. 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.
t
The RTP also states that there will be a "strong trend , toward the
suburbanization of employment 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, where the dominant transportation problem in the next two decades
t
will be."*
*Source: "The Implications of Demographic Changes on Transportation Policy,"
Journal of the American Planning Association, Frank Spielberg and
Stephen Andile, Summer 1982.
—17—
si -=Oggiff�� -
Most of the radial or arterial routes within the Tigard vicinity, which are
E 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
arterial systems. This deficiency means principal arterials - I-5, Pacific i
Highway and Highway 217 - are forced to carry an unbalanced mixture of
regional and local trips. This reduces the principal arterial function and
capability of each facility.
The 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 entire 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 vehicle trips per day to in excess of 170,000*. As of present, the
majority of these 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 I
impacts of which should be assessed as each of these come on the line.
Diagrams I and II 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: MSD Regional Transportation Plan.
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TABLE II
1980-2000 20-DISTRICT Y
POPULATION AND EMPLOY3ENT 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 ,60 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
Distract 20 5,840 6 ,330 +490 800 930 +130
Total
Mult. 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
District 7 17 ,650 41,050 +23,400 13 ,410 36 ,980 +23 , 570
District 8 43,390 70 ,060 +26,670 10 ,290 22,330 +12,040
F, District 9 24 ,560 40,730 +16,170 10 ,120 15 ,730 +5 ,610
District 10 19 ,450 40 ,290 +20,840 74,00 21,280 +13,880
District 19 72,590 104 ,810 +32,220 11,100 18f"340 +7 ,240
Total
Clack. Co. 241,940 364 ,870 +122,930 79 ,310 151,550 +72,240
District 11 13,270 29 ,950 +16,680 7 ,450 15,980 +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 11,790 27,570 +15,780
District 16 19 ,440 30 ,750 +11,310 5 ,530 10 ,100 +4 ,570
District 18 21,r,50 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
Total
Clark Co. 192,300 310 ,410 +118,110 59 ,140 122,830 +63 ,690
SMSA Total 1, 245,020 1, 739 ,930 +494,910 618,820 969 ,990 +351,170
` District 12 = Tigard/Bull Mouutain
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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 #1:
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.
NPO #3:
This area interfaces the County's CPO #4 -- Bull Mountain Area which is also
within the Portland Metropolitan Urban Growth Boundary. By the year 2000, the
overall development 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.
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 of 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
a potential rapid increase of traffic onto 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).
To continue the "indirect" route to Murray Boulevard, an additional connection
from 135th to Murray Boulevard is also shown. The specific projected daily
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.
t
4
-22-
E
E
E
NPO #4:
t
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
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 I-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 Dartmouth connection, (#I above) then 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.
i
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 Hunziker and Hall aligning with O'Mara at Hall ;
and
2. A collector from #1 above south to Bonita, east of Fanno Creek.
NPO #6:
The continuation of Riverwood Lane from 92nd to 108th represents the only
Minor Collector connection needed in the NPO #6 area.
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 Dakoty 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
-23-
4. The extension of Murray Boulevard to 135th as provided in the NPO #3
f' section.
In addition to the proposed new collector connections throughout the Tigard
Urban Planning Area, it is anticipated that many of the following existing
collector streets (both minor and major collectors) may reed upgrading in
order to adequately accommodate the projected 1990 and 2000 traffic volumes.
The streets include:
1. S.W. 135th from Scholls Ferry to Walnut, including the intersection
at both Scholls Ferry Road and 135th;
2. Walnut from 135th to 121st and possibly from 121st to Pacific Highway ;
3. 121st from Walnut to Gaarde and a portion of 121st from Scholls Ferry
to Walnut ;
4. Gaarde from Walnut to Pacific Highway;
5. North Dakota from 115th to Greenburg, including the intersection at
North Dakota, Greenburg and Tiedeman;
6. Portions of Bull Mountain Road from Pacific Highway west ;
7. Naeve Street from Pacific Highway;
8. Portion of McDonald from Pacific Highway to Hall ;
9. Durham from Pacific Highway to Hall ;
10. Portions of Sattler from Hall ;
11. Bonita from Hall to 72nd ;
12. 78th from Bonita to Durham;
13. Fonner from Walnut to 121st ;
14. Portions of Burnham from Main to Hall ;
15. Portions of Main Street ;
16. O'Mara from McDonald to Hall ;
17. 72nd north of 217 to Pacific Highway ;
18. Tigard Street/115th from North Dakota to Tiedeman;
19. 70th, 69th, 68th within the Tigard Triangle ; and
20. Commercial from Main to Hall.
The above list may not be complete, and does not indicate any sequence for any
street improvements that may be needed.
-23a-
V. TRAFFIC ANALYSIS
1. Traffic Volume
The City of Tigard has a well-established traffic count program which includes
traffic count stations to 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 Traffic (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 ADT 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
f
All of these streets are classified as Major Collectors.
2,500 ADT:
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 (3,860 - 4,200 ADT) In
5. Gaarde Street - (Pacific Hwy. to 116th) - (2,500 - 3,140 ADT) In f
6. Tiedeman 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 ;
F
All of these streets are classified as Major Collectors.
Road Condition
i
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.
Interim (In) - Interim maintenance standard, overlay program; 12-foot travel
lanes with minimum shoulders ; possible bikepath; Major Collector Capacity;
5,000 ADT; Minor Collector Capacity: 3,000 ADT.
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
TIGARD 8 V/C/N/TY
7.
i •�3?"1 ^!'•--j»r.e�" � .-moi i> 4i 1.7
� • •":'
-_ . ,i:. X110% �.,� �•�= .•>.. • a.i a 'ea
%/• Vin•-�L� .. .. .:�'- _. - _
.fir. ^t!�•.; r�f; a5,
• — awl ,a.o aatm �fd-'i = '� aaa _
� i a •a
y
113
.\°.. •�� �/_�-__—, \ Es'�.'l •cam .
Source: Straam Engineering Traffic Safety Study, 1979.
F
Now
i
'1
�.
w erg ����a.�aw fe'� �eiw.w,. ��LS�m�.'C"��'"—- - i"�`•s -
DIAGRAM IVi-s�
r—
i980 Z,�
TRAFFIC VOLUMES -22
AVERAGE DAILY rKAFFIC -
't
=��=) L=it
1695 , _ �`� 17 L7 ��'�:3-S��'�.;T
;J 9i 11OE-3 ( _
14,152ti
1635 3401, /4928
20
�.09,s 1� -
Z: -
J/ s,- +e:+- JI cam- .L�1'�1t`1 t..2495 •-�.\ ^,)
14233
2 •��'�".."•a7 n��`gJ
y+ 1 �� 1i �J� '4557 �ti $105 Q
0 3,175
3650 -�`�`%4526 '?:ii�I
=� 0 564 7250 t
J4582
3995 ti
� _2629 ��(� LvC T 97
39A3
2850 C
1435
126 q it
04 6
..
-9 471
1 -e
z724 �� - - 6717 5319 `l: �I17967
o _
19
All of these traffic volumes were taken between May and July of 1980 by the
City of Tigard Public Works Department.
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
S. 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) Lre
defined 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.
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,
etc. Once the capacity of a roadway is computed, it is compared with the
actual vehicular volumes to determine if the volumes (V) exceed the roadway
capacity (C)( i.e. v/C is greater than one. )
-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
ROADWAY LEVEL OF SERVICE, TRAFFIC VOLUMES
Traffic Volume
(ILV/hr. ) Level of Service
0-900 A
901-1050 B
1051-1200 C
1201-1350 D
1351-1500 E
1500- F
An example of this technique is shown in the intersection of Greenburg and
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.
t:
i
t
-28-
4
5
TABLE V
CAPACITY ANALYSIS
1979
Traffic Volume
Intersection (ILV/Hr. ) Level of Service
99W/Johnson 1215 D
99W/Hall 1335 D
99W/Greenburg 1140 C
99W/217 south-
bound off ramp 1030 B
99W/Bull Mtn. 1050 B/C
The second criterion used in the identification 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,
one or more of which must be meet before a signal may be installed at an
i 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:
99W/69th
99W/Pfaffle
99W/21' northbound off ramp
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.
i
The final criterion was the determination of sections of unsignalized two-lane
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 4
peak/hour volume. Scholls Ferry Road, near 135th, was found to have 1,188 vph
and was the highest peak/hour volume court found on any two-lane local road in
the Tigard area in 1979.
r
� I
-29-
deo w�a��
B. Accidents
The major emphasis in the analysis of traffic accidents is the determination
of cause, whether it be natural or man-made. During the analysis, therefore,
it is of utmost importance to eliminate those accidents which are most likely
to have occurred by chance.
Accident rates (as opposed to raw frequency) are considered a more significant
means of identifying and comparing degree of accident hazard, because they
take into consideration exposure which absolute frequency does not (i.e. , one
would naturally assume that a location having more traffic would experience
more accidents). At the time of this report was written the amount of "daily"
entering vehicles was not available. However, the actual number of accidents
that occurred within numerous Tigard intersections are listed in Table VI.
The accidents rates of 1978 are shown in Appendix II.
To the year 2000 only the 99W corridor through Tigard will be considered an
unacceptable trafficway with continued congestion problems between Walnut
Street and Highway 217. In addition, 99W is still the only major corridor in
the Portland Metro Area that a complete corridor study hast',been done.
Not
As shown in TABLE VI entitled ACCIDENTS ANALYSIS BY INTERSECTION, the highest
occurrence of accidents occur along 99W, and those intersections between
Walnut Street and Highway 217.
( To avoid these intersection congestions, motorists are using Durham, Hall,
Scholls Ferry Road, and 217 placing more pressure on these baa- peripheral
routes, many of which are adjacent to residential areas.
C. Roadway Hazards
Roadway hazards were noted which were considered to impair the safety of those
using the roadway. Problems which were considered hazardous included:
I. Fixed objects within close proximity of the roadway; this includes
bridge abutments, trees, signs, utility poles, etc.
2. Pavement defects, lack of proper shoulder, or unprotected ditches.
3. Inadequate sight distance caused by poor roadway alignment,
vegetation, or other objects.
4. Improner or inadequate traffic signing or pavement marking.
According to the Manual on Uniform Traffic Control Devices (MUTCD), signs (or
other fixed objects) should be no closer than 6 feet from the edge of roadway
shoulder or 12 feet from the roadway if no shoulder exists. In urban areas
with curbing, a minimum of one foot from the curb face is allowable..
Sight distance standards are considered to be a function of stopping distance,
which of course varies with speed. For the purposes of this report, the
minimum stopping site distances were considered to be 200 feet at 30 mph, 275
feet at 40 mph, and 350 feet at 50 mph.
-30-
Current difficulties with transportation systems in the area can be basically
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 :roved-is the other basic criterion of its success. In Tigard many
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
Intersection Accidents
99W/ball 23
99W/71st/Villa Ridge 20
99W/Greenberg 15
99W/69th 14
99W/Bull Mountain/Frontage 14
99W/Hwy 217 13
99W/Fred Meyers Entrance 13
99W/Warner 8
99W/Garden Place 8
99W/McKenzie 7
99W/Pfaffle ?
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/Schoils Ferry 3
Durham/Summerfield 3
Durham/Serena 3 '
72nd/Bonita 3
Source: 1981 Accidents Records, Tigard Police Department.
a
2
r
i
i
`L
F
1
4
F.
-31-
4. intersection Problem Identification
Accidents occur at intersections for various reasons ; no signalization, poor
visibility/congestion, high traffic volumes and speed among a few. Below is a
brief discussion of the status of those intersections where there is a high
occurrence of accidents.
99W/Hall - The major cause of accidents at this intersection is simply the
volume of vehicular traffic passing through the intersection. In 1979 there
were approximately 35,000 average daily trips at 99W/Hall. Another reason is
the fact that there are two equally congested intersections (99W/Greenburg and
99W/217) within less than a half a mile of 99W/Hall. These additional
intersections add to the frustration of driving.
99W/71st/Villa Ridge - Conflicts here occur between high volumes of traffic
going at a relatively high speed on 99W and traffic on Villa Ridgeway at
either end and 71st trying to access onto 99W- ':nth ends of Villa Ridge are
not at right angles to 99W possibly posing more confusion for motorist
accessing 99W.
99W/Greenburg - Heavy use of Greenburg at 99W in conjunction with inadequate
W,4+F,w4xU results in a high degree of congestion and conflict between turning
movements.
99W/69th - The major course of traffic accidents at this location are the lack
of signalization and the high rate of speed of cars traveling along 99W.
99W/Bull Mt/Frontage - The major cause of accidents at this location is due to
inadequate sight distance for those vehicles on Frontage Road which were
crossing or turning onto Bull Mountain. The result is a high number of
collisions with vehicles approaching westbound from 99W.
99W/217 - The major cause of accidents at this location is due to the number
of multiple turning movements off of 217 onto Pacific Highway.
5. Traffic Control Devices
The Manual on Uniform Traffic Control Devices (MUTCD) was used in 1979 as a
guide in the evaluation of traffic control devices for the City of Tigard.
This national publication manual is designed to promote uniformity in the
placement of traffic control devices. Traffic control, as defined by the
MUTCD, are "signs, signals, markings and devices placed on or adjacent to a
street or :iighway by authority of a public body or official having
jurisdiction to regulate, warn, or guide."
Three types of traffic control devices, signals, signs, and pavement markings
were inventoried as a part of this safety study.
A. Signals
According to the MUTCD, signal devices include: traffic controls signals,
beacons, lane use control signals, drawbridge signals, emergency traffic
control signals, and train approach signals and gates. As can be seen in
Table VII, there are 17 signals currently in operation in the Tigard area.
-32-
All signals, with the exception of one at Main and Scoffins , are located on
99W. All signals are owned, operated, and maintained by the Oregon State
Department of transportation. All signals are either pre-timed or
traffic-actuated.
The placement of signals is strictly governed by criteria or warrants as
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.
Q. Signs
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 MUICD standards. Those traffic signs that did not conform
.;-re either replaced or repaired. Table VII provides a summary of the number
and type of traffic signs within the study area.
t
i
i
-33-
_0
TABLE VII
TRAFFIC SIGN INVENTORY-(1978-79)
Number of
Type of Sign Signs
Regulatory
Stop 374
Yield I
Speed 162
Turning 28
Alignment I
Exclusion 23
One Way I
Parking 261
Traffic Sig.ial 9
Subtotal 860
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: Tigard Transportation Safety Study, Straam Engineering, October 1979.
-34-
i
{
DIAGRAM V
1979
TRAFFIC CONTROL DEVICES
' :'�i�f•it •-
.
T/GARD S VICINITY '_ , ; u
1,
L� ,moi'3
FIN
, �� f • ;
•I•Jk r= sal-_ ��1=i'! 1 .�' �- •a� • w n.
e• •j•• [.; f ami A' Ja�.ti'
• E:�� • moi$ • �a j t �I
� b
9
1l�.. +•a s'• t � V. :� '!'�I • -
_ tea: • �• •'� 7q'
LEGEND
• Stop Sign
• Traffic Signal
o Proposed Signal
Source: Straam Engineering Traffic Safety Study- 1979.
C. Pavement 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
combination with other control devices, such as signals and signs , or alone.
Like other traffic control devices, the MUTCD has standardized markings for
application, materials, and color. The various types of pavement markings
include: center line, lane line, curb markings, stop lines, crosswalks, and
railroad crossings.
A major disadvantage of pavement markings is their short-lived lifetime and
constant maintenance, particularly in the moist weather found in the Pacific
Northwest.
A number of major streets lacked adequate markings due to a recent pavement
overlay and had not been restriped.
Inadequate pavement markings at four locations on 99W:
1. No pedestrian crosswalk markings on Bull Mountain Road
2. No stop line southbound on Pacific Highway at Johnson Street
3. No stop line northbound on Pacific Highways at Greenburg
4. No stop lines on 99W at Hall Boulevard
Most city streets were found to lack stop lines at the intersections.
6. Street Lighting
Nationally, 60Z of all fatal auto accidents occur at night, which is not
surprising considering that 40% of the time and a third of vehicle miles
traveled are during this daily period of poor visibility. Fall and winter
fogs contribute to dangerously difficult driving even during the day.
Street lights can help reduce accidents, as well as crime. Many Tigard
streets are not yet improved with sidewalks, so pedestrians walking the
shoulders of narrow unlighted streets are in danger. Many of these same
unimproved streets have deep open ditches immediately adjacent to narrow
shoulders. Improved visibility with street lights reduces the potential for
accidents there also. Among major problem areas where lighting is desirable
are: railroad crossings (at grade) , sharp curves, narrow bridges,
intersections, and pedestrian street crossings.
The City does not have a program for routine installation of lights where none
now exist, except for the requirement that they be provided when new
developments are approved.
-36-
s' VI. MASS TRANSIT (TRI-MET)
Public transportation in the Tigard area is the responsibility of the
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 ridership 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
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:
^ualatin 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
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-sighteu
decisions made at this time may substantially ease Tigard's transition from a
totally automobile dependent community.
The most important single action which the City of Tigard could 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.
In its analysis of possible short-term transit service improvements, Tri-Met
estimated that the Tigard area does not have the conceentrations of population
or economic activity to justify radically improved ser=•ice. 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-
T V _
CIT• of TIGAAOE'-'� - �
- �/�'� �� -\;'.:��� SIG f'.¢ .: .. ' c•I
T/GARD 8 VICINITY
- - ;_; —•
gasAA
t �
�f .t. '.
it
'� a
-- • .,
br
LEGEND DIAGRAM VI
TRI-MET-SUS ROUTES AND
PARK AND RIDE LOCATIONS
Park and Ride
i
!
i
,
DIAGRAM VII
PERCENTAGE. OF RF.SII)ENTS
USItv(i TK&NSI'i FUR WUKK 'TRIPS
r+r ////
/ //!! / ///f rt
NORTH
++++-a + r +•
// x fff/////f///%/. --•-++a•r•+ a-+++ +..r+//////f///f
ZZ
E i/j//t++J//////+ a ++++++++-+• • +r•+ t+ r r r+ +////0000
+- + "r+"++-•� ++ +• a a-+ tt�C�0000UU
/// +-• r-+t-a ++++-++N +-+-•-+ 00000000
-• + r
/////////+//+++t,+•+t++++++++++--+r• J++//+///+++++++ +a.-+++++++ Bine+ +a ♦ ++-+r+-r++++"+r r+ ++ 000000U .-
-4-
+-+ r
// -r-+++-+ t-4 00 - °te
+ -4 ra-+-+++-+
asel + +
++-r++ t ++t+++++t++t++r- + •-r-+-a +•t - - - Ot30000 ++ t r -t t
DOO
+++-• + r ,-+-t++/++-a r-++-t + -r +, + r +++-+r-+ OUOpUOU OttUOQO Ul
+•� tt++ ++++ t/ /++++ +++ ++-4-+ T y-+++ r+ 000000uut
10 Q OOU
t+ ++ + +/ +-a t+-//+ +++++//+-+r + 000 O
/// / OOOODUUtt"" TT
+-+-t•++///++/// +++r /J/// fOUO
/ IUUttt#t3t TT T
--rT000Ct
++/fff////////f////,'f++ • +-/ J '//// 000000 000tft 03000000
++fff/////////////f///++,-/// /////OOL1UOiJ
00001 ///. 000t#t UUODUO
f///, ++-+UO CJOUOUO
, -•--.--ap-00 OCJOUCJCJ
O 000000
X./ ///////f//f//////// //!/% ka` / ++ +p0 30000C1
//////////////////// ,'
/!///f////f///////Jfi///// f.'/// ////f////.'> ++ 4-000 00000
--00000000-+
+ +
++ _ 0000
//////f/f/////////////_•' '/ /f//f///f//f/ .'/ /. 000
//////// :'p.°a ///// Fetty r t -r++r +- + ,-r-
/// / / '-pea /// ''SchottS'
Bata ++ ++r•+-+-+// //// + a + + r + a +-+ ++ ++ ++ r-+
// /// /////. +///////
++++ +-.-+--t-,-+++ +- -+-++--r/ -4-+-+r- -+-
+ a-+r-+++ + a-+ ++r-4-+ +//+-+
+ -r-+--•- --a-,- e
R^NGES AND SYrOOL—S ++-+r-+-++++ +"
(� TO - - _ / ++-++:N +r" r t- r++
TO 6_ -7 = + ++_.++_. r-++ • t + r-r..+_r r..a_ + . a a-+ • r /// /// / / !/ \
6 _ 3 TO 1O _ 1 = O + -+- i +r-+r" r-+..•
Source: Washington County Planning Department.
®gim .='
ULAGRAM VIII
PERCENTAGE OF RESIDENTS
LIVING WITHIN 5 BLOCKS
OF A BUS ROUTE
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it it tt It 4i 3t Yt tt T T r T T T T r r T T r T r T r r r r r Fi . ` t#ti tt ti tt t#t it tt t3 it ti t
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it it ///////////////////r Trr // + • + • i ++ TTrtiti , t;ti It t+'tit
flit ////://///////////// TrT ,' /: t r •- +-TTrTtift ti ti iittt t i t
/;/////;/ ;////// ///; /; , • + + ' + TrrT 000( fitit4ttt ti ti It itttt
/ii it
/ / / //// //:'///:// // ////: /; / •'; + • • + + r `oo O O O O O r T r ii ti i tt" t:tt t: t
/ ; ///,'/J/:/ ; /////////: /;,' ! /,' • • • • • + o" 000000 rrrtt" titttt"i tt
0000Ct00t ti it ti ti it ti tit
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/ %/ ;/%/;/////////////%//// / • + .--. -+--+-000O000(•., rTrittit ii ti tittf
/ !://: ///////J//////,•/ 1 .1 •. +. 1. + +-O0G0000( 2 ti It t4 it ti tit
///////J // ;i/ • • + • ' ' + 00000000 ' rT it I,
/ /://////:////J//!/ //,' /// + • -e . i. 1 f + +OOOOOOO 0Trr11 - -+--
// ' /:!///////i P°a //// / /J/ .'/ • + .• • .�_ +_�. + P0 O O CJ CJ U U U Y r i it
/ / / Qea� //://: J •' / ' + Scnous P°�•v }0000000000'r Iititit +
0b1d ////J/!//:// /: • • +- . + .- +OOOOOOOOOOC• tittt4itti -
i ///: ///: /'///// /.'/: /: / / • / � + + * • ++ 00000000 4titttttit4t
000000000 tttiittiittit
/0000000 Q0 414ititititit
/ ;//OOOODU00 kkrrtitf ? r '
///OGO TTC7 rTrrrrrr'
O T
O TO 19_ 7 = / / %% / / ! ! ;/ ;// / ; ,'/ '/ 00001-1111r r r1—r'
19 _ O TO _c9_ 5
TO 59_ O
TO 73 _ 1 = r / • / / / , .' ; ,' ///; t} 0000U1% tr? rrTTrT
79 _ ? TO 99
Source: Washington County Planning Department.
71
l
Energy consumption would be positively affected by higher densities along
transit corridors and in the downtown core area. Correspondingly, there would
be less amount of automobile emissions. In addition, there would be 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 demand 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. Ihis 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 long ;overed loading
islands accommodating ten (10) buses ; eight (8) standard and two (2)
additional spaces could be devoted to a Greyhound bus and layover area. These
loading islands will be clearly separated from the auto and pedestrian traffic
on Commercial Street to reduce bus conflicts with autos and pedestrians and 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 IV 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 (MSB), 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-
ME
ff
sem= a �_� -
travel, and it provides direction to local jurisdictions on where to target
high density land uses. In addition to these routes , Tri-Met cal o expected to
Local
adopt a system of sub-regional trunk routes Tonal trnd unk routes, transit
jurisdictions are expected to include MSD's reg plan and identify other
stations and park and ride lots in their comprehensive pservice as a
local transt
streets suitable foinsub-regioal nto these bust routeroues anddesignations,l MSD and Tigard
guide to Tri-Met. onpotential transitways, and protect
must agree on specific alignments for thep
them from encroachment from future develop
3 Transit Service Implementation t{
the
The Portland metropolitane thelexpectedbe e growgrowthinntravel ldmand. Expansion
transit system to accommodateurrent
in service, however,h is very
must incrementallyand beyondrimplement new ltransit service
of Tri-Met. As such, are res
as growth in ridership
trdemands
servid mfinancial
be edoandebe consistent awith
Additional increments o
the following criteria:
A. New routes must be cost-effective in terms o: ridership return on the
operating subsidy;
B. emand in
Service expansion must be consistent
where wity ,grotransit wth in travel
rideshare
the regional corridors
improvement programs are interdependent;
with new
ents should be implemented consistent
C. Service improvem
developments
development, particularly in cases where high density
are dependent on transit capacity ; and
D. Service improvements should be consistent with the local
jurisdiction's designation of transit
streets.
piSD's in conjunction with TRI-ME1 have referenced several capital improvement
projects for transit service within the Tigard area. The first improvement is
ommercial Street within
the proposed transit transfer station on Cby it em a
downtown area. Second, improve access to vicinity of the99W and tranMcDonald Third, increase
facility in
lopments through the improvements of 72n
access to the industrial devevenue
park and ride
the 72nd/217 interchange (in process) and
(in process) , completing In addition, the RTP
reconstructing the I-5/Haines Rcad interchange.
rd, thohof 9W,a 9easas a regional trunk route. which will
references Hall Bouleva
improve service in the nor Tigard
4 Transitway Implementation
7'ransitways have been identified as the long-range method to provide regional
trunk route service in the radial travel corridors. However, due to the high
as growth in
construction cost, incremental implementation is necessary, The first
transit ridership warrants implementation as funding is available.
priority for transitway construction is the Banfield LRT (light rail
priority system) ,
scheduled to be under construction
o Codi s ihavei1been 2concluded The second and selection of the
Westside Corridor where s vs. bus) is expected in 1982.
preferred mode and corridor (i.e. LRT vs. busway
-40-
S Transitway Right-of-+lay Reservation
Until such time as a definite decision to construct a transitway is made as a
result of the Transit environmenual impact statement (EIS) decision process
described above, local jurisdictions are encouraged to work with developers to
protect logical right-of-way opportunities from developr*•_:,t encroachment.
Parcels that cannot be protected in this manner should ue identified to
Tri-Met for acquisition on a case by case basis.
I
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MEMO -
VII. TRANSIT DEPENDENT
The transit dependent population are those individuals that require access to
public transportation for their total means of mobility. 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
proportions are also descriptive of Tigard residents, the total number of
transportation handicapped in this area could approximate 950-1200 people, or
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 agenciez 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 Lhis arrangement and
generally serves only senior citizens. Washington County Community Action and
Ad
mm Washington County Public Welfare Children's Services Division also provides
TA special transportation services. Most trips provided by these services are
for health 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. `
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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
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.
The recreational benefits of a carefully planned system of bicycle and
pedestrian pathways in ligard are numerous. Areas along Fanno Creek which
have been identified as having natural significance have been made more
accessible to Tigard residents by the pathway system. Park and recreational
areas accessibility have also been improved by providing pathways along
streets linking pati-s, schools and shopping areas.
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/greerway
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:
r
1. Reduction of air pollution sources ;
2. Reduction .F non-renewable energy consumption;
3. Reduction of auto related congestion;
4. Reduction of noise ; and
' 5. Phvsical and social benefits to the individual.
In addition, however, there are numerous identified problems related to
pedestrian and bicycle usage.
These problems include:
1. Personal safety, competition with auto traffic ;
2. Bicycle security;
3 Time efficiency;
4. Inclimate weather, and/pedestrian pathway
5. Lack of connecting bike/pedestrian pathway facilities between
jurisdictions.
6. Potential crime and policing bikeways.
Planning Related Efforts
The Portland area is not lacking for trail and bikeway paths and the
connection of pathways between adjacent communities remains a high potential..
-43-
adv
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 road system 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 bicycle-/pedestrian network is luck 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`4`s adopted plan, the City of Tigard has relied on items 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.
i
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Iloilo
IX. RAILROADS
Railroad tracks traverse the Tigard Planning Area from its northern boundary
to the southeast. 'Ihe 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
through Tigard between 7:00 P.M. and 5:00 A.M. The number and exact times of
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.
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APPENDIX I
EXISTING STREET IMPROVEMENTS
T'he 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)
Tigard Street ( from Pacific Highway to Main)
Ash Avenue (from Commercial half the distance to Scoffins)
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:
Main Street (from Pacific Highway on the west end to Scoffins)
Commercial Street (from Main Street to 95th)
95th Avenue (from Commercial to Greenburg)
i
Johnson Court (all)
i
Johnson Place (all)
Brookside Court (all.)
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4:
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1973-1974
Lincoln Street (from Commercial to just south of Greenburg)
Ash Avenue (from Frewing to the creek)
Pinebrook (from 92nd to Hall)
88th Court (all)
1974-1975:
9811h Avenue (all)
Watkins Avenue (from just north of Watkins Place to Pacific Highway)
Park Street (from 107th to Pacific Highway)
Since 1970 the City of ligard has had an overlay street maintenance program
which has continued to upgrade existing streets plus, in some instances, the
additions of pedestrian/bikepath adjacent to certain streets. the following
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)
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)
79th Avenue (all)
Knoll Drive (all)
Walnut Avenue (all)
Derry Dell Court (all)
Inez Street (all)
Terrace Street (from Inez St. half way to 93rd Ave. )
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M
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92nd Avenue (from Inez to Pinebrook)
91st Place (all)
89th Court (all)
1977-197b:
112th Avenue (from Caarde 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. )
Creenburg (from 95th to Pacific Highway)
i Bonita Road (from 76th to just short of 1-5)
72nd Avenue (from Bonita south to Bridgeport Road)
1979-1980:
121st Avenue (from Trinity Church to Walnut)
c
Summer Street (all)
Summercrest Drive (from Summer to Burlcrest)
Burlcrest Drive (all)
Burlheights Drive (all)
Walnut Street (from 122nd to just east of 128th)
Frewing (from Ash to O'Mara)
103rd Avenue (from McDonald to Driftwood)
92nd Avenue (a portion into Cook Park)
1980-1981:
Walnut Street (from overlay in 1979-1980 to 128th and bikepath from 122nd
to 123rd)
Frewing Street (from the creek to Ash)
Cresmer Drive (from Garrett to Stevens Court)
Ash 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)
Cascade Blvd. (from Greenburg halfway to Scholls Ferry)
North Dakota St. (from Greenburg to tracks)
Tiedeman Avenue (from Greenburg to Meadow and bikepath from Meadows to
Walnut)
121st Avenue (bikepath, from Trinity Church to Ministone Court)
t
',': 9th Avenue (all)
118th Avenue (all)
Lynn Street (from 121st to 116th)
116th Avenue (from Lynn to Ann)
f
Walnut Street ( from just west of pacific Highway to Brookside)
Gaarde Street (from 112nd to Pacific Highway) F
3
McDonald Street (from approximately Ash to Hall)
97th Avenue (from McDonald to Murdock)
Murdock Street (from 97th to 98th)
F
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i
APPENDIX II
TIGARD AREA
COMPREHENSIVE PEDESTRIAN-BICYCLE
PATHWAY PIAN
Prepared by
i
Tigard Area Pedestrian-Bicycle
Pathway Committee
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Adopted March 25, 1974
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TIGARD AREA
COMPREHENSIVE PEDESTRIAN-BICYCLE
• PATHWAY PLAN
i
The following is a short report regarding the subject plan, written so that fi
the public might better understand the thinking and rationale that is
embodied within the plan.
Committee History
Briefly, the Washington County Commissioners chose to spend their 1%
gasoline tax bicycle-pedestrian pathway money osed rates, ose to theCounty schools
In order to determine the location
requested the Tigard School District to make a priority listing of desired
pathways on county roads within the district. The school l district assigned
project and a
its Safety and Transportation Coordinator, Bill Bieker,
list was compiled. As a result of this work the school district and the
management of the City of Tigard felt a co BPeker from thensive dschoo pedestrian-bicycle
and
plan for the Tigard area was needed. Bill
Steve Telfer, city manager, agreed to establish a committee for the purpose
of developing a comprehensive pathway plan and members were selected from i
area. Others who have assisted the
each elementary school attendance I
committee include Nick Hiebert, Tigard Dept, of Public Works; Wink Brooks ,
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
to be located, the committee chose the
In determining where routes were
following criteria:
I . to reduce hazards that exist on present roads
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, j1
thereby eliminating some school bus transportation
4. to serve the greatest number of potential users
5. to provide safety for walkers and bike riders to summer activities
1
which require transportation by auto
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2
6. to establish pedestrian access to mass transportation
Routes considered were only within the Tigard School District boundaries.
The City Planning Staff has recommended additional routes to complete
our Flan 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 criteria for
route selection were as follows:
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 I
Neighborhood Plan
S . 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:
Schools: (Elementary) (junior High) (High School)
Durham Thomas R. Fowler Tigard Senior High
Metzger Twa lity
Phil Lewis
St. Anthony's
Templeton
Charles F. Tigard
Tualatin
. Recreation Points Cook Park Shopping: Canterbury Square
School tennis courts Downtown Tigard
Jack Park Downtown Tualatin
Metzger Park Fred Meyer
Tigard Swim Center K-Mart
Twality tennis courts King City
Tualatin Park Tigard Plaza
Woodard Park Washington Square
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Public Buildings: TAI irary
Old Fowler Jr. High (tentative community center)
Tigard Post Office
Tualatin Post Office
School District 23J school population distribution maps were 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 be
�. noted that the Committee does not feel that the proposed routing will be
implemented in the exact order recommended, but rather some routes will
be constructed out of phase and in conjunction with street and park projects . o
The Committee does recommend the described phasing as project priorities
for any City initiated pedestrian-bicycle pathway program. L
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These maps are for illustrative purposes only and do not specifically depict
right-of-way or street location.
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Proposed City Route Priorities
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 Pa,.;ific 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 Cherry St. to Pacific Hwy.
Pacific Highway from 65th to Durham Rd .
McDonald St. from Pacific Highway to Hall Blvd. i
97th from McDonald to Murdock St. -- Murdock to 98th -- 98th to Durham j
j Durham Road from Hall to Boones Ferry -- Boones Ferry to Tualatin (Main St.)
t I
Phase III
Hall Blvd. from Greenburg to Scholls Ferry Rd.
Scholls Ferry Rd. from Hall Blvd. to 12 1st Ave.
Taylors Ferry from 65th to 80th
Hall from Metzger Park to Greenburg Road
Greenburg from Hall to North Dakota to Tiedeman to 'Vfalnut
l Tigard Drive from Tigard St. to Summercrest Dr. to 121st
Pine St. from 80th to 72nd -- 72nd to Pacific Highway
121st from Scholls Ferry to Gaarde -- Gaarde to Pacific Highway
Hampton St. from 72nd Ave. to Interstate 5
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 to 137th
i
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5
Phase IV
Washington Dr. from Hall to Taylors Ferry
Scholls Ferry Rd. from 21st Ave. 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 from 115th to Walnut (and tributary to Park)
Frewing from Pacific Highway to O'Mara -- O'Mara to McDonald St.
Durham Rd. from 96th to Pacific Highway
Fanno Creek Drainage Greenway System from Scholls Ferry to Durham Road
85th Ave. Burlington Northern from Durham Rd. over Tualatin River
to Tualatin Road
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Regarding NPO #6 on Page 23 of Transportation Element.
1. The City shall encourage the assumption of jurisdiction from Washington
Countv of Durham Road between Hall Blvd. and Pacific Highway.
2. Durham Road shall not be considered a major arterial route between I-5 and
Pacific Highway.
3. Consideration of use of Eide RoaQ as a connector between I-5 and Pacific
Highway shall be encouraged.
4. Durham Road shall be improved to 2 moving lanes of traffic with the
provision for left turn movements.
5. Truck traffic on Durham Road in excess of 30,000 pounds gross vehicle
weight shall be discouraged.
The City shall provide, as part of its Development Code, for an exceptions
process to the above standard, upon consideration of the lransporation Policy
of this plan.
i
F4 , '
90 MME
J ..nuar• 4 1'
TCS : Ti Qar•d Ci t•.• Counc i 1
FR $'i : _Tc'^. Fes= l er , Res i den
L1E_�ECT : i_ornprehens.ik"'e FramF.v.iorl-.
I respectfully request that_ ke'ou reject the Cit;, of Tiriard' s.
Planning Department caoale and quidel ines related to transportation
an •=
d denity . In m;' opinion the•;. vJil l tkir-n Tiga.r•d ir:tc _.
non-carinq , non-inr'.'ol : ement- bedroom district of Portland and thus
Ti card kJI l l 1 c se i is chasm, char ac ter . and sen=_.e of cornrnun i t: as
we l as numerous ohy=_.ical attributes .
1- I would 1 ike to remind the Council that I,Jhi 1 e the p Anners
ar•e typi ca i l " tr-an=_.i ent" and mck%,,e =.n to the ne>•: t c i t t,,Jhen a
project i =_. done , ,ou the counci l , are not and uJ11 1 be hel d
accountabl e for the 1 i ,,,eabl l i t o+ Tigard .
2- The ce planned right-o+-i,Ja.'•.�__ !Jill iiter-alIk being =-sphalt to the
doorsteps of most of the homey al or,r4 Ga.arde , 121st , Wz-:t1 ..0 t .
Fortner- , etc . I t !,Ji 1 1 al so requ i re the fel l i ng of 1000 ' s of
beau tltlll trees a1 or,c4 these Barrie r0ads . And the required
LID' s to o-a for this •,i ua.l destruct i on hail l send people
r-unnin,a or to the poorhouse!
:3- In our numerous= contact=. w t lIA,shington i_ount•_:• 1 auJ
enforcement as the result of .juvini l e v.a.nda.l i=_•m at our former
pr•oper•ty on 121st then stated time and time acaa.in how lucky
we were not to be 1 i%✓i ng in the high density area._- such a.=_•
certain portion_. of Beaverton . High crime is =. multioccura.nce
nightly! How come the oianner•s ignore the numer-out s Univer s.it':✓
studies done w t doci 1 e rata !Jho become hosti 1 e art i of ent
when put into over cr-ot.-Jed condi tions'
4- Tigard is the one remaining vestage of a real communit;, in
the area. People have moved here because they liked the
quaint sense of community , large lots , trees, etc . Asphalting
them over will only force them to leave and bring or, the
transient , non-caring people ,,Jho could give a #)E ! " X =bout
anything except themselves!
5- R gh t-awa.ys of 42' to 45' ( 12' per 1 ane and 18' to 21 ' +or.
shoulders , utilities and one bike path ) should be more than
adequate for e%.-�en future c;'-�nsi ties.
I don' t bel i eve I am a nor -progressive type person . I believe i r,
the future and being heavily involved in electronic and computer
! technology believe in progress, but in carefully planned and
controlled ways. I , again , ask you to take a hard look at the
consequences of this destructive proposal and REJECT it ! Don ' t
throw away the best assets Tigard has'.
01 IM,
e
TO : Tigard Ci tv Council
FROM: _ion Fe=_•_•1 er• , Pe=_-ident4_
'=UeJECT : Comprehensive Fr•arrieu,lor•k.
I r•esc,e•cttull r-eque=_.t that :_u reject the Cit•:! o ligar•d' s
F1 n,nninq Department qo�.I = and Qui del ine_. rel ated to tearispor-tation
and den=.i t ; . In m:, opinion the'., �:•.�i 1 1 turn Tir4ar-d into a
non-casing, non-ins..-,ol'.,•ement bedroom di =.trict -,f Portland and thus
Tl gar•d wl l i 1 ose i t_=- charm , char ac ter , and sen_.e c'-F commun l t ,- a_-
uiel1 as numerous. ph,;•sical attributes .
1- I would like to remind the Council that u.jhi l e the p1 a.nner-•_
ar-e } plcall tr'•a.nsient " and move on to the ne::' t cit l.Uhen a
Gr•o_iect_ i = done , cu the cour,ci 1 ar•e not and u•)i l 1 be hei d
accountab1 e for the 1 i w,,eabi 1 i t;, of Ticla.r-d .
- The planned right-of-u.la.ys L.Ui11 1iter--al1 br- incl asphalt to the
doorsteps of most of the home=_. zklonq Gzkar•de , 1211st , Vial nut ,
F'onner• , :=tc . I t �;ji i l al so require the tel l ing of 100i__i' s of
I beautiful trees alonq these same road=_ . And the required
LIDS s to pa; for this visual destruction wilt 1 _.end people
running or to the poor-house'.
3- I n our, numerous contacts k.,'i t [,lash i nr4ton C o u n t!.'
enfor-cemen t as the r•esu 1 t of .iuvi n i 1 e w•'andal ism .at our for-mer•
pr•c•per• ty on 1� 1st they stated time and time -aoairi hot,.j lucky
UJe U.,er•e not to be living in the high density areas such as
certain cortions of Beaverton . High crime is a mul tioccurance
nightl Hoikj come the p anners ignore the numerous Uni•,.er•si t
studies done uji th docile, rats a•,iho become hostile and violent
when put into ower•cr-owed conditions_ '
4- Tigard is the one remaining vestage ..f a real community in
the area, People have moved here because they liked the
quaint sense of community;' , large lots , trees, etc . Asphaltincl
them over wi 1 1 only force them to 1 ea;✓e and bring on the
transient . non-car• J. ng people who could give a *0E ! about
anything except themselves!
5- Right-aways of 42' to 45' ( 12' per lane and 1.8' to 21' -F or
shoulders, utilities and one bike path ) should be more than
adequate for even future densities.
I don' t believe I am a non-progressive type per-son. I bel i e•:ie in
the future and being heavily involved in electronic and computer,
technology believe in progress, but i n carefully planned and
control 1 ed u,,ays. I , again , ask you to take a hard look at the
consequences of this destructive proposal and REJECT i t ! Don' t
throw away the best assets Tigard has! 4
�
EXCERPTS FROM DAVE ATKINSON'S (NPO PUBLIC INPUT ON THE COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT:
ON 1/12/83, AND AS NEAR AS THE NAME COULD BE ASCERTAINED, EDDIES TRUCKING 1
SUSTAINED AN ACCIDENT AT THE JUNCTION OF HIGHWAY 99 AND DURHAM TRYING TO NEGO—
TIATE A TURN ONTO DURHAM 141TH A 35' LOWBOY TRAILER. THE RIG SHOULD HAVE GONE
UP 99W. MOREOVER TRAFFIC WOULD NOT HAVE BEEN TIED UP FOR SOME 25 MINUTES. THIS
TRYING TO NEGOTIATE A TURN WITH THESE KIND£ OF RIGS IS AN ON—GOING THING.
LAST WEEK WE WERE INVOLVED WITH A MOST PROTRACTED HEARING SCHEDULE WITH THE
PLANNING COMMISSION. THE REGIONAL TRANSPORTATION PLAN HAS DURHAM ROAD LISTED AS
A MAJOR CONNECTOR WITH A NOTED PO':,_6LITY THAT IT COULD BECOME AN ARTERIAL.
THE RESIDENTS ADJACENT TO OR THAT ABUTT DURHAM ROAD DO NOT RECOMMEND IT
BECOME AN ARTERIAL COUPLED WITH THE FACT THAT WE STILL INSIST TO THE COUNTY THAT
A LOAD LIMIT BE POSTED OF 30,000 LBS., WHETHER OR NOT THE ROAD IS A MAJOR CONNEC—
TOR OR AN ARTERY.
TO THIS END THE PLANNING COMMISSION MADE NO RECOMMENDATION AND REMAINED NE—
GATIVE TO OUR INPUT ON BEHALF OF THE RESIDENTS OF SUMMERFIELD, PICK'S LANDING,
SERENA COURT AREA AND RESIDENTS FURTHER EAST. WE FEEL THAT OUR INPUT JUSTIFIES
RECOGNITION.
THE RESIDENTS REALIZE THERE WILL BE AN INCREASE OF TRAFFIC WITHIN THE NEXT
20 YEARS, BUT IT SHOULD BE CONFINED TO PASSENGER, UTILITY AND MAINTENANCE TRUCK
TRAFFIC. AT THE PLANNING COMMISSION MEETING THE LEGAL COUNSEL OF THE WASHINGTON
COUNTY HOME BUILDERS ASSOCIATION (SAME ONE, INCIDENTALLY, WHO WAS PROMOTING RANDALL'S
PROPERTY NORTH OF THE MORMON CHURCH AND WEST OF 98TH TO A HIGHER DENSITY HOUSING)
STATED THAT TIGARD'S PRESENT TRANSPORTATION SYSTEM WAS CHAOTIC AND HE HEARTEDLY
ENDORSED THE PROPOSED REGIONAL TRANSPORTATION PLAN AS PRESENTED.
AS OF APRIL 1983 HE DOESN'T REALIZE HOW CHAOTIC THINGS CAN REALLY BE AS THE
DEPARTMENT OF TRANSPORTATION HAS GRANTED CONCESSIONS TO THE AMERICAN TRUCKING i
ASSOCIATION BY VIRTUE OF THE 5C GAS TAX RAISE TO WIT:
1. SINGLE AXLE TO 30,000 LBS
2. TANDEM TO 34,000 LBS
3. ALL GVW NOT TO EXCEED 80,000 LBS
4. WIDTH INCREASE OF 6 INCHES TO 102 INCHES
a
5. 48 FT LONG SEMIS
6. TWIN TRAILER COMBOS W/TRAILING UNIT LENGTH OF AT LEAST 28 FT.
i. STATE MAY NOT SET LENGTH STANDARDS ON OVER—ALL LENGTH
a. THIS MEANS WE WILL WITNESS MORE THREE—UNIT VEHICLES }
ALL OF THIS APPLIES TO FEDERAL INTERSTATE AND FEDERAL FUNDED HIGHWAYS OR
PROGRAMS. SINCE DURHAM ROAD IS A POTENT SHORT—CUT OR BY ITS PROXIMITY BETWEEN 99W
AND I-5, WE CAN'T BE NAIVE ENOUGH TO BELIEVE THAT DURHAM ROAD WOULDN'T BE BOOT—
LEGGED. ALTHOUGH FRANK CURRIE TELLS ME THAT DURP-414 ROAD DOES RECEIVE FEDERAL E
9
MONIES.
SO REGARDLESS OF WHAT HAPPENS, EVEN IF DURHAM IS BUILT UP TO ACCOMMODATE THE
SITUATION IT IS NOT COMPATIBLE WITH THE AFOREMENTIONED RESIDENTIAL AREAS.
IN SUMMATION WE RESPECTFULLY SOLICIT YOUR ADJUDICATION OF CITIZENS REQUEST
TO RECOMMEND BY ATTACHMENT TO THE REGIONAL TRANSPORTATION PLAN THAT DURHAM ROAD
NOT BEC014E AN ARTERY AND THAT IN ANY EVENT A LOAD LIMIT OF 30,000 LBS. BE POSTED. i3
i
MURRAY BLVD. EXTENSION
We, the undersigned, urge the City of Tigard to continue :its opposition to
the propo$ed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the :Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DATE
C - ----- I Z-' u s w 1'3 S- 7(c
jdjt,
' 35-q0i
Y r
4551
12
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/ O J. W
W fi ii of -
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IN I
MURRAY BLVD. EXTENSION
t
We., the undersigned, urge the City of Tigard to continue its opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DATE
//,4-/1` JAL —
E j
?
111319S
y
r 1983
O: TiGARD G/TY COti�t/c/c_
APPRAISAL FEES: Noires .$ PER
DAY "C'0.1ISIERCIAL"PLUS 31ILEAGF_. REAL ESTATE
BROKER SINCE 1952 RESIDENT OF PURTLANP Ai;
So YEARS. ¢/ 41 T ��
I f"fDte'Stw� //At �A'rS6rB�Li�nrlsrl0%�r�PDlft!)•e
,J, YAe wrta of _T•-S a xd
/ We ajpr to ►..7f (jory�ow P�EBrti.> r an+.�r�ys
�onT�� Thwm)tNyd je.$�.�'
c
the City of Tigard to continue
We, the undersigned, urge
its opposition to the proposed connection of Murray Blvd.
to--Walnut-st. and /or Gaarde; instead, we urge the construe--
tion of the Murray Blvd. extension to the west of Bull
Mountain or on a route not through existing residential
_ ___-neighborhoods.
Address Date
za
A;2 7,30 zo 3
is 2S S'.J
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- i
t
- K
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,a,..a Kid
a.:.®.�;.�a.��
MURRAY BLVD. EXTENSION
We, the undersigned, urge the City of Tigard to continue its opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DArEE
me'6
/! v
23 - P3
/0.r yl ? 2 3
r
t
MURRAY BLVD. EXTENSION
We, the unders-gned, urge the City of Tigard to continue its opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods..
SIGNATURE ADDRESS DAME
MURRAY BLVD. EXTENSION
We, the undersigned, urge the City of Tigard to continue its opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DATE
AW
Su�-m J.
Now �PRAXIPRAMFUWI-
4'
MURRAY BLVD. EXTENSION ='
G;
We, the undersigned, urge the City of Tigard to continue its opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
w
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DATA
✓G = _ —
V
Sit) „-
IDA,-
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a
MURRAY BLVD. EXTENSION
We, the undersigned, urge the City of Tigard to continue its opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DATE
/-3 95®
Ila
Q r�(D-a -S(z) 79a
S /
,� 3e,4 / /�
MURRAY BLVD. EXTENSION
We, the undersigned, urge the City of Tigard to continue its opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DATE
--- --- - ----
60
_
.,_. f' � .. �-- r fes• /''� l/• .S.�'. !,- �' �.-1` i
r ALL •�: `
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----- �����,--�_�-.�,,__•__�'`�---..__.__._. __1. _ _...__
MURRAY BLVD. EXTENSION
We, the undersigned, urge the City of Tigard to continue itis opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DATE
-,�
1
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PAGE 2
MURRAY BLVD. . . . . . . .EXTENSION
SIGNATURE ADDRESS DATE
2 63
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MURRAY BLVD. EXTENSION
We, the undersigned, urge the City of Tigard to continue its opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DATE
ARAIML
MURRAY BLVD. EXTENSION
We, the undersigned, urge the City of Tigard to continue its opposition to
the proposed connection of Murray Blvd. to Walnut and/or Gaarde Street; instead
we urge the construction of the Murray Blvd. Extension to the west of Bull
Mountain, or on a route not through existing residential neighborhoods.
SIGNATURE ADDRESS DATE
/! c3 L-,o �. (.J �4�.�•--�..._i �
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' COLLECTOR STREET STANDARDS
We, the undersigned, request the City of Tigard not to adopt the inflexible
standards for collector streets of 44 feet of pavement in a 60-80 foot
right-of-way; instead, we urge the adoption of standards such as those on the
attached page, which are adaptable to the local need and existing conditions.
SIGNATURE ADDRESS DATE
rA�OLi
�'!�'� i r�U S� � �c"• L tf a� l S D` �, � O 7 '✓ C '- �. u, c7 1
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PIMRERMR
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III. Functional Street Classification (page 12)
2. Major Collector:
Standards: Right-of-Way 42-72 feet
Pavement Width 32-54 feet
Lane _-Idths: 12 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2 - 3 (middle turning lane)
Volumes 1,500 - 10,000 vehicles per day
Driving Speed 30-40 miles per hour
3. Minor Collector:
Standards: Right-of-':lay 40-64 feet
Pavement Width 30-48 feet
i
Lane Widths: 11 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane- - )
Moving Lanes 2
Volumes 500 - 3,000 vehicles per day
Driving Speed 25-30 miles per hour
4. Local:
Standards: Right-of-Way 40-50 feet
Pavement Width 30-34 feet
(no other chanes recommended)
Existing Streets According To Each Classification (pages 14-15)
Gaarde Street and 121st Avenue (from Gaarde to Walnut) should be both removed
from the list of Major Collectors, and clas.-31fied as Minor Collectors. See
our presentation under Chapter 11, Special Areas of Concern for the reasons.
In "developing areas," the burden of proof shall be on the developer to
i
show that less than the maximum is adequate; and in "established areas,"
the burden of proof shall be on the City to show that more than the
minimum is necessary.
cadH.B�Msaw
COLLECTOR STREET STANDARDS
We, the undersigned, request the City of Tigard not to- adopt the inflexible
standards for collector streets of 44 feet of pavement in a 60-80 foot
right-of-way; instead, we urge the adoption of standards such as those on the
attached page, which are adaptable to the local need and existing conditions.
SIGNATU ADDRESS DATE
4-11
q �
Ila 40
-,V �
✓ ��� S Cep- _- U �
C
J
! cla
i
i
III. Functional Street Classification (page 12)
2. Major Collector:
Standards: Right-of-Way 42-72 feet
Pavement Width* 32-54 feet
Lane Widths: 12 feet per moving lane _
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2 - 3 (middle turning lane)
Volumes 1,500 - 10,000 vehicles per day
Driving Speed 30-40 miles per hour
3. Minor Collector:
Standards: Right-of-Way 40-64 feet
Pavement Width* 30-48 feet
Lane Widths: 11 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2
Volumes 500 - 3,000 vehicles per day
Driving Speed 25-30 miles per hour
4. Local:
Standards: Right-of-Way 40-50 feet
Pavement Width 30-34 feet
(no other changes recommended)
Existing Streets According To Each Classification (pages 14-15)
Gaarde Street and 121st Avenue (from Gaarde to Walnut) should be both removed
from the list of Major Collectors, and classified as Minor Collectors. See
our presentation under Chapter 11, Special Areas of Concern for the reasons.
�n "developing areas," the burden of proof shall be on the developer to
show that less than the maximum, is adequate; and in "established areas,
the burden of proof shall be on the City to show that more than the
minimum is necessary.
COLLECTOR STREET STANDARDS
We, the undersigned, request the City of Tigard not to adopt the inflexible
standards for collector streets of 44 feet of pavement in a 60-80 foot
right-of-way; instead, we urge the adoption of standards such as those on the
attached page, which are adaptable to the local need and existing conditions.
SIGNATURE ADDRESS DATE
Cl
tX/ -S•
/ (L/ J S. Lr✓ - !!Jz/l� // a-L_s�
S3
Oki r 1AJ1_
i
sit/ ti z1AD'0 c1--
'' r y -(Y
III. Functional Street Classification (page 12)
2. Major Collector:
Standards : Right-of-Way 42-72 feet
Pavement Width 32-54 feet
Lane Widths: 12 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2 - 3 (middle turning lane)
Volumes 1,500 - 10,000 vehicles per day
Driving Speed 30-40 miles per hour
3. Minor Collector:
Standards : Right-of-Way 4o-64 feet
Pavement Width 3o-48 feet
Lane Widths: 11 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2
Volumes 500 - 3,000 vehicles per day
Driving Speed 25-30 miles per hour
4. Local:
Standards: Right-of-Way 40-50 feet
Pavement Width 30-34 feet
(no other changes recommended)
Existir.R Streets According To Each Classification (pages 14-15)
Gaarde Street and 121st Avenue (from Gaarde to Walnut) should be both removed
from the list of Major Collectors, and clas-ified as Minor Collectors. See
our presentation under Chapter 11, Special Areas of Concern for the reasons.
• In "developing areas," the burden of proof shall be on the developer to
show that less than the maximum is adequate; and in "established areas,"
the burden of proof shall be on the City to show that more than the
minimum is necessary.
e�Aca®L==
COLLECTOR STREET STANDARDS
We, the undersigned, request the City of Tigard not to adopt the inflexible
standards for collector streets of 44 feet of pavement in a 60-80 foot
right-of-way; instead, we urge the adoption of standards such as those on the
attached page, which are adaptable to the local need and existing conditions.
SIGNATURE ADDRESS DATE
ril-
j�
.7�.mac.,.•-�.� j� �_
` rn r
,�� � 6,� ✓ e7
1 by iC ��
r
III. Functional Street Classification (page 12)
2. Major Collector:
Standards: Right-of-Way 42-72 feet
Pavement Width 32-54 feet
Lane Widths: 12 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2 - 3 (middle turning lane)
Volumes 1,500 - 10,000 vehicles per day
Driving Speed 30-40 miles per hour
s
r
3. Minor Collector:
Standards: Right-of-Way 40-64 feet t
Pavement Width 3o-48 feet
Lane Widths: 11 feet per moving lane
9 feet per parking lane =`
4 feet per bicycle lane (each way)
Y
Moving Lanes 2 r
Volumes 500 - 3,000 vehicles per day
Driving Speed 25-30 miles per hour
4. Local: '
O
Standards: Right-of-Way 40-50 feet
Pavement Width 30-34 feet
(no other changes recommended)
f
Exi=ting Streets Accord.3ng To Each Classification (pages 14-15)
4:
Gaarde Street and 121st Avenue (from Gaarde to Walnut) should be both removed K
from the list of Major Collectors, and classified as Minor Collectors. See
our presentation under Chapter 11, Special Areas of Concern for the reasons. :
In "developing areas," the burden of proof shall be on the developer to
show that less than the maximum is adequate; and in "established areas,"
the burden of proof shall be on the City to show that more than the
minimum is necessary.
COLLECTOR STREET STANDARDS
We, the undersigned, request the City of Tigard not to adopt the inflexible
standards for collector streets of 44 feet of pavement in a 50-$0 foot
night-of-way; instead, we urge the adoption of standards such as those on the
attached page, which are adaptable to the local need and existing conditions.
SIGNATURE ADDRESS DATE
Cues /l� 9s Srt1 ;2 nPi1 1 t �1S/S3
� L
III. Functional Street Classification (page 12)
2. Major Collector:
Standards: Right-of-Way 42-72 feet
s
Pavement Width 32-54 feet
Lane Widths: 12 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2 - 3 (middle turning lane)
Volumes 1,500 - 10,000 vehicles per day
Driving Speed 30-40 miles per hour
3. Minor Collector:
Standards: Right-of-':day 40-64 feet
Pavement Width 30-48 feet
Lane Widths: 11 feet per moving lane
9 fejt per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2
Volumes 500 - 3,000 vehicles per day
Driving Speed 25-30 miles per hour
4. Local:
e
Standards: Right-of-Wav 40-50 feet
Pavement Width 30-34 feet
(no other changes recommended)
Existing Streets According To Each Classification (pages 14-15)
Gaarde Street and 121st Avenue (from Gaarde to Walnut) should be both removed
from the list of Major Collectors, and classified as Minor Collectors. See
our presentation under Chapter 11, Special Areas of Concern for the reasons.
• In "developing areas," the burden of proof shall be on the developer to
l
show that less than the maximum is adequate; and in "established areas,"
the burden of proof shall be on the City to show that more than the
minimum is necessary.
t_
COLLECTOR STREET STANDARDS
We, the undersigned, request the City of Tigard not to adopt the inflexible
standards for collector streets of 44 feet of pavement in a 60-80 foot
right-af-way; instead, we urge the adoption of standards such as those on the
attached page, which are adaptable to the local need and existing conditions.
SIGNATURE ADDRESS DATE
c
�- rt
r�
�.s.
nff
III. Functional Street Classification (page 12)
2. Major Collector:
Standards: Right-of-'play 42-72 feet
Pavement Width 32-54 feet
Lane Widths: 12 feet per moving lane
9 feet per parking lune
4 feet per bicycle lane (each way)
Moving Lanes 2 - 3 (middle turning lane)
Volumes 1,500 - 10,000 vehicles per day
Driving Speed 30-40 miles per hour
3. Minor Collector:
Standards : Right-of-.Jay 40-64 feet
Pave-ent Width 30-48 feet
Lane Widths: 11 feet per moving lane
9 fejt per parking lane
4 feet per bicycle 1r ne (each way)
Moving Lanes 2
Volumes 500 - 3,000 vehicles per day
Driving Speed 25-30 miles per hour
4. Local
Standards: Right-of-Way 40-50 feet
Pavement Width 30-34 feet
(no other changes recommended)
i�
4
jk Existincr Streets According To Each Classification (pac;es 14-15
�E Gaarde Strcet and 121et ,venue (from Gaarde to Walnut) ohould be both removei
from the list of Major Collectors, and clams-;ified as Minor Collectors. See
! our presentation under Chapter 11, Special Areas of Concern for the reasons.
j In "developing are-is," the burden of proof shall be on the developer to
show that less than the maximum is adequate ; and in "established areas,"
i the burden of proof shall be on the City to show that more than the
( minimum is neces.;ary.
Ir
—
COLLECTOR STREET STANDARDS
We, the undersigned, request the City of Tigard not to adopt the inflexible
standards for collector streets of 44 feet of pavement in a 60-80 foot
right-of-way; instead, we urge the adoption of standards such as those on the
attached page, which are adaptable to the local need and existing conditions.
SIGNATURE ADDRESS DATE
IN
c
•
III. Functional Street Classification (page 12)
2. Major Collector:
Standards: Right-of-Way 42-72 feet
Pavement Width 32-54 feet
Lane Widths: 12 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2 - 3 (middle turning lane)
Volumes 1,500 - 10,000 vehicles per day
Driving Speed 30-40 miles per hour
3. Minor Collector:
Standards: Right-of-:Jay 4o-64 feet
Pavement 'Width 3o-48 feet
Lane Widths: 11 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2
Volumes 500 - 3,000 vehicles per day
Driving Speed 25-30 miles per hour
4. Local:
Standards: Right-of-Way 40-50 feet
Pavement Width 30-34 feet
(no other changes recommended)
Existing Streets According To Each Classification (pages 14-15)
Gaarde Street and 121st Avenue (from Gaarde to Walnut) should be both removed
from the list of Major Collectors, and classified as Minor Collectors. See
our presentation. under Chapter 11, Special Areas of Concern for the reasons.
In "developing areas," the burden of proof shall be on the developer to
show that less than the maximum is adequate; and in "established areas,T°
the burden of proof shall be on the City to show that more than the
minimum is necessary.
Kom
®s
COLLECTOR STREET STANDARDS
We, the undersigned, request the City of Tigard not to adopt the inflexible
standards for collector streets of 44 feet of pavement in a 60-80 foot
right-of-way; instead, we large the adoption of standards such as those on the
attached page, which are adaptable to the local need and existing conditions.
SIGMARE ADDRESS DATE
-d"3
To
lies
Gni l 7 6
- n
-71
2-5
r
III. Functional Street Classifi^ation (page 12)
2. Major Collector:
»
Standards: Right-of-Way 42-72 feet
Pavement Width 32-54 feet
Lane Widths: 12 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2 - 3 (middle turning lane)
Volumes 1,500 - 10,000 vehicles per day
Driving Speed 30-40 miles per hour
3. Minor Collector:
Standards: Right-of-:Tay 40-64 feet
Pavement Width 30-48 feet
Lane Widths: 11 feet per moving lane
9 feet per parking lane
4 feet per bicycle lane (each way)
Moving Lanes 2
Volumes 500 - 3,000 vehicles per day
Driving Speed 25-30 miles per hour
4. Local:
Standards: Right-of-Way 40-50 feet
»
Pavement Width 30-34 feet
(no other changes recommended)
Existing Streets According To Each Classification (pages 14-15)
Gaarde Street and 121st Avenue (from Gaarde to Walnut) should be both removed
from the list of Major Collectors, and classified as Minor Collectors. See
our presentation under Chapter 11, Special ureas of Concern for the reasons.
In "developing areas," the burden of proof shall be on the developer to
show that less than the maximum is adequate, and in "established areas,"
the burden of proof shall be on the City to show that more than the
minimum is necessary.
12265 S.W. 72nd Avenue
Tigard, Oregon 97223
January 25, 1983
City Council &
Planning Commission
City of Tigard
Tigard, Oregon 97223
Dear Sirs:
The attached letter to you dated 1/21/83 was hand delivered and read into the
record of the Planning Commission's meeting of 1/22/83.
At said meeting it was indicated by Adrian Brockman, legal counsel for the
planning commission, that the comprehensive plan adopted by you in March of 1978
was of the nature of a data and information base. Furthermore, she maintained
that since the prepartion of the new plan was a legislative process--the city was
generally not bound by the provisions of the existing plan.
We hereby remonstrate in summary form against such position to establish our
rights of appeal. Except where LCDC indicates deficiencies exist in the plan
adopted in 1978, our position is that the Fasano Decision establishes that the plan
cannot be changed without adequate justification. We maintain that the intent of
portions of the existing plan are being changed by the proposed plan without such
justification.
It is our position that the intent of NPO ##4 plan sections titled Neighborhood
Streets and Implementation Program to include: the street plan map, and the
traffic engineering study must be incorporated into the revised Comprehensive
Plan.
After all affected propertv owners agree upon the elimination or realignment of a
specific portion of the 1978 plan map's street system, the proposed change should
be approved providing that it reflects the general intent of the 1978 Plan. This
condition would eliminate the possibility of one property owner being burden with
an unfair share of right-of-way dedication and construction costs resulting from a
change in the 1978 comprehensive plan's street plan.
On Saturday after my presentation of the attached letter, the planning commission
approved a partial change of the industrial park designation west of 72nd Avenue to
that of commercial use. We also hereby remonstrate in summary form to this
partial change made basically to accommondate a tentatively proposed
development. The commission did not properly justify the partial change or give
adequate consideration of the unfavorable impact this partial change will have on
the development of the remaining property west of 72nd for an industrial park due
to its reduction in acreage and other factors.
This partial change is completely contrary to the NPO ##4 recommendations. The
conditions set by the NPO ##4 for their approval of the proposed development was
that the land west of 72nd designated as industrial park on the 1978 plan should be
either all commercial or all stay as industrial park, and that the street system had
to be adequately addressed to satisfy the NPO ##4.
City Council &
Planning Commission
January 25, 1983
Page 2
The change adopted by the planning commissionin in the land use designation and
the change adopted by it in the transportation system are interconnected. By
eliminating the intent of the 1978 NPO #4 street plan, the proposed development
has nearly complete freedom to construct streets in any way desirable to it without
regard to the adverse impact on nearby properties. This impact may result in
eliminating access to some properties, decreasing the system's carrying capacity,
and increasing the amount of road construction.
In addition, by eliminating the intent of the NPO 114 text, the requirements that all
property owners must cooperate and participate in road construction and
right-of-way dedication is also lost. This will result in the developers constructing
road improvements only necessary to their development and ultimately leaving the
remaining undeveloped land with an unfair share of the right-of-way dedication and
road construction costs.
The change in the land uses designation adopted by the planning commission on
January 21 also adversely affects road construction of the area in question. By
increasing the intensity of use for a "special interest development" the value of the
land has been greatly increased, but has resulted in the lowering of land values on
the remaining land by creating conflicting land uses. Consequently, the highest
valued land has complete freedom in constructing the least expensive and least
difficult road improvements, while the lowest valued land is burdened with the
most expensive and most difficult road improvements.
In addition, if the NPO #4 street plan map is not used for the area, the legal
agreement providing the necessary right-of-way to complete the 60 foot access to
Pacific Highway will be lost. The agreement was contingent on completion of the
Dartmouth to Pfaffle connection as shown on the NPO #4 plan map.
Very truly yours,
GORDON S. MARTIN
i
Enclosure: 1/21/83 letter to Planning Commission & City Council
i
I
12265 S.W. 72nd Avenue
Tigard, Oregon 97223
January 21, 1983
Planning Commission &
City Council
City of Tigard
Tigard, Oregon 97223
Dear Sirs:
My family and I have made investment decisions based on the NPO #4 portion of
the City of Tigard's Comprehensive Plan which was adopted in March 1978.
Changes in the existing plan have been prepared by staff members for approval by
the Planning Commission and City Council. The primary justification for altering
the plan appears to be that LCDC required certain deficiencies in the city wide
plan to be corrected.
I have reviewed all letters from the various agencies involved in the comprehensive
plan review process. The agencies have pointed to deficiencies in the plan and
requested that the deficiencies be addressed by the City of Tigard before formai
review by LCDC.
It is evident that LCDC and the concerned agencies have no basic objections to the
City of Tigard's existing Comprehensive Plan in regard to the NPO #4 Plan Map's
{ street system or to the two related NPO #4 text sections titled Neighborhood
Streets and Implementation Pro ram.
Since in regard to said NPO X64 map and sections there are no deficiencies cited by
the various agencies which justify eliminating or revising provisions of them, and
since there have been no changes in the character of the neighborhood; my family
and I hereby remonstrate against the deletions and revisions being proposed to
these sections.
It is our position that the law dealing with changes in comprehensive plans requires
in this instance that all of the NPO #4 above stated sections, to include: the street
plan map, the intent of the text, and the traffic engineering study--must be
incorporated into the revised Comprehensive Plan.
The poll of property owners conducted October 209 1982 by the NPO #4 members
strongly indicated that such was the desire of most property owners in the NPO #4
area.
Until all affected property owners in relation to specific elements of the street
plan agree on the elimination of a street or its realignment, the NPO #4 street plan
adopted in 1978 must be maintained. If an alternate alignment is proposed for a
specific element(s) and is agreed upon by all affected property owners, the change
should be approved providing that it reflects the general intent of the 1978 plan.
A similiar condition should be placed on revisions to the existing plan in regard to
future land use designations. That is, a proposed change in a future land use
designation should only be approved if all affected property owners with the same
original designation agree to the change and are given the same designation on
their property if they so r:quest. This condition will help provide compatibility in
land use.
AN
v�
Planning Commission &
k.
City Council
January 21, 1983
Page 2
Therefore, 311 or none of the requests presently on file for changes from industrial
park to commercial use designations should be approved for properties west of 72nd
avenue. To do otherwise is to "spot" zone.
I have commented on these issues in detail at Neighborhood Planning Organization
#4 and the Committee for Citizen Involvement meetings. However, the
rationalizations made by staff to answer my comments and support their proposed
revisions and deletions are unacceptable to us. The rationalizations lack adequate
analysis of the overall development complexity of the full NPO #4 area and the
legal limitations on revising an existing comprehensive plan.
Therefore, I have summarized in this writing—to establish our legal rights of
appeal. In order to protect our interests we shall be forced to utilize these rights
to the fullest extent if the City Council adopts the proposed revised
Comprehensive Plan. Said proposed plan eliminates many of the important
provisions of the NPO #4 portion of the 1978 Comprehensive Plan on which we
have relied.
Very truly yours,
GORDON S. MARTIN
F
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k
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