City Council Packet - 10/24/1989
CITY OF LAKE OSWEGO
CITY COUNCIL
STUDY SESSION AGENDA
TUESDAY, OCTOBER 24, 1989
CITY COUNCIL CHAFERS
7:00 P.M.
NOTE: This is a joint study session with the Lake Oswego City
Council, Tigard City Council and Tigard Water District
Board.
I. CALL TO ORDER
II. ROLL CALL & INTRODUCTIONS
A. Lake Oswego City Council
B. Tigard City Council
C. Tigard Water District Board
III. STUDY SESSION ITEMS
A. Lake Oswego Water Master Plan
This is a briefing on the analysis, findings, and
conclusions presented in the City of Lake Oswego's 1988
Water System Master Plan update.
1. Presentation by Robert Fuller, Project Manager,
CH2M Hill.
2. Questions and Discussion.
B. Westside Bypass
This briefing will discuss the history and proposed
process to analyze the westside bypass options.
1. Presentation by Michael Wert, Project Manager,
ODOT.
2. Questions and discussion.
z
C. I-5/217/Kruse Way Interchange
This briefing will provide information on the location,
design, alternatives, funding, and schedule of the
project.
1. Presentation by Mark Beeson, Project Coordinator,
ODOT.
2. Questions and discussion.
City Council Agenda Page 2 of 2
October 24, 1989
-7.1
CITY COUNCIL
STUDY SESSION MINUTES
TUESDAY, OCTOBER 24, 1989
Mayor Alice L. Schlenker called the joint meeting with the Tigard
City Council and Tigard Water District to order at 7:05 p.m.
Present were:
Lake Oswego City Council
Mayor Alice L. Schlenker
Richard Durham
Daniel Anderson
Jack Holman
Excused: Holstein, Fawcett
Absent: Churchill
/ Tigard City Council
1 Mayor Gerald Edwards
Valerie Johnson
Carolyn Eadon
John Schwartz
Tigard Water District Commissioners
Dennis Borman, Chair
Bob Bledsoe
Audrey Castille
Jon Kvistad
Staff from Lake Oswego, Tigard and Tigard Water District
were also present.
III. STUDY SESSION ITEMS
A. Lake Oswego Water Master Plan
Pete Harvey, Lake Oswego City Manager introduced Bob
Fuller, CB M Hill, consultant for the Water Master
Plan, who Briefed those present on the analysis,
findings, and conclusions in the City of Lake Oswego's
1988 Water System Master Plan Update. He gave two
scenarios for alternative surplus water sales. In the
first scenario, Lake Oswego would sell Tigard only
surplus water in excess of user requirements within the
city's urban service boundary. In the second scenario,
water would be provided to meet the maximum day water
demands of the Tigard Water District.
Mr. Fuller pointed out that using Scenario 1, projected
needs can be met through 1997. With improvement of
water pumping facilities, projected needs can be met
through 2001. Expansion of raw water pumping, finished
water pumping and water treatment plant facilities will
Council Study Session Page 1 of 3
October 24, 1989
be necessary to meet the ultimate planning area needs.
Surplus water sales to Tigard would be possible
throughout the year, but would only meet a fraction of
Tigard's needs on days of peak demand.
Using Scenario 2, in which Tigard continues to purchase
their District water supply from lake Oswego, immediate
expansion of all facilities (raw water pumping and
transmission facilities, water treatment plant, and
finished water pumping and transmission facilities
would be necessary. Mr. Fuller noted that two
alternative sources of water were used for this
scenario. The recommendation for full capacity
projected for 2012 was to treat Willamette River water.
A new treatment plant would be necessary as soon as
possible, with construction completed by 1995.
Mr. Fuller listed facility improvements needed for all
scenarios. He included emergency water storage Mr.
Fuller answered questions.
Paul Haines, Lake Oswego Public Works Director,
answered questions. He described the computer program,
saying that if densities changed, that information
could be analyzed by the computer for water system
demands and distribution effects.
Funding needs were discussed-. It was noted that some
of the revenue received from Tigard helps defray
capital costs, and is being put back into facilities.
Costs with and without sprinkled schools were
discussed.
B. Westside Bypass
Michele Were, Project Manager discussed the history and
proposed process to analyze the westside bypass
options. Ms. Wert distributed copies of the newsletter
and information about the bypass options. One benefit
the bypass could provide Lake Oswego and Tigard is to
divert northbound traffic south of Highway 217,
lessening that highway's traffic congestion.
Although the city is affected by decisions relating to
the bypass, Lake Oswego is not represented on the
committee structure that was set up by the Oregon
Department of Transporation.
Ms. Wert estimated completion of the project (once
options have been analyzed and the course chosen) at
ten to twenty years.
C. I-5/217/Kruse Way Interchange
Mar Beeson, Project Coordinator, provided information
on the location, design, alternatives, funding, and
Council Study Session Page 2 of 3
October 24, 1989
schedule of the project. He showed drawings of the two
proposed options for routing traffic to and from
Highway 217. Mr. Beeson discussed the advantages and
disadvantages of each option. He said the project has
progressed far enough to target the environmental
impact statement for spring of 1990. A public meeting
is planned for February 1990. A model of the options
is being prepared for that meeting. Upon approval of
the project, final funding will be requested. Budget
hearings for the State Highway Six Year Program begin
in February 1990.
Both the Lake Oswego City Council and Tigard City
Council indicated they wished to review the two options
more closely. The two Councils indicated interest in
holding another joint meeting for further discussion of
the Interstate 217 interchange proposals. The City of
Tigard will host that meeting.
IV. ADJOURNMENT
There being no further business, Mayor Schlenker
adjourned the Council meeting at 9:35 p.m.
Respectfully Submitted,
Kristi'Hitchcock, City Recorder
APPROVED BY COUNCIL:
/ Irv
Ma o Alice L. Schlenker
Approved by the Tigard City Council on 1 ,1990.
Mayor - C\~r of Ti and
ATTEST:
City Recorder - City of Tigagd
Council Study Session Page 3 of 3
October 24, 1989
i
t
CITY OF -1IGARD, OREGON
AFFIDAVIT OF NOTIFICATION
f
z
i'
In the matter of the proposed
5 / 5 5 c
STATE OF OREGON )
County of Washington ) ss j.
City of Tigard )
f.
F
I, Ge?`lam (YlQ l,( ~QC1.~ 1`~l~f being first duly sworn, on oath, depose
and say:
That I: notified the following persons by phone or personal contact of the
Notice of Special Meeting for the Council Meeting of 10/-) LJffsl
a copy of said written notice being hereto attached and by reference made a
part hereof on the 10" day of CfC
CONTACT METHOD: PHONE PERSONAL TIME
Tigard Times Reporter at 684-0360 00, m
Name : D --.)n n a S'C hi m I'd,
Oregonian Reporter at 297-8861
or 245-6997
Name : ` 9,A Ce~P ea/1
UY) (rKt cA1 X1--2
King City Regal Courier at 639-5414
Name : L /h
s~ a P 064"d 6a Id n C4, C.e Q2 n -t l Wli to - ~ ~ ku-u2 fi r &0-4-
(20-
'i
U
Subscribed and sworn to before me this -a-0day of 19 FF
Notar ublic for Oregon
My Commission Expires: 'P3
-ht'/5576D; S .
NOTICE OF JOINT COUNCIL MEETING
CITY OF TIGARD AND CITY OF LAKE OSWEGO
OCTOBER 24, 1989 - 7:00 P.M.
IN THE LAKE OSWEGO CITY HALL
380 SW A STREET
LAKE OSWEGO, OREGON
Notice is hereby given that the City of Tigard and City of Lake Oswego City Councils
will be meeting as noted above to discuss topics of mutual interest and concern.
Agenda topics and further information may be obtained by contacting the Tigard
City Recorder, 13125 S.W. Hall Boulevard, Tigard, Oregon 97223; or by telephoning
639-4171.
I
C 1-5 AT HIGHWAY 217/KRUSE WAY
LOCATION DESIGN AND DEVELOPMENT OF ALTERNATIVES
PROJECT SUMMARY
Project Goal:
To develop alternatives which will improve the safety and operation of the I-
5/Highway 217 Interchange.
Need for Project:
■ Existing capacity problems, and projected 25-year growth in demand ranging
from 150% to 270% for the various movements.
■ Safety problems accident rates of as much as twice the state average on
various road segments.
Basic Improvements Needed:
Directional connections for heaviest movements
■ Freeway traffic separated from local traffic
■ Collector-distributor roads along 1-5 to eliminate weaving problems
Alternatives:
■ Alternative A: Highway 217 realigned to north to be physically separated
from Kruse Way; tunnel under 1-5 for directional, northbound 1-5 to
northbound Highway 217 connection; Kruse Way becoming arterial,
connecting Lake Oswego and Tigard, independent of Highway 217;
collector-distributor roads along both directions of 1-5.
■ Alternative B: Highway 217 separated from Kruse Way but remaining in
existing corridor; flyover connection for northbound 1-5 to northbound
Highway 217 ramp; collector-distributor roads along both directions of 1-5.
Phasing Options:
■ Directional Phasing Scheme:
(Either Alternative)
Phase 1 - Build northbound directional connection and northbound CD
road.
Needed now.
October, 1989 1
Phase 2 - Build southbound directional connection and northbound CD
road.
Anticipated year needed: 2005.
s Functional Phasing Scheme:
(Either Alternative)
Phase 1 - Build both northbound and southbound directional
connections; no CD roads.
Needed now.
Phase 2 - Build northbound and southbound CD roads.
Anticipated year needed: 2000 to 2005.
Estimated Costs:
■ Directional Phasing Scheme
Alternative A Alternative B
Phase 1 Construction $20.0 million $22.4 million
Phase 2 Construction 25.0 million 23.3 million
$45.0 million $45.7 million
Right of Way* 3.1 million 2.2 million
Total $48.1 million $47.9 million
■ Functional Phasing Scheme
Alternative A Alternative B
Phase 1 Construction $21.7 million $26.5 million
Phase 2 Construction 23.3 million 19.2 million
$45.0 million $45.7 million
Right of Way* 3.1 million 2.2 million
Total $48.1 million $47.9 million
*Note: Right of Way costs shown are preliminary and are under refinement.
i
t
October, 1989 2
r
c
880
i
300 400
5830
HWY 217 3 Z::::;:•:
6090 v~ N•::•::•::•::•::::•:::;::::•.::...
730 850
460 KRUSE WAY
290 2910
930 3580 350
EXISTING (1987) 8180
2300 /6\ i
2.61 8600 F
1.48
800
9so
l 2.67 2.
38
1100
HWY 217 1.51
N 1450 i.
9620
1.58 1.71 f
3.
.
'
9
N> Op.
1
.6 USE WAY
~ 6100 t.
700 2.10
1.52 600
2.07
850
4800 2.43
1.34
1850
}
1.99 11700
DESIGN YEAR (2015) 1.43
PROJECTED GROWTH OF PM PEAK HOUR TRAFFIC VOLUMES
P R 1987 TO 2015
I
3
s
{
e ~n w '
o. o p O v,
❑ n
Lji don:
71
n ~ J
ALTERNATIVE A
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a a C.~
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Q
p,l~ :TEaN
SOUTHBOUND C-D ROADWAY LOS
A- A
g. - •B
C C
0 •0
E- E
F'~ _ c
SOUTHBOUND 1-5 MAINLINE LOS
A• -A
a• B
C- C
0- •D
E- •E
F- -F
LANE CONFIGURATION
CARMAN ORIVE BONITA ROAD MUSE WAY HWY217 DARTMOUTff HAwES ROAD
rrr
2 t
1 1 2 1 2 2 1
4 3 4 4 3 2 4 4
rn
4 3 4 2 3 5 `
1 2 2 1 3
1 2
N0 HAINES
INTERCHANGE
CLOSED
NORTHBOUND 1.5 MAINLINE LOS
A- • A
B - ..•C
C -0
0 - -E
E. _ F
F-
NORTHBOUND C-D ROADWAY LOS
A- A
8 - -B
C- -C
D •E
F- F
Q',] 1-5 CORRIDOR ALTERNATIVE A
DESIGN HOUR LOS
WESTBOUND KRUSE WAY LOS
A
A-
B. _ •B
0- c
D-
E- -
F -E
F
NORTHBOUND HIGHWAY 217 LOS
e "A
A-
- "e
c_
0_ -C
0
E- E
F_ -F
LANE CONFIGURATION
soul
1
y 2
2y
1 1 y2~, 2 3 q 2
HWY 217 3 4 ~~G Ir 2 3 5 4 KRUSEE WAY
TO
"W 3 4 1 3 y 3 3 5 q LAKE OSWEGO
1 S~~P 4 2
3 ,~PJ
HUNZIKER 2
STREET
SW 72ND 1.3 RANGY KRUSE OAKS
AVENUE ROAD DRIVE
SOUTHBOUND HIGHWAY 217 LOS
A- 'A
e- -B
C- -C
D- -0
E - -E
F F
EASTBOUND KRUSE WAY LOS
A- A
C-
0- 0
E E
F -F
HIGHWAY 217/KRUSE WAY CORRIDOR ALTERNATIVE A
DESIGN HOUR LOS
SOUTHBOUND C-0 ROADWAY LOS
A-
8- .A
0- B
D' -C
E D
•E
F -
F
SOUTHBOUND 1.5 MAINLINE LOS
A
B- .A
C
D. _ - C
F_ P
-F
LANE CONFIGURATION
CARMAN DRIVE BONITA ROAD HWY217 DARTMOUTH HAINES ROAD
1
t t t 2 2 1 t 2 2 ~ 1
4 3 4 2 3 3 2
00 4 4
14 3 4 2 3 4 5 4 5
t 2 2 2 1 1
t
NB HAINES
INTERCHANGE
KRUSE WAY
NORTHBOUND 1.5 MAINLINE LOS
B
c- -8
- -C
E _ -0
F .F
NORTHBOUND C-D ROADWAY LOS
A-
e -e
C -
D. - -C
E - 0
F- -F
C 1-5 CORRIDOR ALTERNATIVE B
DESIGN HOUR LOS
oil,
f~ ~1
WESTBOUND KRUSE WAY LOS
A A
- -8
8- C
C- .p
0- -E
E-- - - F
F -
NORTHBOUND HIGHWAY 217 LOS
A -A
. -8
B- -C
C- -0
0-- -E
E- -f
f-
LANE CONFIGURATION
dW
3 4 2
1 1 1
3 4 3 2 3 S 5 4 KRUSE WAY
i HWY 217 Tu TO
99W 2 3 4 LAKEOSWEGO
13 4 1 3 2 1 2 4
2
SW 72NO 1•5 nANOY KRUSE OAKS
AVENtir nOAD oRIVE
SOUTHBOUND HIGHWAY 217 LOS
-A
A. -8
a- .C
C - -0
0 _ -E
E - -F
EASTBOUND KRUSE WAY LOS
-A
8 - _CC
C-
p _ -E
E _ -F
F
HIGHWAY 217/KRUSE WAY CORRIDOR ALTERNATIVE B
DESIGN HOUR LOS
s
rte,
ALTER~~
ALTERS roved by collector d►stcibutoc
1.5 would be imp adverse impacts would result
OB,1 roved by collector•dlstributor from roads. construction Temporary .
1.5 would be imp adverse impacts would result
e Improvements roads, Temporary
t, To ensure that the i1lety a d operation of from construction. of Lake Oswego or
also improve the safety
interstate 5 where feasible, and that adverse No significant effect on City Street t Hunz'
impacts on interstate 5 are minimal or Of Lake Oswego or county plans. Connection Dove access to and from
nonexistent No significant effect on City Way as an Hampton Sir eet could Imp
uration and to county plans. Extension of Kruse be tomatible the Tigard Triangle-
rovide an interchange conlig
e would be would generally be
2. Top Patterns that are arterial to SW 72nd Aansu ramps
promote traffic flow P land use and with City of Tigard plans* of freeways and
to Ito with city and county Capacity a freeway traffic to remain on
come lans s would generally be adequate to encourag
transportation P of freeways and ramp ain on freeways.
Capacity e lreewaY traffic to rem
which adequate to encourag 217 traffic would be
. SB I.5 to NB Hwy traffic, between
3. To avoid improvements to the encourage freeway
freeway forced freeways to mix with WB Kruse W1aY s would be balanced with adia
directly or indirectly Capacity of freeway p to E would be
traffic to use surface streets 1-5 and SW 72nd. cent sections; operation at LOS t Intersections are ex'
Capacity of freeways would be balancew0 id be ja
ramp terminals, and cent sections; operation at LOS 0 to E Ptted expected' o Surface ate atta s miler level of service.
. To design the freeways, design stan expected. Surface street Intersections are e -
surface streets, using desirable h the 2015 exceed to operate at a similar level of service.
adards, to operate at LOS C throng sid
ties west ottSW a of
design year; but also to ensure that to suchlex gnificant impact on 5 busines's
are not imP teeter prop
sections of freeway Sil•5 south of Kruse WgY 217 would be
tents that the improved Section ov d sections.
than adjacent . unimp significant Impact on several undeveloped prop' 72nd Ave. and north and south of Hwy
capacity adjacent required.
acts of the improvements on ad► ernes in She Tigard Tact oneeast side of 1.5ng
.
5 To minimize Hwy 217 Some imp
imp rty west of SW 72nd and north of Hwy 21 and
e
Hwy C) private property pf0pe d. Access to west lake Oswego area tropeceas to Lak
would be require enerally unchange improved.
Oswego area from 1.5 and Hwy 417 Oswego would fro be m gTigard would be Slightly
Access to west en e oY unchanged. Access from generally
would would g roved. would
vale access to the west Lake O 217
swego Access to Tigard fo ed ampSlat SW 72nd Ave-
Tigard would be Imp unchanged . ►cnP 2 Tigard.
6, To maintain ade4 hwa 2t7 interchange
area Irom the i•5tH►g y Accessto the Tigard Triangle Iron, Tus Way In Intel* improve access from HM+Y 17 to
of Tigard improved with the 68th l erkof Tigard would be
To maintain adequate ac ces s to the fY section. Access to the City Wa to
7,
from Interstate 5 and Highway 217 improved with the extension of Kruse y
Hunziker St. Construction in the Kruse WaYfHwy 217 corridor
Four bridges
over ei. would be difficult under traffic xrsttng
Wldened,
%a relocated Hwy 217 alignment co 2V traffic. min would be constructed, and 2
erattons Tmlxa impacts of construction on Hwy 217 and SW traffic. One tunnel would be constructed below
improvements while traffic op Minimizing disruption of traffic at Three new bridges traffic.
8. To construct Ava• would be a challenge. ened, over existing
would be maintains
are maintained 72nd constructed, end 2 pedestrian and bicycle routes could be
traffic; 3 tunnels would be constructed below tratttc.
cle routes could be maintained. improvements would be possible.
Pedestrian and biCY phasing of Imp
bicycle traffic on all possible.
g• To m paled pedestrian and bicycle routes improvements would be P
desig read Phasing of
1p To implement improvements in phases, to spread
costs over many yea's F ALTERNATIVE
MMARY EVA OECD VES
ALTERNATIVE A
ALTERNATIVE B
Traffic operations
ions
Advantages: Slightly better level of service on I-5 south
of on Slightly Kruse Way and l o the lceHighway 217
south Advantages: Slightly better level of service on 1-5 north of
connections than with Alternative B. Kruse Way, Highway 217 and Kruse Way
Disadvantages: Lower level of service on I-5 north of Kruse
Way, Highway 217, and Kruse Way. Disadvantages: Lower level of service on southbound 1-5.
Local Access and Circulation
Advantages: Provides an expanded surface-street arterial
network. Improved access to Tigard Advantages: Realigned Hunziker Street would improve
Triangle, and more direct connection access from downtown Tigard to Tigard
between Lake Oswego and Tigard. Triangle area. Some improvement to
Improved spacing of Intersections on SW intersection spacing on SW 72nd Ave.,
72nd Ave. though less of an improvement than
Alternative A.
Disadvantages: Does not substantially improve access to
Tigard Triangle from 1-5, Highway 217, or
Kruse Way.
Safety
Advantages: Signalized intersection hazard at "end" of
Highway 217freeway would be corrected. Advantages: Signalized intersection hazard at "end" of
Weaving and merging operations on I-5 and Highway 217 freeway would be corrected.
Highway 217 would be improved. Weaving and merging operations on 1-5 and
Highway 217 would be Improved.
Right of Wav Impacts
Advantages: Less impact on existing businesses alon
east side of I-5 than Alternative B. g Advantages: Only requires additional right of way along I-
5 south of Kruse Way and along Highway
217 west of SW 72nd
Disadvantages: Requires significant acquisition of additional Disadvantages: Displaces existing businesses and affects
property; currently, this property is
undeveloped, some other properties along east I-5 south
of Kruse Way.
SUMMARY EVALUATION OF ALTERNATIVES
ADVANTAGES AND DISADVANTAGES
p1.'C{~RNp'~N~ B
Wetlands area t2.2
pL~ERNpT1VE A Im acts htl less A
Wetlands Impact tha Alternative
Advantages. acres}
more wetlands area t2.9 acres) Constru
ction
Impacts pi,,dvanta9es. than Alternative 6.
to 5.
ay 217
t onion of J-5 fHig hwted Without en 1-5 and
gfgnifican P be Cons'""' Kruse m ver
a}or bridge 0"'a
connecttoes Oul Highway 217 or Requires
Advantages lex.
affecting vantages: Stagg Pve ue would be Come
Way trans. Disad 72n
td require,
1-5 W0u I
tunnelunder Jane Closures on -
COnstructing temp realignment of
to es: at a m►nimum temporary Staging
plsadvan g es..
petours of 1-5 babl be necessary
d hastng
would Pr°1Y tion at 72n ;dsting
1-5) al 217 construe l nt N n „functionaJ,1 act on
of High ould be c°mPlex ph IM M More sulbecause of lees` mist Phase,
Avenue Advantages: scheme inte febang
N Kruse Way scheme
Clonal„ hastng 72nd
cost W10 "dIrec hase of "directional p from from Coss r first-Phase first p eliminate direct and Ieft turn
Bowe vantages'• would equires
scheme- pisad a to KruS day rid J-5R in "directional„
Advantages phasing scheme glue to hboti action .
hasing 72nd Kruse first-phase than Alternative A.
of „dlrectlo acl'~e s from from more scheme
First Phase, direr turn phasing
ptsadvanta9es would el'1iJKause `Nay amdt15. Requir` s
Avenu to soutribou funC
Kruse `Nay hase construction in B
moTe first P e than Alternative
phasing scriem
C ApVANTAG
MARY E~ALt1 ANA IS
SU ApVAN"fAGF-
ALTERNATIVE B
~ ALTERNATIVE A
earth retaining
structures and visual
Major bridge ould have significant
Visual Consideration h sical
es: structures romment p y visibil'►ty
pisadvantag impacts, becoming p obstrucUn9BangY
111 the area and along
of some businesses
y 217 of any connections acent features
Tunnelled 1-5JHighwa visibility connections from 1"5
t obstruct 21 p goad.
Advantages' would no hway
Hig roperty
busine currently undevelop erc
w ept1On of
would change appearance Jp
would
that propety. Noise Considerat_ i
"5 Highway 2t7 hway 217 connections
lled and depressed 1J noise impact 15 /Hig effects on
-f untie would have less ld bridges'
Advantages es: could Elevated haVe significant no ise
: connections pisad
on surrounding areas than wou vantag surrounding areas.
F ure pro acts
w ro acts
osslbillttes for future p l of Alternative B
Kruso Way or Highway hway
pKers 9feater p „co.npactness Hig
es: such as widening interchange at Bonita Because of use unWftaysfes f0
Advanta9 or adding an vantages (i a using the existing oct 5 or
217, pisad minimal °po ements on "
rove
Road. 217 Corry( anion or imp
future ex X17.
Highway
O ALjERAGESE5
F
EVALUATION
SUNIMARYTAGES AND pISAUVAN
ADMAN
t
Western Bypass Study BULK RATE
2708 S.E. Market U.S. POSTAGE
j Portland, OR 97214 t r P A I D
l . Y PERMIT NO. 2925
SOCJ,7 ~tcy~0 PORTLAND, OR 97222
SSp 1989
10/24/89
A.Qs
W h S I" . E R TV J3,YRC~
Oregon Department of Transportation
000
September 1989
ODOT Explores
Transportation Alternatives
f The Oregon Department of Transportation Is The study area extends from Highway 26 on
beginning a study to explore alternatives, Including the north to 1-5 and 217 on the east, to the
the option of a western bypass, for addressing a Willamette River on the south and to Highway 219
serious traffic problem in Washington County. on the west.
Washington County is growing faster than any other To make sure we have the best solution, we'll work
county in the state. Between 1960 and 1985, the closely with the public to examine environmental
county's population tripled and employment and land use issues, community values, and
increased 400 percent, This growth is causing engineering feasibility. The intention is to identify
increasing congestion on all regional travel the solution that accommodates adopted land use
corridors on the west side. plans and projected traffle demand with the least
environmental and social impacts.
Western Bypass History * a w
During the last twenty years, various plans have OPEN HOUSE
emphasized a need for an improved north-south
transportation system in Washington County. In the
early 1970s, an "Aloha Bypass" was suggested. Come fit7d out more about
More recently Metro's 1987 Southwest Corridor the Westem Bypass Study.!
Study recommended the western bypass as part of Wednesday, September 27
a transportation solution, depending on the
outcome of land use studies; the Washington 11.00 am - 2.00 pm
County Transportation Plan, updated in 1988, and .
included the bypass as a study corridor. 4:00 - 8:00 pm
ODOT's Western Bypass Study
t PGE Auditorium
In this study ODOT will update the Metro study, 14655 SW Old Scholls Ferry Road, Beaverton
using current population and employment figures (corner of Old Scholls Ferry and Murray Roads)
and projecting traffic needs to the year 2010. The
effort begins by reviewing all reasonable corridors We need your comments!
and taking a hard look at light rail, transit and other
methods of reducing demands on highways.
What are the Traffic O Transit-intensive alternatives would rely
heavily on major improvements. to and
Problems? expansion of the existing transit service,
supported by minimal highway
The traffic problems this study will address are improvements. -
related to increases in all types of travel--including
commuter, commercial and recreational-- both O Combined Highway and Transit
within and through the county. Improvements alternatives with no
Bypass would rely equally on transit and
Washington County Traffic Problems highways for an integrated system. The
highway component of these alternatives
Washington County's major traffic corridors are probably would focus on Hohway 217 and
operating at or near capacity and, based on the Sunset Highway.
population and employment forcasts, traffic
demands are expected to rapidly increase. In O Combined Highway and Transit
particular, traffic that begins and ends In the county Improvements alternatives with a Bypass
is expected to double by the year 2005. would again rely on an integrated transit
and highway system, but would include a
There is an increasing need for a better north-south western bypass. Optional routes for this
circulation system in the county to move people and could include a route entirely within the
goods between areas in the south such as Tualatin Urbar. Growth Boundary and a route
and Sherwood and northern areas such as the partially within the UGB and partially within
Sunset Corridor and the County seat in Hillsboro. the rural area.
Heavy traffic on Tualatin Valley Highway, 217, 99W, Any recommended solution must consider a variety
and Hall and Murray Boulevards is diverting traffic to of transportation alternatives and minimize impacts
rural roads and residential side streets that are on the environment.
being forced to take on traffic they were never built
to handle.
pl-
Regional/Statewide Traffic Problems
No efficient regional or statewide route exists for
trucks delivering goods from Washington County -r.
manufacturers to the large distribution centers in ` ~I - 1
Clackamas, Wilsonville, and other centers south to f p~ CCR rLL ,
California. The trip from the McMinnville area of bOfO BASEL' JL i 4
oil
Yamhill County to the Portland Airport has become
agonizingly slow as the area around 99W has `""ter-=w•
developed. A more efficient route to the coast is A'°
ct B averTo •1;
needed to transport goods to and from the area, as
well as for tourists and commuters.
We need a solution to serve anticipated growth, T.9ar
ease the existing and future congestion on existing .E•~ 'ti ~4 ~S~`^
roadways, to reduce accidents caused by delayed, J (1 " t
'~Y~ - Krrpl
frustrated drivers, and to lower fuel use and energy ~ clY -costs by minimizing the stop-and-go traffic.
~ Tualatirn{
What are the Solutions?
1~ Shenvoo0~ ~
We don't know yet. Options need to be studied, ' • I l 3
N t .
with your input, to find the best solution.
Preliminary options identified include the
following:
O A No-Build alternative would be based on a Study Area
road and transit system that relies on the
region's existing and already-committed
transportation system.
t
Who Makes the Decision?
No one person or group will choose the solution.
The ODOT project team (see sidebar) will work
closely with four advisory committees to identify
Issues, develop alternatives, and build consensus
on the alternative that is most viable and best meets The Project Team
the public's needs.
Michas Wert, Project Manager, and Ron Schaadt,
Proj ct Coordinator, are the two ODOT staff
• A Steering Committee (SC), composed of metpbers in charge of the Western Bypass Study. I
j
an elected official from each local The Western Bypass Study consulting team is '
jurisdiction and key state agency leaders, headed by CH2M Hill, in charge of environmental '
will provide overall direction. studies, and OTAK, Inc., in charge of engineering
• A Study Advisory Committee (SAC), studies.
composed of local government managers Also included on the consultant team are: Kittelson
and chief staff members of key state and & Associates, responsible for traffic studies;
regional agencies will review the study to Mitchell, Lang & Smith, offering advice on land t
ensure it is compatible with agency policies use issues; and Jeanne Lawson Associates, in
and plans. charge of the public involvement program. Any
interchange concepts will be developed by Leisch
• A Technical. Advisory Committee (TAC), and Associates, and Real Property Consultants
composed of technical staff members of will prepare right-of-way estimates for the different r
local, regional, and state agencies will alternatives. `
provide technical feasibility advice.
• A Citizens Advisory Committee (CAC), In addition, Metro will be responsible for modeling
with representatives of neighborhood, projected traffic patterns and Washington County
will assist with land use studies. ?
business/development, civic, land use, }
environmental and agricultural issues, will
ensure that public values are incorporated • • •
in the process and advise the project team
on acceptability of the alternatives. Funding
This study will be funded by the state's Access
Oregon Highways program, which uses money
You can also participate. Although the committees generated by the state gas tax increase approved
can only accommodate a limited number of people, by the 1987 legislature.
we need to know your issues and concerns--so we
encourage you to attend: Access Oregon Highways is a network of highways f
that are vital to the Oregon economy because they i.
encourage tourism and recreation, assist trucking,
• Initial Open House (see cover) and connect Oregon ports, cities, or borders. The
Western Bypass corridor is one of 15 designated
• Public Workshops to explore issues within corridors in the state eligible to receive Access
the different sections of the study area Oregon funds for major improvements. The ultimate
goal of Access Oregon Highways is to provide a
• Future public meetings safer, smoother trip for the length of each route.
• CAC meetings
• Open House/Public Hearing on the
environmental impact statement
Or ca!l or write us to voice your opinion or discuss
the study.
When Will the Study be
Done?
The Western Bypass Study is divided into two parts: process, a preferred corridor will be selected and
Corridor Analysis, which will take 26 to 32 months to recommended to local jurisdictions for
complete, and Location Analysis, scheduled to take concurrence. This will take about 2 to 3 months.
approximately 18 months.
Comprehensive Plan Amendment Process
Corridor Analysis
Any necessary amendments to local comp ehensive
Alternatives Development plans will require that the affected jurisdicti ns hold
j public hearings. These hearings, to incorporate the
i The first 7 to 12 months of Corridor Analysis will selected corridor into local land use documents, will
took at transportation strategies and corridor take approximately 4 to 5 months.
alternatives. A range of alternatives will be
evaluated to identify the most viable alternative(s) Final Corridor Environmental Impact Statement
that meets local, regional, and statewide needs.
A final Corridor EIS will be prepared as the last step
Draft Corridor Environmental Impact Statement in Corridor Analysis. This document will respond to
comments received on the draft and will document
Once alternatives have been narrowed to those that the selected alternative.
best address the problem, a draft Corridor EIS will
be prepared over the next 8-10 months. This EIS
will evaluate environmental, land use and social Location Analysis
impacts, traffic carrying capabilities, and costs of
each alternative. This document will be widely Identification of alternative alignments within a
circulated and available for public review and selected corridor alternative would be developed for
comment. evaluation in a draft Environmental Impact
Statement for design. This would follow a process
Public Hearing and Recommendation of similar to the Corridor Analysis, but will consider
Preferred Corridor Alternative more detailed site-specific information. Committee
and public meetings would continue to be held, a
A formal public hearing will be held on the draft draft EIS will be prepared on the alternative
Corridor EIS. Following this, a Hearing Study alignments, and a public hearing will follow. At that
Report will be prepared to document the hearing point the final alignment selection would be made.
and to summarize and respond to comments. Using The final EIS would document comments received
all the information received through this public and the selection process.
PUBLIC
HEARING FINAL
CORRIDOR CORRIDOR
ALTERNATIVES a DRAFT EIS FINAL EIS
DEVELOPMENT SELECTION 1_2 months 6 months 3 months
i 7-12 months 2-3 months
DRAFT
CORRIDOR COMPREHENSIVE IDENTIFICATION PUBLIC
ENVIRONMENTAL PLAN of HEARING
IMPACT AMENDMENT ALTERNATIVE and
STATEMENT PROCESS ALIGNMENTS ALIGNMENT
(EIS) L 4-5 months 6 months SELECTION
8-10 months 3 months r
CORRIDOR ANALYSIS PHASE LOCATION PHASE
2432 months / 18 months
Target Schedule
What Are Your Concerns?
One goal of the public involvement program is to help you understand the issues, process and
schedule. But our main goal is to get your Input. No decisions have yet been made. Decision-
making for this project is open to the public. We encourage you to take advantage of your
opportunities to participate.
Have a question or comment?
Want to put your name on the mailing list?
Call or Write:
0 Jeanne Lawson
235-5881
or
• Ron Schaadt
653-3269
Western Bypass Study
2708 S.E. Market Street
Portland, OR 97214
Or Send the Form Below
1. What are your main concerns about how this project is done or the impacts it may have?
2. In your opinion, what areas have the greatest problems or improvement needs?
3. Would you like to be on the mailing list for future notices? If so, fill in the return address on the opposite
side of this card.
C
(cc ss
OREGON
HIGHWAYS
tCC SS OR GO
Access Oregon Highways
LA S O P
r o L N B I Other State Highways
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POSITION PAPER
ACCESS OREGON HIGHWAYS
Access Oregon Highways are routes that are vital to Oregon's economy and to future development. They
support tourism, recreation and trucking, carry a high volume of traffic and connect ports, cities or borders.
State gas tax dollars are being concentrated on these 15 routes to make major improvements.
In a sense, these state highways are Oregon's "intrastate", comparable to the national interstate program.
They form a network for faster, smoother transportation of people and products across the state. They con-
nect Oregon to the interstate system.
On an Access Oregon Highway, the entire route is evaluated for long-term needs. Projects are planned
strategically, with the ultimate goal of having traffic move smoothly and safely at 55 miles an hour along the
length of the route.
Focused improvements will mean a better ride, a faster and safer trip. For the tourist or recreational driver,
it Is a more pleasant trip with less congestion and frustration. For the commercial driver, it is a faster haul
because of increased road capacity. For both, it is a safer trip on wider, straighter roads as new lanes, left
turn or passing lanes Improve traffic flow.
COAST CONNECTIONS
Oregon's coast means ports, shipping, tourism, recreation, forest products. Good connections from the
coastal cities to the Willamette Valley, Portland and I-5 are needed to support those activities. Access
Oregon Highways will upgrade those routes, among others. The faster trip reduces time between port and
plant, alleviates congestion between urban areas and the scenic coast.
Improving U.S. 30 from Astoria to Portland to an average speed of 55 miles an hour would save motorists
11 percent in travel time. For the 840 loggers and other heavy truckers using the road on an average day,
that saves 168 hours a day! Raising the drivable speed to 55 on Oregon 42 from Coos Bay to Roseburg
would save all motorists 1000 hours a day on that route. Improvements to U.S. 20 from Newport to
Corvallis would save 18 percent in travel time-23 hours a day for recreation traffic, 93 hours a day for
tnickers.
April 1989
PROGRESS
The first project is underway on U.S. 97 and will be completed this spring. Thirteen more contracts are
being let in 1989, with another 30 projects scheduled in 1990 and 1991. The 44 projects are expected to
total $130 million. Corridor studies, coordinated with the Economic Development Department, are in
progress to identify future projects; another $120 million will be spent in 1991-94.
WHAT'S NEXT
Projects totaling $389 million have been approved for development as candidates for Access Oregon
Highway projects. They and other projects identified from the corridor studies will compete for funding
when the Highway Division's Six-Year Improvement Program Is updated again in 1990.
FUNDING
State gas tax revenues from HB 2112 (1987) are phased in through a six-cent increase, with two-cent-a-gal-
lon increases in January 1988, 1989 and 1990. Truck weight-mile taxes will increase 16.67 percent in
January 1990. The state's share of the revenue-50 percent of the first four cents, 68 percent of the last
two cents- goes to Access Oregon Highways. The state's $250 million will be spent over a six-year period.
The volume of contracting is set to match the revenue available, with the Highway Division contracting out
the money as it comes in, rather than waiting to have all funding in hand.
FUTURE.NEEDS
With Access Oregon Highways, a long-range process begins to make major improvements to significant
routes off the interstate system. Funding the program at current levels will allow completion in 30 years.
Various funding alternatives have been discussed. Increasing the gas tax by an additional two cents a gallon,
with equivalent weight-mile tax for trucks, and increasing the registration fee by $5 would provide enough
revenue to finish the program much faster, with completion- outside the Portland area-in 17 or 18 years.
an addition to Access Oregon Highways, revenue generated by this package would: fund improvements on
interstate and other state highways; replace lost federal dollars'for bridge rehabilitation; and provide safety
improvements.) Longer-term continuing increases would shorten completion of the program to a reason-
able term.
f
`s
The Oregon Department of Transportation
i
C WAYS.
WESTERN BYPASS
SUNSET HIGHWAY TO I-5/I-205
The 20-mile Western Bypass is projected to run from the Sunset
Highway (U.S. 26), south to the I-5/I-205 interchange near
Wilsonville and Tualatin.
This project was Washington County's number one priority for ODOT's
1989-94 Six-Year Highway Improvement Plan. The county is the most
rapidly growing in Oregon. Between 1960 and 1985, Washington
County's population tripled and employment increased 400 percent.
This growth is causing increasing congestion on virtually all of
the regional travel corridors on the west side.
C Because of strong local and regional support, the Oregon
Transportation Commission included the proposed project in the Six-
Year Plan.
The project consists of two phases. The first phase will study
various corridors and mode opportunities such as light rail
transit, highway and bus service. Alternatives to be studied will
include transit and transit/highway combinations with and without
a new highway facility. A corridor-level Environmental Impact
Statement (EIS) will be prepared to evaluate the effectiveness of
alternative corridors to meet project goals and objectives and to
consider environmental impacts of the alternatives. Through this
effort, one corridor will be selected and advanced to the phase two
effort.
The second phase will include a design Environmental Impact {
Statement (EIS) to identify a specific alignment within the it
selected corridor. This effort will look at a range of alignments
for analysis in the EIS, for selection of the alignment that best
meets study goals and objectives.
This project will be funded by the state's Access Oregon Highway
program, which is funded by the gas tax increase approved by the
1987 legislature. s
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,,HIGHWAYS
SUNRISE CORRIDOR
I-205 TO ROCK CREEK JUNCTION (UNIT I)
ROCK CREEK JUNCTION TO U.S. 26 (UNIT II)
ODOT is beginning preliminary engineering studies for improvements
to the Sunrise Corridor. The developmental project essentially
extends the Milwaukie Expressway (Hwy. 224), east from its junction
with I-205 to the Mt. Hood Highway (U.S. 26) in two units.
The first unit, I-205 to the Rock Creek Junction, would be carried
on a new alignment from I-205 to approximately 135th, where it
would then generally follow the existing Highway 212/224 alignment
C east to the Rock Creek Junction. The second unit continues east,
generally following the existing Highway 212 through the
communities of Damascus and Boring.
In general, ODOT envisions a limited-access, expressway or parkway-
type facility with an interchange connection to the I-205 Freeway.
The Unit I segment of the expressway would be designed with at-
grade signalized intersections. Enough right-of-way would be
acquired to eventually convert them to interchanges.
The estimated cost of right-of-way acquisition and construction for
Unit I is approximately $50 million and $70 million for Unit II,
for a total of $120 million.
The project will be funded by the Access Oregon Highways Program,
which uses funs generated by the state gas tax increase passed by
the 1987 legislature. The Oregon Transportation Commission
allocated money for the project when it adopted the 1989-94 Six-
Year Highway Improvement Program.
Funding is available to proceed with preliminary engineering for
both units. Unit I is funded through the right-of-way phase, to be
completed in fiscal year, 1993. Unit II is approved through
preparation of the Final Environmental Impact Statement in fiscal
year, 1992. Neither unit is funded for construction at this time.
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PREFERRED CORRIDOR -
Mt. Hood Parkway
8/11/89
L.
~HIG,HWAYS
MT. HOOD PARKWAY
CORRIDOR ANALYSIS/LOCATION DESIGN
I-84 TO U.S. 26 CONNECTOR
The concept of a new limited-access roadway connecting the I-84
Freeway and Mt. Hood Highway (U.S. 26) is supported by the Oregon
Department of Transportation (ODOT). Over the past few years,
driving between these highways on the existing street system has
become increasingly difficult and* frustrating for the motorist.
Increasing travel demands promise to worsen the congestion unless
changes are made to the transportation system.
In 1987 and 1988, Multnomah County led a study of potential routes
for this new connection. The east county cities, the East
Multnomah County Transportation Committee, and the general public
were involved in the study identifying potential corridors for the
roadway.
The Oregon Transportation Commission has allocated funds to begin
a preliminary engineering study of the proposed new roadway. The
project will be funded through preparation of its Final
Environmental Impact Statement (FEIS) with no monies identified at
this time for acquisition of right-of-way or construction.
The project will be funded by the state's Access Oregon Highways
program, which uses funds generated by the state gas tax increase
passed by the 1987 legislature. Rough estimates for construction
range from $30-to-$50 million.
In August, the citizens and technical advisory committees
recommended a corridor (shown on the attached map). A corridor to
the east of this was rejected because of environmental and land-
use impacts and because it would not relieve traffic congestion as
well as the other corridor. If local jurisdictions concur with
this recommendation, ODOT will begin work on preliminary
engineering and drafting the environmental document in fall of
1989.
i
CHIGHWAYS,
ACCESS OREGON HIGHWAY ROUTES
REGION 1 - METROPOLITAN AREA
ROUTE NAME HIGHWAY(S)
Portland-Lincoln City OR-99W(Pacific Hwy. W)
OR-18 (Salmon River)
Sunrise Corridor (I-5 to US 26) OR-99E(Pacific Hwy. E)
OR-224(Clackamas)
OR-212(Clackamas-
Boring)
C_
Mt. Hood Parkway (I-84 to US 26) New Route
Heidi's Jct.-Madras US-26 (Mt. Hood)
US-26 (Warm Springs)
Portland-Astoria US-30 (Lower Columbia
River)
Western Bypass (US 26 to I-5/I-205) New Route
i
it
HIG WAYS
ACCESS OREGON HIGHWAY PROJECTS - REGION 1
Construction Year or Estimated Cost
Highway Name County *Dev. Mi.lstone $1,000
US=-99W Pacific Hwy. W. Washington Const. FY90 $ 1,350
Greenburg Rd.-Tualatin
River
(Pavement overlay)
US-99W Pacific Hwy. W. @ Washington Const. FY91 $ 2,800
Edy/Scholls (Sherwood)
(Modernization)
US-26 Mt. Hood Hwy. Clackamas Const: FY90 4,.060
Zigzag-Rhododendron
(Widening)
US-30 L. Col. Riv. Hwy. Columbia Const. FY91 $ 5,430
Rainier-Tide Creek
(Pavement overlay)
Mt. Hood Parkway Multnomah Dev. EIS FY91 $30,000-50,000
I-84-Mt. Hood Hwy.
(New Route)
US-30 L. Col. Riv. Hwy. Columbia Dev. R/W FY91 $•15,000
Columbia City-Warren
(Widening)
OR-212/224 Sunrise Cor. Clackamas
I-205-Rock Crk. Jct. Dev. R/W FY93 $ 50,000
(New Route)
Rock Crk. Jct.-Mt. Hood Hwy. Dev. EIS FY92 $ 70,000
(Widening)
Western Bypass Washington Dev. EIS FY92 $200,000
Sunset Hwy.-I-5/I-205 Int.
(New Route)
* Development project in FY89-94'six-year program construction funding.
not approved.
9-7-89.
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ItVOWATI
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• PrePa endoff
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Howard Ne
F
INFORMATION PACKET.- JUNE 1, 1989 PUBLIC MEETING
•1-5 at Highway 217/Kruse Way t_
Washington & Clackamas Counties
Location Design and Development of Alternatives
INTRODUCTION
II
The Oregon Department of Trahsportation (ODOT), Highway Division, is
nearing completion of preliminary engineering for a project to improve
traffic flow and capacity at the interchange between the Pacific Highway`
(Interstate 5) and the Beaverton-Tigard Highway (Highway 217), The
preliminary engineering work has studied the uses and problems of the
existing interchange, determined the current and future needs the
interchange should meet, developed alternatives which meet these needs, and
is currently. evaluating the impacts of the alternatives on traffic flow,
adjacent land uses, and other aspects of the environment.
This project Is classified as a developmental project. Funding has been
provided only for the preliminary engineering and environmental documen-
tation work. No schedule or funding has been established for final design
or for construction. The project will culminate in the publication of the
final environmental document in mid-1990. The target schedule is shown in
Figure 1.
PROJECT ELEMENT 1987 1988 1989 1990
PUK C WVOLMAOff
CITIM WVOLVEME4T PROGRAM e . TECHNICAL WVOLVOADC PROGRAM •
/404[7. COOiIO "IMN •
Q WO A ENMROWWWAL
AMLYM
TRA4W RCWATION NEI?D1 ANALYSES
LOCATION STTJOIES
• DATA COUACnON AM ANALYM
• PAVAPATM OF MAPP1PKi
• GEVILCMEW OF ALTERNATIVES
• EVALUATION OF ALTEPAATIVES
PREPARATION OF TECHNCAL REPORTS
PREPARAYMN OF 04VO40NMEWAL Z
ASSESSN®rT OOcumew O O
K t
U U
6 m
z
Ca u a
TARGET PROJECT SCHEDULE
Figure 1
121048.4
1
THE PROJECT AREA AND THE EXISTING ROAD SYSTEM
The project area extends generally from Carman Road on the south to Haines
Road on the north, and from S.W. 72nd Avenue on the west to the Kruse Oaks
vicinity on the east. The project area is shown in Figure 2.
i
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5 CtAC%AMAS Co.
I
j PROJECT AREA
3
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PROJECT AREANICINITY MAP
Figure 2
Interstate 5, Highway 217, S.W. 72nd Avenue and Kruse Way are the major
roads in this project. Interstate 5 is the primary north-south route
through the Portland area. The freeway carries large volumes of local and
commuter traffic, as well as long distance recreational and commercial
traffic.
121049.4
2
r
Highway 217 is a major freeway connecting Interstate 5 with the Sunset
.Highway, the Beaverton area, and destinations farther west and. north. The
interchange between 1-5 and Highway 217 provides connections for all
directions of traffic. The interchange is primarily controlled by traffic
signals; only one traffic movement - from southbound Highway 217 to
southbound 1-5 - does not pass through a traffic signal.
Southwest 72nd Avenue is a primary north-south street in the City of
Tigard. The S.W. 72nd Avenue bridge across Highway 217 provides the only
access from the portion of Tigard south of Highway 217 to the "Tigard
Triangle" area between 1-5 and Highway 99W. The S.W. 72nd Avenue/Highway
217 interchange is included in this project because of its proximity to the
I-5/1-lighway 217 interchange. Potential Improvements at 1-5 must be
analyzed for their effect at the S.W. 72nd Avenue Interchange.
Kruse Way is a major arterial connecting I-5 with the area to the east.
This four-lane arterial serves the commercial properties on the east side
of the freeway, and is a major route between 1-5 and Lake Oswego.
THE NEED FOR THE PROJECT
The I-5/1-Iighway 217 interchange was built approximately 20 years ago.
Until recently, the interchange has been adequate for the traffic demands
it served. However, with increases in traffic volumes resulting from
continued development of Lake Oswego, Tigard, and areas further to the west
and north, traffic delays and congestion now occur regularly during peak
periods. Most of the traffic at the interchange travels between Highway
217 and 1-5 south of Highway 217. Delays and congestion occur most
frequently at the northbound exit from 1-5 to Highway 217, on the Highway
217/Kruse Way bridge crossing 1-5, and on the ramp connecting southbound
Highway 217 to southbound 1-5.
Delays, congestion, and the accompanying safety problems will worsen as
traffic volumes continue to grow. Designs for improvements to the
interchange need to consider not only the existing traffic volumes, but
also future demands. The intent of this project is to determine the best
alternatives for alleviating traffic problems, not just in the near term
but also well into the future. The year 2015 is the "design year" for
this project. The effectiveness of possible alternatives is measured by
the ability to serve the design year traffic volumes.
Forecasts of peak period traffic volumes for the year 2015 are illustrated
in Figure 3, along with existing peak period volumes. The diagrams show
peak period directional demands. The numbers indicate two-way volumes in
vehicles per hour, and also the proportional increase of the year 2015
traffic over the existing traffic.
121048.4 f.
3
r
Sao
300 400
sago
HWY 217 : %3 Z r .
6090 yf ew:•::C<{•:t•r:
w: 730 • 650
460 KRUSE WAY
290 2910
op,
930 9580 950
EXISTING (1987) 6150
2900 E
2.61 6600
1.4s
Soo 9so
2.67 2.38
1100
:CNWY 217 Z 1.51 1450
1
9620 xx
1.7
1.56
•w
1.i SE WAY
KRU
6100
J00
1.52 600 2.10
2.07 8S0
4800 2.43
1.34
1650
1.99 11700
CESIGN YEAR (2015) 1.43
COMPARISON OF PEAK TRAFFIC VOLUMES
EXISTING VS. YEAR 2015 M P3K HOUR 2-WAY VOLUMES
Figure Comparing the two diagrams in Figure 3 shows that the primary traffic 17 and 1-5
show that Highwa
o her 2direct oval
demand at the interchange will diagrams oabso between
south of Highway 217• The 9 even
will demands will increase as well, nd affic to grendater
from r Kruse nWayTfor the
be the case particularly for the
traffic demands at S.W. 72nd Avenue, and for traffic demands between
Highway 217 and 1-5 north of the interchange.
Analysis of these traffic volumes es and the problems lneitherera` anoge ~config-
uration shows that the primary traffic
caused by:
121048.4 4
• lack of capacity on the northbound loop ramp from 1-5 to Highway 217,
r lack of lane capacity on Highway 217 between Kruse Way and S.W. 72nd
Avenue,
• lack of capacity on the southbound ramp from Highway 217 to 1-5,
• weaving conflicts on Highway 217 between 1-5 and S.W. 72nd Avenue,
• lack of lane capacity on 1-5 between Carman Road and Haines Road,
• weaving conflicts on 1-5 between Carman Road and Haines Road,
• lack of capacity for merging and diverging traffic at ramps on 1-5
between Carman Road and Haines Road.
To solve these problems, alternatives for improving the interchange should
attempt to:
• provide direct connections between 1-5 and Highway 217 for the heaviest
demands,
• reduce the total volume of traffic on 1-5 between Carman Road and
Haines Road,
• eliminate weaves on Highway 217 between 1-5 and S.W. 72nd Avenue,
• reconfigure specific ramp and intersection elements to provide needed
capacity,
• separate freeway traffic from local traffic on Highway 217 between 1-5
and S.W. 72nd.
THE PROJECT GOAL AND OBJECTIVES
The goal of this project is to develop alternatives which will improve the
safety and operation of the 1-5/Highway 217 interchange- To assist in
developing and evaluating alternatives, a set of objectives was created
early in the project. The objectives are:
1. To ensure that the interchange improvements also improve the safety and
operation of Interstate 5 where feasible, and that adverse impacts on
Interstate 5 are minimal or nonexistent;
2. To provide an interchange configuration and to promote traffic flow
patterns that are compatible with city and county land use and
transportation plans;
121048.4
5
3. To avoid improvements to the freeway which directly or indirectly
encourage freeway traffic to use surface streets;
4. To design the freeways, ramp terminals, and Surface streets, using
desirable design standards, to operate at level of service "C"
through the 2015 design year; but also to ensure that individual
sections of freeway are not improved to such extents that the improved
sections have much greater capacity than adjacent, unimproved sections;
5. To minimize impacts of the improvements on adjacent private property;
6. To maintain adequate access to the west Lake Oswego area from the
I-5/Highway 217 interchange;
.7. To maintain adequate access to the City of Tigard from Interstate 5 and
Highway 217;
8. To construct improvements while traffic operations are maintained;
9. To maintain pedestrian and bicycle traffic on all designated pedestrian
and bicycle routes;
10. To implement improvements in phases, to spread costs over many years.
THE DEVELOPMENT OF ALTERNATIVES
The development of alternatives started with a study of many preliminary
configurations. Through a series of modifications and refinements, two
alternatives have emerged. Alternative A is illustrated in Figure 4, and
Alternative B is shown in Figure 5. Briefly, the alternatives can be
described as follows:
e Alternative A separates Highway 217 from Kruse Way by relocating
Highway 217 to north of the existing alignment. The northbound 1-5 to
northbound Highway 217 connection would cross below 1-5 through a
tunnel. The roadway would not be in a tunnel west of 1-5, but would be
sunken to minimize impacts. The southbound Highway 217 to southbound
1-5 connection would parallel the northbound connection until it joins
1-5. The relocated Highway 217 would join existing Highway 217 in the
vicinity of S.W. 72nd Avenue. Kruse Way would be extended to S.W. 72nd
Avenue, intersecting S.W. 72nd Avenue at Hunziker Street. The extended
Kruse Way would provide an east-west surface street route between the
cities of Lake Oswego and Tigard.
Interstate 5 itself would be improved by collector-distributor roads
along northbound and southbound 1-5. The collector-distributor roads
121048.4
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HNTB ALTERNATIVE A
RELOCATED HIGHWAY 217
FIGURE 4
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HNTB ALTERNATIVE B
DIRECT 1-5IHWY 217 CONNECTION, WITH
f COLLECTOR-DISTRIBUTOR ROADS ALONG 1-5
FIGURE 5
would remove weaving traffic from 1-5, allowing it to function more
. freely.
o Alternative B also separates Highway 217 from Kruse Way, but maintains
parallel Highway 217 and Kruse Way alignments through the existing
corridor. The northbound I-5 to northbound Highway 217 connection would
pass over I-5 on a new bridge and would join southbound Highway 217 west
of 1.5. Eastbound and westbound Kruse Way would be separated by Highway
217; eastbound Kruse Way would be on the south side of Highway 217 and
westbound Kruse Way would be on the north side. Eastbound and westbound
Kruse Way would terminate at S.W. 72nd Avenue. To minimize congestion
on S.W. 72nd Avenue south of Highway 217, Hunziker Street would be
realigned on a new bridge across Highway 217, and would intersect S.W.
72nd Avenue at Hampton Street.
As in Alternative A, collector-distributor roads would improve the
operation of northbound and southbound 1-5.
The configurations of the two alternatives are similar in that each would
provide direct connections between Highway 217 and 1-5 south of Highway
217. The direct connections would serve the. major demands at the
interchange, allowing the high traffic volumes to bypass the. intersections.
The primary differences between the alternatives are the locations of the
1-5/Highway 217 connections, and the resulting separation of Kruse Way and
Highway 217.
EVALUATION OF THE ALTERNATIVES
Both alternatives would meet the goal of this project, which is to improve
the safety and operation of the 1-5 interchange. In relation to the
objectives, the two alternatives are similar in some aspects and different
in others. A brief evaluation considering the objectives is summarized in
Table 1.
With regard to the objectives, the primary differences between the
alternatives are related to property impacts and the operation of Kruse
Way. Most of the parcels of property affected by Alternative B are
developed. Constructing Alternative B would displace several existing
businesses. Alternative A affects property which is currently undeveloped,
although, because of the time that will pass before right of way can be
purchased, it is possible that development of these properties could become
a consideration.
Alternative A offers greater separation of Kruse Way from Highway 217.
Functionally, this means somewhat less mixing of Kruse Way and Highway 217
traffic. In addition, Alternative A provides more access to the Tigard
Triangle from the freeway and arterial system, and a direct surface street
( connection between the City of Tigard and Lake Oswego.
121048.4
9
OBJECTIVE ALTERNATIVE A ALTERNATIVE 8
I. To ensure that the Interchange Improvements 1-5 would be Improved by collector-distributor 1.5 would be Improved by collector-distributor
also improve the safety and operation of roads. Temporary adverse Impacts would result roads. Temporaryadverse impacts would result
Interstate 5 where feasible, and that adverse from construction, from construction.
impacts on Interstate 5 are minimal or
nonexistent
2. To provide an Interchange configuration and to No significant effect on City of Lake Oswego or No significant effect on City of Lake Oswego or
promote traffic flow pallet as that are county plans. Extension of Kruse Way as an county plans. Connection of Hunziker Street to
compatible with city and county land use and arterial to SW 72nd Avenue would be compatible Hampton Street could Improve access to and from
lransporlallon plans with City of Tigard plans. the Tigard Triangle.
3. To avoid improvements to the freeway which Capacity of freeways and ramps would generally be Capacity of freeways and ramps would generally be
directly or Indirectly encourage Ireeway adequate to encourage Irseway traffic to remain on adequate to encourage Ireeway traffic to remain on
traffic to use surface streets freeways. S13 1.5 to NO Hwy 217 traffic would be freeways.
forced to mix with W8 Kruse Way traffic, between
1-5 and SW 72nd.
4. To design the freeways, ramp terminals, and Capacity of freeways would be balanced with adja- Capacity of freeways would be balanced with adja-
surface streets, using desirable design Ilan- cent sections, operation at LOS 0 to E would be cent sections; operation at LOS 0 to E would be
dards, to operate at LOS C through the 2015 expected. Surface sliest Intersections are ex- expected. Surface street Intersections are ex-
design year; but also to ensure that Individual pected to operate al a similar level of service. pected to operate at a similar level of service.
sections of freeway are not Improved to such ex-
tents that the improved sections have much greater
capacity Than adjacent, unimproved sections.
5. To minimize impacts of the Improvements on adjacent Significant Impact on several undeveloped prop- Significant impact on 5 businesses on east side of
private property sides in the Tigard Triangle north of existing 1.5 south of Kruse Way. Properties west of SW
Hwy 217. Some Impact on east side of 1.5. 72nd Ave. and north and south of Hwy 217 would be
Property west of SW 72nd and north of Hwy 217 required.
would be required.
6. To maintain adequate access to the west Lake Oswego Access to west Lake Oswego area from 1.5 and Hwy Access to west Lake Oswego area from 1.5 and Hwy
area Irom the 1-5/Highway 217 Interchange 217 would be generally unchanged. Access from 217 would be generally unchanged. Access to Lake
Tigard would be Improved. Oswego from Tigard would be slightly Improved.
7. To maintain adequate access to the City of Tigard Access to the Tigard Triangle from 1.5 would be Access to Tigard from 1.5 would be generally
Irom Interstate 5 and Highway 217 Improved with the 681h Pa1kway1K1use Way Inter- unchanged. Improved ramps at SW 72nd Ave. Would
section. Access to the City of Tigard would be Improve access Irom Hwy 217 to Tigard.
Improved with the extension of Kruse Way to
Hunzlker St.
8. To construct Improvements while traffic operations The relocated Hwy 217 alignment could help mini- Construction In the Kruse WayMwy 217 corridor
are maintained mlze impacts of construction on Hwy 217 traffic. would be difficult under traffic. Four bridges
Minimizing disruption of traffic at Hwy 217 and SW would be constructed, and 2 widened, over existing
72nd Ave. would be a challenge. Three new bridges traffic. One tunnel would be constructed below
would be constructed, and 2 widened, over existing traffic.
traffic; 3 funnels would be constructed below traffic.
9. To maintain pedestrian and bicycle 1r4lliC on all Pedestrian and bicycle routes could be maintained. Pedestrian and bicycle routes could be maintained.
designated pedestrian and bicycle routes
10. To implement improvements In phases, to spread Phasing of Improvements would be possible. Phasing of Improvements would be possible.
costs over many years
SUMMARY EVALUATION OF ALTERNATIVES
Tabl .
The costs of the two alternatives are expected to be similar. Preliminary
estimates, shown in Table 2, indicate a total cost for Alternative A of
approximately $43 million and for Alternative B of approximately $46
million.
Alternative A Alternative B
Construction Cost $38.0 Million $39.1 Million
Right-of-Way Cost 4.7 Million 6.8 Million
Total Cost $42.7 Million $45.9 Million
PRELIMINARY COST SUMMARY
Table 2
These costs are more than what is practical to fund at any one time. For
either alternative to be feasible, implementation in phases over a
multi-year period must be possible. As noted for Objective #10 in Table 1,
building either alternative in phases appears to be feasible. A detailed
phasing plan for one or both alternatives will be developed in future work.
THE NEXT STEPS
Two alternatives for improving the 1-5/Highway 217 interchange have emerged
from the work of this project. The next steps in this phase of the project
are to assess public views of these alternatives and make final revisions
as needed. Technical reports describing the alternatives, explaining how
the alternatives were developed, and evaluating the impacts of each will
then be prepared. The technical reports will be used to prepare the
environmental document for the project. The environmental document must be
approved before the project can be considered for construction funding. .
A draft version of the environmental document will be published for public
review. As indicated in Figure 1, the target schedule calls for the draft
to be published in Spring of 1990. This will be the next formal
opportunity for public review. Public comments on the draft document will
be incorporated into the project, and a final document recommending an
alternative will be published. The final document will be reviewed by
state and federal agencies. Upon. approval of the document, the project
will be a candidate 'for construction funding. If funding is obtained, the
final design will be prepared, right of way will be acquired, and
construction of the improvements will be started.
121048.4
tt
IDEAS OR COMMENTS?
Your Input Is important and welcome. The following page is a form intended
for your. ideas and comments. If you wish to share any ideas or make any
comments, please write them on this form and either leave the form with one
of the project team members or send it to the address below:
1-5 a Highway 217/Kruse Way Project
1300 N.W. Northrup Street
Portland, Oregon 97209
Thank you for your participation.
121048.4
12
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EXECUTIVE SUMMARY
WATER SYSTEM MASTER PLAN
Prepared for
CITY OF LAKE OSWEGO, OREGON
' Q PROF
C, IN Z"
833
OREG y
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oB~R
Prepared by
CH2M HILL
Portland, Oregon
' June 1988
PD930.052.2
l
a CONTENTS
Page
SECTION 2--EXECUTIVE SUMMARY 2-1
Section 1--Introduction 2-1
Section 2--Executive Summary 2-1
Section 3--Study Area and Demographics 2-1
Section 4--Water Requirements 2-2
Section S--Existing Water System 2-5
Section 6--Water System Master Plan 2-15
TABLES
4-4 Existing Service Area Population and
Water Demands 2-4
1 4-7 Projected 5-year and Ultimate Population
and Water Requirements 2-6
6-8 Fire Flow Requirements--Lake Oswego Schools 2-18
6-9 Fire Flow Requirements by Service Level With
and Without Automatic Sprinklers in Schools 2-19
6-11 Capital Costs for Storage Reservoir
Improvements Without Sprinkled Schools 2-21
6-12 Capital Costs for Storage Reservoir
Improvements With Sprinkled Schools 2-22
6-13 Fire Flow Deficiencies and Capital Costs
for Improvements--Without Sprinkled Schools 2-23
6-14 Fire Flow Deficiencies and Capital Costs
for Improvements--With Sprinkled Schools 2-24
6-16 Capital Improvements Program and Cost
Estimates--Scenario 1--Lake Oswego Only--
Without Major Fire Flows Sprinkled 2-27
6-17 Capital Improvements Program and Cost
Estimates--Scenario 2--Lake Oswego plus
Tigard--Without Major Fire Flows Sprinkled 2-31
6-18 Capital Improvements Program and Cost
Estimates--Scenario 1--Lake Oswego Only—
With Major Fire Flows Sprinkled 2-36
6-19 Capital Improvements Program and Cost
Estimates--Scenario 2--Lake Oswego plus
Tigard--With Major Fire Flows Sprinkled 2-40
PD983.013.2
FIGURES Page
~4-
3-1 Population Projection 2-3
5-1 Existing Water Transmission System 2-8
5-2 Existing Water System Schematic 2-10
5-3 Water Treatment Capacity Requirements--
Scenario 1--Lake Oswego Without Tigard 2-11
5-4 Water Treatment Capacity Requirements--
Scenario 2--Lake Oswego With Tigard 2-13
6-6 Proposed Water Transmission System--
Scenario 1--Lake Oswego Only 2-35
6-7 Proposed Water Transmission System-- '
Scenario 2--Lake Oswego plus Tigard 2-35
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PD983.013.3
Section 2
EXECUTIVE SUMMARY
u SECTION 1--INTRODUCTION
The purpose of the water master plan study is to provide the
City of Lake Oswego a plan to serve as the principal guiding
document for providing municipal water service within the
City's Urban Services Boundary. The master plan follows the
objectives, goals, and guidelines established by the City's
Comprehensive Plan.
The scope of the water system master plan study includes the
following primary tasks:
• Task 1--Develop and Analyze Planning Criteria
a Task 2--Develop Hydraulic Model
• Task 3--Evaluate Present System
• Task 4--Evaluate Raw Water and WTP Pumping Capa-
bility
• Task 5--Evaluate System Development Charges
• Task 6--Recommendations and Report
Task 5, Evaluate System Development Charges, is presented in
a separate document.
SECTION 2--EXECUTIVE SUMMARY
F
This section, bound separately, is the Executive Summary for
the Water System Master Plan.
SECTION 3--STUDY AREA AND DEMOGRAPHICS
The study area for the water master plan is the area encom-
passed by the Urban Services Boundary as established by the
City's Comprehensive Plan. The study area includes all of
the City of Lake Oswego as well as the Forest Highlands,
Lake Grove, Rivergrove, Southwood Park, Skylands, Glen-
morrie, old Alto Park, and portions of the Palatine Hill
water districts.
The City of Lake Oswego's water service area extends beyond
the City's existing boundaries. Retail customers are served
outside the existing city boundaries in areas such as the
Forest Highlands. The estimated population within the
City's water service area as of 1987 was 28,165 people.
This population estimate includes only retail customers
served by the City and does not include the population
within those areas the City provides wholesale water service
such as Tigard or Lake Grove.
PD983.012 2-1
The population within the existing water service area is
projected to reach 45,018 at ultimate growth, projected to
be 2012. This population increase will be the result of
redevelopment of existing older areas and development of
vacant areas. The ultimate population within the urban ser-
vices boundary is projected to be 54,077 by 2012. This pop-
ulation increase will be the result of the City providing
service to areas such as Lake Grove and Rivergrove. The
projected growth in population for the existing service area
and the area within the Urban Services Boundary are shown in
Figure 3-1. The estimates of ultimate population do not
include vacancy factors because the purpose of the water
system master plan effort is to project total water service
requirements.
SECTION 4--WATER REQUIREMENTS
Historical Water Demands
The annual average day demand for the water system for the
period from March 1986 to February 1987 was 8.31 million
gallons per day (mgd). Of the total annual use, Lake Oswego
accounted for 53 percent and Tigard Water District accounted
for 45 percent. The remaining 2 percent was sold to other
' outside users such as Lake Grove. The existing average day
per capita use for Lake Oswego is estimated to be 158 gal-
lons per day (gpd).
Water suPp1y, treatment and pumping facilities are typical-
ly designed to meet the demands of the water system on the
maximum day of use. The maximum day demand for Lake Oswego
will occur during periods of prolonged high temperatures
when outside uses of water are the greatest. The estimated
demand on the maximum day for the entire water system is
18.8 mgd broken down by users as follows: 10.3 mgd by Lake
Oswego, 8.4 mgd by Tigard, and the remaining 0.1 mgd by
other outside users (see Table 4-4).
Water demand peaking factors define the ratio of water
demands during a peak use period to the water demands during
an average use period. The peaking factors are used to
project the future peak demands of the water system given an
estimate of the average demands. The ratio of the existing
system maximum day demand to the annual average day demand
is 2.31. The ratio of the existing system peak hour demand
to the annual average day demand is 3.30.
l
Projected Future Water Demands
k'.
Future water demands were projected for 1992 and at ultimate E;
growth (2012). Water demand projections for areas within
the Urban Services Boundary were made using the information
provided by the City's planning department. A meeting was
PD983.012 2-2.
60
50
Population Within
Urban Service Boundary
Served by Water
System *
ao
`tA
0
o
0
~I,~ Population Within Existing
2 30 3~g~I~A City Service Area**
0
a
Z
a
n
a
20
f~
10
1987 1992 1997 2002 2007 2012
YEAR
* Includes all areas within USS to be served by city water system
Does not include outside water districts with exception of Forest Highlands
Figure 3-1
POPULATION PROJECTION
LAKE OSWEGO WATER MASTER PLAN
2
P22598.AO -3
i
Table 4-4
EXISTING SERVICE AREA POPULATION AND WATER DEMANDS
LAKE OSWEGO WATER MASTER PLAN
ADDc MDDd
Population (mgd) (mgd)
Lake Oswego 28,165 4.45 10.3
Tigard 24,050a 3.80 8.40
a
Lake Grove 973 a 0.154 -b
Other Outside Users 204a 0.032 0.074 '
Total 53,392 8.44 18.8
aBased on 158 gpd/capita.
bNo use during maximum day.
cADD - Average Day Demand
dMDD - Maximum Day Demand
PD930.032.1 2-4
held with representatives from all water districts within
the Urban Services Boundary and Tigard Water District. In-
formation was gathered to help determine future water
demands for the outside users and the expected time frame
for when the outside users would become integrated with Lake
Oswego's water system. Tigard Water District provided
projections of future demand through 2012. Tigard's 2012
F demand projection is not an estimate of ultimate demand
because no estimate of ultimate demand currently exists.
As shown in Table 4-7, the ultimate maximum day demands for
the planning area are 19.8 mgd without Tigard and 36.7 mgd
with Tigard. The 2012 demands for Tigard are not necessari-
ly ultimate demands. The estimated population within the
service area at ultimate (2012) is 54,077 without Tigard and
100,533 with Tigard. The ultimate demands shown in Table 4-7
include all ultimate demands projected for the areas within
the Urban Services Boundary except for the area within the
Palatine Hill Water District.
SECTION 5--EXISTING WATER SYSTEM
Water Supply
The existing source of water for the City of Lake Oswego is
the Clackamas River near Gladstone. The City of Lake Oswego
has a water rights permit for 50 cubic feet per second (cfs)
(32.3 mgd) with a priority date of March 14, 1967. The City
also has a permit for an additional 9 cfs (5.8 mgd) from the
Clackamas River with a priority date of July 5, 1975. A
third permit exists for 6 cfs (3.9 mgd) of water from the
Willamette River with a priority date of March 24, 1977.
The State of Oregon's minimum streamflow requirements for
the Clackamas River would take precedence over the 9 cfs
permit, but not the 50 cfs permit. The Willamette River
permit was taken out to provide an emergency source of water
in case there was a problem with the Clackamas River supply.
There are no permanent facilities to pump water from the
Willamette River.
There should be sufficient water in the Clackamas River dur-
ing a dry year for the City to divert up to its 50 cfs
right. Improvements will be required at the existing raw
water intake and pump station to divert the full 50 cfs.
Minimum streamflow requirements may preclude the City from
using its 9 cfs Clackamas River permit during a dry year.
Additional Willamette River water rights may be obtained for
municipal use purposes. Willamette River water would be
needed for requirements in excess of 50 cfs.
Raw Water Intake and Pump Station
The raw water intake on the Clackamas River consists of a
concrete intake/clearwell structure with a travelling water
PD983.012 2-5
Table 4-7
PROJECTED 5-YEAR AND ULTIMATE
POPULATION AND WATER REQUIREMENTS
LAKE OSWEGO WATER MASTER PLAN
5-Year Ultimate
ADD MDD ADD MDD
User/District Population (gpd) (gpd) Population (mgd) (mgd)
Lake Oswego 33,146 5.24 12.1 45,018 7.11 16.5
Glenmorrie b b b 609 0.096 0.222
Lake Grove 973 0.154 0.355 2,921 0.462 1.07
Alto Park 41 0.007 0.015 144 0.023 0.053
Rivergrove b b b 4,302 0.680 1.57
Skylands 163 0.026 0.060 225 0.036 0.082
J Southwood Park - b b 858 0.136 0.313
rn
Subtotal 34,323 5.43 12.5 54,077 8.54 19.8
(w/o Tigard)
Tigard 31,266 4.94 11.4 46,456a 7.34a 16.9a
Total (w/Tigard) 65,589 10.4 23.9 100,533 15.9 36.7
aEstimated for 2012.
bCurrently not served by Lake Oswego, but projected to ultimately be served by Lake Oswego.
PD930.033.3
screen and four vertical turbine close-coupled raw water
pumps. Pumping tests performed as part of this study
determined that the capacity of the three smaller pumps
operating in parallel is 14.7 mgd. The capacity of all four
pumps operating in parallel is 18.1 mgd. Loss-of-head tests
performed on the raw water transmission pipeline determined
that, because of increased friction losses in the pipeline,
the pipeline's capacity in certain sections has decreased to
as little as 82 percent of the capacity expected for a new
pipeline.
y Water Treatment Plant
The existing water treatment plant (WTP) can produce up to
16.1 million gallons per day (mgd) of treated (finished)
water. The facility consists of chemical addition, rapid
mix, floc development and settling in contact basins, gravi-
ty filtration using tri-media filters, and disinfection with
chlorine. The plant's capacity to treat water is greater
than the capacity to pump finished water from the plant into
the City's transmission and distribution system. The fin-
ished water is pumped from the plant's clearwell using a
combination of four vertical turbine close-coupled finished
water pumps.
Using information obtained during pumping tests performed as
part of this study, the capacity of the smaller three pumps
operating in parallel is 14.4 mgd. These three pumps were
installed as part of the original treatment plant construc-
tion in 1968. The fourth pump, installed as part of the
treatment plant expansion in 1980, is not designed to oper-
ate in parallel with the other three pumps; therefore, there
is no capacity increase when all four pumps are operating.
Loss-of head tests performed on the first 10,000 feet of
24-inch-diameter transmission main from the plant to the
city indicated that the capacity of the pipeline is as
little as 73 percent of the estimated capacity of a new pipe-
line. The results of these tests were verified by perform-
ing two additional sets of identical tests. The reason for
the apparent loss of pipeline capacity is not clear and
could be attributed to one or several factors such as in-
creased friction due to deterioration of internal linings,
unknown pipeline restrictions, and possible problems caused
by excessive surge pressures in the past. The pipeline
capacity situation requires further investigation beyond the
scope of this study to identify the specific problem and to
correct it.
c
Transmission, Distribution Pumping, and Storage
a
The existing water transmission system, including pump
stations and storage reservoirs, is shown in Figure 5-1. fi
The transmission and distribution system is divided into 10 F
t
PD983.012 2-7
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primary service levels or pressure zones. This large number
of levels is required because of the varied topography
within the service area. Water is pumped from one zone to
the next with as many as six pump stations required to pump
( water from the Clackamas River to the highest service level.
! This high reliance on pumping makes the system vulnerable to
power outages and equipment breakdowns.
There are 12 pump stations in the Lake Oswego system, in-
cluding the raw water pump station on the Clackamas River
and the finished water pump station at the WTP. The system
also contains 13 storage reservoirs with a total capacity of
15.5 million gallons (MG). The reservoirs range in capacity
from the 200,000-gallon Cook's Butte reservoir to the 4-MG
Waluga reservoir.
Figure 5-2 presents a schematic of the existing water system
showing the various service levels, pump stations, and stor-
age reservoirs.
System Analysis and Evaluation
t+.
Alternatives for Surplus Water Sales. The analysis of the
existing and future water systems took into account two
alternatives for surplus water sales to the Tigard Water
District.
• Scenario 1--Lake Oswego sells Tigard only surplus
water in excess of the requirements of the users
within the City's Urban Services Boundary.
• Scenario 2--Lake Oswego provides water to meet the
maximum day water demands of the Tigard Water Dis-
trict throughout the planning period.
Water Supply and Treatment--Scenario 1. The projected maxi-
mum day demands of users within the Lake Oswego Urban Ser-
vices Boundary (planning area) with and without the maximum
day demands of the Tigard Water District are shown in Figure
5-3. The existing maximum day capacity of the water system
is 14.4 mgd, limited by finished water pumping capacity.
The existing water treatment, pumping, and transmission sys-
tem can meet the projected needs of the users within the
planning area through 1997. If the finished water pumping
facilities are improved to meet the 16.1-mgd treatment
capacity of the WTP, the existing facilities will meet pro-
jected needs of the planning area through 2001. The raw
water pumping, finished water pumping, and WTP facilities
will require expansion to a capacity of 20 mgd to meet the
ultimate (2012) needs of Lake Oswego's planning area (Sce-
nario 1).
PD983.012 2-9
1
i
LEGEND
EXISTING
OVERFLOW ELEVATION (FEET1
1000
RESERVOIR
VOLUME IMG1
ALTITUDE VALVE MT. PARK SUMMIT dT' * Q
1000 ► 'f"TQ~tr~l p
PUMPSTATIOHW/NO.PUMPSASSHOWN ~ _ SM
CAPAGTY W/ LARGEST PUMP OUT ~7, SUMMIT P.S. 204 :3 mi 900
ca it
J" of sERVtcE `(J- ,•1- _
IL
a PRESSURE REDUCING VALVE
900 TRANSMISSION PIPELINE - - - - - - - Y
n_ - METER I McNARV p a
Z"r UTH SIDE OF LAK K McNARY P.S. - y
800 114751 -1
COOrS m_"j t • - - - - 700
700 CITY VIEW it FOREST HIGHLANDS >
- us" 600
N M e ¢
I I.0 -i
up W
p - S BUTTE z
P.S. W z
0 GOD T - - - - - - 1J ItMI KERR RD. P.S.
fOL 1 2
1 J U& soo 0
'
If
= p TOUCHSTQNE_~' F p W <
t.o >
y2 W
PALISAD ~
KAU$ 'b TOUCHSTONE P.S. U,5 rn W
I SOD i t.0 PALISADES P S.
II11f) KNAUSS/L A4f) _ - - - ~O
r~.r 400
> L- - - - - -1
100 I ' TENTH a I ~W--A-L;U~eG~A o = 300
w SOUTmmol+ STREET =Y
WALUGA P.S. U p
SOUTHSIDE P.S. o.f (4sw► - - O <
300 M I _ - ItfM) TENTH ST. P.S. 1 ~
MeVEY 4-()-- P.S I - _ ItNp - 4-- - -TIGARO W.D. 200
- --L--_-1 - to
200 CSX
M F 100
_ 2
t~ f - - - - - - - - - - - - - WTP CLEARWEILANDFINISHED' f ~F
100 (18 MOD) WATER P1SOS0) STATION_ -
3 - t- o
FIGURE G 5-2
0 CLACKAMAS RIVER INTAKE EXISTING WATER SYSTEM SCHEMATIC
Lake Oswego Water Master Plan
AND PUMP STATION
(1000)
F22$U AO
f 40
35 /
30 /
25 /
Z /
Q
/ WTP
20 Ex pa sion .20.0
W
W
a WTP 09911 in
Capacity
D 16.1
Q 15
00~ Current WTP Capacity
10
5 Maximum Demand w/o Tigard
Maximum Demand w/ Tigard
- WTP Output
1987 1992 1997 2002 200' 2012
YEAR
Figure 5-3
WATER TREATMENT CAPACITY
REQUIREMENTS - SCENARIO 1 -
2-11 LAKE OSWEGO WITHOUT TIGARD •
P2259e.AO Lake Oswego Water Master Plan
t
Under Scenario 1, surplus water sales to Tigard will be pos-
sible throughout the year. However, on days of maximum
( demand, Lake Oswego would only be capable of supplying a
r fraction of Tigard's needs. The amount that could be sup-
plied to Tigard on the maximum day under Scenario 1 is the
difference between the water system's capacity and the plan-
ning area's demands as indicated in Figure 5-3.
Water Supply and Treatment--Scenario 2. The existing maxi-
mum day demands of Lake Oswego and the Tigard Water District
greatly exceed the capacity of the existing water system.
The combined maximum day demand of Lake Oswego and Tigard is
18.8 mgd, 4.4 mgd greater than the 14.4-mgd capacity of the
existing system. If Lake Oswego is to continue to serve the
full maximum day demands of Tigard (Scenario 2), the raw
water pumping and transmission facilities, WTP, and finished
water pumping and transmission facilities will require ex-
pansion as soon as possible.
Two alternative sources of water were investigated for Sce-
nario 2. One alternative is to continue to use water from
the Clackamas River. As indicated in Figure 5-4, the demands
of the system with Tigard are projected to exceed the 50 cfs
(32 mgd) rights on the Clackamas River by 2004 and water
from the Willamette River will be required to meet the addi-
tional projected demands. In order to meet the 2012 maximum
day demand of 37 mgd, a new WTP with a minimum capacity of 5
mgd would be required to treat Willamette River water.
The second alternative assumes all additional water in
excess of the capacity of the existing WTP would be obtained
from the Willamette River. A new WTP to treat Willamette
River water would be required with an initial capacity of
10.5 mgd and an ultimate capacity of 21 mgd. As shown in
? Figure 5-4, the initial construction would be required as
soon as possible, with the second phase of construction
required to be completed by 1996.
Distribution Pump Stations. An evaluation of the capacity
of the existing distribution pump stations determined that
the Waluga, Kerr Road, and Southside pump stations will re-
quire additional capacity to meet projected ultimate
demands. The Kerr Road and Southside pump stations are cur-
rently at or under capacity.
Storage Reservoirs. Storage reservoir requirements were
determined for the existing, 5-year (1992), and ultimate
(2012) demands. Storage volumes were determined for fire
flows, peaking (daily demand fluctuation.), and emergency
requirements. The combination of the :hree components
(fire, peaking, and emergency) determined the total storage
volume required within each service level. The following
describes how each storage component was determined.
PD983.012 2-12
40
I
37 .0
r
O
Phase 2 - Now WTP Now S. mad
/
35 (10.5 mod) `I WTP
32.0 Ole .00
30 I /
I /
I 6.5
p 25 /
I 16 mga Expansion
o / of Exst P
z V
W T
W 20 / (10.5 mod
~ II
M 16.1E
X 15
Design C pacify
Exst WTP
10
_ I l
5 ~ Maximum Demand w/o Tigard
Maximum Demand w/ Tigard
WTP Output - Expansion of Exst WTP
WTP Output - New WTP
1987 1992 1997 2002 2007 2012
YEAR
Figure 5-4
WATER TREATMENT CAPACITY
REQUIREMENTS - SCENARIO 2.
LAKE OSWEGO WITH TIGARD
2-13 Lake Oswego Water Master Plan
P22598.A0
• Fire Flow--Storage volumes for fire flow were
determined using the greatest fire flow for each k
service level as determined by the Lake Oswego '
Fire Marshal. Guidelines recommended by the In-
surance Services Office were used to establish
fire flow requirements for existing buildings.
The City of Lake Oswego's current ordinances
limiting maximum fire flow requirements to 2,000
gallons per minute (gpm) were assumed to apply to
all new areas or buildings to be served by the
water system.
• Peaking--Storage to meet the daily fluctuation in .
demand was estimated as 25 percent of the maximum
day water use within each service level..
• Emergency--Three alternative methods were pres-
ented to calculate emergency storage requirements.
The volume for emergency storage is dependent on
many factors, requiring an analysis of the risks
involved if an emergency were to occur. The
alternative methods of determining emergency stor-
age were: (1) 25 percent of the maximum day
demand, (2) one maximum day demand plus one aver-
age day demand, and (3) two times average day E
demand. Storage deficiencies using these methods f
result in varying volumes of emergency storage
required. is
_ Y
C
Total storage deficiencies were determined using the above t
stated criteria and vary depending on the method used to r.
determine emergency storage. Total storage deficiencies for
F:
the existing system (current water service area) range from
0.86 to 10.46 MG. Total storage deficiencies for the ulti-
mate system (projected ultimate number of users within the
planning area) range from 5.57 to 24.08 MG.
Transmission and Distribution. The existing water pumping, G,
transmission, and storage system was modeled and analyzed'
using the computer program NETWK. The system was analyzed
under the following steady-state conditions:
• Maximum day demand
• Maximum day demand with fire flows imposed on the
system
• Minimum day demands to evaluate reservoir refill
rates
Analysis of the existing system determined the following
deficiencies exist:
PD983.012 2-14
• The existing system is not capable of supplying
the combined maximum day demands of Lake Oswego
and Tigard. In order to serve Tigard, water must
be pumped from the WTP to Waluga reservoir on the
far west side of the service area, a distance of
over 6 miles and an elevation difference of 192
feet.
• Fire flow deficiencies exist at the following
sites:
- Lake Oswego Senior High School
Lake Oswego Junior High School
- Uplands Grade School
- Forest Hills Grade School
- Greenridge Townhomes
Palisades Grade School
(l Residential area near Patton and Larch Streets
Bryant Grade School
- Waluga Junior High School
- McEwan Road and S.W. 65th Avenue
Lake View Boulevard and Kenny Street
- Durham and Leonard Streets
SECTION 6--WATER SYSTEM MASTER PLAN
( Development and Analysis of Alternatives
E Alternative projects were developed and analyzed for the
following components of the water system:
• Raw Water Pumping and Transmission Pipelines
• Finished Water Pumping and Transmission Pipelines
• Water Treatment Plant Location and Supply Source
• Distribution Pumping
For each component listed above, except distribution pump-
ing, alternatives were developed for each of the two scenar-
ios for surplus water sales (Scenario 1--Lake Oswego Only
with surplus water to Tigard Water District and Scena-
rio 2--Lake Oswego plus Tigard). In addition, alternatives
for raw and finished water pumping included an alternative
to increase the capacity of the raw and finished water
pumping facilities to the 16.1-mgd treatment capacity of the
t existing WTP.
The present worth cost was determined for each alternative.
The period of analysis for determining present worth costs
was 20 years, which is generally the life of a bond issue
used to finance major improvements. The present worth value
is the total cost of the alternative project over the
20-year period in terms of current dollars. Present worth
takes into account initial and future capital expenditures,
PD983.012 2-15
operation and maintenance costs over the period of analysis,
and salvage value of the improvement at the end of the anal-
ysis period.
Alternatives were compared for each water system component
and surplus water sales scenario. The alternatives were
first evaluated based on present worth cost. Alternatives
were also evaluated based on constructibility, construction
sequencing, and reliability.
Recommended Alternatives--Scenario 1: Lake Oswego Only
Source of Supply. The Clackamas River was recommended to
remain the source of supply through the planning period.
Raw Water Pumping/Pipeline. We do not recommend that the
existing pump station be modified by adding new pumps to
increase its capacity to 16.9 mgd. With the concurrence of
the City's staff, the decision was made to use all four
existing pumps when the capacity of the three smaller pumps
was exceeded. A new 24-inch parallel pipeline would be con-
structed from the intake puri;p station to the WTP and new
pumps installed in the raw water pump station when the
capacity of the plant is expanded to 20 mgd.
Water Treatment. The existing WTP would continue to serve
r the needs of the system through the planning period, requir-
ing expansion to 20 mgd by 2001.
Finished Water Pumping/Pipelines. The finished water (high
service) pumps at the WTP would be replaced initially to
increase their combined capacity to 16.1 mgd. When the
plant is expanded the pumps would be replaced to increase
the pumping capacity to 20 mgd. A new 24-inch pipeline
would be constructed from the WTP to the intersection of the
Pacific Highway and Laurel Street, parallel to the existing
24-inch pipeline.
Recommended Alternatives--Scenario 2: Lake Oswego Plus
Tigard Water District
Source of Supply. The Clackamas River would remain the
source of supply through 2004 when Willamette River water
would be required to meet the additional needs of the water
system beyond a maximum day demand of 32 mgd.
Raw Water Pumping/Pi eline. A new raw water intake and pump
station would be constructed near the existing facility. A
new 30-inch raw water transmission pipeline would be con-
structed from the new pump station to the WTP. When the
system demands exceed the capacity of the Clackamas River
supply, a new intake, pump station, and transmission pipe-
line to the WTP would be required.
PD983.012 2-16
Water Treatment. The existing water treatment plant would
be expanded to its ultimate capacity of 32 mgd. When system
demands exceeded 32 mgd, a new WTP designed to treat
Willamette River water would be constructed near the exist-
ing plant.
Finished Water Pumping/Pipelines. The clearwell and exist-
ing high service pump station at the WTP would be modified
for new pumps. The ultimate capacity of the pump station
would be approximately 37 mgd. A new 33-inch pipeline would
parallel the existing 24-inch pipeline from the WTP to the
intersection of the Pacific Highway and Laurel Street. A
new 30-inch pipeline would continue from the intersection of
the Pacific Highway and Laurel Street to the intersection of
Iron Mountain Boulevard and Fairway Road, parallel to the
existing 24-inch pipeline. A new 24-inch pipeline would be
constructed in Quarry Road from its intersection with Lower
Boones Ferry Road to Douglas Way.
Storage Reservoir Improvements
As discussed above, storage requirements were calculated
based on the sum of three components: (1) peaking,
(2) fire, and (3) emergency. The volume for peaking is a
function of the demands within a given service level.
Alternatives were evaluated for determining both fire and
emergency storage volumes.
i
Fire Flow Volume. Fire flow requirements for schools, as
calculated using ISO guidelines, represent the greatest fire
flow requirement for several of the service levels. Storage
reservoir improvements and pipeline improvements for fire
flows were evaluated assuming that automatic sprinkler sys-
tems were installed in the schools that are not currently I
sprinkled. The same improvements were determined assuming }
no automatic sprinklers were installed (existing case). The
fire flow requirements at the schools for both cases are
presented in Table 6-8.
Fire flow storage requirements by service level, with and
without sprinkled schools, are presented in Table 6-9. The
locations shown in Table 6-9 are for the largest fire flow
requirements within the service level. if the schools were
sprinkled, fire flow requirements at other buildings would
become the critical fire flow for the service level in terms
of determining fire flow storage volumes. In the Knaus
service level, there would be little change in the required
fire flow volume if the Forest Hills School were sprinkled
because the next highest fire flow location, Our Savior
Lutheran Church, is nearly as high as for the Forest Hills
School. However, there would be a savings in pipeline
improvements if Forest Hills School were sprinkled. In-
stalling sprinklers in the schools would reduce the storage
PD983.012 2-17
Table 6-8
FIRE FLOW REQUIREMENTS--LAKE OSWEGO SCHOOLS
Existing Flow
Flow Required if
Required Sprinkled
School Sprinkled (gpm) (gpm)
Halanan Yes 1,408 1,408
Westridge a Yes 1,408 1,408
Rivergrove Part 3,500 875
. Bryant Part 4,500 1,125
Waluga No 4,000 1,000
Lakeridge Part 4,000 1,000
Lake Grove No 5,000 1,250
Uplands No 5,000 1,250
Palisades No 4,500 11125
Lake Oswego Junior High No 5,000 1,250
Lake Oswego Senior High Part 7,000 1,750
Forest Hills No 5,000 1,250
aNot on Lake Oswego water system.
Source: Lake Oswego Fire Marshal.
PD983.014.1 2-18
Table 6-9
FIRE FLAW REQUIREMENTS BY SERVICE LEVEL
WITH AND WITHOUT AUTOMATIC SPRINKLERS IN SCHOOLS
Without Sprinkled Schools With Sprinkled Schools
ow ration o ume ow Duration o ume
pm) (hours) (MG)
Service Level Location (9m) (hours) (MG) Location* (y
Waluga/Tenth Street Marylhurst College 7,000 7 2.94 Marylhurst College 7,000 7 2.94
Knaus Forest Hills School 5,000 5 1.50 Our Savior Lutheran Church 4,200 4 1.01
Touchstone Mercantile Village 2,000 2 0.24 Mercantile Village 2,000 2 0.24
Forest Highlands Lake Oswego Senior High 7,000 7 2.94 Christian Science Church 2,400 2 0.29
McNary Greenridge Town Homes 4,000 4 0.96 Greenridge Town Homes 4,000 4 0.96
Summit Eaglecrest Condos 3,500 3 0.63 Eaglecrest Condos 3,500 3 0.63
Palisades United Methodist Church 3,600 4 0.86 United Methodist Church 3,600 4 0.86
City View-Bergis Palisades Grade School 4,500 4 1.08 LDS Church 2,500 2 0.30
Cook's Butte Residential 1,500 2 0.18 Residential 1,500 2 0.18
Total 11.33 7.41
ping schools may change location of highest fire flow requirements.
N Source: Lake Oswego Fire Marshal.
~D
PD930.047.1
i
volume requirements from 11.33 MG to 7.41 MG, a reduction of
3.92 MG. A further reduction could be accomplished if other
major fire flows such as the churches in the Knaus and
Palisades service levels were sprinkled.
Emergency Storage Volume. We recommend that future storage
requirements for emergency be based on Method 3, emergency
storage equal to two times the annual average day demand.
This recommendation assumes that the public can be notified
to reduce water consumption very quickly and that emergency
outages will more likely fall on an average use day than on
a maximum use day. The ultimate system emergency storage
requirements, based on Method 3, yield a total emergency
storage volume of 17.3 MG.
V An important factor behind the recommendation for increased
emergency storage is the fact that all of Lake Oswego's
water, both raw and finished, must be pumped. For example,
the water must be pumped by six different pump stations in
its journey from the Clackamas River to the Summit service
level. The loss of a single pump station such as the Waluga
V. could eliminate all supply from the WTP to the Touchstone,
Forest Highlands, McNary, and Summit service levels. This
reliance on mechanical pumps and electric energy makes the
need for emergency storage evident.
Recommended Storage Improvements. The recommended storage
reservoir improvements with and without sprinkled schools
are presented in Tables 6-11 and 6-12. The addition of
sprinklers in the schools could potentially save $2,608,000
in capital costs for storage reservoirs.
Pipeline Improvements for Fire Flows
Pipeline improvements were determined to correct existing
fire flow deficiencies for both fire flow alternatives
(required fire flows with and without sprinkled schools).
The recommended pipeline improvements for fire flows are
listed in Tables 6-13 and 6-14. The addition of sprinklers
to the schools could potentially save $561,000. Additional
savings may be possible if other large fire flows were
reduced by installing automatic sprinklers in the buildings.
Pipeline improvements to provide required fire flows without
sprinkled schools would be provided to correct major defi-
ciencies at the following sites:
• Bryant Grade School
• Waluga Junior High School
e McEwan Road and S.W. 65th Avenue
e Lake View Boulevard and Kenny Street
s Durham Street and Leonard Street
• Forest Hills Grade School
PD983.012 2-20
s
pop
r~
Table 6-11
CAPITAL COSTS FOR STORAGE RESERVOIR IMPROVEMENTS
WITHOUT SPRINKLED SCHOOLS
LAKE OSWEGO WATER MASTER PLAN
Costsb
Sizea Reservoir Pipeline ota
Reservoir (MG) Approximate Location
Waluga--No. 2 3.0 Waluga Park 2,006,000 50,000 2,056,000
Waluga--No. 3 1.6 Hilltop Road 1,402,000 282,000 1,684,000
Touchstone--No. 2 3.0 1L12900 S.W. Peters Road 2,066,000 600,000 2,666,000
Touchstone--No. 3 1.6 Boones Ferry and Monroe Parkway 1,402,000 29,000 1,431,000
Forest Highlands--No. 3 2.5 North of No. 2 1,673,000 100,000 1,773,000
McNary--No. 2 4.0 McNary Parkway and Kerr Road 2,550,000 20,000 2,570,000
Palisades--No. 2 2.4 Cornell Street and Aspen Street 1,695,000 128,000 1,823,000
Totals 18.1 12,794,000 1,209,000 14,003,000
ti aMG = million Pallons
N bENR CCI 4748 (Seattle Area); Project Cost = Construction, Land, Contingencies, Engineering, and Administration
PD930.047.3
Table 6-12
CAPITAL COSTS FOR STORAGE RESERVOIR IMPROVEMENTS
'WITH SPRINKLED SCHOOLS
LAKE OSWEGO WATER MASTER PLAN
Costsb
Sizes Reservoir Pipeline ota
Reservoir (MG) Approximate Location
Waluga--No. 2 2.6 Waluga Park 1,700,000 50,000 1,750,000
Waluga--No. 3 1.6 Hilltop Road 1,402,000 282,000 1,684,000
Touchstone--No. 2 2.6 11-12900 S.W. Peters Road 1,760,000 600,000 2,360,000
Touchstone--No. 3 1.6 Boones Ferry and Monroe Parkway 1,402,000 29,000 1,431,000
McNary--No. 2 4.0 McNary Parkway and Kerr Road 2,550,000 20,000 2,570,000
Palisades--No. 2 1.7 Cornell Street and Aspen Street 1,472,000 128,000 1,600,000
Totals 14.1 10,286,000 1,109,000 11,395,000
abMG m million gallons
N ENR CCI 4748 (Seattle Area); Project Cost = Construction, Land, Contingencies, Engineering, and Administration
1
N
N
PD930.047.4
q WAS9 ! ±etimt nn~n-w A+e+ +n a or... , -~v r , v a.e-^t 7-1 -7 -1 ~ 7 7 1
Table 6-13
FIRE FLOW DEFICIENCIES AND CAPITAL COSTS FOR IMPROVEMENTS--WITHOUT SPRINKLED SCHOOLS
LAKE OSWEGO WATER MASTER PLAN
Required Pipeline
Fire Flow Improvements
Service Level Site (gpm) Costa
Waluga Bryant Grade School 4,500 $ 101,000
Waluga Junior High School 4,000
McEwan Road and S.W. 65th Avenue 3,600 297,000
Lake View Boulevard and Kenny Street 3,500
Durham Street and Leonard Street 5,500 111,000
Knaus Forest Hills Grade School 5,000 605,000
Lutheran Church 4,200
Forest Highlands Lake Oswego Senior High School 7,000
~j Lake Oswego Junior High School 5,000 444,000
N Uplands Grade School 5,000
to
Christian Science Church 2,400
McNary Greenridge Townhomes 4,000 213,000
Palisades Palisades Grade School 4,500 132,000
Residential--Patton Street and Larch Street 1,500 54,000
Total Cost $1,939,000
aENR CCI 4748 (Seattle Area); Project Cost = Construction, Land, Contingencies, Engineering, and
Administration.
PD930.048.1
Ell
e rA+ass+.w .,wsr.e. .:.:sven. n..' .n r.sn.t e.: :eq ra~z^i't 'w+ev'4 ev+. 7 r-7 rr" 7 -"'tee"' 7'7 ..T_'7
Table 6-14
FIRE FLOW DEFICIENCIES AND CAPITAL COSTS FOR IMPROVEMENTS--WITH SPRINKLED SCHOOLS
LAKE OSWEGO WATER MASTER PLAN
Required Pipeline
Fire Flow Improvements
Service Level Site (gpm) Costa
Waluga McEwan Road and S.W. 65th Avenue 3,600 $ 380,000
Lake View Boulevard and Kenny Street 3,500
Durham Street and Leonard Street 5,500 111,000
Knaus Lutheran Church 4,200 393,000
Forest Highlands Lake Oswego Senior High School 1,750
Lake Oswego Junior High School 1,250 227,000
Uplands Grade School 1,250
Christian Science Church 2,400
N
McNary Greenridge Townhomes 4,000 213,000
N
.P
Palisades Residential--Patton Street and Larch Street 1,500 54,000
Total Cost $1,378,000
aENR CCI 4748 (Seattle Area); Project Cost = Construction, Land, Contingencies, Engineering, and
Administration.
PD930.048.2
• Our Savior Lutheran Church
• Lake Oswego Senior High School
• Lake Oswego Junior High School
• Uplands Grade School
• Christian Scientist Church
• Greenridge Townhomes
• Palisades Grade School
• Residential area - Patton Street and Larch Street
Pipeline improvements to provide required fire flows with
sprinkled schools would be provided to correct major defi-
ciencies at the following sites:
• McEwan Road and S.W. 65th Avenue
• Lake View Boulevard and Kenny Street
• Durham Street and Leonard Street
• Our Savior Lutheran Church
• Lake Oswego Senior High School
• Lake Oswego Junior High School
• Uplands Grade School
• Christian Scientist Church
• Greenridge Townhomes
• Residential--Patton Street and Larch Street
Distribution Pump Station Improvements
The recommended improvements include increasing the capacity
of two distribution pump stations, Kerr Road and Southside,
and construction of a new booster pump station (at Iron
Mountain and Fairway) to pump water from the Waluga to the
Forest Highlands service levels. We recommend that a backup
power generator be added to the Palisades pump station to
provide emergency water to the City View/Bergis service
level from water stored in the Palisades service level.
Miscellaneous Improvements
Miscellaneous improvements proposed as part of the recom-
mended capital improvements program include replacing the
existing telemetry system with a new, radio-based telemetry
and control system. The acquisition of additional land near
the existing WTP site is also included in the proposed capi-
tal improvement programs (CIP). The additional land will be
required for future expansions and upgrading of the WTP.
- Capital Improvements Program
A CIP was developed for each surplus water sales scenario.
Also, a CIP was developed for each surplus water sales
scenario with major fire flows (schools) reduced by the
installation of automatic sprinklers. Each CIP consists of
those projects that are recommended for construction within
the next 5 years and future improvements required to meet
PD983.012 2-25
the ultimate needs of the water system. The CIP lists the
estimated cost for each project, the year the project is
projected to be constructed, and the construction sequence
number (construction priority number) for each project.
The CIP for Scenario 1--Lake Oswego Only (limited surplus
water sales to Tigard), without major fire flows sprinkled,
is presented in Table 6-16. The CIP for Scenario 2--Lake
Oswego Plus Tigard (Lake Oswego to provide the maximum day
requirements of the Tigard Water District through 2012),
without major fire flows sprinkled, is presented in
Table 6-17. The location and construction sequence numbers
for the improvements listed in the CIP are shown in Figures
6-6 and 6-7 for Scenario 1 and Scenario 2, respectively.
The CIPs for Scenario 1 and Scenario 2 with major fire flows
sprinkled are presented in Tables 6-18 and 6-19, respec-
tively.
The following is a summary of the estimated project costs
for the various scenarios.
Scenario 5-Year CIP Future
1 - Lake Oswego only $13,610,000 $12,707,000
without sprinklers
2 - Lake Oswego plus Tigard $31,907,000 $15,003,000
without sprinklers
1 - Lake Oswego only $10,441,000 $12,707,000
with sprinklers
2 - Lake Oswego plus Tigard $28,738,000 $15,003,000
with sprinklers
PD983.012 2-26
N=n !ONVIT
f4 '1 ta~t~ t=^_'4'~"; ar~+, ..---•n r.,...;"1 a..e.~'e'9 n.~.+~.1 ..w.~.~ .~.+r.+y
Table 6-16
CAPITAL IMPROVEMENTS PR06RAN AND COST ESTIMATES
SCENARIO I - LAKE OSWEGO ONLY - WITHOUT MAJOR FIRE FLOWS SPRINKLED
LAKE OSWEGO WATER MASTER PLAN
PROJECT COSTS + APPROI.
CONSTR. YEAR IN
SEBUENCE PROJECT 1988 1989 1990 1991 1491 FUTURE OPERATION
NO. N0. . PROJECT DESCRIPTION (1) (1) (1) (1) (1) (1) FUTURE
Pipeline Improvements for Fire Flows.
1 1 2250 LF of 16-inch; Kerr Pkwy.-Forest Highlands Resv. 444,000
to approx. McNary Pkwy.
1510 LF of 16-inch; from new 16-inch in Kerr Pkwy. to ;
Lake Oswego Sr. High School
2510 LF of 11-inch; Lake Oswego Sr. High to Uplands
Grade S(hool to Crest Park Rd.
N 2 2 2400 LF of 14-inch; Knaus Rd.-Timberline Or. to Atwater Rd. ; 605,000
N 530 LF of 14-inch; Atwater Rd. - Boca Ratan Dr. to Andrews Rd. I
v 1850 LF of 14-inch; Andrews Rd. - Atwater Rd. to 10th St.
1000 LF of 12-inch; Bayberry Rd. - Country Club Rd. to
Rye Rd.; Rye Rd. - Bayberry Rd. to Andrews Rd. ;
PRY Station; Atwater Rd. and Andrews Rd.
PRY Station; Knaus Rd. and Country Club Rd.
PRY Station; Atwater Rd. and Boca Ratan Dr.
3 3 1260 LF of 16-inch; Bryant Rd.-Sunset Dr. to Lake View Blvd. ; 101,000 ; ;
4 4 290 LF of 10-inch; Tree Top Ln.-Tree Top Way to Fernwood Dr. ; 132,000 1
1200 LF of 10-inch; Fernwood Dr.-Tree Top Ln. to 6reentree Ave.;
930 LF of 10-inch; 6reentree Ave.-Fernwood Dr. to 6reentree Rd.; ;
5 5 PRV Station; Cherry Crest Ave. ; 54,000 ; ; ; ;
20 6 1540 LF of 16-inch; Lake View Blvd.-Bryant Rd. to Tualatin St. 1 279,000 ; 1997
2530 LF of 12-inch; Lake View Blvd.-Tualatin St. to Jean Rd.
26 7 PRY Station; State St. and Ladd St. ; 111,000 ; 2001
+ ENR CCI 4730 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
pmsmA .0n.e., w..-', - - ......e,., ..-w.r, era~.e..+y .wr~ w^~.~ry 'a.waxnl
Table 6-16
CAPITAL IMPROVEMENTS PR06RAN AND COST ESTIMATES
SCENARIO I - LAKE 0SUE60 ONLY - WITHOUT MAJOR FIRE FLOWS SPRINKLED
LAKE OSME60 WATER MASTER PLAN
PROJECT COSTS + APPROX.
CONSTR. YEAR IN
SEQUENCE PROJECT 1988 1989 1990 1991 1992 FUTURE OPERATION
NO. NO. PROJECT DESCRIPTION (s) (s) (s) (sl (s) (s) FUTURE
10 8 2050 LF of 10-inch; Wary Pkvy.-Jefferson Pkwy. to Churchill 213,000
Downs; Churchill Downs - Jefferson Pkvy. to approximately
Monroe Pkvy. extended
1220 LF of 6-inch; Churchill Downs near McNary Pkvy. to : :
Greenridge Dr. near Cirque extended
PRY Station; near Cirque and McNary Pkvy. on new B-inch
:
Pipeline Improvements for Finished Water Transmission:
:
N 22 9 12000 LF of 24-inch; Lake Oswego WTP to Pacific Hwy. and i 1,406,000 ; 1001
1 laurel St., parallel to east. 24-inch
N
19 10 3500 LF of Winch; Fairway Rd. and Ridgecrest Dr.-Iron Mtn. 1 384,000 : 1997
Blvd. to Uplands Dr. I
2280 LF of 12-inch; Uplands Dr. and Wembley Park Rd.- : :
Ridgecrest Dr. to Uplands Grade School entrance i f
Pipeline Improvements for Raw Water Transmission:
11 11 13600 LF of 24-inch; Exst. Clackamas River Intake I P.S. to : 2,111,000 2001
Like Oswego WTP, including Willamette River crossing i I
Finished Water Pump Station Improvements:
8 12 WTP Nigh Service Pumps; Replace Pumps No. 2 1 3 - 3730 gpm : 50,000
capacity, use existing 475 hp motors i controls
:
24 13 WTP High Service Pumps; 4 - 600 hp - 4730 gpm capacity pumps : 960,000 2001
18 14 Iron Mtn. Booster P.S.; 2500 gpm capacity 590,000 : 1997
(requires Project No. 10) :
7 15 Kerr Road P.S.; Increase capacity to 2000 gpm 128,000
ENR CCI 4730 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
010
11rsmn~ weasn~ ..e.e.s~ .o--w-e+ n....w..*~ ms.+"'1 ~a..++~.+n s!4~'^'A t~!"'i ~.,~+'.!1, .A.'r'as'~ **an^swq +s•'*R"1 ~nrwwt ~*^A'a,.,,~ `°"r."a`~ ~ I
Table 6-16
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO I - LAKE OSWEGO ONLY - WITHOUT MAJOR FIRE FLOWS SPRINKLED
LAKE 0SWE60 WATER MASTER PLAN
PROJECT COSTS + APPROX.
CONSTR. YEAR IN
SEQUENCE PROJECT 1988 1989 1990 1991 1992 FUTURE OPERATION
N0. NO. PROJECT DESCRIPTION -(f) - ---(4)---- (S)---- -(6)-- - (4) - -(f)---- FUTURE
-
9 16 Southside P.S.; Increase capacity to 2500 gpe ) 128,000 1 ) '
15 17 Palisades P.S.; Back-up power generator for 1 - 75 hp pump 142,000 ;
Raw Water Pump Station Improvements: '
23 18 Exst. Clackamas R. Intake P.S.; 3 - 300 hp - 4860 gpe 390,000 ; 2001
capacity pumps '
N ; )
~ Water Treatment Plant Improvements:
25 19 Expand Exst. YTP to 20 mgd capacity ) ; ; ) 1 2,700,000 2001
Storage Reservoir Improvements: '
;
11 20 McNary no. 2 - 4.0 MG reservoir / IlcNary k Kerr ) ) 2,570,000
- 200 LF of 24-inch pipeline ; '
13 21 Forest Highlands no. 3 - 2.5 116 reservoir / north of No. 2 ) ; ) ) 1,773,000
- 1000 LF of 24-inch pipeline
16 22 Palisades no. 2 - 2.4 N6 reservoir / Cornell i Aspen ; 1,823,000 )
- 1600 LF of 16-inch pipeline '
2,056,000
14 23 Yaluga no. 2 - 3.0 116 reservoir /Yaluga Park
- 500 LF of 24-inch pipeline '
27 24 Waluga no. 3 - 1.6 MG reservoir / Hilltop Rd. f 1,684,000 ;
- 2950 LF of 18-inch and 1640 LF of 12-inch '
+ ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
'IRwL! res_ser~, ic~A+\ ..--+s.. . w.-e~!~ ew~..+et w~w..~ swM.,eq ►..+-.n
JON
Table 6-16
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO I - LAKE OSIE60 ONLY - WITHOUT MAJOR FIRE FLOPS SPRINKLED
LAKE OSME60 HATER MASTER PLAN
PROJECT COSTS a APPROX.
CONSTR. YEAR IN
SEQUENCE PROJECT ' 1988 1989 1990 1991 1992 FUTURE OPERATION
NO. NO. PROJECT DESCRIPTION (f) (s) (f) (3) FUTURE
17 25 Touchstone no. 2 - 3.0 NS reservoir i Peters Rd. 1 1 2,666,000
- 2300 LF of 20-inch, 2320 LF of 16-inch, and 1
4030 LF of 12-inch
28 26 Touchstone no. 3 - 1.6 MG reservoir / Boones Ferry i Monroe 1,431,000
- 400 LF of 16-inch pipeline
Miscellaneous Improvements: 1 ( ,
1 12 27 Water System Telemetry Upgrade and Replacement; radio 1 475,000
w
o based SCADA system 1
6 26 Land Acquisition; south of ezst. VIP Site 1 250,000
,
,
1
1 ' '
TOTALS 1,586,000 1 519,000 1 3,045,000 ( 3,911,000 1 4,409,000 ( 12,707,000 1
i ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
WWI W",
Table 6-17
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO 2 - LAKE OSMEGO PLUS TIGARD - NlrHour MAJOR FIRE FLOMS SPRINKLEDa
LAKE OSNEGO MATER MASTER PLAN
PROJECT COSTS t APPROX.
CONSTR. YEAR IN
SEQUENCE PROJECT , 1988 1989 1990 1991 1992 FUTURE OPERATION
NO. NO. PROJECT DESCRIPTION (6) (1) (1) (1) (1) (1) FUTURE
Pipeline Improvements for Fire flows. f 1 1 1 ; ;
1 1 2250 LF of 16-inch; Kerr Pkwy.-Forest Highlands Resv. 1 444,000 1 1
to approx. M(Nary Pkvy. I 1 1 1 1 1 1 1
1510 LF of 16-inch; from new i6-inch in Kerr Pkwy. to 1 1 1 ;
Lake Oswego Sr. High School 1 1 1 1 ;
2510 LF of 12-inch; Lake Oswego Sr. High to Uplands 1 1 1 1 1 1 ;
Grade School to Crest Park Rd. '
, 1 1 1 1 1 1
IV 2 2 2400 LF of Winch; Knaus Rd.-Timberline Dr, to Atwater Rd. 1 605,000 1 1 1 1 1 1 1
530 LF of Winch; Atwater Rd. - Boca Ratan Dr. to Andrews Rd. 1 1 1 1 1 1
1850 LF of Winch; Andrews Rd. - Atwater Rd. to 10th St. 1 1 1 1 1 1 1
1000 LF of 12-inchl Bayberry Rd. - Country Club Rd. to Rye Rd.-,. 1 1 1 1 1
Rye Rd. - Bayberry Rd. to Andrews Rd. 1 1 1 1 1 1 ;
PRY Station; Atwater Rd. and Andrews Rd. 1 1 1 1 1 ;
PRY Station; Knaus Rd. and Country Club Rd. 1 1 1 1 1 1
PRV Station; Atwater Rd. and Boca Ratan Dr. 1 1 1 1
3 3 1260 LF of 16-inch; Bryant Rd.-Sunset Dr. to Lake View Blvd. 101,000 1 1 1 ;
4 4 290 LF of 10-inch; Tree Top Ln.-Tree Top Nay to Fe►nvood Dr. 1 131,000 1 1 1 1 ; ;
1200 LF of 10-inch; Fernvood Dr.-Tree Top Ln. to 6reentree Ave.1 1 1 1 ,
930 LF of 10-inch; 6reentree Ave.-Fernwood Dr. to Greentree Rd.! 1 1 1
5 5 PRY Station; Cherry Crest Ave. 1 54,000 1 1 1 1 1 1
15 6 1540 LF of 16-inch; Lake View Blvd.-Bryant Rd. to Tualatin St. 1 1 1 1 279,000 1 1997 1
2530 LF of 12-inch; Lake View Blvd.-Tualatin St. to Jean Rd. 1 ; 1
29 7 PRY Station; State St. and Ladd St. 1 1 1 1 1 1 111,000 1 2001 1
ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
n..,wn ewesud wre.~ eaxea~+q 'vse.+~ ..,,we.,, x ~ee►w\ In'~ r~r1 n.•~•~ .~."'1
~ I lI gin.
Table 6-17
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO 2 - LAKE OSWE60 PLUS TIGARD - WITHOUT MAJOR FIRE FLOWS SPRINKLEDa
LAKE OSWEGO WATER MASTER PLAN
PROJECT COSTS + APPROX.
CONSTR. YEAR IN
SEQUENCE PROJECT 1986 1989 1990 1991 1992 FUTURE OPERATION
NO. NO. PROJECT DESCRIPTION (1) (f) M (4) (f) (f) FUTURE
10 B 2050 LF of 10-inch; Mary Pkvy.-Jefferson Pkvy, to Churchill ; ; 213,000
Downs; Churchill Downs - McNary Pkvy. to approximately
Monroe Pkwy. extended
1220 LF of 8-inch; Churchill Downs near Mary Pkwy. to
Breenridge Dr. near Cirque extended
;
PRY Station; near Cirque and Hcpary Pkwy. on new 8-inch
Pipeline Improvements for Finished Water Transmission:
13 9 12000 LF of 33-inch; Lake Oswego NIP to Pacific Hwy. and ; 2,470,000 ;
laurel St., parallel to mist. 24-inch
w 2600 LF of 30-inch; Pacific Hwy. and Laurel St. to State and
N Ladd St., parallel to east. 24-inch
800 LF of 24-inch; Quarry Rd.-Lover Boones Ferry Rd. to
Douglas Nay
28 10 6100 LF of 30-inch; North Shore Rd., Middle Crest Rd., and 884,000 ; 2001
State St.-from State St. and Ladd St. to Iron Mtn. Blvd.
and Fairway Rd.
,
23 11 3500 LF of 14-inch; Fairway Rd. and Ridgecrest Dr.-Iron Mtn. ; 384,000 ; 1997
Blvd. to Uplands Dr,
2280 LF of 12-inch; Uplands Dr. and Wembley Park Rd.-
Ridgecrest Dr. to Uplands Grade School entrance
Pipeline Improvements for Raw Water Transmission:
11 12 13600 LF of 30-inch; New Clackamas River Intake 6 P.S. to ; 3,254,000 ; ;
Lake Oswego WTP, including Willamette River crossing
30 13 4000 LF of 16-inch; new Willamette R. Intake and P.S. to east. 481,000 ; 2004
WTP site
I ENR CCI 4730 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
ti - ~ -r.
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J° ~S-G3M~(~C~ ,C~ ~L / ° ~w~4 FIGURE6-6
~ r I ~ PROPOSED WATER
a~~ Ali ~ ~~f "nr~ '"ril _ f~ I ~I ~4' v
o`. r: ~ ,r, i ~ - it I; ' I ~ -
" ~ ~ , ,'i~ ( » , P TRANSMISSION SYSTEM
< - ~ 1~°°~~~ ;i'I _ IEw ~ ~a~<<~a ~ - ' SCENARIO -1
€;:el~ "s. I _ a!~'E'~ II io.F.66s~ G ;I~ I, a~., „ r LAKE OSWEGO ONLY
.N.~I U u i~ ~ ' I~ I -ate i ` ~ Lake Oswego Water Master Plan
`.-3- rr--I, ~uv uc~INa,~ i' i, ~ '7`- I / ~ 2a::
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N)TE: IF 1NI5 NICRDFI{YED f ~ 2 3 4 . , -5 . 7 . ® 8 a - - I_ s. ,
I ,
DRwtN6 Is LESS CLEAR THAN
, . Txu NoTTrF, n Is oLe TD ~
7NE QUALITY OF TMc ORIGINAL ~ ~
` ~ ~ ~ Jo~}e a~z s~ ~ az s`tiz" ez zz fa oz ar eitftf ar -s~ ii _ei _~io__n~of a -a- _i_ ~._s: ~ ~
'RIBNpINl~111111l~N
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3
Table 6-17
CAPITAL IMPROVEMENTS PROGRAM AND POST ESTIMATES
SCENARIO 2 - LAKE OSVEGO PLUS 116ARD - NITHOUT MAJOR FIRE FLONS SPRINKLED#
LAKE OSVE60 HATER MASTER PLAN
PROJECT COSTS + APPROI.
CONSTR. YEAR IN
SEQUENCE PROJECT 1988 1989 1990 1991 1991 FUTURE OPERATION
00. NO. PROJECT DESCRIPTION (f) (f) (4) (4) (4) (1) FUTURE
Finished Niter Pump Station Improvements:
{ 1
l4 t4 NIP High Service Pumps; 4 - 800 hp - 6310 gpm capacity pumps 1,889,000 1
26 15 NTP High Service Pumps; I - 600 hp - 6370 gpm capacity pump 1 1 ( 297,000 1 1997 1
1 1 1
24 16 Iron Mtn. Booster P.S.; 2500 gpm capacity 1 590,000 1 1997 1
(requires Project No. 11) 1 1 1 1 '
1
1 1 1
7 17 Kerr Road P.S.; Increase capacity to 2000 gpm 1 126,000 1 1 '
1 ~ 1 1 1 ~ 1
IV 8 18 Southside P.S.; Increase capacity to 2500 gpm 1 1 126,000 1 1 1 1
1 (
W 19 19 Palisades P.S.; Back-up power generator for t - 75 hp pump 1 1 142,000 1 1 1
1
Raw Mater Pump Station Improvements: 1
1 1 1 .
22 20 Exst. Clackamas R. Intake P.S.; 3 - 200 hp - 3910 gpm 1 1 1 1 1 162,000 1 1993 1
, 1 ~ 1 1
capacity pumps '
12 21 New Clackamas R. Intake and P.S.; 3 - 300 hp - 4380 gpm 1 1 1,220,000 1
capacity pumps 1 1
1
27 22 Pump - New Intake P.S.; 1 - 300 hp - 4380 gpm capacity pump 1 1 130,000 1 2000 1
1 1
31 23 New 5-mgd capacity Nillamette R. Intake and P.S. 1 1 1 1 1 1 910,000 1 2004 1 x
1 1
1
. 1 1 1 1
Niter Treatment Plant lmnrovements: 1 1 1 1 '
' 1 1 1 1 1
15 24 Expand Exst. NTP to 32 agd capacity 1 1 1 9,514,000 ; 1 1 1
32 25 New 5-agd capacity VIP for Nillasette R. water 1 1 0 7,660,000 1 2004 1
+ ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
I~ r----~ ~t mse5~-A om+s+n ~~---'°R s~sn+n p.w.*w ►*w"') ,~e,.,sne9 ewe-~wr, e,e„'+'S
Table 6-17
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO 2 - LAKE OSWEGO PLUS TI6ARD - WITHOUT MAJOR FIRE FLOWS SPRINKLEDt
LAKE OSME60 WATER MASTER PLAN
PROJECT COSTS t APPROX.
CONSTR. YEAR IN
SERUENCE PROJECT 1988 1989 1990 1991 1992 FUTURE OPERATION
NO. NO. PROJECT DESCRIPTION (1) (1) (1) (1) (S) FUTURE
Storage Reservoir Improvements:
9 26 NcNary no. 2 - 4.0 NG reservoir / Mcpary i Kerr 2,570,000 1
- 200 LF of 24-inch pipeline
17 27 Forest Highlands no. 3 - 2.5 MG reservoir / north of no. 2 ; 1,773,000
- 1000 LF of 24-inch pipeline
N 20 28 Palisades no. 2 - 2.4 NG reservoir / Cornell k Aspen 1,823,000 ;
w - 1600 LF of 16-inch pipeline 1 ; 1
18 29 Waluga no. 2 - 3.0 NG reservoir / Wluga Part 1 ; 1 2,056,000 1 1 1 ;
- 500 LF of 24-inch pipeline
33 30 Waluga no. 3 - 1.6 NG reservoir / Hilltop Rd. 1 1 ; ; { 1,684,000 ;
- 2950 LF of 10-inch and 1640 LF of 12-inch 1 1
21 31 Touchstone no. 2 - 3.0 06 reservoir / Peters Rd. ) 1 2,666,000 ;
- 2300 LF of 20-inch, 2320 LF of 16-inch, and
4030 LF of 12-inch ;
34 32 Touchstone no. 3 - 1.6 M6 reservoir / 8oones Ferry I Monroe 1 1,431,000 1 ;
- 400 LF of 16-inch pipeline 1 1 1 1 1 ; ; ;
1 1 1 1 1 1 1
1
Miscellaneous Improvements:
1 1 1 7 ,
16 33 Water System Telemetry Upgrade and Replacement; radio 1 1 475,000 1
based SCADA system 1 1 1 1 1 1 ; ;
1 1 1 1 1 ; '
6 34 Land Acquisition; south of east. NIP Site 1 250,000
1
' 1 1 1 1 '
. 1
TOTALS 1 1,586,000 1 3,039,000 1 18,822,000 1 3,971,000 1 4,489,000 1 15,003,000 1
t ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
_ r '
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NJTE; IF THIS MICROFIIIAED I ~ ! f f e
2 3 4 5 B I f
_ _ i ® _ e . 0 11 . la
QRAMING IS LESS CIfAR THAN e,
THIS NOTICE, IT ISDI& TD
THE QUALITY OF 1VE ORIGINAL ~ i +
DRAPING. ! _ _ ~ -
! 06 62 8((Z 12 SZ SZ bl E2 ZZ 12 OZ 6t 81 Ci 81 Sf tit Et Zl-'ll OE 0 8 1 9 9 b 6 Z Imo' j F;
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clc ~ aY id~tt Carlforts
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- - - - - imp
- - ~ ~ P S'ta#tort
~ •f.."i OF.;i2F9_St4G = - 1
► Prea~ue Redut~ng Y~ra
# TOiiCiiSTOIE i F%~`•i sir - ~ - ,
I ~
t1NMSTATN34i _ ; ~ Reduced Prttswre Area
}
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~ Construchort Seq
- - - sTxrrr>«i uettce t''
- - ~ - -
a!
I
° a ~ , LINE COLOR COOS
~iYa~irwryy~'-. ~ - ,4i'.ERA~t1[ - - ~ fi _ Existing b...
i it r ~ _ e-
I ~ = ' I ~ 5-Year (Short Term) Irnproaetnents
t / 3 r~ • P t
f _
► / .,,ti. - - uture Long Te m) lmprovemtlnts
_
TanwwRDD Di.3tOr4AYO ! -
T.n .E O.f. 720r9d~.-. 'i~~r~►I' ~ .f. :ai. _ _
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PUbP 3TATIOk P _ _ - - l.J'-~ MtVEY - _
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- ,
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-
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i ^t.. ~i ~ ~ ' q , f' CAP.ACI7Y ~ - l
7
' ~ M ( ~ '1 r, PUMV ST . ~ t
- SOU OE RESE YOIB~ - t' -
t I ~ 0.F.7ifil1.OM4'~,,,. .tfAGSAOES
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; 12'° . = 'PUM1rSTATION - ~ !I ~ ~ )I ~
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' / 1. N - L'... _
j~"' ~~i ~ I ~ - ~ EMER ENCY GENERATOR ~g 1 ~L ~ ~i"
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~ _ rsMa; _ /a ~ I. :'i; u. FIGURE 6 7
ry :_s
~~7 /J-~;r ~ i~ ti ~~d t'.y _ i ~ALFEFiNATE) a _ ~ ' 7 A~ ,~s
i ~;II, ;Id ~;e (~~0003~~~J~i~~=~ ~ PROPOSEflWAT R
l ~ ~ ~ ~~G3~10~C~ ~~N1 .,q ~ TRANSMISSBON SYSTEM
l) . _ ~ - i ` E
r "n _ a`' ~ ~ - I ~I ~ ~ II ~ ~ I I ~ ~ , ' , LAKE OSWEGO PLt1S TIGARD
- it CCTYVIEW AV,H!,ry II
~ .W-~ ~ . I ~ I _ ':E~ l~q~ I ~~i °II .F.ess~ SAC ~ =1~ I w,,.' ~ r Lake Oswego Water Maeter Plan
- .i~=~.~ ,,.1 - .r~ r L. I ~ _ ~
a%ti,~ Ir II ~ i I i ~;il., al f~! it \ I c~
~~1 - iA,.f11 iY~ILU NOS' ~ .V '~....~,-7"'- / 24
I ~I~ 'ii ar: i'i r Fk132~ y. I: Y ~ tl I ~ ~ NE 'S \ / i -
~I \ t~~ ~9 sl ~ I~!~I. ~ , ~ ~r~ i i„.m . q~ MGB~ - 93 } V~ ~9
~~i I :'II :~~IRiVER'~R I,i I~ 1; ~ ~ ;I, r~ _ I a
CVE , ~ I I I .~r°° ~
1/xv_ E/) it i i p 'I 7 19 26~ 0 ~ /`~c
- ~n .r 'l L~ 1I It 'qt ~ 8 ~\wv. '~1 l 5~5;;
- I r 4 Rcam J. r n.~ow t,u ~l' ( 1 n ~ ,a. Q } ~ ~
- ~ F i ~ ~ ~ .
I , ~ ~ t; 0 ~ ~ }
I < '1 I ,i I ~ i / 0 400 o iaoo aaoo ~ ~ I ; ; ..E
I I~ ~ all J m i
I ,F„ ;I• i ~ I° i TER FROM l G_ s
II~ 1 ; i ll sceasea Y~> ~ ~ SCAL N FEET - _
w
li''~?}' I .I, ~ IR "~~~/C SALVER; 1
I ro ~ ~ * ~ 1- ~ L~ro,_x~ Co(/ HROS ~ ~ . , _ ~ ~ ~ v wer a } i~ -
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r Ir
' TOTE: 1F THIS R1CR)FIIMED ~ 1
DRAYIR3 IS UiSS CLEAR 7HAN I,~ ~ - ~
I TNIS POTLCE, IT IS DUE 10 ~ -
l TFE QUALITY OF llf ORIG[IUIL
. _
I .
I f A6 612 8Z 12 92 ' S2 -92 E2 ZZ -12 OZ 81 81 LI 91 fil 41 ¢I ZI 11, Ol 6 0 1 9 5 ► E Z 1 , ' '
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Table 6-18
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO 1 - LAKE OSWEGO ONLY - WITH MAJOR FIRE FLOWS SPRINKLED
LAKE OSWEGO WATER MASTER PLAN
PROJECT COSTS t APPROX.
CONSTR. YEAR IN
SEQUENCE PROJECT 1988 1989 1990 1991 1992 FUTURE OPERATION
N0. N0. PROJECT DESCRIPTION (1) (1) (1) (1) (1) (1) FUTURE
~ ; I 1 1
~ ~ 1 1 1
Pipeline Improvements for Fire Flovs: 1 ;
1 i 1 1
. 1 1 1
1 1 1516 IF of 10-inch; from Kerr Pkwy. and McNary Pkwy. to 1 221,000 ;
Lake Oswego Sr. High School 1 1 ;
2510 IF of 8-inch; Lake Oswego Sr. High to Uplands 1 1 1 1 1 1
Grade School to Crest Park Rd. 1 1
1 1 1 1 1 1 1 1
1 1 1 1
w 2 2 2400 IF of 14-inch; Knaus Rd.-Tisberline Dr. to Atwater In. 1 393,000 ;
v 530 LF of I0-inch; Atwater Rd. - Boca Ratan Dr. to Andrews Rd. 1
PRY Station; Atwater Rd, aad Andrews Rd. 1 1 1 ;
PRY Station; Knaus Rd. and Country Club Rd. ( 1 ;
PRY Station; Atwater Rd. and Boca Ratan Dr. ; 1 ( 1 1
1 1 1 1
1 1 1 ~ ; ;
1 1 1 1 . ,
1 I 1 I 1 ~ ~
1 1 1 1 1 1 1 1
3 3 1260 IF of 16-inch; Bryant Rd.-Sunset Dr. to Lake View Blvd. 1 101,000 1 ;
1 1 1 1 ~ ~
, 1 ( 1 1
4 4 PRY Station; Cherry Crest Ave. 1 54,000
1 1 1 1 ~ ~ ~
1 1 1 1
IB 5 1540 IF of 16-inch; Lake View Blvd.-Bryant Rd. to Tualatin St. 1 1 ; 1 1 ( 119,000 1 1997 ;
2530 LF of 12-inch; Lake View Blvd.-Tualatin St. to Jean Rd.
1 1 1 1 1
1 1 1 1 1 1 1 ;
26 6 PRY Station; State St. and Ladd St. ( 1 1 1 1 111,000 1001 ;
1 1
9 7 2050 IF of 10-inch; McNary Pkwy.-Jefferson Pkvy. to Churchill 1 1 213,000
Downs; Churchill Downs - McNary Pkvy. to approxieately 1 1 1 1 1 1 1
Monroe Pkwy. extended 1 1 1
1 1 1 1
1220 LF of B-inch; Churchill Downs near McNary Pkvy. to 1 1 1 1
8reenridge Dr. near Cirque extended 1 1 1 1 1 1 1
PRY Station; near Cirque and McNary Pkvy. on new 8-inch 1 1 1 1 1
ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
Table 6-18
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO 1 - LAKE OSMEGO ONLY - WITH MAJOR FIRE FLOPS SPRINKLED
LAKE OSVEGO MATER MASTER PLAN
PROJECT COSTS a APPROX.
CONSTR. YEAR IN
SEQUENCE PROJECT 1988 1989 1990 1991 1992 FUTURE OPERATION
N0. N0. PROJECT DESCRIPTION (s) (4) (4) (f) (4) (4) FUTURE
Pipeline Improvements for Finished Mater Transmission:
20 8 12000 LF of 24-inch; Lake Oswego MTP to Pacific Hwy, and 1 1,406,000 ; 2001
Laurel St., parallel to exst. 24-inch
17 9 3500 LF of 14-inch; Fairway Rd. and Ridgecrest Or.-Iron Mtn. 384,000 ; 1997 ;
Blvd. to Uplands Dr.
N 2280 LF of 12-inch; Uplands By. and Membley Park Rd.- 1 1
( Ridgecrest Or. to Uplands Grade School entrance 1
00 Pipeline Improvements for Raw Mater Transmission:
19 10 13600 LF of 14-inch; Exst. Clackamas River Intake i P.S. to 1 2,772,000 1 2001 1
Lake Oswego MTP, including Millasette River crossing 1 1 1 1 1 1 1
Finished Water Pump Station Improvements: 1 1
6 11 MTP High Service Pumps; Replace Pumps No. 2 13 - 3730 gpm 1 1 50,000 1 1 1 1
capacity, use existing 475 hp actors 1 1 1 1 ; ; 1
12 12 MTP High Service Pumps; 4 - 600 hp - 4730 gpm capacity pumps 1 1 1 1 960,000 ; 2001
1 1 1 1 '
,
16 13 Iron Mtn. Booster P.S.; 2500 gpa capacity 1 1 1 1 1 1 590,000 1 1997 1
(requires Project No. 10) '
7 14 Kerr Road P.S.; Increase capacity to 2000 gpm 1 1 128,000 1 1 ;
; 1 1
8 15 Southside P.S.; Increase capacity to 2500 gpa 1 1 128,000 1 1 1 ;
13 .16 Palisades P.S.; Back-up power generator for 1 - 75 hp pump 1 1 1 142,000 1 1 1 1
+ ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
a
)
Table 6-18
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO 1 - LAKE OSWEGO ONLY - WITH MAJOR FIRE FLOWS SPRINKLED
LAKE OSWEGO WATER MASTER PLAN
PROJECT COSTS a APPROI.
CONSTR. YEAR IN
SEQUENCE PROJECT 1988 19B9 1990 1991 1992 FUTURE OPERATION
NO. N0. PROJECT DESCRIPTION (1) (1) (1) (1) (1) (S) FUTURE
Ram Water Pulp Station Improvements:
21 17 Exst. Clackamas R. Intake P.S.; 3 - 300 hp - 4860 gp■ 390,000 2001
capacity pumps 1
Water Treatment Plant Improvements:
tv 23 10 Expand East. VIP to 20 mgd capacity 2,700,000 . 2001
w ;
(
Storage Reservoir Improvements: '
;
10 19 Mc Nary no. 2 - 4.0 MG reservoir / McNary I Kerr ( 2,570,000 0
- 200 LF of 24-inch pipeline 1
14 20 Palisades no. 2 - 1.7 MG reservoir / Cornell 6 Aspen i ) i 1,600,000
- 1600 LF of 16-inch pipeline
12 21 Naluga no. 2 - 2.6 MG reservoir I Naluga Park ( f 1,750,000 i
- 500 LF of 24-inch pipeline
25 22 Waluga no. 3 - 1.6 MG reservoir / Hilltop Rd. i i 1,684,000
- 2950 LF of 18-inch and 1640 LF of 12-inch i
15 23 Touchstone no. 2 - 2.6 MG reservoir / Peters Rd. i i 2,360,000
- 2300 LF of 20-inch, 2320 LF of 16-inch, and i i
4030 LF of 12-inch i
26 24 Touchstone no. 3 - 1.6 MG reservoir / Boones Ferry L Monroe ( i 1,431,000 1
- 400 LF of 16-inch pipeline ( i i
a ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
NOUN&
Table 6-18 0051 ESTIKATES ApPROK.
II~RDVEME~pS PROfiRAK ANDYITN MA]0R F(RE FLONS SpRiNKLED YEAR IN
SCEO I LAKE %00 ONLY - OPERATION
SCENtdt10 1 - PR03ECT COSTS t _
1990
LAKE OSVEO MATER MASTER KA 1992 - TO fuTORE
_ -1991 (1)
-1989 t4) (ti) - - i
-1988 '
l1)
tS) ,
,
;
CON''TR. PR03ECT PROIECT DESCR1PT10N ) + ;
SEDOENCE _ N0. _ 415,000 '
_
leprovesents: Wti radio '
'
Miscellaneous stee TeleeetrY UP9rade and Replace I
25 Yater Sy 1. 250, ) 000
11 haled SCADA systel - (
t )2,107,
NtP Site 892,000 ; 3,9fi0,000
south of eas.
Land Acquisition; 519,000 ( 3,015,000 ' 1,
5 26 ; 1,025,000 1
N 10TALS _ -
Ic+ -
_ _ CD)ITINGEKCIES, EMINEERiNS, AND willSIRA116%
C1 413D (SEATTLE AREA); PROJECT COST = CONSTROCTlot,
a ENR C 110mm
Icy AIFAWA 11" C4's a^y ray a e.~-~t ep~
I
i
1
Table 6-19
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO 2 - LAKE OSNE60 PLUS TIGARD - KITH MAJOR FIRE FLOPS SPRINKLED
LAKE OSNE80 WATER MASTER PLAN
PROJECT COSTS + APPROX.
CONSTR. YEAR IN
SEQUENCE PROJECT 1988 1989 1990 1991 1992 FUTURE OPERATION
N0. N0. PROJECT DESCRIPTION (4) (f) (4) (s) (t) FUTURE
1 ) ) 1 1 1 1
Pipeline Isprovesents for Fire Flows: 1 1
1
1 1 1510 LF of 10-inch; fros Kerr Pkwy, and McNary Pkvy. to ) 227,000 1 ) 1 1 1
Lake Oswego Sr. High School 1 ( 1 1
2510 LF of 12-inch; Lake Oswego Sr. High to Uplands 1 1
Grade School to Crest Park Rd. 1 ) ( ) 1
, 1 1 ~ 1
p 2 2 2400 LF of Winch; Knaus Rd.-Tisberline Dr. to Atwater Rd. 1 393,000
F-1 530 LF of 14-inch; Atwater Rd. - Boca Ratan Dr. to Andrews Rd. 1 1 1 1 1 1 1
PRV Station; Atwater Rd. and Andrews Rd. 1 1 1 1 1 1 1
PRY Station; Knaus Rd. and Country Club Rd. 1 1 1 1 1 1 1
PRY Station, Atwater Rd. and Boca Ratan Dr. 1 1 1 1 1 1 1
1 1 1 1 1 1 1 1
, , 1 1
3 3 1260 LF of 16-inch; Bryant Rd.-Sunset Or. to Lake View Blvd. 1 101,000 1 1 1 1
4 4 PRY Station; Cherry Crest Ave. 1 54,000 1 1 1 1 1 1 1
23 5 1540 LF of 16-inch; Lake View Blvd.-Bryant Rd. to Tualatin St. 1 1 1 1 1 1 279,000 1 1997 1
2530 LF of 12-inch; Lake View Blvd.-Tualatin St. to Jean Rd. 1 1 1 1 1 1
1 1 1 1 f 1 1
27 6 PRY Station; State St. and Ladd St. 1 1 1 1 1 1 111,000 1 2001 1
1 1
9 7 2050 LF of 10-inch; McNary Pkvy-Jefferson Pkwy. to Churchill 1 1 213,000 1 1
Downs; Churchill Downs - McNary Pkwy. to approxisately 1 1 1 1 1 1 1 1
Monroe Pkvy. extended 1 1 1 1 1 1 1 1
1220 LF of B-inch; Churchill Downs near McNary Pkvy, to 1 1 1 1 1 1 1 1
Greenridge Dr. near Cirque extended 1 1 1 1 1 1
PRY Station; near Cirque and McNary Pkvy. on new B-inch 1 1 1 1 1 1
+ ERR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
i
°1ar" Table 6-19
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO 2 - LAKE OSWESO PLUS TIGARD - WITH MAJOR FIRE FLOWS SPRINKLED
LAKE OSWEGO WATER MASTER PLAN
PROJECT COSTS + APPROX.
CONSTR. YEAR IN
SEQUENCE PROJECT 1988 1989 1990 1991 1992 FUTURE OPERATION
NO. NO. PROJECT DESCRIPTION (4) (1) (4) (4) (4) (4) FUTURE
Pipeline Improvements for Finished Water Transmission:
1 1 1 1 ; '
12 8 12000 LF of 33-inch; Lake Osvego WTP to Pacific Hvy, and 1 1 2,470,000
Laurel St., parallel to east. 24-inch 1 ; 1
2600 LF of 30-inch; Pacific Hwy. and Laurel St. to State and 1 ( ; 1
Ladd St., parallel to east. 24-inch 1 1 ; 1 1 ; ;
000 LF of 24-inch; Quarry Rd.-Lover Boones Ferry Rd. to 1 1 ;
Douglas may 1 1 1 1 1 1 1 1
I 26 9 6100 lF of 30-inch; North Shore Rd., Middle Crest Rd., and 1 1 1 1 1 884,000 1 2001 1
N State St.-from State St. and Ladd St. to Iron Mtn. Blvd. 1 1 1 1 1 1 1
and Fairvay Rd. 1 1 1 ; 1 ;
1
21 10 3500 LF of 14-inch; Fairvay Rd. and Ridgetrest Dr.-Iron Mtn. 1 1 1 1 384,000 1 1997 1
Blvd. to Uplands Dr. 1 1 1 1 1 1 1 1
2280 LF of 12-inch; Uplands Dr. and Wembley Park Rd.- 1 1 1 1 1 1
Ridgecrest Dr. to Uplands Grade School entrance 1 1 1 1 1 1 ;
1 1 1 1 1 1 i 1
1
1
Pipeline Improvements for Ray Water Transmission: 1 1 1 1 1 1 1 1
1 1 1 1 1 1
10 11 13600 LF of 30-inch; Nev Clackamas River Intake i P.S. to 1 1 1 3,254,000 1 1 1 1 1
Lake Osvego VIP, including Willamette River crossing 1 1 1 1 1 ; ;
1 0 1 1 1 1 1 1
28 12 4000 LF of 16-inch; nev Willamette R. Intake and P.S. to a%st. 1 1 1 1 1 481,000 1 2004 1
WTP site 1 1 1 1 1 '
1 ,
1 1 1 1 1 f '
Finished Water Pump Station Improvements: 1 1 1 1 1 1 ;
1 1 1 1 1 1 1 1
13 13 WTP High Service Pumps; 4 - 000 hp - 6370 gpm capacity pumps 1 1 1 1,889,000 ; 1 1 1 1
1
24 14 NIP High Service Pumps; 1 -800 hp - 6370 gpm capacity pump 1 1 1 1 1 297,000 1 1997 1
+ ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
111111101
~ f M°e'A'! ~..wnr '^,^re..1 ,..4..n p,.n.~-~ ,.x.~.~w .wwr'^'y „n"n•.'.~ o"n'x+'~ s,.e.~ree7 an""ri'i i I - f
Table 6-19
CAPITAL INPROYEMENTS PR06RAN AND COST ESTIMATES
SCENARIO 1 - LAKE USNE60 PLUS 116ARD - WITH MAJOR FIRE FLOWS SPRINKLED
LAKE OSWE60 WATER MASTER PLAN
PROJECT COSTS a APPROI.
CONSTR. YEAR IN
SEQUENCE PROJECT 1988 1989 1990 1991 1992 FUTURE OPERATION
NO. NO. PROJECT DESCRIPTION (1) (1) (1) (1) (1) (1) FUTURE
1
22 15 Iron Mtn. Booster P.S.; 2500 gpe capacity 1 1 1 1 590,000 1 1997 1
(requires Project go. 11) ; ; ,
1
6 16 Kerr Road P.S.; Increase capacity to 2000 gpe ; 1 128,000
7 17 Southside P.S.; Increase capacity to 2500 gpm 1 1 118,000 1
N 17 18 Palisades P.S.; Back-up power generator for l - 75 hp pump 1 ; ; 142,000
1 1 ; 1 ; ; 1 1 ,
Raw Water Pump Station Improvements: '
1 1 1 1
20 19 Exst. Clackamas R. Intake P.S.; 3 - 200 hp - 3910 gpm 1 1 1 f 1 1 162,000 1 1993 1
capacity pumps
It 20 New Clackamas R. Intake and P.S.; 3 - 300 hp - 4380 gpe 1,220,000 1 ,
capacity pumps 1 1 1 1 1 1 1 1
1 1 1 1 1 ; '
25 21 Pump - New Intake P.S.; 1 - 300 hp - 4380 gpe capacity pump 1 1 1 1 1 1 130,000 1 2000 1
29 22 New 5-m9d capacity Willamette R. Intake and P.S. 1 910,000 1 2004 1
Water Treatment Plant Improvements:
1 ;
14 23 Expand Exst. VIP to 32 mgd capacity 1 1 ; 9,514,000 1 1 ;
1 1 1 1 1 ; 1 1
30 24 New 5-mgd capacity VIP for Willamette R. water 1 1 1 1 1 7,660,000 1 2004 1
1 1
Storage Reservoir Improvements:
1 1 1 1 1 '
8 25 McNary no. 2 - 4.0 M6 reservoir / McNary I Kerr 2,570,000 1 1 1 ;
- 200 LF of 24-inch pipeline
a ENR CCI 4730 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION
Table 6-19
CAPITAL IMPROVEMENTS PROGRAM AND COST ESTIMATES
SCENARIO 2 - LAKE OSWEGO PLUS TIGARD - WITH MAJOR FIRE FLOWS SPRINKLED
LAKE OSWE60 WATER MASTER PLAN
PROJECT COSTS a APPROX.
CONSTR. YEAR IN
SERUENCE PROJECT 1988 1989 1990 1991 1992 FUTURE OPERATION
NO. NO. PROJECT DESCRIPTION (s)---- (1)---- - (f)---- - (S)--- (f)---- (1)---- FUTURE
IB 26 Palisades no. 2 - 1.7 M6 reservoir / Cornell i Aspen 1,600,000
- 1600 LF of 16-inch pipeline '
i
16 27 Waluga no. 2 - 2.6 NO reservoir / Naluga Park i i 1,750,000 ' i '
- 500 LF of 24-inch pipeline '
31 2B Waluga no. 3 - 1.6 N6 reservoir / Hilltop Rd. i i i i 1,684,000 i
- 2950 LF of 18-inch and 1640 LF of 12-inch i i
tv 19 29 Touchstone no. 2 - 2.6 NO reservoir / Peters id. i i i i 2,360,000
I - 2300 LF of 20-inch, 2320 LF of 16-inch, and i i i '
,[a 4030 LF of 12-inch i ,
,
i i 1,431,000 i i
32 30 Touchstone no. 3 - 1.6 NO reservoir / Boones Ferry 6 Monroe
- 400 LF of 16-inch pipeline i i i i
,
Miscellaneous Improvements: i i i
15 31 Water System Telemetry Upgrade and Replacement; radio i i i 475,000
based SCADA system
i ,
5 32 Land Acquisition; south of east. NIP Site i 250,000 i i
i
,
' i i i i
i
TOTALS i 1,025,000 i 3,039,000 i 18,822,000 i 1,892,000 i 3,960,000 i 15,003,000 ; i
+ ENR CCI 4738 (SEATTLE AREA); PROJECT COST = CONSTRUCTION, CONTINGENCIES, ENGINEERING, AND ADMINISTRATION