City Council Packet - 05/11/1993AGENDA
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CITY OF TIGARD
OREGON
PUBLIC NOTICE. Anyone wishing to speak on an
agenda item should sign on the appropriate sign-up
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recognized by the Mayor at the beginning of that
agenda item. Visitor's Agenda items are asked to be
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a future Agenda by contacting either the Mayor or
at... lJi.. A.J..n:n:n{~n4vr
tltCl tJlty /"1tJ/l III IIJt1 GttVI.
Times noted are estimated; it is recommended that persons interested in testifying be present by
7:15 p.m. to sign in on the testimony sign-in sheet. Business agenda Items can be heard In anv
order after 7:30 p.m.
• STUDY SESSION (6:30 PM)
• Review Annexation Status
' Review Joint Water Agency Status
1. BUSINESS MEETING (7:30)
1.1 Call to Order - City Council & Local Contract Review Board
1.2 Roll Call
1.3 Pledge of Allegiance
1.4 Call to Council and Staff for Non-Agenda Items
2. VISITOR'S AGENDA (Two Minutes or Less, Please)
3. CONSENT AGENDA: These items are considered to be routine and may be enacted in one
motion without separate discussion. Anyone may request that an item be removed by motion
for discussion and separate action. Motion to:
3.1 Approve Council Minutes: April 13, 1993
3.2 Receive and File: Council Calendar
3.3 Local Contract Review Board: Authorize the City Engineer to Advertise for Bids on the
72nd/99W Intersection Project
3.4 Approve Maintenance Agreement Authorizing Washington County to Maintain the City's
Traffic Signals and Authorize the Mayor and City Recorder to Sign the Agreement
COUNCIL AGENDA - MAY 11, 1993 - PAGE 1
4. PUBLIC HEARING - COMPREHENSIVE PLAN AMENDMENT CPA 93-0003 ZONING MAP
AMENDMENT ZON 93-0002 WESTWOOD (NPO ##8) A request for a Comprehensive Plan
Amendment from Commercial Professional to General Commercial and a Zoning Map,
Amendment from C-P (Professional Commercial) to C-G (General Commercial District) for 2.53
acres (portions of four parcels) located to the west of the Pacific Crossroads shopping center.
APPLICABLE REVIEW CRITERIA: Generally: Comprehensive Plan Policy 1.1.2 Implementation
Strategy 2 and Community Development Code Section 18.22.040.A; Specifically: Statewide
Planning Goals 9 and 12; Comprehensive Plan Policies 5.1.1, 5.1.4, 7.1.2, 8.1.1, 8.1.3, 8.2.2,
12.2.1, and evidence of a change in the neighborhood or community affecting the designation
of the property or evidence of a mistake in the current designations. LOCATION: 11745 SW
Pacific Highway and abutting properties (portions of WCTM 1S1 36CD, tax lots 402, 500, 600,
1000) PRESENT ZONE: C-P (Professional Commercial) zoning district allows public agency
administrative services, business equipment sales and services, business support services,
financial and real estate services, a variety of office uses, and limited amounts of general retail
sales, personal services, and eating and drinking establishments. PROPOSED ZONE: C-G
(General Commercial) zoning district allows general retail uses, a variety of other retail and
service uses, eating and drinking establishments, automobile sales and repair, vehicle fuel sales,
among other permitted and conditional uses.
a.
Open Public Hearing
b.
Declarations or Challenges
C.
Staff Report: Community Development Department
d.
Public Testimony
Proponents
• Opponents
• Rebuttal
e.
Staff Recommendation
f.
Council Questions/Comments
g.
Close Public Hearing _
h.
Council Consideration: Ordinance No. 93-
5. PUBLIC HEARING -SUPPLEMENTAL BUDGET Council will consider adoption of a proposed
Supplemental Budget for 1992/93 in accordance with ORS 294.480 (1) (a).
a. Open Public Hearing
b. Declarations or Challenges
C. Staff Report: Finance Director
d. Public Testimony
• Proponents (in Favor of Proposed Supplemental Budget)
• Opponents (Opposed to Proposed Supplemental Budget)
e. Staff Recommendation
f. Council Questions/Comments
g. Close Public Hearing
h. Council Consideration: Resolution No. 93-~l
COUNCIL AGENDA - MAY 11, 1993 - PAGE 2
x
6. NON-AGENDA ITEMS
7. EXECUTIVE SESSION: The Tigard City Council will go into Executive Session under the
provisions of ORS 192.660 (1) (d), (e), & (h) to discuss labor relations, real property
transactions, current and pending litigation issues.
8. ADJOURNMENT
=0511.93
COUNCIL AGENDA - MAY 11, 1993 - PAGE 3
ff Council Agenda Item Q'~
t
T I G A R D C I T Y C O U N C I L
MEETING MINUTES - MAY 11, 1993
• Meeting was called to order at 6:30 p.m. by Mayor Edwards.
1. ROLL CALL
Council Present: Mayor Jerry Edwards; Councilors Judy
Fessler, Wendi Conover Hawley, Paul Hunt, and John Schwartz.
Staff Present: Patrick Reilly, City Administrator; John
Acker, Assistant Planner; Wayne Lowry, Finance Director; Ed
Murphy, Community Development Director; Jerry Offer,
Assistant Planner; Michael Robinson, Legal Counsel; and
Catherine Wheatley, City Recorder.
STUDY SESSION
• Reviewed Walnut Island Annexation Status: Community
Development Director Murphy reviewed the annexation
process status with regard to the Walnut Island. He
distributed material (draft form - on file with the
Council packet material) covering the following:
- Estimated Costs of Annexation to the Walnut Island
Area Residents
- Estimated Revenues to the City from the Walnut
Island area
- A list of citizen raised questions and concerns
from the Community Forum on the Annexation of the
Walnut Island on March 18, 1993.
- A report on the Walnut Island Sewer
- An in-house prepared brochure on Annexation
Council reviewed the documents. There was lengthy
discussion on services provided by the City and County;
what are the benefits to joining the City; what benefits
are received by residents in the Urban Growth Boundary
for which they are not paying their share (i.e., parks,
full library service, School Resource Officers, road
improvements, etc.)
The Council revisited their direction of pursuing a
double majority annexation in this area. There was no
consensus to change policy at this time. The next
Community Forum meeting will be held on June 2, 7 p.m.,
at Fowler Middle School.
• Review Joint Water Agency Status
(Note: This item was postponed for discussion and was
conducted at the end of the agenda.)
CITY COUNCIL MEETING MINUTES - MAY 11, 1993 - PAGE 1
Council heard a report from Associate Planner John Acker
who had just returned from the Tigard Water District
(TWD) Board meeting. Concerns over the budget and a
contract with Lake Oswego for water supply were noted at
the TWD meeting by former TWD Administrator Bob Santee.
Some of the concerns outlined by Mr. Santee were as
follows:
- He feels there are errors and omissions in the
proposed Water District Budget.
- Expressed concern at the 20% rate increase and
noted there had also been an increase last year.
- Noted increase in staffing from 13 employees in
1984 to 20 employees at present.
- Noted a 4.5% cost-of-living increase to employees
with no analysis cited.
Expenditures exceed revenues.
Referred to Administrator's salary and questioned
the function of this position.
Took issue with the contract with Lake Oswego which
guarantees 4 million gallons of water per day. By
law, Portland and Lake Oswego can only sell surplus
water. Four million gallons of water per day is a
minimum amount; actual usage during peak times is
probably close to 10 million gallons/day.
Questioned the advisability of committing to
expenditure of $1.5 million in capital improvements
to the Lake Oswego water system. Contract with
Lake Oswego would be for four years (obligating new
agency?); water rates will increase during that
time.
Council consensus was to request that the TWD Board and
Lake Oswego Water officials postpone signing the
agreement to give more time for review by the City.
Council appointed the four Tigard representatives to
serve on the joint water agency board beginning July 1,
1993:
Audrey Castile Patrick Reilly
Clarence Nicoli John Schwartz
1. BUSINESS MEETING
1.1 Call to Order - City Council & Local Contract Review
Board
1.2 Roll Call - All City Council present.
2. VISITOR'S AGENDA
• Jill Link, 13050 S.W. Walnut, Tigard, Oregon, owner of
property affected by the recently approved "Gaarde Road
T.J~ CITY COUNCIL MEETING MINUTES - MAY 11, 1993 - PAGE 2
Extension," was present. Mrs. Link referred to the
last Council meeting at which time policy discussion on
capital improvement project funding was deferred until
June 22, 1993. Mrs. Link advised she was frustrated with
the process and asked that the policy discussion be
accelerated. Mrs. Link also requested that consideration
of the purchase of her property and her neighbor's
property (Mrs. Rosemary Shrauger) be held prior to the
policy discussion.
Mayor advised that her request would be discussed during
the Non Agenda portion of the meeting.
3. CONSENT AGENDA: Motion by Councilor Schwartz, seconded by
Councilor Hawley, to approve the Consent Agenda as follows:
3.1 Approve Council Minutes: April 13, 1993
3.2 Receive and File: Council Calendar
3.3 Local Contract Review Board: Authorize the City Engineer
to Advertise for Bids on the 72nd/99W Intersection
Project
3.4 Approve Maintenance Agreement Authorizing Washington
County to Maintain the City's Traffic Signals and
Authorize the Mayor and City Recorder to Sign the
Agreement
The motion was approved by a unanimous vote of Council
{ Present. (Mayor Edwards; Councilors Fessler, Hawley, Hunt and
Schwartz voted "Yes.")
4. PUBLIC HEARING - COMPREHENSIVE PLAN AMENDMENT CPA 93-0003
ZONING MAP AMENDMENT ZON 93-0002 WESTWOOD (NPO #8) A
request for a Comprehensive Plan Amendment from Commercial
Professional to General Commercial and a Zoning Man Amendment
from C-P (Professional Commercial) to C-G (General Commercial
District) for 2.53 acres (portions of four parcels) located to
the west of the Pacific Crossroads shopping center.
APPLICABLE REVIEW CRITERIA: Generally: Comprehensive Plan
Policy 1.1.2 Implementation Strategy 2 and Community
Development Code Section 18.22.040.A; Specifically: Statewide
Planning Goals 9 and 12; Comprehensive Plan Policies 5.1.1,
5.1.4, 7.1.2, 8.1.1, 8.1.3, 8.2.2, 12.2.1, and evidence of a
change in the neighborhood or community affecting the
designation of the property or evidence of a mistake in the
current designations. LOCATION: 11745 SW Pacific Highway and
abutting properties (portions of WCTM 1S1 36CD, tax lots 402,
500, 600, 1000) PRESENT ZONE: C-P (Professional Commercial)
zoning district allows public agency administrative services,
business equipment sales and services, business support
services, financial and real estate services, a variety of
office uses, and limited amounts of general retail sales,
personal services, and eating and drinking establishments.
CITY COUNCIL MEETING MINUTES - MAY 11, 1993 - PAGE 3
PROPOSED ZONE: C-G (General Commercial) zoning district allows
general retail uses, a variety of other retail and service
uses, eating and drinking establishments, automobile sales and
repair, vehicle fuel sales, among other permitted and
conditional uses.
a. Public hearing was opened.
b. There were no declarations or challenges.
C. Assistant Planner Jerry Offer summarized the staff
report. He advised the Planning Commission and staff
recommend approval as presented to the Council.
Councilor Fessler asked about the Fire Department
comments. Mr. Offer responded that the Department was
asking that special care be taken +•+;+i t"L.' d6st at t e
r, ~.aa ~.aac ucai~11 C& V11
time a development proposal is submitted.
d. Public testimony:
Gerald Foy, Westwood Corporation (applicant), 3030
S.W. Moody Avenue, Portland, OR 97201 outlined the
application advising that the zone change would
give flexibility in marketing the property. He
advised that, in his opinion, conditions have
changed in this area so that a zone change was
warranted. He reviewed the status of the
surrounding properties.
Mr. Foy responded to Council questions. Most of
the questions from Council concerned the traffic
patterns, i.e., how would this request affect
Pfaffle and 99W as well as the surrounding
residential area. No additional access will be
requested for 99W; access will be shared with
existing, adjoining development.
Mr. Foy reviewed a conceptual plan depicting the
manner in which a proposed development could be
landscaped and the type of buffering which could be
done.
Howard Stein, Kittleson & Associates, 610 S.W.
Alder, Suite 700, Portland, OR 97205 reviewed
traffic information. The applicant advised there
would be little difference to traffic volume and
pattern between the current C-P zoning and the
requested C-G zoning. They have met with Oregon
Department of Transportation representatives who
did not challenge any of the conclusions of the
traffic impact study.
i
CITY COUNCIL MEETING MINUTES - MAY 11, 1993 - PAGE 4
e. Council comments:
• Councilor Fessler questioned whether there would be
additional traffic impacts to Pacific Highway; she
reviewed the current road configuration and
signalization. She also noted there would be
impacts to an existing shopping center.
Mayor Edwards referred to the comment that the
change in zoning would make little difference to
the traffic generated once the property is
developed. He said he would not favor additional
impact to Pfaffle Street because of its residential
character.
• Councilor Hawley advised she had no objections
because of ademu to buffering- which will be
provided between this and residential property.
• Councilor Schwartz advised that he also had no
objections to the proposal and referred to the
testimony advising that there would be no
additional impacts to traffic if approved.
f. Public hearing was closed.
h. ORDINANCE NO. 93-14 AN ORDINANCE ADOPTING FINDINGS AND
CONCLUSIONS TO APPROVE A COMPREHENSIVE PLAN AMENDMENT
REQUESTED BY THE WESTWOOD CORPORATION (CPA 93-0003/ZONE
93-0002).
i. Motion by Councilor Hunt, seconded by Councilor Schwartz
to adopt Ordinance No. 93-14.
The motion was approved by a majority vote of Council,
4-0-1. (Mayor Edwards and Councilors Hawley, Hunt and
Schwartz voted "yes"; Councilor Fessler abstained from
voting.)
5. PUBLIC HEARING - SUPPLEMENTAL BUDGET Council will consider
adoption of a proposed Supplemental Budget for 1992/93 in
accordance with ORS 294.480 (1) (a).
a. Public hearing was opened.
b. Staff report was reviewed by Finance Director Lowry; the
Supplemental Budget resolution will facilitate changes in
the Park Levy Fund and make adjustments necessary from
the early call of bonds and the sale of refunding bonds
(taking advantage of lower interest rates).
C. No public testimony.
"l- CITY COUNCIL MEETING MINUTES - MAY 11, 1993 - PAGE 5
d. Public hearing was closed.
( e. RESOLUTION NO. 93-21 - A RESOLUTION APPROVING A
SUPPLEMENTAL BUDGET FOR 1992/93.
f. Motion by Councilor Hunt, Councilor Fessler, to adopt
Resolution No. 93-21.
The motion was approved by a unanimous vote of Council
present. (Mayor Edwards and Councilors Fessler, Hawley,
Hunt and Schwartz voted "yes.")
6. NON-AGENDA ITEMS
6.1 Councilor Fessler reviewed history of the recently
submitted Taco Bell application (approved by the Planning
Commission) along 99W and Park Street. She questioned
the access to 99W and previous developments (Hot N Now,
Public Storage and Pietros) and whether the required ODOT
permit had been obtained. Associate Planner Offer
advised that the ODOT permit was recently acquired.
6.2 Councilor Hunt requested that Council discussion on
Capital Improvement Projects be moved from June 22 to May
25. Council consensus was to revise the tentative agenda
in accordance with Councilor Hunt's request.
Mrs. Link (see Visitor's agenda) requested that
consideration for purchase of her property be done before
' the policy is adopted. Council consensus was that this
would not be feasible; the policy must be set first.
6.3 Council, upon review with Community Development Director
Murphy, approved a request from Mark Rockwell to initiate
a comprehensive plan amendment out of the prescribed
hearing times.
7. EXECUTIVE SESSION: Cancelled
8. ADJOURNMENT: 9:30 p.m.
Attest: Catherine Wheatley, Cit"ecorder
City of Tigard
c=0511.93
CITY COUNCIL MEETING MINUTES - MAY 11, 1993 - PAGE 6
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WFSTWODi~ ~ -
AFFIDAVIT OF PUBLICATION
STATE OF OREGON,
COUNTY OF WASHINGTON,
1, Judith Koehler
being first duly sworn, depose and say_that I am the Advertising
Director, or his principal clerk, of the JJ g rd G
a nespaper of general circulation as defined in ORS 193.010
and 1 w93.020; published at Tigard in the
aforesaid county and state that the
Haari ng~( PA 43-()t)()7nni man
a printed copy of which is hereto annexed, was published in the
entire issue of said newspaper for One successive and
consecutive in the following issues:
April 29, 1993
i
Subscribed and aw to before me thia99th d-031 of Ana '
r
Notary Public for Oregon
My Commission Expires:
AFFIDAVIT
A request for a mom°xehenet°P Plan Amend_men from Commercial
Mao Amendment from
professional to General Commercial and a
C-P (Professional Commercial) to C-G (Getteran t ommeacmi „iwuavt) for
. fM!jin j. of fnar nareels) located to the west of the Pacific
Generally: Comprehensive Plan Pblicpp L. 1.L impiemcsi~- -v, -
and Community Development Ccde Section 18.22.040.A• Spccitically:
Statewide Plrsming Goals 9 and 12• Comprebcpsive Plan Policies 5.1.1, .
5.1.4,7 12, 8.1.1, 8.13 , 82.2. 12-2.1. and evidence of a chartge in these
neighborhood or comlminity affecting the designation of the ppr~~rtyg
evidence of a mistake in the current designations. LOCAT10N:11745
S.W. Pacific High a- and abutting propp~etties (portions of WCTM 1S1 .
36CD, tax lots 402, 5 .600, IWO). PR13SENTZOW4 C-P (Professional
Commercial) zoning district allows public agency administrative fiservim,
nancial
business equipment sales and services, business support
and real estate services, a variety of office uses, and limited amounts of
general retail sales, services, and eating and drinking establish-
ments. PROPOSED= C-O (Gereral Commercial) zoning district al-
iuvrs4fit'a►ciaLrrtail.t~3es 'n• variety.of•olhec-retail snd•sarvica'timtatilikg
and rlrifiking establithThdnu,'atti+ of satzs and repair vaidb fuel
sales, among other permitted and conditionsl USes.. , . .
TT7541- Publish April 29,1993.
00 OFFICIAL SEAL
JACOUELIPIE AeELU1N0
NOTARY PUBLIC-OREGON
COMMISSION NO. 023140
`r1Y COMMISSION EXPIRES JUNE 9. 1997
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I: F: C C
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• City of Tigard • ❑ Tearsheel agendas may be obtained from the City. Recorder, 13125:S.W. Hall
Accounts payable/Terry Boulevard, Tigard, Oregon 97223, or by calling 639-4171.
• 13125 SW Hall Blvd. c ❑ Duplicate CITY COUNCIL BUSINESS1dErTIPIG
Tigard, OR 97223 MAY 11 1993
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TIGARD CITY HALL - TOWN HALL.
13125 S. W. HALL BOULEVARD, TIGARD, OREGON
Study Meeting ('Town Hall Conference Room) (6:30 P.M.)
Business Meeting (Town Hall) (7:30 PAC)
STATE OF OREGON, )
C^L'":Ty OF ASK--1^.-.TON, yea.
I Judith Koehler
being first duly sworn, depose and say that I am the Advertising
Director, or his principal clerk, of the Tigard Times
newspaper of general circyJstion ea defined in ORS 193.010
a
,a in the
and 193.020; published at ,9
afo 0said ountyi n stale; that the
ty d1nc~ mess meeting
a printed copy of which is hereto annexed, was published in the
entire issue of said newspaper for One successive and
consecutive in the following issues:
6, 199"1
i
W
Subscribed and sworn.to before me
Notary Public for Oregon
My Commission-Expires: 7
AFFIDAVIT
Public Hearings
ne nnn~ v .sir....
~,u~nprcuousiJc ciiw r~u,c.'.wvvTit ~.ii+ »-vvv.,, :jy • ..ues,.
Amendment ZON 93-0002 -Westwood (NPO o) A rect
for a Comprehensive Plan Amendment from Commercial Profes-
sional to 0eneral Commercial and a Zoning Map Amendment
from C-P (Professional Commercial to C-G (General Commercial
District) for 2.53 acres (portions of four parcels) located to the ;
west of the Pacific Crossroads shopping center.
• Supplemental Budget Hearing
Local Contract Review Board Aseeting
Executive Session: The Tigard City Council ma go into Executive Ses-
sion under the provisions of ORS 192.660 (1) lY (e), & (h) to discuss
labor relations, real property transactions, current and pending litigation
issues.
M549 - Publish May 6,1993.
OFFICIAL SEAL
JACQUELINE ARELLANO
NOTARY PUBLIC-OREGON
COMMISSION NO. 023140
MY COMMISSION EXPIRES JUNE 9. 1997
CITY OF TIGARD, OREGON
AFFIDAVIT OF POSTING
In the Matter of the Proposed
3-
STATE OF OREGON )
County of Washington ) ss.
City of Tigard )
begin first duly sworn, on oath,
I, J Jjl~-
depose an say:
That I posted in the following public and conspicuous places, a copy of Ordinance
Number (s) -3 -I
which were adopted at the Council Meeting dated
copy(s) of said ordinance(s) being hereto attached and by reference made a part hereof,
on the l day of , 19 3
1. Tigard Civic Center, 13125 SW Hall Blvd., Tigard, Oregon
2. West One Bank, 12250 SW Main Street, Tigard, Oregon
3. Safeway Store, Tigard Plaza, SW Hall Blvd., Tigard, Oregon
4. Albertson's Store, Comer of Pacific Hwy. (State Hwy. 99) and SW Durham
Road, Tigard, Oregon
Subscribed and sworn to before me this G day of V1 C'-, 19~.
OFFICIAL SEAL
CONNIE MARTIN L Y
NOTARY PUBLIC • OREGON Notary Public for COMMISSION No. 015877 Oregon
MY COMMISSION EXPIRES JUNE 4, 1996
My Commission Expires: 62f ` ~
login\jo\affpost
CITY OF TIGARD, OREGON
ORDINANCE NO. 93-
AN ORDINANCE ADOPTING FINDINGS AND CONCLUSIONS TO APPROVE A COMPREHENSIVE PLAN
AMENDMENT REQUESTED BY THE WESTWOOD CORPORATION (CPA 93-0003/ZON 93-0002).
WHEREAS, the applicants have requested a comprehensive Plan map amendment from
commercial Professional to General Commercial and zoning map redesignation from C-P to
C-G for approximately 2.53 acres (WCTM 1S1 36CD portions of tax lots 400, 500 and 600,
and 1000); and
andRunanimously concurred with the e P1 nning Division's recommendation forp approval of
the request; and
WHEREAS, the Tigard City Council held a public hearing on the request on May 11, 1993,
to review the applicants' statement and traffic study, the staff report, staff and
Commission recommendations, and to receive public testimony;
THE CITY OF TIGARD ORDAINS AS FOLLOWS:
C
SECTION 1: The proposal is consistent with all relevant criteria based upon the
facts, findings, and conclusions noted in the attached staff report,
(Exhibit C), the minutes of the Planning Commission's April 19, 1993
meeting (Exhibit D), and the applicants' narrative (Exhibit E), the
applicants' traffic study (Exhibit F);
SECTION 2: The City Council concurs with the Planning Commission and staff
recommendations, and approves the request to amend the Comprehensive
Plan Land Use Map (as shown on attached Exhibit A) with the subject
parcels designated with the General Commercial Plan designation, as
well as approving the requested change to the zoning map (attached
Exhibit B) with the subject parcels designated with the C-G zoning
district.
SECTION 3: This ordinance shall be effective 30 days after its passage by the
Council, approval by the Mayor, and posting by the City Recorder.
PASSED: By ~l `'vote of all Council members present after
being read by n er and title only, this day of
1993.
Am-t/Lirg 60
/ Ca brine Wheatley, City Recorder
APPROVED: This / :Iral of , 1993.
wards, Mayor
Approved as to form:
t&kad e,
City Attorney Date
Jo/ordcpa9303
ORDINANCE No. 93-
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AGENDA ITEM 5.1
STAFF -REPORT TO THE PLANNING COMMISSION
HEARING DATE: April 19, 1993, 7:30 PM
HEARING LOCATION: Tigard City Hall - Town Hall
13125 SW Hall Blvd.
Tigard, OR 97223
A. FACTS
1. General Information
CASE: Comprehensive Plan Map Amendment CPA 93-0003
Zoning Map Change ZON 93-0002
REQUEST: 1) Plan Map amendment from Commercial
Professional to General Commercial
2) Zone Change from C-P (Commercial
Professional) zoning district to C-G
(General Commercial) zoning district
APPLICANT: Westwood Corporation
Gerry Foy - contact person
3030 SW Moody Avenue
Portland, OR 97201
OWNERS: Roger Paul Sorg
8121 SW Taylors Ferry Road
Portland, Oregon 97223
Otto Sorg
8000 SW Pfaffle Street
Tigard, Oregon 97223
Alex & Lotti Finke
8060 SW Pfaffle Street
Tigard, Oregon 97223
Chevron USA
575 Market Street #1834
San Francisco, California 94105
AGENT: Kittelson & Associates
Howard Stein - contact person
512 SW Broadway
Portland, Oregon 97205
LOCATION: 11745 SW Pacific Highway and abutting
properties. West of the Pacific Crossroads
shopping center.
PROPERTY DESCRIPTION: portions of WCTM iSl 36CD, Tax Lots
402, 500, 600 & 1000
SITE AREA: Approximately 2.53 acres
STAFF RECOMMENDATION: Forward a recommendation to the
City Council for approval of the Plan Map
amendment and rezoning requests.
2. Proposal Description
The applicant requests a Comprehensive Plan Map amendment
from Commercial-Professional to General Commercial and a
Zone Change from the C-P (Commercial Professional) zoning
district to the C-G (General Commercial) zoning district
for the approximately 2.53 acre site. The applicant has
submitted a statement titled Proposal for a Comprehensive
Plan Amendment and Zone Change. In addition, the
applicant has submitted a Transportation Impact Study for
prepared by Rittelson & Associates.
3. Background Information
The subject site was within the area of the original
incorporation of the City of Tigard in 1961. The
earliest available Plan and zoning maps that the Planning
Department has for this area shows that the subject site
has been planned for Commercial Professional use since at
least 1981. The earliest zoning map that the Planning
Department has found indicates that the site has been
zoned for C-P use since at least 1981. No development
applications for tax lot 1000 or the adjacent affected
parcels have been reviewed by the City.
4. vicinity information
Adjacent properties to the north and northwest along SW
Pfaffle Street, and to the west along SW Pacific Highway
are also zoned C-P. Properties along SW Pfaffle are
developed with non-conforming residential uses.
Neighboring properties to the east are zoned C-G. These
properties span between SW Pacific Highway and SW Pfaffle
Street. The Pacific Crossroads shopping center is
located to the east. A Chevron service station is
immediately to the west. The General Motors training
center is further to the west.
STAFF REPORT - CPA 93-0003/ZON 93-0002 - WESTWOOD PAGE 2
5. Site Information
The total site proposed for redesignation is 2.53 acres
in size and consists of most of one parcel, tax lot 1000,
and smaller portions of three abutting parcels. Exhibit
1 of the applicant's statement clearly illustrates the
area proposed for redesignation on a Washington County
Assessor's map. The applicant's statement recognizes
that lot line adjustment applications would need to be
processed to separate the areas of different Plan and
zoning designations subsequent to approval of the current
application, if approved.
The site is located on the north side of SW Pacific
Highway, approximately 550 feet west of SW 78th Avenue,
and „cast and northwest of the Pacific Crossroads shopping
center. Tax lot 1000 is vacant. Tax lots 402, 500, and
600 all front orr Pfaffle Street and contain single-family
residences.
6. Agency and NPO Comments
NPO #81 the City of Tigard Building Division and
Engineering Department, Tri-Met, the Tualatin Valley
Water District, and the Tualatin Valley Fire and Rescue
District have reviewed the proposal and have issued no
comments or objections to the proposed Plan Amendment and
Zone Change. The Fire District and Tri-Met have provided
comments that may apply to subsequent development of the
site. These comments will be forwarded to the Westwood
Corporation.
Notice of the proposal was also provided to the Oregon
Department of Transportation Highway Division, and the
Oregon Department of Land Conservation and Development.
No comments have been received from those agencies. No
other comments have been received.
B. FINDINGS AND CONCLUSIONS
Staff has determined that the applicable approval criteria in
this case are Statewide Planning Goals 9 and 12; Comprehensive
Plan Policies 2.1.1, 5.1.1, 5.1.4, 7.1.2, 8.1.1, 8.1.3, 8.2.2
and 12.2.1 (locational criteria for the General Commercial Plan
designation); and the change or mistake quasi-judicial Plan Map
Amendment criteria of both the Comprehensive Plan (Plan Policy
1.1.2) and Community Development Code Sectionl8.22.040.A.
STAFF REPORT - CPA 93-0003/ZON 93-0002 - WESTWOOD PAGE 3
The Planning Division concludes that the proposal is consistent
with the applicable Statewide Planning Goals based upon the
following:
1. Goal #9 (Economy of the State) is satisfied because the
proposed redesignation would increase the City's
inventory of leasable/redevelopable general commercial
land although it would decrease the city's inventory of
leasable/redevelopable Commercial Professional land. No
net impact on employment in the City is foreseeable due
to the proposed redesignation.
4. Goal #12 (Transportation) is satisfied because the
proposed redesignation would not be anticipated to have
detrimental effects upon the provision of a safe and
convenient transportation system in the area of the site.
The site is well served by direct access to SW Pacific
Highway, a state highway which is developed with six
travel lanes, as well as indirect access to several other
major streets. The site is located between Pacific
Highway's intersection with State Highway 217 and SW
Dartmouth Street/78th Avenue. The site therefore has
very good access to higher functional order streets with
substantial traffic capacity.
The applicant has submitted a transportation impact study
which assesses the potential impacts of -the proposed
redesignation upon these nearby major streets as well as
proposed findings within the applicant's statement
relative to Goal 12 compliance. The applicant's
statement and the traffic study compare typical uses of
the site under existing Commercial Professional Plan and
zoning designations (office buildings) and proposed
General Commercial Plan and zoning designations (retail
and restaurant uses). The studies indicate that the
number of vehicle trips that would be generated by
development of the site under either scenario would be
similar and would not. cause the level of service of
adjacent streets or.intersections to be affected beyond
accepted levels. Staff recommends that the Commission
adopt the Transportation Impact Study for the Westwood
Corporation Pacific Crossroads_ Annex prepared by
Rittelson & Associates as further findings in support of
Goal 12 compliance.
Staff has determined that the proposed Plan Map Amendment/Zone
Change is consistent with applicable sections of the
Comprehensive Plan based upon the findings below:
1. Plan Policy 2.1.1 is satisfied because Neighborhood
Planning Organization #8 and surrounding property owners
STAFF REPORT - CPA 93-0003/ZON 93-0002 - WESTWOOD PAGE 4
were given notice of public hearings related to the
request and of their opportunity to comment on the
proposal. Two public hearings on this request are being
conducted in accordance with the requirements of the
City's Community Development Code.
2. Plan - Policy 5.1.1 is satisfied because the proposed
redesignation would not appear to significantly affect
the economic diversity of the Tigard area, positively or
negatively. It is not possible to quantify what future
effects on employment opportunities the requested
redesignation would have. The request is for a switch
between two commercial zones, only, and involves a
relatively small amount of land. Therefore, development
noi b b ^r ation anticipated
of the site would
under ei ther ethe
substantial impac..
current or proposed designations.
3. Plan Policy 5.1.4 states that commercial and industrial
development shall not encroach into residential areas
that have not been designated for commercial or
industrial use. Although portions of the subject
properties include residences oriented toward Pfaffle
Street, all of these properties are already e designated
for commercial development. Therefore, proposal
would not conflict with Policy 5.1.4 since redesignation
would not allow commercial encroachment into an area
designated for residential use. In addition, the
applicant's statement recognizes that a landscaped buffer
will be required upon redevelopment of this site between
the future commercial use and the resdences thosalong
Pfaffle, thereby providing for protection residential uses from impacts related to commercial use.
4. Plan Policies 7.1.2 is satisfied because adequate public
sanitary sewerage, storm drainage, public water supply,
and fire protection service c~p~.M-c--i-4'_i_es are available to
serve future uses of this site, either under its current
Plan and zoning designations or if the site is
redesignated and redeveloped as proposed.
utility prow dens
Tigard would notify public and pri this
of any subsequent development applications affecting
site.
5. Plan Policy 8.1.1 is satisfied because the proposed
redesignation would not be anticipated to substantially
increase traffic beyond traffic levels expected with
development under the existing Commercial Professional
Plan and C-P zoning designations as detailed in the
Rittelson traffic study and the Goal 12 discussion. The
anticipated related
anticipated the sit rwould not characteristics
retail usage of to have
PAGE 5
STAFF REPORT - CPA 93-0003/ZON 93-0002 - WESTWOOD
C a negative impact on traffic safety or efficiency on
nearby streets, especially SW Pacific Highway.
6. Plan Policy 8.1.3 would be required to be satisfied as a
condition of approval of any future development of this
site. Any additional necessary street improvements along
the site's Pacific Highway frontage would typically be
required to be installed by the developer at the time of
redevelopment. The existing access driveway to the
Pacific Crossroads shopping center is presumed to provide
adequate access for future commercial development of the
subject site. The City of Tigard Engineering Department
and the Oregon State Highway Division will be provided
with an opportunity to review any future development
proposals for the site with regard to necessary road
improvements along the site's Pacific Highway frontage as
well as any possible off-site improvements. The current
traffic impact study may need to be revised in the future
to reflect an actual development proposal.
7. The proposed redesignation is consistent with Policy
8.2.2 because the proposed General Commercial
redesignation essentially would exchange one type of
commercial opportunity with another type of commercial
opportunity, with both general use types being intensive
land uses which may be supportive of public transit use.
Tri-Met has been notified of the proposed redesignation.
Tri-Met's representative did not raise any objections
with the proposed General Commercial redesignation;
although it was noted that Tri-Met will be interested in
any subsequent redevelopment proposals for the site
(phone call between Rim Knox of Tri-Met and Jerry Offer
of Tigard Planning Division, 4/6/93). As noted in the
applicant's statement, public transit service is
available along Pacific Highway abutting the site.
8. The locational criteria for General Commercial uses
specified in Policy 12.2.1 of the Comprehensive Plan are
satisfied for the following reasons:
a. The subject area is not surrounded by residential
development on more than two sides. Therefore, the
site satisfies the first locational criterion,
criterion b (1). Surrounding properties are zoned
for either General Commercial use to the east or
Commercial Professional use in all other directions.
b. As discussed above under Statewide Planning Goal #12
and Plan Policy 8.1.1, staff does not find that the
proposed General Commercial redesignation would
result in substantial increases in traffic on
adjacent streets and intersections and would not
STAFF REPORT - CPA 93-0003/ZON 93-0002 - WESTWOOD PAGE 6
unduly exacerbate existing traffic congestion to
unsatisfactory levels or increase traffic safety
concerns. Therefore, staff concludes that
locational criterion 2 (a) is satisfied. This
criterion requires that the redesignation not create
additional traffic congestion or a safety problem.
C. The site is located on SW Pacific Highway which is
designated an arterial street by the City of
Tigard's Transportation Plan Map. Therefore, the
proposal is consistent with locational criterion
2(b) which requires General Commercial sites to have
direct access to a major collector street or
arterial. Access to the site for anv future
development will be determined through the
development review process, although it is likely
that the only feasible opportunity is for shared
usage of the existing driveway from the Pacific
Crossroads shopping center to Pacific Highway.
d. Public transportation is available on SW Pacific
Highway in front of the site, thereby satisfying
locational criterion 2 (c).
e. The 2.53 acre site is an adequate size to
accommodate many of the uses permitted in the C-G
zoning district, thereby satisfying criterion 3(a).
f. The subject site is highly visible from SW Pacific
Highway, thereby satisfying criterion 3(b).
g. Compatibility of this site with adjacent uses is
difficult to ascertain without an actual development
proposal or at least the specific intended use.
However, the City of Tigard's Site Development
Review and Conditional Use review processes are
intended to provide an opportunity for review of a
potential development's relationship with adjacent
existing uses. Because the site abuts only other
commercially designated property and major streets,
compatibility issues regarding future development
would be anticipated to be minimal except with
regard to traffic concerns. Therefore, staff finds
that it is reasonable to expect later development of
the site to satisfy criteria 4 (a) through (d).
In order to approve a quasi-judicial amendment to the Plan and
zoning maps, the City must also find that there is evidence of
a change in the neighborhood or community which affects the
parcel. Alternatively, the City must find that there has been
a mistake or inconsistency with regard to the original
STAFF REPORT - CPA 93-0003/ZON 93-0002 - WESTWOOD PAGE 7
designation of the parcel (Comprehensive Plan, Volume 2, Policy
1.1.1, Implementation Strategy 2; Community Development Code
Section 18.22.040.A).
The applicant's statement asserts that there may have been a
mistake in the original Commercial Professional designation of
this site since parcels on either side of the site along
Pacific highway are designated General Commercial, and
therefore this site might have been more logically been
designated General Commercial. Staff finds that this is not
a strong argument and that no evidence has been presented of
an actual mistake in designation.
In addition, the applicant's statement asserts that there has
been a substantial change in the market for land for suburban
office developments. The statement notes that there has been
no interest in this property over the past few years while it
has been marketed. The statement notes that, by contrast, the
market for developable retail land is strong. Other applicants
for Comprehensive Plan Amendments and zone changes have made
similar arguments with regard to changes in circumstances
relative to changes in market demand. The City has previously
accepted these arguments, in some cases, and rejected them in
others. In the case of the Aitken Comprehensive Plan Amendment
proposal (CPA 92-0006) last fall, the Commission rejected a
similar argument due to evidence of other properties on
Greenburg Road in the immediate area of the subject site having
recently been developed with office uses. With the Anderson
Plan Amendment (CPA 92-0002) on Bull Mountain Road, the Council
accepted a similar argument partially because of the absence
of newer office development in the area of that site. Staff
finds the current situation to be more similar to the Anderson
situation. Staff is unaware of any interest in developing
offices or other Commercial Professional development anywhere
near the subject site, or elsewhere along SW Pacific Highway.
There has been little interest in development in Commercial
Professional designated areas in recent years, except for
conversion of existing houses to squall office uses. ::2
therefore concur with the applicant that a change in
circumstances with regard to market demand exists which may
affect the site. In the absence of strong reasons to maintain
the Commercial Professional/C-P designations, the Planning
Division finds that there is enough evidence of a change in
circumstances exists to support the requested Plan Amendment
and Zoning Map Change.
C. RECOMMENDATION
The Planning Division recommends that the Planning Commission
forward a recommendation to the City Council for APPROVAL of
Comprehensive Plan Amendment CPA 93-0003 and Zone Change ZON
93-0002 based upon the foregoing findings.
STAFF REPORT - CPA 93-0003/ZON 93-0002 - WESTWOOD PAGE 8
TIGARD PLANNING COMMISSION
Regular Meeting Minutes - April 19, 1993
1. CALL TO ORDER: President Fyre called the meeting to order at
7:30 PM. The meeting was held in the Tigard Civic Center -
Town Hall - 13125 SW Hall Boulevard.
2. ROLL CALL: Present: President Fyne, Commissioners Boone,
Castile, Holland, Moore, Saporta,
Schweitz.
Absent: Commissioner Saxton and Schwab.
Staff: Senior Planner Dick Bewersdorff,
Associate Planner Jerry Offer,
Acting Planning Commission Secretary
Diane Jelderks, Training Planning
Commission Secretary Lorraine
Campbell.
3. APPROVE MINUTES
Commissioner Holland moved and Commissioner Saporta seco d
to approve minutes of March 22, 1993, as submitted. . otion
carried by majority of Commissioners present. C issioners
Boone and Moore abstained.
Commissioner Boone moved and Commissse er Holland seconded to
approve minutes of April 5, 1 as as submitted. Motion
carried by majority of Comm' loners present. Commissioner
Saporta abstained.
4. PLANNING COMMISSI COMMUNICATIONS
1. Updat o Community Development Code from the City of
T. rd
2. ECAP from Tigard City Council
Letter from Martha Bishop dated April 10th, 1993
4. Letter from Martha Bishop dated April 17th, 1993
5. PUBLIC HEARING
~.1 COMPREHENSIVE PLAN AMENDMENT CPA 93-0003 ZONING MAP
AMENDMENT ZON 93-0002 WESTWOOD A request for a
Comprehensive Plan Amendment from Commercial Professional to
General Commercial and a Zoning Map Amendment from C-P
(Professional Commercial) to C-G (General Commercial District)
for 2.53 acres (portions of four parcels) located to the west
of the Pacific Crossroads shopping center. APPLICABLE
APPROVAL CRITERIA: Generally: Comprehensive Plan Policy
1.1.2 Implementation Strategy 2 and Community Development Code
Section 18.22.040.A; Specifically: Statewide Planning Goals
9 and 12; Comprehensive Plan Policies 5.1.1, 5.1.4, 7.1.2,
8.1.1, 8.1.3, 8.2.2, 12.2.1, and evidence of a change in the
neighborhood or community affecting the designation of the
property or evidence of a mistake in the current designations.
Page 1 - PLANNING COMMISSION MINUTES - April 19, 1993
611118 i7
LOCATION: 11745 SW Pacific Highway and abutting properties
(portions of WCTM 1S1 36CD, tax lots 402, 500, 600, 1000)
PRESENT ZONE: C-P (Professional Commercial) zoning district
allows public agency administrative services, business
equipment sales and services, business support services,
financial and real estate services, a variety of office uses;
and limited amounts of general retail sales, personal
services, and eating and drinking establishments. PROPOSED
ZONE: C-G (General Commercial) zoning district allows general
retail uses, a variety of other retail and service uses,
eating and drinking establishments, automobile sales and
repair, vehicle fuel sales, among other permitted and
conditional uses.
o Jerry Offer, Associate Planner, reviewed the staff report and
made staff's recommendation for approval. He "said it is
notable that NPO No. 8 had no comments and the Oregon State
Highway had no cox-mcnts. He said there is not much at issue
with any of the criteria as zoning is changing from one
commercial use to another and there is very little impact at
this time. Statewide planning goals have been met,
transportation impacts are not expected to be different, plan
policies are satisfied and there seems to be adequate capacity
for necessary public facilities. Jerry Offer said that the
applicant had met their burden of proof in that all criteria
have been met and that circumstances have changed enough to
warrant the zoning change.
o Commissioner Schweitz asked Jerry Offer to clarify General
Commercial zoning. Jerry Offer explained that General
Commercial allows a variety of retail uses not allowed in
Commercial Professional, as well as all of the use allowed in
the Commercial Professional district.
APPLICANT'S PRESENTATION
o Jerry Foy, Manager of Development, Westwood Corporation, 3030
SW Moody Avenue, Portland, Oregon 97201-4897, explained that
a retail center would be built on the site. He discussed how
changes have taken place in the area requiring the change in
zoning which is almost all zoned C-G. He said while there has
been a tremendous growth of retail activity in the area, there
has been hardly any demand for office space development.
o Naomi Gallucci, 11285 SW 78th Avenue, Tigard was concerned
about a through street connecting to Pfaffle and also if the
new development will bring about an increase in property
taxes.
o Helen Pfaffle, 8225 SW Pfaffle, Tigard, wanted to know what
will be built on the property. She expressed her concern
regarding the growth and traffic congestion in the area.
APPLICANT'S REBUTTAL
o Howard S. Stein, Associate, Kittelson & Associates, Inc.
Transportation Planning/Traffic Engineering, 610 SW Alder,
Portland, Oregon 97205, said that from their studies a change
Page 2 - PLANNING COMMISSION MINUTES - April 19, 1993
in the zoning will not necessarily affect traffic
Commissioner Holland moved and Commissioner Boone seconded
approval of the application and to forward a recommendation to
the City Council for approval of the Plan Map amendment and
rezoning requests.
5.2 SUBDIVISION SUB 93-0008 PLANNED DEVELOPMENT PDR 93-0002
TRIX CASTLE HILL (NPO #7) A request for amendments to the
a roved preliminary Subdivision plat and Planned Development
Re 'ew conceptual plan for the eastern one half of what was
previously called the Bull Mountain North development proposal
(SUB 0-0004/PDR 90-0004). The current proposal woulz
slightl reduce the total number of lots in this development
from wha was previously proposed and provide for standard
City of 'gard local streets rather than the previously
approved st et network of narrower streets as well:.a's alleys.
No modifications are proposed to streets or street stub
locations alon the perimeter of the development-Trom what had
previously been roposed. The current proposal would provide
for 126 lots. PPLICABLE REVIEW CRITERIA: Subdivision
approval criteria: Community Development Code Section
18.160.060; Planned evelopment Review.-'approval standards:
Code Section 18.80. 0; Related standards: Community
Development Code Chapter 18.54, 18.,56, 18.88, 18.92, 18.100,
18.108, 18.150, and 18. 4 as well as Comprehensive Plan
Policies 7.1.2, 7.3.1, 7.4.,4, 8:1.1, and 8.1.3. LOCATION:
South of the Walnut Stre~t,:'extension. and the Cotswald
subdivisions, west of SW 135th,Avenue (WCTM 2S1 4B, tax lot
3200) ZONE: R-12(PD) R-25(PD) (Residential, 12
units/acre and Residential, 25 `units/acre; both with the
Planned Development overlay zone) '
o Associate Planner Jerky Offer reviewed the staff report and
said that the staff report from 1990.was revised and he
recommended approval. The NPO had no comments and the service
providing agenci.es said that this was closer to the standard
and the type of development they like to see. He said they
had heard some concerns about the effects 'of the ongoing
development,-but nothing directly related to th&,design of the
subdivision. Staff recommended modifying the conditions.
o Genera., discussion ensued about Condition No. 17"\and what
streets will be improved by the Applicant.
APPLICANT'S PRESENTATION
o Larry York, Director of Planning, Matrix Developm6Q
Corporation, 7160 S.W. Hazelfern Road,. Suite 100, Tigard>>
Oregon 97224-7771 has met with the NPO and there is no
opposition. He concurs with the staff report and the
revisions, with exceptions to Condition 20.
o Jerry Palmer, Alpha Engineering Inc. 9600 SW Oak, #230,
Portland, Oregon 97223, explained how they would like Item 20
modified.
Page 3 - PLANNING COMMISSION MINUTES - April 19, 1993
I
CORPORATION
Developers & Contractors
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t'
~ EY h~~
PROPOSAL FOR A
COMPREHENSIVE PLAN AMENDMENT
AND ZONE CHANGE
Applicant:
WESTWOOD CORPORATION
DEVELOPERS & CONTRACTORS
3030 SW Moody Avenue
Portland, Oregon 97201-4897
February 1993
prepared by:
WESTWOOD CORPORATION
DEVELOPERS & CONTRACTORS
3030 SW Moody Avenue
Portland, Oregon 97201-4897
ONTENTS
TABLE OF C
1. INTRODUCTION and BACKGROUND
II. APPROVAL CRITERIA
A. Statewide Planning Goals
B. Comprehensive Plan Policies
III. EVIDENCE OF CHANGE OR MISTAKE
IV. SUMMARY
V. ATTACHMENTS
A. Sample Site Plans/Vicinity Map
B. Zoning Map
C. Traffic Study (March 1, 1993)
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1. INTRODUCTION and BACKGROUND
This is a proposal to change the Comprehensive Plan designation and the
corresponding zoning from Professional Commercial to General Commercial.
The site is located on S.W. Pacific Highway between the existing Chevron
service station to the west and Pacific Crossroads Shopping Center to the east,
both of which are zoned C-G. The property consists of approximately 2.53
acres. This 2.53 acre parcel will be created (through a lot line adjustment) out
of several parcels that now contain about 4.43 acres and that are presently
classified as C-P. It is our intention to leave the remaining 1.90 acres zoned
C-P. The demand for space zoned C-G in the immediate area has been and
remains strong. Westwood Corporation developed the adjacent Pacific
Crossroads Shopping Center in 1984. The center has always had a very low
vacancy rate, and the area continues to generate a lot of interest from
potential retail tenants who require General Commercial zoning. By contrast,
the land now zoned C-P that is the subject of this proposal has been on the
market for more than two years and there have been no purchase offers made
or expressions of interest for a use allowed under that zoning. Furthermore,
Applicant understands that most amendments to the Comprehensive Plan have
involved changing land designated Professional Commercial to other
designations, and that within the City there is an overabundance of land zoned
C-P that has not been developing.
I
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II. APPROVAL CRITERIA
The Community Development Code provides criteria for approval of the Plan
Map/Zoning amendments. The items requested by staff are reviewed in the
following section:
A. Statewide Goal No. 9 - Diversify and improve the economy of the community and the
Planning Goals state.
We believe that the proposed zoning reclassification will create a more
diversified opportunity for small businesses that are not allowed in the
professional commercial zone. Typically, these types of businesses prefer a
free standing location on a well travelled street. The general commercial
zoning will allow those types of uses which will utilize the property to its
highest and best use as well as provide the greatest potential for business
success. We support diversification and believe that goal is most likely to be
achieved if certain areas contain consistent uses. Specifically, Pacific Highway
is primarily commercial and is likely to continue to attract other retail uses.
The C-P zoning of this parcel, and an office development under that zoning
(which as noted below, is not likely to occur in the near future), actually
create potential conflicts, particularly with respect to traffic. Moreover, the
failure for many years to develop this parcel for any use permitted under the
C-P zone, shows that present zoning is not achieving this goal of improving
the economy.
Goal No. 12 - Provide and encourage a safe, convenient and economic
transportation system.
We believe that the transportation element is satisfied because S.W. Pacific
Highway is a state highway with two lanes in each direction and an ample left
turn median in the middle. We will not be asking for any additional curb cuts
but will share the existing one that accesses the Pacific Crossroads Center.
Sharing access is an important goal of the Transportation Planning
Department; the single existing curb cut will help assure safe ingress and
egress to two individual pieces of property.
We also believe that the traffic generated by any additional uses (primarily
retail) that would be permitted under the C-G zone will be no greater than,
and in fact may be less than, the traffic generated by uses now permitted
under the existing C-P zone. The maximum lot coverage (85%) and height
(45 feet) are the same in both zoning classifications. However, the maximum
size of an office building, which is now permitted under the C-P zone, would
be much greater than the likely maximum size of a retail building, which
would be permitted under the C-G zone. This is because the office building
could be as high as three stories, thus permitting up to 51,000 square feet (as
shown in the analysis below); by contrast, the retail building would only be
one story, and the maximum size would thus be about 30,000 square feet.
Because the office building would be larger, the number of trips generated
would also be greater, as is also shown below. That is why we believe the
change from C-P zone to C-G zone would not have any negative traffic
impact.
7
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Office Project: C-P zone Square Feet
Total land area - 2.53 acres (110,207 square feet)
- 3 stories with 17,000 sq. ft. footprint 17,000
- Parking: 4:1 ratio=204 cars @ 350 each 71,400
- Landscaping: 15% of total area 16,531
- Sidewalks, receiving/shipping, garbage 5.276
110,207
Traffic Generation
The following calculations are taken from the Washington County Traffic
Impact Sheet dated October 29, 1990, which calculates weekday average trips
for the different types of uses. The City of Tigard uses this same Traffic
Impact Sheet in determining T.I.F. fees.
Examples of two different types of permitted uses in each zoning
classification:
1. C-P Zone - Office/Post Office (51,000 square feet)
a. Government office building:
68.93 trips/TGSF: 51 x 68.93 = 3,515 trips
b. Post office:
86.78 trips/TGSF: 51 x 86.78 = 4,426 trips
2. C-G Zone - Retail /Restaurant (30,000 square feet*)
a. Specialty retail center:
40.68 trips/TGSF: 30 x 40.68 = 1,220 trips
b. Shopping center under 50,000 square feet:
94.71 trips/TGSF: 30 x 94.71 = 2,841 trips
c. High turnover sit-down restaurant:
100 trips/TGSF: 9.2* x 100 = 920 trips
* Note: We used 9,200 square feet for the TGSF calculation for the restaurant
because a typical free-standing sit-down restaurant (such as an Olive Garden
or Red Lobster) is between 8,000 and 9,200 square feet.
This analysis shows that uses already permitted under the C-P zone would
likely generate more traffic than retail or restaurant uses that would be
permitted under the C-G zone. Thus, the zone change should have no
negative transportation impact.
H1.
B. Comprehensive Plan Policy 5.1.1
Plan Policies The plan amendment would allow a wider range of businesses to occupy the
site thus increasing the potential for local jobs and creating more diversity
than the C-P zone would allow.
Plan Policy 5.1.4
The plan amendment that we are seeking would leave a buffer zone of C-P
activity between the C-G zone and the residential zoning to the north. This
buffer, along with the existing street (Pfaffle), should provide a maximum of
protection for nearby residences from any disturbances related to uses in the
C-G zone.
Plan Policy 7.1.2
The area is adequately served by all the utilities including sanitary sewer,
storm sewer, water, electrical power, telephone and natural gas.
Plan Policy 8.1.1
For this development we would not be asking for or requiring an additional
curb cut. This development will share an access point with the adjacent retail
development to the east (Pacific Crossroads Shopping Center). This shared
access point provides a unique opportunity; an easement agreement executed
several years ago allows the subject property and the adjacent Pacific
Crossroads Shopping Center (which is owned by an entity related to the
applicant) to jointly use the access point. It seems likely, however, that an
office development under the C-P zoning would create adverse impacts on this
access point and could maximize traffic going into and out of the office
project at peak rush hours on Pacific Highway. Also, we have previously
shown that the retail development most likely will not have any greater overall
impact on the street system than uses allowed in the existing C-P zone. See
the traffic study prepared by Kittleson and Associates, which will be
submitted by March 1, 1993.
Plan Policy 8.1.3
a. This development will abut a public street.
b. There was a dedication that included this access point at the time we
developed the adjacent Pacific Crossroads Shopping Center to the east in
1984.
d. Westwood constructed new curb-sidewalks-approaches and storm systems
at the time we developed Pacific Crossroads in 1984.
e. This development will incorporate all of the ADA and handicapped
requirements.
h. The approach and improvements to Pacific Highway are in place and are
intended to be left as is. These improvements were designed and
approved during the adjacent development and were intended to serve this
property when it was developed.
v
a
e
Plan Policy 8.2.2
We believe this policy is satisfied because the development is adjacent to an
improved transit way and is presently served by Tri-Met.
Plan Policy 12.2.1
The criteria for General Commercial and Professional Commercial zoning are
very similar. For example, the criteria under the heading of scale are
identical.
The criteria for location are very similar: both designations state that the
development is not to be bordered by residential districts on more than two
sides (the subject property would have no adjacent residential district). The
C-P criteria states that the comprehensive plan map fixes the boundaries of the
C-P area.
The criteria for access are identical with the exception that under a C-G
designation, the site is to have direct access to a major collector or arterial
street, which is the case here. Also, required is public transportation to the
site, which exists here.
The criteria for site characteristics are identical for both C-G and C-P
designations, and we meet the criteria.
The criteria for impact assessment are identical with the exception that under
the C-G designation the scale of the project must be compatible with
surrounding uses. We certainly think that we meet this requirement due to the
fact we have C-G uses on both sides of the subject property.
I The site is fully served with all the required utilities.
l
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111. EVIDENCE Of= CHANGE OR NifSTAKE
Mistake
The original inclusion of the subject property within the Professional
Commercial designation in the Comprehensive Plan (and corresponding C-P
zoning) may have been a mistake. Parcels on either side are General
Commercial, as is most of the property along Pacific Highway. Although the
subject property was included in the Professional Commercial designation
together with the General Motors property to the west (and with the parcels
behind the subject property that are on Pfaffle Street and will remain zoned
C-P), the shape and size of the property and its frontage on Pacific Highway
are factors that, in Applicant's view, would have made designation as General
Commercial more logical and consistent with adjacent properties and with
likely development.
Change of Circumstances
Since the Comprehensive Plan was adopted and the subject property was
designated Professional Commercial, the market has changed substantially and
development of the type of office project most likely to be developed on land
zoned C-P has decreased substantially in this area. Continuing difficulties in
financing new construction of suburban office buildings makes such a
development even less likely in the near future. The subject property has been
marketed for sale for more than two years, yet there has not to our knowledge
been a single purchase offer or any other expression of interest in use of the
property under the C-P zone. As the City is aware, most amendments to the
Comprehensive Plan have involved changes from C-P to some other
designation. Applicant understands that the City has an overabundance of land
zoned C-P that has not been developed.
By contrast, we believe the retail market in this area is strong. Consumers
have supported retail goods and services in both existing and new businesses.
Newer retail developments have had high occupancy rates, and retailers have
succeeded because of the residents' desire for their goods and services. We
believe there continues to be strong interest in retail development by retailers
and their customers. Thus, the continued strong demand for retail use,
reflecting a change in market conditions since the property was originally
zoned C-P, makes a change to General Commercial appropriate at this time.
IV. SUMMARY
For the reasons stated above, Westwood believes the property classification
should be changed to General Commercial. This classification will allow more
flexibility and diversity in achieving Goal No. 9 (diversity and improve the
economy of the community and the state). Westwood believes that Pacific
Highway is the arterial that should provide the access routes to viable and
thriving economic centers. This property falls within the existing and future
retail hub at the east end of the City. When the Tigard Triangle develops the
General Commercial district and all of the various types of business
enterprises that it allows, will certainly make this an economic magnet for a
multitude of retail businesses.
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Impact Study
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Westwood
I'M MIN
Corporation
Pacific Crossroads
Annex
AM=
Tigard, Oregon
OEM=
lol & ASSOCIATES INC.
IC1TTELS®
Transportation Planning/Traffic Engineering
OEM=
February 1993 M E ■ ~E~
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Transportation
Impact Studer
Tigard, Oregon
Prepared for:
Westwood Corporation
Prepared by:
Kittelson & Associates. Inc.
610 SW Alder, Suite 700
Portland, OR 97205
(503) 228-5230
Project 886.00
February 1993
February 1993
Westwood: Pacific Crossroads Annex
Table of Contents
1
'T'able of Contents
Section 9
i
Executive Summary
. 1
Section 2
Introduction
. 3
Section 3
Existing Conditions
. 6
Section 4
1994 Traffic Impact Analysis .
12
Section 5
Long Term Future Traffic Conditions
24
Section 6
Conclusions
And Recommendations
26
Appendix A 28
Appendix B 34
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Kittelson & Associates, Inc. i
February 1993
Westwood: Pacific Crossroads Annex
List Of Figures
List Of Figures
Figure 7
Site Vicinity Map
. 5
Figure 2
Existing P.M. Peak Hour Traffic Volumes
. 9
Figure 3
Funded Improvements & Assumed Lane Configurations
11
Figure 4
1994 Background Traffic Volumes with Cub Foods .
14
Figure 5
Proposed Site Plan .
16
Figure 6
Trip Distribution and Assignment of General Retail Uses
20
Figure 7
Total Future 1994 P.M. Peak Hour Volumes .
21
Figure B-1
Traffic Flow Along Highway 99W
37
List of 'T'ables
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Table 1
Existing P.M Peak Hour Level of Service
10
Table 2
Comparison of Trip Generation for Different Land Uses
17
Table 3
Eackground 1994 P.M Peak Hour LOS with Cub Foods
23
Tabel 4
Total Future 1994 P.M Peak Hour LOS with Cub Foods
23
Table Al
Level of Service Definitions (Signalized Intersections)
29
Table A2
Level-of-Service Criteria for Signalized Intersections
30
Table A3
General Level of Service Descriptions, Unsignalized Intx
31
Table A4
Level-of-Service Criteria for Unsignalized Intersections
32
Table AS
Level of Service Definitions
33
Table B1
Traffic Volumes and Potential Capacity Results
38
Table 132
Capacity of Left Turn Movement from Westwood Driveway
39
Table 133
Capacity of Left Turn Movement into Westwood Driveway
39
Kittelson & Associates, Inc.
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Section -1
KI
Executive Summary
I , February 1993 Executive Summary
Westwood: Pacific Crossroads Annex
Executive Summary
Westwood Corporation is proposing to construct a retail outlet containing approximately 30,000
square feet of gross leasable floor area. The site is located along Highway99W (Pacific Highway)
I just east of Highway 217. (See Figure 1) The site is currently zoned for commercial/professional
(C-P) uses which would permit the office and office support facilities. The Westwood Corporation
is applying to rezone the site for general commercial (C-G) uses which would allow the same uses
I as C-P zoning, but also allow other general retail uses. This study evaluated the traffic impacts
from this site developed under the highest trip use that would be allowed under the C-G zoning
and found the following:
• All of the key intersections in the vicinity of the site currently operate at acceptable
levels of service during the critical weekday p.m. peak hour time period.
I • The number of vehicle trips that would be generated by uses permitted under the
site's existing zoning is similar to the trips that would be generated under the C-G
zoning, even under its most intense use as a general retail center, that is being
requested by the Westwood Corporation.
• With the addition of site-generated traffic from a possible general retail center a
l constructed on the site, all study area intersections will continue to operate within
acceptable level of service under projected 1994 conditions. Further, no off-site
improvements are required to maintain acceptable levels of service beyond the
already funded transportation improvements which are scheduled to be in place by
1994.
• Based on a review of the current site plan, it is concluded that the proposed
development plan adequately addresses access issues along Pacific Highway. A
shared access driveway with the Pacific Crossroads Center has already been de-
signed and constructed to accommodate vehicles using both retail sites. No addi-
tional access driveways are being proposed to serve this development.
I A planning level analysis of long term traffic conditions in the vicinity of the site
indicates that rezoning the site to C-G zoning will not substantially increase traffic
above what could be generated under its current C-P zoning. In addition, with
! commercial uses, most of the trips to the site would likely come from vehicles
already on the roadway as part of another trip purpose such as going to/from work.
In contrast, if the site is developed under C-P zoning, typical uses such as general
1 or medical offices will generate single purpose trips. Consequently, the number of
1 new vehicle miles of travel that would be generated by the development of this site
should be less under C-G zoning compared with C-P zoning. Thus, rezoning the
' site to C-G zoning is consistent with the objectives of Oregon's Transportation Rule
regarding rezoning of sites.
1 2
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Section 2
Introduction
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February 1993
Westwood: Pacific Crossroads Annex Introduction
Introduction
SCOPE OF THE REPORT
The purpose of this report is to provide an assessment of the expected on-site and off-site
transportation impacts associated with the construction of retail uses along Highway 99W (Pacific
Highway) in Tigard, Oregon. The site is located on a vacant parcel that is generally bounded by
the Pacific Crossroads Center to the east, Highway 99W to the south, a Chevron service station
to the west, and existing residences to the north. Figure 1 identifies the existing road system within
the area surrounding the proposed site.
1 Specific traffic related issues discussed in this report include:
i • Existing land use and traffic conditions in the project study area.
J • Trip generation estimates for development of the site under its existing zoning, the
proposed zoning, and with the proposed site plan.
l • Access design and location analysis for the site.
• The traffic impact of developing the site under the maximum trip generating use
allowed under the proposed zoning on 1994 p.m. peak hour operations at the key
intersections within the site vicinity and site driveways.
The impact of rezoning the site to C-G on the future 20 year Transportation Plan for
the area and the potential of revising the access scheme for the site.
PROJECT DESCRIPTION
Current site. plans call for the construction of a retail outlet containing approximately 30,000
square feet of gross leasable floor area. The proposed development site is currently vacant.
Access to the site will be provide through an existing driveway shared with the adjacent Pacific
Crossroads Shopping Center.
The site is currently zoned Commercial-Professional which permits uses such as general offices,
medical offices, and other business-related services. The developer desires to rezone the site to
C-G to maximize the long-term flexibility of the site. Initial construction activities are expected
to begin in 1993 with occupancy in 1994. The Westwood Corporation is applying to rezone this
site to General-Commercial which would permit the construction of general retail uses.
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Section 3
Existing Conditions
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February 1993
Westwood: Pacific Crossroads Annex Existing Conditions
I
Existing Conditions
SITE CONDITIONS AND ADJACENT LAND USES
The project site is 2.5 acres of currently vacant land. Therefore, it generates negligible volumes
of traffic. The land area to the west of the site contains a service station. Additional vacant land
and several single family residence are located immediately to the north of the site that have access
to Pfaffle Avenue. Immediately east of the site is the Pacific Crossroads Shopping Center. To.
the south is Highway 99W (Pacific Highway).
STUDY AREA
The study area was defined as inclusive of the site access driveways, Pacific Highway from SW
78th Avenue west to the northbound ramps to Highway 217, and SW 78th Avenue from Pacific
Highway to Pfaffle Street.
TRANSPORTATION FACILITIES
I The primary roadways providing access to the general area of the site include Highway 99W, and
Highway 217 as shown on Figure 1. SW 78th Avenue is a-local street. In addition, a project has
been funded to connect SW 78th Avenue with SW Dartmouth Street as shown in Figure 1. This
' extension will serve as a minor collector for the area south of Highway 99W.
PEDESTRIAN AND BICYCLE ACTIVITY
Field observations at the proposed site vicinity during the p.m peak hour showed very little
pedestrian or bicycle activity throughout the study area. It is expected that all of the proposed
development options will have a minimal impact on these travel modes.
TRANSIT FACILITIES
Tri-Met provides fixed route transit service along Highway 99W. Route #12, Barbur Blvd.
operates regularly scheduled, all-day service between King City and Downtown Portland via
Tigard Transit Center, Barbur Transit Center, and the Burlingame Transit Center. Peak-hour
extensions of this service serve the City of Sherwood on the southwest end of the route. During
the a.m. peak period (7:00 - 9:00), service is provided from the Tigard Transit Center at headway
which vary from 4 to 15 minutes. During the p.m. peak period (4:00 - 6:00), service is provided
both on a local basis and an express basis between Downtown Portland and the Barbur Transit
Center, which results in a combined headway which varies between 3 minutes and 15 minutes.
Transit service at this level is consider to be extremely good.
TRAFFIC VOLUMES AND PEAK HOUR OPERATIONS
Since the weekday p.m. peak hour is the time period when the greatest total traffic demands are
placed on the surrounding street system, this was the time period that was used in all subsequent
analyses. The p.m. peak would be the most critical time period for traffic associated with both
office-related and commercial uses in the study area. Experience has shown that while retail
nittelson & Associates. Inc. 7
February 1993
Westwood: Pacific Crossroads Annex Existing Conditions
center traffic by itself may be as much as 50 percent heavier later in the evening or on weekends,
the combination of normal on-street traffic and retail center generated traffic is typically at its
maximum during the weekday evening peak hour period.
Existing weekday p.m. peak hour traffic volumes were counted at the following locations:
1. SW 78th Avenue (Future Dartmouth St.)/Highway 99W
2. Highway 217 Northbound Ramps/Highway 99W
3. Highway 99W/Pacific Crossroads Center west driveway
4. Highway 99W/Pacific Crossroads Center east driveway
5. SW 78th Avenue/Pacific Crossroads Center
6. SW 78th Avenue/Pfaffle Street
These manual traffic counts were conducted between the hours of 4:00 p.m. and 6:00 p.m. during
mid-week days in January 1993. These two-hour observations revealed that the weekday peak
hour occurs from 4:30-5:30 p.m. The existing traffic volumes are shown in Figure 2.
1 Current Levels of Service
All Level of Service (LOS) analyses described in this report were performed in accordance with
the procedures described in the 1985 Highway Capacity Manual.[ A description of the LOS
Concept and the criteria which determine LOS is provided in Appendix A. Copies of the analysis
forms are on file and will be made available upon request. In order to assure that this analysis is
based upon worst-case conditions, these procedures use the peak 15 minute period flow rate during
i the evening peak hour in their evaluation of all intersection levels of service. Thus, the analysis
reflects conditions that are only likely to occur for 15 minutes out of each average weekday. For
the remainder of each weekday and throughout the weekends, traffic conditions within the study
impact area are likely to be better than that described in this report. At signalized intersections,
LOS "D" or better is considered acceptable. At unsignalized intersections, LOS "E" is considered
acceptable. It should also be noted that the procedures to estimate LOS at unsignalized intersec-
tions are very conservative and do not account for special conditions such as gaps created for side
street vehicles when main street traffic flows in distinct platoons.
Table 1 identifies the results of the LOS calculations for existing conditions at the study area
intersections. As shown in the table, both the signalized intersections in the study area are
operating at an acceptable level of service (LOS "B"). The unsignalized intersection along SW
j 78th Street also operate at good levels of service. The unsignalized driveways to/from the Pacific
Crossroads Center along Highway 99W operate at LOS "D". The most critical movement out of
these driveways is the left turn maneuver to go eastbound on Highway 99W. These vehicles
- j typically have to wait for a gap in Highway 99W traffic which will occur when the traffic signal
J at the northbound ramps to Highway 217 or SW 78th Avenue turns red for Highway 99W. Vehicles
in these driveways can make their maneuvers during the change intervals (when all traffic is
stopped along Highway 99W) and when there are only minor volumes flowing from side street
traffic (SW 78th Avenue). Given the long traffic signal cycle of these two signals during the p.m.
J 1. Highway Capacity manual, Special Report 209, Transportation Research Board
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WESTWOOD
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February 1993
Westwood: Pacific Crossroads Annex Existing Conditions
Table 7
Existing P.M Peak Hour Level of Service
Signalized
Unsignalized
Res.
Intersection
Delay
V/C
LOS
Cap.
LOS
1. SW 78th Avenue/Highway 99W
13.1
0.81
B
2. Highway 217/Highway 99W
11.4
0.74
B
3. Pfaffle/SW 78th Avenue
l
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A
4. SW 78th Avenue/Pacific Crossroads Access
400
A
5. East Access/Highway 99W
115
D
6. West Access/Highway 99W
c
115
D
• Average vehicle delay at four-way stop intersection, We = 0.30
peak hour (approximately 130 seconds), many vehicles heading eastbound on Highway 99W exit
i the Pacific Crossroads Shopping Center onto SW 78th Street and then turn left at the traffic signal
{ rather than wait at the unsignalized driveways. Appendix B reviews the calculation of the number
of gaps and capacity at the Highway 99W driveways to the Pacific Crossroads Shopping Center.
Finally, a special study was performed to determine if the stacking of vehicles traveling westbound
on Highway 99 currently extends past the west driveway to the Pacific Crossroads Center. This
driveway is located approximately 325 feet back along the westbound approach from this
intersection. The maximum length of the queues extending back along this westbound approach
was observed and recorded during the p.m. peak hour. Most of the time vehicles traveling
westbound typically go through both these intersections and few vehicles are stopped at the signal
at Highway 217. The counts from this queue study found that, on average, the maximum queue
in either westbound approach lane was seven vehicles which would typically occupy only 175
feet. Only once during the peak hour was the driveway blocked by vehicles stopped along
Highway 99W, and then for less than 30 seconds.
FUNDED TRANSPORTATION IMPROVEMENTS
This section discusses funded transportation improvements within the study are which are
1 expected to influence future traffic patterns. Specifically, as discussed previously, Dartmouth
Street will be extended to connect the I-5 southbound on-off ramps to Highway 99W. Dartmouth
Street will intersect Highway 99W opposite SW 78th Avenue. Initially, Dartmouth Street will be
constructed with a three-lane cross-section consisting of one travel lane in each direction and a
center left-turn lane.
These improvements and the assumed intersection lane configurations and controls are illustrated
in Figure I and 3.
.J Kittelson do Associates, Inc. 10
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PACIFIC CROSSROADS ANNEX Z
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Section 4
1994 Traffic Impact Analysis
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February 1993
Westwood: Pacific Crossroads Annex Traffic Impact Analysis
I
Traffic Impact Analysis
The impact of traffic generated by the proposed development and other uses permitted with the
proposed rezoning of the Westwood site was analyzed during evening weekday peak hour as
follows:
• Background traffic volumes on each key road segment within the study area were
estimated based on observed 1993 weekday evening peak hour conditions, traffic
diversions based on the planned transportation improvements previously cited, and
a recently submitted traffic study for the Cub Foods Commercial Center.
• The placement and size of the proposed development were confirmed.
• The total number of peak hour and daily trips, both in and out of the site were
estimated for the current development plan as well as other "maximum intensity"
land uses permitted under the site's current and proposed zoning.
• The travel pattern to/from adjacent retail uses onto nearby roadways was examined
to obtain an estimate of the likely directional trip distribution pattern within the study
area.
i Site-generated traffic predicted for the weekday p.m. peak hour was assigned to the
roadway network and added to background traffic volumes developed for 1994
' conditions.
• Traffic demands on each roadway facility were analyzed to identify any capacity or
level of service deficiencies under projected 1994 conditions.
• Future 2015 traffic conditions (and how the change in the site's zoning would affect
these volumes) were also evaluated.
A detailed discussion of this methodology and the analysis results is contained in the remainder
of this report.
BACKGROUND VOLUME DEVELOPMENT
The first step in the traffic impact analysis process is to estimate traffic volumes that would have
occurred regardless of whether the site was constructed. A report was recently submitted to the
City of Tigard detailing the traffic impact of a Cub Foods Commercial Center that will be located
south of the study area along Dartmouth Street.2 This study included a detailed analysis of the
impact of constructing the Dartmouth Street extension and other roadway improvements in the
Tigard Triangle area on traffic volumes along Highway 99W. The current traffic study for the
Westwood site uses the 1994 background traffic estimates from the Cub Food Study, and includes
the additional traffic generated by the Cub Foods Commercial Center. These traffic volumes are
shown in Figure 4.
1
2. Transportation Impact Study for Cub Foods Commercial Center, Kittelson & Associates, Inc. February 1993
I Kittelson & Associates, Inc. 13
i
l
I
v~ u~ o
.-mom
B(
Ln
~ 04 C*4
(NOT TNORTH
O SCALE)
20-04
t~- 10
30~
~ 2
20--mo. - - 125
1--e• a- 0
145
~r 95
40~
20
D
1
I
>
o in o
`t 'O p
>
N 0
J
Q
Z
ap
3
N
3
N
PFAFFLE
9
217 SITE
o to
m„n
Al ga
70-04 20
0
n
1485-~ 1795
;0
210 10
~o
VN t
w
Gr
ti
~
N
0
N
A'
Ln
'14
Ln
~ to
GJ Ilk
670
20.1
5
30--$ 30
1660--op, - - 1480
1785-i
f- 2125
1760--► -4--- 2085
r
r.
N
Source: Traffic Impact Study For Cub Foods
Commercial Center. Kittelson & Assoc..
Inc. January 1993
1994 BACKGROUND TRAFFIC VOLUMES
WITH CUB FOODS CENTER
WESTWOODD FIGURE
PACIFIC CROSSROADS ANNEX ~J MA
FEBRUARY 1993 `Y ®L~►"
February 1993
Westwood: Pacific Crossroads Annex Traffic Impact Analysis
DEVELOPMENT PLANS
Current site plans call for the construction of a retail outlet containing approximately 30,000
square feet of gross leasable floor area as shown in Figure 5. The site is currently zoned for
Commercial-Professional uses such as general and medical offices, and business-related services.
The Westwood Corporation is proposing to rezone this site to a General-Commercial designation
to permit more general retail uses. Under either zoning, the primary access to the site will be a
direct access driveway to Highway 99W through an existing unsignalized driveway on the west
side of the Pacific Crossroad Shopping Center. When the Pacific Crossroads Shopping Center
was constructed, this driveway was designed to also accommodate traffic that would be coming
to/from this adjacent parcel. In addition to using this shared driveway, vehicles to/from the
Westwood site would also be able to use the other driveway accesses to the Pacific Crossroads
Shopping Center. This will be particularly important for vehicles turning left out of the Westwood
site, which often use the driveway onto SW 78th Avenue rather than wait for a gap in Highway
99W traffic.
SITE GENERATED TRAFFIC VOLUMES
This section will consider the traffic that could be generated under typical use that might occur
1 on the site under both C-P and C-G zoning. Most of the uses allowed under C-P zoning are also
allowed under C-G zoning. Also, up to 15 percent of the square footage constructed under C-P
zoning can be general retail uses. Thus, if a 30,000 square foot office building is constructed,
4,500 square feet of general retail uses could also be constructed. It should also be noted that
given the location and setback of the site from Highway 99W, some retail uses such as a fast food
restaurant would not be likely to locate on the site. Instead, the site is more amenable for a single
large retail use.
Estimates of total daily and peak hour driveway volumes for a number of possible uses under the
different zoning designations are presented in Table 2. These uses represent a range of develop-
ment that could be constructed on the site and are based on what could be practically constructed
on the site given the buildings size, and parking requirements. For example, under the C-P zoning
_J a 35,000 square foot office building could be constructed with surface parking. A larger office
J development would require some of its parking to be accommodated by a deck parking lot. Most
of these estimates are based on trip rates from empirical observations at many similar-sized uses
located throughout the United States. These empirical observations are summarized in a standard
reference, Trip Generation Report, published by the Institute of Transportation Engineers.3 In
addition, a traffic count was conducted during a weekday p.m. peak period in February 1993 at
the Tigard Office Depot store.
Comparing the trip estimates shown in Table 2 indicates that the number of daily trips going to
J the site would be higher with retail uses permitted under the C-G zoning, but it must be kept in
mind (as detailed in the next section) that 50 percent or more of traffic to many retail uses come
from traffic that is already on the roadway as part of another primary trip such as going to/from
work. In contrast, most the development that would occur under the C-P zoning tends to be
destination oriented and would generate single purpose trips. Given this, the uses permitted under
3. Trip Generation Report. 5th Edition, Institute of Transportation Engineers (ITE), 1991
Kittelson & Associates, Inc. 15
l
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. 1
EX/eriub
h
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xare s.- n...aaw. ¢
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~ sires
X
r
O
PROPOSED SITE PLAN
V'lESTWOOD
PACIFIC CROSSROADS ANNEX
FIGURE
a
PA
FEBRUARY 1993
5
®
V.W.Wi
February 1993
Westwood: Pacific Crossroads Annex
Traffic Impact Analysis
Table 2
Comparison of Trip Generation for Different Land Uses Permitted with
Commercial-Professional and Commercial-General Zoninn
I
1
Land Use (ITE code)
Vehicle Trips
_
7
A.M. Peak Hour
P.M. Peak Hour
Commercial-Professional Zoning
Size
Daily
Total
IN
OUT
Total
IN
OUT
Office (710)
35,000
635
85
75
10
85
10
75
Office with deck parking (710)
60,000
955
130
115
15
130
15
115
Medical office (720)
50,000
1,600
125
100
25
200
60
140
Post Office (732)
10,000
3,500
250
125
125
350
175
175
Existing Office Depot Store
34,000
-
N
747-77"-1-77",
OT COUNTE
D ~ d
150
75
75
Additional uses permitted with
Commercial-General Zoning
General Retail (820)'
30,000
3,350
80
50
30
305
150
155
High-Turnover Restaurant (832)'
* cna,- , -C.L_ -
9,000
1,845
100
50
50
150
75
75
-Vl, V, U11- u,ps gcneratea by these uses will likely come from vehicles already on the roadway
the C-G zoning would not significantly increase the number of daily vehicle trips on the roadway
compared to C-P zoning.
Comparing a.m. peak hour trips, the uses permitted under the C-P zoning would likely generate
more trips than those permitted under the C-G zoning. In fact, many different types of retail stores
are not even opened during the a.m. peak hours. Comparing the p.m. trip estimates indicates that
the uses permitted under the C-G zoning will generate more total trips, even though the number
of vehicles leaving the site would be similar. Given the high percentage of retail traffic that will
come from vehicles already on the roadway, the impact that retail uses will have on off-site
intersections will be approximately the same as the office-related uses.
Finally, using the counts performed and detailed under the Existing Conditions section of this
report, the trip generation of the Pacific Crossroads Shopping Center was evaluated. This center
currently contains approximately 36,000 square feet of general retail uses and a 3,000 square foot
Arby's restaurant. Based on ITE trip rates, this Center was estimated to generate approximately
420 p.m. peak hour trips. However, the counts performed indicated that only 290 vehicles turned
into and out of the site, approximately 70 percent of the ITE estimate. This lower trip generation
may be attributable to the uses in the Pacific Crossroads Shopping Center, the large traffic volumes
on Highway 99W that make left turn movements out of the Center difficult, the abundance of
retail along Highway 99W, or other factors. A daily traffic count was also performed at the
driveways to the Pacific Crossroads Shopping Center that yielded similar results. These daily
driveway counts were approximately 70 percent of what would have been predicted using the ITE
Atttelson do Associates. Inc. 17
February 1993
Westwood: Pacific Crossroads Annex Traffic Impact Analysis
l
trip rates. Based on these findings in this report, it is likely that the trip estimates used for retail
uses for the Westwood site might be somewhat higher than what will actually occur.
To conduct this traffic impact analysis, the traffic that will be generated by a general retail center
containing 30,000 square feet of gross leasable area will be used. This assumption will result in
the highest turn volumes at the site's driveways and have similar off-site traffic volumes (and
impact) as uses permitted with C-P zoning.
Analysis of Shopping Trip Types
As noted above, evaluating the traffic impacts of the proposed development on the surrounding
street system, it is important to realize that for commercial developments, there are different types
of vehicle trips, and that each type has a different effect on the street system. Generally, there
are four basic types of trips associated with any retail/commercial development:
1. Drop-in Trips - These retail trips already exist on the roadways that provide
primary access to the new retail center and are being made for some purpose other
than shopping at the proposed commercial center (for example, home-to-work).
Drop-in trips do not result in any increase in background traffic volumes within
the study area. In fact, the only impact of these drop-in trips occurs at the site
driveway(s), where they become turning movements into and out of the proposed
retail center instead of through movements. Therefore, drop-in trips have no
additional effect on the road system beyond the development's driveways.
2. Diverted Trips - These shopping trips are currently being drawn to other commer-
cial activities that compete with the proposed retail center, but are redirected to
the new store when it opens. This redirection usually occurs because of an
improvement in shopping convenience and proximity for the affected drivers.
Diverted trips will result in an increase in traffic volumes within the immediate
vicinity of the site, but will also result in a decrease in traffic volumes at other
locations within the area (i.e., in areas where they used to shop). Therefore, this
component of the total generated demand causes no change in the total number
I of vehicle trips within the area, even though it may add to the number of trips
within the immediate vicinity of the site. Another side benefit is that by diverting,
these trips often cause a net reduction in total vehicle miles traveled on the
I area-wide transportation system. This is a common sense observation, since it is
difficult to imagine that many drivers would divert to a new retail center in order
to travel a greater distance than they did previously.
3. Captured Trips - In the absence of the proposed retail center, these vehicle trips
would be made by the adjoining residences, neighborhoods, and businesses to
more distant retail centers requiring travel on major arterials and highways such
l as Highway 99W and Highway 217. But because of the presence of the proposed
retail center, these vehicle trips are captured and thereby prevented from traveling
on the nearby arterial system. As an example, persons living in residences just to
the north of the site will be able to make at least some of their shopping trips by
walking mode rather than by vehicle. Similarly, residents living farther away
from the proposed site will be able to satisfy their needs for retail goods by
shopping at the proposed retail center and thereby not travelling further on
Highway 99W to reach other shopping areas. The net effect is a reduction in the
nittelson w Associates, Inc. 18
I February 1993 Traffic Impact Analysis
Westwood: Pacific Crossroads Annex
amount of traffic on the immediately adjoining arterial street system that offsets,
to some degree, the additional traffic brought into the immediate area through the
J diverted trips described above.
4. New Trips - These retail trips would not have been made without the existence of
I the proposed retail center. Therefore, this is the only trip type that results in an
increase in the total number of vehicle trips made within the area. These are also
the only vehicle trips that represent additional vehicle miles of travel on the
I area-wide transportation system.
Although traffic engineers have long recognized the existence- of these four different types of
I retail trips, until recently very little research has been conducted to determine what proportion of
the total retail center-generated traffic demand can be attributed to each of these trip types. The
Institute of Transportation Engineers has published a summary of trip type investigations con-
ducted across the United States that is useful to this analysis.
According to ITE Trip Generation Report, the proportion of p.m. peak hour trips generated by a
1 retail center that are pass-by or drop-in can be related to either the center's size or the average
daily traffic volume on the roadways adjacent to the center. In the case of a general retail center
containing 30,000 square feet GLA, these data indicate that as much as 66 percent of the traffic
1 will come from pass-by traffic. Consequently, to make this traffic impact analysis conservative,
it was assumed that only 50 percent of the trip generated by the site were from vehicles passing
by the site. The pass-by trips were assumed to come from traffic along Highway 99W.
TRIP DISTRIBUTION/ASSIGNMENT
The distribution of site-generated trips onto the roadway system within the study impact area was
estimated from the counts taken at the Pacific Crossroads Shopping Center. These counts indicate
that approximately half of the vehicles come from the east on Highway 99 and half from the west
on Highway 99W. (Some of these vehicles come from Pfaffle Street, but many of them are using
this street to avoid Highway 99W. Given the location of the Westwood site, and to force most of
the traffic through the most critical intersections, this 50-50 assumption was made.) As a result
of these analyses, the estimated trip distribution pattern shown in Figure 6 was prepared. This
figure also shows the assignment of traffic onto the roadway network. All pass-by or drop-in
trips were assumed to come from Highway 99W. Approximately half the vehicles leaving the site
to head eastbound on Highway 99W were assigned to the site driveway directly on Highway 99W.
The other 50 percent were assigned to the Pacific Crossroads Shopping Center driveway on SW
78th Avenue and were assumed to turn left onto Highway 99W at the traffic signal.
INTERSECTION LEVELS OF SERVICE
The background traffic volumes in Figure 4 were added to the site generated traffic volumes in
Figure 6 to project the total p.m. peak hour traffic volumes shown in Figure 7.
Table 3 summarizes the results of the intersection LOS analyses under 1994 background condi-
tions. Table 4 presents the intersection LOS results for 1994 traffic conditions with the assumed
retail center. These results indicate that the signalized intersections along Highway 99W will still
operate at acceptable levels of service even with the development of the Westwood site with its
most intense use. The driveway onto Highway 99W will operate at LOS E, which is also
_J 19
Kittelson & Associates, Inc.
. r-f- ~e%LIAJ r-KiT
1
c
i
1
J
Wit-, U/-1) l KWU I ►v►v H►vr✓ HJJIVIVIViL~v
OF GENERAL RETAIL
►►crc nM WF'STWnnD SITE
WESTWOOD
FIGURE
PACIFIC CROSSROADS ANNEX
6
FEBRUARY 1993
9B6 006
I
in Lo
`P N N
*11
NORTH
(NOT TO SCALE)
20.14 10
30.$ ~.2
20-p d- 125
145
r 85
1-0. s- 0
90
!
t
w
~
./20
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4
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J
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9
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17)
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1690--th. 4- 1510
\ n
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Al IV,
100.- 85
1745--go. - - 2085
/ O O M \
/ vito
N
70~ R.20
1470-go. -0-18
215 so-10
Rlt w
!
04
/ to \
A; 1.4
20--$ 30
1775-- 2115
m
IU f AL t U 1 UKE 1994 PM PEAK HOUR
VOLUMES WITH GENERAL RETAIL
ON WESTWOOD SITE
WESTWOOD FIGURE Fa
PACIFIC CROSSROADS ANNEX
TBRUARY 1993
s
885F0O7
3
February 1993
Westwood: Pacific Crossroads Annex Traffic Impact Analysis
acceptable. The operation of this driveway as well as all the through traffic along Highway 99W
could be improved if the signals at Highway 99W were better coordinated.
INTERNAL CIRCULATION
The key issues addressed in this report with respect to internal circulation for the proposed
! development include the following:
• The access driveway should provide clear and unobstructed access throats with
sufficient depth to ensure that parking/exiting maneuvers will not create significant
conflicts with drivers entering or exiting the site.
• The interaction between customers of the commercial center and delivery or service
vehicles should be reduced as much as possible.
• The number of driveways provided to the site should be adequate to disperse the
site-generated traffic such that congestion is not likely to occur at any one driveway.
1 A review of the current site plan demonstrates that the proposed development adequately
addresses each of the issues. The primary access driveway will be a shared driveway with the
Pacific Crossroads Shopping Center and will contain three lanes including two outbound (separate
right and left turns) and one inbound. Based on the number of vehicles turning out of this
driveway sufficient storage should be provided for at least two vehicles or 50 feet. As shown on
Figure 5, there is approximately 65 feet provided at the main driveway before the connection to
the Pacific Crossroads Shopping Center. The entire driveway to the parking lot is approximately
175 feet from Highway 99W. There is an existing left turn lane on Highway 99W that extends
back several hundred feet to accommodate vehicles turning into the site. The relatively low
volumes turning into this driveway would require storage for three vehicles or 75 feet. Further-
more, special studies along Highway 99W have found that vehicles queuing back from the
Highway 99W/217 intersection do not interfere with traffic operations at this main driveway. The
additional traffic from the development of the Westwood site will not significantly affect this
conclusion.
In addition to this primary driveway, patrons of the Westwood site will have access to another
driveway on Highway 99W and a driveway on SW 78th Avenue. Based on the results of the
capacity analysis, the peak hour vehicles trips generated by the Westwood site do not overburden
any of these access points.
Deliveries will be made at the rear of the building, thus minimizing the interaction between
customers of the commercial center and service/delivery vehicles.
i
Kittelson do Associates. Inc. 22
I
rebruary 1993
Westwood: Pacific Crossroads Annex Traffic Impact Analysis
1
Table 3
I Background 1994 P.M Peak Hour Level of Service
with Cub Foods Commercial Center
Signalized
Unsignalized
Res.
Intersection
Delay
WC
LOS
Cap.
LOS
94
0
D
r-
SW 78th Avenue/Highway 99W
1
25.7
.
.
74
B
~
"
2. Highway 217/Highway 99W
12.7
0.
3. Pfaffle/SW 78th Avenue
3.2'
A
4. SW 78th Avenue/Pacific Crossroads Access
400
A
5. East Access/Highway 99W
80
E
6. West Access/Highway 99W
a
80
E
- Average vemcle delay at lour-way stop tntersncuv,,, VA. =
Tabel 4
Total Future 1994 P.M Peak Hour Level of Service
with C_nh P-1- and General Retail Uses on Westwood Site
Signalized
Unsignalized
Res.
Intersection
Delay
V/C
LOS
Cap.
LOS
s
1. SW 78th Avenue/Highway 99W
28.1
0.95
D
'
2. Highway 217/Highway 99W
12.8
0.74
B
3. Pfaffle/SW 78th Avenue
-
3.2'
A
4. SW 78th Avenue/Pacific Crossroads Access
328
B
80
E
5. East Access/Highway 99W
6. BizMart/West Access/Highway 99W
z r
45
E
* Average vehicle delay at tour-way stop iniersecuon. vic = v.»
1
..l
I Kittelson do Associates, Inc. 23
Section 5
Long Term Future Traffic
conditions
1.
`..T
POR
February 1993
Westwood: Pacific Crossroads Annex Long Term Future Traffic Conditions
.l
Long Term Future Traffic Conditions
Westwood Corporation is applying to rezone the site Commercial-General which would permit a
wider variety of retail uses and greater flexibility for the developer. Under the new Oregon
Transportation Rule, major rezoning projects need to consider the long range impact of their
traffic. The Rule requires that the 20 year Transportation Plan be examined. The Tigard Triangle
Area Circulation Analysis Report conducted by ODOT developed the long range plan for this
area. Its projections of 2015 traffic volumes for the surrounding area indicate that Highway 99W
needs to be widened to provide 6 through lanes for traffic. It is estimated that the Highway
99W/Dartmouth/78th Avenue intersection will operate at LOS D-E in the future even with the
improvements recommended in this plan. The SW 78th Avenue leg of this intersection, which is
the intersection approach most affected by traffic from the Westwood site, is not critical to this
intersection's capacity. At one of our meetings with ODOT it was also mentioned that at some
point in the future a median may be constructed along Highway 99W and the unsignalized
driveways will allow only right-in/right-out maneuvers.
The Transportation Rule also requires that rezoning should be evaluated so that any additional
traffic impact be accommodated in one of three ways. First, if the increase in traffic due to the
rezoning is substantial, the Transportation Plan may have to be modified to accommodate the
site's additional traffic. A funding plan must also be developed to ensure that the roadway
improvement(s) will be accomplished. A second option is to limit the new land use to the level
of traffic that would have been generated by the site under its current zoning. A third option is
to downzone other land to offset the increase in traffic attributed to the rezoning.
As detailed in several sections of this report, the number of trips that will be generated by even
the most intense uses permitted on this site with Commercial-General (C-G) zoning will result in
a similar number of trips as typical uses permitted under the site's existing zoning, Commercial-
Professional (C-P). Moreover, most retail and commercial uses that would result from rezoning
the site to C-G will result in fewer new vehicle trips on the roadway network. Most trips to retail
uses come from vehicles already on the roadway, the majority simply passing by the site as part
of another primary trip such as going to/from work. In contrast, many of the developments that
would result under C-P zoning would be office types of uses that generate primary single purpose
trips. Table 2 presented a detailed comparison of the trip generation of typical land uses permitted
under the two zoning designations. Based on this analysis, rezoning this site to C-G would not
result in a significantly greater number of trips. In fact, the uses permitted with C-G zoning may
result in fewer trips.
In terms of the Transportation Rule, rezoning the site would not require that the Transportation
Plan for this area to be updated and it would also meet the general requirements of Option 2 above.
Thus, rezoning the Westwood site to C-G is not inconsistent with Oregon's Transportation Rule
nor its main objective of reducing roadway system vehicle miles of travel.
a~
Kittelson & Associates, Inc. 25
Section 6
Conclusions
And Recommendations
~g
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63:,•i$ Vie, t
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=mom
February 1993
Westwood: Pacific Crossroads Annex Conclusions And Recommendations
Conclusions And Recommendations
Based on the results of the traffic analysis described in this report it is concluded that the
Westwood site can be developed and rezoned from Commercial-Professional (C-P) to Commer-
cial-General (C-G) while still maintaining acceptable levels of traffic service and safety within
the surrounding transportation system. Specifically:
• All of the study area intersections currently operate at acceptable levels of service
during the critical weekday p.m. peak hour time period.
• The number of vehicle trips that would be generated by uses permitted under the
site's proposed C-G zoning being requested by the Westwood Corporation is similar
to the trips that would be occur under the site's existing zoning.
• With the addition of site-generated traffic from a possible general retail center
constructed on the site (the use that would generate the most vehicle trips to the site
under C-G zoning), all study area intersections will continue to operate within
acceptable levels of service under projected 1994 conditions. Further, no off-site
improvements are required to maintain acceptable levels of service beyond the
already funded transportation improvements which are scheduled to be in place by
1994.
• Based on a review of the current site plan, it is concluded that the proposed
development plan adequately addresses access issues along Highway 99W. A shared
access driveway with the Pacific Crossroads Center has already been designed and
constructed to accommodate vehicles using both retail sites.
• A planning level analysis of long term traffic conditions in the vicinity of the site
indicates that rezoning the site to C-G zoning will not substantially increase traffic
above what could be generated under its current C-P zoning.
• With the proposed commercial uses, most of the trips to the site will likely come
from vehicles already on the roadway as part of another, more primary trip such as
going to/from work. In contrast, if the site is developed under C-P zoning, typical
uses such as general or medical offices will generate single purpose trips. Conse-
quently, the number of vehicle miles of travel that would be generated by the
development of this site will be less under C-G zoning compared with C-P zoning.
Thus, rezoning the site to C-G zoning meets the objectives of Oregon's Transporta-
tion Rule regarding rezoning of sites.
i
r
l
J Kittelson do Associates. Inc. 27
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k
t
4~}.tf~Wy Y - ~~k ~rv ga~~ , k:s tC
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I
I
I
I
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I
1 A
Appendix A
February 1993
Westwood: Pacific Crossroads Annex Appendix A
Appendix A
Level of Service Concept
Level of Service (LOS) is a concept developed to quantify the degree of comfort (including such
elements as travel time, number of stops, total amount of stopped delay, and impediments caused
by other vehicles) afforded to drivers as they travel through an intersection or roac:way segment.
Six grades are used to denote the various LOS from A to F.al
Table Al
Level of Service Definitions (Signalized Intersections)
Level of
Average Delay per Vehicle to Minor Street
Service
Very low average stopped delay, less than five seconds per vehicle. This occurs when progression
A
is extremely favorable, and most vehicles arrive during the green phase. Most vehicles do not stop
at all. Short cycle lengths may also contribute to low delay.
Average stop delay is in the range of 5.1 to 15.0 seconds per vehicle. This generally occurs with
B
good progression and/or short cycle lengths. More vehicles stop than for a LOS A, causing higher
levels of average delay.
Average stopped delay is in the range of 15.1 to 25.0 seconds per vehicle. These higher delays
C
may result from fair progression and/or longer cycle lengths. Individual cycle failures may begin to
appear at this level. The number of vehiclesstopping is significant at this level, although many still
pass through the intersection without stopping.
Average stopped delays are in the range of 25.1 to 40.9 seconds per vehicle. The influence of
D
congestion becomes more noticeable. Longer delays may result from some combination of
unfavaorable progression, long cycle length, or high volume/capacity ratios. Many vehicles stop,
and the proportion of vehicles not stopping declines. Individual cycle failures are noticable.
Average stopped delays are in the range of 40.1 to 60.0 seconds per vehicle. This is considered to
E
be the limit of acceptable delay.These high delay values generally indicate poor progression, long
cycle lengths, and high volume/capacity ratios. Individual cycle failures are frequent occurances.
Average stop delay is in excess of 60 seconds per vehicle. This is considered to be unacceptable
F
to most drivers. This condition often occurs with over saturation. It may also occur at high
volume/capacity ratios below 1.00 with many individual cycle failures. Poor progression and long
cycle lengths may also be contributing causes to such high delay levels.
al Most of the material in this appendix is adapted from the Transportation Research Board, Highway Capacity
Manual, Special Report 209 (1985).
i Kittelson & Associates, Inc. 29
I
February 1993
Westwood: Pacific Crossroads Annex
Appendix A
Table A2
Level-of-Service Criteria for Signalized Intersections
Level of Service
Stopped Delay per Vehicle (Seconds)
A
5 5.0
B
5.1 to 15.0
C
15.1 to 25.0
D
25.1 to 40.0
E
40.0 to 60.0
F
> 60.0
I Signalized Intersections
The six LOS grades are described qualitatively for signalized intersections in Table Al. Addi-
tionally, Table A2 identifies the relationship between level of service and average stopped delay
1 per vehicle. Using this definition, a "D" LOS is generally considered to represent the minimum
acceptable design standard.
I
Kittelson & Associates, Inc. 30
February 1993 Appendix A
Westwood: Pacific Crossroads Annex
Table X13
11
Unsignalized Intersections
The calculation of LOS at an unsignalized intersection requires a different approach. The 1985
Highway Capacity Manual includes a methodology for calculating the LOS at two-way stop-con-
trolled intersections. For these unsignalized intersections, LOS is defined differently than for
signalized intersections in that it is based upon the concept of "Reserve Capacity" (i.e., that
portion of available hourly capacity that is not used). A qualitative description of the various
service levels associated with an unsignalized intersection is presented in Table A3. A quantita-
tive definition of LOS for an unsignalized intersection is presented in Table A4.
31
Kittelson & Associates, Inc.
General Level, of Service Descriptions for Unsignalized intersections
I February 1993
Westwood: Pacific Crossroads Annex Appendix A
I '
Table A4
Level-of-Service Criteria for Unsicgnalized Intersections
Reserve Capacity
Level of Service
Expected Delay to Minor
(pcph)
Street Traffic
5 400
A
Little or no delay
300-399
B
Short traffic delays
200-299
C
Average traffic delays
100-199
D
Long traffic delays
0-99
E
Very long traffic delays
F
When demand volume exceeds the capacity of the lane, extreme delays will be encountered with queueing
which may cause severe congestion affecting other traffic movements in the intersection. This condition
usually warrants improvement to the intersection.
The reserve capacity concept applies only to an individual traffic movement or to shared lane
movements. Once the LOS, capacity, and expected delay of all the individual movements has
been calculated, an overall evaluation of the intersection can be made. Normally, the movement
having the worst LOS defines the overall evaluation, but this may be tempered by engineering
judgement. An "E" LOS is generally considered to represent the minimum acceptable design
standard.
Past experience with the unsignalized analysis procedure indicates this methodology is very
conservative in that it tends to over-estimate the magnitude of any potential problems that might
exist. This is especially true for minor street left-turn movements. For example, the Highway
Capacity Manual methodology does not take into account the effects of vehicle flow platoons
that result from upstream signalization. Vehicles traveling in platoons tend to create greater gaps
in the traffic flow that sometimes provide additional capacity for the side closest to the signal.
Therefore, the results of any unsignalized intersection analysis should be reviewed with this
thought in mind. Generally, LOS E for the minor street left turn movement is considered to be
acceptable for an unsignalized intersection, although it also indicates that the need for signaliza-
tion should be investigated.
i Kittelson do Associates, Inc. 32
i
-1
February 1993
Westwood: pacific Crossroads Annex Appendix A
Table AS
Level of Service Definitions (All-way Stop Controlled Intersections)
Level of Service
Average Delay per Vehicle to Minor Street
A
< 5 Seconds
B
5 to 10 Seconds
C
10 to 20 Seconds
D
20 to 30 Seconds
E
30 to 45 Seconds
F
> 45 Seconds
All-Way Stop Controlled lntersectionSa2
There is no accepted procedure for a level of service analysis of an all-way stop controlled
intersection. The procedure used for determining LOS for a four-way or three-way stop controlled
intersection differs from that described for unsignalized intersections. This methodology, which
is being reviewed by the Unsignalized Intersection Committee of the Transportation Research
Board, uses a capacity estimation method based on headways observed at all-way stop controlled
intersection in the western United States. The procedure incorporate several important variables,
including volumes distribution, number of lanes on each approach, and the percentage of right
and left turns at the intersection. Intersection performance is measured in parameters similar to
signalized intersections: delay, volume-to-capacity ratio, and Level of Service using a scale of
"A" through "F". Approach delay on any given leg of the intersection is calculated using the
following equation:
D=exp \3.8x C
Where- D = vehicle delay on a given approach (sec/veh)
SV = subject approach volume (vph)
C = calculated approach capacity (vph)
exp = base of natural logarithms
In this equation, the quantity SV/C is simply the volume-to-capacity ratio on the approach under
consideration. Table A5 presents the LOS criteria for all-way stop controlled intersections.
a2 Kyte, Michael, Estimating Capacity and Delay at an All-Way Stop-Controlled Intersection. University of Idaho,
Department of Civil Engineering Research Report, September 1989.
I Kittelson & Associates, Inc. 33
February 1993 APPENDIX B
Westwood: Pacific Crossroads Annex
A 01%
Modified Unsignalized Intersection Capacity Analysis for Evaluating the Left Turn
Movements to/from Driveways Along Highway 99W
Several studies have found that the method for analyzing the capacity at unsignalized intersections
detailed in the Highway Capacity Manual (HCM) is very conservative and can significantly
underestimate an intersection's capacity. One of the key assumptions in this procedure is that
vehicles coming to the intersection are randomly arriving at this location. This assumption may
be appropriate for intersections along long stretches of roadways that have many other intersec-
tions and driveways. However, at intersections that are adjacent to traffic signals with few or no
other intervening intersections or driveways, traffic flow will be controlled by the timing of the
nearby traffic signal. If this is the case, Appendix I of Chapter 10, Unsignalized Intersections, in
I the Highway Capacity Manual describes a modified capacity analysis procedure to apply. Briefly,
the capacity of each traffic flow scenario that is defined by the different phases of the nearby
i traffic signal(s) should be determined separately. The total intersection capacity is computed by
factoring these separate traffic volumes for the actual percent of the hour they will occur. The
potential capacity derived under each scenario also has to be factored and then added together to
1 compute the final total available gaps. In addition, the intersection capacity should also be
increased for gaps that will be created by the traffic signal change intervals (yellow plus all-red
phases) when all the vehicles at the nearby signalized intersection are stopped.
i This special situation exists at the unsignalized driveways to the Pacific Crossroads Center and
the Westwood site along Pacific Highway. If the traffic volumes for this intersection are directly
used in an HCM evaluation, the results would be that the minor street left turn movements will
operate at Level of Service (LOS) "F" which indicates that there are not available gaps for
additional vehicles. However, traffic counts and field observations indicate that there are gaps
for more vehicles to make this maneuver. The traffic signals at the Highway 99W/78th Avenue
and Highway 99W/Highway 217 NB Ramp intersections control the flow of along Highway 99W
and create defined periods when there are available gaps. Most of the time they operate on a
j regular pattern and green time is given to the side streets (78th and Highway 217 ramps) at
approximately the same time. It is during this period that most of the large gaps occur.
i Based on the traffic volumes shown in this report and the assumptions detailed above from the
HCM, the capacity of the driveways along Highway 99W was calculated. This section contains
I
one example of this calculation. The example calculation will be the most critical movements,
the left turn out of and into the west driveway with full buildout of the Westwood site with general
` retail uses (30,000 square feet gross leasable area). The separate phases as shown in Figure B.1.
To conduct the capacity analyses, the volumes along Highway 99W were adjusted based on the
percent of the cycle that they actually flow. Thus, the volumes during Phase 1 were divided by
0.75 and the volumes during Phase 2 were divided by 0.25. (This is a simple representation of
the actual signal phasing. There is an additional Phase when the eastbound Highway 99W left
I turn phase is operating. During this phase there would be no traffic flowing westbound on
Highway 99W. Consequently, this simplified method would slightly underestimate gaps in traffic
along Highway 99W.)
Kittelson & Associates. Inc.
February 1993 APPENDIX B
Westwood: Pacific Crossroads Annex
l
A separate HCM unsignalized intersection capacity run was performed for each of these traffic
flow scenarios and their results are shown on Table B.I. Table B.2 shows how the total
intersection capacity is computed based on the results in the Table B.I. This special analysis
demonstrates that because of the additional gaps in traffic that will be caused by the nearby signals,
I the critical left turn movements from the Westwood/Pacific Crossroad Center west driveway will
operate at LOS E . The left turn movement into this driveway will operate at LOS D. The capacity
of the existing traffic and future background traffic conditions were computed in a similar manner.
t
1
.5telson & Associates, Inc.
l
PHASE I:
THROUGH
GREEN ON
HIGHWAY
99W (75%
OF CYCLE)
WESTWOOD
78TH
SITE
Ln
o tn
65
s - 2020
HWY. 99W
90-,4
1600---o-
HWY. 217
NB
RAMP
PHASE II:
SIDE STREET GREEN
PHASE
(20% OF
CYCLE)
WESTWOOD
78TH
SITE
tn
o n
m
/
20
HWY. 99W
10-A
-0- 310
145-►
o
r
N
HWY. 217
NB
RAMP
TRAFFIC FLOW ALONG HIGHWAY 99W
BASED ON VOLUMES IN FIGURE 7
WESTWOOD
PACIFIC CROSSROADS ANNEX
FIGURE
J
a
FEBRUARY 1993
_
~
February 1993
Westwood: Pacific Crossroads Annex
r"
APPENDIX B
TABLE B.1 Traffic Volumes and Potential Capacity Results At Westwood Driveway
Phase 1: Through Traffic on Highway 99W (75 % of Cycle)
Movement
Volume
Adjustment'
Hourly
Volume**
Highway 99W
Eastbound
1600
0.75
2135
Westbound
2020
0.75
2690
Westwood/Pacific Crossroads
Driveway
Left Turn
35
1.0
35
Right Turn
105
1.0
105
Capacity of Left Turn From Westwood Driveway
77
Capacity of Left Turn into Westwood Driveway
177
J
Phase 2: Side Street Traffic along Highway 99W (20 % of Cycle)
Movement
Volume
Adjustment•
Hourly
Volume**
Highway 99W
I
Eastbound
145
0.20
725
Westbound
310
0.20
1550
Westwood/Pacific Crossroads
Driveway
Left Turns
35
1.0
35
Right Turns
105
1.0
105
Capacity of Left Turn From Wes awood Driveway
87
Capacity of Left Turn into Westwood Driveway
180
• Percent of hour or green time per cycle that this traffic volume will actually be flowing
Effective hourly volume is the actual volume divided by the adjustment factor.
Kittelson & Associates. Inc.
38
s
. ' February 1993
Westwood: Pacific Crossroads Annex APPENDI B
TABLE B.2
Capacity of Left Turn Movement from Westwood Driveway
Traffic Phase
Potential
Percent of
Actual
Capacity •
Cycle
Capacity
Highway 99W
30
75
23
Through
Side Streets
87
20
18
During Signal Change Intervals (Yellow plus All-Red):
42
Based on 130 see. cycle length, 3600 sec/130- 28 intervals
and 1.5 vehicles can nuke maneuver)
TOTAL
83
Conclusion: Peak left turn volume is 35. Thus, reserve capacity is at least 83-
35= 38 or LOS E.
TABLE B.3
Capacity of Left Turn Movement into Westwood Driveway
Traffic Phase
Potential
Percent
Actual
Capacity
of
Capacity
*
Cycle
Highway 99W
177
75
133
Through
Side Streets
180
20
36
During Signal Change Intervals (Yellow plus
42
All-Red): Based on 130 sec. cycle length,
3600 sec/130= 28 intervals and 1.5 vehicles
can make maneuver)
TOTAL
211
Conclusion: Peak left turn volume is 100. Thus, reserve
capacity is at least 211-100= 111 or LOS D.
.J
i
Kittelson & Associates, Inc.
39
AGENDA ITEM NO. 2 -.'VISITOR'S: AGENDA ` DATE. `IUlay i L ig9 u
(Limited to 2 minutes or less, please)
Please sign on the appropriate sheet for listed agenda items. The Council wishes to hear from you on
other issues not on the agenda, but asks that you first try to resolve your concerns through staff.
Please contact the City Administrator prior to the start of the meeting. Thank you.
STAFF
NAME « ADDRESS TOPIC CONTACTED
~ l 1,t 13 0 0 S~~ wa~~~r-S-►; c-zP o , ~g3lo
ogin o v srtors.s t
Depending on the number of person wishing to testify, the Chair of the Council may limit the amount
of time each person has to speak. We ask you to limit your oral comments to 3 - 5 minutes. The Chair
may further limit time if necessary. Written comments are always appreciated by the Council to
supplement oral testimony.
AGENDA ITEIEPJ`N®• 4 DATE MayFii; 1993 ,,n•
PUBLIC HEARING - COMPREHENSIVE PLAN AMENDMENT CPA 93-0003 ZONING MAP
AMENDMENT ZON 93-0002 WESTWOOD (NPO #8) A request for a Comprehensive Plan
Amendment from Commercial Professional to General Commercial and a Zoning Map Amendment from
C-P (Professional Commercial) to C-G (General Commercial District) for 2.53 acres (portions of four
parcels) located to the west of the Pacific Crossroads shopping center. APPLICABLE REVIEW
CRITERIA: Generally: Comprehensive Plan Policy 1.1.2 Implementation Strategy 2 and Community
Development Code Section 18.22.040.A; Specifically: Statewide Planning Goals 9 and 12;
Comprehensive Plan Policies 5.1.1, 5.1.4, 7.1.2, 8.1.1, 8.1.3, 8.2.2, 12.2.1, and evidence of a change
in the neighborhood or community affecting the designation of the property or evidence of a mistake
in the current designations. LOCATION: 11745 SW Pacific Highway and abutting properties (portions
of WCTM 1 S1 36CD, tax lots 402, 500, 600, 1000) PRESENT ZONE: C-P (Professional Commercial)
zoning district allows public agency administrative services, business equipment sales and services,
business support services, financial and real estate services, a variety of office uses, and limited
amounts of general retail sales, personal services, and eating and drinking establishments. PROPOSED
ZONE: C-G (General Commercial) zoning district allows general retail uses, a variety of other retail and
service uses, eating and drinking establishments, automobile sales and repair, vehicle fuel sales, among
other permitted and conditional uses.
PLEASE SIGN IN TO TESTIFY ON THE ATTACHED SHEETS
y
AGENDA ITEM NO. 4 PLEASE -PRINT
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n uyul wi u -
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dress
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teas
teas
ame
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h:\Iogin\io\tes*
Depending on the number of person wishing to testify, the Chair of the Council may limit the amount
of time each person has to speak. We ask you to limit your oral comments to 3 - 5 minutes. The Chair
may further limit time if necessary. Written comments are always appreciated by the Council to
supplement oral testimony.
>AGENDA:iITEM`NO; 51 PATE :V May -I1;-~7893"
PUBLIC HEARING - SUPPLEMENTAL BUDGET Council will consider adoption of a proposed
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AGENDA ITEM NO. --5 -
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City of Ti~~gard ,
C•'V'~ f`~L_~Glit~~G1 J~~~~3
Community
Development
Department
ANNEXATION
How to Join the
City of Tigard
1
WHAT IS ANNEXATION?
Annexation is the means by which
property owners in unincorporated
areas can join the City of Tigard,
receive City services and par-
ticipate in City affairs.
WHY CONSIDER
ANNEXATION?
Usually, access to one or more
major urban services is the reason
residents and property owners out-
side the City consider annexation.
These services include sanitary
and storm sewers, improved road
maintenance, and greater police
protection.
There are also other benefits to
joining the City such as:
° Improved access to parks and
recreation programs
• Elimination of confusion over
which agency or special dis-
trict to call in the event of a
service concern
• Participation in local govern-
ment
° Improved planning and land
use controls
• I
BENEI~'ITS ENJOYED BY
TIGARD RESIDENTS
Government and Citizen
Involvement
The City is proud of its partner-
ship between citizens and govern-
ment. The mayor and four Council
members who are elected at large,
represent the entire city. Citizen
involvement is assured by active,
permanent boards and commis-
sions, as well as ad hoc committees
for specific issues.
Police motion
The Tigard Police Department cur-
rently responds to emergency calls
in under four minutes to all parts
of the city. The Department has a
ratio of 1.3 officers per 1,000 resi-
dents.
The Tigard Police Department also
provides:
• Enhanced 911 dispatch for
police, fire and emergency
medical
• Ordinance enforcement,
crime prevention, and public
awareness programs
• Narcotics and career criminal
mproved growth manage-
ment investigation;
" A full time school resource of- }
City offices are currently lo- ficer program
sated in Tigard, County of-
fires are in Hillsboro • Direct eitiwpn invnlvamant
•
° A proactive traffic unit
• D-A.R.E. instruction for all
5th graders
Pars nd Recreation
The City has over 118 acres of
park land and 102 acres of natural
greenways. Recent park and
greenway improvements make the
park system usable to even more
residents. Some of the many
facilities available are:
• Covered picnic shelters and
play fields at a lower cost
than non-residents
• Play equipment
• Tennis courts
• Walking(bicycle paths
• Basketball courts
• A handicapped accessible fish-
ing dock
• A boat ramp
.
V"
Planning and Development
The City provides a full range of
services to ensure that future
growth is managed according to
the plans the community has
adopted.
The Department provides:
• Review of building plans and
complete building inspection
services
• Investigation and enforce-
ment of land use and building
code regulations
e Review of land use actions
• Development and main-
tenance of the City's Com-
prehensive Plan
Demographic and develop-
ment information
Watff Service
As of July 1, 1993, water service is
provided by a Joint Water Agency.
This agency was formed to provide
locally controlled efficient water
service to Tigard, King City and
Durham.
ew
Sewer availability enhances
property values, and provides an
environmentally sound method of
sewage treatment and disposal.
Annexation to the City does not re-
quire connection to the City's
sewer system. However, annexa-
tion provides the opportunity to in-
stall sewers by joining with other
residents in an area to form an im-
provement district and share the
costs of sewer service.
The City of Tigard assists property
owners in obtaining low-interest,
long-term financing for sewer in-
stallation through creation of a
local improvement district. The
assessed cost to an average sized
s
1•
property is often competitive with
the accumulated repair and main-
tenance costs of a failing septic sys-
tem.
Schools are not AffectgdhY
Annexations
The boundaries of community col-
lege and school taxing districts are
not changed by annexation to the
city.
Tigard provides a full range of
City services that contribute to the
highly desirable quality of life our
citizens enjoy.
Some services provided by the City
are paid for through user charges
(such as recreational classes, and
park reservations) and some ser-
vices are paid for through property
taxes. Due to the high level of ser-
vices provided such as police ser-
vices, the property tax rate within
the City is slightly higher than
that in the unincorporated area.
More specific information about
costs is available through the
Tigard Finance Department.
HOW TO ANNEX TO
TIGARD
The Metropolitan Area Local
Government Boundary Commis-
sion is the state agency respon-
sible for making annexation
decisions.
A common method of annexation
is called double majority. This
type of annexation is accomplished
when petitions consenting to an-
nexation are signed by:
• The property owners of at
least one-half of the affected
land area, and;
• A majority of the registered
voters in an area, rd;
• City Council resolution sup-
porting the request.
After petition signatures are
verified, the annexation request is
submitted to the Boundary Com-
mission. A public hearing is con-
ducted by the Boundary
Commission, usually within 90
days. A decision is then issued.
Annexation can also be initiated
by:
• The owners of at least half
the land area involved, or;
• At least 10 percent of all
registered voters in the sub-
ject area.
One of the above methods could be
used for a large area that has
several property owners. If the
Boundary Commission approves
the annexation under one of the
above methods, it is not valid for
45 days. During this time, the af-
fected voters may petition for an
election. If this happens, the elec-
tion determines the outcome of the
annexation.
There is also a 25 day process is
available for expedited annexa-
tions. This process is available for
routine, non-controversial annexa-
tions and does not require a public
hearing. An expedited process
may be requested upon filing a
petition.
GETTING STARTED
It's up to you! Annexation peti-
tions are available through the
Tigard Planning Department or
the Metropolitan Area Local
Government Boundary Commis-
sion. Join with your neighbors
and help decide the future of your
neighborhood.
For further information, please
call the Tigard Planning
Department at 639-4171 or the
Boundary Commission at
229-5307.
I f: t--- u d-
City of Tigard
Estimated Revenues & Expenditures
Walnut Island Annexation
Property Taxes
Franchise Fees
Cigarette Tax
Uquor Tax
Revenue Sharing
911 Tax
State Gas Tax
County Gas Tax
( storm Sewer Funds
72,495
21,611
2,525
5,961
4,740
2,165
109,496
37,244
3,846
41,089
10,967
Total Revenues 161,552
Cc S c,v~e.P - - .
05/11/93
~PSSi U`'1
Estimated Costs of Annexation 163
Walnut Island Area Residents
f he following is an example of a property tax bill from the Walnut Island for 1992/9 0 Egg
taxes levied and the resulting rates. The last column shows what the tax bill would have been
had the property been in the City of Tigard.
A taxpayer in the Walnut island area is currently paying the same taxes as Tigard taxpayers with
the exception of the Enhanced Sheriff patrol and the City of Tigard rate. Islanders pay the
'
Tigard citizens don't. Tigard taxpayers pay the City rate,
Enhanced Patrol
t.
Islanders don
If
,
those residents in the Island will no longer pay the enhanced patrol tax but would
annexed
,
instead pay the City tax rate. The net difference in the rate was $2.05 for 1992/93 and the rate
difference for 1993/94 is expected to be very similiar.
Total
Jurisdiction School Government Debt
Total With Annex
Enhanced Patrol 0.74
36 0.06
1
0.74
1.42
0.00
1.42
.
Washington County
45
0
0.45
0.45
.
Co-Op Library (WCCLS)
63
0
0.63
0.63
.
Road Improvements (MSTIP 11)
35
0
35
0
911 Emergency 0.35
18
0
.
0.18
.
0.18
.
ESD
PCC 0.65 0.11
0.76
0.76
SD #23 - Tigard 11.67 1.68
08
0
13.35
0.08
13.35
0.08
.
Nater - Tigard
18
0
0.18
018
.
Bonds - USA
94 0.04
1
1.98
1.98
.
TV Fire & Rescue
08 0.12
, 0
0.20
0.20
.
Port Of Portland
11 0.11
0
0.22
0.22
.
Metro
0.23
0.23
0.23
Tri-Met
0.00
2.79
City Of Tigard
66 2.61
50 5
12
20.77
22.82
.
.
Total
In addition to property taxes, Tigard taxpayers now pay a slight tax on their phone bills. The tax is
basic phone service charges and amount to about $.50 per month. Taxpayers in the Walnut Islan,
begin paying this tax upon annexation.
The following chart summarizes the net difference in property tax.
Home Annual
Value Cost
75,000
153.75
100,000
205.00
125,000
256.25
J"Ld
COMMUNITY FORUM
on
ANNEXATION OF THE WALNUT ISLAND
March 18, 1993
Ciitizen Raised Questions and Concems
1. Concern about already existing problems in the City of Tigard such as already existing
(or not available) sewer.
2. Development
{ 3. Sewer-some citizens have not been able to get it when they want it. Does the City
have the capacity to serve the Walnut Island with sewer. (Staff comment: it is USA that
provides the treatment facilities j
4. Is there a master sewer plan for the island? How much is a 'stub`? (Staff comment:
The City doesn't do planning for areas out of the City. Pat will check out the
sewage/sewer issues regarding the Derry Dell annexation and 'sewerization $3,000
buy-in to sewer (unless you helped pay for the installment) plus a $2,100 hook-up charge
and then the monthly fees.)
5. Does the City provide street repair to side streets? Where are side streets in the
priority listing of street repair. Example is McKenzie Street.
_ 6. If your septic tank fails and you are within 300 feet (by gravity) of existing sewer, you
would have to go on sewer. If this happened to me, how quickly could 1 get sewer
extended to my property? (Immediately)
7. Piecemeal 'sewerization' of the island will be more expensive compared to a
comprehensive plan. Sewer costs are the same for in City or in County.
8. Perhaps there could be a single issue meeting with Walnut Island residents focusing
on sewer with all the experts present.
9. The county does not currently levy a road maintenance tax. There is a tax for
Enhanced Sheriffs Patrol.
10. Would the City provide traffic speed management (speed traps) in the Island?
11. What does it cost to be annexed?
12. What happens to the unpaved road (Errol)?
13. If we choose not to annex via double majority what happens next?
14. How has the annexation of Washington Square impacted the workload for the police
and can Tigard provide police services to the Island?
15. Is there anything that can stop you (the City of Tigard) from doing this (annexation)?
16. What are the reasons for the City doing this now?
i 17. Concern: the City may make improvements we don't want, but must pay for.
18. Will the newly annexed area also take on the City's current debt?
19. Annexation allows representation.
20. Present us with a balance sheet: what do we gain from annexation? What can you
provide at what cost?
21. Will you commit to not annex us if we turn you down in the double majority?
22. There have been past annexation problems. Will City services be different from
county services?
23. If you've made up your mind about annexing us, why are we here? (The Mayor
described the change in his position because of changes in regional issues.)
24. Give us a specific list of services and improvements.
25. The City can come back with specific information.
26. The City is willing to meet in smaller groups, too. Whatever is ok for you.
27. Hoes the Council feel the Island residents are not paying their way?
28. Include the media in sending out information.
forumAnx
e. MWY
3/93
1
MEMORANDUM
CITY OF TIGARD, OREGON
40
TO: Pat Reilly
FROM: Ed Murphy
DATE: May 11, 1993
SUBJECT: WALNUT ISLAND SEWER REPORT
This report reviews sanitary and septic sewer conditions in the area of unincorporated
Washington County known as the Walnut Island. Current financing methods for sewer
improvements are described and city, county and United Sewerage Agency (USA)
policies and procedures are outlined. A list of decision points and policy for the City of
Tigard has been developed and attached at the end of this report.
The Walnut Island is a 348 acre area of unincorporated Washington County northeast of
Bull Mountain. The area is completely surrounded by the City of Tigard making it an
island of unincorporated land (figure 1). This island was created in 1988 when several
properties along S.W. 132nd Avenue were annexed at the owners request.
The area has 372 dwelling units and approximately 141 acres of vacant land. Presently,
there are only 11 dwelling units in the island that are connected to sanitary sewer, with
the remainder on septic systems.
ASSUIMP11ONS IMPACTING SEWER
Based on staff review, the following are city assumptions concerning sewers in the island
area:
The area will continue to grow with single family development. The County
currently zones the Island R-6 (six units per acre). Upon annexation, it is expected
that the City would zone the Island area R-4.5 (4.5 units per acre). Based on
zoning and vacant land, it is assumed that the area could add another 635 single
family dwellings to the existing 372 homes for a total of 1,007 dwellings in the
Island.
New housing will connect to public sewer.
Generally, except for certain circumstances, new septic systems will not be built
in the area.
Existing septic systems will fail over time and will be replaced by public sewer.
I!RESE ► E C17y POLICY AND PROCEDURES
For property owners who need or want sewer in the Island, present city policy requires
a written agreement or contract granting the city permission to annex the property at any
time. This contract is required in lieu of immediate annexation at this time.
New Development
For new development, the provision of sanitary sewer is the responsibility of the developer
or builder. New development means any land division or new home construction and can
be a large subdivision or just a single house on an existing lot. The developer pays the
full cost of extending the public sewer that serves that development. Others who benefit _
may also help pay for this extension depending on the financing arrangements.
Existing Development
For an existing house or business on a septic system, connecting to a sewer depends
on a variety of circumstances. If a septic system fails, either in the city or the county, it
cannot be replaced without a permit from the Washington County Health Department.
Permission to build a new septic system is based on available land area and soil
characteristics which varies from lot to lot. In unincorporated Washington County, if
sanitary sewer is located within three hundred feet of any part of the parcel, connection
to sewer is mandatory.
If sewer is wanted or needed, the person or persons benefiting from that sewer are
responsible for and must pay for the line extension.
Tiigard's present sewer connection policy is that no existing development is forced to
connect to sewer based on its availability (within 300 feet of the parcel). In other words,
even if sanitary sewer is available to a residence, connection to that sewer is optional until
an existing septic system fails.
2
Financing Methods
Local Improvement District: A local improvement district, or UD, is a common method
of financing the extension of a sewer line for existing homes or businesses. An UD is a
specific area that benefits from building an additional sewer line. Formation of an UD can
cs initiated by either property owners, (owners of at least 506 of the property to be
benefited) or by the Tigard City Council. After review of a preliminary report prepared
by the Engineering Departmerrt, the City Council may choose to direct city staff to prepare
an engineering report on the project or to terminate work on the' proposed district and
improvement. A fee may be charged to the initiating citizens for the engineering report.
Once all the engineering reports have been completed, public notices sent out, and
hearings conducted, the City Council may choose to form the UD, modify the proposal
or terminate the project. if owners of at least two-thirds of the property within the district
oppose the creation of the LID, the Council will terminate the project unless an emergency
exists which threatens the health and welfare of the citizens of Tigard.
In forming the UD, a district is established which includes all properties that benefit from
the extension of the sewer line. Each beneft ing property is assessed a fair portion of the
cost to construct the public sewer line. This assessment does not include the cost of
individual hook-ups to the public sewer line. Property owners may pay the entire amount
due or make arrangements with the city to make installment payments twice a year for
as long as 10 (ten) years.
The establishment of the UD and the assessment of the costs will cause a lien to be
placed on the property. The full amount of the assessment ?s due upon sale of the
property. When property owners choose to refinance their property, they often find that
the bank prefers to pay off the lien as part of the refinancing process so they can be first
lien-holders.
This description of the UD development process and administration is a brief one.
Individuals interested in detailed rules and regulations governing UDs may contact Tigard
City Hall and request a copy of chapter 13.04 of the municipal code.
Advance Financing and Reimbursement: Another method of funding the construction
of new public sewer lines is through advance financing and reimbursement. This method,
described in Tigard municipal code Chapter 13.08, enables individuals, developers or the
City, who invest in public sewer to recover their costs over a ten to twenty year span.
Any person who finances some or all of the cost of sewer improvements may ask the
Tigard City Council to form a "zone of benefit". Within this zone will be properties that
have been relieved of the initial expense of this improvement.
3
Properties within the zone of benefit will be charged a "recovery agreement connection
fee" when they choose to or are required to hook up to the public sewer. This fee will
reimburse the other person for financing the construction of the original public sewer line.
In addition to recovering the costs of the construction, permits, interest, and
administration, the City Council will impose an annual percentage rate on the connection
-charge as a return on the investment for the person (or the City, if it decides to fund the
project).
Notice of the zone of benefit designation will be filed with the county, but will not create
a lien upon the property. When the property owner chooses or is required to hook up
to the public sewer or applies for a building permit, the recovery agreement connection
charge along with the accrued interest rate will be due.
Details regarding advance financing and reimbursement is available through the City
Engineer's office located at Tigard City Hall.
SEWER -99M
Sewer costs fall into the categories of public sewer lines construction, private sewer
connection lines construction, connection fees, and monthly fees. Hia o i the, sthe City
anitary
has never paid for or contributed funds to the construction of any p
sewer system.
Public Sewer Lines
Public sewer lines are typically 8 inch collector lines located in public rights-of way or
easements. When extended, the public lines must be installed through a property so as
to be available to the next property. Typical construction cost of these lines is estimated
to be $ XX per lineal foot. Public sewer lines typically are paid for by individuals either
directly or through reimbursement districts, new home. cost, or UD assessments.
If a property owner did not help pay for the extension of the public sewer line, either
directly or by reimbursement, the City imposes a surcharge of $3,000 at the time of
connection. This surcharge assures that everyone who benefits from the public sewer
pays a share of the construction cost.
Private Seger Connection Lines
private sewer connection lines are constructed on private property to connect a house
to the public sewer line, usually from the street to the house plumbing system. These
4
connection lines are the responsibility of individual property owners, or house builders.
Typical construction cost of these lines is estimated to be $ XX per lineal foot.
Connection Fees
There is a fee of $2,100 for single family residential buildings for connection to the public
line. The fee includes a system development charge to new connections to pay for a
portion of the existing collection and treatment system. The "buy-in" fee is based on
direct impacts of a new connection on the system. There is, however, a grandfatheer
situation for older homes where sewer hasn't been available until recently.
connection fee is reduced to $300 if both of the following circumstances exists: 1) the
connection is to a single-family house for which building permits were issued before July
1, 1970 and; 2) there has not been public sewer accessible within 300 feet for more than
three years.
A fee of $ 35 is charged for a mandatory inspection of all new connections to insure that
the connection is made properly.
Monthly Fee
Once sewer is connected there is a monthly fee of $ _20.50 for each residence for
maintenance of the system and operation of the treatment facilities.
c M 3 cv MEM IN THE fiLAHD
All public sanitary sewer lines within the Walnut Island will be S inch collectors. Th
were
system operates by gravity so the line locations are based on topography-The se
system map (figure 2) shows approximate locations of public lines that are needed to
serve Me island area. Specific locations and connection points will be determined in the
future by detailed engineering.
CITY OF TIGARD
POLICY ISSUES
for the
WALNUT ISLAND SEWER REPORT
As previously stated, present City policy is that the public sewer system is extended as
needed. The cost for extending the sewer system is bore by those who benef:L
1. Should the city assist residents in extending public sewer lines by participating
in Local improvement Districts?
The city can participate in UDs by paying a portion of the cost. In other words,
the general public, through the city, would pay a portion of the cost of extending
the sewer as an indirect beneficiary. Property owners directly benefitting would
pay the remainder.
The city could broaden what can be financed by an LID to include connection fees
and possibly private sewer lines.
{ - 2. Should the city extend public sewer lines?
The city may choose to extend public sewer lines either for new development or
existing residences. The City could then plan and establish a sanitary sewer
system prior to need, so that
3. How could the City pay for public sewer lines?
The city could either outright pay for the sewer lines or pay for the line now and
set up a reimbursement district that requires anyone connecting to that line to pay
a fair portion of the cast back to the city.
4. Should the City require connection to City extended public lines?
If the city pays for the extension of public sewer lines it may be appropriate for the
city require connection to that line.
5. Should the city offer financing to those connecting to public sewer?
6
The city could offer low4ntterest financing to residents who connect to a public
sewer line to encourage connection. Mar UD pdrticipants or where public lines
are extended by the city.
6. Should the city commission a detailed sewer plan for the Walnut Island area?
A detailed sewer plan could be commissioned to establish how the public sewer
system will be installed.
H'\LOG. 4\UZASMNA1RlJTIS.S;NR
J.ACCIER
E.HRDLEY
7
MEMO
M. Honorable Chair and Board of Commissioners DATE: April 8, 1993
FROM: Jeri L. Chenelle QXd1-r-/L~
SUBJECT: Lake Oswego Water Supply Agreement
Statement of Issues.
On March 9, 1993, the Board approved in concept the agreement with Lake Oswego, but
requested further consideration from Lake Oswego for a minimum purchase requirement of 1.5
million 'units, and a written statement of intent to increase our supply of water as we
participate financially in their system. Lake Oswego has agreed.
Recommendation:
Approve the attached water supply agreement with the City of Lake Oswego.
Analysis:
The agreement provides that Lake Oswego shall provide Tigard Water District with 4 million
gallons daily, barring significant failure of any part of the water infrastructure. In return,
TWD agrees to buy 1.5 million units (unit = 100 cubic feet) of water annually.
The agreement also fixes rates for the next 4 years so that we will not have any surprise rate
increases. In addition, the agreement commits TWD and Lake Oswego to sharing the costs of a
new main transmission line which increases the capacity of Lake Oswego to serve us.
Fiscal Impact:
Lake Oswego has estimated a maximum of $1.5 million for our share of costs for the main
transmission line. We have discussed funding $500,000 out of our reserves and financing $1.0
million. Because our initial costs are small, we do not need to obtain financing until the 94-95
fiscal year.
Rate increases to us will be effective March 1, 1993.
Alternatives:
1. Do not approve the agreement.
2. Request further modifications.
Attachment: Water Supply Agreement
To: Honorable Chair and Board of Commissioners
From: Jeri L. Chenelle, Administrative Director
Date: May 4, 1993
Subject: Dissolution of the District
Statement of the issue:
Now that the cities have withdrawn from Tigard Water District effective July 1, 1993, it is
time to follow through on the dissolution of the "remnant" district which will remain.
Recommendation:
Approve resolution 5-93 initiating proceedings to dissolve the District and liquidate all
assets.
Analysis:
1. History--For the past year, the Tigard Water District has held discussions with the
cities of Tigard, King City and Durham about transitioning to a new governance structure
to be established under the legal authority of an DRS 190 intergovernmental agreement.
Under existing state law, water districts are set up as temporary institutions. Cities may
legally withdraw from a water district, take a portion of the assets, and become the water
provider. The City of Tigard originally indicated its intention to withdraw in order to
consolidate the two water districts serving its citizens, to manage growth, and to enhance
opportunities for operating efficiencies.
A major concern of Tigard Water District has been to keep the district intact. The water
distribution system was built as a single unit, and assets are not easily divided. All our
reservoirs and pipelines are tied together without respect to any particular city boundaries.
For example, High Tor reservoir located in the unincorporated area serves Tigard and the
unincorporated area; reservoir number 4 in the unincorporated area serves Tigard and
King City. The 10 million gallon terminal reservoir in Tigard serves all three cities and the
unincorporated area.
After a number of meetings, it was agreed that the three cities would form a joint water
agency through an intergovernmental agreement in order to keep the district intact and
continue service in the same service area. Negotiation of an intergovernmental agreement
also allowed Tigard Water District to have more influence over the future of the district
because it had representatives at the negotiating table. This meant TWD had a stronger
voice in the contents of the agreement which would determine the structure of the new
joint water agency.
Dissolution of the District 04/29/93 Page 2
The original meetings consisted of the chief elected and administrative officials of TWD,
King City, Durham, and Tigard. Bev Froude of CPO 4 also served as a representative for
the unincorporated area. In later meetings, staff and attorneys negotiated agreement of a
concept paper which was then approved by each of the cities. The attorneys are currently
fleshing out the concept paper to turn it into an official intergovernmental agreement
creating a joint water agency.
2. The unincorporated area-The unincorporated area of Tigard Water District does not
have the legal ability to withdraw and transfer its assets into a joint water agency, as do
the cities. Consequently, that area of the District which is not included in the boundaries
of the withdrawing cities will continue to exist as the Tigard Water District. This includes
the Bull Mountain area, the Highlands, and the Walnut Triangle.
A guiding principle for TWD continues to be that the district should remain intact. This
requires the dissolution of the remaining district in order to join the new joint water
agency. Dissolving the remainder of the district can be accomplished only by an
affirmative vote of the voters in the unincorporated area. Because assets cannot be easily
divided, we anticipate a "paper" division of assets for purposes of the intergovemmental
agreement until the remainder of the District can dissolve and join the joint water agency.
For example, we might say that 75% of each transmission line is owned by the new joint
water agency, and 25% of each line is owned by the remainder of the Tigard Water
District. Or we might be able to say that the division of assets is deferred until the results
of the September 21 election are known. The attorneys are currently researching the best
way to handle this situation.
Our studies show that the unincorporated area will need close to $10 million in additional
improvements (four major reservoirs and two pump stations) within the next ten years in
order to handle increased growth and water demands for the area. We do not believe it is
financially feasible to pay for these improvements from only the small customer base that
would remain in the unincorporated area. Of our 11,300 customers, we estimate about
25%, or 2825, of our customers are in the unincorporated area. Spread over a ten year
period on a cash basis, these costs would average $354 per customer per year (or an extra
$29.50 per month.) Over a 20 year period with 6% financing costs, the costs would be
about $301 per customer per year, or an extra $25.11 per month. Of course, issuing
bonds over a longer period of time would lower the annual cost, but would still be more of
a burden than if the costs were spread over the entire customer base of the current district.
3. Dissolution Process-Dissolution of the remnant district requires the following steps:
• TWD adopts a resolution finding that it is in the best interests of the inhabitants of
the District that the District be dissolved and liquidated. The resolution is filed with
the Washington County Board of Commissioners.
TWD adopts findings of fact regarding the finances of the District and proposes a
plan of dissolution and liquidation. The findings and the plan must be filed with the
( County Board of Commissioners no later than 30 days after the initial resolution is
adopted.
Dissolution of the District 04/29/93 Pagc 3
• The findings and plan must be filed with the Boundary Commission no later than 10
days after filing with the County.
• The Boundary Commission considers the proposed dissolution and has 120 days in
which to approve or reject the dissolution.
• If the Boundary Commission approves the dissolution, TWD must file a notice of
election within 10 days after the Boundary Commission decision. The election is
held on the next available election date for which the filing deadline can be met. The
earliest date the dissolution election could be held is September 21, 1993. The filing i
deadline for that date is August 5, 1993.
• If voters say yes, the TWD Board shall declare the District dissolved and its affairs
liquidated. The corporate existence of the District is terminated at that time.
Alternatives:
The Board could make the decision to leave the remainder of the District (the
unincorporated area) intact and not join the water agency, instead of approving the
resolution initiating proceedings to dissolve the district. This would be contrary to
previous direction to keep the district intact and have all assets and operations transferred
to the new joint water agency.
Fiscal Impact:
Funds for an election have been included in the FY 1993-94 budget, as have funds for
legal expenses.
Attachments"
• Capital improvements cost calculations
• Resolution 5-93
• Dissolution process timeline
• Map of city boundaries within District
TIGARD WATER DISTRICT BOUNDARY
[ T. W. D.) UNINCORPORATED AREAS
KING CITY
DURHAM
CITY OF TIGARD
[CLEAR)
0
f
UNINCORPORATED AREA CAPITAL IMPROVEMENT COSTS
Customer Unincorporated
Unincorporated
10 Yrs/25%CB
10 Yrs/30%CB
20Yrs/25%CB
Base Area
Area
Cash Basis
Cash Basis
Bond @ 6%lnt
25% Cust. Base
30% Cust. Base
$1 Mllllon/Yr
$1 Mllllon/Yr
$17,023,684
11,300 2,825
3,390
Total Cost/Patron
Total Cost/Patron
Total Cost/Patron
$3,539.82
$2,949.85
$6,026.08
Per Year
Per Year
Per Year
$353.98
$294.99
$301.30
Per month
Per month
Per Month
$29.50
$24.58
$25.11
20 Yre/30%CB
Bond @ 6%lnt
$17,023,684
Total Cost/Patron
$5,021.74
Per Year
$251.09
Per Month
$20.92
Comparison of Costs for Capital Improvements
Needed in the Unincorporated Area in Next Ten Years
$30.00
$25.00
$20.00
$15.00
$10.00
$29.50 $24.58 $25.11 $20.92
$5.00
$0.00
10 Yrs/25%CB 10 Yrs/30%CB 20Yrs/25%CB 20 Yrs/30%CB
CB = Customer Base of 11,300
UNINCIMP.XLS
Page 1
4/27193 10:32 AM
TIGARD WATER DISTRICT
RESOLUTION 5-93
A RESOLUTION OF THE TIGARD WATER DISTRICT BOARD OF
COMMISSIONERS, INITIATING PROCEEDINGS TO DISSOLVE THE DISTRICT
AND LIQUIDATE ALL ASSETS.
WHEREAS, the Board of Commissioners previously adopted Resolution 16-92
committing to work with the Cities of Tigard, King City and Durham to create an
intergovernmental agreement to form a Joint Water Agency; and
WHEREAS, the Cities of Tigard, King City and Durham and the unincorporated area
within the Tigard Water District have met with representatives of the Tigard Water
District over the past year; and
WHEREAS, creation of an agency comprised of the three cities is desired by the Cities of
Tigard, King City and Durham; and
WHEREAS, Tigard Water District is committed to a smooth transition so that the Joint
Water Agency will be created by July, 1993.
NOW, THEREFORE, the Tigard Water District resolves and finds as follows:
1. The best interests of the inhabitants of the District will be served by the creation of an
intergovernmental entity to deliver water services within the District. To accomplish
this objective, the Board of Commissioners hereby initiates the dissolution of the
District and the liquidation of the assets of the District through conveyance of the
assets to the new intergovernmental entity.
2. District staff is directed to prepare findings of fact for adoption by the Board with
respect to the following matters:
a. The amount of each outstanding bond, coupon and other indebtedness, with a
general description of the indebtedness and the name of the holder and owner of
each, if known.
b. A description of each parcel of real property and interest in real property and, if
the property was acquired for delinquent taxes or assessments, the amount of such
taxes and assessments on each parcel of property.
c. Uncollected taxes, assessments and charges levied by the District and the amount
upon each lot or tract of land.
d. A description of the personal property and of all other assets of the District.
f
e. The estimated costs of dissolution.
The findings shall be presented to the Board no later than May 25, 1993.
3. District staff is directed to prepare a plan of dissolution and liquidation and to present
the plan to the Board no later than May 25, 1993.
4. District staff is directed to continue negotiations with the Cities of Tigard, King City
and Durham regarding the provisions of an intergovernmental agreement for a joint
water agency.
Chair of the Board
ATTEST:
Administrative Director Date
Page 2 - Resolution 5-93
DISSOLUTION PROCEDURE
TWD Resolution
& Dissolve
30 days
TWD Adopts TWD Ries Findings
Findings and Plan with
and Plan County
10 days
TWD Files Findings
and Plan with
Boundary Commission
I Boundary Commission I
Processes
Up to 120 days
Boundary Commission
Says Yes
w 10 days
TWD Calls Files Election
Election Notice
By 8/5/93
Dissolution Election
9/21/93
Voters Say Yes
TWD Declares
Dissolution
1
Council Agenda Item 312-
MEMORANDUM
CITY OF TIGARD, OREGON
TO: Honorable Mayor and City Council
FROM: Patrick J. Reilly, City Administrator
DATE: May 3, 1993
SUBJECT: COUNCIL CALENDAR, May - July 193
Official Council meetings are marked with an asterisk If generally
OK, we can proceed and make specific adjustments in the Monthly Council
Calendars.
May '93
3 Mon Special Council Meeting to Review Results of the "Tigard
Talks" Community Survey
* 11 Tue Council Meeting (6:30 p.m)
Study Session
Business Meeting
18 Tue Council Goal Setting Session (5:30)
* 25 Tue Council Meeting (6:30 p.m.)
Study Session
Business Meeting
31 Tue Memorial Day Holiday (City Offices Closed)
June '93
* 8 Tue Council Meeting (6:30 p.m.)
Study Session
Business Meeting
* 15 Tue Council Study Meeting (6:30 p.m.)
Tentative
* 22 Tue Council Meeting (6:30 p.m.)
Study Session
Business Meeting
July '93
* 13 Tue Council Meeting (6:30 p.m.)
Study Session
Business Meeting
20 Tue Council Study Meeting (6:30 p.m.)
Tentative
* 27 Tue Council Meeting (6:30 p.m.)
Study Session
Business Meeting
lY_
COUNCIL AGENDA ITEM 3.3
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
(Local Contract Review Board)
AGENDA OF: May 11, 1993 _ DATE SUBMITTED:
ISSUE/AGENDA TITLE: Authorize bidding- PREVIOUS ACTION:
Vll /Glll,.l J.l YY L111G1JGGl1 Vaa
i PREPARED BY: City Engineer
DEPT HEAD OK /I4/ CITY ADMIN OK, REQUESTED BY:
ISSUE BEFOM THE COUNCIL
Authorization to advertise for bids on the 72nd/99W Intersection Project.
STAFF RECOMMENDATION
Authorize the City Engineer to advertise for bids on the 72nd/99W project
upon acquisition of all necessary right of way and permits.
INFORMATION SUMMARY
Construction plans for the 72nd/99W project are nearly complete and ready for
bidding. In accordance with City purchasing rules, staff is requesting
authority to advertise for bids. The attached memo provides additional
information.
PROPOSED ALTERNATIVES
FISCAL NOTES
C
.-V
MEMORANDUM
CITY OF TIGARD
TO: Pat Reilly April 28, 1993
FROM: Randy Wooley
SUBJECT: Funding for 72nd/99W project
Design work is nearing completion on the 72nd/99W intersection
improvement project. This project will extend 72nd to intersect
99W directly at a new traffic signal. The entrance to Fred Meyer's
parking lot will be revised to match the new intersection. Access
to existing businesses along the frontage road will be revised to
provide more direct access and eliminate the skewed intersection
across from 71st. The various agreements needed to accomplish all
these changes are being prepared and we hope to be ready to
advertise in a few weeks.
Funds in the current fiscal year are adequate to complete design
and right-of-way acquisition and to begin construction; however,
funds are not adequate to complete construction. Expectation has
been that additional TIF funds will be appropriated for the project
in FY 93-94.
In order to keep this project moving, I would like to be able to
advertise for bids for the project as soon as all the preliminary
work is completed. This may mean advertising before the FY 93-94
budget is adopted. Because another project in the TIF budget has
been delayed, I feel safe in proceeding with the 72nd/99W project
before adoption of next year's budget.
The delayed project is the 109th Extension. This project is
waiting for matching funds from Triad in conjunction with their
development at 109th and Naeve. Triad's development has been
delayed by an appeal to LUBA. It is unlikely that the Triad
development would proceed before next fiscal year.
I don't think any formal budget action is needed to proceed as
suggested above. However, it needs to be understood that there
will be a commitment to fund completion of both the 72nd/99W
project and the 109th Extension project in the FY 93-94 capital
improvement program.
rw/72nd-99W
5
COUNCIL AGENDA ITEM 3-q
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
AGENDA OF: May 11, 1993 DATE SUBMITTED: April 28th, 1993
ISSUE/AGENDA TITLE: Traffic Sicfnal PREVIOUS ACTION:
Maintenance Agreement with Wash. C .
PREPARED BY: Gar Alfson
DEPT HEAD OK Pjg~CITY ADMIN OK REQUESTED BY:
Shall the City enter into an agreement with Washington County to maintain the
City owned traffic signals.
STAFF RECOMMENDATION
Approve the attached Maintenance Agreement, authorizing Washington County to
maintain the City's traffic signals, and authorize the Mayor to sign the
agreement.
t
----------------------------INFORMATION SUMMARY
The City presently owns 11 signals within its limits with additional signals
proposed for the future. In the past we have contracted with the State to
provide the maintenance but they have expressed a desire to discontinue this
service due to manpower and budgetary shortages. Maintenance of the signals
typically involves twice a year preventative maintenance and on call
emergency maintenance. The State has not been able to provide the
preventative maintenance on a routine schedule. Washington County is able to
provide the maintenance and respond in a timely manner to an emergency
situation. Private signal construction contractors do not typically provide
routine maintenance and are not able to assure emergency response.
PROPOSED ALTERNATIVES
FISCAL NOTES
Funding for traffic signal maintenance is a regular item of the annual
department budget.
qa/ss-wash.siq
/'t/vE--,- -
,5_1i2 A5
OIL
MAINTENANCE AGREEMENT
THIS AGREEMENT is made and. entered into by and between THE CITY OF TIGARD, a
municipal corporation of the State of Oregon, acting by and through its City
Council, hereinafter referred to as "City"; and WASHINGTON COUNTY, a political
subdivision of the State of Oregon, acting by and through its Board of
Commissioners, hereinafter referred to as "County."
W I T N E S S E T H
RECITALS
1. City does not have adequate personnel and equipment to perform maintenance
of traffic signals operated by the City.
2. Private sources are not available to provide this service with acceptable
emergency response times.
3. County is able to perform signal maintenance for the City.
4. This agreement will allow the County to perform the necessary maintenance
on the City's signals.
NOW, THEREFORE, it is agreed by and between the parties hereto as follows:
CITY OBLIGATIONS
1. City hereby grants County the right to enter into and occupy City road
right-of-way for the performance of necessary routine and emergency
maintenance for the traffic signal equipment, including vehicle detectors,
emergency vehicle pre-emption, and illumination on the same poles.
2. City shall enter into and execute this agreement during a duly authorized
session of its City Council.
3. The City shall make prompt payment of the obligations as outlined in the
billing within twenty-five (25) days of receipt of the bills.
Payments to the County shall be remitted to:
Washington County Finance Department
155 N. 1st Street
Hillsboro, or 97124
COUNTY OBLIGATIONS
1. County shall perform all routine and emergency maintenance required for
the operation of the traffic signals, including the vehicle detectors
loops, illumination, and emergency vehicle pre-emption devices on City
owned traffic signals. Routine maintenance shall be provided bi-annually
according to the ODOT standard inspection and maintenance procedures with
relamping performed annually. Any changes to signals or their timing
shall be subject to review and approval by the City. Defective luminaires
shall be repaired or replaced within four working days of notification.
County shall respond to emergency repairs within two hours of
notification. County shall provide a daytime and after hours phone
numbers for the signal maintenance contact person.
2. County shall bill the City on a quarterly basis for all costs attributable
to the maintenance of the City owned traffic signals. Each bill shall be
itemized to show direct labor, equipment and materials, including
administrative overhead. Labor rates shall be based on the hourly wage
rate of the employee performing the work plus benefits cost. Equipment
rs
°a
rates shall be based on rates provided by Fleet Management and shall be an
hourl
or
t
il
y
cos
per m
e rate. Material costs shall be direct cost
including, if any, freight cost. All invoices shall be sent to:
City of Tigard
Engineering Department
13125 S.W. Hall Boulevard
Tigard, OR 97223
3.
County shall enter into and execute this agreement during a duly
authorized session of its Board of County Commissioners.
GENERAL PROVISIONS
1.
Subject to the limitations of the Oregon Constitution and statutes, the
City and County each shall be solely responsible for any loss or injury
caused to third parties arising from City's or County's own acts or
omissions under this agreement and City or County shall defend, hold
harmless, and indemnify the other party to this Agreement with respect to
any claims, litigation or liability arising from City's or County's own
acts or omission under this Agreement.
2.
This agreement may be canceled or renegotiated upon thirty (30) days
written notice by City or County.
3.
Upon thirty (30) days written notice, the City and County, at the other's
request, shall make available all pertinent records and transactions
related to the maintenance of the signals as outlined in this Agreement.
IN WITNESS WHEREOF, the parties hereto have set their hands and affixed their
seals
as of the day and year hereinafter written.
C
THE CITY OF TIGARD, by and through its City Cou ci .
Date
B -~~C~
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APPROVED WASHINGTON COUNTY
BOARD OF COMMISSIONERS
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DATE
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COUNCIL AGENDA ITEM
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
AGENDA OF: May 11, 1993 DATE SUBMITTED: April 21. 1993
ISSUE/AGENDA TITLE: CPA 93-0003/7kON PREVIOUS ACTION: Planning Commission
93-0002 Westwood Corporation) hearing on A ril 19, 1993
PREPARED BY Jerr Offer Pln Div.
DEPT HEAD OK CITY ADMIN OK REQUESTED B : Ed Murphy. CDD
Should the City Council approve a Comprehensive Plan Map Amendment from
Commercial Professional to General Commercial and a zoning map redesignation
from the C-P to the C-G zoning district for approximately 2.53 acres?
STAFF RECOMMENDATION
Approve the attached ordinance approving the Plan Amendment and Zone Change
request and adopt the staff report as findings in support of the decision.
INFORMATION SUMMARY
The Westwood Corporation, prospective purchasers of the subject properties,
and the current property owners have requested approval of a Comprehensive
Plan Map Amendment from Commercial Professional to General Commercial as well
as zoning redesignation from the C-P zoning district to the C-G zoning
district for approximately 2.53 acres. The subject site is located on the
northwest side of SW Pacific Highway, between the Pacific Crossroads shopping
center (which is owned by Westwood) and Rasmussen's Chevron. The site is
presently undeveloped.
The Planning Commission reviewed the proposal at a public hearing on April
19, 1993. Public comments were received regarding potential traffic impacts
of development on the site as well as whether there is a need for additional
commercial development in this area. The Commission unanimously voted to
join NPO #8 and the Planning Division staff in recommending approval of the
request. The applicant's statement and traffic study, draft minutes of the
Planning Commission hearing, the Planning Division staff report, and a
proposed ordinance for approving the request are attached.
PROPOSED ALTERNATIVES
1. Approve the attached ordinance approving the requested Plan Map Amendment
and Zoning Map Change and adopting the staff report as findings in
support of the decision.
2. Deny the Plan Map Amendment and Zoning Map Change request.
FISCAL NOTES
C None.
COUNCIL AGENDA ITEM 5-
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
AGENDA OF: May 11, 1993 DATE SUBMITTED: April 29, 1993
ISSUE/AGENDA TITLE: 1992/93 PREVIOUS ACTION: Adoption of
Su lemental Budget 1992/93 Budget June 9, 1992
PREPARED BY: Wayne Lowry
DEPT HEAD 0KWkCL- CITY ADMIN OKI,0~-ff REQUESTED BY:
Shall the City Council approve
accordance with ORS 294.480(1)(a)
i supplemental budget for 1992/93 in
STAFF RECOMMENDATION
Staff recommends approval of supplemental budget.
INFORMATION SUMMARY
Statutes allow the governing body to adopt a supplemental budget if a
condition exists which was not known during budget preparation that requires
a change in financial planning.
During the preparation of the 1992/93 budget, the beginning balance in the
Park Levy CIP fund was anticipated to be $150,000. Due to the delay of
several projects into the late summer, the actual beginning balance was
$315,000. The final projects in this fund are scheduled to be completed
before June 30, 1993. In order to align the budget with actual expenditures,
it is necessary to recognize the larger beginning balance and to increase
appropriations accordingly.
The adopted 1992/93 budget did not anticipate the early payment of several
assessment contracts and did not include appropriations to call some bonds
early. In addition, the adopted budget did not anticipate the sale of
refunding bonds to take advantage of lower interest rates.
All of the above conditions may be budgetarily addressed with a supplemental
budget adopted by the City Council.
Recent changes in local budget law allow this supplemental budget to be
adopted by the City Council by holding an advertised hearing at a council
meeting. If ten interested taxpayers request that the budget committee be
convened to discuss the supplemental budget, the hearing is scheduled at the
budget committee. Such request must be received in writing within ten days
after the first notice of the hearing. As of April 29, 1993, no such
requests had been made.
PROPOSED ALTERNATIVES
-Approve supplemental budget as submitted.
-Amend supplemental budget.
-Do nothing
FISCAL NOTES
Supplemental budget as submitted increases total appropriations by $8,150,600
and increases estimated resources by $8,150,600
,5-
i/b:K5
MEMORANDUM
City of Tigard
TO: Pat Reilly
FROM: Ed Murph
DATE: May 7, 1 33
SUBJECT: Mark Rockwell's request to initiate a comprehensive plan
amendment
On April 27, developer Mark Rockwell requested that the City
Council hear a comprehensive plan amendment application out of the
prescribed hearing times. The Community Development Code allows
comprehensive plan amendment hearings twice each year, in April and
October. The request, if granted, would allow Mr. Rockwell to
apply for a comprehensive plan amendment; the typical decision
process including staff analysis, Planning Commission hearing and
City Council hearing still is necessary for approval. The city has
allowed comprehensive plan amendment applications at non-prescribed
times for other property owners in the past.
Mr. Rockwell is interested in changing the comprehensive plan from
- professional commercial to medium-high density residential on five
acres in the Tigard Triangle. The City Council asked staff to
return in may with a recommendation.
Arguments in favor of granting the request to initiate a-
Comprehensive Plan amendment at this time:
The area that Mr. Rockwell is interested in is identified as
future high-density residential in the accepted Tigard
Triangle Master Plan. A residential development that meets
the planned concept for the area would be beneficial in
setting the tone and establishing that residential is
feasible.
Mr. Rockwell did not apply for an April comprehensive plan
amendment hearing date because of his understanding from staff
that the City Council initiated an amendment for the area in
February when they adopted the Triangle Master Plan. The city
staff has since elected to proceed with more detailed planning
work prior to initiating any comprehensive plan amendments.
Arguments against granting the request:
• The City is now in the process of detailed planning in the
Triangle. Any land use changes should occur after the
detailed study is finished. The detailed plan will establish
a needed street system, parks, and design features.
• The proposal, if approved and constructed, may prevent the
possibly of a street connection of Franklin Street to 72nd.
Memo to Pat Reilly
Subject: Request to Initiate Comp Plan amendment
By Mark Rockwell
-Page 2-
If the request were granted:
The worst that could happen is that a multiple-unit residential
development is approved as the only new residential area in the
triangle. Additionally, the triangle plan could call for Franklin
Street to be extended, which may not be possible if the development
plans were approved prior to the "specific plan" being adopted.
The best that could happen is that a multiple-unit residential
development is built fitting the master plan concept of
establishing a higher density residential area within the Triangle.
The new development could set the tone for Triangle residential
development and demonstrate that the plan is realistic.
If the request were not granted:
The worst that could happen is that the property is developed with
a wood frame office or sales building, and later the triangle plan
! recommends that this area to be high density residential. Also, an
t office development may preclude Franklin Street from being
111 extended.
i -The best that could happen is that nothing happens now, later the
_detailed plan is adopted, and then the property develops in
accordance with the plan.
RECOMMENDATION:
Allow Mr. Rockwell to apply for a comprehensive plan amendment out
of the prescribed hearing schedule.
j"/Rockwell.cc