City Council Packet - 10/17/2000
TIGARD CITY COUNCIL
WORKSHOP MEETING
OCTOBER 17, 2000
COUNCIL MEETING WILL NOT. E
TELEVISED
H:ljeannieldocs1ccpkt2
. 7 j f' 4i f4 ` J
Revised 10/ 13/00
` CITY OF TIGARD
s
PUBLIC NOTICE:
Assistive Listening Devices are available for persons with impaired hearing and should be
scheduled for Council meetings by noon on the Monday prior to the Council meeting. Please
call 503-639-4171, Ext. 309 (voice) or 503-684-2772 (TDD - Telecommunications
Devices for the Deaf).
Upon request, the City will also endeavor to arrange for the following services:
• Qualified sign language interpreters for persons with speech or hearing impairments;
and
• Qualified bilingual interpreters.
Since these services must be scheduled with outside service providers, it is important to allow
as much lead-time as possible. Please notify the City of your need by 5:00 p.m. on the
Thursday preceding the meeting date at the same phone numbers as listed above:. 503-639-
4171, x309 (voice) or 503-684-2772 (TDD - Telecommunications Devices for the Deaf).
SEE ATTACHED AGENDA
COUNCIL AGENDA - OCTOBER 17, 2000 - PAGE 1
AGENDA
TIGARD CITY COUNCIL WORKSHOP MEETING
OCTOBER 17, 2000
6:30 PM
1. WORKSHOP MEETING
• Call to Order: Mayor Griffith
• Pledge of Allegiance
• Council Communications 8s Liaison Reports
• Call to Staff and Council for Non Agenda Items
6:35 PM
2. PREVIEW OF THE DRAFT TRANSPORTATION SYSTEM PLAN (TSP) UPDATE -
INITIATING THE ADOPTION PROCESS
a. Staff Report: Engineering Staff
b. Council Discussion, Questions, Comments
6:45 PM
3. UPDATE ON LONG-TERM WATER SUPPLY
a. Staff Report: Public Works Staff
b. Council Discussion, Questions, Comments
C. Direction to Staff: Should staff continue to investigate the Clackamas, the Joint
Water Commission, and the Portland Wholesale Contract as potential long-
tenn water supply options?
7:30 PM
4. DISCUSSION OF POLICY FOR RIGHT-OF-WAY AND SIDEWALK
MAINTENANCE ON MAJOR COLLECTORS
a. Staff Report: Public Works and Administration Staff
b. Council Discussion, Questions, Comments
C. Direction to Staff: Should staff develop, for formal Council adoption on
November 28, 2000, a policy to assume responsibility for enhanced right-of-
way maintenance and sidewalk maintenance as outlined in the staff
recommendation proposed in the October 17, 2000, City Council packet?
8:15 PM
S. BRIEFING ON RCN "BUNDLED" SERVICES CABLE/TELECOMMUNICATION
FRANCHISES
a. Staff Report: Finance Staff
b. Council Discussion, Questions, Comments
COUNCIL AGENDA - OCTOBER 17, 2000 - PAGE 2
8:25 PM
6. DISCUSSION OF BED AND BREAKFAST USES IN RESIDENTIAL ZONES
a. Staff Report: Community Development Staff
b. Council Discussion, Questions, Comments
C. Direction to Staff. Should staff begin processing a Zone Ordinance
Amendment to allow bed and breakfast uses in residential zones?
8:45 PM
7. METRO STREAMSIDE GOAL 5 RIPARIAN PLANNING UPDATE
a. Staff Report: Community Development Staff
b. Council Discussion, Questions, Comments
C. Council Direction: Should Council authorize Mayor Griffith to sign a letter
supporting the revised vision statement?
9:15 PM
8. CONTINUE REVIEW OF SW NORTH DAKOTA AND 130TH/HAWKS BEARD
TRAFFIC CALMING DISCUSSIONS
a. Mayor Griffith's Opinion
b. Council Discussion, Questions, Comments
C. Council Direction on Procedure
9:35 PM
9. REVIEW COUNCIL MEETING QUESTIONS
a. Staff Report: Administration Staff
b. Council Discussion, Questions, Comments
9:40 PM
10. COUNCIL GOAL UPDATE
a. Staff Report: Administration Staff
b. Council Discussion, Questions, Comments
9:45 PM
11. DISCUSSION ON REVIEW OF CITY ATTORNEY CONTRACT
a. Staff Report: Administration Staff
b. Council Discussion, Questions, Comments
9:55 PM
12. COUNCIL LIAISON REPORTS
10:00 PM
13. NON-AGENDA ITEMS
COUNCIL AGENDA - OCTOBER 17, 2000 - PAGE 3
LM
10:05 PM
14. EXECUTIVE SESSION: The Tigard City Council will go into Executive Session under
the provisions of ORS 192.660 (1) (d), (e), (f) 81 (h) to discuss labor relations, real
property transactions, exempt public records, and current and pending litigation
issues. As you are aware, all discussions within this session are confidential; therefore
those present may disclose nothing from this meeting. Representatives of the news
media are allowed to attend this session, but must not disclose any information
discussed during this session.
10:10 PM
15. ADJOURNMENT
1: ADM\CATHY\CCA\001017.DCC
COUNCIL AGENDA - OCTOBER 17, 2000 - PAGE 4
LM
MEMORANDUM
TO: Honorable Mayor & City Council
FROM: Cathy Wheatley, City Recorder
RE: Additonal Packet Material for October 17, 2000
DATE: October 13, 2000
Attached is additional packet material for the October 17, 2000 meeting. A revised
agenda, along with a memo about Agenda Item No. 8 (SW North Dakota & 130th /Hawks
Beard Review) was placed in your City Council newsletter.
Because some items were added to the agenda, some packet items now have different
numbers and you may want to reorganize your packet materials to reflect the order
shown in the revised agenda.
The packet material attached to this memo includes:
• Agenda Item No. 5 - Briefing on RCN "Bundled" Services
Cable/Telecommunication Franchises
• Agenda Item No. 7 - Metro Streamside Goal 5 Riparian Planning Update
• Agenda Item No. 8 an e-mail from Glen Scruggs (received after the
newsletter was prepared and copied) concerning the SW North Dakota
130th/Hawks Beard review.
Y Agenda Item No. 11 - a memo from Tim Ramis along with the 1997 contract
with an amendment for "Discussion on Review of City Attorney Contract."
If you have any questions, please give me a call.
I:\ADM\CATHY\COUNCILINDDL PACKET MATERIALS 001017.DOC
AGENDA ITEM #
FOR AGENDA OF October 17. 2000
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
ISSUE/AGENDA TITLE Initiation of the Transportation System Plan Update Adoption Process
PREPARED BY: A.P. Duenas DEPT HEAD OK CITY MGR OK
ISSUE BEFORE THE COUNCIL
Initiation of the process for adoption of the Transportation System Plan (TSP) Update by submitting the Draft
TSP for Council review and comment.
STAFF RECOMMENDATION
Staff recommends that City Councilors review the Draft TSP and prepare any questions or comments for
discussion during the City Council meeting on November 21, 2000.
INFORMATION SUMMARY
It has been over a year since the Transportation System Plan Task Force began the process of overseeing the
development of the Transportation System Plan (TSP) Update. The draft Transportation System Plan was
completed in February 2000 and was submitted for review and comment by inhouse staff and various outside
agencies. Comments have been received from Metro, Washington County, ODOT, and the Cities of Beaverton
and Tualatin. The submission of the Draft Plan (with comments included) to City Council begins the public
process for eventual adoption of the updated TSP.
The adoption process includes: two public open houses, presentation at a Citizen Involvement Team meeting,
Council workshop, and public hearings before the Planning Commission and City Council. The schedule for
adoption is as follows:
■ Submittal to Council: October 17, 2000
■ Public Open House: To be set the week of October 23, 2000
■ Presentation at November CIT Meeting: November 2, 2000
■ Planning Commission Hearing: November 6, 2000
i ■ Public Open House: To be set the week of November 6, 2000
City Council Workshop: November 21, 2000
City Council Public Hearing and Adoption. December 19, 2000
Comments received from the Planning Commission and the public open houses will be provided to City
Council for the workshop meeting on the 21S` of November.
OTHER ALTERNATIVES CONSIDERED
Delay the adoption process so that the Transportation System Plan would be adopted in early 2001.
VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY
The Transportation System Plan lists the projects that should be constructed to meet the current and future
transportation demands. The projects, if implemented, will meet the Tigard Beyond Tomorrow Traffic and
Transportation goals of Improve Traffic Safety and Improve Traffic Flow.
FISCAL NOTES
The TSP Update study was funded in the Capital Improvement Program for Fiscal Years 1999-00 and 2000-01.
I:\Cirywide\Sum\1nidadon of the TSP Adoption Process
Ke wse-a to-1-7
f -Dr4tn nv l 0) wee-b-
2 ID 17 D
Transportation System Plan
Adoption Process
Revised as of October 17, 2000
Action Date
Transportation System Plan Task Force Action October 16, 2000
■ Submittal to City Council October 17, 2000
Presentation at November CIT Meeting November 2, 2000
■ Public Open House (4 p.m. to 7 p.m.) November 6, 2000
■ City Council Workshop November 21, 2000
■ Planning Commission Hearing December 4, 2000
■ City Council Public Hearing and Adoption December 19, 2000
Agenda Item No. 33 .
TIGARD CITY COUNCIL Meeting of 11 /4 .OD
MEETING MINUTES - OCTOBER 17, 2000
1. WORKSHOP MEETING
• Workshop meeting called to order at 6:30 p.m. by Mayor Griffith.
• Pledge of Allegiance
• Roil Call: Mayor Griffith, Councilors Hunt, Moore, Patton, and Scheckla were
present.
• Council Comments/Liaison Reports
Councilor Hunt referred to the work being done at Cook Park and appreciated the
tree plantings.
Mayor Griffith advised he has been by the temporary site for the dog park twice;
it was being used both times.
City Manager Monahan noted that City of Beaverton Councilor Forrest Soth had
knee replacement surgery and had some complications. The Council members
signed a get-well card for Councilor Soth.
2. PREVIEW OF THE DRAFT TRANSPORTATION SYSTEM PLAN (TSP) UPDATE -
INITIATING THE ADOPTION PROCESS
City Engineer Duenas and Randy McCord from DKS (consultant) reviewed this
agenda item. The appearance of this item on tonight's agenda represents the initiation
of the adoption process for the Transportation System Plan (TSP) Update draft. It
has been over a year since the Transportation System Plan Task Force began the
process of overseeing the development of the TSP Update. The draft TSP Update
was completed in February 2000 and submitted for review and comment by in-house
staff and various outside agencies. Comments were received from Metro, Washington
County, ODOT, and the cities of Beaverton and Tualatin.
City Engineer Duenas distributed a TSP Update adoption process timeline, which
culminates in a hearing before the City Council on December 19, 2000.
Mr. McCord reviewed the highlights of the TSP Update and addressed comments and
questions concerning how funding has been identified. The TSP Update includes
transportation plans for pedestrians, bikes, transit and motor vehicles.
A Tigard City Council workshop will be held on November 21, 2000, to gather
more ideas and for discussion.
COUNCIL MEETING MINUTES - OCTOBER 17, 2000 - PAGE 1
M
3. UPDATE ON LONG-TERM WATER SUPPLY
Public Works Director Wegner introduced this agenda item. A PowerPoint slide
presentation (copy on file with the City Recorder) was presented to the City Council
outlining the status of the three options under consideration for long-term water.
Chris Uber of Murray Smith and Associates commented on the Clackamas
River/South Fork option. On October 10, 2000, the Council authorized the Mayor
to sign a Memorandum of Understanding to pursue this option. A fatal flaw review
has been completed on this option, which Indicated that this is a viable alternative.
There are issues to resolve, including complex water right assignment and transfer
questions. In addition there are the unknowns about the impact of the Endangered
Species Act on water rights and the allocation of existing water rights for Tigard from
other participants.
A draft Intergovernmental Agreement (IGA) proposing governance, the valuation
and methodology for purchasing existing facilities, the definition of ownership and
capacity, and cost equity and allocation is targeted for completion by March 2001.
If this option is fully realized, then it is anticipated that final design, permitting and
construction would be completed by June 2004.
There was discussion by Council with staff and consultants about review of financial
data, which will also determine whether the City would continue to go forward with
this option.
Public Works Director Wegner advised that no matter which option the City chooses
to pursue, water rates will need to be raised to bring water to the community.
Joe Thompson, Director of Utilities for the Joint Water Commission, reviewed the
second option. Mr. Thompson spent a few minutes reviewing the history of the
JWC, which has grown with the number of partners over the years. He pointed out
that the ]WC would not be opposed to adding future water partners. The
participating agencies of the JWC include Hillsboro, Beaverton, Forest Grove, and the
Tualatin Valley Water District.
Mr. Thompson reviewed the existing system and noted that raw water is an issue for
the JWC, which estimates that they could be experiencing a shortage as early as
2017.
COUNCIL MEETING MINUTES - OCTOBER 17, 2000 - PAGE 2
On July 14, 2000, the JWC approved the following:
• Sell water, In the short term, to Tigard
• Develop an 1GA for Tigard "buy In"
• Pursue an additional water source
Mr. Thompson estimated that it would be mid-2001 before a draft IGA will be ready
for consideration.
Mr. Thompson advised that JWC is anticipating $300 million in capital improvements
to prepare for future water needs.
The third option, the Portland Wholesale Contract, was reviewed by City of Tigard
Public Works Director Wegner. The "Wholesale Group" consisting of purchasers of
Portland water, made a presentation to Portland on October 5, 2000. This group
listed contract objectives, which included the following:
• Equity - if a party incurs costs, then that party assumes financial responsibility.
• Encourage regional conservation.
• Predictable rates (stable - no more "peaking" charges).
• Provide financial incentive for Portland to manage costs effectively.
• Preserves opportunity for equity investment in future joint projects.
• Predictable water supply that allows regional flexibility.
Public Works Director Wegner reviewed the "Portland Bedrock Principles," which
have been the underpinnings for the Wholesale Group members' contracts.
Public Works Director Wegner reviewed costs over 30 years for the group to use
Portland water. The total is $666.2 million.
Public Works Operation Manager Miller reviewed the Portland Capital Improvement
Program. Portland is looking at $300-500 million in improvements in the next few
years, which would include filtration on Bull Run and an Infrastructure Master Plan.
In response to a question from Councilor Hunt, Public Works Operation Manager
Miller confirmed that the filtration plant would accommodate Bull Run water, not the
wells.
The City of Portland Council will review the Wholesale Group comments by the end
of 2000. Negotiations will start after January 1, 2001.
Mr. Phil Smith of Murray Smith and Associates summarized the options:
COUNCIL MEETING MINUTES - OCTOBER 17, 2000 - PAGE 3
• All three options offer potential for long-term water supply for Tigard.
• None of the options currently have available excess capacity for Tigard's long-term
needs and all systems will need to upgraded and expanded.
• There is no certainty that any option will meet Tigard's entire long-term needs at a
reasonable cost within a reasonable timeframe.
In response to a question from King City Intergovernmental Water board member,
]an Drangsholt, Public Works Director Wegner noted that the Clackamas River and
the )WC options offered part ownership as raw water sources are developed.
Tigard will continue to explore all three options with periodic evaluations of each.
4. DISCUSSION OF POLICY FOR RIGHT-OF-WAY AND SIDEWALK
MAINTENANCE ON MAJOR COLLECTORS
At the August 15, 2000, City Council meeting, Council directed staff to investigate
the costs of assuming responsibility/liability for arterials and/or major collector streets
for both sidewalk maintenance and weed/grass mowing and weed/grass maintenance
and then bring the issue back for Council review. Public Works Director Wegner
reviewed the staff findings with the Council, with the highlights of his report shown on
a PowerPoint slide presentation (copy is on file with the City Recorder).
The recommendation of staff was that the City assumes enhanced right-of-way
maintenance for 27,315 feet along major collectors abutting zoned residential
property that is not currently being maintained. In addition, the City would provide
basic maintenance along major collectors in areas of steep slopes or deep ditches.
After the initial cost of $137,975 per year, the yearly cost of this option is
$132,042.
Staff noted there is a total of 23,928 feet of sidewalk adjacent to City sidewalk. Of
this, 440 feet needs repairs at this time, which is estimated to cost $57,727. The
City does not have equipment to do these repairs; Public Works Director Wegner
estimated that it would cost under $100,000 to do the repairs in the first year.
Sidewalk maintenance repair along major collectors would require:
• some inventory of current conditions,
• development of standards for preventative maintenance and emergency response,
• provide for effective concrete repair,
• establish frequency and level of ongoing inspection,
• determine where and how sidewallcs need to be brought up to ADA standards,
• adopt a repair plan prior to accepting the liability exposure.
COUNCIL MEETING MINUTES - OCTOBER 17, 2000 - PAGE 4
After review of the staff report and discussion about costs, Council decided to review.
these issues during the next fiscal year's budget process. There was discussion of
developing a phasing-in plan. Also discussed was the idea of accepting sidewalk
maintenance in specified areas after an inspection of the sidewalk found that the
sidewalk was brought up to standard. The Council asked for a more finite study with
regard to costs. Councilor Hunt noted that property owners adjacent to Durham
Road in the Summerfield area have no idea that they are responsible for the sidewalk
since the sidewalk is so far from their property. He asked for more definition.
Public Works Director Wegner noted that maintenance issues were not addressed for
areas such as SW 135' Avenue or Sattler Street. These areas could be inciuded in a
maintenance program as an exception upon approval by the City Council.
5. BRIEFING ON RCN "BUNDLED" SERVICES CABLE/TELECOMMUNICATION
FRANCHISES
Finance Director Prosser introduced this agenda item. Council received information
about RCN "bundled" cable television/telecommunication franchises. Bruce Crest,
Executive Director for the Metropolitan Area Communications Commission (MACC)
and RCN's Legal Counsel Jeff Condit presented information to the Council. MACC
requested that Tigard grant a cable TV franchise to RCN Corporation. This is the first
of several "bundled" franchises to come before the Council. Bundled franchises
provide cable and telecommunications (data and voice) services over a common line.
RCN and other bundled providers will require two franchises - one for cable
television services that will be administered by MACC and one for
telecommunications services that will be managed by local governments. Both
franchises will have to be closely coordinated, however.
In addition to the staff report, the Council received from MACC an "RCN Franchise
Recommendation to the City of Tigard."
Finance Director Prosser noted that a proposed ordinance granting the franchises will
be before the Council on October 24, 2000. RCN has asked that the Council
approve the ordinance and declare an emergency since Tigard is one of the last
jurisdictions to consider approval. Council will consider an emergency clause with
justification for the emergency to be presented by RCN.
Council meeting recessed: 8:58 p.m.
Council meeting reconvened: 9:07 p.m.
COUNCIL MEETING MINUTES - OCTOBER 17, 2000 - PAGE 5
6. DISCUSSION OF BED AND BREAKFAST USES IN RESIDENTIAL ZONES
Community Development Director Hendryx introduced this agenda item. Associate
Planner Hajduk reviewed the staff report. At the August 22, 2000, City Council
meeting, the City Council decided not to approve a requested Zone Ordinance
Amendment to allow bed and breakfast uses in Historic Overlay zones. Instead, the
Council directed staff to research the issue and come back with options for
consideration to allow bed and breakfast uses in all residential zones. Staff contacted
16 other cities and counties in the area to determine if they allow bed and breakfast
uses in residential zones and, if they did, what their process and restrictions were. The
results of this research were that there are many different views on how a bed and
breakfast use can be processed. The staff report contains an evaluation of the pros
and cons of permitting the use outright, by Home Occupation Permit and Conditional
Use Permit.
Council consensus, after discussion, was to place the processing of a Zone Ordinance
Amendment on hold. One of the requirements of considering an amendment of this
type is to notify all property owners in residential zones, resulting in an estimated cost
of $4,380. Council decided the processing of this amendment should wait until there
are one or more similar amendments that can be packaged at once. Before starting
again on the project, the Council would like to review the matter before sending it to
the Planning Commission.
7. METRO STREAMSIDE GOAL 5 RIPARIAN PLANNING UPDATE
Community Development Director Hendryx reviewed this agenda item. This was an
informational update on the status of the Metro Goal 5 planning process and on the
regional Goal 5 Vision Statement scheduled to be acted on by the Metro Council in
late October.
Staff recommended that Mayor Griffith sign a letter indicating support of the vision
statement. The letter also acknowledged the good job done by the Metro staff in
reconciling the westside and Metro versions of the vision statement and in producing
a consensus document that all the region's jurisdictions and interests can support.
Consensus of Council was that the Mayor sign the letter.
Councilor Scheckla left the meeting at 9:20 p.m. and returned at 9;25 p.m.
8. CONTINUE REVIEW OF SW NORTH DAKOTA AND 1301x1/HAWKS BEARD
TRAFFIC CALMING DISCUSSIONS
Mayor Griffith advised that he supported a review of the Hawks Beard traffic calming
devices since, at the October 10, 2000, Council meeting it was pointed out that a
COUNCIL MEETING MINUTES - OCTOBER 17, 2000 - PAGE 6
review was to have taken place after six months. The review was not done. He said
he would like to have a task force appointed to study the issue consisting of former
members along with new members who reside on SW North Dakota Street and also
from other locations within the City. The Mayor referred to problems cited and to
the number of traffic tickets written at the Hawks Beard site. He said he would like
the Task Force to look at the traffic flow and if it leads to a "relook at SW North
Dakota, so be it."
Councilor Scheckla said that this approach sounds fair. Councilor Hunt said he had no
comment at this time. Councilor Moore said the Mayor's proposal was acceptable to
him and he would support the restudy proposed by the Mayor. Councilor Patton said
she would like to have the study be "open ended" and to see where the review of
Hawks Beard "takes us."
The Mayor asked for comments from those interested in the audience. Mr. Ed
Halberg said that he understood that the Mayor was suggesting that SW North Dakota
be left as it is, for now. The Hawks Beard traffic calming devices would be reviewed
and then, possibly, as a result of this review, a review of SW North Dakota would be
warranted. He said he would like to see the same process utilized that was used
before; that is, form a task force. He said he was amenable to new members being
added to the Task Force.
Councilor Hunt commented that he would like it if a number of people from outside
the area were appointed to the Task Force.
Councilor Patton noted concerns about discounting the Task Force's work on SW
North Dakota and Hawks Beard. She said she believed the Task Force members tried
to be objective in their findings. Councilor Hunt agreed that the citizen members had
made this effort; however, he noted that he remained troubled with the actions on the
part of former Councilor Rohlf. Councilor Moore added that he thought the Council
had learned a valuable lesson; a Councilor should not be appointed as a liaison to a
task force if he/she is involved in the problem under review. He noted that the
Council supported the Task Force and appointed Councilor Rohlf as the liaison.
Mayor Griffith confirmed that the duties and membership of the Task Force would be
presented to the Council for its review.
9. REVIEW COUNCIL MEETING QUESTIONS
City Manager Monahan reviewed the staff report on this agenda item. He clarified
protocol regarding Study Sessions, Council Communications and Council Liaison
Reports.
CO!1NCIL MEETING MINUTES - OCTOBER 17, 2000. PACE 7
10. COUNCIL GOAL UPDATE
City Manager Monahan noted the goal update as presented to the City Council.
11. DISCUSSION ON REVIEW OF CITY ATTORNEY CONTRACT
City Manager Monahan noted that it was time to review the contract with the City
Attorney's Offlce (Ramis, Crew, Corrigan 8T Bachrach). The attorneys are not
suggesting a rate change. Council discussed some of the questions that they may ask
City Attorney Ramis during the Study Session on October 24. A citizen raised an
issue of conflict of interest concerns earlier this year. City Manager Monahan
reviewed his response. The law firm represents other clients and has an obligation to
disclose when potential conflicts of interest may exist.
Mr. Monahan will advise Mr. Ramis that the Council will want to discuss City
Attorney staffing at Council meetings and participation during Council meetings.
12. COUNCIL LIAISON REPORTS
Councilor Scheckla advised that he would be attending the Metropolitan Area
Communications Board meeting on Friday, October 20.
13. NON-AGENDA ITEMS
City Manager Monahan noted activities on October 28, 2000, with regard to Make a
Difference Day. Councilor Patton advised she would help with the Library project.
A Ribbon Cutting Ceremony will be held on October 28, 2000, 12:30 for the
Main/Ash Bridge (Fanno Creek Trail). City Manager Monahan noted that an
adjacent property owner, Mr. Hammond, will need to monitor some environmental
items and the City will be signing off on documents that will allow him to do that.
City Manager Monahan noted the projects that Team Tigard (City of Tigard
employee volunteers) has undertaken. Last April, employees volunteered to do some
maintenance work on a house in the Metzger area. In July, employees participated in
a walk for the American Cancer Society. The next project will be to participate in an
Adopt-A-Street program with the Oregon Department of Transportation. City
employees have volunteered to clear litter from the right of way of Hall Boulevard
COUNCIL MEETING MINUTES - OCTOBER 17, 2000 - PAGE 8
(99W to Durham Road). The kick-off for this Adopt-A-Street Program will occur on
October 28, 2000.
City Manager Monahan noted that the Public Works crews would do a sweep and pick
up any political signs in public right of way on November 20, 2000. This should give
candidates ample time after the election to remove their signs.
City Manager Monahan reminded the City Council of the Employee Benefits Fair on
Thursday, October 19, 2000.
City Manager Monahan noted that Associate Planner Nicholson and Code
Enforcement Officer Gomez resigned. Mr. Monahan responded to questions from
Council about staffing in the Community Development Department.
14. EXECUTIVE SESSION: Canceled.
15. ADJOURNMENT: 10:07 p.m.
✓LQ W -eG~~~
Attest: Catherine Wheatley, ity Recorder
-_a4ll
yor, City( TO
ate: / I:\AD M\CATHY\CCM\001017. DOC
COUNCIL MEETING MINUTES - OCTOBER 17, 2000 - PAGE 9
MEMMMMIJIMMIMM
Chapter Vm , SUMMarY
Tigard Transportation system flan
Mister Pfau for the next 2yew's
CITV OF TIGARD
OREGON
Tigard DKS Associates
Transportation Sll~em Phan
cmoRnoarto
axooN
what is TSP?
• Blue print for Transnm-ortation
Investment rodent ar►
• Enables City to ma~e prudent
land use
effective choices reg
• coordination tool with regional and
nearby agencies
• Fulfills State mandate (Goal 12) • Addresses Existing and Fut~°re
Tigard DKs /4SSOCIateS
cmoenoao Transportation System plan
oeaa+
Why do a plan now?
Growth
- Metro Title 1 calls for 6,000 more DU, 15,000 employees
Metro RTP will be complete in 2000
• State Requirements
• New Funding Opportunities
Tigard DKS Associates
cmoFnoaRO Transportation System Plan
omoox
Organization
Report
Forecasting
Existing Cond' ~t~
®
® Policy
® Future Demand
® Modal Chapters
- Pedestrians, Bicycles, Transit, Motor Vehicles
Transportation Derriand Management, Rail, Freight
® Funding
Tigard DKS Associates
cmr aF nG"n Transportation system Pian
onow
song conditions OUU peak cur
® 35r
~e Cie trips
1 RE 9 ancl
wo 50000 /day
7000 Fermi r
through
traffic in
4uch►
2000 9 ' E 9 10 11 bound 12
1000 d °rigard
0 T 9 101112 1 2 3 ; 5 1 2 3 4 5 a Hour / W --d Minutes t
® it takes ,
get ss ~Cw9ard
PM outhbound aS t
70S ► ® Sch®1ls Fer ~ ~l
eng
60 w ®~~~~~o ra
50 hest near/ at
30 I~
Se~:tions
20 a inter
100 41 2,,- r~ Peak
CapacM ~tY ~
OKS ,Assncsates
Tigard plan
4ranspodation System
CVj ®F jj8A20
ca WM 0 mom
$ conditions
5
I(ey ~~np-cks 211
today**
Op f- 99WAMcDo
99WIFIall-Greenburg
i ORE
viall/McDonaId
Nt~bus
Scholis Ferryl ~ 1a~i~~
Ills Ferry/Hall airy Day Sim
Sch
-5/carman Interchange
e ~ Cl
4
DKS ASSOcicq, tes
Tagard Plan
Transpattati®n System
s
c W, Of So
"Of
o~~
alms_ Oln qqvy GO?
I)oes -1 faffic
Vyhere .,::ii
r
Fill hoot i®
g 00. q9vv c
X17 S ° about half wri a
C 'half twough
tra s
7
NAw ST traffic Ogf, 'cYnificant
vs to is
vinkage si
000- . 30-40'/"
Oute
. >40 % tr
Ot bipS 0 od- Ign rde ® ® aJt el
an OR 99Ni'
me Pe tags W1 11 o
or tr
Ct des~rea to total trStle,
~
for
pupwm ome D R F 9~
TIGAO o
I)KS AssOcia
Tig~r~~em
Iran~p°~tion
a~D
ew of So
EXISt7jIng peldestrian e cae Signi ficant gaps ►n side
-
_ No continuous network in system ed
rd _ Few interconne to schoolsp
T►ga locations Unk►ng
NCO e volume in the Transit
peak per hour range retail, parks,
1o to is p have eak hour pedestrian 0?E
bicycle lanes s p
Most t 1p years lumes heaviest along
been added ►n las vo
99\,N edeStrain
Most peak hour p per hour
p
volumes WON 50
,qSsOciates
-Tigard Plan
iranspodation SYs~cem
csc~ o¢~~a~c
Existing Transit
bus service in T19ard
. significant 600 daily bus Tigard bass trope
. 91. are most a6teve transit
. Transit Center-
stops in Tigard
tern Tigard and north o'~DurhaM
lWes
area only areas ~ruethout quarte
cess to buses
ac
pKS Associates
regard Plan
T~nsportation SYstem
cmofnaaoo
Gnaw
I,si( FO-ace
Orsp
;I
t
Cihatnber
® 1BUS71nesS
Involvemem local
Ott 'With
a imteek W1ieIfrt Cotntnit
vt
Techtfical
juelsdiddOns
®ICS jASSOC'cltes
'Tlgard plan
ranyR®, ,tton SYSteR~
CRYofttoa~~ T TTY T TTffTffTrffY
c000"
Transportation Goals
• Livability
s Balanced Transportation System
• Safety
• Performance
• Accessibility
• Goody Movement
• coordination
Tigard DKS Associates
WY OF Transportation System Plan
eeo«,
Future Travel Forecast
. Base d upon N1etra 2r~►o el~
_ Assessed both 2015 an
Tigard ° ated into nearly 200
. Disaggreg
TranspOrtat7lon Analysis Zones
at build out condition lugTo~rd
• Looked odified X015 forecast
• EstaMli eda in 8°I0 greater vehicle trap
that resulted
generation in Tigard than 2020
DKS associates
Tigard
Transportation SYSten' Plan
r,4 'GOD
COW"
pedestetall
plan lop Strateves cenersr tra
® networ a~,vl'~
'Fill in 9apS'n recreation,
to schools, par"S I te'cts
- I,ink tflL1 1
Vstabfish
ter
- Re9lonai Cen
-'own Centers
p five t4
Comprime~1t nci Lana tjse DKs Ass-Ociates
Tigard steep Plan
Trati$podatioe► Y
ell ofvo
Now-
Co of SGARD
Tct °a
systems plan
D~
(1) onowto
' ,P POP. _.JL~~~~
217 p
1R~ttt
210 r
qqM ay
s
Ftgueel5p,N
DKS r ~ ~ PEDESTR
PLO
.._._e- Associates
-Tigard plan
-TcansP®r~''oTt
CITY Of SIGARD
Table 11-4
Pedestrian Action Plan Project List
-Rank* Project From o Cost
North Dakota street 12111 venue Green burg Road
McDonald Street- a Boulevard $200,000
to eman venue -Walnut Street Green burg Road
H Oak Street a Boulevard venue ,
-McDonald Street South City units 500,000
Bull Mountain oa Beef en To-ad ,
Roshik Road -Bull Mountain Road cos eery Road
Avenue Gaarde Street North Dakota Street $450,000
Hunziker Street a Boulevard venue $250,000
Taylor's Ferry Washington Drive venue ,
Washington Drive a Boulevard Taylor's Ferry ME S200,0(
u tote $5,480,000
i alks to be 6-ulffl-w-HYStreet Improvements
Bonita Road West o venue 72 n6 venue ,
Walnut Street venue to eman venue $570,000
aaz a Street Walnut Street Olm 99W $620,000
H Hall Boulevard cos Ferry Road a e Street $1,000,000
artmou treet 72nd venue $129,000
M 72w Avenue ORE99W Bonita Road S1,200,00
an Boulevard North o unz er Street South City tmtts $670,OUU
ee en Road cos Ferry Road S1,000,0
arrows Road cos erry Road cos Ferry R-oadM- $950,0
venue CarmanfUpper oones ry. -Durham Road $250,000
Subtotal $6,430,000
Annual ewe Program at $50,000 per year or 20 years
Action an Total 512991010
Tigard DKS Associates
MYOF71GAR® Transportation System Plan
0""N
rr~ r T n T T TfTTlTT Yl fTfT
131cycle
Key Strategies
• in in bicycle network
- Fell gaps arks
key activity centers, schools, p
- Connect to Its ns
coordinated with adjacent agent lurisd
Selected Framework Alternative
Fanno/Tualatin/ power
® major Trail Loops
Tigard
Ian
Transportation system P
Cff pF?IGARO
COW"
NNW
90000
City OF ~lG
tans ms plan
,ysta
[)KS ~iates a
• ,~..,ti,,r• as ~ .sa+~ u+~+
~ ~ ear
t 5
a
~o Figure 6.2
s PLO
sic CIL avrork option)
f • ._A
rw~{`\~so 'sates
r
-Tigard D-KS As
"Cra~►Sp°~t►®~►
COO ARID
o"aw
Table 11-5
Bicycle Action Plan Improvement List and Cost
prom TO Cost
Project
RANK'
utm er Street a Boulevard venue
ontta road venue est o Ave.
Burnham Street -Main trees a Boulevard ,
treet F11-D-OUNVO -90' venue $70,000
Fr- 9r Avenue -Murdock tret ram Road $275,000
--Fr- UO Avenue ram Road o Park $270,000
eman venue Green burg Road -Walnut Street
M 1211 Avenue -Walnut Street -Gaarde Street $400,000
ay ors erry Road -WasHington Drive City Limits $500,000
Washington Drive -Hall Boulevard Taylor's Ferry $100,000
era trees McDonald Street a Boulevard $273,000
L -OT
rewing Street O'Mara Street $150,OUO
u ota , ,
--Er- Gaarde Street -Walnut Street -ORE 99W $600,00T
IMI Boulevard cos Ferry Road Locust met ,
een urg oa Boulevard cascade venue
try Limits South try Limits
Avenue South try tmtts , -ORE 99W M Hall Boulevard a e street -Bonita Road
Carman Drive ram Road ,
Walnut Street arrows Road , ,
arrows Road cos Ferry Road cos Ferry
u Mountain Road venue ee en Road Rd. (E) S900,UUT
Beef en Road cos FeffyRd. , ,
Su tote ,
Multi- sea ways
unmi er Link to Linkage to se ay rat to a Oswego
anno ree rat Tualatin River to try Hall, ORE 99W to Tigard $3,600,000
a attn River rat jacent to Cook Park mower roes to anno ,
ower tees m or From Beaverton to Tualatin River rat $2,300,000
u oa -5570W
C OII Plan 7o"bl 1-$20-,785,000
Tigard ®KS Associates
CITXOFPGARD Transportation System Plan
o"aw
Tra~~,t plat,
Stratecilof day
~ Key ice more more hours
~mmuter Raii uent sere
provide more freq
Amroutes S chotls
,press
enit►es at OUrral
Transit ~ ~
ter
C en
%evv*Tfan--six
~ S~C~OCe" Du'C'alY1l Use ~~XdClons
• dew nta~'YIa~pe~o
complim, Ral gat DKS Associate
~enter1 ent ~
Transit
"Tigard
SYStem plan
Sranspo~t'on
C{l'I C AD
OM1EGOIR
Ci'jy ®f'DGAR®
Trar► ems Plan
SY
R rs~t Legend
,xmTra
t0-4G+x ~.,~xe0swe~ °,o°°° • ~~TtI~RoUEE
217 ~ •
~4'1.FJ~Ttans~
• ~,,ptRttls~~^
~ ~ CR Pow ltea
~ CR .Urs~°d
210
1
♦ 9~N+
♦
5
~~guee 7.2
.~p,NSCi
®.e~ f~~R~ SER~Cg
ates
AssOc'
taTtiigoan System Plan
`transpor
CVY of i1GA~o
00000
ocie
elh RY Gad
C oy.~ n
MotOr
T Sy plan a Flan
i i
e
figure g~1
S OF TyE S`CR,F Pt.►N
~H►CUi-p`R E~~IVtEN'~ OKs
Associates
gard plan
ransPo~~ion Sqstern
T 1
CRY of-00ARIR
0000%
MEMO
fundional classificat7lon
F-ME.L& ICATION 1..5 1 ORE 217
was tolls
® Free l w R 9
pr~nc. ~pal Arterials liall/Gaade/Duirham
~
® Aerr 1lValt°lut/ Bull Mountain
® Collectors 130th/atk7ns
w hborhood --sacs
® Ne~9 Cutpd~ J
® Local redundant streets
e°d I)KS AssOciates
Tega
Tpansportatlon system' Plan
CiIY O~'fe®pRD
otoot+ _ T r ..t~~^~
opt of noARQ
o jtatlon
Trans' Plan
S)fStamS
~ n, ns
®KS r
Pbnrted
tpgWE • q~y{pY
t'01
• ®p..WOOL
♦Q
• • • 7l 2L wo • ROSE
•
210 : T '
S'l
94N
nv
n~ ~ F~guee
. . . . . . . .
p~tQP~S~Q SON SYS
Associates
L) KS
Tigard stem Plan
-Transportation 5Y
crtY of n~~o
c~~
T on I plan
Yw
FV#
Local street
A Yw
^ ' w
3*u,»"rW
Yw
Local Streetnduedal
1t
Minor Collector
Y R
luwi *~yt(. w
-y rrA t 2Z
major Collector
cR+'+"""' tae R ne,m)
1A t bw
asa~3`~
yt tr'e oa~^r
• w c rw 3a+rVo SP's Flgure 8.10
Ar~rioi vM a'x`a A ftIP'L SE H ONS
,p,n.°°"'r~" r,e $A~PLE. STAR QU RpW ~D
EXISJING
IWO
,,ree, 't~fP1CA1. SSE T CROSS SEC~CN c' °~te L.IKS Ass
Tigard plan
'TranSPotion SYste~
CUM of T«t&D
0000"
t
PtN Of nGARD
-~.ransp~ plan
g 3 Syg'~~
i
toes
'4mwo
totus► A~ / ~.R~ta5lan~In i
flit"
~ g 3 6
zoo :
1
3
5
3
S~►ERE
F<RE S'tRE NNED gOR
1 ~ ROW IS F~WO ~,NES 1
ate' MOREAPt
Associates
Tigard plan
o~►tlon System
'fxansp
CLSY CF ~GARD
oOOO"
Mans
al
ILO COnnecOvIty
t o
A~
Da"'O n k 0Ratlon
NOO L~ T 3Sp iY° Qtan
217
figure 8.15
tpCAt-~~~' C N ~h pC't'iak°ta
t
r. DS Associates
D
Z ~;gard ptat~
steM
RraASpodation Sy
envofnraAn
C'REW'
MIN
Circulation
and
Capacity
Key Issues
acitv
. ORE 2i7 and T-5 are over 9~ through
Tigard serves more ORE
traffic in future
feels in future
. ORE 99W n~lized intersection
m Half of the traff'assuing no
fail in 20 Years
imp'rovemen~ are made
1)1(s Associates
Tigard Plan
Transportation System
cmo~"no
mom
r
pts for Ti
Key Solution Conce
ity/Orculat7lon Enhancement
Connectiv
Washington Square
_ Tigard Triangle
- Western Tigard
_ East/West
Traffic Operational ImprovementS
Street Improvement Plan
- Intersection capacity upgrades
S ASS®ciafes
-rigard
cmraFnow Transportation system Plan
~cocxt
Ct~'t of -n ARD
Tca~ pns P`an
rest
C KS iegand
4SM
® ~wdc?
n .vmP~~O"stt°°`Pa~
217
s
210
5
z ST
g s ~ ~
figure 8-18
. CIP P~NN~D
. RTP p,N® ~N'[5
IMPR~~' DjrS As
"Sociates
-f►9arsystem plan
'Transportation
`t Of GARD
000CM
OF'tiCA~®
-'ransp°ttation
RD SYS"tems Plan
tes
:F~"
5 5 "Now w
' moment
g 7 217
3 it 3
3
210 .
. :
5
r
a
5
rtfl 5
5
p~gUfa 819
~ S'tREES
1Mp~o~MENS PI.~►~
~ ~ pry
.~"a ~ ~~p4P~~21T
Ass
p r.S
Tigard plan
option System
'TransP
GAAD
oVE0'
C Of .OGARD
'Cra~spplan
Systems
4
t
e
a Flgure
~ ~ ~~RSEC'NQN
i MENS LoC~.'NONS
iMpRpVE
. ate s
Ass®~i
Tigard
System plan
~ansportatlon
VIVA
T ~nr
C1SV OF AGAR
oath
the
flOns
ecotntnenda a
f01,01WIng areasia
fic 51cra's
Master Plan
_ Coordination
ITS
SafetV keeping to focus on hot Spots
rade record
vpg Management .
cress
®ge 99\
- Beef Bena
_ 150th p
Tigard plan
Transvortabon system and
C1SY OfInGARD
00000
low
ors M otor Veh7jcle
ReCOMInendabuvk is Maointena,Ice management System
pavement reconstruction ba~9
Continue n
et rid of pavement e~~~
Fund program to 9 ~i1a~g
d Ofraiflc M
t4eighborhoo
ram royals
d app
C ontinue current city grog
_ Incorporate NTM ►nto new land uselroa
° paricing s already adopted into code
Metro Maximum 'Itat7on SysteMs
• ItItelfteint Orransp pKS Associates
~gard
Transportation System Plan
CITI C.0000
amoow -
MEMO
scle
more Motor Veh'
Recommendations
® I1 rucks
Route map
.TruckFriendeY design
-01 ion items
IniplenienT,-
S1gn
Xccess a~ Swing
'pacing, Traffic
- Level of Service sections
spacingllocal con
Street act
_ ei hborhood Irnp
~ 9 Impact
School Access
Lion
Kly ed Use Determrna SS®ciates
-figard
ryste~n Plan
vanspDrmtto
ARD
O OF-no
n
Tm w%
SAft modes is
r 0 Rail
AIr
® Water
® pipeline
® Freight
t
stem DK gsseeiates
Tigard
Transpo~tlon Sy- Plan
CiTX O~ MGOD
cow"
TDM Plan
• Coordinate-with Regional ECO programs
• Encourage the development of high
speed communication to residents and
businesses
• Mixed uses
• Park-and-ridgy
r9ara DfCS Associates
cmroenoaan Transportation System Plan
oceooa
Preliminasy Cost summary
20 veer Costs
Is
Motor Vehicle: ODOT $878 M
Motor Vehicle: City $386 NI
$46 M
Maintenance $71 HI
Commuter Rail $20 M
Bicycle $12 M
Pedestrian
Tigard DKS Associates
Transportation SYStem Plan
J~L cmornoaRu
o.eooe
MEN
jarge?
tes SO a
hese are t log Sit
,d 1e
►~I~ ter
,cant fightlo 08
R3711 elficant t1 or~ 19 1
r y'
ct'
and tip
a c~~ vial ~e lay
r®ad anings to esta'ls
~
and ► needy sldea1k
e~®na~ aid
aior r eg ;Jtv of
r~graon®l g
a the v1 1~ s for
In
Vichgard a
vks v '
side
~'r
iC a DI(S SSoGja$eS
~~9ac~y~,e~n Pray
,~Can~pQrtale
cmrofit
NOW
t F i din'
teal
~e °~°Id
2,D years ~urr~ programs over ~54► NOPOO ooa!
only find X11 due to re
SubstaniCai sh ature °f improvements
funds:
rces of future
o Key sou local, MAP ~ regional) Pp-dr. (SDC)
P Bond Measures ( ensurate w►th n
existing fees com~►
_ Increase h, h priority needs
Focus on 9
_ E,cactions Dig associates
Roadway pricing
Tiga~ m Plan
porb Transpo~ttOn SY~
cm^Ao
t4ext steps
-cask
►leby Council
),,ft Rev d draft to %Owtv Ift
rSub0fit TeV'se :lonjvvew
is Q uses presentai
open tIO
ltevislOns
e AdOPCIOn
DKS Associates
Tigard Plan
ti®n ~~tem
Trans
CRY Og'nGA~R ~1T T O Y s r~~"'
o000"
Hove Can your COMmen be heard?
omrnent on specific details of t~ras raft
C
plan and provide reco~r►rnerrat'
• Attend open houses & hearings
• Call the CRY at 6319-4171
. Wrote a letter to Laurie Nicholson email
. Send comments to city ~►ra - Laurie@ci.ti9ard.or.us
Tigard DKS ASSOCiatG'S
Transportagion S11s,Q,Pean
cmoRncaRo
omooas
DKS Associates
Chapter 2
a
Goals and Policy Cliff OF TIGARD
®iYEGO~!
BACKGROUND
These goals and policies have been developed to guide the City's twenty year vision of transportation
system needs. They are intended to replace the current transportation related goals and policies in the
Tigard Comprehensive Plan (these can be found in the appendix of this report). Additionally, they
build upon material developed in the visioning process from January, 19981. State Transportation
Planning Rule, Metro Functional Plan guidelines and the past comprehensive plan call for a more
comprehensive and balanced approach to transportation policy, addressing walking, bicycling, transit,
rail, truck and other modes as well as automobile travel.
These goals and policies are a result of widespread technical work by star Tigard Planning
Commission, a Technical Advisory Committee and the consultant. Using input from the Planning
Commission regarding their likestdislikes about transportation in Tigard, goals and policies were
developed.
The City of Tigard Draft Transportation System Plan (TSP) Goals and Policies consist of seven goals
with related policies organized under each goal. The goals are simple, brief guiding statements which
describe a desired result. The policies focus on how goals will be met by describing the types of
actions that will contribute to achieving the goal. Figure 2-1 provides an outline of the relationship
between goals, policies, actions and implementation. This Transportation System Plan addresses the
top three elements identified in Figure 2-1. The existing City ofTigard goals in the Comprehensive
Plan have been incorporated into these Goals and Policies, reflecting other regional policy from the
state, region and adjacent jurisdictions.
Below many of the policies, the italic text represents a detailed description about the intent of the
policy. While the italics provide the intent of the policy, they are not implementable as a land use
action without inclusion in land use regulations? The Draft TSP Goals and Policies are linked to
mode maps provided in the City of Tigard TSP. The TSP includes master plan maps for motor
vehicles, pedestrians, bicycles, transit and other modes.
In addition to the transportation related goals and policies, the goals & policies related to other
elements of the Tigard Comprehensive Plan were reviewed in terms of both transportation and land
use. Several modifications to these policies in other elements are also recommended.
d
a
•1 Tigard Beyond Tomorrow, Community Vision-1" Annual Report, January, 1998.
2 ORS 197.175(2); ORS 197.195(1).
Tigard Tivnsporration System Plan 00* DRAFT ° • • P99161 x0
Goals and Policies 2-1 September 1, 2
® Associates
CITY OF TIGARD
Transportation
System Plan
From Vision to Action
Tigard Transportation System Plan
Public Input
Goals
Policy
r
Action. a , _ . .
.e
Design Manual
Standard Drawings
Development .
s .
Code
Figure 2-1
GOALS AND POLICIES RELATIONSHIP
®KS Associates
GOALS AND POLICIES
Goal 1-Livability
Plan, design and construct transportation facilities in a manner which
enhances the livability of Tigard.
Policy 1 Maintain the livability of Tigard through proper location and design of
transportation facilities.
Design streets and highways to respect the characteristics of the surrounding land uses, natural
features, and other community amenities.
Policy 2 Encourage pedestrian accessibility by providing safe, secure and
desirable pedestrian routes.
The City will develop and maintain a pedestrian plan in Tigard, outlining pedestrian routes. Sidewalk
standards will be developed to define various widths, as necessary, for City street types.
Policy 3
--d Uom rar.Wential 2M22 Build
while pFokt`dii;q FGaGOR 10
Rddress issues
of excessive speeding and through traffic on local residential streets
through a neighborhood traffic program. The program should address
corrective measures for existing problems and assure that development
incorporates traffic calming.
Develop and maintain a program of street design standards and criteria for neighborhood traffic
management (NTM) for use In new development and existing neighborhoods. Measures to be
developed may include (but not limited to) narrower streets, speed humps, traffic circles, curb/sidewalk
extensions, curving streets, diverters and/or other measures, as developed as part of a City NTM plan.
Goal 2-Balanced Transportation System
Provide a balanced transportation system, incorporating all modes of
transportation (including motor vehicle, bicycle, pedestrian, transit and other
modes).
Policy 1 Develop and implement public street standards that recognize the
multi-purpose nature of the street right-of-way for utility, pedestrian,
bicycle, transit, track and auto use.
Tigard Trenspoitsdon System Plan 000 DRAFT • ° ° P99161 x0
Coals and Policies 2-3 September 1, 2 I
DKS Associates
Develop and maintain a series of system maps and design standards for motor vehicles, bicycle,
pedestrian, transit and truck facilities in Tigard
Policy 2 The City shall coordinate with Tri-Met, and/or any other transit
providers serving Tigard, to improve transit service to Tigard. Fixed
route transit will use arterial and collector streets in Tigard.
Development adjacent to transit routes will provide direct pedestrian
accessibility.
The Regional Transportation Plan (RTP) and Tri-Met service plans will be the guiding documents for
development of Trgard's transit plan. The City should provide Input to Tri-Met regarding their spec
needs as they annually review their system. The City should encourage land intensive uses to locate
near transitways and require high intensity uses ("I. a. large employment, commercial sites) to provide
transit facilities'. Sidewalks should be available within d mile from all transit routes and transit should
be provided to schools and parks.
Policy 3 Bicycle lanes must be constructed on all arterials and collectors within
Tigard consistent with the Bicycle Master Plan (with construction or
reconstruction projects). All schools, parks, public facilities and retail
areas shall have direct access to a bikeway.
The City wX develop a bicycle plan which connects key activity centers (such as schools, parks, public
facilities and retail areas) with adjacent access. Standards for bicycle facilities within Tigard will be
developed and maintained Where activity centers are on kocal streets, connections to bicycle lanes
shall be designated.
Policy 4 Sidewalks must be constructed on all streets within Tigard (with
construction or reconstruction projects). All schools, parks, public
facilities and retail areas shall have direct access to a sidewalk.
The City will develop a pedestrian plan which connects key activity centers with adjacent access.
Standards for pedestrian facilities within Tigard will be developed and maintained.
Policy 5 Bicycle and pedestrian plans shall be developed which link to
recreational trails.
The bicycle and pedestrian plans will need to indicate linkages between recreational and basic
pedestrian networks. A primary facility in Tigard should link together Fanno Creep Tualatin River and
the BPA right-of-way in the west of Tigard. Design standards for recreational elements will need to be
developed and maintained.
Policy 6 Local streets shall be designed to encourage a reduction in trip length
by providing connectivity and limiting out-of-direction travel. Provide
connectivity to activity centers and destinations with a priority for
bicycle and pedestrian connections.
3 Planning and Design for Transit Handbook, Tri-Met, January, 1996.
Tigard Transportation System Plan • • • DRAFT • • • P99161 X0
Goals and Policies 2-4 September 1, 2
1111111111111111 111111101111 11101 1111111~
DDS Associates
The purpose of this policy is to provide accessibility within Trgard, with a focus on pedestrian
connectivity. Pedestrian connectivity can be provided via pedestrian/bike paths between cul-de-sacs
and/or greenways where auto connectivity does not exist or is not feasible. Wherever necessary, new
streets butt to provide connectivity shall Incorporate traffic management design elements, parUculady
those which inhibit speeding. As a planning standard, require local streets to have connections every
530 feet in planning local and neighborhood streets.
Policy 7 Tigard will participate in vehicle trip reduction strategies developed
regionally.
DEQ and Metro have developed regional policies regarding trip reduction. Some of these policies are
aimed at provision of parking and others are aimed at ridesharing (Employee Commute Options-ECO
rules).
Policy 8 Tigard will support the development of a commuter rail system as part
of the regional transit network.
Tigard will support development of a commuter rail system connecting the south Metro area to the
BeavertonlHilisboro area, with stop(s) In Tigard.
Goal 3--Safety
Strive to achieve a safe transportation system by developing street standards,
access management policies and speed controls when constructing streets,
by making street maintenance a priority and through a comprehensive
program of engineering, education and enforcement.
Policy 1 Design of streets should relate to their intended use.
A functional classification system shall be developed for Tigard whkh meets the City's needs and
respects needs of other agencies (Washington County, Metro, ODOn. Appropriate design standards
for these roadways will be developed by the appropriate jurisdiction.
Policy 2 Street maintenance shall be a priority to improve safety in Tigard.
The City shall place a high priority on routine street maintenance to preserve its infrastructure
investment
Policy 3 Safe and secure pedestrian and bikeways shall be designed between
parks and other activity centers in Tigard.
Policy 4 Safe and secure routes to schools shall be designated for each school
and any new residential project shall identify the safe path to school for
children.
Tigard Transportation System Plan • • • DRAFT • • • P99161 xO
Goals and Policies 2-5 September 1, 2 I
®KS Associates
Working with the school district, citizens, and developers, the City should undertake a process of
defining school routes.
Policy 5 Access management standards for arterial and collector streets shall
be developed to improve safety in Tigard.
Guidelines will be developed to provide access control standards. These standards shall be applied to
all new road construction and new development. For roadway reconstruction, existing driveways shall
be compared with the standards and a reasonable attempt shall be made to comply (consolidating
driveway accesses or relocating driveways to a lower dassification sheet are examples).
Policy 6 Establish a City monitoring system that regularly evaluates, prioritizes
and mitigates high accident locations within the City.
Review traffic accident information regularly to systematically identify, prioritize and remedy safety
problems. Working with the County, develop a list of high collision sites and projects necessary to
eliminate such problems. Require development applications to identify and mitigate iea for high I
collision locations if they generate 100 increase to existing traffic on an approach to a high collision
intersection. Washington County's SPIS (Safety Priority Indexing System) could be used as a basis
for determining high collision locations.
Policy 7 New roadways shall meet appropriate Lighting Standards. Existing
roadways shall be systematically retrofitted with roadway lighting.
Pnonty locations forroadwayGghling indude paths to schools, panes, and town center areas. Local properly
owners fund lighting districts.
Policy 8 New development shall be required to abut a publicly dedicated street
(i.e. dedicate right-of-way, if not already on a public street in rough
proportionality to the developments impact) and provide safe access.
Development will be required to provide right-of-way (ifneedeo and safe access as determined by application of
the Ch Ys development code and standards fordeslgn. The minimum Cily standards must De met forhalf-street I
adacent to developing property fora development to proceed. This policy applies to both pedestrians and motor
vehicles.
Goal 4-Performance
Transportation performance measures shalt be set and maintained by the City.
Policy 1 A minimum intersection level of service standard shall be set for the
{ City of Tigard. All public facilities shall be designed to meet this
f standard.
a
a
Level of service D, Highway Capacity Manual, Chapters 9, 10 and 11 (or subsequent updated
references) is recommended to balance provision of roadway capacity with level of service and
funding. Monitor Mew and Washington County's current work to devekop a level of service standard.
Special districts may be designated where the Citywide level of service standard is not feasible r.e.
Tlganf Tmnsporw on System Plan *00 DRAFT ° ° ° P99161 xo
Goals and Polities 2-6 September 1, 2
DKS Associates
ORE 99V4. The City will work to make the arterial & collector street system operate effectively to
discourage 'cut-through' trafc on neighborhood and local streets.
Policy 2 Parking ratios shall be set to provide adequate parking, while providing
an incentive to limit the use of the single occupant vehicle.
Parking standards shall be listed in the development code for the City of Tigard. DEQ and Metro
Functional Plan Title 2 encourages lower parking ratios to encourage use of a/temative modes
(walking, biking, transit, car pooling, etc.).
Policy 3 Work with other transportation providers in Washington County.
including Tri-Met, Metro and ODOT to develop, operate and maintain
intelligent transportation systems, including coordination of traffic
signals.
Goal 5-Accessibility
Develop transportation facilities which are accessible to all members of the
community and minimize out of direction travel.
Policy 1 Design and construct transportation facilities to meet the requirements
of the Americans with Disabilities Act.
Policy 2 Develop neighborhood and local connections to provide adequate
circulation in and out of the neighborhoods.
Work toward the eventual connection of streets iderffited on the plan as development occurs, as funds
are available and opportunities arise. As a planning guideline, require residential streets to have
connections every 530 feet for local and neighborhood streets.
Policy 3 Work with Washington County and ODOT to develop an efficient
arterial grid system that provides access within the City, and serves
through City traffic.
As outlined in Title 6 of the Metro Urban Growth Management Functional Plan, access connection.
standards will be developed. The arterial street system should facilitate street and pedestrian
connectivity.
Goal 6--Goods Movement
Provide for efficient movement of goods and services.
Policy 1 Design arterial routes, highway access and adjacent land uses in ways
that facilitate the efficient movement of goods and services.
Tigard Transportation System Plan • • ° DRAFT • • • P99161 xo
Goals and Pordes 2-7 September 1, 2oogAwo ".23, a 0
DKS Associates
Policy 2 Require safe routing of hazardous materials consistent with federal and
state guidelines.
Work with federal agencies, the Public Utility Commission, the Oregon Department of Energy and
ODOT to assure consistent laws and regulations for the transport of hazardous materials.
ligaord Trantoortedon System Plan • DRAFT • • • P99161 x0
Goals am Polices 2-8 September 1, 2
DKS Associates
Goal 7--Coordination
Implement the Transportation System Plan (TSP) in a coordinated manner.
Policy 1 Coordinate and cooperate with adjacent agencies (including
Washington County, Beaverton, Tualatin, Lake Oswego, City of
Portland, Tri--Met, Metro and ODO-1) when necessary to develop
transportation projects which benefit the region as a whole in addition
to the City of Tigard.
Maintain plan and policy conformance to the Regional Transportation Plan and Transportation
Planning Rule (OAR 660-012). Seek compatibility with all adjacent county and city Jurisdiction plans.
OTHER PLANS
The relationship oT the TSP to other regional planning documents can be puzzle of acronyms,
activities and plans. Figure 2-2 summarizes the transportation planning puzzle, identifying where the
Tigard TSP fits within the on-going regional context of planning. Many of the most common
planning initiatives and terms are reduced to acronyms, which are summarized below:
TPR - Transportation Planning Rule, Statewide Planning Goal 12 developed by Department of Land
Conservation and Development (DLCD) to guide transportation planning in. Oregon.
OTP - Oregon Transportation Plan, a federally mandated plan developed by Oregon Department of
Transportation (ODOT) to guide statewide transportation development. Consists of several
modal plans, developed separately.
OHP -1999 Oregon Highway Plan, defines policies and investment strategies for Oregon's state
highway system for the next 20 years. It finther refines the goals and policies of the Oregon
Transportation Plan and is part of Oregon's Statewide Transportation Plan. Standards for
access management on state highways is clearly defined as adopted May 1999.
RTP - Regional Transportation Plan, developed by metropolitan planning organizations (WO) to
guide regional transportation investment, required to secure federal funding. In Portland this
task is performed by Metro (Metropolitan Service District). To be adopted in the summer of
2000.
TSP - Transportation System Plan, a requirement of the TPR for cities and counties in Oregon to
guide local transportation decisions and investments. (ORS 660-012-0015(3)).
Corridor Plan - ODOT transportation plans which focus on state transportation corridors to
specifically outline needs; modes, strategies and effective investment.
Access Management - Methods to address improved safety and performance of state highways
: through control of access commensurate with facility needs.
Ttgnrd Transportedon Systam Plan ° • • DRAFT ° • • P99161 xo
Goals and Policies 2-9 September 1. 2
O O IV
r O O
• e e
r
xO o~ y"p~
.~>~AZ~..Qi°i3:~A~opa:SbY?aR:4L~:i;Y?3::,a
M-i
::x'Q ..,,,::.x:: ^2225:`:::>..~2::J:`.::>;.•`^Yir~s? ~:Yi:~
..'~~~22»,`Y::i:r»,<~:~~:2,:"2:»: ~.•...,2,;y.•"`:.""""» 2::: :2.:`~::: 222.„,22.
ax„
..,~,`a;x;:^22scr.22>;2r,~::Hsz22:z22z;;.x22x:2:;2ii,.,,.:..,.,..,2>:2h:a::,,~;~:•.2:.r:..
,.,.:r.222<^^a•„»~. w-r xhiiii,.~".ii ':2:z„~ ?<izi;.:.
_
ixr
sa?
8-1 M
_ ter::
• 2
-N N
„ziezsiz;;.s
t re
x
2;4
:22: a
-M -M
~:~2,~: X22
aka 'z~' 'm 'Ni
..».a.2~ •m~tir ~222a „"„~»~x-" ~wa2, ~r22~f"~.`w "'w'
,,,,..,,,.,»..,..,....:..„r2,,.,,„
22..2,,.»»,:,..,,,..,,. ~ .,...,„M„,.,.. I w.,,
Rg-lffl- Mr,
..xO•2 w awn:
a:222 .
„ Mnmm
V=m
~y fa r„a ` mm
UittC~ ? ,
win; +
i.Q wx w wM7
::izi;: aa22^zax2aiix::::
.
„
...a:,.::r: A- ,,:»222.2: W
ta2< „y~yt
,0 .<,^;~.a:" ~,.».>..,..........,,,.,..a„:,.-...,...::~ .,....:...,„.,......,,,.~2,„»....„.,.........,,.,„...»,„..,,., `~„„x r:„ w. „222.2~.a.V .~'?~ai~:,Bca~2 »~x2~22~..:~~a.^,,:•,.`:^ .
2~2i ,.:ixa~:222222222a2~: ~ ~.:a„„ ~•,,a~~~..iv 2mm.,µ is;222.~:„»
mtow .5
a r.„..„,... i.:i..w.;,~.2,; r;».„.2`..,.""^22,`""`„..".22: 22252^„..»»,.,.»...,a...aV22r »2:.22x.„..,,w, ` ~.y ,^^.22~::`^.:.„,..: ".,~`»,».v,.„.. µ•<.:."`..vy .w 2Y~fR,
„"..22:.22..'^.„:». ...."i. 2.::.2~ .:^w....w.»..,`~
. .Y2 »~22 ...,22.2Y``2.~~..~.„.„~`„^'Y"r,:
222222,........:„. 222
.
zzzz
"5::22a..,,,•»:i."Y5k
..2 t
,•.<U...,,.,, ...,,.x.2•"`..2222 .»w.~„..,.„
,....».„,;-:2:;22222:.„~.,»;,zai::.v.22x.:;::»:.~»kw~,:-;..2.....^..~-;:...2:22.;a:::~„22222.....°•:::;, ~.~::Y.~~v,.»
Eli.
.........,,,,,•,•"K,»„....: 2„.:.~ ~.:;.,m:2:w;»^:;,aw:i. «..,„...,,,.2„„...,..~.„„,a,«»...2.,2.„...».,,.„ a„. "".:...,22.~»~.~:.~ ~r ,:,•z~.,,....~:2 ~,M
~2 r ~rzr. 555.,
:..~.,,;.:Y:r:v:y».,..,,,.„..,........:.,.....„....,„»..,.,..,., i..,..,w;..~'V=::.;y....
Figure RELATIONSHIP OF TSP TO
1&0c!<ppS REGIONAL. PLANNING
DKS Associates
rrS - Intelligent Transportation Systems. Use of advancing technology to improve movement of
people and goods safely.
TDM - Transportation Demand Management. An element of the TSP, that includes a series of actions
to reduce transportation demand during peak periods.
ECO - Employee Commute Options. An urban area TDM program required by Department of
Environmental Quality (DEQ) of employers of 50 or more persons to reduce vehicle trips.
Functional Plan -Metro's recently adopted plan (November 21, 1996, updated September, 1998)
which outlines mandatory criteria for evaluating transportation systems and land use,
translating state and regional policy to local requirements necessary to implement the 2040
planning effort. Title 2 and Title 6 require that the City adopt changes to its land use
regulations to address parking ratios, connectivity and level of service.
Tigard Comprehensive Plan - This plan is a strategy to guide the City in the conservation, protection
and development of the City of Tigard.
2040 - A long range effort directed by Metro to explore the choices for growth in the next 50 years
and defining performance standards for local government to implement the regional growth concept.
It defines several development types which will create higher density population and employment
centers in the region. They are as follows:
• Regional Center: Compact centers of employment and housing served by high quality
transit. They will become the focus of transit and highway improvements. Washington
Square is identified as a regional center.
• Town Center- Provides for localized services within a 2-3 mile radius with a
community identity. There is a town center identified in the Main Street area and another
identified near the intersection of ORE 99W and Durham Road.
carown Cant-v_ 14-vides for. localized sewices v, ithita a ol-32 -A612r,, with a
• Station Areas: Development centered on LRT or high capacity transit, accessible by all
modes.
• Main Street: Similar to town centers, an area with a traditional commercial identity, but
smaller in scale, along a street with good transit services
• Corridors: Development along a primary and frequent transit corridor that encourages
mixed use and pedestrian access to transit. ORE 99W, Scholls Ferry Road and Hall
Boulevard have been identified as corridors in Tigard.
that encour-ag4s
is-l-in-H 2-G-G-6--- Srhollg 99R3, Road and HA
Haulavar'd h.,,' b-:- identi
Tigard Transporratlon System Plan 000 DRIFT 000 P99161 x0
Goals and Policies 2-11 September 1, 2 August 23, 2000 11111MINI
®KS Associates
Chapter 3
Existing Conditions CITY OFTIGARD
OREGON
This chapter summarizes existing traffic and transportation conditions in the City of Tigard. The focus is on
motor vehicle, transit, pedestrian, bicycle and truck facilities. To understand existing travel patterns and
conditions, a variety of aspects of the city's transportation system were considered. In the fall of 1994, an
inventory of traffic conditions in Tigard was undertaken to establish a base year for all subsequent analysis.
As refinements have been made to the regional land use forecasts over the past five years, conditions have
changed. Current, up-to-date counts were conducted in 1997 and again in 1999 at many of the same
intersections and at some additional intersections. This data collection update provides a unique opportunity
to look at intersection level growth trends within the City over a period of approximately five years.
Updated counts were conducted only at intersections, however, the remaining data summarized in this
chapter would still apply to current conditions, including relative variation among routes, peaking
characteristics, speed zones, high accident locations, bus routes, etc.
The following sections briefly describe existing roadway functions, circulation; traffic speeds and volumes
and levels of service in the Tigard transportation system as well as existing pedestrian, bicycle and transit
facilities.
STREET NETWORK
The Transportation Planning Rule requires that classification of streets within the City be providee The
classification must be consistent with state and regional transportation plans for continuity between adjacent
jurisdictions. The City of Tigard has an existing street classification system. This system is shown in
Figure 3-1? The number of lanes on roadways in Tigard are shown in Figure 3-2. Existing typical street
cross-sections are shown in Figure 3-3.
I
f
' Transportation Planning Rule, State of Oregon, Department of Land Conservation and Development, Section
660-12-020(2)(b), May 1991 (updated November, 1998).
2 Comprehensive Plan: Transportation Map, City of Tigard, Ordinance No. ORD-91-13, Map adopted June 11,
1991. IDnn
i i}, NSA a ~Nwiw~ ~wTvie Plan ~ obi:'-GY
Existing Conditions 3-1 February 27. 2,000
----NOUN low
C j.V OF ZICAR®
®rtati®►~
.a~ Ro Transp s plan
~ System ,
gendu
(T `
_ OWL
t0µva < MAIORCO~IECtOR Sao
MIkORCOtlECYOR
217
~ R G K
i
a 4
210
ky
tic
a°
digure 3A
yIST1NG jgnIt3lAL
v
~ err
DKSAMCOt8 CnY AF?fGAIR®
Transportation
System
Legend
..®,m. -Biases
m~ • 5 lanes
217
210 '
8
D s
R
Figure 3.2
. ROADWAYS WrrH MORE
THAN
1
Jill
D IKSS Associates
Local Street
Residential a
.......:k'.
24'-37 5' x.66.
R/W 36'-50
Local Street
Commercial & Industrial
4=A
2 5' 34' 2.5'
R/M/ 50' kN
Minor Collector
40' S' t~ 5
R/W 60M
i
Major Collector t
Ceder
Tum Lane
a Medan
1. Sb' 16' 17 16' 61.5'
PJW 60,- W, TR
Arterial Q
Coder
Tum Lane
or Median
14' 12, 17 17
R/W 60'• 9d
cm~ - M Wnxxn R9gL*ed M"h Figure 3-3
EXISTING
YYi~iCAL SYReET' CROSS SEC1 iON
DKS Associates
Washington County roadway classifications are generally consistent with City of Tigard designations.
The following table shows roadway segments where the classification differs between the two jurisdictions.
A table summarizing functional classification of Tigard streets by other jurisdictions is shown in the
appendix of this report.
Functional Classification Differences
Roadway Tigard Washington County
Greenburg Road Major Collector Minor Arterial
Scholls Ferry Road Arterial Major Collector
ODOT and Metro only classify roads that are of statewide or regional significance, respectively. These
classifications are compatible with Tigard classifications, although the specific titles differ to some degree.
ODOT and Metro classifications can be found in the Roadway Functional Classification According to
Jurisdiction table in the appendix of this report.
TRAFFIC SPEED AND VOLUME
Speed zones on arterials and collectors within the City of Tigard are summarized in Figure 3-4. Speed
zones are set by the Oregon's State Speed Control Board (SSCB). The SSCB is an independent board who
sets speed zones for city streets, county roads and state highways passing through cities. The SSCB
considers any factors such as roadway width, surface, lanes, shoulders, signals, intersections, roadside
development, parking, accidents and 85th percentile speed. A decision made by the SSCB is not arbitrary
or political, and is based on the considerations described above. Speed zones are set by the State of Oregon
using an analysis process which considers the measured 85th percentile speed of traffic on a given
roadway. Speed zones are not set arbitrarily or as part of a political decision.
Vehicle speeds on several collector and residential streets are a concern for the community. As examples,
streets such as Watkins and Bull Mountain Road are locations mentioned in discussions with the
community. In most cases, speeding becomes very noticeable when it is above 35 miles per hour.
Speeding can usually be expected on local streets which are wide and straight for long stretches or where
downhill grades are extended.
A complete inventory of peak traffic conditions was performed in the fall of 1994 as part of the Tigard
Transportation System Plan. The traffic counts conducted as part of this inventory provide the basis for
analyzing existing problem areas as well as establishing a base condition for future monitoring. The City
of Tigard conducted evening (4-6 PM) peak period turning movement counts at 30 locations to determine
intersection operating conditions. Updated counts have been conducted in 1997 and in 1999 at many of
these locations, plus a few additional locations, for a total of 62 intersections. Figure 3-5 shows the existing
average daily and peak hour traffic volumes on several key routes in Tigard.
On a typical day, ORE 99W is the most heavily traveled street in Tigard. The segment near the ORE 217
ramps carries about 46,000 vehicles per day (two-way). Figure 3-6 shows average daily traffic (ADT) on
several routes in Tigard and a comparison of traffic volumes on several routes over the period between
1994 and 1999.
3 Speed Zoning. Who Decides, State Speed Control Board, April, 1992.
Tigard Transportation System Plan DRAFD'P99161x0
~stirg Conditions 3-5 February 27. 2000
OFZIGARID
moo
C ortatlon
-bra t ms Plan
Sy
p Ash
a
Mfcxf 35 30
35
30 35
40 40
45 2t~ 35
ffi ~,m sr 35 ~ v
e 40
35 t 30 45
210 40
30 30 35 35
35 45
5
35 35
35
$ 40 35 35
~a - ~ Fi~uON~
` 35 G SP~~~ Z
V
DXSA;so ~
® o~ g CI7Y OF TIGARD
5 4900 Transportation
Systems Plan
a Legend
Q 0 900
0000 •Pe3kHa+rV*N
0 y~ •ADTVdjme
Cob
3~~ nna 6400 217
_ 0000 - UZ 4btumes from Pre&n Cants R -S
(t993-ts9,)
210 0 boo 3,~g5 ` k
e ` :outh ST Peak Hour
0 t volume
street 1 oao
000 72nd Avenue
south of Dartmouth) 1 950
Hall Boulevard
ggyy (north of Durham 1,375
Durham Road
300 east of Hall 050
Bonita Road 1,500
1 2600 200 McDonald Street 975
1500 5
Ra u
500 19,100
Ott
o
N
Figure 3-5
EXISTING
TRAFFIC VOLUMES
DKS Associates
1%ard HbEaaeaa Thane Voaumaa
6000
4500
o,9e4
4000 ■ ,pp7
a,yey
> ssoo
~ooo -
r
25MW
r
2000
,600
~ ,000
on
0
St , ,
At It
Traffic Variation in Tigard (1994)
34300
28300
17.500 10.700 p e~Op
3.600 3300
1.100 650 080
Ca
Figure 3-6
Traffic Volume Summaries
Tigard Transportation System Plan DRAFT °4R P99161x0
Existing Conditions 3-8 February 27. 2000
DKS Associates
Traffic data collected over the course of this study illustrate the typical fluctuations of traffic over the course
of a day (Figure 3-7). In particular, Figure 3-7a shows traffic volumes on ORE 99W, both at the south City
Limits and near downtown Tigard. This figure demonstrates that morning and evening peak periods have
similar characteristics in both locations, but that there is much more midday traffic in downtown than at the
south City Limits. In Figure 3-7b, traffic volumes are shown for streets near retail areas of Tigard. These
graphs show that traffic volumes generally tend to increase over the course of the day (through the evening
peak period). In Figure 3-7c, streets showing typical residential and employment areas are shown. These
streets generally tend to peak in the morning and evening peak (commute) hours.
COQ USiONS
of:gigargs facilities ' 4 Both the regional highway and regional
retail facilities in Tigard tend to generate significant traffic incidents to which the police department
routinely responds. The following four areas are all regional in nature and have the highest accident rates in
the City:
■ ORE 99W - In particular, the segment between Hall Boulevard and ORE 217. Many of the
accidents are due to access issues or turning traffic (many driveways).
■ ORE 217 - In particular, the segment between ORE 99W and I-5. Many of the problems here are
related to merging traffic and rear-end accidents the end of the traffic queue.
■ Washington Square - In particular, on Greenburg Road between Locust Street and the ORE 217
ramps due to the large volume of vehicles, weaving and turning vehicles. The large number of
people from outside the area traveling to shopping areas increases the number of system users
who are not familiar with the circulation.
■ Tigard Triangle (bounded by ORE 99W,1-5, ORE 217) - This is developing as a regional retail
center, thereby increasing vehicle trips in the area. It is now experiencing similar "out of area"
drivers to the Washington Square area. The accident rate has increased by 50 percent in the last
.two years .5
Recent accident data on state highways in Tigard was obtained from ODOT. This data indicates the
following:
i
i Route 1996 1997 1998 Total (1996-1998)
ORE 99W 323 276 284 883
I-5 47 57 71 175
Hall Boulevard 87 93 115 295
Scholls Ferry Road 9 32 22 63
a ORE 217 165 141 132 438
7
a
a
Per meeting with Tigard Police Chief Ron Goodpaster, February 14, 1995.
s Per meeting with Tigard Police Chief Ron Goodpaster, February 14, 1995.
Tigard Transportation System Plan DJMFT P99161x0
Exlsting Conditions 3-9 February 27, 2000
ACS Associates
ORE 99W North of Tualatin (River
3500 PM Peak
E 3000
} 08outhbound
1000 1500--
Northbound
H .1im
5500
OO 00 OO 00 00 00 00 00 00 00 00 00
0000 v0 A0 60 60 ~00~ 001 OOti~O001°00 ~00~ BOO V
Time of Day
ORE 99W West of ORE 217 Ramps
PM Peak
Co 3500
E 3000
> 2000 MWestbound
o ;500 MEastbound
a 500
F-
00 00 00 00 00 414> 00 00 4> 00 00
0000"i ~0 600 600 00,\~00~^s ~1~s ~~•t0010 v 00 "J
Time of Day
Figure 3-7a
ORE 99W (Hourly Traffic Variation in Tigard)
Tigard Transportation System Plan DRAFT P99161xO
Existing Conditim 3-10 February 27, 2000
lid
DKS A4sociafes
Upper Boones Ferry Road South of Durham Road
m 1400 PM Peak
E 1200
10001
M Southbound
00 Northbound
20
i-
00 00 00 00 00 00 00 00 00 00 00 00
0000 000 ~0O 000 4~00~000~000 A00.\~000~o00a~00 ~ 00
Time of Day
Bonita Road West of 1-5
CD 1200 PM Peak
E 1000
0 00 MWestbound
0 400 M Eastbound
200
0
O0 O0 O0 O0 O0 00 00 00 00 O0 00 00
0000 000 AOO OO0 CO 0001c4rS IUW~000 600~00i~~v 00
Time of Day
Figure 3-7b
Retail Areas (Hourly Traffic Variation in Tigard)
Tigard Transportatlon System Plan DRAFT P99161x0
Existing Conditions 3-11 February 27, 2000
Associates
Bull Mountain Road West of 150th Avenue
450
350 PM Peak
250 ®Westbound
it-: 150 ® Eastbound
a IN=-
50--
-w
00 00 00 00 00 ~O 00 00 nOO ~O ~O 00
0000 vO0 AOO O O<a 1b~ O~~OO,`bOO.\~N4-' NL
0OO~0OOeO~v 00
Time of Day
Hall Boulevard South of ORE 217
PM Peak
Co 1200
E 1000
6~ ®Southbound
400 ®Northbounri
a 200
0
X00 X000010000100 X00 X00 `00 00 ~O 00
000x@ v0 A0 00 001000 eO1AOO X00 X00 000 tea..
Time of Day
Figure 3-7c
Residential and Employment Areas (Hourly Traffic Variation in Tigard)
Tigard Tranc-portation System Plan G"DJUF P99161x0
Existing Conditions 3-12 February 27. 2000
DKS Associates
Washington County maintains a safety priority index system listing that ranks the high-collision
ar4msaccident locations county-wide. SPIS number and rank are based upon the number, rate and severity of
accidents at a particular location. The 1994-1996 is the most current listing. Table 3-1 lists the existing
hazard locations as defined by the SPIS value for locations in Tigard. Sixteen intersections have SPIS
values above the threshold identifying existing hazard locations.
Table 3-1
Washington County SPIS )Listing (1994-1996)
3 YEAR TOTALS
{N R AD RAMC A, 8
TYPE
Hall Blvd Scholls Ferry Rd 44690 56.48 12 61 130 0 0 7 37
co/aty Nimbus Dr Scholls Ferry Rd 81990 x7.57 35 40 84 0 t 1 28
CO/00 Beef Bend Rd Scholls Ferry Rd 14495 45.73 42 21 39 0 3 5 4
colcity Boones Bend Dr/121 st Ave Scholls Ferry Rd 36158 45.81 45 27 51 1 2 4 13
co%ity 135 Ave Scholls Ferry Rd 30654 44.66 54 25 53 0 3 2 9
cOldtY Barrows Rd Scholls Ferry Rd 15600 43.53 65 18 39 0 0 0 11
co/state Bull Mountain Rd Hwy 99W 41790 42.93 73 32 72 0 0 4 19
coldly North Dakota St/125th Ave Scholls Ferry Rd 34907 42.55 79 22 48 1 2 1 10
colcity Greenburg Rd Locust St 10690 42.27 83 11 23 0 1 2 1
co% Walnut St 121 st Ave 14950 41.48 89 15 31 0 0 2 10
co/city Greenburg Rd Mapleleaf St/WashSq br 24645 39.85 104 21 43 0 0 1 10
co/co Beef Bend Rd Bull Mtn Rd 7320 38.15 122 9 19 0 0 3 11
co/state Greenburg Rd/Oleson Rd Hall Blvd 25650 35.39 155 16 35 0 0 2 to
co%o Locust St 72nd Ave 2506 34.83 163 3 6 0 0 0 2
col o Locust St 80th Ave 7445 32.75 189 4 8 0 0 4 0
co/state Beef Bend Rd Hwy 99W 40260 32.64 193 16 33 0 0 5 9
Source: Washington County. R&O 86-95 defines determines existing hazard locations to be SPIS greater
than 32.24.
Key: SPIS = Safety Priority Index System, ADT = Average Daily Traffic, Rank = ranking of Countywide
SPIS, 4Acc = total collisions, #veh = total vehicles, F = fatalities, A = severe injuries, B = moderate injuries,
C = minor injuries
SCHOOLS
There are a number of schools in Tigard where the surrounding roadways create barriers for access due
to limited width and pedestrian facilities. In conversations with the Tigard-Tualatin School District, the
following issues were noted by school site:6
r Metzger Elementary
a Adequacy of walking paths and adjacent street width
Mary Woodword School
■ Difficult for traffic circulation due to congestion
a Fowler Intermediate School
6 Per conversation with Dr. Loki, Superintendent, Tigard-Tualatin School District, February 22, 1995.
Tigard Transportation System Plan DRAFT P99161x0
Existing Conditions 3-13 February 27, 20W
DKS Associates
■ Access from both Walnut Street and Tiedeman Avenue
■ Durham Elementary School
■ Adequacy of Durham Road width, walking paths, turn lanes
■ Tigard High School
w Driveway spacing conflicts
■ Templeton Elementary School
■ Adequacy of sidewalks
TRAFFIC CONTROL
Tigard has 66 signalized intersections, with the majority on arterial streets. A summary of the
ownership of these signals as well as who operates and maintains them is shown in Table 3-2. There are
five key coordinated systems within the City. These include:
■ ORE 99W
■ 72nd Avenue between ORE 217 southbound ramps and Hampton Street
■ Scholls Ferry Road
Greenburg Road between ORE 217 southbound ramps and Locust Street
■ 72nd Avenue between ORE 217 southbound ramps and Hampton Street
Of the 66 signals in the City of Tigard, 11 are owned by the City of Tigard, 11 are owned by
Washington County and 44 are owned by ODOT. Most signals do not need upgrade or modernization.
The signal at Main Street/Scoffins Street is the oldest in the City and would be the most likely candidate
for upgrade. The signal at 72nd Avenue/Bonita Road has recently been upgraded to include
protective/permissive left turn phasing on all approaches. The signals at Durham/Upper Boones Ferry
Road, 72nd AvenueBoones Ferry Road and 72nd Avenue/Carman Drive should eventually be intertied.
Figure 3-8 shows the signalized locations. Traffic signals are valuable devices for the control of vehicle
and pedestrian traffic. Traffic control signals, properly located and operated, can have one or more of
the following advantages:
■ They provide for the orderly movement of traffic
Where proper physical layouts and control measures are used, they can increase the traffic handling
capacity of the intersection
e They reduce the frequency of certain types of accidents, especially right angle type
■ Under favorable conditions, they can be coordinated to provide continuous or nearly continuous
movement of traffic at a definite speed along a given route
They permit minor street traffic, vehicular or pedestrian, to enter or cross continuous traffic on the
major street
■ Improper or unwarranted signal installations may cause:
Excessive delay
e Disobedience of signal indications
Circuitous travel of alternative routes
Increased accident frequency, particularly rear-end type
Tigard Transportation System Plan DRAFT P99161x0
Existing Conditions 3-14 February 27, 2000
DOAssocbtes
CITY OF TIGARD
10SZME Transportation
Systems Plan
0
¢o Legend
O Soaked hewdbn
217 Q
210 ,po
99W
AkDONALD St -4 0
D
5
a° M
Figure 3.3
SIGNALIZED
INTERSECTIONS
DKS Associates
Consequently, it is important that the consideration of a signal installation and the selection of
equipment be preceded by a thorough study and be based on consistent criteria. The study must identify
the need for left turn phasing, lanes and phase type. The justification for the installation of a traffic
signal at an intersection should be based upon the warrants stated in the Manual on Uniform Traffic
Control Devices' (MUTCD). The MUTCD has been adopted by the state of Oregon and is used
throughout the nation.
The same conditions hold true for installation of stop sign traffic controls. Specific warrants identify
conditions which may warrant two-way or multi-way stop sign installations. A stop sign is not a cure-
all and is not a substitute for other traffic control devices. Guidelines and warrants for stop sign
installations are outlined in the MUTCD.
Table 3-2
Tigard Signal System
Intersection Ownership Agency Operating Agency Mainaining
Scholls Ferry Road
Barrows Road (West) WA County WA County WA County
Barrows Road (East) WA County WA County Beaverton
Murray Boulevard WA County WA County Beaverton
130 Avenue WA County WA County Beaverton
125 Avenue WA County WA County Beaverton
121 Avenue WA County WA County Beaverton
Conestoga Drive WA County WA County Beaverton
Nimbus Avenue WA County WA County Beaverton
Cascade Avenue ODOT Beaverton Beaverton
ORE 217 SB Ramps ODOT Beaverton Beaverton
ORE 217 NB On/WA Square ODOT Beaverton Beaverton
Hall Boulevard ODOT Beaverton Beaverton
Hall Boulevard
Scholls Ferry Road ODOT Beaverton Beaverton
Embassy Suites Driveway ODOT ODOT ODOT
Target Driveway ODOT ODOT ODOT
Circuit City/US Bank Dwys ODOT ODOT ODOT
Greenburg Road/Oieson Road ODOT ODOT ODOT
Locust Street ODOT ODOT ODOT
Oak Street ODOT ODOT ODOT
ORE 99W ODOT ODOT ODOT
Hunziker Street ODOT ODOT ODOT
Burnham Street ODOT ODOT ODOT
McDonald Street ODOT ODOT ODOT
Bonita Road ODOT ODOT ODOT
Durham Road ODOT ODOT ODOT
7 Manual on Uniform Traffic Control Devices for Streets and Highways, US Department of Transportation, Federal
Highway Administration, 1988, pages 4C14C12.
'11gard'Transportation System Plan DRAFT P99161x0
Existing Conditions 3-16 February 27. 2000
DKS Associates
Intersection Ownership Agency Operating Agency Mainaining
Durham Road
ORE 99W MOT ODOT MOT
Summerfield Drive Tigard Tigard WA County
92 Avenue Tigard Tigard WA County
Hall Boulevard MOT ODOT MOT
Upper Boones Ferry Road MOT MOT MOT
72 Avenue Tigard Tigard WA County
7 Avenue
Durham Road Tigard Tigard WA County
Upper Boones Ferry Road Tigard Tigard WA County
Carman Drive Tigard Tigard WA County
Bonita Road Tigard Tigard WA County
Varns /ORE 217 SB Ramps MOT ODOT MOT
Hunziker Street MOT ODOT ODOT
ORE 217 NB Ramps ODOT ODOT MOT
Hampton Street Tigard Tigard WA County
ORE 99 W MOT ODOT ODOT
ORE 99W
68 Avenue/69 Avenue MOT ODOT MOT
72 Avenue MOT MOT MOT
Tigard Cinemas MOT ODOT MOT
Dartmouth Street MOT ODOT MOT
ORE 217 NB Ramps MOT MOT MOT
ORE 217 SB Ramps MOT MOT MOT
Hall Boulevard MOT ODOT MOT
Greenburg Road MOT MOT MOT
Johnson Street/Main Street MOT ODOT MOT
Walnut Place MOT MOT MOT
Garrett Street MOT ODOT MOT
Paris Street MOT MOT MOT
Tigard Marketplace MOT ODOT ODOT
Gaarde/McDonald Street ODOT ODOT MOT
Canterbury Lane MOT ODOT ODOT
Bull Mountain Road MOT MOT MOT
Beef Bend Road MOT ODOT MOT
Royalty Parkway MOT MOT MOT
Durham Road ODOT ODOT MOT
Fischer Road MOT ODOT MOT
Greenburg Road
ORE 99W MOT ODOT MOT
Tiedeman Avenue Tigard Tigard WA County
Cascade Boulevard Tigard Tigard WA County
ORE 217 SB Ramps ODOT ODOT MOT
ORE 217 NB Ramps MOT ODOT MOT
Washington Square Road WA County WA County WA County
Tigard Transpo:tat:on System Plan AIMPT P99isixo
Existing Conditions 3-17 February 27, 2000
DKS Associates
Intersection Ownership Agency Operating Agency Mainalning
Locust Street WA County WA County WA County
Hall Boulevard/Oleson Road ODOT ODOT ODOT
Carman Drive
I-5 SB Ramps ODOT ODOT ODOT
I-5 NB Ramps ODOT ODOT ODOT
Sequoia Parkway Tigard Tigard WA County
Upper Boones Ferry Road
Bridgeport Road ODOT ODOT ODOT
Durham Road ODOT ODOT ODOT
Main Street
Scoffns Street Tigard Tigard WA County
TRAVEL TIME INFORMATION
Travel time information was collected to provide a gauge of roadway system performance. Travel time
runs were conducted on several key routes in Tigard. These travel time runs measured the length of
time it took to travel from a starting point to and end point of each key route (typically, a mile or more
in length) during various time periods during the week. The key routes surveyed were ORE 99NV, Hall
Boulevard, 72nd Avenue, Main Street/Greenburg Road and Durham Road. The time periods observed
were weekday morning peak, weekday midday, weekday evening peak and Saturday midday. The most
significant delays were generally observed in the PM peak hour. However, on two routes which are heavily
influenced by retail activity, delays were significant at other times (ORE 99W Saturday and Greenburg
midday). The results of these travel time runs are shown in Figure 3-9. Travel times from various time
periods are shown for comparison.
72nd Avenue shows significant delay both northbound and southbound in the PM peak hour. Since 1994,
new signal timings were installed at four intersections near ORE 217 and the four intersections linked via
interconnect. Delays through these four intersections were initially reduced by more than 40% in both the
northbound and southbound directions as a result of this improvement. Since the initial delay reduction a
few years ago, the route has attracted additional demand and at least 70-100 additional northbound and
about 200-300 additional southbound vehicles now use this route in the evening peak hour, which has
increased delays on the route.
Travel time data on ORE 217 indicates that some of the slowest travel speed on the facility occurs in Tigard.
Floating car surveys were conducted on ORE 217 during the morning and evening peak periods (see
appendix for data summaries). Travel time data were collected along the entire length of ORE 217 at
various times through the peak period. The average travel speed for the entire corridor drops to between 30
and 40 miles per hour (mph) during periods of time in both the morning and evening peakrepresenting level
+ of service F conditions for those time segments. Figure 3-10 summarizes the peak travel speeds over the
length of ORE 217.
s
I
I
1 garii P9916UO
Existing Conditions 3-18 February 27, 2000
Transportation
%9ASWdate-s Systems Phan
Legend
E T~8au18vatd
` ~ ~ 1o1s 11aa
Stg y 04 158
t
owww 72nd
211 Ave PUB ~
x ! G ` ► 7?t1 •157 1325
$ Sig 6a2 9:10 8:49
Zia ~ ..,....Main SUGteenbuM Rd.
x ' E1g . Ntg 1012 922
SIg.W18 9.35 916
~
.J ~ ~,.....►purhamRoad
' • ~g 4:15 411 424
WtB 425 8:57 458
~p~99W
5
0 ` . fig 1017 131213:47 1922
Wig 11:12 12:39 15:59 1115
MVD IAMDAY,1 -3:OOPm
A
su PM . pM?M merge 1'1194
SVMI TM"
1 .SecIOMVOC).EorF-LOS
Figure 3-9
1994
VEL
WhOM 110%d)
DKS Associates
Figure 3-10
Travel Speed Profiles for ORE 217
April/May 1999
For Critical (slowest) Time Slice
70 Northbound ► PEA
60
C
CL -
50
> 40
c 30
20
10
n 0
70 Southbound
70 ►
50 M
r 40
E 30
20
CD 10
0
eA tea` ~A
5e G O
Source: ORE 217 Corridor Study Initial Improvement Concepts Draft, ODOT, February 2000.
TRAFFIC PERFORMANCE ON KEY STREETS
The following sections review the performance of various key routes in Tigard in terns of volumes,
capacity, accidents, adjacent land use (including schools), intersection level of service, arterial level of
service and general observations. The key routes include ORE 99W, Scholls Ferry Road, Hall Boulevard,
Greenburg Road, 72nd Avenue and Durham RoadBoones Ferry Road/Carman Drive. Each route evaluation
is organized to provide a description in terms of functional classification, number of lanes, existing traffic
volumes, accident locations and a summary of PM peak hour operating conditions. The 1994 calculations
were based on the 1985 Highway Capacity Manual. Since then, the Highway Capacity Manual has been
updated twice and the 1997 calculations are based on the 1994 Highway Capacity Manual and the 1999
calculations are based on the 1997 Highway Capacity Manual. While there are some subtle distinctions in
the methodologies used, the results produced are comparable.
Tigard Transportation System Plan DRAFT*** P99161x0
F)dsting Conditions 3-20 February 27, 2000
DKS Associates
In general, intersection level of service in Tigard has either remained the same or degraded slightly over
the past three years. As regional growth has occurred, traffic volumes around the City have increased. In
1999, most intersections in Tigard operate at level of service D or better, with some exceptions. The
intersections which are operating at conditions below level of service D in 1999 are discussed in the
following sections.
Travel time runs (which provided the data for the arterial level of service analysis) are shown graphically in
Figure 3-9. Areas where arterial level of service is D or worse are identified on these figures. Arterial level
of service was calculated according to the 1994 Highway Capacity Manual! A majority of these runs were
conducted in 1994, with updated runs on ORE 99W conducted in 1997. Overall, average evening peak hour
travel time along ORE 99W westbound (between 68th Avenue (near 1-5) and Fischer Road, west of the City
limits) has increased by about three minutes. Travel time in the opposite direction (eastbound) has
remained approximately the same. More information on level of service descriptions and calculations (both
arterial and intersection) as well as travel time methodology, can be found in the appendix.
ORE 99W
ORE 99W provides regional access to the City of Tigard, but
also serves a large percentage of local traffic. ORE 99W
connects Tigard with cities to the south and west and o
eventually to the Oregon Coast. To the east, ORE 99W
becomes Barbur Boulevard, a key route in Portland,
providing access to downtown Portland. Tigard classifies
ORE 99W as an arterial while Washington County and Metro
designate it a Major Arterial. ODOT's designation is a
Statewide Highway as part of the National Highway System. D`
Portland designates Barbur Boulevard as a regional
trafficway.
ORE 99W carries approximately 33,300 vehicles per day
(ADT - Average Daily Traffic) near the south Tigard city
limits and approximately 45,900 ADT near downtown. ORE
99W is above lane roadway throughout Tigard. Figure 3-11
shows the percentage of vehicles which are local for various segments? The percentage of local trips on
ORE 99W is much higher near downtown Tigard than at either end.
i The table below summarizes level of service for a number of signalized intersections along ORE 99W I
during the weekday evening peak hour. Of the 16 intersections analyzed, all but one intersection performs
at level of service D or above. This is generally considered to be acceptable operating performance for a
signalized intersection. There are five intersections which operate at level of service D, ORE 99W/Durham
Road, ORE 99W/Walnut Street, ORE 99W/Greenburg Road/Main Street, ORE 99W/Hall Boulevard, and
a ORE 99W/72nd Avenue. If additional traffic is added to these intersections, it is possible that they may
decline to an unacceptable level of service. One intersection, ORE 99W/McDonald Street/Gaarde Street,
s 1994 Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington D.C., 1994,
Chapter 11.
s Data provided to the City of Tigard by Metro, Decamber 1992. A plot was generated showing trips on ORE 99W
with either an origin or destination in a Tigard traffic analysis zone. This plot was then related to a plot showing
all trips on ORE 99W.
Tigard Trartspoi-WJon Systerat Plait D)M! D''°' F891614
Existing Conditions 3-21 February 27, 2000
DKS Associates
currently operates at level of service E. This intersection is already operating at unacceptable levels of
service and long queues tend to form on various legs of the intersection. Sometimes these queues extend to
other intersections, creating unnecessary operating
problems there as well. A long queue (greater than
20 vehicles) forms for about 15-20 minutes in the ® Q
Nor
~~4c j 9
PM peak hour at the intersection at 68th
Parkway/69th Avenue. Over the course of the *o _ _ ' C
entire peak hour, this intersection performs t k
acceptably.
It should be noted that the 1997 and 1999 LOS'S
calculations at Hall Boulevard/ORE 99W reflect a
lane configuration change in the northbound
direction, resulting in a slightly improved level of ""!Dn
service over 1994 conditions.
to na
The 1994 arterial level of service along ORE 99W - <3M*
tends to mimic that at the signalized intersections. ® - 30-40%
ORE 99W generally flows at a level of service ® >ao%
Rp * - The petoentapo of trips odginating
between A and C except in certain areas. These or destined to *Res weeln TlAard
areas generally correspond to areas where compared to total traft on E 19W.
intersection level of service is poor. Segments
experiencing levels of service D or worse include, TIGARD TRAFFIC
ON ORE 99W
PM Peak Hour Intersection Level of Service
Signalized Intersections Along ORE 99W Figure 3-11
Signalized 1994* 1997* 1999*
Intersections LOS Delay V/C LOS Delay V/C LOS Delay V/C
Durham Road D 27.9 0.77 D 48.7 0.88
Beef Bend Road . B 12.1 0.86 B 11.1 0.80
Bull Mtn Road B 83 0.67
Canterbury Lane B 9.8 0.74
McDonald/Gaarde D 33.0 0.93 E 50.5 1.0 E 58.9 1.0
Tigard N&Vlace B 12.4 0.60
Paris Street A 4.8 0.58
Walnut Street D 27.2 0.89 D 31.8 0.95
Main/Johnson B 12.6 0.62 B 13.2 0.70
Greenburg/Main E 43.1 0.97 D 30.3 0.85 D 43.9 0.85
Hall Boulevard E 46.3 0.99 D 34.5 0.91 D 49.2 0.87
ORE 217 SB Ramps C 19.2 0.75 C 21.6 0.83
ORE 217 NB Ramps B 5.5 0.65 B 6.5 0.75
78 Ave/Dartmouth C 19.7 0.81 C 24.3 0.89 D 35.5 0.86
7253 Avenue B 14.7 0.75 D 25.6 0.93 C 32.9 0.86
10 1994 counts conducted prior to opening of Costco on Dartmouth Street, therefore, counts may be lower than
normal.
rt 1994 counts conducted during Fred Meyer Strike (August, 1994) and may therefore be lower than normal.
'riaa~ i nsporlatlon System Plan D'P.AFTE 0161X0
Existing Conditions 3-22 February 27, 2000
DKS Associates
68 /69 Avenues C 16.0 0.87
• For analysis purposes the capacity calculation methodology has changed twice over the past six years.
The level of service analysis was conducted using the following methodology:
1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology
1997 Calculations use 1994 HCM Methodology
1999 Calculations use 1997 HCM Methodology
ORE 99W northbound between Main Street/Johnson Street and ORE 217 southbound
ramps, and southbound from I-5 to 72nd Avenue, from ORE 217 northbound ramps to Hall
Boulevard and from Main Street/Johnson Street to Walnut Street. It should be noted that, since ORE 99W is
congested between Main Street/Johnson Street and ORE 217, it is unable to deliver as much traffic as is
demanded at specific intersections. Because of this, intersection level of service does not appear as poor as
arterial level of service, which is more reflective of route (rather than intersection) congestion.
Scholls Ferrer Road
Scholls Ferry Road is an east-west roadway that serves as the north city limits for much of Tigard. It is five
lanes from Murray Boulevard to Hall Boulevard. It carries
approximately 30,000 to 45,000 ADT through Tigard. It has recently
been transferred to Washington County, except the portion in the
interchange area near ORE 217..-s classified by GDOT as DwUict
'
It is classified by Metro and
Washington an Major Arterial to the west of ORE 217 and as a -
Minor Arterial to the east of ORE 217. The City of Tigard and
Beaverton both classify it as an Arterial for its length within the city
limits. Scholls Ferry Road serves local traffic, but also provides
regional access to Beaverton, ORE 217 and cities to the west of
Tigard.
Arterial level of service was not analyzed for Scholls Ferry Road and intersection level of service was only
analyzed for 1999 volumes. Scholls Ferry Road serves as a border between Tigard and Beaverton and is
under the jurisdiction of ODOT and Washington County. Although it provides access to Tigard, it is not
integral to_the internal street network of Tigard.
PM Peak Hour Intersection Level of Service
Signalized Intersections Along Scholls Ferry Road
Signalized 1999*
Intersections LOS Delay V/C
Beef Bend Road C 25.5 0.84
Barrows Road (West) B 8.3 0.54
Murray Boulevard C 29.8 0.79
Barrows Road (East) B 15.0 0.57
North Dakota/ 125 D 42.9 0.95
Nimbus Avenue D 47.0 0.98
• 1999 Calculations use 1997 HCM Methodology
Tigard Transportation System Plan DRAFT P99169x0
Existing Conditions 3-23 February 27, 2000
DKS Associates
Hall Boulevard
Hall Boulevard is a north-south roadway that predominantly serves local
Tigard traffic, but also provides access to Beaverton to the north. It is
classified by Metro and Washington County as a Minor Arterial and by the
City of Tigard and Beaverton as an arterial. ODOT classifies Hall as a
District Highway. It carries approximately 12,000 to 23,000 ADT through
Tigard. It is generally two lanes, with occasional left turn lanes, from
Durham Road to Greenburg Road. It is three lanes between Durham Road 711
and just south of Sattler Street, between ORE 99W and Pfaflle Street and
between just north of Spruce Street and just north of Locust Street, and five
lanes from Greenburg Road to Scholls Ferry Road. There are 11 traffic
signals at intersections on Hall Boulevard. It has many driveways connecting
directly to the roadway, serving mostly commercial and residential land uses.
A driveway survey was conducted along Hall Boulevard and can be found in
the appendix of this report. 12
The table below summarizes level of service for a number of intersections on
Hall Boulevard. Of the seven intersections analyzed, four perform It level of
service D. Hall Boulevard/McDonald Street and Hall Boulevard/Durham
Road have long queues on sothe approaches. The queues at Hall
Boulevard/McDonald street are on the northbound left and southbound approaches and the queues at the
Hall Boulevard/Durham Road intersection are on the southbound and westbound through approaches.
These queues generally tend to clear during each signal cycle, but both intersections are virtually at
capacity. 1994 arterial level of service along Hall Boulevard shows levels of service C and above are
experienced everywhere along Hall Boulevard, except at ORE 99W, where level of service D is
experienced both northbound and southbound.
PM Peak Hour Intersection Level of Service
Signalized Intersections Along Hall Boulevard
Signalized 1994* 1997* 1999*
Intersections LOS Delay V/C LOS Delay V/C LOS Delay V/C
Locust Street B 12.7 0.56 C 19.8 0.86
ORE 99W E 46.3 0.99 D 34.5 0.91 D 49.2 0.87
Hunziker Street B 14.0 0.62
Burnham Street B 13.0 0.54
McDonald Street C 20.7 0.99 E 52.7 1.0 D 38.0 0.93
Bonita Road C 16.8 0.68 C 21.0 0.97 D 47.7 0.90
Durham Road C 24.1 0.83 E 48.1 1.0 D 45.1 0.86
° 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology
1997 Calculations use 1994 HCM Methodology
1999 Calculations use 1997 HCM Methodology
Driveway survey, conducted by DKS Associates, September, 1994.
Tigard Transportation System Plan DRAFT P99161x0
Existing Conditions 3-24 February 27.2000
Lom
DKS Associates
GmenbuT Road
Greenburg Road is a north-south street connecting downtown
Tigard to the Washington Square area. It provides direct acc: ss to
both ORE 99W and ORE 217. At Hall Boulevard, Greenburg Road
becomes Oleson Road as it proceeds north into Portland.
Greenburg Road, is classified by Metro as a Major Arterial and by a
Washington County as a Minor Arterial north of ORE 217 and as a Tower
Major Collector south of ORE 217. It is classified, for its length,
by Tigard as a Major Collector. The City of Portland designates
Oleson as a Neighborhood Collector. It is three lanes between u 217
ORE 99W and Hall Boulevard, except between ORE 217 and
Locust Street and just south of Hall Boulevard where it is five
lanes.
The table below summarizes level of service for four signalized
intersections on Greenburg Road. Of these four intersections, two
operate acceptably at level of service C and the others, Greenburg Road/Main Sreet/ORE 99W and
Greenburg Road/Oleson Road/Hall Boulevard operate at level of service D. Long queues form in the
eastbound direction on ORE 99W in the PM peak hour, with vehicles waiting through multiple cycles to
clear the intersection. Some of this queuing may be caused by unacceptable operating conditions at Hall
Boulevard, where the queue spills back to the Greenburg Road/Main Street/ORE 99W intersection.
Arterial level of service along Greenburg Road/Main Street is above level of service C for most of the length
of the route. Locations experiencing levels of service D and lower include northbound Main Street between
Scoffrns and ORE 99W, northbound Greenburg Road between ORE 217 northbound ramps and Washington
Square Road, southbound Greenburg Road between Locust Street and Cascade Boulevard and between
Center Street and ORE 99W. The arterial level of service on this route is comparable to intersection level of
service, especially since arterial level of service near ORE 99W is poor, where the intersection operates at
level of service E.
PM Peak Hour Intersection Level of Service
Signalized Intersections Along Greenberg Road
Signalized 1994* 1997* 1999*
Intersections LOS Delay V/C LOS Delay V/C LOS Delay V/C
ORE 99W/Main E 43.1 0.97 D 30.3 0.85 D 43.9 0.85
i Tiedeman Ave C 19.0 0.77
+ Wash Square Rd ?WC 233 0.73
Oleson/Hall Blvd D 343 0.95
* 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology
1997 Calculations use 1994 RCM Methodology
1 1999 Calculations use 1997 HCM Methodology
a
a
Tigard Transportation Systom Plan DRAFT P99161x0
Existing Conditions 3 - 25 Ecb~ any 27, 20 00
DKS Associates
72nd Avenue
72nd Avenue is a north-south roadway serving mostly local traffic in
Tigard. It serves industrial traffic from land uses along its frontages, but
also provides connections to ORE 99W, ORE 217,1-5 and Tualatin to ~w
the south. It is a three lane roadway between Bridgeport Road and the
ORE 217 ramps. North of there, it is a two lane roadway with occasional
left turn lanes. 72nd Avenue is classified as a Major Collector by the 217
City of Tigard and as a Minor Arterial by Metro. It is not classified by
Washington County. 72nd Avenue carries approximately 16,000 ADT. 6r
The table below summarizes level of service for several signalized
intersections on 72nd Avenue. Of the 10 signalized intersections, five
perform at level of service C or above (generally considered acceptable
operating conditions). The five remaining intersections, 72nd
Avenue/ORE 99W, 72nd Avenue/ORE 217 Northbound Ramps, 72nd '°E
Avenue/ORE 217 Southbound RampsNarns Street, 72nd Avenue/Bonita
Road and 72nd Avenue/Carman Drive operate at level of service D.
Several of these intersections have been improved in the past few years.
72nd Avcnue/Bonita Road was changed from protected left turn phasing
on all approaches to proteeted/permissive phasing on all approaches.
72nd Avenue/ORE 217 Northbound Ramps and 72nd Avenue/ORE 217
Southbound RampsNarns Street were part of an overall signal
timing/coordination project along 72nd Avenue between Varns
Street/ORE 217 Southbound Ramps and Hampton Street. While these intersections operate at a better level
of service as a result of these improvements, the 72°d Avenue has become a more desirable route, attracting
at least 70-100 additional northbound vehicles and approximately 200-300 additional southbound vehicles
between Hampton Street and the ORE 217 Southbound Ramps/Varns Street intersections.
Arterial level of service along 72nd Avenue is poor (level of service D or lower) for a significant portion of
its length. In particular level of service is poor northbound from Upper Boones Ferry Road to the ORE 217
southbound ramps. In the southbound direction, level of service is poor between Hampton Street and the
ORE 217 southbound ramps, between Sandburg Street and Bonita Road and between Carman Drive and
Upper Boones Ferry Road. This is fairly consistent with the intersection operating conditions, which are
mostly at level of service D in these areas. In this case, arterial level of service is poor, while intersection
level of service may not look so bad since a number of closely spaced signals were not interconnected
when the travel time runs were made. Since these signals were not interconnected, additional delay was
introduced from uncoordinated signal timing. These signals have since been retimed and the arterial level
of service is much improved, however increased traffic volumes create increased delay.
PM Peak Hour Intersection Level of Service
Signalized Intersections Along 72nd Avenue
Signalized 1994* 1997* 1999*
Intersections LOS Delay V/C LOS Delay V/C LOS Delay V/C
ORE 99W B 14.7 0.75 D 25.6 0.93
Hampton Street B 11.5 0.43
ORE 217 NB Ramps B 10.9 0.48 D 29.6 0.99
Tigard Transportation System Plan DRAFT P99161x0
i:iCisur is C3i di'uoriS aea, y 27, `v^w
DKs Associates
Signalized 1994* 1997* 1999*
Intersections LOS Delay V/C LOS Delay V/C LOS Delay V/C
Hunziker Street C 16.3 0.84 C 22.7 0.93
ORE 217 SBNarns E 40.7 1.00 D 36.2 0.99
Bonita Road E 48.2 0.95 D 37.9 0.89 D 47.7 0.90
Carman Drive C 24.8 0.79 D 29.4 0.88
Upper Boones Ferry B 12.0 0.67 B 17.6 0.65
Durham Road B 8.7 0.31
Bridgeport Road B 12.5 0.54
• 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology
1997 Calculations use 1994 HCM Methodology
1999 Calculations use 1997 HCM Methodology
Durham Road/Boones Ferry Roa&Carman Drive
Durham Road is an east-west roadway that serves the southern
part of Tigard. It is three lanes for its length. Durham Road is 8
classified by Metro a Minor
Arterial, by Washington County as a study area west of Hall
and as a Minor Arterial east of Hall, and as an Arterial by the
City of Tigard east of Hall Boulevard. West of Hall
Boulevard, it is classified by the City of Tigard as a Major
Collector. Lake Oswego designates Carman Drive as a Major Collector. The route provides predominantly
local access, but also serves vehicles traveling to ORE 99W or I-5 via Boones Ferry Road and Carman Drive
and through traffic between King City and 1-5.
The table below summarizes level of service conditions along Durham Road/Boones Ferry Road/Carman
Drive. Five of the six intersections perform at level of service D or above. ORE 99W/Durham Road, Hall
Boulevard/Durham Road, Upper Boones Ferry Road/Durham Road and I-5 northbound ramps/Carman
Drive all operate at level of service D. I-5 southbound ramps/Carman Drive operates at level of service E
and is just about at capacity. Queues tend to form westbound and southbound at ORE 99W/Durham Road,
with some vehicles waiting through more than one signal cycle. The same is true at Hall Boulevard/Durham
Road.
PM Peak Hour Intersection Level of Service
Signalized Intersections on Durham Road
j Signalized 1994* 1997* 1999*
Intersections LAS Delay V/C LOS Delay V/C LOS Delay V/C
ORE 99W D 27.9 0.77 IN o~ltililillillillillil D 48.7 0.83
Hall Boulevard C 24.1 0.83 E 48.1 1.0 D 45.1 0.86
Upper Boones Ferry C 22.0 0.79 D 32.2 0.97 D 52.0 0.98
3 72 /Upper Boones B 12.0 0.67
I-5 SB/Carman Dr D 34.2 0.83 E 42.6 1.0
a
I-5 NB/Carman Dr D 25.9 0.89 D 31.5 0.96
° 1994 Calculations use 1985 Highway Capacity Manual (HCM) Methodology
1997 Calculations use 1994 HCM Methodology
1999 Calculations use 1997 11CM Methodology
Tigard Transportation System Plan DR4FT P99161x0
Existing Conditions 3-27 February 27, 2000
DKS Associates
Unsignalized Intersections
In addition to the signalized intersections. along Tigard's key routes, there are a number of unsignalized
intersections which are important to traffic operations in Tigard. The table below summarizes the capacity
analysis for evening peak conditions at 11 unsignalized intersections in Tigard. These additional
intersections, combined with the signalized intersections mentioned above, represent the key study
intersections identified by City staff for analysis in this study!3 Unsignalized intersections are subject to a
separate capacity analysis methodology which is described in the appendix of this report.
Of the 11 unsignalized intersections, six are all-way.stop controlled and five have one or more approaches
which are uncontrolled. The methodology used for each of these cases is different and results are reported
slightly differently (please see Appendix for more detail).
PM Peak Hour Intersection Level of Service
Unsignalized Intersections
1994 1997 1999
Intersection LOS* LOS* LOS*
Walnut Street/13S Avenue A/A A/B
Walnut Street/121 Avenue C D
Walnut/Tiedeman/Fonner B D Mona
Main Street/Burnham Street A/C
68 Parkway/Atlanta/Haines C D
72 Avenue/Dartmouth Street F F D
McDonald Street/97 Avenue AB
68 Avenue/Dartmouth street D
HaWSattler/Ross B/E
Greenburg Road/Oak Street B/C
11
121 Avenue/North Dakota Street F
# 1994 Calculations use 1985 Highway C&pacity Manual (HCM) Methodology
1997 and 1999 Calculations use 1994 HCM Methodology
Most of the unsignalized intersections that were analyzed operate acceptably at level of service D or
above. However, three intersections are shown as level of service E or F. Often poor levels of service at
unsignalized intersections affect only a small number of vehicles, since a majority of the vehicles (on
the main street). are uncontrolled and flow freely at level of service A or B.
Other Key Routes in Tigard
Interstate 5 is the west coast's major north-south corridor and it provides regional and interstate access
directly to the City of Tigard. I-5 connects Tigard with adjoining cities in the Portland Metropolitan
Region as well as with cities further south in Oregon such as Salem and Eugene. I-5 also provides access to
other states such as Washington and California. ODOT classifies I-5 as an Interstate Highway as part of the
National Highway System. For access management it is designated a Freeway.
13 Per discussions with Laurie Nicholson, City of Tigard staff, December, 1996 and spring 1999.
Tigard Transportation System Plan DRAFT P99161x0
Existing Conditions 3-28 February 27, 2000
Pecs Associates
ORE 217 provides regional access to the City of Tigard. ORE 217 connects Tigard with Beaverton and
Lake Oswego and provides access to US 26 and I-5. US 26 is a major route leading to the Oregon
Coast to the west and to eastern Oregon. ODOT classifies ORE 217 as a Statewide Highway as part of the
National Highway System. For access management it is designated an Expressway.
Gaarde Street is an east-west Major Collector providing local access to residential streets in Tigard.
It is two lanes and, in conjunction with 121st Avenue, connects ORE 99W and Scholls Ferry Road via
Walnut Street.
Main Street is an east-west Major Collector serving the commercial downtown core of Tigard. It
parallels ORE 99W from Johnson Street to Greenburg Road.
Bull Mountain Road serves residential and rural traffic west of Tigard as a Major Collector. This area
is developing rapidly and, besides Beef Bend Road, Bull Mountain Road is one of the only roadways
accessing this area. In addition, as ORE 99W becomes more congested, both Bull Mountain Road and
Beef Bend Road are becoming part of an alternate route to rural areas to the west of Tigard.
McDonald Street is an east-west Major Collector which runs between Hall Boulevard and ORE 99W. It
serves predominantly residential traffic, although, as areas to the west in Tigard develop, it is being
used more and more as s cut-through mute. o
121st Avenue is a north-south Major Collector which runs through mostly residential areas in Tigard.
In conjunction with Gaarde Street, it connects Scholls Ferry Road with ORE 99W.
North Dakota Street is an east-west Minor Collector which runs through mostly residential areas in
Tigard. It connects Scholls Ferry Road to Greenburg Road and generally runs parallel to Scholls Ferry
Road.
Beef Bend Road is parallel to, and south of, Bull Mountain Road. It is classified as a Major Collector
and functions in a similar way as Bull Mountain Road as growth occurs in the area to the west of
Tigard.
Walnut Street is an east-west Major Collector serving primarily residential traffic in Tigard. In
conjunction with 135th Avenue, and with a shortjog at Tiedeman Avenue, it provides a connection
from ORE 99W to Scholls Ferry Road.
Hunziker Street is an east-west Major Collector connecting Hall Boulevard with 72nd Avenue near
the ORE 217 ramps. This street serves both commercial and residential traffic and is increasingly being
used as a cut-through route across Tigard.
Dartmouth Street is a relatively new Major Collector in Tigard. It is five lanes at its west end and
three at its east end. It serves the new Cub Foods and Costco developments and provides direct access
to ORE 99W and I-5.
Bonita Road is an east-west Major Collector which connects Hall Boulevard with Lake Oswego (via Bangy
Road) and I-5 (via 72nd Avenue and Carman Drive or via Bangy Road and Kruse Way).
Locust Street is an east-west Major Collector which provides access to local neighborhood streets and
between Hall Boulevard and Greenburg Road.
Tigard Transportation System Plan DRAFT P99161x0
Fisting Conditions 3-29 Fcbnjan 27, 2 0®0
DKS Associates
Upper Boones Ferry Road is a north-south Arterial which connects Durham Road with I-5 and
Tualatin. Since there is very limited access to Tualatin due to the Tualatin River, much of the traffic
between Tigard and Tualatin uses this route.
Taylors Ferry Road is a Major Collector that serves as the northern boundary of the Tigard planning
area. This route provides a link between the Metzger area and 1-5 and Portland to the east.
AVERAGE VEHICLE OCCUPANCY
Average vehicle occupancy (AVO) was measured at two locations in Tigard !4 These locations were at
ORE 99W west of Hall Boulevard, and on Hall Boulevard south of ORE 99W. Overall AVO measured
in Tigard (between the two locations, over all time periods) was 1.21. This rate is somewhat lower than
observed typical ranges for auto occupancy (over all time periods and trip purposes) which range from about
1.31 to 1.54.13 A breakdown by time period and location is shown in Table 3-3 and the percentage of
vehicles by number of passengers and location is shown in Figure 3-12.
Figure 3-12
Average Vehicle Occupancies
Average Vehicle Oouvancy Average Vehicle Oocupancy
ORE 99W West of Hall Boulevard Hall Boulevard South of ORE 99W
T w"
> nn. 3% Is
nr.. Ix III~~~
t
TWO Two
Inc Iex
aIx aIx
14 Counts conducted for DKS Associates on September 28 through October 6, 1994.
Is Calibration curd Adjustment of System Planning Models, U.S. Department of Transportation and Federal Highway
Administration, December, 1990, and Quick-Response Urban ?have! Estimation Techniques and ?Transferable
Parameters. User's Gulde, NCHRP Report 187, Transportation Research Board, Washington, D.C.,+1978.
Tigard Transportation System Plan DRAFT P99161x0
Exisfing CondWons 3 - 30 February 27, 2000
DDS Associates
Table 3-2
Average Vehicle Occupancy in Tigard
Time Period ORE 99W Ball Blvd Overall
Weekday '
7:00-9:00 AM Morning 1.13 1.14 1.13
11:30 AM-1:30 PM Midday 1.23 1.24 1.23
4:00-6:00 PM Evening 1.27 1.24 1.26
Overall 1.21 1.21 1.21
Saturday
1:00-3:00 PM Midday 1.58 1.54 1.57
ORE 217 Weekday Northbound Southbound
7:00-9:00 AM Morning 1.08 1.08
4:00-6:00'PM Evening 1.16 1.12
Source: DKS Associates surveys -Tigard Streets 1994, ORE.217 1999.
ACCESS ISSUES
Two major corridors in Tigard are key locations where some form of access management may be applied.
These corridors are ORE 99W, which has a significant portion of its frontage occupied by commercial land
uses, and Hall Boulevard, which has a large number of access locations for such a major route.
An inventory of driveway conditions along Hall Boulevard was conducted as part of this study. The results
of this inventory indicate that access conditions vary greatly along Hall Boulevard. In some segments there
are as many as 15 driveways between street intersections. Other segments have as few as zero driveways
between street intersections. When adjacent land use was considered, a combination of residential and
commercial tended to have the highest number of driveways between streets. A summary of the driveway
inventory can be found in the appendix of this report.
LAND USE
Existing.land use in Tigard is shown in Figure 3-13. In general, most retail activity in Tigard is located
on arterial and major collector roadways! Although residential development is found on arterial and
major collector roadways, much of the residential land uses in Tigard generally have access to minor
collector or local streets.
The transportation system is most impacted by changes in land use. Trip generation from added land
use has and will create needs for new transportation facilities. The most significant changes in land
use which have occurred recently are occurring in the area west of Tigard, in the Tigard Triangle and
in the southern and western areas of Tigard.
16 Tigard City Code requires retail development to gain access from arterial or collector streets.
119ard Transportation System Plan DRAFT'P99161x0
Existing Conditions 3-31 February 27, 2000
i '
c.
d ~ rC;yT r ' ~ r++y~w'•
~ ELM
1
a 1 s ~
~ J! ~tg IMy
n j:t •~`J
Iti~wV
y~ +
l
DKS Associates
TRANSIT
Transit service is provided to the general population of the City of Tigard by Tri-Met. Figure 3-14 shows
the routes passing through Tigard. There are two transit centers and two express routes serving Tigard.
There are two express routes which have a limited number of stops. Coming from Portland, route 95X stops
only at the Tigard Cinemas before it begins making regular stops at Walnut/ORE 99W. Also coming from
Portland, route 92X does not stop before reaching the Progress Park & Ride station, where it begins making
regular stops. Other routes have stops approximately every 200 feet within Tigard. A comparison of 1990,
1994 and 1999 transit ridership in Tigard is summarized in Table 3-4. No data was available for 1994 for
route 38 or for 1990 for route 95. More complete data from 1999 indicates appoximately 9,500 daily transit
riders in Tigardi7.
Table 3-4
Daily Transit Ridership in Tigard
1990, 1994 and 1999
1990 1994 1999
Route Dir Ons Offs Tot Ons Oil's Tot Ons Offs Tot
12 Barbur Out 152 683 835 316 941 1257 386 1017 1453--
12 Barbur In 691 160 851 900 254 1154 894 389 1283
38 Boones Ferry SB 34 33 67 9 37 46
38 Boones Ferry NB 30 17 47 29 16 45
43 Taylors Ferry WB 24 110 134 24 127 151 20 158 178
43 Taylors Ferry LE-B 109 19 128 109 19 128 148 24 172
44 Icing City 110 84 194
44 King City 19 45 64
45 Garden Home 48 209 257 65 241 306 65 252 317
45 Garden Home 220 47 267 199 66 265 235 71 306
56 Scholls Ferry SB 1 241 242 3 306 309 3 300 303
56 Scholls Ferry NB 253 4 257 261 40 301 303 2 305
62 Murray Blvd EB 24 93 117 43 214 257 94 430 524
62 Murray Blvd WB 67 24 91 200 58 258 418 107 525
64X Marquam-Tig Out 4 36 40
64X Marquam-Tig In 41 1 42
76 Tig-Taal SB 377 530 907
76 Tig-Taal NB 552 357 909
78 Beav-1,0 SB 224 442 ;164 580 855 252 498 750
78 Beav-LO NB 434 219 285 847 419 225 644
ca 92X S. Beav Exp WB 13 103 116
~ 92X S. Beav Exp EB 138 10 148
95 Tig I-5 Exp WB 84 87 12 117 129
95 Tig 1-5 Exp EB jilijig 1 65 104 2 106
H TOTAL 4645 4811 9456
SOURCE: Tri-Met Passenger Census, ons and offs occumng in Tigard.
w
a
17 Route Level PassengenCensus, Tri-Met, Spring 1999.
Tigard Transportation System Plan DRAFT P99161x0
ExisUng Qond :ons 3-33 February 27, 2000
Imo"
ARD
• o,~ation
Trensp plan
System
[
~ ~ 1sri~a~Sra~R~aSt:+et
.4~6Et16~~d
211 t~~fr
+ a
0 0
21Q V
df
9¢
SU
° .ga~NrBNd 1',ols-v ~o
DKS Associates
BICYCLES
Existing bike lanes and off-street multi-use paths are shown in Figure 3-15. While there is significant
inventory of bicycle lanes, most existing lanes are only for short segments. Except for I-5 and ORE 217,
bicycles are permitted on all roadways in Tigard. However, because there are few continous and
interconnected bikeways in the City, bicycle use is relatively low. Bicycle use in Tigard is generally used
for recreational, school and commuting purposes. Bicycle counts at study intersections indicate fewer than
10 bicycle trips at each intersection over a two-hour period of time (either 7-9 AM or 4-6 PM), except at the
following intersections, which had between 10 and 15 bicycles in the two hour period:
• Hall Boulevard/McDonald Street (AM peak period)
• Upper Boones Ferry Road/Durham Road (AM and PM peak period)
Metro identifies the following facilities as part of the Regional Bicycle System:
Regional Access Regional Corridor Community Regional Corridor Off-Street
(on-street) Connector
• Hall to Greenberg • Walnut Street a 72 Avenue a Fanno Creek
to Main to a Scholls Ferry Rd • Bonita-McDonald • Tualatin River
Hunziker . Hall Boulevard • Carman-Durham • Powerlines
• ORE 99W • Hunziker to LO through
• Hall-Durham- I-5/0RE 217
Boones
The adjacent jurisdictions have adopted bicycle maps that provide the opportunity for interconnection
between jurisdictions. The Washington County Transportation Plan shows on-street bicycle routes on ORE
99W, Scholls Ferry Road, Hall Boulevard, Greenberg Road, Durham Road, Walnut/Gaarde/McDonald, Oak
Street and Locust Street. The County Plan also shows an on-street bicycle route on ORE 217 and I-5 in
Tigard (which would be inconsistent with ODOT policy). The powerlines off-street route is the only off-
street route shown in Tigard. Using the Transportation Planning Rule criteria, all arterial and collector
streets would require bikeways. The City of Portland designates Oleson Road and Barber Boulevard as City
Bikeways (which would connect in Tigard to Greenberg Road and ORE 99W). The City of Lake Oswego
designates Bonita Road, Carman Drive and Kruse Way as bike lanes or pathways. These routes would link
in Tigard to Bonita/McDonald, Carman/Durham and Hunziker (via the ORE 217/1-5 interchange). The City
of Beaverton designates Murray Boulevard (which would link to Walnut), Scholls Ferry Road, Barrows
Road, 125h Avenue (which would link to North Dakota Street), Nimbus Avenue and Cascade Avenue as
a bike lanes/bikeways.
a
3
a
a
N Lo i
Tigard Transportation System Plan ORAITP89169x0
Existing Conditions 3-36 Febwary 27. 2000
ranson
®~~GS Wes ~ Systems 1PIan
SmuWonftg*olstW
~ .E~CStsnesa+9dh~desdS~1
.p~steet~
p .Pgks
• ' • 217
ffi ST
210
Q~
n%G 7KKl~fl ~
8pA ~ ,
AD
345
t d►'' CC
Exis 31C
FFWLMSS
.«r• T
t ~ v
DKS Associates
PEDESTRIANS
Existing sidewalks are shown in Figure 3-16. A majority of arterial and collector streets in Tigard do not
have sidewalks on either side of the street. Connectivity and pedestrian linkages are generally fair to poor
on the arterial and collector street system. Although sidewalk availability on the arterial and collector
system is poor, many residential streets do have sidewalks, especially in areas developed within the past ten
to fifteen years.
Pedestrian counts were conducted during the evening peak period (4:00-6:00 PM) at several key
intersections in Tigard. A majority of these intersections had fewer than 10 redestrians in the PM peak
hour. However, there were more than 10 pedestrians at many intersections' , including the following:
• Hall Boulevard/Sattler Street 11 pedestrians
• ORE 217 NB Ramps/ORE 99W 12 pedestrians
• ORE 217 SB Ramps/ORE 99W 13 pedestrians
• 72°d AvenueRJpper Boones Ferry Road 13 pedestrians
• Main Street/Johnson Street/ORE 99W 14 pedestrians'
• Hall Boulevard/ORE 99W 15 pedestrians
• Hall Boulevard/Bonita Road 18 pedestrians
• 72od Avenue/Bonita Road 18 pedestrians
• Dartmouth Street/ORE 99W 19 pedestrians
• Hall Boulevard[Locust Street 21 pedestrians
• Greenburg Road/Washington Square Road 23 pedestrians
• 72°d AvneuelVarns Strcet/ORE 217 SB 26 pedestrians
• ORE 99W/Gaarde Street 37 pedestrians
• ORE 99W/Walnut Street 50 pedestrians
• ORE 99W/Greenburg Road/Main Street 54 pedestrians
Sidewalks at least five feet wide are required in all new developments and many new local streets do have
sidewalks in the City. Metro has classified several routes in Tigard as part of its Regional Pedestrian
System19:
Transit/Mixed-Use Multi-use Facility with Pedestrian Districts
Corridors Pedestrian Function
o ORE 99W' 6 Fanno Creek • Washington Square Regional Center
• Hall Boulevard O Tualatin River ® Tigard Downtown Town Center
• Scholls Ferry Road o Powerlines • Murray/Scholls Town Center
e Hunziker Street 6 Hunziker to LO a King City Town Center
r: Pedestrian volumes represent the number of crossings on all crosswalks combined.
19 Metro's Regional Pedestrian System map, draft Regional Transportation Plan, 2000.
Tigard Transportation System Plan DRAFT P99161x0
Existing Cand- ors 3-37 February 27, 2000
VK9ASwdat-S CITY of T►GAR®
Transportation
Systems Plan
Legend
10"ISUe onatleari
Or* Side It
° ~IM
x y
211
210
ny
5
Q
~o
0
Figure 346
E3(I81ING ~ACI ~L4TIES
r a
DKS Associates
TRUCKS
Principal truck routes in Tigard (as identified by Washington County) include I-5, ORE 217, ORE 99W and
some arterial streets. This system provides connections with truck routes serving areas within and outside of
Tigard making efficient truck movement and the delivery of raw materials, goods, services and finished
products possible. These routes are generally found in and serve areas where there are concentrations of
commercial and/or industrial land uses. Figure 3-17 shows truck routes within Tigard. In general, trucks
make up about 2-5 percent of the overall traffic at a majority of intersections in Tigard.
RAIL
Railroad tracks traverse Tigard from its northern boundary to the southeast. There are two adjacent but
separate tracks south from north of North Dakota Street to Bonita Road. South of Bonita Road, one set of
tracks crosses the Tualatin River to Tualatin and the other set of tracks turns east to Lake Oswego. They are
both owned by Portland & Western (P&W), a sister company of Willamette & Pacific (W&P) Railroad.
AIR
Tigard is served by the Portland International Airport, located in Northeast Portland on the Columbia River.
The Portland International Airport is a major air transportation and freight facility, which serves Oregon and
Southwest Washington. It provides a base for over twenty commercial airlines and air freight operations.
The Port of Portland reported that 12.6 million passengers were served at the Portland International Airport
in 1997.
Tigard is also served by the Portland-Hillsboro Airport, a general aviation facility located in the north
central portion of the City. The airport facility is owned and operated by the Port of Portland as part of the
Port's general aviation reliever system of airports. The Port of Portland maintains a Master Plan for this
facility which was most recently updated in October, 1996.
WATER
The Tualatin River is located along the southern border of Tigard. It is used primarily for recreational
purposes. No policies or recommendations in this area of transportation are provided.
PIPELINE
There are high pressure natural gas feeder lines owned and operated by Northwest Natural Gas Company
along several routes in Tigard. Figure 3-18 shows the feeder line routes for Tigard?0.
20 Based on the Portland Area Distribution System Map (Dated September, 1998) received from Northwest Natural
Gas Company.
Tigard Transportation System Plan DRAFT P99161x0
Existing Conditions 3-39 February 27, 2000
A=cWes
® CITY OF HARD
Transportation
Systems Plan
Legend
. Ede V ThdR&Aft
Z
217
e
210 ~
e~
. ~w
QMRDE S
MM MIR
D
RD su oa
Pr)
a
Figure 3.17
,!17,~.. co EXISTING TRUCK
ROUTES
m
BEENE=
{A{~vM~~~~11L'\^V 1111..aa 1 a v a aaaa
DfSsSoc ~Y'VV
Cr Y OF 71GAMD
Transportation
Systems Plan
Legend
® -EmfiVHoPo mnGasPv*m
x
217
KOTA 210 ,pa
8►RA n►
99JJ
Kr
amm
YMM Sr
SU . R
a° DUMAI
4
r~ Figure 3.18
/`-ry MAJOR PIPELINE
`'rte - ROUTES
DKS Associates
Chapter 4
Future Demand f 1 CIW OF TIGMD
CMEGOP1
Land e
This chapter summarizes the methodology used to obtain future year forecasts for various modes in
the City of Tigard.
The plan for street improvements within Tigard depends on determining existing needs and needs of
future growth. As a first step in assessing future needs, Metro's urban area traffic forecast model and land
use forecast for 2015 was identified as a source for determining future traffic volumes inTigard. This
traffic forecast model translates land uses into roadway volume projections. These traffic volume
projections form the basis for identifying potential roadway deficiencies and for evaluating alternative
circulation improvements. This section describes the forecasting process, including key assumptions and
the analysis of the land use scenario developed from the current Comprehensive Plan development
designations and allowed densities. Future change of these variables could significantly change the future
travel forecast.
The 2015 forecast was refined to include detailed information aboutTigard buildout. This 2015 forecast
was used for detailed operational analysis 1. The refined 2015 forecast was used in concert with the
updated 2020 Metro forecasts. This chapter compares the land use inputs between refined 2015 and 2020.
PROJECTED LAND USES
Land use is a key factor in how the transportation system operates. The amount of land that is developed,
the type of land uses and how the land uses are mixed together have a direct relationship to expected
demands on the transportation system. Understanding the amount and type of land use is critical to taking
actions to maintain or enhance transportation system operation.
Projected land uses were developed for all areas within the urban growth boundary reflecting the
comprehensive plan and Metro's land use assumptions for year 2015. Complete land use data sets were
developed for the following conditions:
Existing Base 1994 Conditions I
Year 2015
1 All referenccs to 2015 in this document refer to the refmcd Tigard land use 2015 model and its co-use with
updated 2020 forecasts.
Tigard Transportation System Plan DA FT P99161
Future Derrtarxi w-W LmW Use 4-7 Cd,rnirtt,~r 1.2- ._o_--
DDS Associates
The base year model is updated every few years. For this study effort, the available base model provided
by Metro was for 1994. Land uses were inventoried throughout Tigard (and the adjacent jurisdictions)
by Metro and then again by the City of Tigard (the City conducted a detailed inventory of commercial
uses in three key areas: Tigard Triangle, ORE 99W, Sequoia Parkway area). This land use database
includes the number of dwelling units, number of retail employees and number of other employees and
is based on Metro's data and was adjusted to reflect the results of the City's inventory. Table 4-1
summarizes the adjusted land uses for existing conditions and the future scenario in the Tigard area? A
detailed summary of the land uses for each Transportation Analysis Zone (for both the 1994 and 2015
model years) is included in the appendix. As the land use data is updated in the future, TSP updates can
reflect current conditions and new forecasts.
Table 4-1
Tigard Area Adjusted Land Use Summary
Percent
Land Use 1994 Modifred Growth increase
2015
Households 21,765 32,481 130125716 +49%
Retail Employees 9,152 13,257 4,105 +45%
Other Employees 33,553 50,382 16,829 +50%
Source: MetroXity of Tigard
The land use for 2015 used in this study was refined from the base Metro 2015 data. Year 2020 land uses
and trip generation were compared to the modified 2015 information. Table 4-2 summarizes the vehicle
trip generation for the base 1994 forecast, future 2015 Metro forecast, modified 2015 Tigard forecast and
the Metro 2020 forecast. The modified 2015 forecast generated the greatest number of vehicle trips and
was used for the TSP. For the detailed study of Tigard streets, the modified 2015 forecast represented
near build out, worst case conditions and provides a reasonable assessment of motor vehicle needs within
the city (which the forecast was primarily used to determine). More detailed forecasting of the 2020 for
regional conditions could be undertaken following this TSP analysis, but it is unlikely (based upon the
trip generation) to generate substantially different needs. This would best be undertaken following
Metro's adoption of the RTP, and would be a minor update to this TSP.
2 Based on Metro=s 2015 tand use forecasts.
Tigard Transportation System Plan DIM," P99161
Future Demand and Land Use 4-2 SepteMbRLI,-- 24 2000
0
DKS Associates
Table 4-2
Forecasted Vehicle Trips in Tigard
PM Peak Hour
Scenario Peak Hour Vehicle Trips
1994 Base Model 34,500
2015 Metro Model 46,000
2020 Metro Model 48,500
2015 Modified Tigard Model 52,600
If land uses are significantly changed in proportion to each other (i.e. there is a significant increase in
retail employment relative to households), there will be a shift in the overall operation of the transportation
system. Retail land uses generate significantly higher numbers of trips than do households and other land
uses. The location and design of retail land uses in a community can greatly affect transportation system
operation. Additionally, if a community is homogeneous in land use character (i.e. all employment, all
residential), the system must support export of trip making. Typically, there should be both residential
type land uses as well as employment type land uses so that some residents may work locally, reducing
the need for residents to commute long distances to work. Tigard has a mix of land uses, however, many
residents must travel outside the City for employment opportunities.
Table 4-1 indicates that a significant amount of growth is expected inTigard area in the coming years.
These land use quantities should be monitored to make sure thatTigard is working to achieve a balance
of land use that is compatible with the available transportation system. This TSP balances transportation
needs with the forecasted 2015 land uses.
Transportation Analysis Zones: For traffic forecasting, the land use data is stratified into geographical
areas called traffic analysis zones (TAZ's) which represent the sources of vehicle trip generation. There
are about 3040 Metro TAZ's which represent Tigard and its vicinity (Figure 4-1). These 30-4OTAEs
were disaggregated, as part of this plan, into about 130-140 TAZ's to more specifically represent land use
in and around Tigard. The original Metro and disaggregated model zone boundaries for Tigard are shown
in Figure 4-2. Metro uses ENIME/2, a computer based program for transportation planning, to process
the large amounts of data for the Portland Metropolitan area.
Land uses were inventoried throughout Tigard by Metro and adjusted to reflect Tigard's more detailed
land use inventory in 2015. The adjustments reflected what was teemed to be `nearbuildout7. This land
use data base includes the number of dwelling units, number of retail employees and number of other
employees. Table 4-3 summarizes the land uses for existing conditions and the future scenario by
transportation analysis zones (TAZ's).
1
i
7
Tigard Transportation System Plan DRAFd'P99161
Futdhv CikaPi d an.' Lan A-3 ~t!@!!2!fe+~ _ i
ai
D Assp ates
SCAM S M of 11GARD
Transportation
System Plan
92 89
317 31 310 309
315 217
210
339
340 319
311
318 313
338
337 312
6
403
341 335
5~
vsw
342
334
394 343 344 345
348
Figure 44
METRO TAZ
~+SSOC1~teS cny of nG o
-rra"spOrtalae"
syStem
N
1531
1637 1527 1526
g0
Q' 143
im 1613 g)6
306
210 1611 1640 217 0 1611 ~g 1611
s1
317 315 t6tz
y632 161T
161.6
~1e
~ 1512 1063 WA Ms tw 1625 1614
1613 1633 311
~ 3N 1626
1518 ~ ~ ~
16AA 1634 /<a39 191G 1614
321
1961 ~ 1636 ~
1962 1980 336 VA2 5
~g teee9 331
338 >ess 1611
t96a 1676 te68 196e j W6
VST sa
Bt1CL~ 106 344 1961 1867 341 1ff+3 1A 333 1SS1
1671 %52 312 334 VAG
1~ '1674 36 16 1611
W6
343 1676
334 1672 1673 36 3G
Joe
a
7
i
i
a
i
rigure 4-2
C SC pTED TIGARD `T
DISAG
DKS Associates
Table 4-3
Tigard Land Use Summary
Households Retail Employees Other Employees
T142 1994 2015 1994 2015 1994 2015
67 888 958 3 3 61 76
89 191 217 0 0 17 23
90 299 409 3 4 261 489
92 0 9 143 207 273 519
308 185 195 28 28 21 27
309 77 78 I 1 9 11
310 69 96 2 11 4 22
311 33 37 0 400 58 58
312 0 22 12 12 1,193 1,363
313 3 32 62 51 1,208 1,306
314 160 184 24 24 117 147
315 624 825 212 293 -647 1,165
316 77 76 22 24 64 91
317 683 705 161 141 955 1,096
318 303 321 0 0 28 33
319 58 68 0 0 7 16
320 225 251 72 72 100 491
321 120 251 0 0 406 416
322 324 158 0 0 433 518
332 0 1 18 18 422 600
333 125 243 0 5 3 42
334 223 262 43 59 69 166
335 86 167 0 1 2 21
336 170 201 63 70 152 219
337 11 206 0 0 7 40
338 66 163 0 0 4 11
339 66 254 1 2 11 46
340 239 309 0 1 0 139
341 199 294 0 0 27 40
342 269 390 6 5 45 60
343 105 265 0 0 0 102
344 92 260 4 15 19 101
345 223 368 331 397 111 174
394 25 26 0 0 17 20
403 81 231 0 1 17 53
932 0 10 42 42 399 941
933 5 9 92 137 40 78
1511 61 194 0 2 0 104
1512 207 374 0 6 0 331
1513 45 130 0 0 0 24
1514 26 503 0 3 0 167
1515 33 178 1 5 41 298
77gasd Transportatlon System Plan °f DRAFT*" P99161
ruwfe Dzwwd and Lzeti use 4-6 September 1.200DAuguck~r,Z6G3 0
DKS Associates
Households Retail Employees Other Employees
TAZ 1994 2015 1994 2015 1994 2015
1526 364 517 0 0 39 91
1527 412 487 1 1 87 104
1528 92 130 0 0 12 22
1530 54 146 5 5 496 653
1537 8 115 1,406 2,064 2,686 5,167
1538 97 103 153 149 292 373
1539 0 0 164 142 314 355
1540 25 44 316 418 604 1,048
1541 6 20 78 143 149 357
1542 30 42 152 186 290 467
1543 1 3 52 57 99 144
1605 24 31 1,226 1,084 2,343 2,715
1606 188 241 109 135 80 129
1607 2 ' 10 97 102 71 97
1608 4 22 0 242 168 231
1609 198 236 349 363 110 156
1610 2 18 24 54 18 51
1611 1 29 95 139 70 132
1612 2 45 0 298 170 285
1613 86 93 1 2 8 24
1614 269 308 2 4 26 59
1615 61 92 25 86 38 170
1616 39 63 9 34 14 66
1617 43 61 0 100 188 286
1618 7 37 0 600 41 41
1619 7 13 0 0 116 300
1620 11 16 202 278 44 78
1621 39 77 0 0 165 180
1622 1 16 161 200 54 137
1623 221 323 12 12 2,130 2,800
1624 32 76 61 101 1,189 1,326
1625 206 315 400 500 270 400
1626 269 324 147 250 716 11019
1627 299 334 36 45 176 283
1628 255 330 20 41 62 162
1629 0 6 73 72 312 368
1630 29 27 131 218 377 830
1631 635 689 89 74 529 573
1632 194 230 22 20 137 162
1633 588 607 0 0 60 64
1634 250 354 0 0 14 46
1635 24 117 0 0 1 27
1636 192 480 0 0 10 93
1637 45 43 1 1 186 182
Tigard Transpodabw System Plan DR.4Fr
Fu¢um Demand and Land Use 4-7 SWember 1, 2000~aSaect-24 90w
DKS Associates
Households Retail Employees Other Employees
TAZ 1994 2015 1994 2015 1994 2015
1638 119 137 0 0 94 131
1639 485 511 283 350 296 375
1640 29 102 0 0 24 101
1641 209 358 0 0 85 141
1642 317 533 0 0 60 407
1643 0 5 42 42 422 502
1644 1 3 26 26 466 466
1645 1 9 113 113 3,001 3,552
1646 2 15 129 129 2,999 3,986
1647 4 11. 149 149 500 617
1648 1 26 312 433 317 843
1649 40 75 11 20 76 20
1650 62 112 11 10 76 10
1651 394' 521 2 12 14 12
1652 548 655 5 8 26 8
1653 259 446 18 247 95 127
1654 432 467 4 4 19 27
1655 472 520 7 7 33 45
1656 316 402 0 1 5 28
1657 261 404 3 3 53 89
1658 451 584 74 83 177 261
1659 148 172 224 224 128 128
1660 258 310 0 0 96 104
1661 15 106 0 0 3 13
1662 127 466 0 0 4 45
1663 526 689 2 4 32 81
1664 379 522 4 4 56 86
1665 116 277 0 0 22 45
1666 60 312 0 0 11 47
1667 73 112 0 0 9 14
1668 180 307 0 0 24 42
1669 53 259 0 0 2 32
1670 60 114 0 0 11 18
1671 38 362 1 5 12 54
1672 74 223 0 0 18 111
1673 548 645 8 13 39 89
1674 1,717 1,903 186 186 444 489
1675 116 155 13 17 4 7
1676 392 468 23 33 8 14
1677 28 29 0 0 16 18
1678 55 57 0 0 25 29
1679 21 349 0 1 1 69
1680 54 182 0 1 13 46
1681 92 299 0 1 20 71
Tib^e d T: ;^c teFae System Mr. ^°.AF°1... Po 164
F( :re Demand and Land Use 48 September 1, 2
DKS Associates
Households Retail Employees Other Employees
TAZ 1994 2015 1994 2015 1994 2015
1682 6 28 35 35 247 605-
1683 10 20 60 60 426 569
1684 4 12 29 29 208 241
1685 1 27 64 64 455 700
1686 9 20 257 335 113 191
1687 10 15 87 300 38 69
1688 115 296 2 49 4 82
1689 89 389 0 0 18 248
Total 21,765 32,481 9,152 13,257 33,553 50,382
Source: Metro/City of Tigard
A comparison of the modified 2015 land use assumptions to 2020 land use assumptions indicates that the
2020 forecast assumes more households, more retail employees and fewer other employees than the
modified 2015 forecast. Key areas where discrepancies occurred were the Washington Square area (more
retail employees and fewer other employees in 2020), Downtown (more "other" employees in 2020),
Sequoia Parkway area (significantly fewer "other" employees in 2020) andTigard Triangle (significantly
fewer "other" employees in 2020). Detail regarding the trip generation by TAZ is provided in the
appendix.
METRO AREA TRAFFIC MODEL
The development of future traffic system needs for Tigard depends on the ability to accurately forecast
travel demand resulting from estimates of future population and employment for the City. The objective
of the transportation planning process is to provide the information necessary for making decisions on
when and where improvements should be made in the transportation system to meet travel demands.
Metro has developed an urban area travel demand model as part of the Regional Transportation Plan
Update process to help identiFy street and roadway needs. Traffic forecasting can be divided into several
distinct but integrated components that represent the logical sequence of travel behavior igure 4-3).
These components and their general order in the traffic forecasting process follow:
Trip Generation
4-- Trip Distribution
■ Mode Choice
Traffic Assignment
The initial roadway network used in the traffic model was the existing streets and roadways. Future land
use scenarios were tested and roadway improvements were added in to mitigate traffic conditions,
using programmed improvements as a starting basis. Forecasts of PM peak hour traffic flows were
produced for every major roadway segment within the Tigard area. Traffic volumes are projected on most
arterials and collector streets. Some local streets are included in the model, but many are represented by
centroid connectors in the model process. '
Tigard Transportation System Plan DRAFT P99161
Future Demand and Land Use 49 September i. " _
DKS Associates
Trip Generation. The trip generation process translates land use quantities (in numbers of dwelling units
and retail and other employment) into vehicle trip ends (number of vehicles entering or leaving a TAZ)
using trip generation rates established during the model verification process. The trip rates were based
upon
'7gard Tnumpodadon System Plan DRAFT P99161
Futuna Demand and Land Use 410 ScOember 1.2000AvgUd44 .eA00 e
® Associates
INPUTS PROCESS OUTPUTS
Road Network = o
oats o -
Land Uses
Trlp Generation
Rates
Traffic Volume
Projections
Loaded Levels of
Road Network Service
Tranortation
s spjostern
Mdasures
Outs
Figure 4-3
TRAFFIC FORECASTING
MODEL PROCESS
DKS Associates
Institute of Transportation Engineers research3 and documentation and adjusted to suit the Portland area
in the calibration process. PM peak hour trip rates used in the Metro model are summarized in Table 44.
Table 4-4
Approximate Average PM Peak Hour Trip Rates Used in Metro Model
Average 71rip Rate/Unit
Unit In Out Total
Household 0.43 0.19 0.62
Retail Employee 0.78 0.69 1.47
Other Employee 0.07 0.29 0.36
Source: Metro
Table 4-5 illustrates the estimated growth in daily vehicle trips generated within theTigard, between 1994
and 2015. It indicates that vehicle trip generation in Tigard would grow by approximately 50 percent
between 1994 and 2015 if the land develops according to the assumptions made. Assuming a20 year time
horizon to the 2015 scenario, this represents a growth rate of about 2 percent per year.
Table 4-5
Existing and Future Projected External Trip Generation*
PM Peak Hour Vehicle Trips
Modified 2015M-1994 Percent
Trips 1994 2015 2020 Growth Increase
Tigard Area 34,447 52,606 48,518 18,159 +53%
Source: Metro/City of Tigard
NOTE. • - External trips refer to model trips that exit a Tigard centroid
Trip Distribution. This step estimates how many trips travel from one zone in the model to any other
zone. The distribution is based on the number of trip ends generated in each zone pair, and on factors that
relate the likelihood of travel between any two zones to the travel time between the zones.
In projecting long-range future traffic volumes, it is important to consider potential changes in regional
travel patterns. Although the locations and amounts of traffic generation in Tigard are essentially a
ffm function of future land use in the city, the distribution of trips is influenced by growth in neighboring areas
such "as Portland, Beaverton, Lake Oswego, Tualatin, etc. External trips (trips which have either an origin
or destination in Tigard and the other trip end outside Tigard) and through trips (trips which pass through
Tigard and have-neither an origin nor a destination there) were projected using trip distribution patterns
based upon census data and traffic counts performed at gateways into the Metro area UGB.
Mode Choice. This is the step where it is determined how many trips will be by single-occupant vehicle,
transit or carpool. The 1994 mode splits would be incorporated into the base model and adjustments to
that mode split may be made for the future scenario, depending on any expected changes in transit or
carpool use. These considerations are built into the forecasts used for 2015. In the Tigard area, the 2015
3 Pip Generation Manual, Institute of Transportation Engineers.
Tigard ransawiauon Sysiarn Ran = uRAF, e- =
Future Demand and Land Use 412 September 1, 2 AuoilrA24 '1000
DKS associates
model assumes approximately two percent would use transit and average vehicle occupancy would be
about 1.24 passengers during the evening peak period.
Traffic Assignment. In this process, trips from one zone to another are assigned to specific travel routes
in the roadway network, and resulting trip volumes are accumulated on links of the network until all trips
are assigned.
Different models are actually used for auto assignment versus transit assignment. Various techniques
exist for auto assignment, such as all-0r-nothing, stochastic, incremental capacity restraint and equilibrium
capacity restraint. The EMIAE/2 package, among others, uses the equilibrium capacity restraint technique,
which is considered to produce the most realistic network traffic loading of all the techniques. With this
technique, the auto trips are assigned iteratively to the network in such a way that the final traffic loading
will closely approximate the true network "equilibrium." Network equilibrium is defined as the condition
where no traveler can achieve additional travel time savings by switching routes. Between iterations,
network travel times are updated to reflect the congestion effects of the traffic assigned in the previous
iteration. Congested travel times are estimated using what are called "volume-delay functions" in
EMMFF12. There are different forms of volume/delay functions, all of vrhich attempt to simulate the
capacity restraint effect of how travel times increase with increasing traffic volumes. The volume-delay
functions take into account the specific characteristics of each roadway link, such as capacity, speed, and
facility type.
Model Verification. The base 1994 modeled traffic volumes were compared against actual traffic counts
across screenlines, on key arterials and at key intersections. Most arterial traffic volumes are closely
replicated, even down to turn movements by the model based upon detailed calibration. Based on this
performance, the model was used for future forecasting and assessment of circulation changes.
MODEL APPLICATION TO TIGARD
Intersection turn movements were extracted from the model at key intersections for both year 1994 and
future scenarios. These intersection turn movements were not used directly, but the increment of the
future year turn movements over the year 1994 turn movements was applied (added) to.existing (actual
1994/1997/1999) turn movement counts in Tigard. Actual turn movement volumes used for future year
intersection analysis can be found in the appendix (Level of Service Calculations).
Tigard 'rhmspodadon system Pion uFvar. 181
Future Demand and Land Use 4-13 September 1, I
DKS Associates
Chapter 5
Pedestrians CITY OF TIGARD
OREGON
This chapter summarizes existing and future pedestrian needs in the City of Tigard, outlines the criteria
to be used in evaluating these needs, provides a number of strategies for implementing a pedestrian plan
and recommends a pedestrian Action Plan for the City of Tigard. The needs, criteria and strategies were
identified in working with the City's TSP Task Force. This committee provided input regarding the
transportation system in Tigard, specifically exploring pedestrian needs. The methodology used to
develop the pedestrian plan combined citizen and staff input, specific Transportation Planning Rule
requirements' and continuity to the regional pedestrian network?
NEEDS
A limited number of sidewalks are provided on the arterial and collector roadways (see Figure 3-15) in
the City of Tigard, resulting in a fair existing pedestrian network. However, many residential
subdivisions in Tigard are relatively new and a majority of them have sidewalks available. A problem
exists outside the limits of the new developments where connecting sidewalks often do not exist.
Continuity and connectivity are key issues for pedestrians in Tigard since, generally, if there is a sidewalk
available, there will be sufficient capacity. In other words, it is more important that a continuous
sidewalk be available than that it be of a certain size or type.
The most important existing pedestrian needs in Tigard are providing sidewalks on arterials and collectors
and connectivity to key activity centers in the City. This includes the need for safe, well lighted arterial
and collector streets. Arterials and collectors can act as barriers to pedestrian movement if safe facilities
are not provided. In the future, pedestrian needs will be similar, but there will be additional activity
centers that will need to be considered and interconnected.
Walkway needs in Tigard must consider the three most prevalent trip types:
• Residential based trips - home to school, home to home, home to retail, home to park, home to
transit, home to entertainment, home to library
• Service based trips - multi-stop retail trips, work to restaurant, work to services, workshop to transit
• Recreational based trips - home to park, exercise trips, casual walking trips
i
Residential trips need a set of interconnected sidewalks radiating out from homes to destinations within
one-half to one mile. Beyond these distances, walking trips of this type become significantly less
common (over 20 minutes). Service based trips require direct, conflict-free connectivity between uses
(for example, a shopping mall with its central spine walkway that connects multiple destinations).
Service based trips need a clear definition of connectivity. This requires mixed use developments to
t
Transportation Planning Rule, State of Oregon, DLCD, Sections 660-12-020(2Xd) and 660-12-045-3.
2 Metro Draft RTP, 1999, Regional Pedestrian System.
Ttgartt Transportation System Plan DRAFT P99161
Pedestrians 5-1 September 15 200QSeotembef 8. 2QQQ8epiemheF 7. 2040
DKS Associates
locate front doors which relate directly to the public right-of-way and provide walking links between uses
within one-half mile. Recreational walking trips have different needs. Off-street trails, well landscaped
sidewalks and relationships to unique environmental features (creeks, trees, farmland) are important.
Because all of these needs are different, there is no one pedestrian solution. The most common need is
to provide a safe and interconnected system that affords the opportunity to consider the walking mode
of travel, especially for trips less than one mile in length.
FACILITIES
Sidewalks should be built to current design standards of the City of Tigard/Washington County and in
compliance with the Americans with Disabilities Act (at least four feet of unobstructed sidewalk)' Wider
sidewalks may be constructed in commercial districts or on arterial streets. Additional pedestrian
facilities may include accessways, pedestrian districts and pedestrian plazas, as defined in the
Transportation Planning Rule
Accessway: A walkway that provides pedestrian and/or bicycle passage either between streets
or from a street to a building or other destination such as a school, park or transit stop.
Pedestrian District: A plan designation or zoning classification that establishes a safe and
convenient pedestrian environment in an area planned for a mix of uses likely to support a
relatively high level of pedestrian activity.
Pedestrian Plaza: A small, semi-enclosed area usually adjoining a sidewalk or a transit stop
which provides a place for pedestrians to sit, stand or rest.
These designations will be provided as the TSP is implemented. Any pedestrian districts, for example
the downtown area (Main. Street), may be identified in further studies which address pedestrian issues.
In addition, pedestrian issues in Main Street and Town Center areas (as defined by Metro) should be
reviewed in greater detail for pedestrian accessibility, facilities and/or street crossing treatments. The
land uses proposed in the Main Street and Town Center areas will help to promote more pedestrian use.
Better pedestrian access should be developed to support and encourage this use.
Sidewalks should be sized to meet the specific needs of the adjacent land uses and needs. Guidance to
assess capacity needs for pedestrians can be found in the Highway Capacity Manual and Pushkarev and
Zupan! Typically, the base sidewalk sizing for local and neighborhood routes should be 5 feet (clear of
obstruction).
Pushkarev & Zupan defuse impeded pedestrian flow occurring at 2 to 6 pedestrians per foot per minute.
At this upper level (6 p/f/m) a five foot sidewalk would have peak five minute capacity of 150
s Americans with Disabilities Act, Uniform Building Code.
4 Transportation Planning Rule, State of Oregon, Department of Land Conservation and Development, OAR-660-12-
005(2, 14 and 15).
S Highway Capacity Manual, Special Report 209, Transportation Research Board, 1994; Chapter 13; and Pushkarev,
Zupan, Urban Spaces for Pedestrians, 1975.
Tigard Transportation System Plan DRAFT P99161
Pedestrians 5-2 r
®KS Associates
pedestrians. There is no location in Tigard with this level of pedestrian activity. While identified as level
of service B in the Highway Capacity Manual, no sidewalk in Tigard should exceed 6 pedestrians per foot
per minute without widening. The critical element of this analysis is the effective width of walkway.
Because of street utilities and amenities, a five foot walkway can be reduced to two feet of effective
walking area. This is the greatest capacity constraint to pedestrian flow. Therefore, landscape strips
should be considered on all walkways to reduce the impact of utilities and amenities - retaining the full
sidewalk capacity.
As functional classification of roadways change, so should the design of pedestrian facilities. Collectors
may need to consider minimum sidewalk widths of 6 to 8 feet and arterials should have sidewalk widths
of 6 to 10 feet. Wider sidewalks may be necessary depending upon urban design needs and pedestrian
flows (for example, adjacent to storefront retail or near transit stations). Curb-tight sidewalks are
generally acceptable at the local and neighborhood route classification, however, with high vehicle
volumes and on collector/arterial streets, landscape strips between the curb and the sidewalk should be
required. Where curb-tight sidewalks arc the only option, additional sidewalk width must be provided
to accommodate the other street side features (light poles, mail boxes, etc... potentially an additional 3
to 4 feet).
CRITERIA
Tigard's TSP Task Force created a set of goals and policies to guide transportation system development
in Tigard (see Chapter 2). Several of these policies pertain specifically to pedestrian needs:
Goal I
Policy 2 Encourage pedestrian accessibility by providing safe, secure and desirable
pedestrian routes.
Goal 2
Policy 1 Develop and implement public street standards that recognize the multi purpose
nature of the street right-of-way for utility, pedestrian, bicycle, transit, truck and
auto use.
Policy 4 Sidewalks must be constructed on all streets within Tigard (with construction or
reconstruction projects). All schools, parks, public facilities and retail areas shall
have direct access to a sidewalk
Policy S Bicycle and pedestrian plans shall be developed which link to recreational trails.
Policy 6 Local streets shall be designed to encourage a reduction in trip length by providing
connectivity and limiting out-of-direction travel. Provide connectivity to activity
centers and destinations with a priorityfor bicycle and pedestrian connections.
Goal 3
Policy 3 Safe and secure pedestrian and bicycle ways shall be designed between parks and
other activity centers in Tigard..
Policy 4 Safe and secure routes to schools shall be designated for each school and any new
residential project shall identify the safe path to school for children
Tigard Transportation System Flan DRAFT P99161
Pedestrians 5-3 atember 1 2 ' °
MINIM loll
DKS Associates
Goal 5
Policy 1 Design and construct transportation facilities to meet the requirements of the
Americans with Disabilities Act.
These goals and policies are the criteria that all pedestrian improvements in Tigard should be compared
against to determine if they conform to the intended vision of the City.
STRATEGIES
Several strategies were evaluated by the TSP Task Force for future pedestrian projects in Tigard. These
strategies aimed at providing the City with priorities to direct its funds toward pedestrian projects that
meet the goals and policies of the City:
Strategy 1- "Fill In Gaps In the Network Where Some Sidewalks Exist"
This strategy provides sidewalks which fill in the gaps between existing sidewalks where a significant
portion of a pedestrian corridor already exists. This strategy maximizes the use of existing pedestrian
facilities to create complete sections of an overall pedestrian network.
Strategy 2 - "Connect Key Pedestrian Corridors to Schools, Parks, Recreational Uses
and Activity Centers"
This strategy provides sidewalks leading to activity centers in Tigard, such as schools and parks. This
strategy provides added safety on routes to popular pedestrian destinations by separating pedestrian flow
from auto travel lanes. These routes are also common places that children may walk, providing them
safer routes. A key element of this strategy is to require all new development to define direct safe
pedestrian paths to parks, activity centers, schools and transit (in the future) within one mile of the
development site. Direct will be defined as 1.25 times the straight line connection to these points from
the development. Any gaps (off-site) will be defined (location and length).
Strategy 3 - "Coordination of Land Use Approval Process to Provide Sidewalks &
Links to Existing Sidewalks"
This strategy uses the land use approval process to ensure that sidewalks are provided adjacent to new
development and that links from that new development to existing sidewalks are evaluated. If there
are existing sidewalks in close proximity, either the developer or the City will be required to extend
the sidewalk adjacent to the new development to meet the existing nearby sidewalk The
development shall use the pedestrian master plan as a basis for determining adjacent sidewalk
a placement.
i Strategy 4 - "Improved Crossings"
i
This strategy focuses on ensuring that safe street crossing locations are available, particularly along
high traffic volume streets or locations where there is a lot of pedestrian traffic (i.e. adjacent to
s schools, activity centers, etc.)
Strategy 5 - "Pedestrian Cor dons that Connect to Major Recreational Uses
Tigaid ?'inn! pMa!ion System Plan DRAPr P99161
Pedestrians 5..4.~,anfamt,nr 1~ ~nrv►c.,,.~..,.,r..... a nnnnc_~~....~np
DKS Associates
This strategy provides a connection between the sidewalk network and major recreational facilities, such
as the Greenway Trail, the the Fanno Creek Trail and other recreational uses.
Strategy 6 - "Pedestrian Corridors that Connect to Major Transit Locations
This strategy provides sidewalks leading to major transit facilities, such as bus stops which service a high
volume of riders. This strategy increases pedestrian safety and encourages transit use.
Strategy 7- "Pedestrian Corridors that Connect Neighborhoods"
This strategy puts priority on linking neighborhoods together with pedestrian facilities. This can include
walkways at the end of cul-de-sacs and direct connections between neighborhoods (avoiding "walled"
communities).
I
Strategy 8 - "Reconstruct All Existing Substandard Sidewalks to City of Tigard
Standards"
This strategy focuses on upgrading any substandard sidewalks to current city standards. Current
standards are for five foot sidewalks to meet ADA6 requirements. Several sidewalks exist that do not
meet the minimum five foot requirement. Fronting property owners are responsible for sidewalk
maintenance where pavement has fallen into disrepair.
Strategy 9 - "Pedestrian Corridors that Commuters Might Use"
This strategy focuses on providing sidewalks in areas where commuters might walk:. For example,
connecting neighborhoods to large employment areas (i.e Washington Square Regional Center or the
Tigard Triangle).
Table 5-1 lists each strategy in the order it was ranked by the committee and provides an assessment of
how each of the strategies meets the requirements of each of the goals and policies.
6 Americans with Disabilities Act, Uniform Building Code.
T?garcl Tianspartation Systorn Plan DRAFT P-09164
Pedestrians 5-5 t
DKS Associates
Table 5-1
Pedestrian Facility Strategies Comparisons
Policies
Strategy
1-2 24 2-5 2-6 3-3 34 5-1
1. Fill in gaps in network 4 4 O O 4 4 O
where some sidewalks
exist
2. Connect pedestrian i O 4 4 O ® 4
corridors to schools,
parks, activity centers
3. Coordination of land 4 i O 4 O 4 t
use approval process to
provide sidewalks &
links to existing
4. Improved crossings O i O 4 a 4
5. Pedestrian corridors
that connect to major 4 4 O O 4 4 4
recreational uses
6. Pedestrian corridors that
connect to major transit 4 4 O 4 O O 4
locations
7. Pedestrian corridors that
connect neighborhoods / O O 4 O 4 O
8. Reconstruct O < O O O O 4
substandard sidewalks
to City standards
9. Pedestrian corridors 4 O O ! O 4 d
commuters might use
9 Does not meet criteria ! Mostly meets criteria
O Partially meets criteria ! Fully meets criteria
RECOMMENDED PEDESTRIAN FACILITY PLAN
The strategies that had been evaluated by the TSP Task Force were ranked by each member of the
committee according to his or her vision of priorities for the City of Tigard. The ranking of these
strategies is listed in Table 5-1 from most important to least important. Three strategies were considered
to be a high priority for pedestrians in Tigard and ranked significantly higher than the remaining
strategies. These strategies were filling in network gaps, connections to schools, parks and activity
centers and coordination of land use approval process to provide sidewalks and links to existing
sidewalks.
A list of likely actions to achieve fulfillment of these priorities was developed into a Pedestrian Master
Plan. The Pedestrian Master Plan (Figure 5-1) is an overall plan and summarizes the "wish list" of
pedestrian-related projects in Tigard. From this Master Plan, a more specific, shorter term, Action Plan
was developed.
LM jg- rmnsF :rt-16' System Plan DRAFT P99169
PodesMans 5-6 t r
® associates
(7) cmr of noo
TO SQU
,r Transportation
Systems Plan
a Legem
Q f
31 0mimme SideKakm atLwd
One Side of Stred
217 •=SiderrakonB Sides
; .MN.. Of
f
q R • E>dt5 01 Street Palk
210 .ProposedOffgreetPaA
•Sdwb
•Paft
~l Pedeeaian oistia
Regont tknr
~ • ~ ~ Town (bnkt
I ~ ~ 5
LMYAU RD
~ ~f a
,
Figure 5.1
~•4 t PEDESTRIAN
MASTER PLAN
DKS Associates
The Action Plan consists of projects that the City should give priority to in funding. As development
occurs, streets are rebuilt and other opportunities (s~ h -.grant programs) arise, projects on the Master
Plan should be pursued as well.
It is preferable to provide pedestrian facilities on one side of the street if it means a longer section of the
system could be covered (i.e. sidewalk on one side of the street for two miles is preferable to sidewalk
on both sides of the street for one mile). In the case of significant stretches where sidewalk is only
provided on one side of the road, particular emphasis should be placed on developing safe crossing
locations. Development shall still be responsible for any frontage improvements, even if a pedestrian
facility already exists opposite the proposed development. Sidewalks on both sides of all streets is the
ultimate desire.
POTENTIAL PROJECT LIST
Table 5-2 outlines potential pedestrian projects in Tigard. The City, through its Capital Improvement
Program (CIP), joint funding with other agencies (Washington County, Metro) and development approval
would implement these -projects. The following considerations should be made for each sidewalk
installation:
• Every attempt should be made to meet City standards
• All sidewalks should be a minimum of five feet wide
• Landscape strips should be considered and are encouraged (see standard street cross-sections
in Motor Vehicles chapter)
Action Plan Projects
Figure 5-2 and Table 5-2 summarize the Pedestrian Action Plan.
Table 5-2
Potential Pedestrian Projects
Rank* Project From To
Action Plan Projects
H Taylor's Ferry Rd Washington Drive 62od Avenue
-H Washington Drive Hall Boulevard Taylor's Ferry Road
-H Hall Boulevard Scholls Ferry Road Pfaflle Street
H Dartmouth Street 72nd 68th Avenue
4 H 72' Avenue ORE 99W Bonita Road
H 72"d Avenue Carman/Upper Boones Ferry Durham Road
q H Hunziker Street Hall Boulevard 72nd Avenue
H H Hall Boulevard North of Hunziker Street South City Limits
H Bonita Road West of 72"d Avenue 72ad Avenue
q H McDonald Street ORE 99W Hall Boulevard
H H ORE 99W McDonald Street South City Limits
3
rq H Beef Bend Road ORE 99W Scholls Ferry Road
H Bull Mountain Road ORE 99W Beef Bend Road
H Roshak Road Bull Mountain Road Scholls Ferry Road
Tigard Transportation System Plan DRAFT P99161
Pedestrians 5-8 ter 2
DKS Associates
Rank* Project From To
H Barrows Road Scholls Ferry Road (West) Scholls Ferry Road (East)
H Walnut Street 135°i Avenue Tiedeman Avenue
H Gaarde Street Walnut Street ORE 99W
H 121" Avenue Gaarde Street North Dakota Street
H North Dakota Street 121" Avenue Greenburg Road
Tiedeman Avenue Walnut Street Greenburg Road
K Tigard Street 115 ' Avenue . Main Street
H Burnham Street Main Street Hal! Boulevard
)_i Former Street Walnut Street l21" Avenue
H Commercial Street Main Street tnc In trtiet
14 Tiederaaa yenue Walaut Street Gr-eenbufg-Ree
Other Potential Projects
M 80' Avenue Taylor's Ferry Road Spruce Street
M Spruce Street Hall Boulevard 80' Avenue
M Oak Street Greenburg Road 72' Avenue
M Locust Street 806 Avenue 72' Avenue
M 74' Avenue Taylor's Ferry Road South of Barbara Lane
M 72' Avenue North of Locust Street Oak Street
M Spruce Street 78' Avenue 71" Avenue
M 71" Avenue Oak Street ORE 99W
M 78' Avenue Spruce Street ORE 99W
M Pine Street 71" Street 69m Street
M 691h Street Pine Street ORE 99W
M 90'y Avenue Hall Boulevard Locust Street
M 62/6 1' Avenues Taylor's Ferry Road Pomona Street
M Pomona Street 61" Avenue 64' Avenue
M 64th Avenue Pomona Street ORE 99W
M 68' Avenue ORE 99W South of Hampton Street
M 66m Avenue South of Hampton Street Dartmouth Street
M Hampton Street 68°i Avenue 66m Avenue
M Haines Street 68' Avenue Tigard City Limits
M Shady Lane Greenburg Road 95* Avenue
M 95' Avenue Shady Lane Greenburg Road
M 98's Avenue Greenburg Road Main Street
M Tige ea 443~'-Aveeue plain Street
M 115'Avenue North Dakota Street Tigard Street
M Tiede... an A -venue 6reenbuEgReal Wahwt het I
M Cascade Avenue Scholls Ferry Road Existing sidewalk
M Johnson Street ORE 99W End
M Grant Avenue Johnson Street Tigard Street
Tigard Transportation System Plan DRo4F P99161
Pedestrians 5-9Seotember ___pSepteMbOF:7. 2040
DKS Associates
Rank* Project From To
M ScofFins Street Main Street Hall Boulevard
M Ash Avenue Commercial Street Scoffins Street
M $ufxhafn Street Main Street Hall Roulever I
M Ash Avenue McDonald Street Burnham Street
M Frewing Street ORE 99W O'Mara Street
M Garrett Street ORE 99W Ash Avenue
M O'Mara Street McDonald Street Hall Boulevard
M 97`h Avenue McDonald Street Murdock Street
M Murdock Street 97"' Avenue - 103nd Avenue
M 103nd Avenue Murdock Avenue Canterbury Lane
M Canterbury Lane 1031 Avenue ORE 99W
M 100' Avenue McDonald Street Highland Drive
M Highland Drive 100' Avenue Summerfield Drive
M Sattler Street 100' Avenue 98' Avenue
M 98°i Avenue Sattler Street Murdock Avenue
M Ross Street Hall Boulevard East End
M 79'b Avenue Durham Road Bonita Road
M 108'a Avenue Durham Road South End
M 133n° Avenue Bull Mountain Road South End
M Peachtree Drive Bull Mountain Road South End
M 150' Avenue Bull Mountain Road Beef Bend Road
M 135' Avenue Walnut Street Hillshire Drive
M Hillshire Drive 1351 Avenue Mistletoe Drive
M Mistletoe Drive Hillshire Drive Benchview Terrace
M Benchview Terrace White Cedar Place Bull Mountain Road
M 132ed Avenue Walnut Street Benchview Terrace
M Menlor Lane Barrows Road Sunrise Lane
M Sunrise Lane Menlor Lane 150" Avenue
M 150'" Avenue Sunrise Lane Bull Mountain Road
M Fenner Street WelnetStFeet 12 1" 'fie I
M Tiedema . Avenue Walnut Street Existing Sidewalk to North
M Watkins Avenue Park Street Walnut Street
M Off-Street Multi-Use Powerline Corridor/Tualatin River/Fanno Creek/Greenway Park
Path
• H=High, M=Medium, L--Low Priority
Tigard Transportation System Plan DRAFT P99161
-er
Pedestrians 5-90 t i
t7c~~y1 }
v D
v
OT" oF~~
Q~at"on
ItD SystensPms plan
ia{es 4 y
® and valondWo
sw,
l n ®•~~~SC~ ~atL~
et4t ~sed5~k
k
1j~~ i per,.
S
It t 4~ GAR ,1~11~
pR ~ ~ 49`N
e
P
4
A:
44
5
t Figure
DKS Associates
Complementing Land Development Actions
Land use actions are where significant improvements to the pedestrian system can occur. Basically a
change in land use from vacant or under utilized land creates two key impacts to the pedestrian system:
1. Added vehicle trips that conflict with pedestrian flows
2. Added pedestrian volume that requires safe facilities
These impacts require mitigation to maintain a safe pedestrian system. Pedestrians walking in the
traveled way of motor vehicles are exposed to potential conflicts that can be minimized or removed
entirely with sidewalk installation. The cost of a fronting sidewalk to an individual single family home
would be about $1,000 to $2,000 (representing less than one percent of the cost of a house). Over a
typical 50 year life of a house this would represent less than $50 per year assuming the cost of money is
4%.annually. This cost is substantially less than the potential risk associated with the cost of an injury
accident or fatality without safe pedestrian facilities (injury accidents are likely to be $10,000 to $50,000
per occurrence and fatalities are $500,000 to $1,000,000). Sidewalks.are essential for the safety of
elderly persons, the disabled, transit patrons and children walking to school, a park or a neighbor's home.
No area of the city can be isolated from the needs of these users (not residential, employment areas or
shopping districts). Therefore, fronting improvements including sidewalk are re hired on every change
in land use or roadway project.
For any developing or redeveloped property in Tigard, the benefit of not providing sidewalks is only the
cost savings to the developer - at the potential risk and future expense to the public. Therefore, sidewalks
are required in Tigard with all new development and roadway projects.
It is important that, as new development occurs, connections or accessways are provided to link the
development to the existing pedestrian facilities in as direct manner as possible. As a guideline, the
sidewalk distance from the building entrance to the public right-of-way should not exceed 1.25 times the
straight line distance. If a development fronts a proposed sidewalk (as shown in the Pedestrian Master
Plan), the developer shall be responsible for providing the walkway facility as part of any frontage
improvement required for mitigation of development.
It is also very important that residential developments consider the routes that children will use to walk
to school and provide safe and accessible sidewalks to accommodate these routes, particularly within one
mile of a school site. Additionally, all commercial projects generating over 1,000 trip ends per day
should provide a pedestrian connection plan showing how pedestrian access to the site links to adjacent
uses, the public right-of-way and the site front door. Conflict free paths and traffic calming elements
should be identified, as appropriate.
i
Address maps in Pedestrian System
Many of the areas developed in Tigard 10 to 25 years ago did not provide sidewalks. With as much of
the City built-out (as is the case today) there are limited opportunities for development to create major
portions of the missing pedestrian system. The historic gaps in the pedestrian walking system become
more important as land development and activity grow creating new demands for an integrated pedestrian
a system. Current land developments build sidewalks on project frontages, but have little means or
incentive to extend sidewalks beyond their property. Property owners without sidewalks are unlikely to
independently build sidewalks that do not connect to anything. In fact, some property owners are.
TDgard Transportation System Plan DRAFT P99161
Pedestrians 5-12~otembar 15 20 ~^^'^T~^- ° ~^^^c^ ~ ~nh^
vFnvmva~►--c^*~
DKS Associates
resistant to sidewalk improvements due to cost (they do not want to pay) or the impact to their frontage
(they may have landscaping in the public right-of-way). As an incentive to fill some of these gaps
concurrent with development activities, the City could consider an annual walkway fund that would
supplement capital improvement-type projects. A fund of about $40,000 to $50,000 per year could build
over a quarter mile of sidewalk to help fill gaps. If matching funds were provided, over double this
amount may be possible. The fund could be used several ways:
• Matching other governmental transportation funds to build connecting sidewalks identified in
the master plan.
• Matching funds with land use development projects to extend a developer's sidewalks off-site
to connect to non-contiguous sidewalks (especially with residential development and its access
to schools and parks, commercial development linking retail (ie deli, bank, with employment)
• Supplemental funds to roadway projects which build new arterial/collector sidewalks to create
better linkages into neighborhoods.
• Matching funds with adjacent land owners that front the proposed sidewalk.
• Reimbursement agreements with developers
Parks and Trails Development
The City Parks and Recreation Department and Metro Greenspaces programs are responsible for the
majority of off-street trail opportunities. These two agencies must coordinate their pedestrian plans to
provide an integrated off-street walking system in Tigard. Recent Metro Cmeenspaces initiatives and City
park projects provide an opportunity to implement the off-street trails in Tigard as an integrated element
of the pedestrian action plan. The Fanno Creek Trail and Powerlines trail systems are already well
developed north of Tigard in Beaverton. Because of the regional nature of the interconnected powerlines
to Tualatin River to Fanno Creek trail system, Tigard will need to work cooperatively with Metro,
Washington County, Tualatin Hills Parks and Recreation District and the City of Beaverton.
Safety
Pedestrian safety is a major issue. Pedestrian conflicts with motor vehicles are a major issue in pedestrian
safety. These conflicts can be reduced by providing direct links to buildings from public rights-of-way,
considering neighborhood traffic management (see Chapter 8: Motor Vehicles), providing safe roadway
crossing points and analyzingtreducing the level of pedestrian/vehicle conflicts in every land use
application.
In setting priorities for the pedestrian action plan, school access was given a high priority to improve
safety. However, beyond simply building more sidewalks, school safety involves education and planning.
Many cities have followed guidelines provided by Federal Highway Administration and Institute of
Transportation Engineers. Implementing plans of this nature has demonstrated accident reduction
benefits. However, this type of work requires staffing and coordination by the School District as well
as the City to be effective.
Several "pedestrian crossing evaluation" locations were identified on the Pedestrian Master Plan and on
the Pedestrian Action Plan. These are locations where it may be desirable (where warrants are met) to
install a pedestrian activated signal for the sole purpose of allowing pedestrians to cross the roadway.
Tigard Transportation System Plan DRAFT P99161
Pedestrians 6-131qA tember 15.20008ee1emOQe%=2M-8epteMbGF 7.2000
DKS Associates
2040 Coordination
Metro has designated three areas within Tigard as 2040 land use designated pedestrian districts.
These areas will require the greatest attention to the development of integrated pedestrian networks.
The three areas include:
• Washington Square Regional Center
• Downtown Tigard Town Center/Main Street/Commuter Rail Station Area
• King City Town Center
The City of Tigard has developed a plan for the Washington Square Regional Center which is in the
final approval process. While not a 2040 land use designated area, the Tigard Triangle has special
development code regulation in Tigard that pertain to pedestrian design. Plans will need to be
developed for both the Tigard Downtown and King City. The areas designated on Figures 5-1 and
Figure 5-2 are the pedestrian districts in Tigard.
i
i
i
Tigard Transportation System Plan DRAFT P99161
Pedestrians S-USeptember 5 -
KS Associates
Chapter 6
Bicycles CITY OF TIGARD
OREGON
This chapter summarizes existing and future facility needs for bicycles in the City of Tigard. The
following sections outline the criteria to be used to evaluate needs, provide a number of strategies for
implementing a bikeway plan and recommend a bikeway plan for the City of Tigard. The needs,
criteria and strategies were identified in working with the City's TSP Task Force. As part of the TSP
Task Force, the Planning Commission provided input regarding the transportation system in Tigard,
specifically exploring bicycle needs. The methodology used to develop the bicycle plan combined
citizen and staff input, specific Transportation Planning Rule requirements' and continuity to the
regional bicycle system?
Metro's Draft Regional Transportation Plan (RTP) has identified a Proposed Regional Bicycle
Network. As such, these routes will eventually have bicycle lanes, if they don't already. The
following Tigard streets are classified as follows in the RTP:
Regional Access Regional Corridor Community Regional Corridor Off-Street
on-street Connector
• Hall to Walnut Street 72od Avenue • Fanno Creek
Greenburg to Scholls Ferry Rd • Bonita-McDonald • Tualatin River
Main to Hunziker e Hall Boulevard Carman-Durham • Powerlines
• ORE 99W • Hunziker to LO through
• Hall-Durham- I-5/ORE 217
Boones
NEEDS
Continuous bikeways are currently only provided for the full length of Durham Road, McDonald
Street and Tigard Street in the City of Tigard. Bikeways are also currently provided for significant
portions of ORE 99W, Hall Boulevard, Bonita Road, 97`s/98`s Avenues, Greenburg Road, Walnut
Street, 121" Avenue and Bull Mountain Road. In addition, there are a few segments where bikeways
do exist where new development and roadway improvements have occurred. Continuity and
connectivity are key issues for bicyclists and the lack of facilities (or gaps) cause significant problems
for bicyclists in Tigard. Without connectivity of the bicycle system, this mode of travel is severely
limited (similar to a road system full of cul-de-sacs). The TPW calls for all arterial and collector
streets to have bicycle facilities. To meet the TPR requirements and fill in existing gaps in the
existing bicycle system, an action plan that focuses on a framework system should be developed to
prioritize bicycle investment.
' Transportation Planning Rule, State of Oregon, DLCD, Section 660-12-020(2xd), 660-12-035(3)(e),
660-12-095(3)(b & c).
2 Regional Bicycle System Map, Regional Transportation Plan Drab, Metro, 1999.
Oregon Administrative Rules, Chapter 660, Division 12, Section 045(3).
T7gard Transportation System Plan DRAFT P99161
Bicycles 6-1 t r 15, 2QQQSj~~~~
OWN
®KS Associates
Bicycle trips are different from pedestrian and motor vehicle trips. Common bicycle trips are longer
than walking trips and generally shorter than motor vehicle trips. Where walking trips are attractive
at lengths of a quarter mile (generally not more than a mile), bicycle trips are attractive not only for
these short trips, but lengths of two to three miles. Bicycle trips can generally fall into three groups:
commuters, activity-based and recreational. Commuter trips are typically home/work/home
(sometimes linking to transit) and are made on direct, major connecting roadways and/or local streets.
Bicycle lanes provide good accommodations for these trips. Activity based trips can be home-to-
school, home-to-park, home-to-neighborhood commercial or home-to-home. Many of these trips are
made on local streets with some -connections to the major functional classification streets. Their needs
are for lower volume/speed traffic streets, safety and connectivity. It is important for bicyclists to be
able to use through streets`. Recreational trips share many of the needs of both the commuter and
activity-based trips, but create greater needs for off-street routes, connections to rural routes and
safety. Typically, these bike trips will exceed the normal bike trip length.
FACILITIES
Bicycle facility needs fall into two primary categories: route facilities and parking facilities. Bicycle
lanes are the most common route facilities in Tigard. Racks, lockers and shelters are typical bicycle
parking facilities that are provided at individual land use sites. Bicycle ways can generally be
categorized as bike lanes, bicycle accommodation, or off-street bike paths/muld-use trails. Bike
lanes are areas within the street right-of-way designated specifically for bicycle use. Federal research
has indicated that bike lanes are the most cost effective and safe facilities for bicyclists when
considering all factors of design. Bicycle accommodations are where bicyclists and autos share the
same travel lanes, including a wider outside lane and/or bicycle boulevard treatment (priority to
through bikes on local streets). Multi-use paths are generally off-street routes (typically
recreationally focused) that can be used by several transportation modes, including bicycles,
pedestrians and other non-motorized modes (i.e. skateboards, roller blades, etc.). The term bikeway
is used in this plan to represent any of the bicycle accommodations described above. The bicycle plan
designates where bike lanes and multi-use paths are anticipated and any other bicycleways are
expected to be bike accommodations (i.e. shared with motor vehicles).
Bicycle lanes adjacent to the curb are preferred to bicycle lanes adjacent to parked cars or bicycle
lanes combined with sidewalks. Six foot bicycle lanes are recommended. Provision of a bicycle lane
not only benefits bicyclist but also motor vehicles which gain greater shy distance/emergency
shoulder area and pedestrians which gain buffer between walking areas and moving vehicles. On
reconstruction projects, bicycle lanes of five feet may need to be considered. Bicycle
accommodations can be provided by widening the curb travel lane (for example, from 12 feet to 14 or
15 feet. This extra width makes bicycle travel more accommodating and provides a greater measure
of safety). Off-street trails should be planned for 12 feet in width, desirable for mixed-up activity
` (ped and bike). Signing and marking of bicycle lanes should follow the Manual on Uniform Traffic
Control Devices, as adopted for Oregon. Design features in the roadway can improve bicycle safetys.
For example, using curb storm drain inlets rather than catch basins significantly improves bicycle
{ facilities.
s
This can include end of cul-de-sac connections, but even better is regular spacing of local streets.
s Oregon Bicycle and Pedestrian Plan, ODOT, June, 1995; this provides an in-depth discussion on
bicycle network development.
Tigard Transportation System Plan DRAFT P99161
Bicycles 6-2
®KS Associates
Bicycle parking is required in Tigard for new land use applications (see Development Code Section
18.765, Table 18.765.2 Minimum and Maximum Required Off-street Vehicle and Bicycle Parking)
Requirements in Community Development Code Section 18.765.050 outline the design and
placement of bicycle parking (within 50 feet of building entrance).
CRITERIA
Tigard's TSP Task Force created a set of goals and policies to guide transportation system
development in Tigard (see Chapter 2). Several of these policies pertain specifically to bicycle needs:
Goal2 Policy 3 Bicycle lanes must be constructed on all arterials and collectors within Tigard
(with construction or reconstruction projects). All schools, parks, public
facilities and retail areas shall have direct access to a bikeway.
Policy S Bicycle and pedestrian plans shall be developed which link to recreational traits.
Policy 6 Local streets shall be designed to encourage a reduction in trip length by
providing connectivity and limiting out-of-direction travel. Provide connectivity
to activity centers and destinations with a priorityfor bicycle and pedestrian
connections.
Goal 3 Policy 3 Safe and secure pedestrian and bikeways shall be designed between parks and
other activity centers in Tigard
These goals and policies are the criteria that all bikeway improvements in Tigard should be measured
against to determine if they conform to the intended direction of the City. Policy 2-3 sets a specific
requirement that bicycle lanes be constructed on all arterials and collectors within Tigard consistent
with the Bicycle Master Plan and that all schools, parks, public facilities and retail areas have direct
access to a bikeway. Table 6-1 summarizes the bicycle corridors created by overlaying the bicycle
network over the arterial and collector system in Tigard.
Since bicyclists can generally travel further than pedestrians, connections that lead to regional
destinations such as Portland, Beaverton, Tualatin and Lake Oswego are important. Tigard's bicycle
network should connect to Washington County's, Beaverton's, Tualatin's and Lake Oswego's bicycle
networks and be consistent with the Regional Bicycle System. Key locations where connections
should be made to these other jurisdiction's networks are shown in Table 6-2.
STRATEGIES
Several strategies were considered for construction of future bikeway facilities in Tigard. These
strategies were studied to provide the City with priorities since it is likely that the available funding
will be insufficient to address all of the projects identified in the Bikeway Master Plan.
3
Tigard Transportation System Plan DRAFT P99161
Bicycles I
N ====mod
DKS Associates
Strategy 1- "Fill in Gaps in the Network where Some Bikeways Exist"
This strategy provides bikeways which fill in the gaps between existing bikeways where a significant
portion of a bikeway corridor already exists. This strategy maximizes the use of existing bicycle
facilities to create complete sections of an overall bikeway network. Examples would include ORE
99W, Hall Boulevard, Bull Mountain Road, Greenburg Road and 121' Avenue, where short segments
would complete routes.
Table 6-1
Corridors in Proposed Bikewa Network
North-South Corridors East-West Corridors
Beef Bend Road Taylor's Ferry Road Walnut Street
121" Avenue . Barrows Road Bull Mountain Road
Greenburg Road Nimbus/Oak Street Beef Bend RdJDurham RdJ
Carman Drive
ORE 99W North Dakota/Greenburg/ Gaarde St/McDonald SU
Hunziker Bonita Road .
Hall Boulevard Pfaffle/Dartrnouth Street
72' Avenue
Table 6-2
Bicycle Connectivity to Adjacent Jurisdictions
Link Included in
City Interface Street Tigard Master Plan?
Lake Oswego Haines Street Atlanta
Kruse Way multi-use pathway Hunziker
Bonita Road Bonita
Carman Drive Carman
Beaverton Scholls Ferry Road Scholls Ferry
Barrows Road Barrows
Powerlines multi-use ath Powerlines off-street path
Murry Boulevard Walnut
Davies Road Barrows
125' Avenue North Dakota
Nimbus Avenue Nimbus to Locust
Hall Boulevard Hall
Portland Taylors Ferry Taylors Fcn-v
i Barbur Boulevard ORE 99W
Oleson Road Greenbur
Tualatin Tualatin RoadBoones Ferry Rd. Hall Boulevard
Upper Boones Ferry Road Upper Boones Ferry
Lower Boones Ferry Road 72nd
7 Washington County Elsner Road Beef Bend
Tigard Transportation System Plan DRAFT P99161
Bicycles 6-4Seutember 15.200USe®t _ dsEB86
DKS Associates
Strategy 2 - "Connect Key Bicycle Corridors to Schools, Parks and Activity
Centers (public facilities, etc.)"
This strategy provides bikeway links to schools, parks, recreational facilities and activity centers from
the arterial/collector bikeway network. This alternative provides added safety to likely bicyclist
destinations as well as destinations where children are likely to travel. Examples would include Hall
Boulevard, Durham Road, Walnut Street, Tiedeman Avenue, Bull Mountain and the off-street multi-
use paths throughout Tigard.
Strategy 3 - "Develop Bicycle Network on Flat Routes"
This strategy focuses on providing bicycle lanes on "flat" routes, or those routes without significant
grade changes. This strategy provides bicycle facilities where a larger percentage of the population is
likely to travel. Examples would include routes such as Walnut Street, Hall Boulevard, Durham
Road, North Dakota Street, etc.
Strategy 4 - "Develop a Bike Sign Program-Focus on Low Volume Streets"
This strategy would provide signs to guide bicyclists to appropriate bicycle routes in the City
Strategy 5 - "Bicycle Corridors that Connect to Major Recreational Facilities
This strategy provides a connection between the bikeway network and major recreational facilities,
such as the Greenway Trail. Examples would be the Greenway Trail, Fanno Creek Trail and the
proposed powerline corridor in the western part of the City.
Strategy 6 - "Develop Maintenance Program to Clean Bike Lanes"
This strategy establishes a program to provide maintenance services to clean the bike lanes. Debris in
bike lanes is one of the biggest complaints (deterrents) of bicyclists.
Strategy 7- "Bicycle Corridors that Commuters Might Use"
This strategy focuses on providing bicycle facilities where commuters are likely to go such as local
(within Tigard) or regional (i.e. Beaverton, Tualatin, Lake Oswego or downtown Portland)
employment centers or leading to transit which provides access to regional employment centers.
Examples would include ORE 99W, Scholls Ferry Road and Hall Boulevard.
Strategy 6 - "Bicycle Corridors that Connect Neighborhoods"
This alternative puts priority on bicycle lanes for routes which link neighborhoods together. Some of
these could include paths crossing parks, schools or utility rights-of-way.
Strategy 9 - "Construct All Bikeways to City of Tigard/Washington County
Standards"
Tigard Transportation System Plan DRAFT P99161
Bicycles 6-5Seotember 15.2 24. 2000
DKS Associates
This strategy focuses on upgrading any substandard existing bikeways to current city/county
standards. Current standards are for six foot wide bike lanes with appropriate striping and signs for
bicycle safety.
Strategy 10 - "Bicycle Corridors that Access Commercial Areas
This strategy puts priority on bicycle lanes for arterials/collectors which provide access to
commercial areas within the City. Examples would include ORE 99W, 72°d Avenue, Dartmouth
Street and Hall Boulevard.
'c'able 6-3 summarizes the strategies in the priority order ranked by the TSP Task Force in terms of
meeting the transportation goals and objectives.
Table 6-3
Bikeway Facility Strategies Comparisons
Policies
Strategy 2-3 2-5 2-6 3-3
1. Fill in gaps in the network where some bikeways exist 4 O O O
2. Connect key bicycle corridors to schools, parks and activity
centers (public facilities etc. , 4 4 40
2. Develop bicycle network on flat routes O O S 4
3. Develop a bike sign program-focus on low volume streets O O O i
4. Bicycle corridors that connect to major recreational facilities i
5. Develop maintenance program to clean bike lanes K X 3C X
7. Bicycle corridors that commuters might use ! O O O
8. Bicycle corridors that connect neighborhoods O O ® O
8. Construct all bikeways to City of Tigard standards O O O O
10. Bicycle corridors that access commercial areas 4 O 4
s4 M Does not meet criteria 6 Mostly meets criteria
O Partially meets criteria ® Fully meets criteria
a ALTERNATIVES
Two basic alternative bicycle networks were developed through the TSP Task Force discussion. The
Tigard Transportation System Plan DRAFT P9916l
Bicycles S-SGa~t~mtu3r 15. 2L'L'^•,Se 25~' .a 4-?
DKS Associates
first option was to place bicycle lanes on every existing arterial and collector street. Figure 6-1
summarizes the All Arterial and Collector alternative. The end result is several redundant bicycle
facilities on routes that will no longer be collectors or arterials in the new functional classification.
Additionally the cost and right-of-way impact is so significant that this alternative may be difficult to
successfully implement. A second alternative was developed by the TSP Task Force that is build
upon a framework of bicycle lanes through Tigard. This alternative provides framework grids of
bicycle lanes with fewer lanes identified on lower classification streets (which typically have lower
traffic volumes). Based upon the highest priority strategies the TSP Task Force recommended the
framework option as the Tigard Bicycle Master Plan (Figure 6-2).
RECOMMENDED BIKEWAY FACILITY PLAN
A list of likely actions to achieve fulfillment of these priorities was developed into a Bicycle Master
Plan. The Bicycle Master Plan (Figure 6-2) is an overall plan and summarizes the "wish list" of
bicycle-related projects in Tigard, providing a long-tern map for planning bicycle facilities. From
Us Master Plan, a more specific, shorter tern, Action Plan was developed. The Action Plan (Figure
6-3) consists of projects that the City should actively try to fund. These projects form a-basic bicycle
grid system for Tigard. As development occurs, streets are rebuilt and other opportunities (such as
grant programs) arise, projects an the Master Plan should be pursued as well.
POTENTIAL PROJECT LIST
Table 6-4 outlines potential bicycle projects in Tigard. The City, through its Capital Improvement
Program (CIP) and bond measure funding (along with joint funding with other agencies such as
Washington County or Metro or development approval) would implement these projects. Figure 6-3
summarizes the Bicycle Action Plan. Multi-use paths identified on the bicycle plans should be
aligned to cross roadways at intersections for safe crossing rather than crossing roadways at mid-
blocks without traffic control.
There is an off-street multi-usc trail shown along the powerline corridor in the western part of Tigard.
This corridor is designated as a proposed Off-Street Multi-Use Path in Metro's Regional Bicycle
SysteO, however, the corridor follows a very steep grade and would be extremely difficult for most
bicyclists. The corridor could be developed as a multi-use path that could be used by serious
bicyclists as well as pedestrians.
6 Regional Bicycle System Map, Version 4.0, Metro, December 1, 1997.
77gani Transportation System Plan DRAFT P99161
Bicycles 6-73eatember 15. 24. 2000
1J L }~1j
uj1 } }
C o~t►GARD
ranspertolen
. "C
Systems plan
Dciates K
per. ~
.oas+~`~''s
•w.ti
o mefb°°° 980
210 r i 0
It
= 5
q+ .
m
figure 6.1
a sic(CILEp,tNE
Option)
~ : { erlalslColtectots
VIA Act
1..r % v
DKSAssociates
CITY OF nGARD
Transportation
Systems Plan
E
~ Legend
z ® • Ustiig Bb Lm
• . . Proposed Bice Lam*
• 7a 217 • Us* Off Sheet Path
• 9 . , . Proposed OR S6ee1 Pate
210 • nOARO o • Pairs
p ~ ~ $ ~i • Schoots
1 t 1ti * Prate: Time s' be easing Re tapes
q~N on one ade of stroet • aee Extstrg Bae
_ ~ ~ Laos graptic for tlaificata~
~ ~ : 99VY
t
DWAY PI)
Figure 6.2
BICYCLE MASTER PLAN
V
(Framework Optlon)
OTTY Cf nGAA°
TranSP°'tatlon
AsspCiateS systems plan
it $ ,ear
a ' • •on5t~~
217
F. ~ n
f ~ R r, ~ ~ t~c+RO ~E ,k tbte~~ t~~ ~ytie~el~,~ &~e
210 r ,e~
i s 4a
i
i
lit Figure 6.3
i i
jBiCpG
/A w,
slow
DKs Associates
Table 6-4
Bicycle Project Priorities
Rank Project From To
Action Plan Projects
H Taylor's Ferry Road Washington Drive Ci Limits
H Washington Drive Hall Boulevard Taylor's Fe Road
H Hall-Beak-yam Leeliustiiiii i
H Hall Boulevard Pfaffle Street Bonita Road
H Greenbur Road Hall Boulevard Cascade Avenue
H Oak Street Hall Boulevard 90°i Avenue
H ORE 99W East City Limits South City Limits
H 72ad Avenue ORE 99W South City Limits
H Hunziker Street Hall Boulevard 72' Avenue
H Upper Boones FerTy Rd I-5 Durham Road
H Bonita Road 72' Avenue West of 72ad Avenue
H Burnham Street Main Street Hall Boulevard
H O'Mara Street McDonald Street Hall Boulevard
H Frewin Street ORE 99W O'Mara Street
H Murdock Street 98m Avenue 97m Avenue
H 98" Avenue Murdock Stret Durham Road
H 92od Avenue Durham Road Cook Park
H Tiedeman Avenue Greenbur Road Walnut Street
H Walnut Street ORE 99W Barrows Road
H 121# Avenue Walnut Street Gaarde Street
H Gaarde Street Walnut Street ORE 99W
H Barrows Road Scholls Ferry Road (West) Scholls Ferry Road (East)
H Scholls Ferry Road Hall Boulevard Barrows Road
H Bull Mountain Road 150' Avenue Beef Bend Road
H Beef Bend Road ORE 99W Scholls Ferry Road
H
Other Master Plan Projects
M 80'e Avenue Taylor's Ferry Road Spruce Street
M Oak Street Greenbur Road 90'a Avenue
M Oak Street Hall Boulevard 71" Avenue
M 71"Avenue Oak Street Pine Street
M Pine Street 71" Avenue 69'b Avenue
M 69'b Avenue Pine Street ORE 99W
M 68' Avenue ORE 99W South End of Street
M Dartmouth Street ORE 99W 68' Avenue
M Ham ton Street 72od Avenue 68'a Avenue
M Pfaffle Street Hall Boulevard ORE 99W
M Haines Street 68'b Avenue East City Limits
M Bonita Road 72od Avenue East City Limits
M Scoffins Street Hall Boulevard Main Street
Tigard Transportation System Plan DRAFT P99161
Bicycles 6-11SeNember 15 2000Sestem~F7 29 24, 2
DKS /-associates
Rank Project From To
M Sattler Street 100"' Avenue Hall Boulevard
M Ross Street Hall Boulevard East End of Street
M Hall Boulevard Durham Road South City Limits
M 108' Avenue Durham Road South End of Street
M 150"' Avenue Bull Mountain Road Beef Bend Road
M 130"' Avenue Scholls Ferry Road Winterlake Drive
M Winterlake Drive 130"'Avenue 128"' Avenue
M 128"' Avenue Winterlake Drive Walnut Street
M North Dakota Street Scholls Ferry Road Greenbur Road
M S rim ood Drive Scholls Ferry Road 121" Avenue
M Cascade Avenue Scholls Ferry Road Greenbur Road
M Durham Road Upper Boones Ferry Road 72od Avenue
M 79"' Avenue Durham Road Bonita Road
M Off-Street Multi-Use Powerline corridor in west Tigard
Path
M Off-Street Multi-Use Adjacent to Tualatin River
Path
M Off-Street Multi-Use Adjacent to Fanno Creek
Path
• H=High, M=Medium, LFLow Priority
COMPLEMENTING LAND DEVELOPMENT ACTIONS
The Transportation Planning Rule requires that bicycle parking facilities be provided as part of new
residential developments of four units or more, new retail, office and institutional developments, and
all transit transfer stations and park and ride lots! The City through its Community Development
Code has in place requirements for bicycle parking.
It is important that, as new development occurs, connections or accessways are provided to link the
development to the existing.bicycle and pedestrian facilities in as direct manner as is reasonable. If a
development fronts a proposed bikeway or sidewalk (as shown in the Bicycle or Pedestrian Master
Plans), the developer shall be responsible for providing the bikeway or walkway facility as part of any
half-street improvement required for project mitigation.
.a
5
Transportation Planning Rule, State of Oregon, Department of Land Conservation and Development,
Section 660-12-045(3)(a).
Trgaid Transportation System Plan DRAFT P99161
Bicycles `~`-12Se F r - 2009 w ..a 2 11
DDS Associates
Chapter 7
Transit CITY OF TIGARD
OREGON
This chapter summarizes existing and future transit needs in the City of Tigard. The following
sections outline the criteria to be used to evaluate needs, provides a number of strategies for
implementing a transit plan and recommends a transit plan for the City of Tigard. The needs, criteria
and strategies were identified in working with the City's TSP Task Force. This committee provided
input regarding the transportation system in Tigard, specifically exploring transit needs. The
methodology used to develop the transit plan combined citizen and staff input.
NEEDS
There are currently 12 fixed bus routes which provide service within the City of Tigard. These bus routes
are summarized in Chapter 3 (Existing Conditions). There are four express routes providing service to
Tigard residents (12E, 64X, 92X and 95X). Existing transit headways on bus routes in Tigard range from
10-15 minutes on Routes 12 and 92X to about 45 minutes on Route 44 during peak commute periods.
Metro's Draft Regional Transportation Plan (RTP) identifies the following routes on its Public
Transportation System Map (Figure 7-1)':
• ORE 217 HCT Corridor
• Greenburg/Hall/Durham HCT Corridor
• ORE 99W (East of ORE 217) HCT. Corridor
• Hall Boulevard (North of ORE 217) Frequent Bus
• Hunziker Street Frequent Bus
• ORE 99W (West of ORE 217) Primary Bus
• Scholls Ferry Road (East of Murray) Primary Bus
• 121"/Walnut Street Primary Bus
• 68" Parkway/Hampton Street Primary Bus
• 72od Avenue (South of Hampton) Primary Bus
Based upon these designations, the City of Tigard designates all bus stops on HCT Corridors and
Frequent Bus routes as Major Transit Stops. In addition, all park and ride sites and transit stations are
designated major transit stops (Downtown Tigard, Washington Square, park and ride at ORE
99W/72' Avenue).
While Tri-Met bus ridership in Tigard increased by 35% from 1990 to 1994 and another 15% from
1994 to 1999 (comparing 12 routes), transit ridership represents 6 percent of Tigard PM peak hour trip
making.
Public Transportation System Map, Metro, Version 4.0, December 1, 1997.
TIgard Transportation System Plan DRAFT P99161
Transit 7-1 tember
DKSASSaciates
CITY of 71GARD
RD Transportation
Systems Plan
b
Legend
KO CaPt Tfard (MCI)
~ ~ •FroquantBus
211 mmmo •PenaryBas
111>R • Potemial Ahura (NCt)
~ 210 ~
B~
h
kY
RD
RD u
Figure 7.1
~f
METRO PUBLIC
TRANSPORTATION
YXI
SYSTEM CLASSIFICATION
DKS Associates
Existing Tri-Met service covers each of these routes today. Primary routes provide the backbone of the
transit system and are intended to provide high quality service operating at frequencies of 15 minutes all
day. The HCT service on Hall that diverges to Durham should be considered to stay on Hall to the south
when Hall is extended in the future.
All of Tri-Met's bus routes are accessible and most are equipped with lifts. Every Tri-Met bus has
priority seating near the front for seniors and passengers with disabilities. Tri-Met also operates a LIFT
program for those who are unable to use Tri-Met buses or MAX because of a disability.
One of Tigard's greatest transit needs in the future will be improving transit service to the southwest
portion of the City where much of the new development is occurring. Tri-Met has identified Durham
Road and Barrows Road for transit service in the future. Rapidly increasing employment and housing
creates a much greater opportunity to create productive public transit routing in Tigard.
CRITERIA
Tigard's TSP Task Force created a set of goals and policies to guide transportation system development
in Tigard. These goals and policies represent the criteria that all transit improvements in Tigard should
be compared against to determine if they conform to the intended vision of the City. A few of these
policies pertain specifically to transit needs:
Goal 2
Policy 2 The City shall coordinate with Tri-Met, and/or any other transit providers serving
Tigard, to improve transit service to Tigard. Fixed route transit will use arterial and
collector streets in Tigard. Development adjacent to transit routes will provide
direct pedestrian accessibility.
Policy 7 Tigard will participate in vehicle trip reduction strategies developed regionally.
Policy 8 Tigard will support the development of a commuter rail system as part of the regional
transit network.
Goal S
Policy I Design and construct transportation facilities to meet the requirements of the
Americans with Disabilities Act.
STRATEGIES
Tri-Met is responsible for any changes in routes through their annual transit service plan process. In order
for the City to have its transit needs assessed, the City can provide input to Tri-Met through this process.
Several strategies were developed for the implementation of future transit facilities in Tigard. These
strategies were developed to provide the City with priorities in providing guidance to Tri-Met since it is
likely that the available funding will be insufficient to address all of the projects identified in the Transit
Master Plan.
Tigard Transportation System Plan DRAFT 1?91~1
Transit 7-3 b5entember 15 2 I
DKS Associates
Strategy 1- "Provide Commuter Rail"
This strategy focuses on providing Commuter Rail through Tigard. This allows greater connectivity to
the regional transit network and to other nearby Cities such as Hillsboro, Tualatin and Wilsonville.
Stations in the Tigard area would be located in the Downtown Area and near Washington Square. Beyond
the current Beaverton/Wilsonville proposal, the significant traffic operational problems in the ORE 99W
corridor make extended commuter rail service to Sherwood, Newberg, McMinnville, Spirit Mountain and
the coast requires further study.
Strategy 2 (Tie) - "Provide Service Often (i.e. every 15 minutes) in Peak Commute
Periods"
This strategy focuses on decreasing the headways between buses during peak morning and evening
commute periods. This increases operating costs for Tri-Met and without increased ridership (or potential
for more ridership), Tri-Met would not upgrade services. In the 1999 service plan, Tri-Met focused on
more frequent service.
Strategy 2 (Tie) - "Provide Express Routes to Regional Employment Centers (i.e.
Downtown Portland, Washington Square)"
This strategy is aimed at providing service directly from Tigard to regional employment centers. This
might include a few stops in Tigard followed by express service to downtown Portland (one or two stops
at park & ride lots along the way) or Beaverton Transit Center, etc.
Strategy 2 (Tie) - "Provide Bus Shelters/Improved User Amenities"
This strategy focuses on installation of bus shelters and other user amenities along bus routes in Tigard.
The need for bus shelters at bus stops, as well as other user amenities, should be evaluated in conjunction
with any new commercial or residential development adjacent to a transit street. One user amenity that
got a favorable reaction from the Task Force was "real time" bus schedule information at bus stops,
indicating how long it would be before the next bus arrives at a particular stop. Tri-Met's Planning and
Design for Transit Handbook should be used as a guide in providing transit amenities.
Strategy 5 (Tie) - "Provide Access to Employment Areas"
This strategy focuses on providing access to locations where people work in Tigard. Employment areas
{ in and near Tigard might include Washington Square, Tigard Triangle, ORE 99W and Sequoia
Parkway/72ad Avenue.
Strategy 5 (Tie) - "Provide More Local Transit Service"
This strategy focuses on providing more transit service on local routes (typically near where people live),
rather than primarily on arterials and collectors.
7
a
a
Strategy 7 - "Provide Access to Commercial Areas"
I'm
Tigard Transportation System Flan ORRr r~ P99161
Transit 7-4 Sent ember
L
®KKS Associates
This strategy focuses on providing access to locations where people choose to do their shopping.
Commercial areas in Tigard might include Washington Square, the Tigard Triangle, ORE 99W, Main
Street, and the area adjacent to Sequoia Parkway.
Strategy 8 - "Provide Park & Ride Lots"
This strategy provides park & ride lots at locations where concentrated transit demand exists or where
it is desirable for Tri-Met to stop.
Strategy 9 - "Provide Access to Activity & Service Centers`
This strategy focuses on providing transit access to destinations such as comm~mity centers, hospitals,
schools, churches, etc.
Table 7-1 summarizes the strategies in terms of meeting the transportation goals and policies of Tigard.
The strategies are listed in the priority order as determined by the TSP Task Force.
Table 7-1
Transit Strategies Comparisons
Policies
Strategy 2-2 2-7 2-8 5-1
1. Provide Commuter Rail
/ 4 /
2. Provide Service Often in Peak Commute Periods
3. Provide Express Routes to Regional Employment Centers
4. Provide Bus Shelters/User Amenities 1 / O 1
5. Provide Access to Employment Areas
6. Provide More Local Transit Service 1 d O 1
7. Provide Access to Commercial Areas 1 O t 1
8. Provide Park & Ride Lots 1 4 O 1
9. Provide Access to Activity & Service Centers 1 ® ® 1
st Does not meet criteria
O Partially meets criteria
1 Mostly meets criteria
® Fully meets criteria
RECOMMENDED TRANSIT PLAN
Tigard Transpo tatlon System Plan DRAFT l 09:5
Transit 7-5 Senternber 5 2
LMM
DKS Associates
The strategies that had been developed by the TSP Task Force were then ranked by the committee. Each
committee member was assigned a certain number of points that he or she could allocate to each of the
strategies according to his or her priorities. The ranking of these strategies is the same as listed
previously.
Potential Project List
Proposed transit routes/facilities are summarized in Table 7-2 and Figure 7-2. Transit projects were
determined based on strategies listed above and project feasibility. Park and ride lots, pedestrian districts
and potentially new service areas are shown on Figure 7-2.
Table 7-2
Potential Transit Projects
Rank Project Description
1 Provide Commuter Rail Station As part of the Beaverton to Wilsonville Commuter Rail
in Tigard system provide a park and ride station in downtown
Tigard.
Support regional study of western extensions of
commuter rail service or com arable options).
2 Provide Transit Amenities at Provide shelters, information kiosks, etc key transit routes
Major Transit Stops in Tigard with land use development. Focus on
development of "SMART" bus stops.
3 Improve Pedestrian Connections Construct sidewalks, crosswalks, etc. adjacent to transit
to Transit Facilities routes and facilities (i.e. park-and-ride lots, bus stops,
etc.). Within''/, mile of bus stops, focus on enhancing
pedestrian access. Enhance Regional Center and Town
Center pedestrian access to transit.
4 Decrease Headways Provide more frequent transit service during peak
commute periods.
5 Establish Additional Transit Provide service along Durham Road and in the western
Routes part of the City (i.e. Durham Road, Barrows Road,
Murray/Walnut/Gaarde)
6 Add a new Transit Center at the Provide a new transit center with the development of the
Murray/Scholis Town Center Murray/Scholls Town Center. The Downtown Town
Center and Washington Square Regional Center are the
existing Transit Center locations.
i
3
a
a
71gard Transporat on Sy fern ?;an DP•AFT P99161
Transit 7-6 September 2
1 • /
DKSAssodates `T ®•Taybra Ogden tbu Homy
CITY OF TICARD
TOO-4LE
®.sehoh FeayRd
.WrrayBhrtf Transportation
®
®.BwNftr4uala9n CR Systems Plan
®-Bea tr,uke0sw*
® Legend
.~s • Tamn Une iravd
• • . Potedd Futre Tram t Route
217 . Planned Ft&n Tramk Raute
lndkates Trank Une Route der
`g 210 G •TnndtCenterlocatbn
® • Future Tramt Center Op?aW*
CR f4 - Park & M Lot Lomson
CR • Poten fd CoWer Raldtatfon
4
e ff' •Umervedkess
i w'~ 99V4 ~
w~
Rp su r
•
Q~j•Batbur6lvd
M-~en
~ -cards, Homo Figure 7-2
®-MMMH11 FUTURE TRANSIT
®-BeaTu~arln SERVICE
Beaverbon~ake
DKS Associates
Recommended Land Use Actions
The City of Tigard Development Code includes requirements for land use changes to address transit
access. Section 18.360.090 provides approval criteria related to public transit.
a. Provisions within the plan shall be included for providing for transit if the development
proposal is adjacent to existing or proposed transit route;
b. The requirements for transit facilities shall be based on:
(1) The location of other transit facilities in the area; and
(2) The size and type of the proposal.
c. The following facilities may be required after City and Tri-Met review:
(1) Bus stop shelters;
(2) Turnouts for buses; and
(3) Connecting paths to the shelters.
The only modification to this code provision is to define adjacent as having a bus stop within 500 feet
of the property.
ii Tigard Transportation System Plan " DRAFT"* P99161
Transit 7-8 Senternber
LI 1
DKS Associates
Chapter 8
Motor Vehicles CITY OF TIGARD
OREGON
This chapter summarizes needs for the motor vehicle system for both existing and future conditions in
the City of Tigard. This chapter also outlines the criteria to be used in evaluating needs, provides a
number of strategies and recommends plans for motor vehicles (automobiles, trucks, buses and other
vehicles). The needs, criteria and strategies were identified in working with the City's Task Force
(which consisted primarily of the Tigard Planning Commission). This group explored automobile and
truck needs in the City of Tigard and provided input about how they would like to see the
transportation system in their city develop. The Motor Vehicle modal plan is intended to be
consistent with other jurisdictional plans including Metro's Draft Regional Transportation Plan
(RTP), Washington County's Transportation Plan and ODOT's Oregon Highway Plan (OHP).
The motor vehicle element of the TSP involves several elements as shown in Figure 8-1. This chapter is
separated into the following ten sections:
• Criteria
• Functional Classification (including summary of cross sections and local street
connectivity)
• Circulation and Capacity Needs
• Safety
• Access Management
• Maintenance
• Neighborhood Traffic Management
• Parking
• Transportation System Management/Intelligent Transportation Systems
• Truck Routes
CRITERIA
Tigard's TSP Task Force created a set of goals and policies to guide transportation system development
in Tigard (see Chapter 2). Many of these goals and policies pertain specifically to motor vehicles.
These goals and policies represent the criteria that all motor vehicle improvements or changes in Tigard
should be measured against to determine if they conform to the intended direction of the City.
GoalI Livability
Policy I Maintain the livability of Tigard through proper location and design of transportation facilities.
Policy 3 Preterst neighborhoods fFom exoessi-ve through trafflo-and tmvel speeds w ile providing
masenab
rniribnizespeed ing-Address issues of excessive speeding and through traffic on local
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-1 February 27, 2000
L= MEN=
®KS Associates
residential streets through a neighborhood traffic program. The program should
address corrective measures for existing problems and assure that development
incorporates traffic calming.
Tigard Transportation System Plan ARAFr P99161
Motor Vehicles 8-2 February 27, 2000
of GAAD
Ct~Y ottation
'C a ap nn plan
sys
Ass~C;la~~s
L
pv
1.
e'
Figure 1
svef PL
Of:
DKS Associates
Goal2 Balanced Transportation System
Policy I Develop and implement public street standards that recognize the multi-purpose nature of the street right-
of-way for utility, pedestrian, bicycle, transit, truck and auto use.
Policy 61.ocal streets shall be designed to encourage a reduction in trip length by providing connectivity and
limiting out-of-direction travel. Provide connectivity to activity centers and destinations with a
priority for bicycle and pedestrian connections
Policy 7Tigard will participate in vehicle trip reduction strategies developed regionally.
Goal3 Safety
Policy I Design of streets should relate to their intended use.
Policy 2 Street maintenance shall be a priority to improve safety in Tigard.
Policy SAccess management standards for arterial and collector streets shall be developed to improve safety in
Tigard.
Policy 6Establish a City monitoring system that regularly evaluates, prioritizes and mitigates high accident
locations within the City.
Policy 71mprove traffic safety through a comprehensive program of engineering, education and enforcement.
Goal 4 Performance Measures
Policy IA minimum intersection level of service standard shall be set for the City of Tigard. All public
facilities shall be designed to meet this standard.
Policy 3Work with Washington County, Metro, and ODOT to develop, operate and maintain intelligent
transportation systems including coordination of traffic signals.
Goal S Accessibility
Policy 213evelop neighborhood and local connections to provide adequate circulation in and out of the
~.t neighborhoods.
Policy 3 Work to develop an efficient arterial grid system that provides access within the City and serves
through City traffic.
r
Goal 6 Goods Movement
a
i Policy I Design arterial routes, highway access and adjacent land uses in ways that facilitate the efficient
movement of goods and services.
3
a
a
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-4 February 27, 2000
DKS Associates
FUNCTIONAL CLASSIFICATION
Roadways have two functions, to provide mobility and to provide access. From a design perspective,
these functions can be incompatible since high or continuous speeds are desirable for mobility, while
low speeds are more desirable for land access. Arterials emphasize a high level of mobility for through
movement; local facilities emphasize the land access function; and collectors offer a balance of both
functions (Figure 8-2).
Functional classification has commonly been mistaken as a determinate for traffic volume, road size,
urban design, land use and various other features which collectively are the elements of a roadway, but
do not represent function. For example, the volume of traffic on a roadway is directly related to land
uses and because a roadway carves a lot or a little traffic does not necessarily determine its function.
The traffic volume, design (including access standards) and size of the roadway are outcomes of
function, but do not define function.
Function can be best defined by connectivity. Without connectivity, neither mobility nor access can be
served. Roadways that provide the greatest reach of connectivity are the highest level facilities.
Arterials can be defined by regional level connectivity. These routes go beyond the city limits in
providing connectivity and can be defined into two groups: principal arterials (typically state routes) and
arterials. The efficient movement of persons, goods and services depends on an interconnected arterial
system.
Collectors can be defined by citywide or district wide connectivity. These routes span large areas of the
city but typically do not extend significantly into adjacent jurisdictions. They are important to city
circulation. The past textbooks on functional classification generally defined all other routes as local
streets, providing the highest level of access to adjoining land uses. These routes do not provide through
connection at any significant regional, city-wide or district level.
Based upon connectivity there is a fourth level of functional classification - neighborhood route. In
many past plans, agencies defined a minor collector or a neighborhood collector, however, use of the
term collector is not appropriate. Collectors provide citywide or large district connectivity and
circulation. There is a function between a collector and a local street that is unique due to its level of
connectivity. Local streets can be cul-de-sacs or short streets that do not connect to anything.' Other
routes people use to get in and around their neighborhood. They have connections within the
neighborhood and between neighborhoods. These routes have neighborhood connectivity, but do not
serve as citywide streets. They have been the most sensitive routes to through, speeding traffic due to
their residential frontages. Because they do provide some level of connectivity, they can commonly be
used as cut-through routes in lieu of congested or less direct arterial or collector streets that are not
performing adequately. Cut-through traffic has the highest propensity to speed, creating negative
impacts on these neighborhood routes. By designating these routes, a more systematic citywide program
of neighborhood traffic management can be undertaken to protect these sensitive routes.
' Or in the case of neo-traditional grid systems, extensive redundancy in facilities results in local status to streets that have
greater than local connectivity.
Tigard Transportation System Plan DRAFT " P99161
Motor Vehicles 8-5 February 27, 2000
® Associates
CITY OF TIGARD
Transportation
System Flan
de.5oc street t
`'°Ga` t~ fiep''
V
o
J
%
~e
01
I` o c
Z ~ a ~ ~o1Qc
4r .c o o.
W o
01
4 teso
0
,o v ~te04
~o
po
Cpmp/ef
access trpn of through No oca/
co~tro! athrpugh /ncfeasingpfwpr
traffic traffic. Inawsing speed traffic
MOVEMENT, FUNCTION
i
i
i
i
3
a
a
Source: UnlvemV of Callfomla, Figure 8'2
WolfganmgeS. Hombutgere lneering' STREET FUNCTION RELATIONSHIP
James H. Keff
DKS Associates
Functional Classification Definitions
The proposed functional classification of streets in Tigard is represented by Figure 8-3. Any street not
designated as either an arterial, collector or neighborhood route is considered a local street.
Principal Arterials are typically freeways and state highways that provide the highest level of regional
connectivity. These routes connect over the longest distance (many miles long) and are less frequent
than other arterials or collectors. These highways generally span several jurisdictions and many times
have statewide importance (as defined in the ODOT Level of Importance categorization)! In Tigard, I-5
is designated an Interstate Highway and two routes (ORE 217 and ORE 99W) are designated Statewide
Highways. All three of these routes are part of the National Highway System. I
. While State Highways make up only 10 percent of Oregon's road
mileage, they handle over 60 percent of the daily traffics.
Arterial streets serve to interconnect and support the principal arterial highway system. These streets
link major commercial, residential, industrial and institutional areas. Arterial streets are typically spaced
about one mile apart to assure accessibility and reduce the incidence of traffic using collectors or local
streets for through traffic in lieu of a well placed arterial street. Access control is the key feature of an
arterial route. Arterials are typically multiple miles in length. Many of these routes connect to cities
surrounding Tigard and commonly provide access to freeways via interchanges.
Collector streets provide both access and circulation within and between residential and
commercial/industrial areas. Collectors differ from arterials in that they provide more of a citywide
circulation function, do not require as extensive control of access (compared to arterials) and penetrate
residential neighborhoods, distributing trips from the neighborhood and local street system. Collectors
are greater than 0.5 to 1.0 miles in length.
Neighborhood routes are usually long relative to local streets and provide connectivity to collectors or
arterials. Because neighborhood routes have greater connectivity, they generally have more traffic than
local streets and are used by residents in the area to get into and out of the neighborhood, but do not
serve citywidellarge area circulation. They are typically about a quarter to a half mile in total length.
Traffic from cut-de-sacs and other local streets may drain onto neighborhood routes to gain access to
collectors or arterials. Because traffic needs are greater than a local street, certain measures should be
considered to retain the neighborhood character and livability of these routes. Neighborhood traffic
management measures are often appropriate (including devices such as speed humps, traffic circles and
other devices - refer to later section in this chapter). However, it should not be construed that
neighborhood routes automatically get speed humps or any other measures. While these routes have
special needs, neighborhood traffic management is only one means of retaining neighborhood character
i and vitality.
i
Local Streets have the sole function of providing access to immediate adjacent land. Service to
3 "through traffic movement" on local streets is deliberately discouraged by design.
a
a
' 1999 Oregon Highway Plan, ODOT, March 1999.
' 1999 Oregon Highway Plan, ODOT, March 1999, page 13.
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-8 February 27, 2000
®1k-SAssociates
° CITY OF TIGARD
M WA E i . nmoas an
Transportation
Systems Plan
1W)ST ST Legend
ao
® -Road Cbsum
-Mm
~y
16 217 mue yea=.
TA Sr Planned
Proposed Road
210 ® ® FREEWAY
S sp is -PRMCIPALARTERIAL
S ® ■ ■ ■ a -ARTERIAL
■ COLLECTOR
NEIg180RH000 ROUTE
~ A 94W ■ ■ ,g. i
MSTIE TOE AkbrAv 1)
Bohm no
a > :RD
D
ISMEE ST
%
sum Da
a
Rte.. ■
Figure 8-3
.
PROPOSED FUNCTIONAL
CLASSIFICATION SYSTEM
®KS Associates
Functional Classification Changes
The proposed functional classification differs from the existing approved functional classification.
Neighborhood routes were not defined in the existing functional classification. The proposed functional
classification was developed following detailed review of Tigard's, Washington County's and Metro's
current functional classification maps. Table 8-1 summarizes the major differences between the
proposed functional classification and the existing designations for streets in Tigard. This table also
outlines the streets which were previously designated collectors that are now identified as neighborhood
routes.
Criteria for Determining Changes to Functional Classification
The criteria used to assess functional classification have two components: the extent of connectivity (as
defined above) and the frequency of the facility type. Maps can be used to determine regional,
city/district and neighborhood connections. The frequency or need for facilities of certain classifications
is not routine or easy to package into a single criterion. While planning textbooks call for arterial
spacing of a mile, collector spacing of a quarter to a half mile, and neighborhood connections at an
eighth to a sixteenth of a mile, this does not form the only basis for defining functional classification.
Changes in land use, environmental issues or barriers, topographic constraints, and demand for facilities
can change the frequency for routes of certain functional classifications. While spacing standards can be
a guide, they must consider other features and potential long term uses in the area (some areas would not
experience significant changes in demand, where others will). Linkages to regional centers and town
centers are another consideration for addressing frequency of routes of a certain functional classification.
Connectivity to these areas is important, whereas linkages that do not connect any of these centers could
be classified as lower levels in the functional classification.
Table 8-1
Proposed Changes to Existing Roadway Classification
Roadway Classification According to Jurisdiction
Roadway Tigard Wash County Metro Pro sed TSP
Greenburg Road Major Collector Minor Arterial/ Major Arterial Arterial
Major Collector
72 Avenue Major Collector Stud Area Minor Arterial Arterial,
Durham . of Hall Major Collector Stud Area Minor Arterial Arterial
Murray (Scholls Ferry Major Collector Proposed Collector Proposed Collector of Arterial
to Barrows Regional Significance
Walnut Major Collector Proposed Collector Collector of Regional Arterial
arrows to Gaarde Significance
Gaarde Street Major Collector Proposed Collector/ Collector of Regional Arterial
Major Collector Significance
Beef Bend Road Major Collector Major Collector Collector of Regional Arterial
Significance
Barrows Road Arterial Major Collector Not Classified Collector
Sequoia Parkway Not Classified Not Classified Not Classified Collector
Oak St a of Lincoln Not Classified Not Classified Not Classified Collector
Oak St w of Lincoln Minor Collector Not Classified Not Classified Not Classified
Table 8-1 (cont.)
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-10 February 27, 2000
DKS Associates
Tech Center Drive Minor Collector Not Classified Not Classified Not Classified
97 /98 Avenue Manor Collector Manor Collector Not Classified Nei borhom
Routes that Chan a rom Minor Collector to Neighborhood Route
135 s/o Gaarde Sunrise Lane Watkins Avenue Summerfreld Drive
133` Avenue Benchview Terrace Grant Avenue Sattler Street
130 Avenue Peachtree Drive Park Street Ross Street
128 Avenue Morning Hill Drive Johnson Street Alderbrook Drive
115 Avenue Falcon Rise Drive Commercial Street Pinebrook Street
109 Avenue Winter Lake Drive Shad Lane
98 Avenue North Dakota St. -Washington Drive
95 Avenue S rin ood Drive Ash Avenue
79 Avenue Tigard Street O'Mara Street
74t/72nd Avenue Fonner Street Canterbury Lane
Chan es rom Collector or Local deli nation to Neighborhood Route see Fig ure 8-4
s1Vie 'er:Area r cSoritli,T 'a'id .Geufral i aid W6rtf ilDaliota Aieii`, Sou%tiwe`sf`" : ,
Washington Drive Sattler Street Shad Lane North Dakota Street Horizon Boulevard
Cedaraw trees Pinebrook Street 95 Avenue S ood Drive Creekshire Drive
82 Avenue Alderbrook Drive Dakota Street 115 Avenue Fern Street
Locust Street 92 Avenue 90 Avenue Tigard Street Ascension Drive
74 Avenue -Inez Street 98 Avenue Tigard Drive Windso Court
69 Avenue 93 Avenue Commercial Street 116 Avenue Northview Drive
Alfred Street 97 Avenue Tigard Street Ann Street Mistletoe Drive
Ventura Court Murdock Street Grant Avenue Katherine Street 135 Avenue
Ventura Drive 98 Avenue Johnson Street 125 Avenue Essex Drive
72 Avenue 100 Avenue Brookside Avenue Karen Street Benchview Terrace
80 Avenue 103 Avenue Watkins Avenue 127 Avenue 132 Avenue
Pine Street Canterbury Lane Park Street 128 Avenue Greenfield Drive
75 Street Highland Drive 11001 Avenue Winter Lake Drive Menlor Lane
Spruce Street Summerfield Drive 115 Avenue 130 Avenue Sunrise Lane
78 Avenue 92 Avenue Fonner Street Brittany Drive 150 Avenue
69 Avenue 108 Avenue 116 Avenue Morning Hill Drive Uplands Drive
i sf gm >I Riverwood Lane Howard Drive Falcon Rise 1410 Avenue
Fanno Creek Drive -Copper Creek Drive Gantt Street 131"Avenue Woodhue Street
79 Avenue Millen Drive F Stred Tewkesbury Drive
Ross Street River Drive Ash Avenue Barrington Terrace
Ashford Street Tualatin Drive O'Mara Street Westminster Drive
Ed ewood Street Peachtree Drive
133 Avenue
The proposed changes in functional classification on Durham Road, Murray Boulevard, Gaarde Street,
72nd Avenue, Greenburg Road and Beef Bend Road affect Washington County roadways. These
proposed changes have been discussed with County staff and the County is in the process of reviewing
these changes.
77gard Transportat/on System Plan DRAFT P99161
Motor Vehicles 8-11 February 27, 2000
DKSAssodates
CITY OF TIGARD
ro
7AKM Ro Transportation
Systems Plan
Ro iocusr $ Legend
°Ax ® - PbW can
•Armwsi~dic~lespeU3c
idenified.
gV R 211 mute let to be
Planned
>E Proposed Road
210 ~ ~ ¢ Q e G
NUGH8ORH000 ROUTE
Sr
Sr St a i~
4r
ti x
USTLE TOE GAARDE ^ S MCDONALD ST
BU[L
Q > SAD Bona RD
a
> > 5
E ¢
aS uESr: t}
4 BEND DURHAM RD
BEEF
Rte y
Figure 8.4
PROPOSED
NEIGHBORHOOD ROUTES
mom llml~
DKS Associates
Characteristics of Streets for each Functional Classification
The design characteristics of streets in Tigard were developed to meet the function and demand for each
facility type. Because the actual design of a roadway can vary from segment to segment due to adjacent
land uses and demands, the objective was to define a system that allows standardization of key
characteristics to provide consistency, but also to provide criteria for application that provides some
flexibility, while meeting standards. Figures 8-5 to 8-10 depict sample street cross-sections and design
criteria for arterials, collectors, neighborhood routes and local streets. Figure 8-5 shows the Existing
Tigard Standard Cross-Sections. Figure 8-6 and 8-7 shows Washington County's Standard Cross-
Sections (these apply to Washington County owned roadways) and Figures 8-8 through 8-10 show the
proposed Tigard Standard Cross-Sections. Planning level right-of-way needs can be determined utilizing
these figures and Table 8-2 and the lane geometry outlined later in this chapter. Specific right-of-way
needs will need to be monitored continuously through the development review process to reflect current
needs and conditions (that is to say that more specific detail may become evident in development review
which requires improvements other than these outlined in this 20 year general planning assessment of
street needs).
The analysis of capacity and circulation needs for Tigard outlines several roadway cross sections. The
most common are 2, 3 and 5lanes wide. Where center left turn lanes are identified (3 or 5 lane
sections), the actual design of the street may include sections without center turn lanes (2 or 4 lane
sections') or with median treatments, where feasible. The actual treatment will be determined within the
design and public process for implementation of each project. The plan outlines requirements which will
be used in establishing right-of-way needs for the development review process. The right-of-way
(ROW) requirements for arterial and collector streets on the Washington County system are 50-74 feet
for collector streets, 90 feet for three-lane arterials and 90-122 feet for four-to-seven-lane arterials'.
6 For example, designations by Metro, ODOT and Washington County all play a role in the ROW determination.
' For example, adjacent to environmentally sensitive or physically constrained areas.
' Washington County Uniform Road Improvement Design Standards, Ordinance No. 524, Adopted July 28, 1998,
pages 13-18.
Tlgand.Transportatlon System Plan DRAFT P99161
Motor Vehicles 8-13 February 27, 2000
DKS Associates
Table 8-2
Proposed Street Characteristics
Vehicle Lane Widths: Truck Route = 12 feet
(minimum widths) Bus Route = 11 feet
Arterial = 12 feet
Collector = 11 feet
Neighborhood =10 feet
Local = 99 to 10 feet
Turn Lane= 10 feet10
On-Street Parking: Residential = 6 to 8 feet
Commercial = 7 to 8 feet
Bicycle Lanes: New Construction = 6 feet
(minimum widths) Reconstruction = 5 to 6 feet
Curb Extensions for Pedestrians: Consider on any Pedestrian Master Plan Route
Sidewalks: Local = 5 feet"
(minimum width) Neighborhood = 5 feet"
Collector = 6 to 812 feet
Arterial= 6 to 1012 feet
Landscape Strips: Residential/Neighborhood = Optional
Collector/Arterial = Required
Medians: 5-Lane = Required
3-Lane = Optional
Neighborhood Traffic Management: Local ='Should not be necessary
Neighborhood = Should Consider
Collectors = 'Under Special Conditions
Arterials = Onl under S ial Conditions
Transit: Arterial/collectors = Appropriate
Neighborhood = Only ins ial circumstances
Turn Lanes: When Warranted13
Access Control: See later section for Arterials and Collectors
i
i
9 foot lanes would only be used in conjunction with on-street parking.
i
10 Desirable 12 feet for arterial streets, bus and truck routes.
" 5 foot with landscape strip, 6 foot against curb.
Larger sidewalks than minimums should be considered for areas with significant
pedestrian volumes. In commercial areas
where pedestrian flows of over 100 pedestrians an hour are present or forecast, specific analysis should be conducted to size
sidewalks appropriately for safe movement.
" Turn lane warrants should be reviewed using Highway Research Record, No. 211, NCHRP Report No. 279 or other
updatcd/superseding reference.
77gard rransportation System Plan DRAFT P99161
Motor Vehicles 8-14 February 27, 2000
DKS Associates
Local Street d
residential
~.5' 24-32 ~•6
RN 36'-50'
Local Street
Commercial & Industrial
2.5' 34' tn)
R/W 50' kni
d
Minor Collector
2 5' S' 40' 5' 5
WW 60' (ml
Major Collector 6 Cenoef
Tum Lana
of Median
12 16' 1.5'
WW 6d- S0
Arterial center
i or Ma talle
1
14' 12 17 12 14'
R/W 60'- 9f
5
a
a
(mj - WJn1 nuM Requ1red WkM Figure 8-5
EXISTING
TYPICAL STREET CROSS SECTIONS
ills
DIS Associates
CtiY OF i1G~D
Transportation
System Plan
Arterial
Major and Minor
center
Turn Lane
or Wck n
12' 1 12' 1 14- 17 17
R/W 98'
5 Lanes
Arterial
Minor Only
4
center
Turn Lane
or NfaWan
145~_5~5_~+ 12 14' 17 E6' 13' 6'
3 Lanes
I
Figure 8-6
(m) - t*rnxnRequired Wkfth WASHINGTON COUNTY ARTERIAL
TYPICAL STREET CROSS SECTIONS
Associates
CITY OF TIGr4RD
Transportation
System Plan
Major Collector
center
Tom Lane
of Medon
Ry,G
T 6' S' 6' T 7 14' 12 L 6' , 5 5' . 6 5J
7° RM/ 74'
i
3 Lanes
Minor Collector or Minimum Transit
)
6' 12'___ , 17
woi 60
2 Lanes
Commercial and Industrial
Center
Tun Lane
12 14' 12! S 5 1.5'
R/W 64'
r
3 Lanes
Local Street (Standard)
Q
15' 4' . ew 32 ata 4' . 5' ,T:
' R/W 38' inl li++l
' Parking Both Sides
Figure 8-7
(m) - Mwnv m Re gkedWdth WASHINGTON COUNTY
i
on-aareetpowng 0 -PICAL STREET Cp.oSs SECTIONS
®KS Assoeiates
Ct1Y of TIGARD
Transportation
System Plan
a
one side * -
Access
20' 17-16' 24
R/W 25' Gra4 Ghavel
R/w 2a
(No parking) (No parting)
A a
*-'Adjacent lopMfe
5' . 24' S - landscape
RAN 46'
Cul-de-sac/Local Street
(No parting)
b r
Q
,rlr 5' 51 2& 5' S' 1 1f 5' . 5' f-9 37 C:7 5' '
RAN 50' i RAN 54
Local Street/Cul-de-sac O'-street PcKW"g
One Side On-street Paddng ' •
ffparktng on both sides,
!Nock length not to exceed 600 feet
Notes: Criteria
1. Space between awb and median m&*mrrr 19' with mountable Vehicle Lane Widdhs: 9 to 101L
curb design (to be coonfnated with Fire Depar6nenQ.
2 Selection ofplamment of sidewalkandplantersp"Kc to Ofl-S um widtu)
apprrcatbn. Crass secffons show hm drakes formfenence. n~Street Parking 6 (0 7 kL
3. WdM of axb iskwkrded insidewalk or planfers&p width when Sidewalks: 51L
adacent to street (mhTmum width)
4. Samples slow the desirable apprica6ons given number of lanes; Landscape Strips: Required
mewnwn standards can be applied cam by case. Neighborhood Traffic Shoddnot be tracessa
5. Actual width of df aet and sidew afk area can be adusted within Management (underspoCial mss)
RANbased on modal priorNes and adjacent Land use.
Figure 8-8
ALLEY, CUL-DE-SAC AND
Q - Oa-street Parking LOCAL RESIDENTIAL STREET
Guide not Traft &v orb„ ofy SAMPLE STREET CROSS SECTIONS
• ' (does
RED UIREn ROW WIDTH
LM
DKS Associates
CITY OF T1Ga~D
Transportation
System Plan
r>:
,lrt 5 t 5 Q] 28' S' }1~ 1 37 C~ 6'
No Parking on One Side With Parking on Both Sides
a
1 5' 6' 6' Bike 17 17 6' Bi a 6' S' 1
I RM 60' I
With Bike Lanes/ No Parking
(Votes: Criteria
1. Space between curb and median minknum 19' wffh mountable
curb design tto be cooniinated with l=ure Department). Vehlcle Lane Widths: (mininwm widths) 1011
2 Selection ofpfacement of sidewalk and planterspecilk to On-Street Parking 6 to 8 2
apptkaran. Cross sections show bwo choices for reference. Curb E densions for Pedestrians: Consider on Pedestrian Routes
I WgM of cub is Included In sidewalk or ptantersilip width when
adjacent to sftat Sidewalks: (minimum widf) 51L
4. Samples show, the desirable apptica6ons given number of tares; Landscape Strips: Required
minimum standards can be applied case by case. Neighborhood Traffic Management. Appropriate when Warranted
5 Actual width of street and sidewalk area can be adjusted within
RJWbased on modal priorities and adjacentland use.
6. Typically 1' is provided lrom R4 tine to edge of cons surface
(formaidenancei hies).
7. These are guidelines for future neighborhood route development
and does not require changoslwnversion to eudsting streets.
I
I
Figure 8-J
'NEIGHBORHOOD
O - On4lneat Parking SAMPLE STREET CROSS SECTIONS
REQUIRED ROW WIDTH
DKS Associates
CITY OF TIGARD
Transportatlan
Q " System Plan
X 5 _6' 6'81ke 17 12' 6'Bbe 6' ~6-
R1W 60' t
2 Lane 60'WW
Q Q a
1 r-t a' n,
~6'Bke, 17-13- ~ Turn laecaovane 12-13- b~T 6' 5'~
RN 74'
3 * Lane 74'RH
Q Q Q
6' 6' i 6lko i 12 1 l r 14cr. l Mqclra~C,
12-1 12 to t S'
RMW 98' ,
5 * Lane 98'R/W
r ~ M
Q Q ~
6' .6118 . 17 lr lr tJ rx, r 12, 1z 12 T me,6'i ' f
RIW 98'
0
7* Lane 122'R/W
Vehide Lane Widths: Tnrck Route =121t
(mk*n rm widths) Bus Route =12 ft
11 IL (121L Preferred)
Collector 10-11 A
on Street Parking: None (wide few exis6ag exmcop ns)
Bicycle Lanes: New Consbuc8on = 6 IL
(Mh*Man WNW) Reconshcf/on = 5 to 61L
Sidewalks: (mWmum wilt) I 5-121L ConsiderCurb
Extensions on Pod Routes
Landscape S64K... Requrred
Medians: 57 Lane =Required
3 Lane = OpCrond
Neighborhood Traffic Only Under Spedat Condtiors
Management Seloded Measures
Figure 8-1®
~4c Nofo that akfmalkwkibs atawa 61L nWmquka odd6md riphtd woy. ARTERIAL COLLECTOR
VdweoppropMe,Yramodrar4tanenWnotbepro~ivstCMkz44and SAMPLE STREET CROSS SECTIONS
Is$" msft6x 'rho rerr^wofibeoeniarAMA% emusicorsiderboi
n
saf* and pedesbiaa needs. REQU1l~~ RVwavp eiqDTH
L
®rs Associates
Wherever arterial or collectors cross each other, planning for additional right-of-way to accommodate
turn lanes should be considered within 500 feet of the intersection. Figure 8-11 summarizes the Tigard
streets that are anticipated within the TSP planning horizon to require right-of-way for more than two
lanes. Planning level right-of--way needs can be determined utilizing Figure 8-11 and the lane geometry
outlined later in this chapter. Specific right-of-way needs will need to be monitored continuously
through the development review process to reflect current needs and conditions. This will be necessary
since more specific detail may become evident in development review which requires improvements
other than these outlined in this 20 year general planning assessment of street needs.
These cross sections are provided for guiding discussions that will update the City of Tigard Standard
Specifications for Public Works Construction. There is an on-going discussion at the regional level
regarding street cross sections. Several of the major streets in Tigard are maintained and operated by
Washington County or ODOT. Metro has specified Regional Street Design designations in their draft
of the RTP". These designations change over the length of the road. The City of Tigard will need to
coordinate with regional agencies to assure consistency in cross section planning as the County
Transportation Plan and the Metro Regional Transportation Plan move forward. The designations are
summarized below in Table 8-3. The Metro definitions for their designations are provided in the
Appendix.
Table 8-3
Metro Regional Street Design and Motor Vehicle Designations
Roadway - Regional Street Design Motor Vehicle Classification
ORE 217 Freeway Principal Arterial reewa
I-5 Freeway Principal Arterial reewa
ORE 99W Re Tonal StJRe ional Boulevard Major Arterial
Scholls Fe Road Regional St./Regional Boulevard Major Arterial
Greenbur Road Regional SURe Tonal Boulevard Major Arterial
Hall Boulevard Regional Boulevard Major Arterial
Scholls Ferry to Greenbur
Hall Boulevard Community SUCommunity Blvd. Minor Arterial
Greenbur to South City Limits
Durham Road Communi Street Minor Arterial
72 Avenue Urban Road Minor Arterial
U r Booties Ferry Road Urban Road Minor Arterial
Beef Bend Road Rural Road Rural Arterial
(West of City Limits to Scholls
Fe
{ Dartmouth Street Community Street Collector of Regional
Significance
Gaarde/Walnut/Murray Community Street Collector of Regional
Significance
i
McDonald Street Community Street Collector of Regional
I-Significance
" Refer to Regional Street Design System, Preliminary Draft RTP, Metro, June 17, 1999.
Tigard Transportation System Plan DJUFT " P99161
Motor Vehicles 8-21 February 27, 2000
DKS Associates
Beef Bend Road (East of City Limits) Community Street Collector of Regional
Significance
NOTE: Refer to Metro's RTP Policy Chapter for background on guidelines for streets, 1997.
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-22 - February 27, 2000
C~tY of'nGARD
oa~ion
~ Tra systems Plan
A(
a Legend ~es
~scri~ a A6 Wes
A~ e $ A( a ROW to 51a~~ to
pz"
7 c~
e
~,RedeVMedeiM ~rs~i
2}7 Note: ddd COn de °{d~ fsedw. m
A( c tenel,ertn
rm+ ~ c 41a
y p
K
2to A( ~ 3 z 6
Ai s
3 3
3
h
w
3 cMRO` eot+ra 3 '
5
2►3
A( s n
Q ao A(
u r
Ra Figure 8.11
. ERE
FOR
Rota ~SpT~NQ ONES
TH
~ ~ MORE
®KS Associates
Connectivity/Local Street Plan
Much of the local street network in Tigard is already existing and, in many cases, fairly well connected.
In other words, multiple access opportunities exist for entering or exiting neighborhoods. However,
there are a number of locations in Tigard where, due to the lack of connection points, the majority of
neighborhood traffic is funneled onto one single street. This type of street network results in out-of-
direction travel for motorists and an imbalance of traffic volumes that impacts residential frontage. The
outcome can result in the need for wider roads, traffic signals and turn lanes (all of which negatively
impact traffic flow and degrade safety). By providing connectivity between neighborhoods, out-of-
direction travel and vehicle miles traveled (VMT) can be reduced, accessibility between various modes
can be enhanced and traffic levels can be balanced out between various streets. Several goals and
policies established by this TSP are intended to accomplish these objectives.
In Tigard, some of these local connections can contribute with other street improvements to mitigate
capacity deficiencies by better dispersing traffic. Several roadway connections will be needed within
neighborhood areas to reduce out of direction travel for vehicles, pedestrians and bicyclists. This is most
important in the sub-areas to the west where a significant amount of new development is possible (i.e.
Bull Mountain area). In many areas of Tigard, most of the land is built out. Figures 8-12 through 8-17
show the proposed Local Street Connectivity Plans for Tigard. In most cases, the connector alignments
are not specific and are aimed at reducing potential neighborhood traffic impacts by better balancing
traffic flows on neighborhood routes. The arrows shown in the figures represent potential connections
and the general direction for the placement of the connection. In each case, the specific alignments and
design will be better determined upon development review. The criteria used for providing connections
is as follows":
• Every 330 feet, a grid for pedestrians and bicycles
• Every 530 feet, a grid for automobiles
To protect existing neighborhoods from potential traffic impacts of extending stub end streets, connector
roadways should incorporate neighborhood traffic management into their design and construction.
Neighborhood traffic management is described later in this chapter. All stub streets should have signs
indicating the potential for future connectivity.
The arrows shown on the local connectivity figures indicate priority connections only. Topography,
railroads and environmental conditions limit the level of connectivity in Tigard. Other stub end streets in
the City's road network may become cul-de-sacs, extended cul-de-sacs or provide local connections.
Pedestrian connections from the end of any stub end street that results in a cul-de-sac should be
considered mandatory as future development occurs. The goal would continue to be improved city
connectivity for all modes of transportation.
" Metro Functional Plan Title 6 calls for pedestrian/bicycle connectivity every 330 feet and motor vehicle connectivity every
530 feet for vacant areas of residential and mixed use zoning greater than five acres.
Tigard Transportation System Plan DRAFT " P99161
Motor Vehicles 8-24 February 27, 2000
DKS Associates
CITY OF TIGARD
Transportation
TO SCALE System Plan
99W
q T
Tff
211
0
J
m
J
J
a
x
F
W W
QO
-3 O '
m
Legend Figure 8-12
-Stub End Street LOCAL STREET CONNECTIVITY
_ Pedestrian Connection East Tigard
- School Site
DKSAs dates CITY OF TIGARD
p~ Transportation
O~ System Plan
5
To"SOCriaE TAYLOORRS FERRY RD
b
C1 FHjWI®
Qo ~ ® ~
J
rTr=
UME
®
217
®ffillbi tj HH
LL HII
99w
Figure B-13
Legend LOCAL STREET CONNECTIVITY
4m -Stub End Street Metzger
4.... pedestrian Connedon
. School She
Room
MAssodates CITY OF TIGARD
Transportation
t 217 system Plan
TO SUCtALE
Q
~O
ST O~ M
~A~NU
99W
J
J
® x
4 lo
Q'
Figure 8.14
Lwnd LOCAL STREET CONNECTIVITY
Stub End SMt Central Tigard
_ Pedest lan Connedlon
. School Site
DKSAMOCIateS 0 CITY of TIGARD
Transportation
® system Plan
ToNOSCrTUE
217
Q ~O
N FRRR~
SCE®L`S -
RfJ3J
ULUILLLLU
K
O ~
oa
Err=
~ d
Figure 8.15
LOCAL STREET CONNECTIVITY
4 - Stub End Street North Dakota
pweSUian Connection
r . School Site
Q
,gSSOC18tPS CITY p TIGARD
W Associates 4 'Transportation
vC,9 System Plan
WALNUT
IN, go
~
GAARDE ST
99vr
c°c
w
m
W
W
m
R
EN
EF Figure 8-16
LOCAL STREET CONNECTIVITY
TiVa
4-Stub End Sheet Southwest g
-Pedestrian Connect;on
. School Sfte
DKS Associates
® CITY OF TIGARD
Transportation
ToNOTTLE System Elan
$CA
GAARDE ST MCDONALD ST
Itu
n
~t M 1
UIJZ4
n-',
Legend Figure 8-17
-4- -Stub End Street LOCAL. STREET CONNECTIVITY
_ pedestrim connection South Tigard
_ Schod Site
- -
®KS Associates
CIRCULATION AND CAPACITY NEEDS
The motor vehicle capacity and circulation needs in Tigard were determined for existing and future
conditions. The process used for analysis is outlined below, followed by the findings and
recommendations of the analysis. The extent and nature of the street improvements for Tigard are
significant. This section outlines the type of street improvements that would be necessary as part of a
long range master plan. Phasing of implementation will be necessary since all the improvements
cannot be done at once. This will require prioritization of projects and periodic updating to reflect
current needs. It should be understood that the improvements outlined in the following section are a
guide to managing growth in Tigard, defining the types of right-of-way and street needs that will be
required as development occurs.
Strategies
A series of strategies were developed to address the future motor vehicle needs of Tigard. Each of
these strategies were discussed by the TSP Task Force and prioritized. The initial prioritization was
reviewed and refined following discussion about the implications of the high priority strategies. The
actual strategy selected is a prioritization of the highest priority strategies. The following listing
reflects the initial prioritization of strategies.
• Promote Regional Circulation (I-5, ORE 217, ORE 99W)
• Improve Local Street Circulation (connectivity)
• Provide Additional Street System Capacity to LOS D16 (turn lanes, signals, widening, new
roads)
• Improve Operation of Existing System (signal coordination, intelligent transportation
systems, neighborhood traffic management)
• Transportation Demand Management (telecommuting, alternative modes, pricing)
• Change Land Use to Promote Alternative Modes Use
• Improve Access Control to increase capacity
• Change Level of Service Definitions
Model Forecasts
Existing conditions were identified in Chapter 3. Future capacity needs were developed using a detailed
travel demand forecast too[, based on the Metro regional travel demand model. This detailed model
more accurately reflects access and land use in Tigard than the regional travel demand model. Evening
peak hour traffic volumes were forecast for the future (modified year 2015 buildout) scenario for the
Tigard area. This 2015 forecast included the highest level of transit service given regional funding
constraints. It also assumes thatTransportation Demand Management (TDM) will occur. The initial
2015 test was performed on a street network that included existing roads, plus those improvements
which are currently funded and would likely be implemented before the 2015 scenario is reached. The
most significant of these improvements in Tigard include the following:
Level of service D as defined by the Highway Capacity Manaul.
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-31 February 27, 2000
®Ks Associates
• ORE 217 widened one additional lane each direction and the ORE 217/1-5 interchange
improvements
• Gaarde Street linking from ORE 99W to Murray Boulevard
• Walnut Street improved to three lanes
• Dartmouth Street as five lanes from ORE 99W to I-5
• Hall Boulevard as a continuous three lane roadway with improvements at ORE 99W
The modified 2015 forecast for Tigard is unique in that it reflect greater land use in Tigard than the
Metro 2015 forecast (reflective of a build out-like scenario). 2015 was used as abase rather than the
2020 because of the greater Tigard trip generation and detailed network included in the 2015 forecast.
A separate 2020 forecast was done for a sensitivity analysis of recommended motor vehicle
improvements to validate their need.
Future Needs
Future transportation conditions were evaluated in a similar manner to existing conditions.
Improvements t intersections, roadways between intersections and brand new or extended facilities
were considered and a package of recommended improvements was determined. Where level of service
conditions approached level of service E or volume-:o-capacity ratio of 0.90 or above, improvements
were initially considered. The final conditions for mitigation were set at conditions below V/C of 1.0
and level of service E. Table 84 summarizes the intersection levels of service under year 2015 base
future conditions and the recommended mitigated scenario.
In summary, nearly half of the study intersections fail in the future, even with funded roadway
improvements. The extent of failure is so severe that it is unlikely that the land use scenario assumed for
the modified 2015 forecast would be achieved with the extent of congestion. Because of this many
alternatives were evaluated in developing the recommended set of mitigation measures for the TSP. ThP
following sections explore the options and the findings for each alternative.
Table 8-4
2015.Intersection Level of Service
PM Peak Hour
Intersection 2015 Base F2015 Mitigated
Si lined Intersections (future) Del LOS VIC
Davies/Schoils Ferry Road >60.0 F >1.0 33.2 C 0.89
Barrows (EyScholls Ferry Road 11.1 B 0.73 153 B 0.93
North Dakota/125 /Scholls Ferry Road >60.0 F >1.0 38.7 D 0.95
Nimbus/Scholls Ferry Road >60.0 F >1.0 44.7 D 0.94
121•/Walnut >60.0 F >1.0 33.0 C 0.87
Greenbu Oleson/Hall >60.0 F > 1.0 46.8 D 0.91
Greenbur ashin on Square Road >60.0 F > 1.0 51.4 D 0.92
Greenbur ust 43.6 D 1.0 29.9 C 0.91
Hall/Locust 32.7 C 0.86 25.5 C 0.79
Tigard Transportation System Plan DRAFT P99161
tiotor Vehicles 8-32 F'ebruar~r 27, 2000
®Ks Associates
Intersection 2015 Base Fx15 Mitigated
Signalized Intersections (future) Del LOS VIC
Greenbur ORE 217 WB Rams 27.8 C 0.74 29.3 C 0.65
Greenbur ORE 217 EB Rams 29.1 C 0.72 23A C 0.58
Greenbur iedeman 53.1 D >1.0 39.6 D 0.96
Main/Greenbur ORE 99W 60.4 E 0.96 51.3 D 0.88
HAMA 56.2 E >1.0 33.4 C 0.88
Hall/ORE 99W >60.0 F >1.0 54.7 D 0.95
ORE 217 NB Ramps/ORE 99W 28.8 C 0.95 18.0 B 0.79
ORE 217 SB Ram s/ORE 99W 40.7 D 0.99 31.6 C 0.86
Main/Johnson/ORE 99W 23.1 C 0.80 16.4 B 0.75
Dartmouth/ORE 99W >60.0 F >1.0 52.1 D 0.96
72 /ORE 99W 41.7 D 0.88 53.8 D 0.92
68 /ORE 99W >60.0 F >1.0 48.3 D 0.94
72 /Dartmouth >60.0 F >1.0 31.3 C 0.70
68 /Dartmouth >60.0 F >1.0 21.4 C 0.72
72 /Ham ton 34.0 C 0.90 52.8 D 0.84
68 /Atlanta/Haines 29.9 D 0.92 16.5 B 0.61
Hall/Hunziker >60.0 F >1.0 40.7 D 0.88
Hall/Burnham 19.6 B 0.75 21.0 C 0.65
ORE 217 SB Ram s/72 /yarns 65.4 E 1.0 31.0 C 0.83
72 Bonita >60.0 F >1.0 49.9 D 0.97
Hall/McDonald 47.0 D 0.99 36.1 D 0.93
Hall/Bonita 33.5 C 0.86 45.0 D 0.82
72 /Carrnan 50.1 D 0.97 43.7 D 0.95
I-5 SB Ramps/Carman >60.0 F >1.0 58.9 E 1.0
72!/Upper Boones Ferry 51.4 D 1.0 49.8 D 0.97
72 /Durham 20.6 C 0.75 9.0 A 0.50
I-5 NB Ram s/Carman >60.0 F >1.0 47.1 D 0.91
Upper Boones Fe /Durham 62.3 E >1.0 31.0 C 0.85
Upper Boones Fe Bride rt >60.0 E 1.0 31.9 C 0.79
Hall/Sattler/Ross >60.0 F >1.0 27.4 C 0.85
Hall/Durham >60.0 F > 1.0 45.6 D 0.86
ORE 99W/Walnut 40.6 D 0.93 52.0 D 0.87
ORE 99W/Garrett 3.4 A 0.51 3.4 A 0.51
ORE 99 W/Park 22.8 C 0.84 18.6 B 0.76
ORE 99WIri and Marketplace 18.5 B 0.57 18.5 B 0.57
ORE 99W/McDonald/Gaarde >60.0 F >1.0 67.1 E 1.0
ORE 99W/Canterbu 16.9 B 0.83 15.4 B 0.76
' ORE 99W/Bull Mountain 30.1 C 0.95 27.0 C 0.89
ORE99WBeefBend 67.2 E >1.0 54.8 D 0.88
ORE 99W/Durham >60.0 E >1.0 40.2 D 0.82
Tiedeman/Walnut >60.0 F >1.0 24.0 C 0.90
Tigard Transporfatlon System Plan DRAFT P99161
Motor Vehicles 8-33 February, 27, 2000
®KS Associates
Intersection 2015 Base 2015 Mitigated
Signalized Intersections (future) Del LOS VIC
Murry /Old Scholls Fe 79.4 E >1.0 51.1 D 0.92
Barrows Scholls Ferry 8.7 B 0.73 9.1 B 0.70
BeefBend/Scholis Ferry >60.0 F >1.0 40.2 D 0.96
Unsi lined Intersections
Greenbur Oak A/C A/C
Bumham/Main A/C A/E
97 Ave/McDonald A/E A/D
135 /Walnut
Alternatives
To address these deficiencies, a series of alternatives and strategies were considered by the TSP Task
Force. The range of strategies includes:
• Do nothing: This results in severe impacts to motor vehicle and transit circulation in
Tigard with delays which would not be tolerable.
• Assume that alternative modes can serve excess demand. The TSP analysis assumed that
alternative modes would be developed to their optimal levels. The order of magnitude of trips to
be served in 2015 goes well beyond the capacity of the alternative mode systems by themselves,
even at their optimal levels. Forecasted vehicle trips in the PM peak hour range from 40,000 to
50,000 in the future - transit Would serve only about 3,000 to 5,000 parson trips in Tigard.
• Build all the road capacity necessary to achieve level of service D conditions at
intersections. This strategy would have significant impact on right-way-way for roads. Larger
roads would be the result; that is contrary to the more livable, pedestrian friendly outcome
expressed by the TSP Task Force.
• Pragmatically add capacity to all modes, developing a balanced system. Outline the long
term configuration of streets to allow development to best accommodate future needs. The TSP
Task Force chose to pursue this strategy. It involves significant system improvements, but is the
only alternative that balances performance between modes, consistent with regional policy.
With the chosen strategy, there were numerous alternatives explored in developing the balanced
system. Street improvements are required throughout Tigard in the next twenty years. Working with
the top three priorities of the TSP Task Force, alternatives were considered in each of the following:
1. Regional Circulation Enhancements
2. Connectivity/Circulation Improvements within Tigard
3. Traffic Operational Improvements
Tigard Transportation System Plan DRAFTp99161
Motor Vehicles B-34 Febnrary 27, 2000
DKS Associates
Regional Circulation Enhancements
Through the travel forecasting efforts, tests were conducted of a variety of motor vehicle
improvements. Within Tigard, the most significant changes in future traffic volume resulted from
improvements to regional highways. Because Tigard is located at the junction of two major urban
freeways and is bifurcated by ORE 99W, its arterial street system (which is very limited - not a
traditional grid) is impacted by the performance of these regional facilities. Today, incidents on I-5 or
ORE 217 send traffic cascading through Tigard, snarling local circulation that has few options.
Future solutions could focus on regional highways alone - however, this TSP takes an integrated
approach to regional, city circulation and traffic operational improvements. Therefore, while the
following regional improvements are substantial - they are part of an overall package of
improvements needed to balance future circulation needs. The following four sections outline
problems identified in the future forecasts and possible solutions for ORE 217, traffic between ORE
99W and 1-5,1-5 and ORE 99W.
1. ORE 217 is Overcapacity. Many prior adopted plans have identified the need for additional
capacity on ORE 217 (RTP, Western Bypass Study, Washington County Transportation Plan,
Beaverton TSP). Recent studies by ODOT" indicate additional corridor capacity can accommodate
20 year demand and that various alternatives are possible (ranging from general purpose lanes to high
occupancy vehicle lanes to high occupancy toll lanes to a transitway to off-system improvements).
Further analysis in the ORE 217 Corridor Study will lead to a preferred alternative for this corridor.
Tigard is substantially impacted by the lack of additional capacity on ORE 217 (routes such as Schoils
Ferry Road, Hall Boulevard, ORE 99W, Greenburg Road and Walnut Street all will operate over
capacity without ORE 217 improvements). An improvement to ORE 217 is critical to maintaining
adequate circulation capacity in Tigard. However, the improvements to ORE 217 are of regional
significance and the City should work together with other agencies to define the most appropriate
corridor enhancement. For this TSP, a space holder project of widening ORE 217 by one lane each
way is identified (similar to other approved plans noted above) until the Corridor Study gains
consensus on the preferred ORE 217 alternative.
2. Tigard continues to serve growing cut-through traffic on ORE 99W. Future forecasts for
ORE 99W show it is well over capacity in future demand. A significant share of traffic is regional in
nature and cuts through Tigard. This demand (Sherwood/Yamhiil County/Oregon Coast) has limited
other alternative routes. Prior studies in the Washington County Transportation Plan called for a
Western Bypass connecting I-5 with ORE 99W and further to the north toward Hillsboro. This
connection has been studied in the Western Bypass Corridor Study conducted by ODOT in the early
1990's. There are few alternatives to serving this regional traffic. Therefore tests were conducted of
two regional options to determine their impact on Tigard streets. The first is a connection between I-5
and ORE 99W. ODOT continues to evaluate this connection. While helpful in reducing cut through
traffic on ORE 99W in Tigard (a few hundred vehicles in the peak hour), its benefit to Tigard traffic
operation is minimal. ORE 99W still fails with or without the 1-5/ORE 99W connector. The greatest
benefits of the 1-5/ORE 99W connector are east-west streets in Tualatin. Even Durham Road benefits
from the I-5/ORE 99W connector. While by itself the benefits are not large in Tigard, the 1-51ORE
"ORE 217 Corridor Study Initial Improvement Concepts Draft, ODOT, February 2000.
Tlgar+d Transportation System Plan DRAFT P99161
Motor Vehicles 8-35 February 27, 2000
WE
DKS Associates
99W contributes to mitigating ORE 99W and should be supported by Tigard as a helpful regional
improvement.
The northern portion of the Western Bypass was also investigated as to its benefits to Tigard
circulation. In testing this connection with the regional model, there was little if any benefit of
northerly connections north of Scholls Ferry Road. While traffic is attracted to the new route, it
creates significant impact on streets such as Scholls Ferry Road (creates balanced peak flows rather
than directional flows resulting in capacity failures). Additionally, routes such as ORE 99W which
are in the most need of benefits from such a facility sees less than 100 vehicles per hour benefit. ORE
99W gains as much mitigation benefit from an enhanced Beef Bend/Elsner Road arterial as it does
from-any "Western Bypass". Therefore, this analysis finds little or no operational benefit to Tigard
from a Western Bypass
3. I-5 fails south of ORE 217 impacting Tigard streets at peak times. The modified 2015
travel forecasts show congestion on I-5 south from ORE 217 to I-205 and Wilsonville. The lack of
capacity on I-5 results in diversion onto Tigard surface streets (and as with ORE 217, the limited
circulation network breaks down). Without I-5 improvements, it is unlikely that the southeastern
portion of Tigard will be without extensive congestion in peak periods. Unlike improvements to ORE
217 (which have been adopted in various plans) there is little regional recognition of the I-5 south
corridor deficiencies and need for improvements. No amount of ramp metering or freeway
management can avoid this deficiency. Based upon the modified 2015 forecasts, the addition of one
lane each direction (including ramp braids between ORE 217 and Carman Drive, retaining auxiliary
lanes from Carman Drive to Lake Oswego/Durham exit) is necessary to reduce impact of several
hundred peak hour vehicles on Tigard surface streets. As with ORE 217, this improvement is of
regional significance and Tigard should work with affected agencies in determining the most
appropriate corridor improvements. There is a strong relationship between the ORE 217 needs and I-
5 needs and any corridor improvement to one corridor should consider the other. For this TSP, a
space holder of additional person carrying capacity on I-5 south of ORE 217
to I-205 is identified until appropriate corridor studies can determine the preferred solution for
both I-5 and ORE 217.
4. ORE 99W fails in the future without improvement. Of all the regional transportation issues
in Tigard, ORE 99W is probably the closest to a "rubik's cube". Tigard depends heavily on ORE
99W as its primary arterial. There are no parallel routes to ORE 99W and its diagonal alignment and
the physical features of Tigard make using ORE 99W essential for also any trip in Tigard. ORE
99W's statewide status and linkage to Yamhill County and the Oregon Coast have similar issues - the
only route servicing northeast-southwest travel. The future demand for this corridor is well beyond its
five lane capacity without system-wide improvements. Ten various alternatives to improving ORE
99W were investigated, ranging from the no improvement to radical capacity improvements. Table 8-
5 summarizes the wide range of alternatives. Unfortunately, no one improvement results in desirable
(better than level of service F) operation. The most significant finding was that no matter whether
ORE 99W was widened southwest of Greenburg Road, the end result was failure. Added capacity on
ORE 99W (tested by modeling seven lanes) resulted in significantly higher turning movements on/off
ORE 99W and large through movements on ORE 99W. The end result was that not only would you
have to widen to seven lanes but at nearly every intersection additional turning lanes were needed
(double lefts, right turn) creating nearly a 10 lane cross section at intersection. And even after that the
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-36 February 27, 20010
®KS Associates
end result was level of service F conditions. Therefore the recommended approach combines several
elements to produce a minimally acceptable operating condition. The TSP recommends: 1)
widening ORE 99W to seven lanes between 1-5 and Greenburg Road, 2) retaining the five lane
cross section southwest of Greenburg Road; 3) extensive intersection improvements - turning
lanes, 4) access management, 5) improvements to ORE 217 and 1-5 noted above, 6) off-system
improvements such as freeway improvements and arterials such as Walnut extension; and 7)
consideration of a western/Yamhill County commuter rail corridor.
Table 8-5
ORE 99W Alternatives Evaluation
Retain ORE 99W as 5 lanes No improvement Level of Service F operation in 20
years; extensive congestion beyond
existing levels
Widen to 7 lanes I-5 to Widening of ORE 99W in key Resolves many of the Tigard Triangle
Greenburg segment between I-5 and ORE 217 operational problems, requires off-
Retain 5 lanes west of Greenburg system improvements and access
q, management to work at Level of
Service E, significant business impact
Widen ORE 99W to seven lanes Complete corridor widening Attracts significant traffic from arterials
Requires extensive intersection that can be made to work in future -
improvement (multi-tum lane) added ORE 99W traffic is nearly
unmitigatable at intersections due to
heavy through traffic and conflicts with
turning vehicles - results in LOS F
conditions after widening, substantial
business impact
Retain 5 lane ORE 99W, use Widening of ORE 217,1-5 and a new Helps ORE 99W significantly (several
other regional routes to mitigate ORE 99W to I-5 Connector hundred vph) but segment between 1-5
and Greenburg (Tigard Triangle area)
remains at LOS F
Retain 5 lane ORE 99W, widen Other Tigard arterials widened to five Does not resolve Tigard Triangle area,
Hall/McDonald/Bonita/Durham lanes to improve other arterials major residential impacts of multiple
arterial widening, other arterials can get
b with three lanes
Build a viaduct above ORE 99W Provide ramps only at the ends and at Pulls substantial (30 to 60%) portion of
from I-5 to southwest of Durham ORE 217 traffic off ORE 99W, a few local
intersections still operate poorly, very
expensive (-$300,000,000)
Implement Access Management closes driveways, limits access points improves capacity 25-35%, substantial
to 1,000 feet business impact, difficult to implement
- could take 50 years to fully
implement - minor capacity gain with
phased or limited implementation -
level of service is still a problem
Build a bypass around ORE 99W New roadway near Beef Bend/Elsner Does not substantially reduce traffic on
in Tigard linking to Scholls Ferry Road and ORE 99W, LOS F remains
heading further north
Fronting Roadways along ORE Build entirely new fronting roadway Substantial land use impact, traffic
Tigard Transportation System Plan DRAFT lP99161
Motor Vehicles 8-37 February 27, 2000
DKS Associates
99W either adjacent to ORE 99W or behind benefit is marginal on the whole but
fronting land uses good benefits in selected locations,
LOS still F, could consider better
connective between I-5 and ORE 217
Commuter hail to the west Would require large park and ride lots, May be useful in twenty years to reduce
serving Sherwood, Newberg, could consider bus alternative ORE 99W potential demand by 400 to
Yamhill County, Spirit Mountain however, congestion on ORE 99W 800 vehicles per hour-by itself not
and the coast would result in slower operation enough to mitigate problems on ORE
99W but helps reduce throu traffic
Connectivity/Circulation Improvements in Tigard
Several alternative connections were explored throughout Tigard to address future deficiencies.
While improvements were considered in many locations, there were four primary areas where future
problems are significant:
• Washington Square Area
• Tigard Triangle Area
+ Western Tigard capacacity
• East-West Circulation Capacity
1. Durham Road area
2. North of Durham
Washington Square Area. The Washington Square Regional Center Plan has recently been
completed and will be adopted by City Council. It outlines many of the transportation alternatives for
this area. There are three significant improvements that have been identified for the regional center
area:
• Overcrossings of ORE 217. To relieve the over-capacity ORE 217 interchanges
near Washington Square, two new overcrossings are identified for the next 20
years. The first is between Greenburg and Scholls Ferry Road, linking
Washington Square Road over the top of ORE 217 connecting Locust with
Nimbus Avenue. This overcrossing is highly effective in reducing traffic at ORE
217/Scholls Ferry Road (about 10,000 to 20,000 vehicles per day). The linkage
to Nimbus is critical in mitigating problems at the Scholls Ferry interchange.
ODOT has evaluated this overcrossing for its potential to serve drop-in ramps to
any high occupancy toll lane scenario on ORE 217. The second overcrossing is
an extension of the Washington Square Road near Scholls Ferry, over ORE 217
to access Cascade Avenue (potentially Nimbus Avenue also). This linkage may
become necessary with the widening of ORE 217 and the close proximity of the
Scholls Ferry/Cascade intersection to ORE 217. Widening of ORE 217 may
require the closure of the Scholls Ferry/Cascade intersection and this new
overcrossing would be a replacement to that lost access. The southern
overcrossing should be viewed as the higher priority of the two overcrossings
Tigard Transportation System Plan DRAFTP99161
Motor Vehicles 8-38 February 27, 2000
DKS Associates
since it carries more traffic (the southerly crossing has 5,000 to 10,000 vehicles
per day).
• Scholls Ferry Road widened to seven lanes. Future traffic in the regional
center area results in level of service F conditions without additional lanes on
Scholls Ferry Road. Even with new overcrossings, Scholls Ferry fails in 20
years. Because widening Scholls Ferry Road is a complex right-of-way task, the
overcrossings of ORE 217 should be implemented first before full widening of
Scholls Ferry Road. The timing of ORE 217 improvements will also affect the
timing of the seven lane improvement. Based upon capacity analysis for the
future years, the seven lane widening should extend to Barrows Road/Davies
Road. An alternative to be considered in this projects development would be a
viaduct from ORE 217 west over the railroad tracks forming an expressway for
approximately a half mile from Hall to west of Nimbus.
• Greenburg Road widening. The eastern face of Washington Square will require
reevaluation of access to the center. Widening of Greenburg Road to two lanes
each way north of Locust past the cemetery will require extensive right-of-way
acquisition. The four lanes are needed to avoid level of service F conditions on
Greenburg at Locust and Hall. The segment adjacent to the cemetery could be
four lanes with no access and no left turn lanes to minimize right of way taking.
• Other roadway connections. Three other roadway connections were considered
in the Washington Square area. Two were recommended in the Regional Center
Plan. While these roadway connections have some benefit to capacity in the area,
but these linkages are significant'in improving circulation in the Washington
Square area. The first connection is the extension of Nimbus Avenue south to
Greenburg Road. This linkage attracts 9,000 to 15,000 vehicles per day (in the
future with ramp metering). It is very helpful in reducing short trips on ORE 217
and minimizing impacts to streets such as 121` Avenue. Wetland and railroad
constraints require further investigation as to the feasibility of this linkage. The
second was a collector roadway linking Locust Street to Oak Street east of
Greenburg Road. This linkage serves between 5,000 and 10,000 vehicles per day,
reducing the burden of local trips on Greenburg Road. Both of these connections
were recommended in the Washington Square Regional Center Plan. The third
connection studied was a link from Pfaflle Street with Oak Street and Lincoln
Street, paralleling ORE 217. This linkage was rejected in the Washington Square
Regional Center Plan study. While helpful in relieving Hall Boulevard, the
impacts were found to be greater than the benefits in that study. The outcome of
not selecting this connector is that Hall Boulevard must have right-of-way set
aside for a five lane roadway.
Tigard Triangle Area. This subarea is also subject of a recently adopted plan. The basic package
of street improvements needed to mitigate level of service F conditions in this area include:
• ORE 99W seven lanes
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-39 February 27, 2000
®s Associates
• Dartmouth Street five lanes
• 72nd Avenue five lanes
• Atlanta Street extended from Haines Street to 72"d Avenue
• Backage roads to ORE 99W (providing access to business but not directly on ORE 99W)
• Reconstructed ORE 217/72"d Avenue interchange utilizing 680'Parkway for northbound
ORE 217 access (closing the existing substandard northbound 72nd ramps).
• A Hunziker to Hamption overcrossing of ORE 217
Other options considered in this sub area included a Dartmouth to Hunziker overcrossing of ORE 217,
an extension of Atlanta Street to Dartmouth Street and five lanes on ORE 99W. The following
summarizes the findings of these options:
Dartmouth to Hunziker ORE Attracts less than 5,000 vehicles per day by itself; extend Walnut to
217 Overcrossing link up with the overcrossing of ORE 217 and the volume increase
to 8,000 per day. Implement complete ramp metering in the Tigard
Triangle area (on ORE 217 and I-5) and the volume increases to
13,000 vehicles per day. Most of the traffic benefits of the
overcrossing are produced with the Hunziker to Hampton
overcrossing and the Dartmouth to Hunziker overcrossing has
limited additional benefit. Unfortunately, ORE 99W still requires
mitigation with or without overcrossing; access to ORE 217 would
not be allowed by ODOT due to substandard spacing resulting in
unsafe operation at large expense. One option where this
overcrossing may be desirable in the future would be where ramp
metering is fully operational and improvements to ORE 217
include a High Occupancy Toll (HOT) or High Occupancy Vehicle
(HOV) lane alternative where direct connections to ORE 99W are
desired. The Dartmouth to Hunziker overcrossing could provide
access to the Tigard Triangle and ORE 99W area via drop in
ramps. Therefore, a potential alignment should be preserved for
future consideration (where the alignment would go through
parking lots). However, the overcrossing is not part of the street
improvement plan in the TSP.
Atlanta Extension to Dartmouth While the Atlanta extension to 72 is 10,000 to 15,000 vehicles
i per day the segment to the south connecting to Dartmouth is well
below that level. Recent development has blocked an optimal
alignment. Backage roads will be more effective in this setting.
The TSP includes the Atlanta extension to 72°d and backage roads
with redevelopment.
Five lane ORE 99W Level of service F conditions result in Tigard Triangle without 7
j lanes. This option would limit the potential of the Tigard Triangle
to serve the projected land use in the future. There were no
subarea alternatives that precluded the need for 7 lanes between I-5
and 217.
Western Tigard Capacity, Future growth in western Tigard results in the need for improved north-
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-40 February 27, 2000
DKS Associates
south and east-west capacity.. Today most of the western Tigard land is vacant or under utilized.
While Beef Bend Road serves this area adequately today, future land use growth will generate
demand for over 10,000 vehicles per day. For Beef Bend to operate satisfactory in the future with two
to three lanes, access must be limited to maximize the operating capacity of the only north/south and
east/west linkage in the western end of Tigard. With 1,000 foot spacing the capacity of Beef Bend
Road can be preserved at 1,200 to 1,500 vehicles per hour per lane. With current access spacing the
capacity of Beef Bend Road would drop to 700 to 900 vehicles per hour per lane. Because of its rural
stature today and under developed frontage, there is potential to avoid similar mistakes made on other
arterial routes (such as ORE 99W or Greenburg Road) where frequent driveways rob the potential
capacity of the roadway. Access from local streets not Beef Bend, consolidation of driveways and the
use of medians should all be implemented on Beef Bend. Without this treatment, Bull Mountain
Road will carry the additional load and the lost capacity from frequent driveways will virtually
require another new roadway to service the same traffic. Similar consideration should be given to
150' Avenue. Spacing of access points every 600 feet should be considered on 150''.
East-west Circulation Capacity. Future demand for east-west travel on Tigard's east side will
result in level of service F conditions. Two options were evaluated to address this future deficiency.
First widening Bonita and McDonald to five lanes was considered. Because Bonita does not connect
to the I-5 freeway ramps (Carman does), there is limited benefit achieve by five laning the McDonald-
Bonita corridor. Both Carman and Durham remain at LOS F. A second option was considered by
widening Carman Drive at 1-5 to five lanes and connecting it directly to Durham Road. This option
eliminates the level of service F conditions and provided safer operation for the majority of vehicular
traffic. The heavy traffic on Durham Road is prevalent from Carman Drive to Hall Boulevard.
Traffic on Durham drops sharply west of Durha~►-Hall and can be handled by a three lane cross
section. Right-of-way in the Durham corridor should be preserved for a five lane roadway, even
though this TSP calls for three lanes west of Hall Boulevard. The impacts of the Carman to Durham
option are less than the Bonita/McDonald option for the following reasons: 1) level of service is
adequate with Carman/Durham and not with Bonita/McDonald resulting in unsafe operating
conditions; 2) Carman/Durham accesses I-5; 3) even with three lanes Durham is carrying high traffic
volume east of-Hall (15,000 to 20,000 vehicle per day). The impacts of street improvements to
Carman/Durham can be minimized through design (medians, landscaping). Other alternatives to serve
future east-west demand are precluded due to the railroad , wetlands, river and being too far north or
south to serve the projected demand.
Traffic Operational Improvements
A series of intersection improvements were identified which primarily add turning movement capacity.
These roadway improvements typically consist of left and right turn lanes and/or traffic signals. Nine
of the study intersections require significant improvements. Most of these intersection improvements
are complementary to the regional improvements and connectivity enhancement noted above.
Recommended Improvements
The improvements needed to mitigate modified 2015 future conditions combine both those identified in
prior plans (Figure 8-18 and Table 8-6) and those determined as the outcome of the TSP transportation
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles B-41 February 27, 2000
ry DKSAssociates c c o bon
Transportati
® Systems Plan
~ Legend
Locuar
-lntcid~angarmp
g ~o -SCeettmv
217 ®.RTPR*dUA NORM PWRE ST ®-ClvojTgw Qp
y
a Propoc~ OIf $heetPa~
a
210
5
,S r 5
a ~ ~rn~ sr
P ~
c '
Figure 818
•s~'''~ a ff RTP AND CIP PLANNED
IMPROVEMENTS
®KS Associates
Table 8-6
Proposed Metro and Planned CIP Projects
Table 8-6
Project Project A1ame Proleet:Los~tion Project.Description Estimated
-NO. (Facility.. } v Project Cost
South Washington Coun~y'Tratrsporta'tlon Projectsa(RTPtound3999
..C :~t .'x_.,... i;0o'.`ear.:assn'9x~Jl~'sihiLtcT`~..:"N 17
SO6r~Re
1 Beaverton-Wilsonville Wilsonville to Beaverton Constructs peak-hour service $L54-40,000,5
Commuter Rail only with 30-minute 00
fre uen
2 Highway 217 Ramp Greenburg Road and Widen Greenburg off-ramps; $ 12,000,000
Improvements - Highway 217 Install ramp meter to Highway
Greenburg 217
3 Highway 217 Washington Square Provide i new connection $15,000,000
Overcrossing - Cascade from Cascade Plaza to
Plaza Washington Square
4 Hall Boulevard Scholls to Locust Widen to 5 lanes with $ 4,700,000
Im rovements boulevard design
5 Greenburg Road WashingtonSquare Road to Widen to 5 lanes with. $ 2,500,000
Improvements Shady Lane boulevard design; NB Highway
217 off-ram Improvement
6 Greenburg Road Hall Boulevard to Washington Widen to five lanes with $ 2,500,000
Improvements, North Square Road bikeways and sidewalks
7 Greenburg Road Shady Lane to N. Dakota Widen to five lanes with $ 2,000,000
Improvements, South bikeways and sidewalks
8 Taylors Ferry Road Washington Drive to Oleson Three lane extension with $ 1,900,000
Extension Road bikeway and sidewalks
9 Oak Street Hall Boulevard to 80th Signal improvement, bikeway $ 800,000
im rovements Avenue and sidewalks
10 Poweriine Trail Corridor Farmington Road to Lower Plan, design and construct n/a
Tualatin Greenwa multi-use path
11 Scholls Ferry Road Highway 217 to 125th Widen to seven lanes with $ 15,760,000
Improvements Avenue access management
12 Hall Boulevard Locust to Durham Road Improve Hall Boulevard to 5 $ 4,700,000
Im rovements lanes
13 Greenburg Road Hampton Road to 99W Widen to 5 lanes $ 2,500,000
Improvements
14 Highway 217 Hunziker Street to 72nd at Construct new two-lane $ 4,000,000
Overcrossing - Tigard Hampton crossing of Highwa 217
15 Walnut Street at 121st Avenue Install traffic signal at 121st $ 1,750,000
Im rovements Phase 1 Avenue
16 Walnut Street Gaarde Street to 121st Widen to three lanes with $ 5,720,000
Im rovements Phase 3 Avenue bikeways and sidewalks
17 lGaarde Street 110th Avenue to Walnut Widen to three lanes with $ 4,000,000
Improvements Street bikeways and sidewalks
Tigard Transportation System Plan DRAFr P99161
Motor Vehicles 8-43 February 27, 2000
®Ks Associates
Fable 8-6
Project Project Name Project Location Project. Description >Es"timaEedj' r
No. acili
(_.f. tY)
18 Bonita Road Hail Boulevard to Bangy Road Widen to four lanes $ 8,000,000
Improve ents
19 Durham Road Upper Boones Ferry Road to Widen to five lanes $ 3,500,000
Improvements Hall Boulevard
20 Durham Road Hall Boulevard to 99W Widen to two lanes $ 5,000,000
Improvements westbound, 1 lane eastbound,
turn lane, bikeways and
sidewalks
21 99W Improvements 1-5 to Highway 217 Widen to seven lanes $ 9 000 000
22 72nd Avenue 99W to Hunziker Road Widen to.five lanes $ 3,000,000
Improvements
23 72nd Avenue Hunziker Road to Bonita Widen to five lanes $ 5,000,000
Improvements Road
24 72nd Avenue Bonita Road to Durham Road Widen to five lanes with $ 5,000,000
Improvements bikeways and sidewalks
25 Upper Boones Ferry 1-5 to Durham Road Widen to five lanes $ 3,000,000
Road
26 Dartmouth Street Dartmouth Road to Hunziker Three lane extension; new $28,004000
Extension Road Highwa 217 overcrossing
27 Dartmouth Street 72nd Avenue to 68th Widen to four lanes with turn $ 500,000
Improvements Avenue lanes
28 Walnut Street Walnut Street at Gaarde Intersection improvement $ 1,358,000
Im rovemenu Phase 2 Street
29 Highway 217/72nd Highway 217 and 72nd Complete Interchange $ 15,000,000
Avenue Interchange Avenue reconstruction with additional
Improvements ramps and overcrossings
30 Scholls Ferry Road At Hall Boulevard Add SB right turn lane from $ 500,000
Intersection SB Hall Boulevard
Improvement
31 Highway 99W Bikeway Hall Boulevard to Greenburg Retrofit for bike lanes $ 500,000
Road
32 Highway 99W/Hall 99W/Hall Boulevard Add turn signals and modify $ 3,700,000
Boulevard Intersection signal
Improvements
33 Hall Boulevard Extension Extension from Durham to Extend Hall Boulevard to $ 25,000,000
Tualatin Road connect across the Tualatin
River
34 Beef Bend Road King Arthur to 131 Widen to three lanes $5 000 0
a 35 Beef Bend/Eisner ORE 99W to Scholls Ferry Widen to three lanes $26,000, 00
Subtotal RTP Group
$3013 88
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-44 February 27, 2000
®KS Associates
Table _8-6
Project. Project Name Project Location Project.Description A ;Estimated
.114 (Facility) ; Proj!.'cost
+ 8,000
r 1 -000 iP nc u
A Grant Avenue Pedestrian Park Street to School Street Provide a pedestrian path $ 47,000
Improvements to Charles F. Tigard along Grant Avenue
Elementary School connecting the existing
walkway to Charles F. Tigard
Elementary School
B Bonita Road Railroad Tracks to Fanno underground utilities, $ 386,000
Improvements Creek reconstruction of railroad
crossings, street widening
C Walnut/Tiedeman Walnut StreetMedeman Intersection realignment and $1,300,60-0-
Realignment Avenue si alization
D Lincoln Street Between Greenburg Road and Construct half-street $ 190,000
Improvements Commercial Street improvements, including
sidewalks, curbs and
streetlights
E 69th Avenue LID Between Hampton Street and Construct 69th Avenue to $ 1,600,000
Dartmouth Street, also ultimate section In compliance
includes Beveland Street from with Tigard Triangle Design
68th Avenue to 70th Standards
Avenue
F Mapleieaf/71 st Avenue from 72nd Avenue to Oak Widens existing pavement on $ 650,000
Street 71 st Avenue and Mapleleaf
Street to the standard width of
a local street
G Gaarde Street Extension Quail Hollow to Walnut Construct street to ultimate $50,60-0-
section
(Cost is for design at ROW
on
Subtotal City CIP Group $
4,223,000
Total $
306340, 10
16,004.6
I
Tigard Transportation System Plan DRAFTP99161
Motor Vehicles 8-45 February 27, 2000
®KS Associates
analysis. The improvements shown in Figure 8-18 are part of the updated RTP listing for the Tigard area
which is in process of approval (planned summer 2000). Also shown on Table 8-6 is a listing of the City
of Tigard Capital Improvement Program projects through 2002. Of all the improvements identified in
the TSP analysis, only three projects were not included in the TSP improvements. Each of these three
improvements may be necessary within or after the 20 year time frame of the TSP. The forecasts for the
TSP did not indicate they were necessary with the modified 2015 forecast. Right-of-way should be
preserved for each of these projects for future consideration.
• Bonita Road widening to four lanes from Hall to Bangy (preserve right-of-way)
• Durham Road widening west of Hall Boulevard (preserve right-of-way)
• Dartmouth to Hunziker overcrossing of ORE 217 (retain an alignment for future ORE 217
HOT/HOV options)
Of all the TSP recommended improvements most projects have been discussed for several years. There
is one significant project (the extension of Walnut) that is different than prior plans. Circulation and
capacity deficiencies along ORE 99W and Tigard Triangle required more than spot intersection
improvements or roadway widening to mitigate future growth impacts. The ability to circulate in Tigard
from northwest to east is severely limited except for ORE 99W. There are few options to accommodate
additional circulation. One option was to realign Greenburg Road to Johnson Street. Another was to
extend Walnut Street west of ORE 99W. The Greenberg Road realignment did little to improve
capacity. The Walnut extension helped resolve problems in the ORE 99W area near Hall/Greenburg and
in the Tigard Triangle area on ORE 99W. The specific alignment of this improvement would need to be
detailed in project development. However, three alignments were initially investigated. First an
alignment from ORE 99W/Walnut northeasterly over Fanno Creek to the Ash Street right-of-way
running north to intersect with Scoffns/Hunziker. This allowed traffic to proceed on Hunziker east to
Tigard Triangle over the recommended overcrossing to 72 dfflampton. It would also serve as direct
access to the proposed commuter rail station area. Other alignment options that should be explored
would be connecting to Bumham/Hall and continuing northward to Hunziker to a likely location for the
conceptual overcrossing of ORE 217 from Dartmouth (not part of this TSP - more than 20 years in the
future). A third alignment would utilize City Hall right-0f-way and align similar to the second option
with Hunziker. More detailed study of the alignment will be part of the future project development.
A key issue in determining need was the level of service calculation. The 1997 Highway Capacity
Methodology for the peak hour was utilized. ODOT and Metro have recently adopted two hour level of
service. To approximate this measure, the volume-to-capacity ratios in Table 8-4 can be multiplied by a
ratio of the average of the two hour volume divided by the peak hour volume. This ratio ranges from
0.93 to 0.97 at intersections in Tigard in 1999. Very few improvements would change under this
assessment of capacity. Nearly all the improvements needed in the peak hour would also be necessary in
the two hour.
I
T/gard Transportation System Plan DRAFT P99161
N4otor VehIC as; 8-46 February 27, 2000
mod
DKS Associates
The recommended TSP motor vehicle improvements are summarized in Table 8-7 and Figure 8-19.
Several spot improvements were also identified at various intersection in Tigard and they are
summarized in Figure 8-20 and Table 8-8. Prioritization should occur in coordination with the CIP
Figure 8-18 Street Improvement Plan process. All improvements on arterials and collectors shall
include sidewalks, bike lanes and transit facilities. These improvement lists should be used as a
starting point for inclusion in regional funding programs for streets.
'T'able 8-7
Future Street Improvements
(All Projects include sidewalks, bicycle lanes and transit accommodations as required)
I-5 Widen to 4 plus auxiliary lanes (each direction) Not Funded
between ORE 217 and 1-205/Wilsonville Not in any plan
Widen to 4 lanes (each direction) south to
Wilsonville
ORE 217 Widen to 3 lanes plus auxiliary lanes (each Not Funded
direction) between US 26 and 72od Avenue In RTP (as widening
or HOV or HOT)
New ORE 217/1-5 interchange between 72°d Phase I Funded
Avenue and BanRoad Phase H in RTP
ORE 99W Widen to 7lanes (total-both directions) between Not Funded
I-5 and Greenbur Road In prior plans
I-5 to ORE 99W Connector Connector linking I-5 and ORE 99W (model Not Funded
assumed connector would be located north of In RTP
Sherwood--specific location to be determined by
further stud
Overcrossings over ORE 217 5 lane overcrossings linking Washington Square Not Funded
and Cascade Avenue-one north of Scholls Ferry (identified in
Road, one south of Scholis Ferry Road to Nimbus Washington Square
Regional Center
Stud
Overcrossing of I-5 Widen Carman Drive interchange overcrossing to Not Funded
six lanes from four (two through lanes each way, In no Plans
side b side left turn lanes).
Scholls Ferry Road Widen to 7 lanes (total--both directions) between Not Funded
ORE 217 ar!d Barrows Road (East) (widening to 125"
identified in Wa.Co.
& Beaverton TSP
Greenbu-b Road Widen to 4 lanes adjacent to cemetary Not funded
In Wa.Co. Plan
Walnut Boulevard Widen to 3 lanes (total-both directions) between Not Funded
1350'(or where Gaarde connects) to ORE 99W MSTIP for parts
Extend Walnut east of ORE 99W to meet Hall Not Funded
Boulevard and Hunziker Street (3 lanes--total, in no plans
both directions
Tigard Transportation System'Plan DRAFT P99161
Motor Vehicles 8-47 February 27, 2000
®KS Associates
Gaarde Street Extend and widen to 3 lanes Walnut to ORE 99W Partially Funded
Use access control and 2 lanes in sensitive areas
Hall Boulevard Extend south to Tualatin (3 lanes-total, both Not Funded
directions
Durham Road Widen to 5 lanes (total, both directions) between Not Funded
Hall Boulevard and Upper Boones Ferry Road. In no plans
Reserve right-of-way to the west for 5 lanes
Durham Road/Upper Boones Ferry Road Realign intersection so that Durham Road Not Funded
intersection continues on continous route to I-5/Carmen In no plans
interchange-Upper Boones Ferry Road would
"tee" into Durham Road/Upper Boones Ferry
Road intersection
72 Avenue Widen to 5 lanes (total, both directions) between Not Funded (could
ORE 99W and Upper Boones Ferry Road be partially funded
by development in
Tigard Triangle-ie.
LID
• Hunziker/Hampton Realign Hunziker Road to meet Hampton Road at Not Funded
72°4 Avenue-requires overcrossing over ORE
217-removes existing 72v4 Avenue/Hunziker
intersection
Atlanta Street Extend Atlanta Street west to meet 72 Avenue To be funded with
development in
Tigard Triangle (i.e.
LID
Dartmouth Street Widen to five lanes from ORE 99W to I-5 To be funded by
fronting
improvements
68 Avenue Widen to 3-lanes between Dartmouth/1-5 Ramps Not Funded (could
and ORE 217 be partially funded
by development in
Extend 68's Avenue south to meet ORE 217 Tigard Triangle-ie.
providing right-in/right-out only access to 68m LID)
Avenue from ORE 217, replacing the NB ramps to
72m4 at ORE 217
Scoffins/Hunziker/Hall intersection Realign Scoffins to meet Hunziker at Hall Not Funded
Hall Boulevard Widen to 5lanes between Greenburg/Oleson and Not Funded
ORE 99W
Beef Bend Road Access Control should be implemented to preserve Not Funded
capacity with 2lanes (with intersection turn lanes). Implemented with
Minimum 1,000 foot spacing should be used adjacent
between any driveway(s) and/or public street(s) development
Widen from King Aruther to 131" to 3-lanes
MSTIP
Widen Beef Bend/Eisner Road to 3-lanes from
ORE 99W to Scholls Ferry Road MSTIP
T/gard Transportation System Plan DRAP'f'P99161
Motor Vehicles 8-48 February 27, 2000
DKS Associates
LM Tlgar+d Transportation System Plan "DRAFT P99161
Moto
Motor Vehicles 8-49 February 27, 2000
c~ oFn~AR
o~,atian
Tray e~ ns Plan
.
O
!Legsnd
217 " pgtial
xd cR ° 5 ~
3 ~ 3
•
' 3
210
. 3 .
e qqW ,
8 ~
.
~ s
a
0
3
5
5
r 5
figure x.19
U SvoI.A
w
•
MEiSt P
1'MPRO~
a +...f 1 ilk v 6M1 ~W~M.
CITY of.pGASID
oration
-Tras e s plan
sy
~ 1-~gend e~
0 211
N
210
_QR qqY~ ~r
R
sup ~ R ~~re $,2~
~~RSEO'Ro S
PROVEMS5 ~,ocA'RoN
r
DKS Associates
Table 8-8
City of Tigard 2015 Intersection Improvements
Table 8-8: Intersection Improvements
-
• . D
1 Davies/Scholls Ferry Road • Traffic signal
• Northbound right turn lane
• Realign to meet Barrows Road close Barrow to local traffic
2 North Dakota/125 /Scholls Ferry Road • Southbound right turn lane
• Retain westbound right turn lane when 3rd lane added on
Scholls Ferry Road
• Change from protected left turn phasing to permitted phasing
north/south
3 Nimbus/Scholls Ferry Road • Retain eastbound right turn lane when 3rd lane added on
Scholls Ferry Road
• Retain westbound right turn lane when 3rd lane added on
Scholls Ferry Road
• Southbound right turn lane
• Reconfigure northbound and southbound lanes to create
exclusive left turn lanes
• Change from split phasing to protected left turn phasing
north/south
4 121"/Wainut • Traffic signal
• Northbound left turn lane
• Southbound left turn lane
• Eastbound left turn lane
• Westbound left turn lane
5 121"[North Dakota • Traffic signal
6 Greenburg/Oleson/Hall • 2°d northbound left turn lane
• Extend signal cycle length
• Assumes Hall widened to 5 lanes
7 Greenburg/Washington Square Road . Southbound right turn lane
• Overlap eastbound right turn
i Extend signal cycle length
8 Main/Greenburg/ORE 99W • Southbound left turn lane
i Retain westbound right turn lane when ORE 99W widened
to 7lanes
9 Greenburp/Tiedeman • Extend signal cycle length
i
• Im robed eome /ali ent
10 Hall/Oak C Extend signal cycle length
• Assumes Hall widened to 5 lanes
11 Ha1VORE 99W • Southbound right turn lane
6 Northbound left turn lane
S
• Westbound right turn overlap
• Retain westbound right turn lane when ORE 99W widened
to 7lanes
Tigard Transportation System Plan DRAFT' P99161
Motor vehicles 8-52 February 27, 2000
DKS Associates
Table 8-8: Intersection Im rovements
• e scrip •
N• Inters
12 ORE 217 NB Ramps/ORE 99W • Retain eastbound right turn lane when ORE 99W widened to
7 lanes
• Retain westbound right turn lane when ORE 99W widened
to 7 lanes
• 2°d northbound left turn lane
13 ORE 217 SB Ramps/ORE 99W • 2"d southbound right turn lane
• Retain eastbound right turn lane when ORE 99W widened to
7 lanes
14 Dartmouth/ORE 99W • Retain eastbound right turn lane when ORE 99W widened to
7 lanes
15 72 /ORE 99W • Southbound right turn lane
• Northbound right turn overlap
• Change to protected lcft turn phasing north/south
• Retain eastbound right turn lane when ORE 99W widened to
7 lanes
16 68 /ORE 99W • 2°d westbound left turn lane
• Northbound left turn lane
• Southbound left turn lane
• Change to protected left turn phasing north/south
17 72 /Dartmouth • Traffic signal
• Assumes 72°d Avenue and Dartmouth widened to 5 lanes
18 68 /Atlanta/Haines Traffic signal
19 ORE 217 SB Ramps/72 • Assumes 72' Avenue widened to 5 lanes
20 72 Bonita • Assumes 72°d Avenue widened to 5 lanes
21 72 ad/Carmen 2ad northbound right turn lane
22 72 /Upper Boones Ferry Road • Assumes Durham/Upper Boones Ferry/72°d widened to 5
lanes
23 Hall/Sattler/Ross • Traffic signal
• Northbound left turn lane
• Southbound left turn lane
24 Hall/Durham • 2°d southbound left turn lane
• Widen west of intersection to introduce 5-lane section on
Durham include existing westbound right turn lane
25 ORE 99W/McDonald/Gaarde • Westbound right turn lane
• 2°d Northbound left turn lane
26 ORE 99W/Beef Bend • Southbound right turn lane (on ORE 99W)
• Adjust cycle length
27 Tiedeman/Walnut • Traffic signal and realignment
• Southbound left turn lane
• Eastbound left turn lane
• Westbound left turn lane
Tigard Transportation System Plan " DIMI- ' R99161
Motor Vehicles 8-53 February 27, 2000
=Emil
®KS Associates
Table 8-8: Intersection Improvements
o.: ntersddion.... . .
N, I
• 2nd westbound right turn lane
28 Murray/Scholls Ferry Road • Add additional southbound lane to achieve 2 southbound left
turn lanes and two southbound through lanes
• Extend signal cycle length
• Changes to protected left turn phasing north/south and
cast/west
29 Beef Bend/Scholls Feny Road . Eastbound right turn lane
• Northbound left turn lane
• Eastbound right turn overlap
• Change to protected phasing east/west
• Change to split phasing north/south
30 Walnut/ORE 99W • Retain westbound right turn lane when ORE 99W is widened
to 7 lanes
• Change to protected left turn phasing on Walnut
31 72 /Harnpton/Hunziker . Southbound right turn lane OR eastbound right turn lane
• Change to protected left turn phasing all directions
32 Durham/Upper Booties Ferry Road . Reconfigure intersection to make through route between
Durham and I-5/Carmen interchange
33 Gaarde/Walnut Traffic signal
• Eastbound right turn lane
34 68 /Dartmouth • Traffic signal
35 Carman/1-5 southbound • Eastbound right turn lane
36 Carman/1-5 northbound • 2ad westbound through lane
• 2nd northbound left turn lane
• Eastbound se crate throw and left turn 2 lanes
Pedestrian Crossing Evaluation/Signals Study and determine appropriate locations for Pedestrian
lCrossing Signals
Traffic Signal Guidelines
Traffic signal warrant analyses were performed for all unsignalized study intersections operating at LOS
Y E or worse under future base (2015) conditions (Table 8-9). Traffic signal warrants were based on the
Manual on Uniform Traffic Control Device's (MUTCD) Warrant 11 (Peak Hour Volume)."
To guide future implementation of traffic signals to locations which have the maximum public benefit by
serving arterial/collectodneighborhood routes, a framework master plan of traffic signal locations was
developed (Figure 8-21). The intent of this plan is to outline potential locations where future traffic
5
" Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration, 1988 Edition.
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles o - 54 Febmary 27, 2000
CVT( Of -nGARD
Transportation
As` Systems plan
too Taft SO
dM~ s~s~
be W&.dt
tM~~ba'Sotn
x ~ Ndtx S'9~~
211 a, ~
a
a D r 'QO
4
210
!fy
Q
5
~Jio
Su ~ M
1t0
FigurG
NAL.
TposC Sl
PLAN
.r ~
DKS Associates
signals would be placed to avoid conflicts with other development site oriented signal placement. To
maintain the best opportunity for efficient traffic signal coordination on arterials, spacing of up to 1,000
feet should be considered. No traffic signal should be installed unless it meets Manual of Uniform
Tragic Control Devices warrants. Three key traffic signal issues are outlined in this TSP as part of the
transportation policy of Tigard:
• Establishing a traffic signal spacing standard of 1,000 feet and a traffic signal master plan to
guide future traffic signal placements. When this standard is not met, additional evaluation
should be prepared to assure signal progression can be efficiently maintained;
• Traffic signals disrupt traffic flow. Their placement is important for neighborhood access,
pedestrian access and traffic control. To not utilize the limited placements of traffic signals
to serve private land holdings will limit the potential for use that will generally benefit the
public, neighborhoods and pedestrian access. Limiting placement of traffic signals to
locations that are public streets would minimize or eliminate the potential for traffic signals
solely serving private access.
• ODOT signal design and signal phasing guidelines should be followed for all traffic signal
installations.
Table 8-9
Traffic Signal Warrants
MUTCD Peak Hour Volume Warrant
Intersection Warrant Met?
72 /Dartmouth Yes
68 /Dartmouth Yes
Gaardell2l" Yes
GaardelWalnut Yes
Walnut/121" Yes
Walnut/Tiedeman Yes
SattlerMall Yes
Bonita/79th Yes
i
i
i
3
Tigard Transportation System Plan " DRAFT P99161
Motor Vehicles 8-56 February 27, 2000
DKS Associates
SAFETY
Needs
Accident data was obtained for the City of Tigard from Washington County. Chapter 3 provides
detailed data regarding motor vehicle accidents in Tigard. Several strategies are suggested for
improving safety in the City of Tigard. These strategies aimed at providing the City with priorities that
meet the goals and policies of the City.
• Work with other agencies such as Washington County and ODOT to help prioritize and
fund safety programs - coordinated approach
• Develop a citywide safety priority system which identifies high accident locations, ranks
the locations and identifies safety mitigation measures
• Address safety issues on an as needed basis
Suggested Improvements
Most of these high accident locations are included in future street improvements listed in Tables 8-6 and
8-7. The only two intersection not being improved are the two on Locust Street (at 72od and 8011).
Accident numbers over three years at these all-way stop sign controlled intersections are very low (3-4 in
3 years). Beyond maintenance, signing and lighting there is little else necessary at these two locations.
In the short term, specific action plans should be prepared to address whether beneficial improvements at
these locations can be made without affecting future plans.
A future issue with regard to safety involves the decision to go to three lanes from two lanes or five lanes
from four lanes. National research has clearly demonstrated the benefits of providing a turning lane
when daily traffic volumes exceed 15,000 vehicles per day". While widening the street can commonly
be viewed as pedestrian unfriendly, the potential impact of not having a turning lane is that accident rates
will increase substantially (11 to 35 percent) on two lane roads compared to three lane roads.
One safety action that can have an immediate impact is to condition all land use development projects
that require access on city streets to maintain adequate sight distance. This should-address all fixed or
temporary objects (plants, poles, buildings, signs, etc.) that potentially obstruct sight distance. Any
property owner, business, agency or utility that places or maintains fixed or temporary objects in the
sight distance of vehicles, bicycles or pedestrians should be required to demonstrate that adequate sight
distance is provided (per American Association of State Highway and Transportation Officials)."
Finally, the City should coordinate with Washington County and ODOT to develop real-time accident
reporting statistics that allow the city to prioritize current collision issues, not four to seven year old data.
Current vendors exist that provide accident report software (Washington County uses Intersection
Magic). Tigard, as one of several cities with this need, should work cooperatively with peer jurisdictions
to implement software that prioritizes collision locations, produces detailed accident diagrams to allow
" Multilane Design Alternatives for Improving Suburban Highways, TRB NCHRP Report No. 282, March 1986.
" "A Policy on Geometric Design of Highways and Streets", Green Book American Association of State Highway and
Transportation Officials, 1994.
Tigard Transportation System Plan DRAFT " P99161
Motor Vehicles 8-57 February 27, 2000
MKS Associates
for assessment and is real time (no more than 3 to 6 months old data with five years of historical data).
ACCESS MANAGEMENT
Access Management is a broad set of techniques that balance the need to provide efficient, safe and
timely travel with the ability to allow access to the individual destination. Both Washington County
and ODOT have clear and concise access management policies and the supporting documentation to
ensure that the highway system is managed as wisely as possible for the traveling public. Proper
implementation of Access Management techniques should guarantee reduced congestion, reduced
accident rates, less need for highway widening, conservation of energy, and reduced air pollution.
Access management is control or limiting of access on arterial and collector facilities to preserve their
functional capacity. Numerous driveways erode the capacity of arterial and collector roadways.
Preservation of capacity is, particularly important on higher volume roadways for maintaining traffic
flow and mobility. Where as local and neighborhood streets function to provide access, collector and
arterial streets serve greater traffic volume. Numerous driveways or street intersections increase the
number of conflicts and potential for accidents and decrease mobilitMand traffic flow. Tigard, as with
every city, needs a balance of streets that provide access with streets that serve mobility.
Several access management strategies were identified to improve access and mobility in Tigard:
• Provide left turn lanes where warranted for access onto cross streets
b Work with land use development applications to consolidate driveways where feasible
0 Meet Washington County/ODOT access requirements on arterials
• Establish City access standards for new developments on collectors and arterials
C Develop city access requirements that are consistent with Metro Title 6 access guidelines
The following recommendations are made for access management:
• Incorporate a policy statement regarding prohibition of new single family residential access on
arterials and collectors. A design exception process should be outlined that requires mitigation
of safety and NTM impacts. This addresses a problem in Tigard where property owners
consume substantial staff time on issues of residential fronting impacts after they have chosen
i to build adjacent to an arterial.
• Use Washington County and ODOT standards for access on arterials and collectors under their
jurisdiction (see tables showing Washington County and ODOT standards in Appendix).
• Specific access management plans be developed for arterial streets in Tigard to maximize the
capacity of the existing facilities and protect their functional integrity. New development and
roadway projects should meet the following requirements:
Arterial: Maximum spacing of roadways and driveways = 1,000 feet
s Minimum spacing of roadways and driveways = 600 feet
Collector: Maximum Spacing of roadways and driveways = 400 feet
Minimum Spacing of roadways and driveways = 200 feet
All Roads: Require an access report stating that the driveway/roadway is safe as
77gard Transportation System Plan DRAFTP99161
&Iotor Vehicles 8-58 February 27, 2000
DKS Associates
designed meeting adequate stacking, sight distance and deceleration
requirements as set by ODOT, Washington County and AASHTO.
Access management is not easy to implement and requires long institutional memory of the impacts of
short access spacing - increased collisions, reduced capacity, poor sight distance and greater
pedestrian exposure to vehicle conflicts. The most common opposition response to access control is
that "there are driveways all over the place at closer spacing than mine -just look out there". These
statements are commonly made without historical reference. Many of the pre-existing driveways that
do not meet access spacing requirements were put in when traffic volumes were substantially lower
and no access spacing criteria were mandated. With higher and higher traffic volume in the future, the
need for access control on all arterial roadways is critical - the outcome of not managing access
properly is additional wider roadways which have much greater impact than access control.
MAINTENANCE
Preservation, maintenance and operation are essential to protect the City investment in transportation
facilities. The majority of current gas tax revenues are used to maintain the transportation system. With
an increasing road inventory and the nerd for greater maintenance of older facilities, protecting and
expanding funds for maintenance is critical.
A Pavement Management Program is a systematic method of organizing and analyzing information
about pavement conditions to develop the most cost effective maintenance treatments and strategies. As
a management tool, it aids the decision-making process by determining the magnitude of the problem,
the optimum way to spend funds for the greatest return on the dollar, and the consequences of not
spending money wisely. Tigard maintains an annual program of pavement management and monitors
conditions in setting priorities for overlays, slurry seals and joint sealing. With over 130 miles of
roadway, maintenance is one of the largest transportation expenditures, requiring over $1,500,000 per
year (to put this budget in perspective, this relates to $2 per foot of road).
A pavement management program can be a major factor in improving performance in an environment of
limited revenues. A pavement management program is not and should not be considered the answer to
every maintenance question. It is a tool that enables the public works professional to determine the most
cost-effective maintenance program. The concept behind a pavement management system is to identify
the optimal rehabilitation time and to pinpoint the type of repair which make's the most sense. With a
pavement management program, professional judgment is enhanced, not replaced. A critical concept is
that pavements deteriorate 40 percent in quality in the first 75 percent of their life. However, there is a
rapid acceleration of this deterioration later, so that in the next 12 percent of life, there is another 40
percent drop in quality. A pavement management system can identify when pavements will begin to
deteriorate before rapid deterioration starts to focus preventative maintenance efforts cost effectively.
These solutions are generally one-fifth to one-tenth the cost required after a pavement is 80 percent
deteriorated. Figure 8-22 illustrates the pavement life cycle.
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-59 February 27, 2000
® Assodates
017Y OF TIGARD
Transportation
Systems Plan
c
em
w
am Excellent
c
Good 40% drop in quality
$1.00 for renovation
Fair 75% of life here
c
E Poor
40% drop in quality
41 12% Will cost $4.00 to
> Very Poor o° f~-~ x_$5.00 here
Failed
Time 20 yrs.
v4e 4en Mfe
Figure 8-22
PAVEMENT LIFE CYCLE
®KS Associates
A visual inspection of Tigard's surface street system was prepared by a consultant for the City of
Tigard in 1998/99. This inspection produced a "report card" of the street pavement status for each
roadway in Tigard. Figure 8-23 summarizes the key action items identified in the last pavement
management inspection. Overlays and slurry seals are identified. The next pavement inspection will
be conduction in 2001. Based upon the last inspection, a determination was made that Tigard has
approximately a $3,000,000 back log of needed maintenance that cannot be addressed by annual on-
going maintenance programs.
Tigard has recently taken on the maintenance and operation of several county roads over the past
several years. The on-going maintenance budget has increased as Tigard receives more of the
statewide motor vehicle fee allocation for roadway preservation and operation. Table 8-10
summarizes the roadway maintenance funding history for the last four fiscal years.
Table 8-10
City of Tigard Street Maintenance Budget Summa 21
FY 96-97 FY 97-98 FY 98-99 FY 99-00
Requirements actual actual budgeted budgeted Description
Street Maintenance
Overlays/Slurry Seal $300,000 $300,000 $300,000 $300,000 Contracted out
Minor Safety Imp. $140,000 $140,000 $140,000 $140,000 Small
NTM $ 45,000 $ 45,000 $ 60,000 $ 60,000 Improvements
Striping $ 7,000 $ 7,000 $ 7,000 $ 7,000 Traffic Calming
Restri in roads
Street.Program
Dig Outs/Contracts Reconstruction,
LaborOutlay $523,000 $620,000 $814,000 $1,050,000 Signs, Guard rail,
Capital/Equipment Sweeping,
Management/Administration $30,000 $31,000 $41,000 $58,000
Total $1,045,000.00 $1,143,000.00 $1,362,000.00 $1,615,000.00
Note: Tigard started maintaining an increase share of County streets from 1997 to present.
Tigard has taken on more maintenance responsibilities from Washington County in recent years. In the
near future, Tigard will add 6 more miles of roadway inventory for the Walnut Island Annexation. This
will bring the city inventory up to nearly 140 miles of roadway (up from 120 just five years ago).
Based on information received from Gus Duneas, City of Tigard, February 2000.
Tigard Transportation System Plan DRAFT P99161
Motor !Vehicles 8-61 February 27, 2000
DKS Associates
Figure 8-23 Pavement Overlays/Slurry
GUS TO PROVIDE DATA
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-62 February 27, 2000
DKS Associates
NEIGHBORHOOD TRAFFIC MANAGEMENT
Neighborhood Traffic Management (NTM) is a term that has been used to describe traffic control
devices typically used in residential neighborhoods to slow traffic or possibly reduce the volume of
traffic. NTM is descriptively called traffic calming due to its ability to improve neighborhood livability.
Tigard has done extensive work in the way of testing and implementing NTM measures such as speed
humps, chokers, pavement texturing, circles, chicanes and other elements (Figure 8-24). The City
initiated a formalized NTM program in 1995 and expends about $60,000 per year in traffic calming city
wide. The following are examples of neighborhood traffic management strategies:
• speed wagon (reader board that displays vehicle speed)
• speed humps
• traffic circles
• medians
• landscaping
• curb extensions
• chokers (narrows roadway at spots in street)
• narrow streets w
• closing streets
• photo radar
• on-street parking
• selective enforcement
• neighborhood watch
Typically, NTM can receive a favorable reception by residents adjacent to streets where vehicles travel
at speeds above 30 MPH. However, NTM can also be a very contentious issue within and between
neighborhoods, being viewed as moving the problem rather than solving it, impacting emergency travel
or raising liability issues. A number of streets in Tigard have been identified in the draft functional
classification as neighborhood routes. These streets are typically longer than the average local street and
would be appropriate locations for discussion of NTM applications. A wide range of traffic control
devices is being tested throughout the region, including such devices as chokers, medians, traffic circles
and speed humps. NTM traffic control devices should be tested within the confines of Tigard before
guidelines are developed for implementation criteria and applicability. Also, NTM may be considered in
an area wide manner to avoid shifting impacts between areas and should only be applied where a
majority of neighborhood residents agree that it should be done. Strategies for NTM seek to reduce
traffic speeds on neighborhood routes, thereby improving livability. Research of traffic calming
measures demonstrates their effectiveness in reducing vehicle speeds. Table 8-11 summarizes
nationwide research of over 120 agencies in North America.
The City could consider adopting a neighborhood traffic management program. This program would
help prioritize implementation and address issues on a systematic basis rather than a reactive basis.
Criteria should be established for the appropriate application of NTM in the City. This would address
warrants, standards for design, funding, the required public process, use on collectors/arterials (fewer
acceptable measures - medians) and how to integrate NTM into all new development design.
Tigard Transportation System Plan DRAFTP99161
Motor Vehicles 8-63 February 27, 2000
~III i
T
I
II~
GIB
I~
elly ~FSIGARD
o~tati
'C on
'~aSystems Flail
~ g ~ O.Po~° 1
OAK
~ x X .1~2nds'nit~+s
~ ~ 217
R < o T
w ~
210 t~R
g
y ss
~A?qy
H
D i
V
$ 5
Ftgute $w
~ 8 ~ 'iRAFFtC GAi-
e
m
DKS Associates
Table 8-11
NTM Performance
Speed Reduction (MPH) Volume Change (ADT)
Measures No. of Public
Studies Low High Average Low High Ave. Satisfaction
Speed Humps 262 1 11.3 7.3 0 2922 328 79%
Speed Trailer 63 1.8 5.5 4.2 0 0 0 900/0
Diverters 39 - - .4 85 3000 1102 72%
Circles 26 2.2 15 5.7 50 2000 280 72%
Enforcement 16 0 2 2 0 0 0 71%
Traffic Watch 85 .5 8.5 3.3 0 0 0 980/0
Chokers 32 2.2 4.6 3.3 45 4100 597 790/a
Narrow Streets 4 5 7 4.5 0 0 0 83%
SOURCE: Survey of Neighborhood Traffic Management Performance and Results, ITE District 6.4nnual Meeting,
by R S. McCourt, July 1997.
PARKING
Parking has not typically been a significant transportation issue in the past for Tigard. New land uses
were required to provide the code designated number of parking spaces to assure there would be no
impact to surrounding land uses (overflow parking). These parking ratios were developed based upon
past parking demand characteristics of each land use type. Most recently, parking has become an
element of transportation planning policy through two actions. The adoption of the Transportation
Planning Rule in 1991, which was updated in November 1998 (sections 660-12-020(2g) and 660-12-
045(5c)) and the Metro Functional Plan of November 1996, Title 2. The City of Tigard has adopted
these changes in section 18.765 of its Development Code (refer to Table 18.765.2 Minimum and
Maximum Required Off-street Vehicle and Bicycle Parking Requirements). By adopting the
minimum and maximum parking ratios outlined in Title 2, the City has addressed the TPR required
reduction in parking spaces per capita over time.
Several strategies were identified to address the desire to reduce parking needs in Tigard:
• Shared parking
• Parking pricing
• Parking needs should be reviewed by individual developments at the site plan review
stage. Parking provisions should be compared to demand, as identified by TTE or DEQ u
• Maximum Parking Ratios
One of the concerns with parking reduction policies is the impact to adjacent land toes should the
vehicle needs of a site exceed the provision of parking.
TRANSPORTATION SYSTEM MANAGEMENT/ INTELLIGENT
u Parking Demand, 2id Edition, Institute of Transportation Engineers, 1987; and Peak Parking Space Demand Study,
Oregon Department o: Environmental Quality, by JHK & Associates, June 1995.
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-65 February 27, 2000
DKS Associates
TRANSPORTATION SYSTEMS
Transportation System Management (TSM) focuses on low cost strategies to enhance operational
performance of the transportation system. Measures that can optimize performance of the transportation
system include signal improvements, intersection channelization, access management (noted in prior
section), HOV lanes, ramp metering, rapid incident response, and programs that smooth transit operation
(refer to Table 8-7 for samples of intersection-level TSM improvements). The most significant measure
that can provide tangible benefits to the traveling public is traffic signal coordination and systems.
Traffic signal system improvements can reduce the number of stops by 35 percent, delay by 20 to 30
percent, fuel consumption by 12.5 percent and emissions by 10 percent". This can be done without the
major cost of roadway widening. Ramp metering has been proven to improve freeway performance,
reducing travel time, reducing accidents, increasing vehicle speed and reducing fuel consumption.
ODOT plans to meter all the on-ramps to 1-5 and ORE 217 within Tigard (presently the ORE 217 ramps
are metered). As ramp metering is installed in Tigard, the City should work with ODOT to develop
ramp meter bypass lanes for high occupancy vehicles and transit.
Several of the strategies were elements of an Intelligent Transportation System (ITS) plan being
implemented regionally by ODOT and participating agencies. ITS focuses on a coordinated, systematic
approach toward managing the region's transportation multi-modal infrastructure. ITS is the application
of new technologies with proven management techniques to reduce congestion, increase safety, reduce
fuel consumption and improve air quality. One element of ITS is Advanced Traffic Management
Systems (ATMS). ATMS collects, processes and disseminates real-time data on congestion alerting
travelers and operating agencies, allowing them to make better transportation decisions. Examples of
future ITS applications include routine measures such as "smart" ramp meters, automated vehicle
performance (tested recently in San Diego), improved traffic signal systems, improved transit priority
options and better trip information prior to making a vehicle trip (condition of roads - weather or
congestion, alternative mode options - a current "real time" schedule status, availability/pricing of retail
goods). Some of this information will be produced by Tigard, but most will be developed by ODOT or
other ITS partners (private and public). The information will be available to drivers in vehicles, people
at home, at work, at events or shopping. The Portland region is just starting to implement ITS and the
City of Portland, Tri-Met and ODOT have already developed their own ITS strategic plans.
TRUCKS
H
Eli Efficient truck movement plays a vital role in maintaining and developing Tigard's economic base.
Well planned truck routes can provide for the economical movement of raw materials, finished
products and services. Trucks moving from industrial areas to regional highways or traveling through
Tigard are different than trucks making local deliveries. The transportation system should be planned
to accommodate this goods movement need. The establishment of through truck routes provides for
this efficient movement while at the same time maintaining neighborhood livability, public safety and
minimizing maintenance costs of the roadway system. A map of proposed through truck routes in
a Tigard was developed (Figure 8-25). This map is built from the approved Through Truck Route Map
in the Washington County Transportation Plan (1988), the recent Metro Regional Freight System
" Portland Regiomvide Advanced Trafc Management System Plan. ODOT, by DKS Associates, October 1993.
Tigard Transportation Syster Fr an " DRAFT P99161
Motor Vehicles 8-66 February 77, 2000
INKS Associates
(1999) and this plan.
The plan is aimed at addressing the through movement of trucks, not local deliveries. The objective
of this route designation is to allow these routes to focus on design criteria that is "truck friendly",
i.e., 12 foot travel lanes, longer access spacing, 35 foot (or larger) curb returns and pavement design
that accommodates a larger share of trucks. Because these routes are through routes and relate to
regional movement, they should relate to the regional freight system. The Draft Regional
Transportation Plane' includes the following routes in the regional freight system in Tigard, which are
consistent with the city map:
• I-5, ORE 217 and ORE 99W Main Roadway Route
• 72od Avenue south of ORE 217 Road Connector
• Hunziker Street east of Hall Boulevard Road Connector
• Scholls Ferry Road from east of Nimbus to ORE 217 Road Connector
Key differences from the City TSP truck plan to the to the previously adopted Washington County Plan
and Metro RTP include the following:
• Hall Boulevard south of Hunziker Street is removed from the plan along with Durham Road east of
Hall Boulevard as shown in the Washington County Plan. In its place Hunziker Street and 7Td
Avenue south of ORE 217 are added (as they are in the Regional Freight System).
• Scholls Ferry Road west of Nimbus and east of ORE 217 to Hall Boulevard are retained from the
Washington County Plan (although not part of the Regional Freight System) along with Hall
Boulevard from ORE 217 to Hunziker.
There are other streets in Tigard that due to their adjacent land uses will need to be "truck friendly".
Local industrial streets such as Tech Center Drive and Wall Street would represent samples of streets
which where the local industrial street cross-section (Figure 8-7) would apply. In the future, industrial
land development will need similar connections to the through truck routes.
Criteria
Tigard's TSP Advisory Committee created a set of goals and policies to guide transportation system
development in Tigard (see Chapter 2). Several of these policies pertain specifically to trucks:
Goal 2: Multi Modal
Policy l Develop and implement public street standards that recognize the multi purpose nature
+ of the street right-of-way for utility, pedestrian, bicycle, transit, truck and auto use.
3
Graf! Regional Transportation Plan, Metro, December 1999.
Tlgar d Transportation System Plan DRAFT P99161
Motor Vehicles 8-67 February 27, 2000
11!jXj s~lLil 1 vil~ii
CIW of '6tGARD
' ,~SSOCI~
~
Transportation
t Systems Plan
Legend
w.ww.Tiu oTwARoutes
Z
4
217
G
210
e
• GCE
A
SU ~
A~
Figure 8-25
TROUGH
TRUCK ROUTES
V
DKS Associates
Goa! 6: Goods Movement
Policy 1 Design arterial routes, highway access and adjacent land uses in ways that facilitate the
efficient movement of goods and services.
Policy 2 Require safe routing of hazardous materials consistent with federal and state guidelines.
These goals and policies are the criteria that all truck related improvements in Tigard should be
measured against to determine if they conform to the intended vision of the City.
4
i
{
I
1
I
1
I
f
Tigard Transportation System Plan DRAFT P99161
Motor Vehicles 8-69 February 27, 2000
DKS Associates
Chapter 9
then, Modes CITY OF TIGARD
OREGON
This chapter summarizes existing and future rail, air, water and pipeline needs in the City of Tigard.
While auto, transit, bicycle and pedestrian transportation modes have a more significant effect on the
quality of life in Tigard, other modes of transportation must be considered and addressed.
CRITERIA
No goals or policies were developed related to rail, air, water or pipeline transportation systems.
RECOMMENDED FACILITIES
RAIL
Railroad tracks traverse Tigard from its northern boundary to the southeast. There are two adjacent but
separate tracks south from north of North Dakota Street to Bonita Road. South of Bonita Road, one set
of tracks crosses the Tualatin River to Tualatin and further south (parallel to I-5 to just north of Salem).
The other set of tracks turns east to Lake Oswego/Milwaukie and Southeast Portland. North of Tigard,
both tracks go on into Beaverton and Hillsboro. They are both owned by Portland & Western (P&W), a
sister company of Willamette & Pacific (W&P) Railroad.
Within the next five years all of the rubberized at-grade crossing panels will be replaced with concrete
panels. The concrete panels have longer life and are more skid resistant. Presently all the grade
crossings of the railroad and roadways in Tigard are controlled by gated crossings. There are a few
private crossings which are not gated. Grade separation of the railroad crossings has not been
determined to be necessary at any of the existing crossings. The highest volume at-grade crossing in
Tigard is on Scholls Ferry Road. Because of the close proximity of the rail crossing to the ORE 217
interchange, future expansion of ORE 217 should consider the operational need of Scholls Ferry Road
south of ORE 2171.
A commuter rail system, linking Wilsonville and Beaverton/Hillsboro, has been discussed and
preliminary analysis has been conducted to determine possible alignments and station locations. The
1 Outside the 20 year perspective of this plan, it may become necessary to consider a grade separation of the
railroad crossing. While not part of this TSP, this concept should be considered in future planning of the Scholts
Ferry Corridor. A grade separation concept may include a viaduct Scholls Ferry Road from ORE 217 to south of
Nimbus. Urban interchanges would need to be designed for Nimbus and Cascade This viaduct approach may
preclude the need for seven lanes on Scholls Ferry Road. This type of alternatives analysis would be necessary in
the project development of any Scholls Ferry Road widening, ORE 217 widening and/or rail crossing changes.
Tigard Transportation System Plan DRAT P99161
Other Modes 9-1 September 7, 2000
III ~~i I !I Jill
®AUs Associates
system would travel through Tigard with at least one or two stops in the City. One of the City's
policies is to support the development of a commuter rail system as part of the regional transit network2.
The commuter rail project would enhance the rail line by providing sidings (double track) over
portions of the alignment. The commuter rail would operate when there is little freight activity.
There has been a recent increase in volume to about eight trains per day through Tigard (includes both
northbound and southbound trains-total of about four round-trips per day). P & W anticipates
changes in freight service in the near future, but the changes are likely to affect timing rather than the
number of trains passing through Tigard.
AIR
Tigard is served by the Portland International Airport, located in Northeast Portland on the Columbia
River. The Portland International Airport is a major air transportation and freight facility, which serves
Oregon and Southwest Washington. It provides a base for over twenty commercial airlines and air
freight operations. The Port of Portland reported nearly 13.7 million passengers were served at the
Portland International Airport in 1999. Ground access to Portland International Airport from Tigard is
available by automobile, taxi and shuttle (in year 2001 light rail access will be available).
Tigard is also served by the Portland-Hillsboro Airport, a general aviation facility located in the north
central portion of the City. The airport facility is owned and operated by the Port of Portland as part of
the Port's general aviation reliever system of airports. The Port of Portland maintains a Master Plan for
this facility which was most recently updated in October 1996.
No airports exist or are expected within the City in the future. Therefore, no policies or
recommendations in this area of transportation are provided for Tigard.
WATER
The Tualatin River is located along the southern border of Tigard. It is used primarily for recreational
purposes. No policies or recommendations in this area of transportation are provided.
PIPELINE
There are high pressure natural gas feeder lines owned and operated by Northwest Natural Gas
Company along several routes in Tigard. Figure 9-1 shows the feeder line routes for Tigard 4 No
future pipelines are expected within the City. No policies or recommendations in this area of
transportation are provided for Tigard.
2 Washington County Commuter Rail Study, Phase II, Prepared by BRW, etc., May, 1999.
3 Based upon Port of Portland web page, http://www.portofportiandor.com/1299month.htm
e Based on the Portland Area Distribution System Map (Dated September, 1998) received from Northwest
Natural Gas Company.
Ttgaf d Transportadon System Plan DRAFT P99161
Other Modes 9-2 September 7, 2000
DOAswcbtss
CROMARD
TOSCALE
R° Transportation
Systems Plan
Legend
Existing HqA Presm Gas Pipe[me
217
c
210
s
0
~w
GAARDS
BUU
ROAM
sl1 i ft
ao`
a
`r Figure 9.1
MAJOR PIPELINE
ROUTES
m
DKS Associates
Chapter 10
Transportation Demand C1WOFTICMD
Management OREGON
INTRODUCTION
Transportation Demand Management (TDM) is the general term used to describe any action that
removes single occupant vehicle trips from the roadway network during peak travel demand periods.
The Transportation Planning Rule outlines a goal of reducing vehicle miles traveled (VMT) per
capita.' TDM measures applied on a regional basis can be an effective tool in reducing vehicle miles
traveled. Samples include:
o Employers installing bicycle racks
Work with property owners to place parking stalls for carpoolers near building entrances
Provide information regarding commute options to larger employers
Encourage linkage of housing, retail and employment centers
Encourage flexible working hours
e Encourage telecommuting
• Provide incentives to take transit and use other modes (i.e. free transit pass)
Schedule deliveries outside of peak hours
The strategies for transportation demand management were identified in working with the City's TSP
Task Force which included the City Planning Commission. These committees provided input
regarding the transportation system in Tigard, specifically exploring TDM needs.
BACKGROUND
In 1993, the Oregon Legislature passed a law to help protect the health of Portland area residents from
air pollution and to ensure that the area complies with the federal Clean Air Act. The Employee
Commute Options (ECO) rules are provisions of the law.- The ECO program requires larger employers
to provide commute options to encourage employees to reduce auto trips to the work site. It is one of
several strategies included in the Ozone Maintenance Plan for the Portland Air Quality Maintenance
Area (AQMA) which will be in place until the year 2006. Employers in the Portland AQMA with
more than 50 employees at a work site must provide commute options that have the potential to reduce
employee commute auto trips by 10 percent within three years, and maintain the trip reductions
through the life of the plan.
TDM can include a wide variety a -7^ti.ons tailored to the individual needs of employers to achieve trip
reduction. Table 10-1 provides a list of several strategies identified in the ECO program. Research
By 10 percent over 20 years
=Oregon Administrative Rules Chapter 340, Division 30.
Tigard Transportation System Plan DRAFTP99161
T ransporiation Demand Management 10-1 February 29, 2000
DKS Associates
has
Tigard Transportation System Plan DRAFT P99161
Transportation Demand Management 10-2 February 29, 20W
DKS Associates
Table 10-1
Transportation Demand Management Strategies
Potential Trip
Strategy Description Reduction
Telecommuting Employees perform regular work duties at home or at a work 82-91% (Full Time)
center closer to home, rather than commuting from home to
work. This can be full time or on selected work days. This can 14-36% (1-2 day/wk)
require computer equipment to be most effective.
Compressed Work Schedule where employees work their regular scheduled number 7-9% (9 day/80 hr)
Week of hours in fewer days per week (for example, a 40 hour week in 16-18% (4/.40)
4 days or 36 hours in 3 days) 32-36% 3/36
Transit Pass Subsidy For employees who take transit to work on a regular basis, the 19-32% (full subsidy,
employer pays for all or part of the cost of a monthly transit high transit service)
pass. 2-3% (half subsidy,
medium transit service
Cash Out Employee An employer that has been subsidizing parking (free parking) 8-20 % (high transit
Parking discontinues the subsidy and charges all employees for parking. service available)
An amount equivalent to the previous subsidy is then provided 5-9 % (medium transit
to each employee, who then can decide which mode of travel to services available)
use (with subsidy above the cost of a monthly transit pass, those 24% (low transit
employees would realize monetary gain for using transit). services available
Reduced Parking Parking costs charged to employees are reduced for high 1-3%
Cost for HOVs occupancy vehicles OV such as carpools and vanis.
Alternative Mode For employees that commute to work by modes other than 21-34% (full subsidy of
Subsidy driving alone, the employer provides a monetary bonus to the cost, high alt.modes)
employee. Most often, the bonus is provided monthly in the 24% (half subsidy of
employee's paycheck. cost,medium alt.modes
On-Site Services Provide services at the worksite that are frequently used by the
employees of that worksite. Examples include cafes, 1-2%
restaurants, d cleaners, day care and bank machines.
Bicycle Program Provides support services to those employees that bicycle to
work. Examples include: safe/secure bicycle storage, shower 0-10%
facilities and subsidy of commute bicycle purchase.
On-site Rideshare Employees who are interested in carpooling or vanpooling
Matching for HOVs provide information to a transportation coordinator regarding
their work hours, availability of a vehicle and place of residence. 1-2%
The coordinator then matches employees who can reasonably
rideshare together.
Provide Vanpools Employees that live near each other are organized into a vanpool 15-25% (company
for their trip to work. The employer may subsidize the cost of provided van with fee)
operation and maintaining the van. 3040% (company
subsidized van) Gift/Awards for Employees are offered the opportunity to receive a gift or an
Alternative Mode award for using modes other than driving alone. 0-3%
Use
il-
Provide Buspools Employees that live near each other or along a specified route 3-11
are organized into a bus pool for their trip to work
Tigard Transp ration System Pan MPMFT P99161
Transportation Demand Management 10-3 February 29, 2000
DKS Associates
Potential Trip
Strat Description Reduction
Walking Program Provide support services for those who walk to work. This 0-3%
could include buying walking shoes or providing showers.
Company Cars for Employees are allowed to use company cars for business-related 0_1%
Business Travel travel during the day.
Guaranteed Ride A company owned or leased vehicle or taxi fare is provided in 1-3%
Home Program the case of an emergency for employees that use alternative
modes.
Time off with Pay for Employees are offered time off with pay as an incentive to use 1-2%
Alternative Mode alternative modes (rather than monetary, bonus, gift or awards)
Use
SOURCE: Guidance for Estimating Trip Reductions From Commute Options, Oregon Department of
Environmental Quality, August 1996.
indicated that a comprehensive set of complementary policies implemented over a large geographic
area can have an effect on vehicle miles traveled'- However, the emphasis of much of the research
indicates that these policies must go well beyond the low-cost, uncontroversial measures commonly
attributed to TDM (such as carpooling, transportation coordinators/associations, priority parking
spaces) to be effective. Elements including parking and congestion pricing, improved services for
alternative modes and other market-based measures are needed for TDM to have significant impact on
reducing overall vehicle miles traveled.
At the same time, the same research indicates that employee trip reduction programs can be an
effective instrument of localized congestion relief. For example, employers can substantially reduce
peak hour trips by shifting work schedules, which may not reduce VMT but can effectively manage
congestion. In Wilsonville, a Nike warehouse/distribution site generates 80% less vehicle trips than
standard similar uses in the evening peak hour by using employee shifts that are outside the peak
period (4 - 6 PM) This type of congestion management technique can extend the capacity of
transportation facilities.
CRITERIA
Tigard TSP Task Force created/refined a set of goals and policies to guide transportation system
development in Tigard (see Chapter 2). Goal 2 directly addresses reduction in travel, forming the basis
for TDM.
Goal2 Policy 7Tigard will participate in vehicle trip reduction strategies developed regionally
DEQ and Metro have developed regional policies regarding trip
reduction. Some of these policies are aimed at provision of parking
37he Potential for Land Use Demand Management Policies to Reduce Automobile Trips, ODOT, by ECO Northwest, June
1992.
Evaluation of Employee Trip Reduction Programs Based upon California's Experience with Regulation XV, Institute of
Transportation Engineers, Technical Council Committee 6Y-51, January 1994.
s Nike Parking Lot Erpansion Trip Generation Study, City of Wilsonville, by DKS Associates, May 1997.
Tigard Transprrtabon System Plan DRAFT ° P99161
Transportation Demand Management 10-4 February 29, 2000
DKS Associates
and others are aimed at ridesharing (Employee Commute Optiovs-
ECO rules).
STRATEGIES
Several strategies were evaluated by the TSP Task Force for transportation demand management in
Tigard. These strategies are aimed at providing the City with priorities toward implementing
transportation demand management projects that meet the goals and policies of the City. The ranking of
the strategies follows from most important to least important:
Focus programs on high demand districts (ie. Downtown Tigard, Tigard Triangle and
Washington Square)
e Telecommuting/Fiber Optic to all residents and businesses
• Require larger employers to meet DEQ's ECO rules
• Encourage linkage of housing with retail and employment centers
Mandate TDM though development review (would reinforce regional DEQ requirements)
Limiting Parking (establish maximum parking ratios)
City funded program to provide information regarding commute options to larger
employers (possibly via web page and email)
o Support regional pricing policies/strategies
o Do nothing related to TDM
Provide business association support for TDM coordination
RECOMMENDED PLAN
State, regional and county policy` all call for encouraging and promoting transportation demand
management. The proposed policy of this plan calls for the city to support TDM. Collectively, the
implementation of the modal plans in this TSP, along with the TDM plan, will contribute to the
regional VMT reduction goal. Unlike bicycles, pedestrians and motor vehicles, implementation of this
policy does not necessarily require capital infrastructure. In fact, much more of TDM is policy and
management rather than concrete and asphalt. Because of this, the recommended TDM plan for Tigard
consists of the following:
e Support continued efforts by Washington County, Metro, ODOT, DEQ, Tri-Met and the Westside
Transportation Alliance to develop productive TDM measures that reduce VMT and peak hour
trips. Focus attention in Washington Square, downtown Tigard and Tigard Triangle.
Encourage the development of high speed communication in all parts of the city (fiber optic,
digital cable, DSL,....). The objective would be to allow employers and residents the maximum
i
opportunity to rely upon other systems for conducting business and activities than the
transportation system during peak periods.
s
o Encourage development that effectively mix land uses to reduce vehicle trip generation. These
6' Transportation Planning Rule, Section 660-12-035; Regional Transportation Policy, Metro, July 1996, page 1-39; and
Washington County Transportation Plan, October 1988, page 30.
Tigard Transportation System Plan DRAFT P99161
Transportation Demand Management 10-5 Febmary 29, 2000
DIGS Associates
plans may include development of linkages (particularly non-auto) that support greater use of
alternative modes. Land use density should be higher at commuter rail transit stations (half mile
radius) than elsewhere in the community (Tigard Transit Center and Washington Square Station
areas).
Mixed land use projects have demonstrated the ability to reduce vehicle trips by capturing internal
trips between land use types, encouraging walk/bike trips and producing shorter vehicle trips'.
o As vehicle traffic levels increase with the build out of land uses within Tigard, it may become
necessary to go beyond the coordination with the regional Employee Commute Options program
developed by DEQ. This may include developing localized TDM programs for the city or subareas
of the city to address vehicle trip reduction. For example, measures which are appropriate for site
planning such as close-in parking for carpools, bicycle parking and convenient transit stops are
already part of the Community Development Code (Section 18.765.030(F) calls for close in
carpool parking for lots with 20 or more long term spaces and Section 18360.090 requires
pedestrian access to transit).
As a capital oriented element, coordinate with ODOT and Tri-Met on the development of park-and
-ride transit station or freeway interchange locations in Tigard (these are locations proven to be
successful in attracting carpool/transit use). Figure 7-2 shows the current park and ride locations.
Expansion of these sites should focus on transit station or freeway interchange locations.
Interchange reconstruction projects should be required to identify potential sites for park-and-ride
(even small sites of 50 spaces). Over the next 20 years, a reasonable budget for park-and-ride
expansion might be about $100,000 per year (about 50 spaces a year, assuming pre-existing ROW).
' Trip Generation, 5th edition, Institute of Transportation Engineers, 1991, Chapter V11, indicates potential for PM peak hour
capture of between 27% and 66°/a.
Tigard Transportation System Plan DRAFTP99161
Transportation Demand Management 1 i Febmary 29, 2000
®KS Associates
Chapter I I
Funding/ CITY OF TIGARD
OREC M
Implementation
This chapter outlines the funding sources that can be used to meet the needs of the transportation
system. The costs for the elements of the transportation system plan are outlined and compared to the
potential revenue sources. Options are discussed regarding how costs of the plan and revenues can be
balanced.
Transportation funding is commonly viewed as a user fee system where the users of the system pay
for infrastructure through motor vehicle fees (such as gas tax and registration fees) or transit fares.
However, a great share of motor vehicle user fees goes to road maintenance, operation and
preservation of the system rather than construction of new system capacity. Much of what the public
views as new construction is commonly funded (partially or fully) through property tax levies, traffic
impact fees and fronting improvements to land development. In Washington County, the Major
Streets Transportation Improvement Program (MSTIP) and traffic impact fees (11F), similar to system
development charges (SDC) are key examples.
The transportation needs typically out pace dedicated funding sources. The key to balancing needs
and funding are user fees. Motor vehicle fees have become a limited source of funding new
transportation system capacity due to many factors:
O Gas taxes have been applied on a fixed cents per gallon basis not a percentage basis. Increases in
the gasoline tax have 'not kept pace with cost of transportation needs. The Department of
Transportation's Bureau of Transportation Statistics data indicates that in real terms the amount of
federal gas tax paid by American households has actually declined by 41 percent from 1965
(when Interstate freeway building was at its peak) to 1995. That occurred with the real dollar gas
tax increasing from 4 cents to 18.4 cents in the same time frame.
• Oregon gas taxes have not increased since 1992 (currently 24 cents per gallon) and registration
fees have been at $15 per vehicle per year for over ten years. Significant new roadway
construction particularly that attributed to new development, has increased Tigard's inventory of
roads and maintenance during this time. Additionally, the demands of region-wide growth have
increased the need for capacity improvements in the system. The most current proposal for
increased gas tax (Measure 82) is before the voters in May 2000.
I
f
O Significant improvements in fuel economy over the last 15 years have reduced the relationship of
user fees to actual use. For example, a passenger car with 12,000 miles of use in a year at 15
miles per gallon could generate about $350 per year in revenue using current federal, state and
county gas tax levels (about 44 cents) compared to less than $200 per year with a 27 miles per
Tigard Transportation System Plan 400 DRAFT P99161
Funding and Implementation 11-1 February 28, 2000
DDS Associates
gallon vehicle (a 45 percent reduction). Unfortunately the same vehicle does not use less roadway
capacity.
• The bill is coming due on many roads built 20 years ago in terms of maintenance. As the
inventory of roads increased, the use of the roads increased faster. This is evident from national
transportation statistics. The number of passenger cars and miles of urban roadways doubled from
1960 to 1995. However, the number of vehicle miles traveled on those roadways increased 470%.
This increased use proportionally increases maintenance needs. Many of these roads are heavily
used and the maintenance activities in the urban area have a substantial impact on operation unless
work is conducted in off-peak periods, which increases the cost to maintain these roads. To
compound matters, the amount of passenger car fuel consumed from 1960 to 1995 has only
increased 66%, reducing the rate that revenue comes in from user fees relative to actual use.
FUNDING
Funding Sources and Opportunities
There are several potential funding sources for transportation improvements. Table 11-1 summarizes
several funding options available for transportation improvements. These are sources that have been
used in the past by agencies in Oregon. In most cases these funding sources when used collectively
are sufficient to fund transportation improvements for local communities. Due to the complexity of
today's transportation projects, it is necessary to seek several avenues of funding projects. Unique or
hybrid funding of projects generally will include these funding sources combined in a new package.
Examples of funding sources which generally do not provide funding for roadways include: Property
Tax General Funds, Car Rental Tax, Transient Lodging Tax, Business Income Tax, Business License
Tax and Communication Services Tax.
The federal gas tax is allocated through Intermodal Surface Transportation Efficiency Act (ISTEA).
The United States Congress has approved reauthorization of transportation funding (TEA 21) for
another six years. Federal transportation funds are primarily distributed in the Portland region by i
Metro (hence the term "regional funds"). ISTEA/1EA 21 funds are much more flexible than state gas
tax funds, with an emphasis on multi-modal projects. ISTEAfIBA 21 funds are allocated through
several programs including the National Highway System (NHSX Surface Transportation Program
(ST?) and Congestion Mitigation and Air Quality (CMAQ) Improvement Programs. NHS funds
focus on the interstate highway system and CMAQ funds are targeted for air quality non-attainment
areas.
Within the Portland region, funding for major transportation projects often is brought to a vote of the
public for approval. This is usually for a large project or list of projects. Examples of this public
funding includes the Major Streets Transportation Improvement Program (MSTIP) in Washington
County, the Westside Light Rail Project and prior transportation bond measures inTigard. Because of
the need to gain public approval for transportation funding, it is important to develop a consensus in
the community that supports needed transportation improvements. That is the value of the
Transportation System Plan. In most communities where time is taken to build a consensus regarding
a transportation plan, funding sources can be developed to meet the needs of the community.
Tigard Transportation System Plan • • ° DRAFT • P99161
Funding and Implementation 11-2 February 28, 2000
®KS Associates
Table 11-1
Potential Transportation Revenue Sources
Type Description
Traffic Impact Traffic Impact Fees or System Development Charges (SDCs) have been used in Oregon and throughout the
Fees (TIF) & United States. The cornerstone to development of TIF/SDCs involves two principles: 1) there must be a
system reasonable connection between growth generated by development and the facilities constructed to serve that
Development growth (generally determined by level of service or connectivity); and 2) there must be a general system-wide
Charges (SDC) connection between the fees collected from the development and the benefits development receives. Charges are
typically developed based on a measurement of the demand that new development places on the street system and
the capital costs required to meet that demand. Washington County has a traffic impact fee (TIF) which is a voter
approved tax. SDCs do not require a vote of the public and are not a tax.
Gas Tax The State, cities and counties provide their basic roadway funding through a tax placed on gasoline. State gas tax
- is approved legislatively while voters approve local gas taxes. State funds are dedicated to roadway construction
and maintenance, with one percent allocated to pedestrian and bicycle needs. This tax does not fall under the
Measure 5 limits, because it is a pay-as-you-go user tax. Washington County has a one cent gas tax and a recent
ballot initiatives to increase this county tax failed.
Other Motor The state collects truck weight mile taxes, vehicle registration fees and license fees. These funds are pooled
Vehicle Fees together with the gas tax in distributing state motor vehicle fees to local agencies. Annual motor vehicle fee
allocations to Washington County highways amount to about $100 million (including gas tax). Washington
County considered raising motor vehicle registration by S 15 per year in 1997 but it was not approved.
Street Utility Certain cities have used street utility fees for maintenance. The foes are typically collected monthly with water or
Foes sewer bills. These funds are not for capacity improvements, but for supporting local roadway maintenance based
upon land use type and trip generation. This frees other revenue sources for capacity needs. Utility fees can be
vulnerable to Measure 5 limitations, unless they include provisions for property owners to reduce or eliminate
charges based on actual use.
Exactions Frontage improvements are common examples of exaction costs passed to developers. These have been used to
build much of Tigard's local street system Developers of sites adjacent to unimproved roadway frontage are
responsible for providing those roadway improvements. Developers of sites adjacent to improvements identified
as TIF/SDC projects can be credited the value of their frontage work, which is included in the TIF/SDC project-
list cost estimate.
Local LIDS provide a means for funding specific improvements that benefit a specific group of property owners.
Improvement Assessments are placed against benefiting properties to pay for improvements. LIDS can be matched against other
Districts (LID) funds where a project has system wide benefit beyond benefiting the adjacent properties. Similarly, districts can
be crated for tax increment type financing. In Tigard, legal and public acceptance issues with LIDS have made
then less effective and expense to administer.
Special A variety of special assessments are available in Oregon to defray costs of sidewalks, curbs, gutters, street
Assessments lighting, parking and CBD or commercial zone transportation improvements. These assessments would likely fall
within the Measure 50 limitations. In Washington County, other examples of transportation assessments include
MSTIP (Major Streets Transportation Improvement Program) and the urban road maintenance district property tax
levy. Both of these are property tax assessments which have been imposed through votes of the public. A
regional example would be the Westside LRT where the local share of funding was voter approved as an addition
to property tax. Tigard is forwarding a transportation bond measure to the voters in 2000.
j Driveway Fees Gresham collects a Public Street Charge and a Driveway Approach Permit Fee. These foes are project specific
and revenue varies year to year based upon development permits. Time funds are used for city maintenance and
i operation.
a
i Employment Tri-Met collects a tax for transit operations in the Portland region through payroll and self employment taxes.
Taxes Approximately $120 million are collected annually in the Portland region for transit.
i
Oregon Special The Special Public Works Fund (SPWF) Program was created by the legislature in 1985 as an economic
a Public Works development element of the Oregon Lottery. The program provides grants and loan assistance to eligible
a Fund municipalities. There has been limited use of these funds on urban arterials. These funds are commonly used on
state highways (a recent Portland area example being Immediate Opportunity Funds used for the US 26/Shute
interchange associated with Nike).
Tigard TransporraCron System Plan ° • ° DRAFT ° • ° P99161
Funding and Implementation 11-3 February 28, 2000
DKS Associates
Traffic impact fees (TIF) are used to off set the cost of growth related capacity needs within the
transportation system. Washington County oversees administration of the TIF program coundtywide,
but each city assesses, collects and spends TIF funds for their own jurisdiction.
XIF pFeg;a.-The fee is updated periodically to adjust for inflation. System development charges
(SDCs) are similar to 11F, except TIF require a vote of the public for implementation whereSDCs do
not. Both SDCs and -77b. rely upon a strong nexus between the impact of growth on the
transportation system and the cost for transportation capacity improvements to serve land use growth.
For example, maintenance costs or upgrading design without adding capacity are elements that would
not be included in a 11F or SDC. SDC can also be placed over districts to address growth related
impacts. In Wilsonville, the city has imposed an interchange SDC to provide local matching funds to
ODOT for the widening of the I-51Wilsonville Road interchange. New development pays a SDC for
each trip they add to the I-5/Wilsonville Road interchange area in the PM peak hour. Table 11-2
provides a comparison of SDCMF rates in the Portland region.
Table 11-2
Sample TIF in the Region
Residential Non-Residential
Cost per Dwelling Cost per 1,000 Square Feet
Unit
Land Use Single Multi- Light Indust Office' Medical Retail` Fast
Family Family Office Food
ITE Code 210 , 220 110 710 720 820 834
Lake Oswego $ 3,592 $ 2,573 $ 3,82 $ 6,383 $ 13,221 $ 4,00 $ 61,052
Vancouver $ 98 $ 67 $ 31 $ 71 $ 1,844 Traffic Std $ 4,071
Gresham $ 1,202 $ 75 $ 1,1661 $ 2,225 $ 4,85 $ 3,641 $ 17,386
Troutdale $ 58 $ 28 $ 57 $ 1,088 $ 2,37 $ 3,39 $ 24,642
Wilsonville $ 2,256 $ 1,57 $ 2,5471 $ 3,700 $ 3,70 $ 4,75 $ 14,265
Washougal $ 7751 $ 44 $ 75 $ 1,159 $ 3,13
Clark County: Mt. Vista $ 2,638 $ 1,787 $ 1,8071 $ 3,169 $ 7,41 $ 3,35 $ 32,062
Clark County: Orchards $ 1,161 $ 78 $ 79 $ 1,394 $ 3,26 $ 1,4781 $ 14,107
Washington County $ 1,790 $ 1,181 $ 1,1991 $ 2,034 $ 5,604 $ 2,9981 $ 4,500.
Clackamas County $ 1,277 $ 884 $ 9851 $ 1,557 $ 5,10 $ 2,8741 $ 12,895
Battleground $ 2,869 $ 1,98 $ 1,95 $ 3,169 $ 8,48 $ 3,8 $ 27,226
Ridgefield $ 1,913 $ 1,09 $ 1,8 $ 4,243 $ 7,72 $ 11,0421 $ 80,192
Camas (proposed) $ 1,416 $ 921 $ 1,34 $ 2,62 $ 4,59 $ 2,70 $ 21,636
West Linn $ 2,170 $ 1,4701 $ - $ 2,961 $ - $ 8,3491 $ -
Note: Assumes a 100,000 sf office and a 150,000 sf retail center.
Tigard Transportation System Plan *00 DRAFT' 00* P991 G 7
Funding and implementation 11-4 February 28, 2000
®KS Associates
COSTS
Cost cstimates (general order of magnitude) were developed for the projects identified in the motor
vehicle, bicycle and pedestrian elements. Costs estimates from the RTP or MSTIP projects in
Tigard were used in this study. Other projects were estimated using general unit costs for
transportation improvements, but do not reflect the unique project costs that can (on some projects
due to right-of-way, environmental mitigation and/or utilities) significantly add to project cost (25 to
75 percent in some cases, due to environmental, utility or right-of--way issues). Development of
more detailed project costs can be prepared in the future with project development. Since many of
the projects are multi-modal, the costs were developed at a project level incorporating all modes, as
appropriate. It may be desirable to break project mode elements out separately, however, in most
cases, there are greater cost efficiencies of undertaking a combined, overall project. Each of these
project costs will need further refinement to detail right-0f--way requirements and costs associated
with special design details as projects are pursued. Table 11-3 summarizes the elements of the plan
that were not project specific and how costs will be addressed for these elements.
It should be noted that all costs are 2000 based. Using the Engineering News Record' research on
historical construction costs, it can be anticipated that (based on the past ten years) construction
costs will increase 2.5 percent per year. Since 1980, construction costs have increased 196 percent
over 20 years.
Tables 11-4, 11-5 and 11-6 summarize the key projects in the TSP by three key groups including:
• Bicycle Improvements
• Pedestrian Improvements
• Motor Vehicle Improvements
Many of the project costs have been developed by Washington County, Metro or ODOT for projects
in the RTP. These project costs have been utilized for the purposes of this TSP.
' Engineering News Record, construction cost index data, enr.com.
Tigard i ran*ortadbri System Man 00* DRAFT ° • ° P99161
Funding and Implementation 11-6 February 28, 2000
DKS Associates
Table 11-3
Issues With Non-Auto, Pedestrian and Bicycle Costs
Mode Issues
Parking The TSP does not define specific projects. Off-street
parking will be provided by private property owners
as land develops.
Neighborhood Traffic Management Specific NTM projects are not defined. Traffic humps
can cost $2,000 to $4,000 each and traffic circles can
cost $3,000 to $8,000 each. A speed trailer can cost
about $10,000. Based upon this continuing the
existing City program of about $50,000 per year meet
future needs.
Public Transportation Tri-Met will continue to develop costs for
implementing transit related improvements. The City
can supplement this by incorporating transit features
through development ez2ctions and roadway project
design. Developing new transit services in Tigard
similar to the corridor services outlined in the TSP
will require Tri-Met to reallocate funding or seek
additional sources of operating funds.
Commuter Rail Washington County is currently in the environmental
phase of this project that may cost between $60 and
$80 million. The City should work with Washington
County and Yamhill County to encourage the
development of a western commuter rail line to
Yamhill County and points west.
TrucksmMght Roadway funding will address these needs. Roadway
overcrossings of railroads can use special Public
Utilities Commission funds set aside for safety
improve ments to railroad crossings.
Rail Costs to be addressed and funded by private railroad
companies and the state.
Air Water Pipeline Not required by
Ci .
Transportation Demand Management DEQ has established regional guidelines. Private
business will need to support employee trip reduction
programs. In the future, the city may need to
support a supplemental program that may have a cost
ran e'of $25,000 to $50,000 r ear.
Tigard Transportation System Flan DRAT T • ° • P99161
Funding and Implementation 11-6 February 28, 2000
DKS Associates
Table 11-4
Pedestrian Action Plan Project List
Rank" Project From To Cost
H North Dakota Street 121" Avenue Greenburg Road $230,000
H McDonald Street ORE 99W Hall Boulevard $200,000
H Tiedeman Avenue Walnut Street Greenburg Road $350,000
H Oak Street Hall Boulevard 80 Avenue $800,
H ORE 99W McDonald Street South City Limits $500,000
M Bull Mountain Road ORE 99W Beef Bend Road $1,200,000
M Roshak Road Bull Mountain Road Scholls Ferry Road $300,000
M . 121" Avenue Gaarde Street North Dakota Street $450,000
M Hunziker Street Hall Boulevard 72 Avenue $250,000
L Taylor's Ferry Rd Washington Drive 62 Avenue $1,000,000
L Washington Drive Hall Boulevard Taylor's Ferry Road $200,000
Subtotal $5,480,9004 76
00
Sidewalks to be built with Street Improvements
H Bonita Road West of 72Avenue 72 Avenue $50,000
H Walnut Street 135 Avenue Tiedeman Avenue $570,000
H Gaarde Street Walnut Street ORE 99W $620,000
H Hall Boulevard Scholls Ferry Road Pfaflle Street $1,000,000
H Dartmouth Street 72nd 68th Avenue $120,000
UH 02 -AavauaTigard Street ORR 0014f 115th Street iiallu- ain 35%
Street 00
-11 u
.
A4H
uham Alertly-:,f 1l .nai a~ South Q4, Lk Hall 10010
Street Str t ain Street Boulevard 0
1%4H Real: Rawl RG-A onner A1tE-94 walnut Street Schells ltiarp
y X25
• . Street Read12lst Avenue 00
1a4E mews Sshells Fern ---RQa4 Scl}ol1s FOR31-gonad $459,900550 00
RoadCommercial Street Main Street t Lincoln Street
L 0Z -aua
CamanA*psr- Soon Dmdma-Read
M 72 Avenue ORE 99W Bonita Road $1 00 00
M Hall Boulevard North of Hunziker Street South City Limits $670 ,001
n M Beef Bend Road ORE 99W Scholls Feny Road $1,000,0
0
M Barrows Road Scholls Ferry Road M Scholls Ferry Road Q $95000
L 72 Avenue Carman,/Upper BoonesFry. Durham Road $250 00
Subtotal $6,430,998718
00
Annual Sidewalk Program at $50,000 per year for 20 years $1,000,000
Action Plan Total $12,94 ,00
71-gand rransportatfon System Plan eee DRAFT eee P99161
Funding and Implementation 11-7 February 28, 2000
DKS Associates
Table 11-5
Bicycle Action Plan Improvement List and Cost
Project From To Cost
RANK'
H Hunziker Street Hall Boulevard 72n Avenue $250,000
H Bonita Road 72n Avenue West of 72110 Ave. $50,000
H Burnham Street Main Street Hall Boulevard $135,000
H Oak Street Hall Boulevard 90 Avenue $70,000
H 98 Avenue Murdock Stret Durham Road $275,000
H 925Avenue Durham Road Cook Park ° $270,000
H Tiedernan Avenue Greenburg Road Walnut Street $250,000
M 121 Avenue Walnut Street Gaarde Street . $400,000
L Taylor's Ferry Road Washington Drive City Limits $500,000
L Washington Drive Hall Boulevard Taylor's Ferry Rd $100,000
L O'Mara Street McDonald Street Hall Boulevard $275,000
L Frewing Street ORE 99W O'Mara Street $150,000
Subtotal 52,725,000
If Gaarde Street Walnut Street ORE 99W $600,000
H Hall Boulevard Scholls Ferry Road Locust Street $500,000
H Greenburg Road Hall Boulevard Cascade Avenue $300,000
H ORE 99W East City Limits South City Limits $1,300,000
M 72n Avenue ORE 99W South City Limits $960,000
M Hall Boulevard Pfaflle Street Bonita Road $550,000
M Carman Drive I-5 Durham Road $200,000
M Walnut Street ORE 99W Barrows Road $1,400,000
M Barrows Road Scholls Ferry Road (W) Scholls Ferry Rd. (E) $900,000
L Bull Mountain Road 150 Avenue Beef Bend Road $550,000
L Beef Bend Road ORE 99W Scholls FerryRd. $1,600,000
Subtotal $8,860,000
Multi- Use Pathways
H Huniziker Link to LO Linkage to Kruse Way Trail in Lake Oswego $500, 00
M Fanno Creek Trail Tualatin River to City Hall, ORE 99W to Tigard $3,600,000
i M Tualatin River Trail Adjacent to Cook Park from Powerlines to Fanno $2,600,000
i L Powerlines Corridor From Beaverton to Tualatin River Trail $2,500,000
j Subtotal $9,200,000
i Action Plan. Total $20,785,000
i
j • H=High, M=Medium, L=Low Priority
a
a
Tigard Transportation System Flan DRAT eee P8~181
Funding and Implementation 11-8 February 28, 2000
DKS Associates
Table 11-6a
Future Street Improvements
(All Projects include sidewalks, bicycle lanes and transit accommodations as required)
•
ing:
I-5 Widen to 4 plus auxiliary lanes (each direction $200,000,000 Not Funded
between ORE 217 and I-205 Not in any plan
Af;&A to Provide additional throughpu $50,000,000
c1 aci (each direction) south to Wilsonville
ORE 217 _ Widen to 3 lanes plus auxiliary lanes (each direction $240,000,000 Not Funded
between US 26 and 72nd Avenue In RTP (as widening or
HOV or HOT)
New ORE* 217/1-5 interchange between 72nd Avenue Phase 1 Funded
and Bangy Road Phase 2 $39,000,000 Phase 2 & 3 in RTP
Phase 3 $15,000,000 RTP 6027 & 6028
ORE 99W Widen to 7 lanes (total--both directions) between I $25,000,000 RTP 6039
- 5 and Greenburg Road
I-5 to ORE 99W Connector linking I-5 and ORE 99W (model assumed $250,000,000 RTP 6005
connector would be located north of Sherwood (Toll Route)
specific location to be determined by further study)
Overcrossings over ORE 5 lane overcrossings linking Washington Square an$40,000,000 RTP 6011 & 6052
217 Cascade Avenue-one north of Scholls Ferry Road,
one south of Scholls Ferry Road to Nimbus
Connector Road Nimbus south to Greenburg $15,000,000 RTP 6053
Overcrossing of I-5 Widen Carman Drive interchange overcrossing to s' $4,000,000 Not Funded
lanes from four (two through lanes each way, side b In no Plans
side left turn lanes).
Scholls Ferry Road Widen to 7 lanes (total-both directions) between $30,000,000 To 125 - RTP 60T17
ORE 217 and Barrows Road (East) West of 125th not
funded
TSM/Corridor Signal Timing/ITS $500,000
RTP 6025
b Greenbuarg Road Widen to 4 lanes adjacent to cemetery (Hall t $2,500,000 RTP 601
N Locust)
Widen to 5 lanes: RTP 6014
Locust to Shady Lane $2,500,000 RTP 6016
Shady Lane to North Dakota $2,000,000 RTP 6031
North Dakota to ORE 99W $2,500,000
Walnut Boulevard Widen to 3 lanes between 135 (or where Gaarde $11,800,000 RTP 6034
connects) to ORE 99W
Extend Walnut east of ORE 99W to mee Not Fund d
Ash/Scofruis and Hunziker Streets (3 lanes) 1$19,000,000 In no pl s
Tigard Transpon;adon System Flan • • • DRAFT • • ° P99161
Funding and Implementation 11-9 February 28, 2000
DKS Associates
e-
Gaarde tam Extend and widen to 3 lanes Walnut to ORE 99W $12,000,000 RIP 6035
Use access control and 2 lanes in sensitive areas
Hall Boulevard Widen to 5lanes Scholls Ferry to Locust $4,700,000 RTP 6013
Extend south to Tualatin (3 lanes-total, bo
directions) $25,000,000 RTP 6069
Durham Road Widen to 5 lanes (total, both directions) between Hal $8,000,000 RTP 6037
Boulevard and Upper Boones Ferry Road.
Reserve right-of-way to the west for 5lanes
Durham Road/Upper Realign intersection so that Durham Road continue $5,000,000 RIP 6043
Boons Ferry Road on continous route to I-5/Carmen interchange-
intersection Upper Boones Ferry Road would "tee" into Durham
Road/Upper Boones Ferry Road intersection
72n Avenue Widen to 5 lanes: Tigard Triangle LID?
ORE 99W to Hunziker $3,000,000 RT P6040
Hunziker to Bonita $5,000,000 RIP 6041
Bonita to Durham $5,000,000 RTP 6942
Hunziker/fiampton Realign Hunziker Road to meet Hampton Road a $10,000,000 RTP 6032
72nd Avenue-requires overcrossing over ORE
217-removes existing 72nd Avenue/Hunzike
intersection
Atlanta Street Extend Atlanta Street west to meet 72n Avenue $2,500,000 To be funded with
development in Tigard
Triangle (i.e. LID)
Dartmouth Street Widen to five lanes from ORE 99W to 1-5 $750,000 RTP 6045
To be funded by
fronting improvements
68 Avenue Widen to 3-lanes between Dartmouth/1-5 Ramps an $3,600,000 Not Funded (could be
ORE 217 partially funded by
development in Tigard
Extend 68th Avenue south to meet ORE 217 Triangle-ie. LID)
providing right-in/right-out only access to 68
Avenue from ORE 217, replacing the NB ramps $3,500,000 RTP 6047
72nd at ORE 217
Scoffins/Hunziker/Hall Realign Scoffins to meet Hunziker at Hall $1,000,000 Not Funded
intersection
Hall Boulevard Widen to 5 lanes between Greenburg/Oleson and $20,000,000 Not Funded
ORE 99W
Beef Bend Road 131 to King Arthur - 3lanes $5,000,000 RTP 605
Access Control should be implemented to preserve capacity with 2 lanes (with intersection turn lanes). $500,000 Not Funded
Minimum 1,000 foot spacing should be used between Implemented with
any driveway(s) and/or public street(s) adjacent development
Tigard Transportation System Plan • • ° DRAFT ° • • P99161
Funding and Implementation 11-10 February 28, 2000
L
®KS Associates
Beef Bend/Elsner from ORE 99W to Scholls Ferry $24,000,000 RTP 6111
Rd
Taylors Ferry Road Extend to Oleson Road $1,900,000 RTP 6017
Wall Street New roadway connecting Hunziker Street and Hal $10,000,000 Not Fund
Boulevard
ORE 99W Traffic Signal Signal interconnection from I-5 to Durham $2,000,000 RTP 6055
System/Management
TOT $1,10091,250,0
00
Table 11-6b
City of Tigard 2015 Intersection Improvements
i
• e p- • • •
1 Davies/Scholls Ferry Road . Traffic signal
• Northbound right turn lane $3,230,000
• Realign to meet Barrows Road
2 North Dakota/125 /Scholls Ferry • Southbound right turn lane
Road • Retain westbound right turn lane when
3rd lane added on Scholls Ferry Road $450,000
• Change from protected left turn phasing
to permitted phasing north/south
3 Nimbus/Scholis Ferry Road • Retain eastbound right turn lane when
3" lane added on Scholls Ferry Road
• Retain westbound right turn lane when
3' lane added on Scholls Ferry Road $1,150,000
• Southbound right tam lane
• Reconfigure northbound and
southbound lanes to create exclusive left
turn lanes
• Change from split phasing to protected
left turn phasing north/south
4 121"/Walnut • Traffic signal
n RTP 6033 • Northbound left turn lane
• Southbound left turn lane $2,150,000
• Eastbound left turn lane
• Westbound left turn lane
5 121"/North Dakota o Traffic signal $150,000
P 6 Greenburg/OlesomMall • 2' northbound left tarn lane
• Extend signal cycle length $550,000
• Assumes Hall widened to 5 lanes -T 1
7 Greenburg/Washington Square . Boulevard Treatment
Road . RTP 6015 $2,500,000
Tigaal Transportation System Plan DRAFT P99161
Funding and Implementation i 1-11 February 28, 2000
LM
®Ks Associates
•
6 IT
• • 0- • ♦ •
8 Main/Greenburg/ORE 99W • Southbound left turn lane
• Retain westbound right turn lane when $700,000
ORE 99W widened to 7 lanes
9 GreenburglTiedeman • Extend signal cycle length
• Improved geometry/alignment $2,050,000
10 HalUOak • Extend signal cycle length
• Assumes Hall widened to 5 lanes $50,000
11 Hall/ORE 99W • Southbound right turn lane
RIP 6056 s Northbound left turn lane
• Westbound right turn overlap $3,700,000
• Retain westbound right turn lane when
ORE 99W widened to 7 lanes
12 ORE 217 NB Ramps/ORE 99W • Retain eastbound right turn lane when $900,000
ORE 99W widened to 7 lanes
• Retain westbound right tam lane when
ORE 99W widened to 7 lanes
• tad northbound left turn lane
13 ORE 217 SB Ramps/ORE 99W • tad southbound right turn lane $400,000
• Retain eastbound right turn lane when
ORE 99W widened to 7 lanes
14 Dartmouth/ORE 99W • Retain eastbound right turn lane when $200,000
ORE 99W widened to 7 lanes
15 72 /ORE 99W • Southbound right turn lane
• Northbound right turn overlap
• Change to protected left tuna phasing $500,000
north/south
• Retain eastbound right turn lane when
ORE 99W widened to 7 lanes
16 68 /ORE 99W • tad westbound left turn lane
• Northbound.left turn lane
• Southbound left turn lane $1,550,000
• Change to protected left turn phasing
a
north/south
17 72 /Dartmouth • Traffic signal
• Assumes 72' Avenue and Dartmouth $150,000
a
widened to 5 lanes
18 68 /Atlanta/Haines • Traffic signal $150,000
3 19 ORE 217 SB Ramps/72 • Assumes 72a' Avenue widened to 5 Roadway Widening
a lanes
20 72 /Bonita • 721 Avenue widened to 5 lanes Roadway Widening
21 72 /Carmen • tad northbound right turn lane $200,000
22 72 /Upper Boones Ferry Road • Assumes Durham/Upper Boons Roadway Widening
Ferry/72•' widened to 5 lanes
77gard Transportation System Ran ° ° • DRAT ° • ° P991 61
Funding and Implementation 11-12 February 28, 2000
DDS Associates
23 HalUSatuder/Ross - Traffic signal
- Northbound left turn lane $1,150,000
- Southbound left tum lane
24 Hall/Durharn - 2ad southbound left tum lane
- Widen west of intersection to introduce $1,220,000
5-lane section on Durham (include
existing westbound right turn lane)
'25 ORE 99W/McDonald/Gaarde - Westbound right turn lane $700,000
- 2od Northbound left tum lane
26 ORE 99W/Beef Bend - Southbound right turn lane (on ORE $250,000
99W)
- Adjust cycle length
27 Tiedeman/Walnut - Traffic signal and realignment
- Southbound left turn lane
- Eastbound left tam lane $2,190,000
- Westbound left tam lane
28 Murray/Scholls Ferry Road - 2' westbound right turn lane
- Add additional southbound lane to
achieve 2 southbound left turn lanes and
two southbound through lanes $800,000
- Extend signal cycle length
• Changes to protected left turn phasing
north/south and east/west
29 Beef Bend/Scholls Ferry Road - Eastbound right turn lane
e Northbound left turn lane
- Eastbound right turn overlap $850,000
- Change to protected phasing east/west
- Change to split phasing north/south
30 Walnut/ORE 99W - Retain westbound right turn lane when $250,000
ORE 99W is widened to 7 lanes
- Change to protected left tam phasing on
Walnut
31 72 /Hampton/Hunziker - Southbound right turn lane OR
eastbound right turn lane $300,000
- Change to protected left turn phasing all
directions
32 Durham/Upper Boones Ferry - Reconfigure intersection to make
Road thmugh route between Durham and I- (Roadway Widening)
5/Carmen interchange
33 Gaarde/Wahtut - Traffic signal $350,000
- Eastbound right tum lane
34 68 /Dartmouth - Traffic signal $150,000
35 Carman/1-5 southbound - Eastbound right turn lane $200,000
36 Carman/1-5 northbound - 2°d westbound through lane
- 2' northbound left tarn lane $500,000
Tigaid Transportation System Plan DRAB P99161
Funding and Implementation 11-13 February 28, 2000
DKS Associates
• Eastbound separate through and left turn
(2) lanes
Total Intersection Improvements $29,640,000
• - Based upon tentative draft RTP preferred improvement list from Metro, reference numbers from November
1998 listing. Planned indicates projects included in the MSTIP, STEP, CIP or approved (1995) RTP funding
programs. Not in Plans indicates projects that have not be previously addressed in one of the local or regional
transportation improvem, plans.
FINANCING ISSUES
The collective funding requirements of the Tigard TSP is outlined by mode in Table 11-8. Based
upon current sources of funding, the cost of the needs far exceeds the existing funding projected over
the next 20 years. It should be noted that elements of the bicycle and pedestrian project lists that are
redundant to the street improvement list were deducted to avoid double counting. A small portion of
this difference can be made up by land use development exactions, where unimproved frontage is built
to the TSP standards as projects are implemented. A rough estimate of the potential value of fronting
development exactions is about $50 million dollars over 20 years, assuming that all the unimproved
frontages of roadway projects (sidewalk plus 18 feet of street) identified in this plan wereexactions.
This would assume that the fronting improvements would not be credited to TIF/SDC revenue that is
already included in the existing funding outlook. The magnitude of the fronting improvements is such
that the City and County will need to develop private/public partnerships to assure the reasonable
delivery of future improvements in a timely manner.
Table 11-8
Costs for Tigard Transportation Plan over 20 years (2000 Dollars)
Transportation Element Approximate Cost
Street Improvement Projects*: Current Plans $250,000,000
Unfunded/Not in Plans $870,890,000
Signal Coordination/ITS Systems ($100,000/yr) $2,000,000
Road Maintenance (assumes 4% per year growth) $46,000,000
Bicycle Master Plan (Total $20,785,000) $11,925,000
Pedestrian Action Plan (Total $12,910,000) $5,480,000
Pedestrian/School Safety Program ($10,000/yr) $250,000
Sidewalk Grant Program ($50,000/yr) $1,000,000
Park-and-ride Expansion (1,000 spaces) $2,000,000
Commuter Rail (Beaverton-Wilsonville) $71,500,000
-17gaid Transportation System Flan DRAFT P99161 PENN
Funding and Implementation 11-14 February 28, 2000 IIIIIIIN
NINE 11 1
DKs Associates
Transportation Element Approximate Cost
Neighborhood Traffic Management ($50,000/yr) $1,000,000
TSP Support Documents (i.e., Design standard update, $1,000,000
TDM Support ($25,000/yr) $500,000
TWENTY YEAR TOTAL, in 2000 Dollars $1,263,545,000
• Many of these projects include multi-modal elements built with streets, such as bike lanes and sidewalks. Project
costs are included here and not repeated in bicycle and pedestrian costs. While projects in the RTP do not have committed
funds, they represent a level of funding that is considered likely over the next 20 years given current funding sources.
Of this total, ten projects on I-5, ORE 217, I-5/ORE 99W connector and ORE 99W (state facilities)
represent $878,000,000 of the total. The remaining projects in Tigard represent $385,545,000.
Tigard Tiansportation System Plan •~e DRAFT sue. P99161
Funding and Implementation 11-16 February 28, 2000
DKS Associates
The funding sources, which can be used for various modes of transportation are summarized in Table
11-9. Historically, funding sources have been developed to support roadways for automobiles. Few
funding sources have been allocated to other travel modes. Other travel modes were commonly
implemented as an element of a roadway project, if funded at all. A few funding sources that the City
receives for other modes include an allocation of the state motor vehicle fees which come to the City
being dedicated to pedestriantbicycle paths (about $24,000 per year) and a small set aside of the
MS11P funds for bikeways (about $20,000 per year). While federal gas tax funds are specifically
allocated to multi-modal and balanced investments in transportation, other sources of funds such as
state gas tax cannot be used for anything but highway use. To address these other modes the City will
need to specifically seek funds for a balanced transportation system, while managing the overall needs
and revenues.
Table 11-9
Fund Source by Project Type
Source Bicycle Pedestrian Streets Maintenance Transit
Traffic Impact Fee (TIF) • • ✓
System Development Charges (SDQ
Gas Tax/Motor Vehicle Fees
STATE e e ✓ ✓
FEDERAL ✓ ✓ ✓ ✓ ✓
Street Utility Fees ✓
Exaction's ✓ ✓
Local Improvement Districts (LID) • • ✓
Tax Increment Financing ✓ ✓ ✓
Special Assessments . ✓ ✓ ✓
Driveway Fees ✓ ✓
Payroll Employee Tax ✓
Oregon Special Public Works Fund . ® ✓ ✓
• Typically as part of roadway project where other modes are incorporated
✓ Used as a primary source of funding
Tigard Tmnsoortation System Plan ***DRAFT*** P99161
Funding and Implementation 11-16 February 28, 2000
DKS Associates
Current transportation revenue for the City of Tigard is summarized in Table 11-10. Presuming a
constant funding level for 20 years, this would potentially fund about $250,000,000 of transportation
projects (maintenance, operation, construction). As a comparison to this number, the amount of
regional funding allocated to transportation projects in. Tigard was calculated using the RTP
constrained funding scenario. Approximately $150 million of transportation projects have been
identified in the current funding programs.,, While these numbers are not exactly the same (the
numbers from Table 11-10 include all City and local funding sources), they clearly point out that there
is a serious shortfall between the cost of the transportation plan and the current finnding sources. The
transportation plan costs of $1.3 billion are much greater than the best case revenue scenario of about
$250 million using existing funding sources. While fronting improvements and exactions have the
potential to be roughly $120 million in the best scenario, this leaves abillion dollar gap between needs
and reasonably expected revenue.
Table 11-10
Estimation of Available Transportation Funding From Existing Sources
2000 Dollars (approximate)
Source Approximate Annual Revenue
State Motor Vehicle Fees to City $1,500,000
County Gas Tax to City $100,000
TIF to City $1,200,000
MST1P with City (approximate) $2,000,000
StatelFedeml Fees use in City $5,000,000
(approximate, assuming 30% capital allocation)
ANNUM. TOTAL $9,800,000
20 YEAR Tigard Transportation Bond Potentail $50,000,000
20 YEARS OF CURRENT FUNDING $250,000,000
Exploring Funding Concepts
The .gap between transportation plan costs and existing revenue sources creates the need to explore
several other concepts. Several options are outlined below.
A. Reduce the transportation plan costs. This can eliminate funding shortfalls by deferring or
eliminating projects. While some cost reduction is expected in the normal implementation of
transportation projects of this size, to meet the total funding shortfall by this strategy would
have negative impacts. Lower service levels for all modes of transportation, more extensive
congestion, and impacts on community livability would be expected. Depending how much
of the plan is eliminated (assuming land use forecasts occur), this strategy could negatively
impact the economic potential of Tigard (businesses relocate, people move out and
development does not reach modified 2015 forecasts). Additionally, by deferring capital costs
of significant projects outside of 20 years it can be expected that the same projects will cost
multiples of their estimated costs in the short term. This is similar to deferring roadway
maintenance and paying 4 to 5 times the cost of the same improvement by waiting years into
the future to act. Rising land costs and the development of vacant land adjacent to roadways,
which increases mitigation requirements (dealing with hundreds of residents rather than one
'Interim Federal Regional Transportation Plan, Metro, July 1995, Table 7-2.
Tigard Transportation System Flan • • • DRAFT • • • P99161
Funding and Implementation 11-17 February 28, 2000
DKS Associates
landowner). Additionally changing water quality/detention needs with Salmon legislation
result in higher project costs with time. These increases in cost erode transportation dollars,
making deferral of transportation system improvements an unwise choice in managing the
public interest.
B. Build alternative mode projects and eliminate costly road projects. This strategy is
commonly discussed by people as a way to "get people out of their cars". However, the
overall future need for transportation in Tigard results from the majority of people using
motor vehicles (single occupant vehicles and carpool/vanpoois). By not building road
projects, the resulting congestion would severely impact bus transit, bicycle and pedestrian
travel which all use the same streets as automobiles. The forecast increase in PM peak hour
vehicle use in Tigard (about 7,000 to 15,000 additional vehicle trips in 20 years is 5 to 7 times
the total existing Tri-Met bus ridership in Tigard. While transit will play a significant role in
reducing motor vehicle trips, it is unlikely it could eliminate the need for the majority of
roadway projects.
C. Increase gas tax to meet TSP needs. The gas tax, although assumed to be the major
transportation funding element is one of many sources of funds. It is primarily used to
maintain the transportation system not build new local street system capacity. Presently, the
state gas tax generates about $2.5 million per year in revenue for the city and the countyone
cent gas tax generates about $100,000 per year for the city. If all the motor vehicle fees of the
state, county and city were increased proportionately to by themselves fund the Tigard .
transportation (less ODOT projects) shortfall, it would require an increase of over $0.40 per
gallon of gasoline in Tigard. Major increases to motor vehicle fees of this type would likely
require voter approval. This amount of gas tax increase by itself would not be reasonable
today, and points to the fact that funding will need to be from a variety of sources, not just one
fee.
D. Make development pay for all the difference in future transportation needs since they
are caused by growth. If all the excess funds for Tigard improvements (less ODOT projects)
were divided by the increment of trips between 1997 and the year 2015 and Tigard was
responsible for the total cost of improvements it would require $8,000 per evening peak trip
would need to be charged to all development on top of all existing fees, taxes and exactions.
This would double the current TIF by just adding on Tigard's needs. An increase of this type
would impact the economic development potential ofTigard since other cities (or states) may
not have similar charges. Additionally, many of the transportation projects identified in the
TSP serve existing and future users. For example, a roadway connection project with
sidewalks and bicycle lanes (such as Walnut Street) is beneficial to all system users. This
approach would unfairly impose the entire responsibility of TSP implementation on
development. Additionally, some improvements are needed even if no growth were to occur,
creating a need to fund at least some transportation improvements by other means.
E. Do not allow land development unless all transportation needs can be funded. This
concept is known as concurrency. This has been implemented in various forms through level
of service code amendments required by state laws (Florida and Washington). The examples
over the last 15 years of these policies is clear. Funding policy redirects itself to fix capacity
problems. Transit, pedestrian, bicycle and other mode facilities are generally not based on
capacity but connectivity and access. The outcome in these communities is always larger
LM Tigard Transportation System Plan *00 DRAFT 4 s e P99161
Funding and implementation 11-18 February 28, 2000
®KS Associates
roads - from Clark County, Washington to Contra Costa County, California to Boward
County, Florida. A balanced transportation system is difficult to develop under concurrency
assumptions. Outright development moratoria based upon transportation are difficult to
impose given Oregon Planning and property rights laws. Creating extraordinary requirements
for development would impact economic vitality and likely move the problem rather than fix
it. ODOT has taken positions recently that have opposed rezoning of land if state facilities do
not have adequate capacity and funding is not programmed. This is similar to concurrency. It
blends assumptions that Comprehensive Plan land uses could be adequately served and that all
new/additional vehicle trips are bad for the transportation system. Again, the linkage of
concurrency in any form, no matter how simple or appealing, does not produce the most
effective or efficient transportation system. This approach defers improvements increasing
their eventual cost of implementation. It is a reactive policy, not a progressive plan to reduce
overall transportation system costs.
F. Use bonds to fund transportation needs. Bonds are commonly used for financing
transportation projects (the Westside LRT project property tax levy uses tax receipts to fund
bond payments to fund the project). The use of public bonds would require a vote of the
public. This type of program would include a list of transportation projects that would be
funded and a general time frame for completion. Based upon an estimate of property value in
Tigard, the funding gap would require an increase in property tax approximately $500 per
year over 20 years for a homeowner of a $200,000 home. If all the transportation
improvement in the Tigard area were pass on via bonds to Tigard property owners it would
represent over $2,000 per year to a $200,000 home. Because increases to property tax are not
generally viewed positively by the public, an extensive public involvement effort would be
necessary to coordinate the understanding of need, the extent that the bonds should fund
transportation needs and what the actual program elements would include.
In studying various strategies, it is clear a "one size fits all" plan will not succeed. It is recommended
that a diversified and pragmatic strategy be developed that reflects political realities, economic needs,
community livability and a balanced transportation system. Since transportation funding is not
controlled locally, it will require steps to be taken at the state, regional, county and city level to be
effective and fair. The following steps are necessary to implement the Tigard TSP.
• :Prioritize all transportation projects in Tigard so that the Regional Transportation Plan includes
the projects of greatest need. The other projects should be included in preferred and strategic
project lists to be eligible to compete for future regional funding. Additionally, as conditions
i change in the future the need for certain projects may change.
i • Use the priority listing to create City of Tigard transportation bond measures - this would have the
a potential to fund $50 to $100 million over 20 years. The current bond measure would be part of
this implementation step.
a 0 Start with funding the highest priority TSP needs on the anticipation that over the next 20 years,
a new and complementary funding programs will be developed. This is more pragmatic than
presuming all projects must have funding commitments today and accommodates changing creeds
and priorities over time. It is important not to stop everything today until a plan to fully fund all
the transportation needs approved. Over time policies and programs in the plan which are
intended to reduce vehicle demand can mature and new technologies that improve transportation
Tigard Transportedon System Plan *00 DRAFT ° • • p99161
Funding and Implementation 11-19 February 26, 2000
DKS Associates
efficiency can evolve that may change how much or when funding becomes needed.
• Given the relative size of a gas tax increase to fund transportation improvements inTigard, a more
diverse source of state and regional funding will be needed. Assuming that funding shortfalls can
best be paid by gas tax statewide ignores the fact that the rest of the state may not shareTigard's
or the Portland region's need to fund transportation. Three steps can be taken including:
Statewide: Support gradual and incremental increases to the state gas tax are made (about
$0.06 to $0.10 per gallon each six to eight years (assumes three increases in 20 years).
Support statewide collection and proportional increases to truck fees (presently weight-
mile tax and diesel tax in other states).
Regionally: Support increases to motor vehicle registration and air quality surcharges
(payable every two years at DEQ inspection or upon sale of vehicle based upon actual
miles driven). These relate the urban needs and problems. However, if air quality
improves the nexus of higher fees may be difficult.
County: Update the TIF to better reflect arterial and collector needs in the county. Credits
and fronting improvements will need to be reevaluated, particularly with more and more
potential for redevelopment. It can almost be assured that TIF's would need to be
increased given the county wide transportation needs. In addition, a program similar to
the MSTIP where a property tax levy is used to fund the most significant projects in
Tigard (or regionally, as in Washington County) could be done over the next 20 years,
potentially funding up to a quarter to a half of the funding shortfall. Additionally, county
gas tax and vehicle registration fees could be increased or created.
• Maximize the use of funding sources from smaller pedestrian and bicycle projects. Over a twenty
year period the following funding sources could generate a few million dollars which is significant
for those modes of travel:
1. Obtain planning assistance money from the Tmnsportation/Growth Management
Program. This could include project grants or planning assistance through "Quick
Response" teams. The TGM program is administered by ODOT/DLCD.
2. ODOT's Bicycle and Pedestrian Program administers -two grant programs to
assist in the development of walking and bicycling options. Local grants up to
$100,000 are shared 800/o state4200/o local can be useful in filling gaps.
3. The Oregon Livability Initiative could be a source of funds for further commuter
rail planning to Yamhill County.
4. TEA-21 Congestion Mitigation Air Quality Improvement Program is a source of
funds administered by Metro that provides a regional source of money for smaller
pedestrian/bicycle projects.
• At a city level, consider needed city codetcharter changes to allow broad use of local improvement
districts, area SDC's and bond measures to fund elements of the transportation plan. One of the
toughest problems for development of concurr+ency are initial costs for street improvements. Tax
increment financing commonly used for redevelopment has nearly been discontinued by public
agencies due to tax reduction measures. Tax increment refers to selling bonds to pay for
infrastructure that are paid off by the net income of increased tax revenues created by increased
Tigard rransporaatfon System Ran • • • DRAFT ° • • P99161
Furxfing and Implementation 11-20 February 28, 2000
DKS Associates
property value. Tax increment financing can be very effective in district level master plans or
redevelopment.
• Another bonding concept requiring legislative change, would be to bond sidewalk/fronting
improvements in already-developed areas with net proceeds tied to the title on the land such that
upon transfer or resale the city is paid back, including interest. Current property owners would
benefit from the improvements and could pay off the assessment earlier at their discretion. The
city would need to front and back the bonds and if over the bond life resalettransfer does not occur
the city would be responsible. Given that the great majority of homes change ownership over 20
years the risks should be minimal. This concept requires further study and legislative review
before testing the application.
• Using the development review process to protect the needed right-of-way in the next twenty years
to meet transportation system demands is another possible tool. This can reduce the ultimate cost
of street improvements. This requires' an analysis process (build out assessment or frequent
updates) to stay current of future right-of-way needs based upon changing land use (for example,
three lanes in 2015 may need to be 5 lanes in 2025). Also known as a corridor set back strategy,
this approach helps preserve long term right-of-way needs.
• Develop funding programs (using new motor vehicle fees or other funding sources) to encourage
private/public cooperation in funding transportation improvements. This may take several forms
and will require more assessment. One example would be establishing acity funding source that
can be matched with private funding sources to implement elements of the TSP.
• Roadway pricing strategies may become necessary for the large deficit in ODOT projects in not
only the Tigard area, but the Portland region. While tolls would not represent the full deficit, they
would (like all the above measures) contribute to funding the needed transportation system. Any
road pricing strategy would not be predicated upon past "toll booth" approaches, but would be
built on new technology that would not require people to stop and pay (automatic vehicle
identification and debiting).
n
N
a
Tigard Transpoitatron System Man • ° • DRAFT • ° • P99161
Funding and Implementation 11-21 February 28, 2000
~p 1
3
AGENDA ITEM #
FOR AGENDA OF 10/17/00
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
ISSUE/AGENDA TITLE Long Term Water Supply Update
PREPARED BY: Ed Wegner DEPT HEAD OK CITY MGR OK
ISSUE BEFORE THE COUNCIL
The City Council and Intergovernmental Water Board Members will hear an update on our three options for
long-term water.
STAFF RECOMMENDATION
Staff recommends we continue investigating the Clackamas, the Joint Water Commission, and the Portland
Wholesale Contract as potential long-term water supply options.
INFORMATION SUMMARY
The Joint Water Commission meets on October 13, 2000. The agenda document is attached. Joe Thompson
from the JWC staff and I will brief the Council on interim water sales and long-term partnership opportunities.
On October 4, 2000, staff met with the staff of participating agencies in regards to developing the
Intergovernmental Agreement forming a water supply entity on the Clackamas River. Staff will discuss key
issues of the IGA.
On October 5, 2000, the Portland Wholesale Contractors presented to the City of Portland staff our thoughts and
concerns about the "strawman" proposal. I have attached our pricing proposals and explanations of some
contract revisions. We will review in detail these concepts.
OTHER ALTERNATIVES CONSIDERED
The City should continue working with all three options until such a time that decisions on a recommended
source can be made.
VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY
Securing a long-term water supply source is a goal of both the Council and Vision Task Force.
FISCAL NOTES
A financial package on these options cannot be accomplished until many questions are answered.
i:kitywide\sumdot
r ,
,
CITY OF H I LLSBORO
HILLSBORO/FOREST GROVE/BEAVERTON
TUALATIN VALLEY WATER DISTRICT
_ JOINT WATER COMMISSION (JWC)
PRELIMINARY AGENDA
City of Hillsboro October 13, 2000
Public Services Building, Room B30 12:45 p.m.
123 W. Main Street Regular Meeting
Assistive Listening Devices (ALD) are available for persons with impaired hearing and can be
scheduled for this meeting. The Commission will also endeavor to provide the following services,
without cost, if requested at least 48 hours prior to the meeting.
e Qualified sign language interpreters for persons with speech or hearing impairments.
• Qualified bilingual interpreters.
To obtain services, please call 681-6100.
ALL TESTIMONY IS ELECTRONICALLY RECORDED.
The Commission lunches and considers invoices at 12:00 p.m. Call to order at 12:45 p.m.
Presentation of Monthly Reports
CALL TO ORDER.
1. CONSENT AGENDA (The entire Consent Agenda is normally considered in a
single motion. Any Commissioner or audience member may request that an item
be removed for separate consideration.)
A. Approve payment of claims for the remainder of July, August, September
and October to date.
B. Approve the regular meeting minutes of July 14, 2000.
2. COMMUNICATIONS AND NON-AGENDA ITEMS
A. None Received.
3. UNFINISHED BUSINESS
A. Green Power Discussion. (See enclosed Memorandum 3A.)
Staff Report -Mary Gruss .
JOINT WATER COMMISSION - October 13, 2000
123 west main Street, Hillsboro, Oregon 97123.503/681-6100 - FAX 503/681-6213
ANEOLMLOPPORTtOff"EMPLOYER PRINTEDONRECYCLED RIPER
4. NEW BUSINESS
A. None received.
5. DISCUSSION ITEMS (These items may result in action by the Commission)
A. Presentation of Draft Cost Allocation Plan.
Staff/Consultant Report - Tim Erwert/Randy Goff
B. City of Tigard Update. (See attached Memorandum 5B.)
Staff Report - Mary Gruss/Joe Thompson
C. Capital Improvement Plan Update. Staff Report - Joe Thompson
D. Update on Phase II North Transmission Line. Staff Report -Gil Rodriguez
1. Phase II-A Update
2. Phase II-B Update
E. Lab Expansion/Remodel Update. Staff Report -Karl Borg
(See attached Memorandum 5E.)
F. Water Chemical Systems Improvement Project Update.
Staff Report - Karl Borg
6. ADVICE/INFORMATION ITEMS
A. Those interested are invited to stay and participate in the Barney Reservoir
Joint Ownership Commission meeting, which follows immediately after the
Joint Water Commission meeting.
B. The next Joint Commission meeting is scheduled for Friday, January 12, 2001.
C. Summer plant operations and raw water storage information.
(See enclosed information 6C) Staff Advisement - Karl Borg
D. See attached Memorandum 6D for Year 2001 Meeting Dates.
E. See attached Memorandum 6E for a Summary of the Hagg Lake
Sedimentation Report.
JOINT WATER COMMISSION - October 13, 2000
LM
`-J kD
CITY OF HILLSBORO
ED -
MEMORANDUM
DATE: October 3, 2000
TO: Joint Water Commission
FROM: Mary E. Gruss, City of Hillsboro
SUBJECT: Interim Sale of Water to Tigard
During their quarterly meeting in July 2000, the Commission directed staff to proceed with the sale
of 1.5 million gallons of water per day to the City of Tigard, for the remainder of the Year 2000.
Attached, for informational purposes, are the memo's that went out to each member agency
describing how the per unit cost to charge Tigard was determined as well as a proposed revenue
allocation worksheet. The general manager of each agency and the City of Tigard returned a signed
copy of the memo to ensure a common understanding by each agency.
Also attached is a draft of the first billing for the one day in July and the month of August that
Tigard took water. The details of the first Tigard billing are still being reviewed by staff.
Please let me know if you have any comments/concems regarding the methodology.
H
Ei
d
123 W. Main street, Higsboro, Oregon 97123.503/681-6100 • FAX 503/681-6213
AN EOUA6. OPPORTUNITY EAVt,OYER PRINTED ON RECYCLED PAPER
C11Y OF HILLSBORO
E3
MEMORANDUM
DATE: July 27, 2000
TO: Joint Water Commission
City of Tigard
(see distribution)
FROM: Tim Erwert, General Manager
SUBJECT: Sale of Water to City of Tigard
A meeting attended by staff from each Joint Water Commission (JWC) agency and the City of Tigard took
place at the City of Hillsboro offices on Tuesday, July 25, 2000. The discussion focused on the per unit rate
the JWC would charge Tigard for water sales for the remainder of the 2000 calendar year.
City of Hillsboro staff, Joe Thompson and Mary Gruss, presented the estimated cost per unit for the
following system components:
• Water treatment plant operations and maintenance
• Raw water
• Capital or infrastructure charge for:
• Water rights
• Water treatment plant
• Transmission lines
Staff discussed the method of valuation for the system assets, the estimated useful life used to determine the
annual depreciation charge, and the need to include system components from Beaverton and Forest Grove
for additional transmission lines (Beaverton) and water rights owned by both agencies.
Included in the draft system asset listing and cost per unit schedule was an $.08 estimate of the cost to
Beaverton to pump the water to Tigard and a $.4671 cost differential Tigard would have to pay Tualatin
Valley Water District should the District need to supplement their system by purchasing water from another
source outside of the JWC. The $.4671 cost differential should only be charged when TVWD pulls less than
4mgd off of the south transmission line.
All staff members agreed the-estimated numbers presented at the meeting would need to be reviewed by each
agency and finalized prior to the first billing to Tigard. Staff felt that, while the numbers might change
slightly, the final amount the JWC would actually be charging Tigard would not change significantly from
what was presented at the meeting. Upon agreement of the charges per unit (in ccO, Tigard will formally
submit acknowledgement of their intent to purchase an estimated 1.5 mgd at the agreed upon unit rates (may
be in the form of a purchase order). Also agreed upon by staff was the need for a discussion, and decision,
123 W. Main Street, Hillsboro, Oregon 97123.503/681-6100 • FAX 503/681-6213
AN ECUAL OPPORTuN1 rY EMPLOYER PRINTED ON RECYCLED PAPER
Page 2
Memo: Sale of Water to City of Tigard
regarding the distribution of the revenue received from the sale of water to Tigard. A decision on how those
revenues will be allocated back to each member agency will be made prior to the first monthly billing.
Operational staff is to coordinate with Karl Borg, Water Treatment Plant Supervisor, to coordinate supply
time, amount of water needed and meter readings at agreed upon time periods. The City of Hillsboro, as
managing agency of the JWC, will be responsible for billing the City of Tigard a monthly invoice that will
include charges for all unit costs as discussed at the July 25, 2000 meeting. The City of Hillsboro will then
remit to each agency their pro-rata share of the revenue received from the sale of water. Adraft invoice and
revenue allocation worksheet is attached for your review as well as apro forma invoice and worksheet with
fictitious consumption data and some fictitious unit costs pending receipt of actual numbers. Thepro forma
invoice and revenue allocation worksheet is included to reflect how an actual invoice might look.
Forest Grove staff felt, without their City Manager's approval or City Council approval, they could not make
a decision on the methodology of the proposed unit rates nor could they give their permission to the
remaining partners to move ahead with the sale of water to Tigard. JWC General Manager, Tim Erwert,
discussed the issue with Forest Grove City Manager, Vergie Ries, on Tuesday, July 25, 2000. Forest Grove
is about to undertake studies of its water system, and staff does not wish to raise the issue of possibly selling
raw water to Tigard with its City Council until those studies are completed. Until that time, the City of
Hillsboro is willing, and able, to sell its raw water to the City of Tigard. There should be more than enough
raw water from Hillsboro available to meet the estimated 1-1/2 million gallons a day requested by Tigard
during this interim period. Should an unforeseen event take place that limited the amount of raw water
Hillsboro could supply Tigard, Hillsboro will alert Tigard as soon as possible.
This correspondence is being directed to the staff of each JWC agency and the City of Tigard to ensure a
common understanding of the action taken at the July 25, 2000 meeting. The City of Hillsboro requests each
agency acknowledge'receipt of this memo by returning a copy signed by each agency's general manager.
31 Lj Q
Signature Date
DISTRIBUTION.-
City of Hillsboro - Tim Erwert, Rob Massar, Mary Gruss, Joe Thompson, Karl Borg, copy for file
City of Forest Grove - Vergie Ries, Rob Foster, Paul Downey
City of Beaverton - Rob Drake, Patrick O'Claire, Shirley Baron Kelly, Dave Winship
Tualatin Valley Water District - Greg Di Loreto, Gary Pippin, Bob Shields
City of Tigard - Bill Monahan, Ed Wegner, Craig Prosser
Included in the Joint Water Commission packets to Commissioners for the October 2000 quarterly meeting
123 W. Main Street, Hillsboro, Oregon 97123 • 503/681-6100 • FAX 5031681-6213
AN EQUAL OPPORTUNRY EMPLOYER PRINTED ON RECYCLED PAPER .
JOINT WATER COMMISSION
123 W. Main Street
Hillsboro, Oregon 97123
503-681-0100 fax 503-681-6213
IIVV®ICE
C -stomer
Name CITY OF TIGARD Invoice number 1
Address 13125 SW Hall Boulevard _ Month covered
city Tigard State OR ZIP 97223 by billing July and Aug 2000
Phone 503-639-4171 Invoice date 02-Oct-00
Qty (in ccO Description i Unit Price TOTAL
i
2,730 !Water treatment plant production costs $ 0.1644 $ 448.80
2,730 1 Hillsboro raw water cost per JWC agreement 0.0655 178.68
2,730 !Hillsboro raw water cost paid to Bureau of Reclamaton ' 0.0206 56.29
Capital costs:
2,7301 Hillsboro water rights 0.0031 8.48
I Water Treatment Plant 0.0378
2,730 ; Transmission lines - all JWC partners i 0.0135 36.91
2,730 ~ Transmission lines - Hillsboro and TWVD only 0.0252 71.49
2,730- Transmission lines - Beaverton only 0.0790 215.67
i
i
Consumption [Detail SubTotal $ 0.4101 $ 1,016.32
1
In ccf Pumping - -
Water to Beaverton from Plant 563,783 Differential 0.4666 -
Water to Tigard from Beaverton meter 2,730
Net water to Beaverton 561,053 TOTAL $ 0.8767 $ 1,016.32
Water purchased from Portland by 7VWD
Payment due adthin 30 days of the invoice date.
HILLSBORO-FOREST GROVE-BEAVERTON-TUALATIN VALLEY WATER DISTRICT
Joint Water Commission
July and Aug 2000
Distribution back to partners for Month Expenditures cha aabie to the C! of Tigard
y_
.K g1~1f7~~i9llilSS II
iFl
t M
JWA
33. • 3%?iSy
btf Ohtt. '•1t:Casts::
D?escsf
Water treatment plant production costs ( 1 $ 0.1644 ! 5448.80 171.40 ! 26.75; 154.16
96.49 ! $ 448.80
1
Hillsboro raw water cost per JWC a ncment 2 0.0655: 178.68 178.68 i 178.68
Hillsboro raw water cost paid to Bureau of Redamaton 3 0.0206: 56.29 56.29 ! 56.29
Capital casts: I - - -
- 'Hillsboro water rights 1 4 0.0031 8.48 8.48 8.48
Wib r Treatment Plan! 5 0.0378 - _ ! -
Transmission lines - all JWC partners 6 0.0135: _ 36.91 36.91 1 36.91
_ Transmission lines - Hillsboro and TVWD only 1 . 7 0.0262 71.49 35.74 - _ 18.27 17.47 71.49
Transmission lines - Beaverton on 1 8 ; 0.0790 215.67 107.83 - 55.11 52.72 215.67
Subtotal i 51,016.32 558.43 1 26.75:1 264.46' 166.69 $ 1,016.32
Pum in I 9 ~ - - ~ - t -
Differential - to i 0.4666 -
Total , ~ ~ S1.016.321 5.58.43 I 26.75 1 264.461 166.69 I $ 1,016.32
NOTE: Method of allocation of unit charges:
1 Applicable agency %'s from JWC Water Dethroned Report
2 100% to Hillsboro
3 100% to Hillsboro
4 100% to Hillsboro
5 100% b Forest Grove
6 100% to Beaverton
7 50% to Hillsboro and 50% to TVWD
6 100% to Beaverton
9 100% to Beaverton
f0 100% to TV WD
t
WHOLESALE PURCHASERS
PROPOSED MODIFICATIONS TO DRAFT WHOLESALE AGREEMENT
Background
In late July, 2000, the Portland Water Bureau (PWB) circulated a draft Wholesale
Agreement to replace the existing Agreement set to expire in a few years, along with explanatory
memoranda. The Wholesale Purchasers have considered the agreement and suggest concepts or
changes as set forth in the attached revised draft. Our concepts are meant to reflect the evolving
nature of our relationship with PWB, taking into account the Regional Water Supply Plan,
Portland's bedrock principles stated in its written submittals, and the Wholesalers' contract
objectives.
Section 1: Nature of the Service
1. Following on the recent City Attorney's opinion regarding surplus water versus firm
supply and considering the fact that our financing of system improvements has or will result in
careful consideration by the financial markets of our supply contracts, the Wholesale Providers
wish to build upon the firm supply concept and have a representation made by the City regarding
the fine nature of the source.
2. We have also added reference to an exhibits regarding standards of pressure and
water quality standards at the Purchasers' delivery points.
3. Finally, consistent with pricing, we have tried to create through language in Section 1,
as well as in new Section 14, that a secondary market among entities having wholesale purchase
agreements with Portland can be implemented. Transfers to entities not having water supply
contracts with the City would still require the consent of the Administrator.
Section 2: Pricing
See the conceptual discussion of pricing presented by IUG.
Section 3: Communication Between the City and Purchaser
1. We have hopefully clarified the appointment process for the Water Managers
Advisory Board.
2. We also want to be clear that all users of the Portland supply, City or Wholesale
Purchasers, shall employ the Best Management Practices agreed to by the Water Managers
Advisory Board. Further, there is some limitation upon the extent to which such Best
Management Practices should be employed. For instance, if in TV WD's case, portions of the
District are only served by Portland Water, while other water from JWC serves other areas, then
only that area served by Portland Water would be subject to the Water Managers Advisory Board
Best Management Practices.
Page 1
C ATEMMemo 10-5-OO.doc
t
3. We have deleted on page 5, Item D, from the Regional Water Operations Group
the determination of penalties, as this is not consistent with our pricing concept.
Section 4: Undisputed Amounts
We have provided that undisputed amounts of water billings will be paid and the disputed
amount shall be resolved through Dispute Resolution.
Section 5: Connections and Metering
We have provided that the initial meter or change to meter size will be reimbursed by the
Purchaser according to the pricing proposal.
Section 6: Nomination of Supply
1. The Wholesale Providers wish to nominate their average annual, peak season and
peak day requirements for the five-year nomination period. Further, we believe that nomination
process can go forward concurrently with contract negotiations so that for the initial term all
nominations can be agreed to prior to execution of the contract. That way, we will know at the
outset exactly what the Base Nominated Amount will be.
2. We have also tried to provide for subsequent terms that, by January 315` of the
fifth year, the City will provide nomination request forms for the succeeding five-year period.
The Water Providers would have until March 3151 to make their nomination. By May 3151, PWB
would reconcile the nomination request.
3. We have deleted Item G with respect to the guaranteed purchase amount, as that
is inconsistent with the pricing proposal.
4. We have provided that if capital improvements are made that lead to a significant
increase in system capacity, such that additional water to the Wholesale Purchasers is available,
then we would have a reasonable opportunity to adjust the Base Nominated Supply.
5: Finally, we have added "J" which provides for the secondary market for those
entities that have or have had agreements with Portland.
Section 7: Curtailment of Supply
1. We have added a new "E" which provides that if the Curtailment Plan is
implemented, PWB will be obligated to go and obtain alternate water supplies and cover the
amount that is unavailable to the Purchaser.
2. We have deleted original "E" regarding reduction of service area. For example, if
` Hillsboro were to annex an area of TV WD and withdraw it from the District's service area, PWB
I should not have the right to reduce that quantity of water under this contract if that area is
supplied by JWC water. There is no impact to Portland in that circumstance. Second, the
unilateral reduction by the Administrator is inconsistent with the secondary market proposal. For
age
2
Pp
Cc. TEMP\Mcmo10-5-OO.doc
T
example, annexation and withdrawal by Tigard from TVWD should allow TVWD to assign to
Tigard without approval by the Administrator. Same water, same customers.
Section 8: Purchaser-Supplied Water to City Residents
1. The Wholesale Providers believe that when we serve city customers at the City's
request from our system, it is possible that sources other than Portland's may be used.
Therefore, we have added that any water we provide must meet the Safe Drinking Water Act
Standards.
2. We have also provided that a Cost of Service Analysis may be employed at the
option of the Purchaser to determine the cost of service, or standard percentage amounts could be
used.
Section 9: Financing Capital Beneficial to the Purchaser
1. We have tried to provide that the ownership of new assets in which the City
participates financially will be owned on a proportionate basis to assist the Wholesalers in the
calculation of system development charges and rates.
2. We have also provided that a Purchaser will not be impacted by another
agreement between the City and a third party. In essence, we want to be sure that Cost of
Service Principles apply.
Section 10: Water Resource Conservation
We have tried to provide that if the Purchaser is part of the Regional Water Providers
Consortium, then regional conservation plans will meet the conservation planning requirements.
Section 11: Other Water Supplies
We have assumed that there will be a definition of the City's water system and that
without express written consent of the Administrator, water supplies from other sources will not
be introduced to the City's system. However, there may be other jointly-owned facilities or
facilities of regional significance to which the introduction of other sources may be necessary to
obtain regional transmission. The Providers wish to preserve this concept.
Section 12: Dispute Resolution
We have made minor modifications which are explanatory.
Section 13: Duration of the Agreement
We have tried to make the termination periods consistent.
Section 14: Assignment of Transfer
This is new and is designed to be the starting point for the secondary market discussions.
Page 3
CATEMMMemo I 0-5-00.doc
t
Section 15: Boiler Plate
This would be the typical legal boiler plate found in most agreements.
SUMMARY
Obviously, the concepts presented here and in the other materials show many areas of
agreement and many concepts that need to be discussed thoroughly. We look forward to
discussing PWB's original proposal and our concepts and any other alternatives that may be
presented.
Page 4
CATEMMMemo 10-5-00.doc
INTEGRATED
UTILITIES
GROUP, INC. TECHNICAL MEMORANDUM
TO: Regional Purveyors Group
FROM: Paul L. Matthews
C. (Kees) W. Corssmit
Kerstin S. Rock
DATE: October 5, 2000
SUBJECT: Alternative Pricing Proposals for Proposed Wholesale Water Agreement with the
City of Portland, Oregon and Surrounding Utilities
PROJECT: P082.991.CN
Introduction
In April, 2000, a group of wholesale water customers of the City of Portland organized to jointly
pursue a revised agreement for the purchase of wholesale water from the City of Portland. This
group, called the Regional Purveyors Group (RPG), consists of:
City of Gresham
City of Tigard
City of Tualatin
Rockwood Water People's Utility District
Tualatin Valley Water District
West Slope Water District
The RPG retained the services of Integrated Utilities Group, Inc. (IUG) to assist with the
technical aspects of reaching an agreement with the City of Portland.
The City of Portland presented two water pricing proposals in the Draft Water Supply Agreement
(Agreement) it presented to potential wholesale water purchasers on July 26, 2000. After a
review of the City's proposals and its Draft Agreement by the RPG, the RPG has developed two
alternative pricing proposals which will be presented in this technical memorandum. The first
pricing proposal is loosely based on the City's existing wholesale agreement and will be referred
to as Revised Status Quo Proposal or Proposal A. The second proposal uses the concept of the
nomination of supply initially presented by the City. This concept is further developed by the
introduction of a secondary market for the nominated supply. This pricing proposal will be
referred to as Nominated Supply with Secondary Market Proposal or Proposal B.
TECHNICAL, MEMORANDUM
Page 2
October 5, 2000
P082.991.CN
This technical memorandum outlines each pricing proposal including the allocation of capital
and Operation and Maintenance (O&M) costs, and the introduction of a true up. Because these
concepts can be difficult to describe in detail, we have used numerical examples to better
illustrate parts of the proposals.
Pricing Proposal A-Revised Status Quo
The RPG's Proposal A is similar to the existing agreement between the City and its wholesale
customers. It is based on a standard cost-of-service approach that uses the utility basis of
calculating revenue requirements and the base/extra-capacity method for allocating costs. The
RPG's proposal, however, deviates from Portland's current pricing methods in areas such as the
calculation of depreciation and rate base, the calculation of allowed O&M costs, as well as the
addition of an annual "true up" for O&M and capital costs. Each of these revisions to the status
quo pricing scheme are discussed in greater detail below.
Capital Cost Calculation and /Allocation
return on Investment
The utility basis of determining revenue requirements includes a calculation of a return on
investment (ROI). ROI is the product of two factors. ROI equals the rate base (RB) times a rate
of return (ROR).
ROI = RB * ROR
Proposal A deviates from the existing agreement in determining rate base. To account for the
past capital recovery generated by replacement cost depreciation, Proposal A includes a
component of cost-free capital in the rate base. This adjustment to the rate base would be treated
as a cost-free capital and amortized over the life of the contract.
The rate base is calculated by subtracting accumulated depreciation (AD) and the unamortized
portion of the cost-free capital (CFC) from the original cost (OC) of the assets. The value
assigned to the CFC will be part of the negotiations. All assets that are not "used and useful"
will be excluded from the rate base.
RB = OC - AD- CFC
The rate of return will be equal to the City's average interest expense (i) on outstanding long-
term debt divided by the outstanding principal on long-term debt (P) plus a premium. The
premium will be subject to negotiations.
* TECHNICAL MEMORANDUM
Page 3
October 5, 2000
P082.991.CN
ROR=(p)+X%
The rate base will be allocated based on the customers' actual use and a three-year average of
peaking factors with an adjustment for new wholesale customers. By averaging the peaking
factors over time, the RPG hopes to minimize the year-to-year swings in rates but still achieve
cost of service.
Depreciation
The annual depreciation expense will be calculated by dividing the original cost of the asset by
the projected life of the asset. Although our proposal does not specifically recommend changes
to the depreciable lives of the assets comprising the rate base, we are not opposed to the City's
approach of extending the lives.
In theory, the City and the wholesale customers should consider this matter of little importance.
If the depreciation period is relatively shorter, the City will recover its investment more quickly
but will earn less return on investment. On the other hand, if the City desires longer depreciable
lives for its assets, the City will recover its investment more slowly but will earn more return on
investment. In a theoretical world these two interactions would make the decision of little
interest because the present value of the two approaches would be identical. However, we do not
live in a theoretical world. The specific proposals from Portland would need to be evaluated
from an economic and political perspective to determine how it would impact the fairness of the
contract.
Under Proposal A, the annual amortized expense associated with the cost-free capital would be a
credit to the annual depreciation expense for the wholesale customers. Similar to rate base
calculation, this credit will cease when the cost-free capital is fully amortized.
O&M Cost Calculation and Allocation
IUG proposes recovering the variable and fixed O&M costs using separate methodologies.
Variable O&M are those costs that vary with the amount of water used. These typically include
the cost of chemicals and power. Fixed O&M costs are those O&M costs that do not vary with
the amount of water produced. Fixed costs typically include labor, benefits, routine maintenance,
etc. _
Variable O&M
Variable O&M costs will be allocated based on standard cost-of-service principles.
TECHNICAL MEMORANDUM v
Page 4
October 5, 2000
P082.991.CN
Fixed O&M
One of RPG's major objectives for the proposed agreement is to give the City an incentive to
manage its costs. To provide the City with an incentive to control the increase of fixed O&M
expenses as well as to provide wholesale customers with information for budget decisions and
future rate increases, the RPG has developed a cost-containment incentive approach to
calculating fixed O&M costs.
Currently, the City projects O&M costs on an annual basis and uses these projections to
calculate wholesale rates. Although the City has an incentive to manage costs to maintain low
retail rates, some inefficiencies are passed to the wholesale customers. The goal of the RPG is to
give the City a larger, entrepreneurial stake in managing its costs.
Also, Oregon budget law encourages the City's budget to exceed actual expenditures. Under the
current agreement, this phenomenon results in a windfall for the City. The cost-containment
method proposed by the RPG will use actual historical expenditures rather than budgeted
expenditures in setting rates. This will result in a fair method of setting rates.
The RPG's cost-containment method calculates the O&M expenses that can be recovered from
the wholesale rates over a three-year period. The O&M expenses are based on an average of
actual O&M expenses for the preceding three years; adjusted for past and expected rates of
inflation.
To better illustrate the RPG's cost containment method, consider the following example of a time
period of 7 years.
Table 1
History Future
Year 1 2 3 4 5 1 7
Actual OW 100 103 105 ? ? ? ?
Inflation Rate 2.00 3.00 2.50 ? ? ? ?
In this example, we are currently in year 4 and are faced with the prospect of estimating the
maximum fixed O&M expense for years 5 through 7.' Audited data for year 4 will not be
available until sometime in year 5, thus data for the last three years for which audited data is
available, in this case years I through 3, will be used in the calculations. Table 1 provides some
hypothetical data to illustrate this situation.
In our example, the audited O&M expenses for years I through 3 are 100, 103, and 105. The
inflation during these years (CPI-U) are 2 3%, and 2.5% respectively. Year four is shaded to
indicate the current year, or the year of the O&M estimate.
iln the proposal, the years are fiscal years to synchronize with the City's audits and budgets.
TECHNICAL. MEMORANDUM
Page 5
October 5, 2000
P082.991.CN
Step 1 of the process will require the transformation of the three years' actual O&M costs in
nominal dollars into year 3 dollars. The calculations are demonstrated in equations 1.1 through
3.2 below:
1.1 Year I O&M year3 dollars = O& MyeQ,l* (1 + Inflationyear2 ) *(I + InflatlonYear3 )
1.2 Year 1 O&M year3 dollars = 100 * (1 + 0.03) * (1 + 0.025) = 105.5 7
2.1 Year 2 O&M year3 dollars = O& Myea,2* (1 + InflationYea,3 )
2.2 Year 2 O&M year 3 dollars = 103 *(1+ 0.025) = 105.57
3.1 Year 3 O&M ycu 3 dollars = O& Myear3
3.2 Year 3 O&M year 3 doll =105
Equations 1 through 3 adjust the audited O&M cost for inflation and therefore reflect the
inflation rate shown in the second row of Table 1.
Step 2 involves calculating the average actual O&M costs in Year 3 dollars as well as the average
inflation rate for the three-year period. Equations 4 and 5 illustrate this step.
_ 105.57 +105.57 +105
4. Avg. O&Myear3dollars _ 3 =10538
5. Avg. Inflation Rate = 2%+3%+2.5% 3 = 2.5%
Multiplying the average actual O&M in year 3 dollars by the average inflation rate during the
three-year period raised to the third power will yield the allowed annual fixed O&M cost for
years 5 through 7. Equation 6.1 and 6.2 illustrate this process
6.1. Max. Annual O&MY,.sa = Avg.O& M *(I+ Avg. Infl. Rate)'
6.2 Max. Annual O&MYrars s_, =1053 8 * (1 + 0.025)3 =113.49
The calculated allowed annual O&M cost, in this example 113.49, will then be used in the rate
calculations for years 5 through 7.
Calculating the fixed O&M in this manner will enhance the City's incentive to contain its fixed
O&M cost. If the City is able to keep O&M cost increases below the inflation rate, the City will
make a profit for its ratepayers. This profit is above and beyond the other benefits that lower
costs will provide to the City's rate payers. s~
TECHNICAL, MEMORANDUM ►
Page 6
October 5, 2000
P082.991.CN
In our example, the calculations for years 8 through 11 will be made in year 7. Using the above
methodology, the actual O&M costs and inflation rates for years 4 through 6 will be used to
establish the allowed annual fixed O&M costs the City can include in the rate calculations.
Table 2
History Future
Year 1 2 3 4 5 6 7
Actual O&M 100 103 105 ? ? ? ?
Inflation Rate 2.00 3.00 2.50 ? ? ? ?
O&M Used for Rate Calc. 113.49 113.49 113.49
The benefits of this methodology are many. For the City this method of setting O&M cost
estimates provides an opportunity for profit by keeping increases in O&M cost below the rate of
inflation. Also, due to the time-value of money, the City will receive a relatively larger portion
of O&M cost in the first year. The City could invest this money, and depending on the
investment, pay the difference between the flat O&M charge and the actual O&M cost in year
three and break even or make a profit. The City could mitigate impacts on its revenue bond
coverage by transferring revenue to and from its rate stabilization fund.
The benefits for the wholesale customers include a reduction in rate volatility as well as a
measure of reducing the long-term O&M costs.
The fixed O&M costs will be allocated using standard cost-of-service methodologies that include
a three-year average of peaking factor by wholesale customer. This will help mitigate the impact
of swings in demand, economic conditions, and weather patterns, but still achieve cost of service.
True Up
The City currently does not perform a cost true-up. The pricing proposal includes an annual true
up for both variable O&M costs as well as fixed O&M and capital costs. The true up for the
variable costs will be based on actual use and actual costs and will be allocated to each customer
based on actual use.
The true up for fixed O&M costs and capital costs only accounts for changes in actual use, since
the costs are determined by the process described above. The differences between projected and
actual demands will be allocated on the 3-year average of actual use and will be updated in the
cost-of-service model and used to calculate the true up.
The true up could result in an under charge or over charge by the City. In either event, the party
owning can repay the other party using either of the following:
1. Immediately pay the amount owing in a lump sum
TECHNICAL MEMORANDUM
Page 7
October 5, 2000
P082.991.CN
2. Repay the amount owed in 12 equal installments' including interest equal to the
rate of return used in the year in question. The first payment will be due the
beginning of the next fiscal year. For example, if the true up was for fiscal year
2008 charges, it would be calculated in fiscal year 2009. The true up payments
would begin in fiscal year 2010.
Pricing Proposal B-Nominated Supply with Secondary
Market
Proposal B deviates from the standard contract approach by building on the concept of nominated
supply introduced by the City in its draft contract. Using this concept requires that each
wholesale customer and the City nominate their annual demand, peak-season demand, and peak-
day demand for a 5-year period. The costs of the system would be allocated to the cost-of-
service parameters of base, max-season extra capacity, and max day extra capacity following
standard cost-of-service methodologies. The fixed O&M and capital costs associated with these
cost-of-service parameters will be allocated to the City and its wholesale customers based on the
City's and each customers percentage of the nominated capacity. Variable O&M costs will be
allocated based on actual use.
Capital Cost Calculation and Allocation
Calculating the return on investment and depreciation under this proposal is similar to Proposal
A. However, the method of allocating costs is much different. Rather than allocating costs based
on actual use or a three-year average use, the facilities are allocated based on the nominations
made by the purchasers. This is similar to a five-year lease on facilities. Once the lease is
signed, the purchaser is responsible for payment regardless of use.
This approach will enhance the City's ability to forecast wholesale revenues and reduce the
burden the City currently faces from fluctuations in revenues caused by weather-induced
fluctuations in water sales.
O&M Cost Calculation and Allocation
Similar to the Revised Status Quo proposal, the RPG proposes to split O&M costs into variable
and fixed costs. As in Proposal A, the variable costs will be based on actual demand and will be
allocated to each customer on that basis.
2
For the City, this could amount to a credit to the wholesale purchaser's bill
TECHNICAL MEMORANDUM ►
Page 8
October S, 2000
P082.991.CN
The fixed O&M costs however, are allocated in the same manner as the capital costs. That is, the
fixed O&M costs are allocated based on the customer's percentage of total nominated supply for
annual demands, and peak-season, and peak-day demand.
True-Up
Under this proposal, the City will only perform a true-up on the variable O&M expenses on an
annual basis. The repayment options for the City and wholesale customers are the same as those
listed for Proposal A. Because fixed O&M costs and capital costs are allocated based on
nominated use, there will be no true-up for these costs under the proposal.
Secondary Market Option
In order to optimize water resources and infrastructure investment within the region, the RPG's
proposal includes a provision of a secondary market option in this proposal. The secondary
market will allow wholesale purchasers the option of transferring nominated demands among
themselves so that long-term, regional facilities can be built without the need to substantially
alter the institutional arrangements. This approach provides the City with a stable source of
revenue from its wholesale customer, but allows the region to add supplies where they are
available, and transfer the responsibility for the Portland contract to other regional users that need
the capacity.
The RPG proposal contains two types of transactions-voluntary and mandatory. Under either
transfer technique, the agreements will be public and entered into prior to the use of the water.
There can be no retroactive agreements.
Voluntary Sale
Each wholesale purchaser will have the option of entering into separate agreements with other
purveyors in the region for the temporary or permanent transfer of nominated capacity. This will
enable the parties to negotiate mutually acceptable terms that can be flexible to address specific
wholesale customer's concerns.
For example, two growing wholesale purchasers may plan to transfer responsibility for the
contract from one to the other in anticipation of one purchaser adding capacity in its own supply
system. Establishing voluntary sales agreements will also allow both parties greater flexibility in
the terms and duration of the agreement.
Mandatory Sale
If capacity that has been nominated is unused, the proposal requires that a wholesale customer
needing the water can use it, but that customer will be charged the cost-of-service. Given that all
TECHNICAL MEMORANDUM
Page 9
October 5, 2000
P082.991.CN
customers pay the City for fixed O&M costs and capital costs regardless of actual use, it will be
in the interest of customers with unused supply to sell this supply. Under the mandatory sale
provision, the amount of water sold to customers needing additional supply will be split among
all customers with unused supply based on the percentage of unused water relative to the total
unused water available within the region. This ensures that unused capacity is sold in an
equitable manner. The variable costs of the sold supply will be borne by the purchaser.
I
i
,
i
i
i
i
3 ~
wAT~R
ONG--
UpDATE
,.SUP
2000
pctobex 1'1;
CKAM-AS. RIVER:
SOUTH FORK
Chris Ube'r-
AprraySmith &
SIGNING OF MEMORANDIUM
OF UNDERSTANDING
-*Tigard, South Fork Water- Board, and North
Clackamas County Water Commission have
gied-:-Os'wego scheduled to sign 10/17/00.
* West Linn and Oregon City scheduled to
sign soon
COMPLETED FATAL: FLAW
REVIEW -
`Dep~:rtnient of Environmental Qual
Oregon Water Resource's Department, acid
ATational Marine Fisheries. Service -
*No negative comments; need to b e involved
-in Manning
oil
~►iO y' _a ~ gli~q d
_ d
• extension ~
.~Co~nplex`Nater ~g
trans~ex issues
pW11S ecies Act on e~sti~ng
ndangered sP
act ofE
Imp ri hts r rigl'ts for Tigard
,Water g e~Sting Ovate
_ ~pllocation ~f ~lcip~tS
;.tom=other ~'a
Iit
LIINT
INT.ERGOiTEItN MEN TA L
AGREE l~E~TT
~ Governance -how will governing body be
structured?
~Pu~~hase or' existing facilities - valuation.and
methodology
*Definition of ownership and capacity
>Cost equity and allocation'
DEVE'LOPING
IN TER-G. OVERNMENTAL
AGREEMENT
-raft by January 31.,, 2000'
All parties. to sign Intergovernmental
Agreement by March 31, 2001
X-V
. n & Environmental
II • ~nginee~i g p f 2001)
hase
to ena
studies 'resent
2001
• ~ci"Fall
#Fln.
pel 8t,..const~Gtion
design e NO
2112 years (tun
o benefit Tigard
P Tt unlties eXist that
*I~hasin~ P
JOINT WAF11EK C"MMISRON
Joe, Thompson,
Director of Water Utilities"
ING AGENCIES
CIPAT
#HiJlsboro
#Beaverton
#Focest Grove
#Tualatn Valley. 'Water District
now
JOI~T AT ER c OMP'II5SION
SYSTEM
#P1anYCapacity
*gaw water source
*~urrent capital improvement projects
7rrr
A
D
N[MENDE
.,l.
ED..7/14/00
APPR
*Sale of short term water to Tigard
Develop Intergovernmental Agre.emel~t
b -in
uy.,
` *Pursue additional raw water source
ANT STA'T Us
Cost:.allocat on study. -existing. members
raft ~ntergoveri~ental Agreement with
#I)
"Tigard`
NEXT STEx.S
MEN
OLESALE
IL
ppgTLANNTRACT
oTts
EawegneT,YUtiI Manag Vector
Mike Millet,
HOLESALE
PORTLANID
CONTRACT
*Portland "Strawman"
Wholesale group made presentation to
5/00
Portland 10/
pow-
VEO
~V~OLEs
to our custon1ers
#1No negative impacts
al
ci
pad' incurs costs _ assumes ~inan
qA;,~' " .
TespOnsibility
lle
conservation wh oSt
Tonal ent m
em
*Elycaaagreg to imp) locally
' taming Ny~iity meet pTactices
best manage
effective
e rates
*YT6
CONT'RACT OBJECTIVE OF
WHOLESALE "GROUP
#:Cost containment -provides financial
. incentive for Portland.- to manage costs
. effectively,
#Preserves opportunity for equity investnient.,
M future joint projects
#:-Predictable supply that allows regional
fl exibility , ,
--.Nam 11111111
CT S OF
O"B -TIM
coN OL SNGRo
NVII
ed on post noti penalties
A.greement bas
zattand coop
. *Regiolaal optiml
t is easy to administer
agreement tha
Co legally defeIsible
ntract must be,
VIE
LS to retail
iv
no
e impicant rate
#There will be n no mayor or Slgnl~
O
_ ~usto~ners
shock)
and equitable as it
ff for
willb~ fiS: to
The co~tra~t h ~in~lude g nd
nefit pay inci~les)
relates to Io be'Vice
T tho5 pr
t0 OSt of
~.d
h
s~tc t t.•rrcrtn!sR
PORTLAND BEDROCK,
PRINCIPLES
'~kT~.ere will be no sale of existing City of
Portland assets
*'We will encourage Best Management
.Practices.
*Conservation must be addressed (efficient
water, use)
WNW
PORTLAND:'BEDROCK
PRINCIPLES
P es will not be opposed to regional
.cooperation
We want financial predictability for our
wholesale customers
nry
PORIJUNND
l~L
cl
b e ease of ~~1nistration
*There needslent; claritylsimpl~clty)
(Osis cconta
be le9ally `defensible
~kThe contract-must
=N,~ .71maTnrm
WATER'CONTRACTS''.....-:
- Estimated Cost of Portland Contracts
Over 30 Years
250 -
200 '
150 '
o
c 100
50
0
a a o
Total Cost $666.2 Million
OPTIONS FOIE RELATIONSHIrno.
Current contract, is based on vendor/custoaner
relationship
New contract could be based on collaborative
relationship
d4iS5 I.JS'lI~°J'S'I
RIC~~
OP~SE~ p
vile*
O
N
cing PT °posals
pal
staffs quo
with secOvlday maket
Revised
Nominated Supply
a,
xys ~yl.~~o~~
PORTLAND CAPITAL
IMPROVEMENT PROJECT
Mike'Mille'r,
Utility Manager
m I"
ORTLIA~ CAPITAL
~pgpVEM~N~OJ E~T
*Filtration Oil Bull Run
*Infrastru~tuTe Master Plan
NEXT STET"""S
*Po,rtland takes wholesale groups comments
to' Portland Council at end of 2000
*after January 1, 2001
SUMMARY,
Phil Smith,
Murray, Smith & Associate's, Inc.
SUMMARY
*All tree options offer potential for
long-term water- supply for Tigard
-None' of the options currently have available
excess ;capacity for Tiga,r*d-s long-term
needs and all, systems will geed to be
upgraded/expanded
will"
qmr
A
Will
Rc e • ' •
CuTr
N that
O ~ rtain long-term needs
tyre long
eet Tig s e~ ble cost
m at a r ,,sona
leme"te- t1,ne
reasonable
l?~
anted
~e ~nzpe 7777 T O T 7 T~T~~~~
~~-Iffy
Su
:needs to continue exploring.these
~K Tigard. p
otential options
~pexiodc ally evaluate options
gnomon
L
AGENDA ITEM #
FOR AGENDA OF October 17, 2000
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
ISSUE/AGENDA TITLE Right Of Way And Sidewalk Maintenance On Major Collectors
PREPARED BY: L. Newton, E. We er DEPT HEAD OK ITY MGR OK
G/
ISSUE BEFORE THE COUNCIL
Should the City assume responsibility for right-of-way and sidewalk maintenance along arterials and major
collectors.
STAFF RECOMMENDATION
Right-of-Way Maintenance:
Staff recommends Council direct staff to proceed with Option 2:
City assumes responsibility for enhanced right-of-way maintenance for 27,315 feet along
major collectors abutting property zoned residential that is not currently being maintained. In
addition, the City would provide basic maintenance along major collectors in areas of steep
slopes or deep ditches. The total cost in the first year is estimated at $524,896.62. The City
would also be responsible for right-of way maintenance on newly constructed or improved
City major collectors.
Sidewalks:
Staff recommends that if the Council wants to assume responsibility for sidewalk maintenance along
major collectors that staff develop a timeline to ensure the following issues are addressed:
• Inventory the current condition of the sidewalks. This would include identifying hazards that
may cause or result in accidents leading to injuries.
e Develop standards for preventive maintenance and emergency response for sidewalk repair.
• Provide for effective concrete repair - in-house or by contract.
• Establish the frequency and level of on-going inspection of sidewalks.
• Determine how and when the sidewalks will be brought up to meet ADA compliance standards
(if they don't already).
9 Adopt a repair plan and budget authority to bring the sidewalks into compliance or up to
standard prior to accepting the liability exposure.
INFORMATION SUMMARY
At the August 15,2000, City Council meeting, Council directed staff to investigate the costs of assuming
responsibility/liability for arterials and or/major collector streets for both sidewalk maintenance and weed/grass
mowing maintenance (with a level of maintenance to be defined) and bring the issue back for Council review. A
copy of the August 15, 2000 City Council meeting minutes is attached.
LM
Since all of the arterial streets within the City are under state or county jurisdiction, staff believes it would not
be appropriate to assume sidewalk or right-of-way maintenance responsibility for those roads, unless in the
future the City assumes jurisdiction for an arterial.
Public Works crews recorded video tape of all of the major collector rights-of-way in the City. They found in
most cases, in commercial and industrial zones the rights-of-way are well-maintained, often as part of
professional landscaping. The options developed for Council consideration focus on major collector rights-of-
way in residential zones.
Staff considered three options for the City's role in right-of-way maintenance that are described in detail in the
attached memo and briefly described below.
Option 1:
The City assumes basic maintenance responsibility for right-of-way along major collectors in
residential zones, and right-of-way mowing where there are deep ditches or steep banks. Basic
right-of-way maintenance is defined as keeping weeds and grass down below 10" in height. A
total of 53,605 feet of right-of-way would be maintained at a cost of $129,316.40 per year.
Option 2•
The City assumes responsibility for an enhanced level of right-of-way maintenance along
major collectors in areas zoned residential that are not currently being maintained
(approximately 27,315 feet) and basic right-of-way maintenance along major collectors where
there are deep ditches and steep slopes (approximately 26,290 feet). The City would also
assume sidewalk maintenance responsibility along all major collectors as proposed in Option 1.
Enhanced right-of-way maintenance is defined as grass planted and mowed to no taller than 3-
4". A total of 53,605 feet of right-of-way would be maintained, 27,315 at an enhanced level
and 25,290 at a basic level for a total cost of $202,633.45 the first year.
Option 3:
The City assumes responsibility for a premium level of right-of-way maintenance along major
collectors in areas zoned residential that are not currently being maintained (about 27,315 feet) and
basic right-of-way maintenance of about 26,290 feet along major collectors where there are deep
ditches and steep slopes. Premium right-of-way maintenance is defined as landscaping with
irrigation, possibly low lying shrubs and annuals. The total cost of this option is estimated at
$474,833.25 the first year.
Sidewalks:
Should the City decide to assume responsibility for repair and maintenance of sidewalks along major
collectors, staff proposes a three year cycle for sidewalk repair for three reasons: First, the City's
other public improvements (i.e., sanitary sewer cleaning) are on a three year repair and maintenance
cycle; Second, the amount of work could keep one crew occupied full time during the repair season
over a three year period; and Third, extending the repair schedule over a longer period may not be
due diligence in terms of addressing needed repairs.
There is a total of 133,702 feet, or 25.32 miles, of sidewalk along major collectors. Based on a recent
visual survey, 3,171 feet need repair. The cost for sidewalk maintenance and repair in the first year is
estimated at over $320,000 the first year and almost $230,000 the next two years.
LM
OTHER ALTERNATIVES CONSIDERED
The options considered are summarized above. The options not recommended are as follows.
Rights-of-Wad
1. Assume basic maintenance responsibility for rights-of-way along major collectors in
residential zones.
2. Assume basic maintenance for rights-of-way along major collectors in residential zones
where there are steep slopes and ditches and provide premium maintenance in other
locations along major collectors in residential zones.
3. Do not assume responsibility for right-of-way maintenance except where there are steep
slopes and ditches.
Sidewalks:
1. Do not assume responsibility for maintenance of sidewalks along major collectors.
VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY
Community character and quality of life.
Community aesthetics No. 1. Develop strategies to balance needs of new and infill development with the need
to provide protection of defined aesthetic qualities valued by those who already live and work in Tigard.
FISCAL NOTES
Right-of-Way Maintenance:
Option 1: $129,316.40 per year in year 2000 dollars.
Option 2: $202,633.45 the first year.
i
Option 3: $474,833.25 the first year.
Sidewalks: $322,263.17 non-City property the first year.
I
11TIG333IUSRIDEPTSIADMICITY COUNCIUCOUNCIL AGENDA ITEM SUMMARIES
IROW AND SIDEWAU: MAINTENANCE.DOC
MEMORANDUM
i
CITY OF TIGARD, OREGON
TO: Honorable Mayor & City Council
FROM: Howard Gregory, Liz Newton, and Ed Wegner
DATE: October 10, 2000
SUBJECT: Right-of-Way and Sidewalk Maintenance on Major Collectors
BACKGROUND
Under current City codes, right-of-way and sidewalk maintenance is the responsibility of the
adjacent property owner or responsible party. However, City crews do currently maintain the right-
of--way in certain areas.
At the August 15, 2000, City Council meeting, staff presented information detailing the City's current
cost for maintaining rights-of-way, discussed options available and a general cost for each, and the
staffs recommendation.
Council members reviewed the packet material, and listened to comments from representatives of
the Morning Hill Homeowners' Association and Summerfield regarding right-of-way maintenance.
After discussion, Council agreed with direction to staff, outlined by Councilor Patton, as follows:
• Council is uncomfortable with the status quo in that City crews maintain some
locations and others are not. This is not consistent with Tigard Municipal Code
provisions. y
• Council is also uncomfortable that some of the right-of-way areas are not easily
accessible by the property owner who is expected to maintain the right of way.
These areas appear to be primarily along arterials or major collector streets.
Council noted concern that street trees had not been maintained; this issue needs to
be resolved.
Council noted that the application of the Code should be consistent.
Council asked staff to investigate costs of assuming responsibility/liability for arterials
and/or major collector streets for both sidewalk maintenance and weed/grass
mowing/maintenance (with level of maintenance to be defined). This will be brought
back to the City Council for review.
Right-of-Way and
Sidewalk Maintenance on Major Collectors
October 6, 2000 2 of 8
As a second part to this process (and at a later time), staff will prepare information
for Council's review about whether the City should provide a higher level of
maintenance service to areas identified as entry ways (also known as "portals")
to the City of Tigard.
ISSUE
The purpose of Council's discussion on this issue is to consider options presented by staff
for the City to assume maintenance responsibility for rights-of-way and sidewalks along
arterials and/or major collectors. Roads that are classified as arterials or major collectors
within the City limits are as follows:
Arterials: Major Collectors:
Scholls Ferry Road Walnut Street Dartmouth Street
Barrows Road 1215` Avenue Gaarde Street
Hall Boulevard Tiedeman Street McDonald Street
Hwy. 217 Greenburg Road Durham Road
Pacific Hwy. Main Street Bull Mountain Road
1-5 Burnham StrAt Beef Bend Road
Hunziker Street Bonita Road
Locust Street 97th Avenue
68th Parkway 98th Avenue
72"d Avenue
Since all of the arterial streets within the City are under state or county jurisdiction it would not be
appropriate for the City to assume rights-of-way or sidewalk maintenance responsibility for these
roads, unless Council accepts full jurisdiction for such a road. At this time, no jurisdiction transfer
for arterials are under consideration.
Public Works crew members recorded video tape of all the major collector rights-of-way in the City.
In most cases, where the street abuts property zoned for industrial or commercial uses, the right-of-
way is well maintained, often as part of professional landscaping. (Examples include SW 72"d and
portions of Durham). There are some exceptions such as at 72nd and Hunziker. In most cases, the
exceptions are because of steep slopes, deep ditches, or because the abutting property is owned
by a public agency.
Along major collectors in areas zoned for residential use where dwellings face the street, there are
many areas where property owners include the right-of-way as part of their front yard and maintain
it. In many of these cases there are no public improvements (i.e., sidewalks, curbs, or gutters).
Examples can be seen on 1215`, Walnut, Gaarde, and Durham. There are many locations along
major collectors in residential areas where the rights-of-way and sidewalks are not maintained.
Often, this is because the property is separated from the fight-of-way by a wall or fence, or where
there are steep slopes or ditches. (Examples include portions of Durham, Walnut and 121 st.)
Right-of-Way and
Sidewalk Maintenance on Major Collectors
October 6, 2000 3 of 8
OPTIONS
Three options for the City's role in right-of-way maintenance are described below.
Option 1:
The City assumes basic maintenance responsibility for right-of-way along major
collectors in residential zones, and right-of-way mowing where there are deep ditches
or steep banks. Basic right-of-way maintenance is defined as keeping weeds and
grass down below 10" in height. Under this option, the City would assume sidewalk
maintenance responsibility along all major collectors.
The description of costs for Option 1 are as follows:
Rights-of-Way:
A total of 53,605 feet of right-of-way along major collectors that abut zoned residential
property that is not currently incorporated into landscaping or has deep ditches or
steep banks. It will take 160 hours or four weeks for one pass through the City. Major
maintenance would begin in April and areas would be cut once a month for six
months. A cost breakdown for one year is as follows: (In this case, cost shown for
equipment is operating costs.)
1 Senior Utility Worker $27.08 / hour $ 25,996.80
1 Utility Worker 11 $24.77 / hour...................... $ 23,779.20
2 Flaggers $13.65 / hour x 2................ $ 26,150.40
1 Tiger Mower $ 28,800.00
1 Utility Truck $ 11,520.00
1 Back Blower $ 4,800.00
1 Weed Eater $ 4,800.00
Fuel $ 600.00
Maintenance on Tiger Mower $ 2.870.00
Total $ 129,316.40
Sidewalks:
Should the City decide to assume responsibility for repair and maintenance of
sidewalks along major collectors, staff proposes a three year cycle for sidewalk repair
for three reasons: First, the City's other public improvements (i.e., sanitary sewer
cleaning) are on a three year repair and maintenance cycle; Second, the amount of
work could keep one crew occupied full time during the repair season over a three
year period; and Third, extending the repair schedule over a longer period may not
be due diligence in terms of addressing needed repairs.
There is a total of 133,702 feet, or 25.32 miles, of sidewalk along major collectors.
Based on a recent visual survey, 3,171 feet need repair. The cost for sidewalk
maintenance and repair in the first year is as follows: (In this case, cost shown for
equipment is 10% of purchase price and annual costs to operate. Equipment would
be scheduled for replacement every 10 years.)
Right-of-Way and
Sidewalk Maintenance on Major Collectors
October 6, 2000 4 of 8
1 Senior Utility Worker $27.08 / hour...................... $ 56,326.40 / year
2 Utility Worker II's $24.77 / hour...................... $ 103,043.60 / year
2 Flaggers $13.65 / hour (920 hrs)........ $ 25,116.00 / year
1 Utility Truck $ 20,000.00
1 ton Dump $ 30,000.00
1 Air Compressor $ 11,045.00
1 Jack Hammer $ 862.00
1 Bobcat with Attachments $ 60,000.00
Miscellaneous Tools $ 1,000.00
Miscellaneous Material $ 1,000.00
1/3 of the Concrete Total $ 13.870.57
Total $ 322,263.17
It would take three years for a three-person crew to complete the 3,171 feet of
repairs working six to seven months a year. In the next two years, the cost to repair
and maintain sidewalks along major collectors is estimated at $229,646.17 in 2000
dollars. Maintenance and repair costs in subsequent years should be less but actual
costs cannot be determined until an inventory of needed repairs is conducted.
In addition, there is a total of 23,928 feet of sidewalk adjacent to City property. The
City is responsible for repair and maintenance of these sidewalks even if a decision is
made to not assume maintenance responsibility for other sidewalks. Of this, 440 feet,
or 3,520 square feet, need repairs at this time. The following will be needed to make
these repairs.
1 Senior Utility Worker $27.08 / hour (400 hours)......... $ 10,832.00
2 Utility Worker I1's $24.77 / hour (400 hours)......... $ 9,908.00
2 Flaggers $13.65 / hour (x2 @ 200 hours) $ 5,460.00
1 Utility Truck $ 4,800.00
1 ton Dump Truck $ 7,500.00
1 Air Compressor & Jack Hammer $ 4,000.00
1 Bobcat with Attachments $ 8,500.00
Miscellaneous Materials $ 250.00
43.41 Yards of Concrete $ 6,477.00
Total $ 57,727.00
This cost is assuming that equipment has already been purchased for the
major road and sidewalk repairs.
Right-of-Way Cost $ 129,316.90
First Year Major Collector Sidewalk Cost $ 322.263.17
Total Option 1 $ 451,579.57
Present City Sidewalk Cost $ 57,727.00
Right-of-Way and
Sidewalk Maintenance on Major Collectors
October 6, 2000 5 of 8
Option 2:
The City assumes responsibility for an enhanced level of right-of-way maintenance
along major collectors in areas zoned residential that are not currently being
maintained (approximately 27,315 feet) and basic right-of-way maintenance along
major collectors where there are deep ditches and steep slopes (approximately
26,290 feet). The City would also assume sidewalk maintenance responsibility along
all major collectors as proposed in Option I. Enhanced right-of-way maintenance is
defined as grass planted and mowed to no taller than 3-4". Every area would have to
be mowed once a week from April to July and in October and November. From July
to October and November to April, areas would need to mowed once a month.
Right-of-Way:
The cost for the first year for enhanced maintenance of these areas would be as
follows:
For 27.315 feet
2 Utility Worker 11's $24.77 / hour each $ 203,043.20 /year
2 36" Mowers $ 8,000.00
1 24" Mower $ 800.00
1 Utility Truck $ 20,000.00
1 Trailer $ 1,600.00
2 Weed Eaters $ 840.00
2 Backpack Blowers $ 700.00
1 Edger $ 600.00
1 Fertilizer Spreader $ 100.00
1 ton Grass Seed $ 2,000.00
1 ton 16-16-16 Fertilizer $ 292.00
Total $ 137,975.20
The enhanced maintenance would cost approximately $132,042.09 per year, after
the first year, in 2000 dollars.
The 26,290 feet to receive basic maintenance under Option 2 would be cut once a
month April through September. It will take 80 hours to make one pass through the
City. The basic right-of-way maintenance in this option would cost:
1 Senior Utility Worker $27.08 / hour...................... $ 12,998.40
1 Utility Worker II $24.77 / hour...................... $ 11,889.60
2 Flaggers $13.65 / hour x 2 $ 13,075.20
1 Tiger Mower $ 14,400.00
1 Utility Truck $ 5,760.00
1 Back Blower $ 2,400.00
1 Weed Eater $ 2,400.00
Fuel $ 300.00
Maintenance on Tiger Mower $ 1.435.00
Total $ 64,658.25
Right-of-Way and
Sidewalk Maintenance on Major Collectors
October 6, 2000 6 of 8
Sidewalks:
Sidewalk maintenance under this option would be the same as outlined in Option 1,
approximately $322,263.17 in the first year to maintain 25.32 miles of sidewalk and
$229,646.17 per year, in years two and three, in 2000 dollars. Maintenance and
repair costs after year three should be less. Actual costs will be determined after an
inventory of needed repairs is conducted. This option also assumes the City sidewalk
maintenance.
First Year Enhanced Right-of-Way Maintenance $ 137,975.20
Basic Right-of-Way Maintenance $ 64,658.25
Sidewalk Maintenance (Option 1) $ 322,263.17
Total Option 2 $ 524,896.62
City Sidewalk Cost $ 57,727.00
Option 3•
The City assumes responsibility for a premium level of right-of-way maintenance
along major collectors in areas zoned residential that are not currently being
maintained (about 27,315 feet) and basic right-of-way maintenance of about 26,290
feet along major collectors where there are deep ditches and steep slopes. Premium
right-of-way maintenance is defined as landscaping with irrigation, possibly low lying
shrubs and annuals.
Public Works staff estimates this level of maintenance would cost about $15.00 per
foot or about $410,175 to install, including irrigation, the first year. Maintenance each
year after is estimated at about $12.00 per foot, or $327,780 in year 2000 dollars.
This includes the addition of a three person crew.
The same 26,290 feet would receive basic maintenance as in Option 2 at a cost of
$64,658.25 in year 2000 dollars.
Sidewalk maintenance would be the same as in the previous two options.
Approximately 25.32 miles would be maintained at a cost of $322,263.17 in the first
year and $229,646.17 the next two years after in 2000 dollars. Maintenance and
repair costs after year three should be less but actual cots will be determined based
on inventory of needed repairs. As in the first two options, City maintenance of
sidewalks abutting City property is assumed.
First year premium right-of-way maintenance $ 410,175.00
Basic Right-of-Way Maintenance $ 64,658.25
Sidewalk Maintenance (Option 1) $ 322.263.17
Total Option 3 $ 797,096.42
City Sidewalk Cost $ 57,727.00
Right-of-Way and
Sidewalk Maintenance on Major Collectors
October 6, 2000 7 of 8
RECOMMENDATIONS
Right-of-Way Maintenance:
Staff recommends Council direct staff to proceed with Option 2:
City assumes responsibility for enhanced right-of-way maintenance for
27,315 feet along major collectors abutting property zoned residential
that is not currently being maintained. In addition, the City would provide
basic maintenance along major collectors in areas of steep slopes or
deep ditches. The total cost in the first year is estimated at $524,896.62.
The enhanced maintenance provided for in this option is more provides a neater
appearance than the basic maintenance described in Option 1 but would not be as
costly or labor-intensive as the premium maintenance defined in Option 3.
In addition, the 3 - 4" standard height would be consistent with areas where front
yards, not landscaping, are already maintained presenting a uniform appearance.
It should be noted that costs contained in this memo are in year 2000 dollars, K
assume property owners currently maintaining rights-of-way will continue to do so,
and does not include rights-of-way that may be improved with full street
improvements (such as Gaarde).
This option also does not address the issues raised by the Morning Hill
neighborhood regarding SW 135' since SW 135th is a minor collector. Sattler is
also a minor collector. Council may wish to consider granting exceptions to
assume maintenance for right-of-way and sidewalk maintenance along minor
collectors on a case-by-case basis under certain conditions (i.e., where right-of-
way is separated by a wall or fence or on steep slopes).
Sidewalks:
As noted in this memo, assuming sidewalk maintenance along all major collectors
will cost in excess of $300,000 the first year and over $200,000 in years two and
three for maintenance and repair. As noted in the attached memo prepared by
Loreen Mills, the City's current insurance carrier will not charge an additional
premium. Higher premiums may be charged in the future if the City sees much
litigation over the sidewalk maintenance program. Loreen does recommend,
however, that the following be addressed before accepting maintenance
responsibilities for sidewalks.
• Inventory the current condition of the sidewalks. This would include
identifying hazards that may cause or result in accidents leading to
injuries.
• Develop standards for preventive maintenance and emergency response
for sidewalk repair.
• Provide for effective concrete repair - in-house or by contract.
• Establish the frequency and level of on-going inspection of sidewalks.
• Determine how and when the sidewalks will be brought up to meet ADA
compliance standards (if they don't already).
Right-of-Way and
Sidewalk Maintenance on Major Collectors
October 6, 2000 8 of 8
r.
Adopt a repair plan and budget authority to bring the sidewalks into
compliance or up to standard prior to accepting the liability exposure.
Staff recommends that if the Council wants to assume responsibility for sidewalk
maintenance along major collectors that staff develop a timeline to ensure that all
of the issues listed above are addressed.
Staff will include the costs for maintenance of sidewalks adjacent to City property
in the 2001-2002 budget.
I.\ADW,LIZ\ROW TO COUNCIL.DOC
{
{
i
i
{
3. DISCUSS RIGHT-O&WAY PROPERTY MAINTENANCE
Tigard Municipal Code Section 7.40.050(C) requires property owners or responsible
parties to maintain the right-of-way abutting their property.
It is necessary that the City's policy be clarified so there is fairness in its application, so
costs can be planned for and budgeted, so there is uniformity in appearance in those areas
under City control, and so enforcement can be carved out.
In most newly developed areas in the City the property line abuts the sidewalk and the
street pavement so there is no unpaved right-of-way to maintain.
In older, established neighborhoods, many property owners extend their yards to the
pavement and maintain the right-of-way as part of their yard. The exception is generally
where there are drainage ditches or fences. In the case where there is a drainage ditch, the
property owner may only maintain the right-of-way as part of the yard to the drainage
ditch. In the case of a fence, along the rear of a property for instance, right-of-way is often
neglected.
Along some collector streets (i.e., Durham, Sattler, and 135th) and arterial streets (Hall
Blvd.) there are properties that back against the right-of-way. Usually, these properties are
separated from the right-of-way by a wall or fence. In many cases, there is an unpaved strip
between the wall or fence and the sidewalk or street pavement that is in need of routine
maintenance. In many cases, the property owner performs no maintenance. In some cases,
maintenance takes place only after an area becomes unsightly.
The City's street crews now maintain some areas of unpaved right-of-way. The maintenance
involves roadside mowing three to six times per year depending on the growth. Currently,
the City maintains those locations that are on City arterials or collectors (not under County
or State jurisdiction), under certain conditions, such as when they are too steep and/or
contain deep storm drain ditches and/or are adjacent to property owned by the City. Other
maintenance functions that are either taken on or neglected include street tree maintenance,
weeding and spraying, and litter collection.
Staff presented information detailing the City's current cost for maintaining rights-of-way,
discusses options available to the Council and a general cost for each, and the staff's
recommendation.
Council reviewed information in their meeting packet as well as listened to comments from
representatives of the Morning Hill Homeowners' Association regarding maintenance of the
right-of-way along SW 135th. A memo submitted to the City Council addressed some of the
issues raised by the homeowners.
Tigard City Council Meeting Minutes - August 15, 2000 - Page 7
Staff presented a PowerPoint slideshow highlighting the main points of this agenda item. (A
copy of the slide presentation is on file with the City Recorder.)
The Council, after discussion, agreed with the following direction to staff outlined by
Councilor Patton:
• Council is uncomfortable with the status quo in that City crews maintain some locations
and others are not. This is not consistent with Tigard Municipal Code provisions.
a Council is also uncomfortable that some of the right-of-way areas are not easily
accessible by the property owner who is expected to maintain the right of way. These
areas appear to be primarily along arterials or major collector streets.
Council noted concern that street trees had not been maintained as agreed to by the property
owners; this issue needs to be resolved.
Council noted that the application of the Code should be consistent.
Council asked staff to investigate costs of assuming responsibility/liability for arterials
and/or major collector streets for both sidewalk maintenance and weed/grass
mowing/maintenance (with level of maintenance to be defined). This will be brought back
to the City Council for review.
As a second part to this process (and at a later time), staff will prepare information for
Council's review about whether the City should provide a higher level of maintenance
service to areas identified as entry ways (also known as "portals") to the City of Tigard.
4. COUNCIL LIAISON REPORTS: None.
5. NON-AGENDA ITEMS: None.
6. EXECUTIVE SESSION: The Tigard City Council went into Executive Session at
10:45 p.m. under the provisions of ORS 192.660 (1), e), discuss real property transactions.
7. ADJOURNMENT: 10:50 p.m.
Attest: Catherine Wheatley, City Recorder
Mayor, City of Tigard
Date:
Tigard City Council Meeting Minutes - August 15, 2000 - Page 8
1
MEMORANDUM
TO: Ed Wegner, Director of Public Works
FROM: Loreen Mills, Sr. Management Analys Z
RE: Sidewalk Liability Review j
DATE: October 2, 2000
As part of Council's policy discussion about right-of-way maintenance, it is important to
consider the liability associated with responsibility for sidewalk maintenance. In
reviewing current case law, I don't see anything that would require sidewalk liability
being moved away from the property owner/manager. Before a policy decision is made
in this matter, let me identify what exposures come with the decision.
In determining liability exposure and cost, one must first determine what sidewalks will
be maintained. Ed Wegner has informed me that there are 85,000 lineal feet of
sidewalks along collector streets and about another 45,000 lineal feet along the City's
properties or rights-of-ways we need to maintain.
Based on 130,000 lineal feet of sidewalk in a proposed maintenance program, our
current carrier, City Council Insurance Services (CCIS) will not charge additional
premium. Higher premium costs could be charged in the future if the City were to see
much litigation over the sidewalk maintenance program. CCIS has informed me that
they are only aware of one jurisdiction that current does sidewalk maintenance, the City
of Salem.
Concrete maintenance, managing vegetation around and over the sidewalk, proper
drainage, and ice/snow removal as some areas of exposure in sidewalk maintenance
programs. City of Salem is currently experiencing many liability claims from large, older
trees along their sidewalks and finding the repair of a sidewalk without removing the
tree difficult at best. Identifying the issues facing Tigard before starting a program
would be necessary to reduce liability.
The usual type of risk in any maintenance program would be an increased exposure for
workers comp claims if the City does the work in-house. Claims arising out of sidewalk
ownership would be personal injury for trips and falls by pedestrians. Currently, Risk
receives a few calls regarding sidewalk liability each month. The citizen is now referred
to the adjacent property owner. If this were to change to a City program, Risk and
Public Works staff would spend time in response.
In order to have discretionary immunity as a defense in trip and fall claims, I would
recommend the following be addressed before accepting maintenance responsibilities
for sidewalks:
➢ Inventory current condition of the sidewalks (this would include identifying hazards
that may cause or result in accidents leading to injuries);
➢ Develop standards foi preventive maintenance and emergency response for
sidewalk repair;
➢ Provide for effective concrete repair (in-house or by contract);
➢ Establish the frequency and level of on-going inspection of sidewalks;
➢ Determine how and when the sidewalks will be brought up to meet ADA compliance
standards (if they don't already); and
➢ Adopt a repair plan and budget authority to bring the sidewalks into compliance or
up to standard prior to accepting the liability exposure.
In any maintenance program, the City may receive a claim of negligence if the following
are not in place:
Inspection
Maintenance
Response
Documentation
Trained staff
I will attend the Council Work Session on 10/17/00 for this discussion.
c: Liz Newton
Lmft/docsfinsurance/sidewalk liability.doc
RIGHT-OF-WAY &
SPresented by: Ed Wegner,
Public Works Director
~~CK
f- y and
onsibility
codes ' Rlght~~ Wa
Current city is the resp
4
ainte n ~~'ner °r
sidewalk M
o f the adjacent pTope"y
responsible per'
ently maintain the
areas
.City crews Curr ri ht-of-way irl certain
g
4collacil Siscussiol -August 15, 20.00
TN..C d7.1(iQ, n',R
L T
C~~CI FF
S~ A
u~
mf oTtable
unco
+Covacll
comfortable that some
is un not ey accessible
4cowal areas are
rig1it"of-way INaVe
trees
rn that street
noted co-ace
cil
~9C~un
noti beef' ~alntalne w
CTIO~
CIL
God
• anon of the
Code
if noted that the appl~c
coulicshould be Conslst~nt for
(liability both
responsibility Meets for
Cost of assum mayor collecto ed/ grass
arterials and ce and ht bask to City
sidewalk maintenan intenan ce be, bTO'ag
ma
m°w~n~ review
Council for
mom
:rV~ Aft.: '1 III.
1
10 9
City of TJZwd
Arterials and Major Collectors
_ r Legend
- Tigard streets
wt n~~oe ART ER IALS
o~oo
e MAJOR COLLECTORS
IL
0TH ER
0
u9oo
C
CITY OF TIOARD
w w - 4 r.1w
t low
MO f t j f
a
Imoo
s - 0 0 000 D00 MUD ow X00 Fell
_ N ti f•SftDORI
r
.14
M
..r C:i►y t1i 1iµafd
0YtM41
1 ~ RYVtna9one+R91pip ll aoersrrlmlee,aq.r
Q fmW NrReleCdh hl 11,014 ,RMOn1aR INdvl.
i( 0139 6T'1 a~ tIW
~e76eIT 1
TUALrf19 ' 119 YlMawrltl.0i~ata
Pbt date: Dot 16, 2D00; F :\OISV 0 ELWapMakaf.apr
Cpmmunity Oavebpment
~4.
AAM
~ ~~~~1 der
tile oAlaty
state a
. ri~~;etl°n
y?r@
itysz-
ter;:
Q
1 ` .
~I
4
I
i
1
1p .
~'faf~e
,r TTiTT~T~~~
T T N
vli`~l
dt~Jj ~ f`S ~S
10
so dold
X1010 ~
SOO1
p
Sy
}yj}a a i t~~.
,q,. 4 +dFe
Gaa~ '
JS InutuAk
Y k :t ~ - r rr
Y :'V
i +
i t
Room
Major collectors in
areas zoned for
residential use, where n
Y
dwellin s face the = -
street
Y .f?+w u 2 1 - .•C. * yam;
milli
milli
4
s
ti
c~
rs µ ~ r,•~+' ~'l- s 4 ~ bra ..s~'~,1 -
s nrcz„ f. ~ ~ °
al~ys ~y~~zgl~~~
OPTIONS
Three options for the City's role in
right-of-W.ay maintenance
0
city, ena~Ce-prVIO
esbasic
assum h~-of-way along
pnSlblll~ f Or ~lg , and
xesp III re sidential zone5~
in where there are deep
collectoTs w g
Tigh~°0f"wa tee obanks
ditches ~x S p
GgT
P'SIC RI CE DEFINED
MA~TENAN
4weeds and grass dow--belOw 10" inhelY~t
The total cost of Option I: $129,316.40
4
-fri-T CT,
TOI0~ ~I
P
level of right-of-way areas
~Enh~nced jjoT collectors in
ce
i~ ~enan along not ently
ma
sidential that ar l2
~ 315
zone
ned (apployLl
berg feet)
logo=
GIN
-SEP
~O taller than
and ea to
Grass a
3'411
A r~l to 1uy a~a from
owing fr°'n
,~~eekly ~ ber:l~onthly
ber to ~°~em ~ovember to NIPTil
Octo
to O°t0bet
would cost
~e~ t,~e
an~ed mainten 2 09 per year, a
' Thee lately S13i5 20
apPr0
1 coSt o f X13'1 ,91
1111t1'd acxss ayz~~a~~~~
1
a~te~ance
•~n level Of right basic right-~f-why
ve41 feet).. and p feet)
(aboAlt 2315 bout. 262
maintena~~e
rtt
INN
T-OF-V~1AY
PREMNM UGC DEFINED
MA~TENAN
ation
Landscaping ~'~th lnlg
Low lying shnibs and anneals
,jgirst year premium ~g 00 f way
rnainten~Ce $410,
S~DEW ALK MAINTENANCE
decide to assum ~enan~e of
Ci
Sh°uld foT repair and mi~n
responsibility ma~o~ collectors`?
sidewalk along
25.32 miles, of
133,02 feet`OT
A total. °f n or collectors
~
sidewalk alo g
aixss
a
`1~J t+ rt i ~ r 'r r
i ~~'j?Y~-.'r`
OJOld Illels 4e
lei SOS
4(r
I
S 1"J" E W A T ~ ,
I~
w w ~l' I
l
1
9#~
a-
r -
m Ys
~r4 FAG
~ 1 ~ c ~ ♦ ~ h, t t' F ii r v3 - set
Y ~:.Y ~ V'}fin G[ ~ ="y -3 ,S k q _ .jh , _ n i ,S4; rfk t K S
+A. .trl+~ yy@ 'i aL a.a.t ~ .Jf <~'•f f"4'a~~y u U;~ d ~ J
h t
Hampton St. Hunziker St.
MINE
PSONS N 1 CLE
C~
nt maintenance standards
~ Consistent with cute
one crew
prnount of work would keep air season
11 time during the rep
occupied fu.
over a hee Year Perlo
air schedule over a to s of
the rep enCe in term
+E-YteT'T'9 mot be-due dilig
per iod may addressing eded rePairs
aixys asin~~~rc
S II):ICEXITATWALKMAINTENANCE
COST
Cost for sidewalk maintenance and repair
in the first year: $322,263.17..
+Three years for athree-person crew to
complete the 3,171 feet of repairs
+In two years, the cost to repair and maintain
is estimated at $229,646.17 in 2000 dollars
SIDEWALKS ADJACENT
PROPERTY
CITY
Total of 23,928 feet of
{
kr pct s
5+ d `i•l "r" V f t. 3 ~ % +`~r-T»''7#'jy rf~ y~,,,~~~~yyyy i
sidewalk adjacent to[:
City property w :a
+440 feet or 3,520 ~ °
square feet need
5 { 4. t \ y1 L ,yyy~~~~~5.~
~ ~•'~M A..p i..n .1 1 1J d1 Y
repairs at this time
City-owned property
COST S
• sidewalks adjacent to
Total cost to rePalr
ems' $51'127.00
o
Cl~' PY
p
t has
is assuming oad and
cost chased for
'JT
already been P
sidewalk repairs
CITY SID~
PRES~~T
Copt:
Present cjf' side~'~lk
ainten~c~ long all
a
Assuming sideway m eXcess of
000111
will cost a over
mayor collectors ear and
~3~p,000 the flTbi st e for maintenance ~
years two and t
repaix
AL~-s
sE~T CITI C~
p ~ C~~xent ins~ran
C~~ S
~Sk states th tthe e WN additionalnce
~ ill not chaTg a~ten~.
cagier ~ s
city,asse ?m
pre~iu~
responsibili~'
TO DRESS
Inventory the current condition
+Develop standards for preventative...
maintenance, emergency response, and
inspections.
T~ SS
tED how and when the sidewalks
+Determine will be brought up to meet AD A
compliance standard
plan and budget authority to
AdOpt a repair fiance or up to
bring the sidewalks into comp
standard prior to accepting the liability
e
exposur
ocO that C0.1lao
k
ds f Or 4staff rec0n" porisibjlity clectors tihxe at
e
to ass'am nce along ~nsuxe that all of
mal~tena a timeline to
e be addressed
staff aevelop v
issues listed a °
the
alntena~~e
costs f or ~ ems' in the
taff will ilaclu~e the City prop
,~S adjacent to
of sidewalks
Nam
2pp0-2001 budg~~
wo- 0
IONS
E., XT:
Of J~Ec~MM
cosry II - Enhalle
4 opfloll
. $132,042.00 - ~e
City ~Jdewalk adjacent to City' PT opel'
dust maintain
$5'1,27.00
lk maintenanCe program
Year 1 sidewa
. $322263.00
4Gralidtotal
. $512,032•00
EXCEPTiON.
ot address issues raised by
oVt,o,r, does n
the Morning,4il, neighborhood of minor
collectors
exceptions
consider granting Council may enance along collectors on
to assume malnt
case-by-case basis under certain
a
conditions
t
AGENDA ITEM #
FOR AGENDA OF October 17, 2000
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
ISSUE/AGENDA TITLE Briefing on RCN "Bundled" Services Cable/Telecommunications Franchises
PREPARED BY: Craig Prosser DEPT HEAD OK CITY MGR OK
ISSUE BEFORE THE COUNCIL
Receive information concerning the RCN "bundled" cable television/telecommunications services franchises
from the Metropolictan Area Communciations Commission and provide direction to staff regarding related
issues.
STAFF RECOMMENDATION p
Informational briefing only.
INFORMATION SUMMARY
The Metropolitan Area Communication Commission staff will present a briefing on cable and
telecommunications franchise issues that will be coming to Council on October 24 and November 14.
MACC has requested that Tigard grant a cable TV franchise to RCN Corporation. This is the first of several
"bundled" franchises to come before the Council. Bundled franchises provide cable and telecommunications
(data and voice) services over a common line. Bundled providers are straining Oregon's current regulatory
system (basically, technology has evolved more quickly than the regulatory structure.) MACC is responsible
for cable television franchises. Local governments are responsible for all other franchises. The RCN (and other
bundled providers) will require two franchises - one for cable television services which will be administered by
MACC and one for telecommunications services which will be managed by local governments. Both franchises
will have to be closely coordinated, however.
There are several issues related to the RCN franchises. The attached materials were presented by MACC to
explain the RCN franchise in particular. Much of this material will also be pertinent to other bundled franchises
which are anticipated in the near future.
In addition tho the issues presented in the MACC report, staff also need direction regarding the question of
attaching an emergency clause to the RCN franchises. In the past, Council has given clear direction that
franchise ordinances should be presented on a non-emergency basis. The RCN cable franchise filed for the
October 24 business meeting has been prepared as a non-emergency ordinance. MACC staff has requested,
however, that Tigard approve the RCN franchises using an emergency clause. MACC negotiated the RCN
cable franchise to become effective on September 30, or on the date approved by the last MACC jurisdiction.
All other MACC jurisdictions have approved the cable franchise ordinance. MACC had planned to bring this
franchise to Tigard in September, but were unable to do so because Tigard's Finance Director (who coordinates
franchise issues) was on vacation. If Tigard approves the franchise on a non-emergency basis, the ordinance
will not take effect until November 23, delaying RCN's construction plans an additional month. If Council
wishes to consider this franchise on an emergency basis, staff will modify the ordinance submitted for October
24`h to add the emergency clause.
OTHER ALTERNATIVES CONSIDERED
Informational briefing only
VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY
NA
FISCAL NOTES
Cable franchise agreements generate General Fund revenue based on 5% of the franchisee's revenues generated
within the City of Tigard.
Bcitywidelcum.dot
MACC N'l1 11%,( 1)O1 i I,-\-\ AI:1 ,N
.(YMMUNi( •N1 io Nl, (.ON1N115',i0N
CAblc TV FK.LN(I lia 121(,UlAtioN Tt h (ommu%i(.vio.Ns Ack i(I .tiNCI Suppoio • Public ContrwNiCAtiows Nt twowk (PCN)
RCN FRANCHISE RECOMMENDATION
TO THE CITE' OF TIGARD
Prepared by the Metropolitan Area Communications Commission
August 2000
The Board of Commissioners of the Metropolitan Area Communications Commission (MACC)
have unanimously recommended that Tigard, and other MACC members, grant RCN
Corporation (RCN) a cable television franchise, as well as authority to offer telephone services
(Exhibit A - MACC Recommending Resolution). RCN seek4ihis dual authority so they can
construct a new fiber optics system to provide telephone, video, and other broadband services,
including high-speed Internet access. This service would compete with AT&T Cable Services
and your local telephone providers. RCN proposes to initially offer these services to twelve of
the fourteen MACC jurisdictions (RCN does not seek to serve the cities of Banks and Gaston
at this time (Exhibit B - Report on RCN Service to Banks & Gaston). A copy of the proposed
franchise agreement is included with this report.
At the Council meeting when you consider these issues, the MACC staff and representatives of
RCN will be available to present this recommendation and answer your questions.
How will your decision effect your jurisdiction and citizens? If Tigard and the other affected
MACC members grant RCN cable and telecommunication authority they will construct, a fiber
optic system over the next five years to serve the area. That new system will offer your citizens
their first competitive choice for both cable television and telephone service, as well as high-
speed Internet services. Currently only AT&T Cable Services is franchised to provide cable
service, and residential telephone service is generally provided by either GTE or US West.
RCN's entry into this market should result in somewhat lower, or more stable, prices and overall
better customer service for all subscribers of cable and telephone services in Tigard.
Background In early January 2000, RCN contacted MACC to inform us that they were
seeking Open Video Systems (OVS) certification from the Federal Communications
Commission (FCC) to serve eight MACC jurisdictions. (The FCC granted these OVS
i certifications to RCN.) Since RCN's OVS agreements would be less beneficial to the MACC
jurisdictions than a traditional cable franchise, MACC was able to convince RCN to apply for a
franchise from MACC (see attachment to Exhibit B - MACC Overview of OVS.). On February
23, 2000, the MACC Board authorized its staff to begin negotiations with RCN on a cable
a franchise and to investigate RCMs legal, technical, and financial qualifications to own and
operate a cable system. At their June meeting, the MACC Board considered the results of their
investigation and proposed franchise presented by the MACC staff. After reviewing the staff
report and proposed franchise agreement, and holding a public hearing, the MACC Board agreed
that RCN had the qualifications to operate a cable system, and unanimously recommended that
the twelve affected jurisdictions grant RCN cable and telecommunications authority.
tii r.~ r.(, (h a (mt~n ail it s Si~(t IONt )
2
How Does the RCN Franchise Compare with AT&T's? We used the AT&T Franchise as the
basis of our negotiations with RCN. The AT&T Franchise requires that any agreements granted to
competitors be "reasonably comparable" to that agreement. This required creative approaches in
negotiating and developing the final agreement with RCN. We have enclosed a side-by-side matrix
showing the requirements of the AT&T Franchise and the proposed RCN Franchise (Exhibit C). As
you can see, RCN's proposed system is more technically powerful and sophisticated than that
required of AT&T, will offer more channels of service, and, eventually, more features to subscribers.
MACC believes that RCN's proposed agreement is clearly "reasonably comparable" to AT&T's, and
that it exceeds AT&T's requirements in almost every area. RCN's proposal clearly demonstrates the
technological advances made since the adoption of the AT&T Franchise.
When will RCN's services be available to subscribers? If RCN is granted the necessary cable
and telecommunications franchise by the MACC jurisdictions where they seek to provide
service, they will begin construction of the system this year, with completion no later than
September 2005. RCN hopes to begin offering service in some MACC jurisdictions as early as
Spring 2001.
!What specific actions does MACC Recommended? MACC recommends that Tigard grant
RCN the cable television franchise negotiated by MACC (copy enclosed). Further, MACC also
recommends that you authorize RCN to offer telephone service within Tigard. Depending on
your city regulations, this may involve adopting a resolution or ordinance based on your
telecommunications ordinance, or on a previous franchise granted by the city. Some cities may
use their police powers to grant a special franchise for this purpose. MACC has provided models
of the necessary legislation for your use and is working with Tigard staff to prepare for this
action.
Other MACC/RCN Agreements Enclosed are three "side letters of agreement" which
accompany, but are not a part of, the proposed RCN Franchise (Exhibit D). These letters relate
to: a new Right-of-Way Impact Fee; the method of calculating franchise fees for discounted
services; and, the 9 h Circuit Court Decision on "Open Access." MACC staff will briefly review
these letters during their presentation to you and will answer any questions you have about them.
Thank you for considering these important matters. We look forward to meeting with you to
discuss the MACC recommendations and to answer any questions you may have. In the
meantime, please contact your MACC representative, or Bruce Crest, MACC Administrator, if
you have any questions.
Enclosures: Exhibit A - MACC Recommending Resolution
Exhibit B - Report on RCN Service to Banks & Gaston & MACC Overview of
OVS attachment
Exhibit C - RCN/AT&T Comparison Matrix & MACC Competitive Cable TV
Provider Questions and Answers
Exhibit D - MACC/RCN "Side Letters of Agreement"
Proposed MACC/RCN Franchise
D:\SH-Docs\Ovetbuild\RCMPacketkRCN Juris Report.doe
Exhibit A
METROPOLITAN AREA COMMUNICATIONS COMMISSION
RESOLUTION 2000-11
A RESOLUTION RECOMMENDING TO THE MEMBER JURISDICTIONS OF THE
METROPOLITAN AREA COMMUNICATIONS COMMISSION THAT THEY GRANT
RCN CORPORATION, A CABLE SERVICES FRANCHISE AGREEMENT, AND
SEPARATELY GRANT RCN TELECOMMUNICATIONS AUTHORITY
WHEREAS, in 1980 the Metropolitan Area Communications Commission (hereinafter MACC) was
formed by Intergovernmental Cooperation Agreement (hereinafter ICA) to work cooperatively and
jointly on communications issues, in particular the franchising of cable services and the common
administration and regulation of such franchise agreements; and,
WHEREAS, today the member jurisdictions of MACC consist of Washington County and the cities
of Banks, Beaverton, Cornelius, Durham, Forest Grove, Gaston, Hillsboro, King City, Lake Oswego,
North Plains, Rivergrove, Tigard, and Tualatin; and,
WHEREAS, the ICA authorizes MACC and its jurisdictions to grant one or more nonexclusive
franchise agreements to construct, operate, and maintain a cable service system within the combined
boundaries of the member jurisdictions; and,
WHEREAS, the ICA requires that each member jurisdiction, subject to a request for a cable services
franchise agreement, must each formally approve any requested agreement; and,
WHEREAS, MACC and its member jurisdictions granted its first franchise agreement for cable
services in 1982, which is now owned by TCI of Oregon Inc. (whose control was transferred to
AT&T in 1999); and,
WHEREAS, RCN Corporation, doing business as RCN Telecom of Oregon, Inc. (hereinafter RCN),
formally requested a franchise to provide telephone, video, and other broadband communications
services to several MACC member jurisdictions on February 1, 2000; and,
WHEREAS, the MACC Board of Commissioners adopted Resolution #2000-02 on February 23,
2000, authorizing the MACC staff to negotiate a cable services franchise agreement with RCN, as
well as to investigate RCN's legal, financial, and technical qualifications to own and operate a cable
system; and,
WHEREAS, MACC, on behalf of its member jurisdictions, has considered the legal, financial, and
technical ability of RCN to own and operate the cable system under a new franchise and after such
consideration, analysis, and deliberation as are required by law, has approved and found sufficient the
legal, financial, and technical, qualifications of RCN to provide cable services; and,
WHEREAS, MACC, on behalf of its member jurisdictions, has negotiated a cable services franchise
agreement based on the needs and desires of the MACC communities, and which is "reasonably
comparable" to the franchise currently controlled by AT&T; and,
WHEREAS, MACC has provided adequate notice and opportunities for public comment on the
proposed new cable services franchise agreement including a public hearing held on June 29, 2000;
and,
WHEREAS, after careful consideration, the MACC Board of Commissioners is prepared to
recommend to the member jurisdictions where RCN seers a cable services franchise agreement that
they grant RCN such an agreement, as well as separately grant RCN telecommunications authority.
NOW, THEREFORE BE IT RESOLVED BY THE BOARD OF COMMISSIONERS OF
THE METROPOLITAN AREA COMMUNICATIONS COMMISSION THAT:
1. MACC and RCN have negotiated a cable services franchise agreement to serve the MACC
jurisdictions of Beaverton, Cornelius, Durham, Forest Grove, Hillsboro, King City, Lake Oswego,
North Plains, Rivergrove, Tigard, Tualatin, and Washington County.
2. The proposed franchise agreement, together with related written agreements, reflect the needs and
desires of the many communities represented in these jurisdictions.
3. RCN has the legal, technical, and financial qualifications to own and operate the proposed cable
services system.
4. MACC recommends to these member jurisdictions that they concur with its findings and grant
RCN a cable services franchise agreement based on the terms and conditions contained in the
proposed agreement contained herein as Exhibit A, together with the separate written agreements
forming additional terms and conditions. Further, that they also separately grant RCN
telecommunications authority under the individual jurisdiction's rules and laws.
5. The member jurisdictions' grant of a franchise agreement shall be contingent on the affirmative
vote of each jurisdiction's governing body.
6. The grant of a cable services franchise agreement to RCN by the member jurisdictions shall
L4 become effective upon RCN's fulfillment of the franchise acceptance provisions contained in the
4 franchise agreement and upon the formal determination by the MACC staff that the jurisdictions
have so consented.
M
ADOPTED BY THE BOARD OF COMMISSIONERS OF THE METROPOLITAN AREA
COMMUNICATIONS COMMISSION THIS 29TH DAY OF JUNE 2000.
4
Evelyn zezi sk , C r
Attachment: RCN Cable Services Franchise Agreement
Exhibit B
REPORT ON RCN SERVICE TO BANKS & GASTON
Prepared by the Metropolitan Area Communications Commission
At this time, RCN Corporation is not seeking a franchise to serve the cities of Banks and Gaston.
RCN has agreed to review this service decision in the 5a' year of their proposed franchise. Their
decision is primary a result of the economics of competitive services and the high costs of broadband
communications, as well as changes in telecommunications law.
1) The Economics of Competitive Services & Nigh Costs of Broadband Communications
RCN's decision is very much driven by the unique economics of cable competition and the high costs
to construct the broadband fiber optic cable system needed to compete in that environment.
Typically, incumbent cable operators serve an average of 60% of the homes in a cable franchise area
(known in the industry as penetration) AT&T averages 63% in the MACC service area. As a
result, it has not been economically feasible for a second cable operator to compete with an
incumbent operator based on cable TV revenues alone. (Of the 11,000 cable franchises in the U.S.,
cable competition on the same streets exists in less than 100 communities.)
However, recent advances in broadband technology, coupled with the availability of venture capital,
have made competition in many communities possible. These advances allow the fiber optic cable
system to carry many new services in addition to cable TV, such as high-speed Internet access,
telephone services, and other high-speed communications. That is the reason RCN, and other
competitors are seeking franchises here and in other metropolitan areas. These systems are very
costly to construct, usually over $100,000 per mile built. (RCN plans to spend more than $150,000
per mile for 1,300 miles of cable plant in the MACC area considerably more than the cost to build
the original AT&T cable system and their current upgrade). They hope to pay for the high
construction costs of these systems from these new services, not from traditional cable services.
Venture capital funds from investors help "float" these high costs until these systems begin returning
profits in 6-8 years.
Similar to other competitive providers, RCN's business plan requires that at least 30% of the
01 residents of the MACC area subscribe to their services in order to obtain a reasonable and timely
return on their investment. To meet this goal, RCN needs to lure away current AT&T subscribers,
and also sign up substantial numbers of "new" customers (those with no cable or satellite service).
RCN expects to attract subscribers based on the "bundling" (packaging) of their services (telephone,
Internet, and cable), by pricing their services competitively, and through excellent customer service.
RCN made the decision to not serve these two cities after determining that the costs to provide
services to them will be very high. (We expect all other "overbuilders" will make this same finding.)
Several important considerations for competition are:
1) Both cities are located a considerable distance from other MACC jurisdictions requiring the
j extension of miles of cable plant with no subscribers along the way to help pay those costs.
2) Both cities are outside the Metro Urban Growth Boundary (UGB) and are not projected for
significant growth during the 14 years of the franchise.
3) By January 2001, the AT&T cable system serving Banks and Gaston will be upgraded. Residents
of these communities will then have access to broadband services for Internet and telephone
services. These AT&T upgrade costs are a relatively small amount compared to the full costs for
RCN's construction of the entire cable plant. Based on RCN's business plan and operating
projections, their estimates to provide services are:
• Banks = $9,300 per home/subscriber
• Gaston = $16,175 per home/subscriber
• Average for all other MACC jurisdictions= $1,270 per home/subscriber
Since RCN cannot recover these construction costs from subscribers in these two cities during the 14
years of the Franchise, they would have to pass these additional costs on to all other RCN subscribers
in the other MACC iurisdictions. The ability of RCN to achieve their business plan is further
complicated if additional new competitors enter the market currently WideOpenWest (WOW) and
Western Integrated Networks (WIN) are also seeking franchises from MACC.
2) Changes in Telecommunications Law
When MACC was first formed 20 years ago, there were really no laws governing cable TV
franchising. As a result, MACC could have simply withheld a franchise from a cable operator if they
refused to serve a MACC member. The 1984 Cable Act, along with the 1992 amendments, and the
1996 Telecommunications Act, redefined the relationship between local governments and cable
operators. As a result, MACC now has no legal authority to force RCN, or an other provider, to
serve Banks and Gaston.
RCN originally proposed to serve only 8 jurisdictions. During the negotiations, MACC was able to
convince them to add Cornelius, Forest Grove, North Plains (a Metro "Neighbor City"), and all of
unincorporated Washington County (within the UGB) to their proposal. Because RCN has the "legal,
technical, and financial" qualifications to provide a cable system, federal law makes is very difficult
foryurisdictions to refuse a franchise for RCN. MACC also needs to avoid creating so-called
"barriers to entry" for competitive providers - something that is prohibited by law. RCN has
indicated to us that forcing them to serve Banks and Gaston would create such a barrier.
RCN has also been certified by the FCC to provide Open Video Systems (OVS) services (see
attached MACC Overview of OVS). If the MACC jurisdictions refuse to grant RCN a conventional
cable franchise to operate, we expect they would exercise their option to use OVS authority and serve
only those jurisdictions where they are certified (Hillsboro, Beaverton, Tigard, Tualatin, Rivergrove,
King City, Lake Oswego, and Durham). RCN could also decide to pursue legal options open to them
under Federal Law, including challenging any actions that could be interpreted as "barriers to entry."
MACC Conclusion
As a result of the economics of competition and the high costs of broadband communications, as well
as changes in telecommunications law, in MACC's opinion, it would be very difficult, if not
impossible, to force RCN to serve the cities of Banks and Gaston. Hopefully these factors will
change significantly in the future and RCN can re-evaluate service to these two cities.
Please contact us if you have any questions.
Attachment: MACC Overview of Open Video Systems
1):\SII•Docs\Overhuild\RCN\Packct\RCN Banks-Gaston.doc
Attachment to Exhibit B
MACC Overview of Open Video Systems
The concept of Open Video Systems or OVS, was created by Congress as part of the 1996
Telecommunication Act as a hybrid between the Cable TV model and the telephone Common
Carrier model. By creating the OVS model, Congress hoped that it would result in more
competition for cable. However, since 1996 OVS has rarely been used, except by RCN
Corporation.
OVS is certified individually by the FCC - no local license or franchise is required*
- any "person" can apply for an OVS certification
- application made to the FCC which has ten days to approve or deny
- the public has 5 day period to comment
- OVS applicant is not required to notify effected jurisdiction
OVS operators required to:
1) Make 2/3 of their system capacity available to "unaffiliated" programmers on a
nondiscriminatory, reasonable fee basis.
2) Carry the Must-carry channels (primarily the local television stations).
OVS operator may:
1) Be required by the local franchise authority to pay a "gross revenue fee", in lieu of a
franchise fee, but a fee no greater than the franchise fee. However, the gross revenue
base used under OV S could be smaller since this fee cannot be assessed against revenues
from the fees paid by subscribers to "unaffiliated" programmers.
2) Provide support for PEG Access in an amount "no lesser" or "greater" than a local cable
operator. May only require operator to match contribution, or maybe even split the
current contribution.
3) Be required to obey other reasonable right-of-way (ROW) requirements and pay
additional fees to use the ROW e.g., curb cut fees, etc. as long as their obligation is not
and greater than other telecom providers.
An OVS operator cannot be required to build an I-Net like the PCN.
Under certain circumstances a cable operator can become an OVS operator
*A recent Fifth Federal Circuit Court Decision ruled that that the Telecom Act did not prohibit the requirement for a
local franchise.
Prepared by MACC 1/2000
D:\SH-Docs\Ovcrbuild\RCMPacketWACC Overview of OVS.doc
Exhibit C
RCN AT&T COMPARISON OF
MACC FRANCHISES
July 2000
'.2 _rtt7 f J9 tf ~ l,, 4 5
3k7
.,~P 11~Et}~~t9.~s~`~~'r",'Al~`i, 7.t' t i S M wr, !r~ - i~ •~7 +e ~ i
Bandwidth / System capacity 860 MHz' 550 MHz
Number of channels 100, including Access At least 75
Homes served by each node Average - 150 Maximum - 1,500
Timeline for construction / upgrade Upon approval of Agreement, Began by August 1999,
completion within approx. 3 years for upgrade of
5 years (9/14//05) existing system (1/31/2002)
Term of Franchise 14 years 15 years
(through 9/14/2014) (through 1/31/2014)
Jurisdictions to be served: 12 14
(excluding Banks and Gaston)
5% Franchise fees, applied to gross Cable Services and Broadband Cable Services and Internet
revenues which include: Internet Access * Access (@Home)
Telecommunications Franchise Franchise authorizes cable and AT&T is starting to provide
broadband access and provides telecommunications over
authority for telecom; Cities cable; Has not yet signed
adopt local rate and revenue any telecom franchise
base
All employees / contractors required to Yes No
always wear visible identification badges
showing the company name; clear
identification on all vehicles and
facilities
Local office By August 31, 2002, and Throughout the terns of the
thereafter throughout the term Franchise
of the Franchise
Service to potential subscribers Universal service within Urban 40 homes per mile
Growth Boundary
and North Plains
corporate city limits;
80 homes per mile in `new'
subdivisions
Connection of public facilities one free connection for each one free connection for each
public use building public use building
Mill
2
Y+}~??
' ~,-~r fit' t }rv ~.r':d.,. ~r~.• N.ic '
Performance bond $1,500,000 throughout $1,000,000 through the
construction; $500,000 after construction of the upgrade
Construction through the 7`h year (1/31/2002)
of the Agreement; $250,000 in
years 8 - 14
$100,000 Letter of Credit for term $100,000 Letter of Credit for
of Franchise term of Franchise
Incidental Payment $100,000 - 9/03 $200,000 in April of 2000,
$100,000 - 9/04 2001, 2002, and 2003
("CC has discretion over use of these $150,000 - 9/05
funds. AT&T Incidental Payments have $200,000 - 9/06
been used to fund both PCN and PEG $250,000 - 9/07
Access) TOTAL $800,000 TOTAL $800,000
annually, 25% for I-Net annually, $50,000 to PCN
Support for Grant Fund for PEG and $0.50 per sub/per month for the $0.75 per sub/per month for
PCN first 7 years; years 1-4;
$1.00 per sub/per month in years $1.00 per sub/per month for
8-14 years 5-15
Public, Education, and Government With first broadcast, Access Channels on upgraded line-up:
Access Channels (6 Channels, with channels located same as the 11, 21, 23, 27, 28,and 30
opportunities for additional channels) AT&T line-up; if AT&T changes
channels, RCN will make best
efforts to relocate;
placed on lowest service tier
placed on lowest service tier
Institutional Network (I-NET) / Redundancy for PCN: fiber PCN service upgraded for 200+
Public Communications Network (PCN) network to 25 - 30 key sites on sites;
the AT&T PCN; Users pay monthly service costs
up to 20 free cable modems for amortized over Franchise
use by smaller jurisdictions;
high-capacity Internet service for
Broadband Users Group and
NWRESD;
No User charges
° In June 2000, the US Court of Appeals for the 9'h (AT&T Corp. v. City of Portland) ruled that franchising authorities may not
regulate cable broadband Internet access. They classified these services as "telecommunications" not "cable" services. As a result,
MACC's authority to receive franchise revenues and provide consumer protection services specifically for broadband Internet
services is in question. Although the case is not likely to be appealed, the Federal Communications Commission (FCC) may soon be
considering this issue. MACC and RCN will resolve these issues prior to RCN providing service to customers.
August 29, 2000 D:\SH•Docs\Overbuild\Comparison matrix.doc
Attachment to Exhibit C
MACC COMPETITIVE CABLE TV PROVIDER
QUESTION & ANSWER
We have prepared this information regarding the proposed RCN franchise to provide service to
several MACC jurisdictions.
Q1: Do MACC jurisdictions have to grant additional franchises?
A: Yes, if the proposed company has the legal, financial, and technical qualifications to own
and operate a cable system, and if their proposed franchise meets the needs of each
jurisdiction they seek to serve. The MACC/AT&T Franchise Section 2.5 and Federal
Law require that all franchises be nonexclusive. It also requires that any competitive
franchises must be "reasonably comparable" to the MACC/AT&T agreement.
Q2: Why are these new providers coming here at this time?
A: This new competition is a result of advances in telecommunications technology and is
fueled by new venture capital. Cable broadband technology and fiber optic cable can
provide multiple telecommunications services (e.g., telephone, high-speed Internet
access, and data services) in addition to traditional cable TV services. Most of these new
competitors "bundle" such services together and offer them at very competitive prices.
This helps them to pay the high costs to construct these new systems. The growth in the
investment markets over the last few years has also created numbers of wealthy venture
capitalists who are willing to provide funding for these new competitors (e.g., Blazer
owner Paul Allen is a major investor in RCN)
Q3: Is RCN seeking franchises in other areas besides MACC?
A: Yes. RCN is seeking competitive franchises in other areas of metropolitan Portland, as
well as in the Puget Sound region and the San Francisco Bay area. RCN already holds
numbers of franchises on the East Coast of the US.
Q4: RCN has received an Open Video System certification from the FCC for our area
what does that mean?
A: See attachment to Exhibit B "MACC Overview of Open Video Systems"
Q5: RCN also wants to provide telephone services. Will they need to get separate
franchises with each jurisdiction to offer this service?
A: Yes. Each city will need to provide RCN with separate telephone service authorization
based on their own authority, such as a city charter, telecommunications ordinance, right-
of-way policies, etc. (Washington County does not have authority under Oregon statues
to franchise a telecommunications provider.) MACC has provided your jurisdiction with
model documents to provide this authority.
2
Qb: Does the incumbent cable provider (AT&T) and other telecommunications
providers (GTE, US West, ELI, etc.) have any influence as to whether you grant
additional franchises?
A: Not directly. However, they are very interesting in this process and the terms granted any
competitor. Since the potential in this process is "ripe for disputes" MACC and the
jurisdictions need to proceed very carefully. Elected officials in the MACC jurisdictions
may also receive contacts from AT&T and other telecommunications providers about the
RCN franchise. These contacts should be reported to MACC.
Q7: Will RCN need to build new underground and aerial cable plant? Will our streets
be "torn-up" during this process?
A: Yes. RCN will need to build new cable plant from "top-to-the bottom," both underground
and aerial. This "overbuilding" usually occurs more slowly than construction where
there is no competition, since utility pole and underground space is already occupied by
the incumbent cable and telecommunications carriers. However, new techniques for
undergrounding cable should make RCN's construction less intrusive than in the past.
MACC has included some provisions in the proposed franchise to help in this area and
RCN will need to follow the local construction codes of each jurisdiction.
Q8: Will the new competitors be required to provide support for TVCA (PEG Access)
and the Public Communications Network (PCN)?
A: Yes. Both have been identified as important community needs. RCN has agreed to
provide channel capacity and grant fund support for both PEG Access and the PCN. In
addition, RCN will provide redundant fiber capacity for the PCN and support for high-
speed Internet access for governments and schools. (See Exhibit C - RCN/AT&T
Franchise Comparison)
Q9: Will cable TV rates be reduced as a result of this competition?
A: Rates may initially go down as a competitive marketing move. Although most people
expect that rates will drop dramatically, and permanently, with competition, they
generally do not. However, all franchised operators will probably be more careful in
setting rates and charges due to competition and some lower rates for service should
result. Subscribers should benefit from this and from the ability to choose and/or change
their provider. We expect significant efforts to improve customer service will be another
side-benefit of competition.
Q10: Will the new providers be required to carry Blazer Vision or other program services
that are being offered by AT&T?
A: Each operator will determine their channels and services; Federal Law prohibits local
I~
governments from controlling cable program offerings.
3
Q11: Will franchise revenues to the members increase with these new competitive
providers?
A: Probably not initially, but somewhat over time. Several factors affect the growth in
franchise fee revenues in competitive situations:
• It takes a year or more for a new operator to build a cable plant and begin to provide
service to subscribers.
• The incumbent cable operator only serves about 60% of the homes in the MACC area
(called "penetration" in the industry). A competitive operator will get a portion of the
existing cable subscribers. This usually results in no net increase in franchise fee
revenue.
• A new operator may add a few homes that do not subscribe to cable. However, this
"new growth" is usually less than 10% of the total homes in the area, and usually
results in only a small increase in franchise fee revenues.
• The incumbent operator and the new provider sometimes reduce prices to subscribers
as a competitive marketing strategy (sometimes these reductions are even more
dramatic, like service station "price wars"). Although these strategies are often only
temporary, this practice reduces the gross revenues of both of the operators, and
therefore reduces franchise fees.
• Both of the new competitors and the incumbent plan to offer new services, such as
high-speed Internet access (e.g., AT&T's @Home) and other broadband services.
This may result in some gain in franchise fee revenues.
Q12: Why isn't RCN requesting a franchise to serve Banks and Gaston?
A: See Exhibit B - "Report on RCN Service to Banks and Gaston"
Q13: Can we expect other competitors in addition to RCN?
A: Yes. WideOpenWest (WOW) and Western Integrated Networks (WIN) may also seeking
competitive franchises and are currently negotiating with MACC.
Prepared by MACC 8/2000
D:\SH-Docs\Oveibuild\RCN\Pxkd\Competitive Provider Q&A.doc
Exhibit D
MACC/RCN Side Letters of Agreement
Attached are three proposed "side letters of agreement" between MACC and RCN
Corporation. These letters will be executed once NIACC has verified that all
jurisdictions where RCN seeks to provide service have adopted the
proposed franchise agreement.
PROPOSED
Date
David A. Hankin
Vice President, Regulatory & Government Affairs
RCN
1400 Fashion Island Blvd., Suite 100
San Mateo, CA 94404
RE: Right of Way Impact and Regulatory Fee - Metropolitan Area Communications
Commission Franchise
Dear David:
This letter is a follow up to our negotiation session of June 19, 2000, and contains MACC's
proposal for an agreement between MACC as Grantor and RCN Telecommunications Services
of Oregon, Inc. ("RCN") as Grantee under a proposed franchise to authorize cable, broadband
access and telecommunications services to be provided by RCN to the MACC jurisdictions.
This letter agreement is made outside the franchise.
Recitals
1. Grantee is the applicant for a franchise to provide cable, broadband access, and
telecommunications services in the MACC member jurisdictions.
2. The parties are in negotiation for the proposed franchise, which will be considered by the
MACC Commission following a public hearing on June 29, 2000 and if recommended for
approval will be considered by each member jurisdiction thereafter.
3. The proposed franchise recognizes that since Grantee is building a new system within the
MACC territory, there will be a period of time during which there are no subscribers to Grantee's
services, but during which Grantee will be undergoing administrative reviews and undertaking
construction in the rights of way.
4. Grantee does not believe it is required to pay a franchise fee during this interim period, or
believes such payment should be credited against future franchise fees payable to Grantor based
on Grantee's gross revenues earned pursuant to the franchise.
However, Grantee recognizes the impacts of its activities and the financial constraints affecting
Grantor. Grantee further recognizes that as a business and policy decision Grantor and Grantee
are free to agree to franchise terms that are not strictly required by federal or other applicable
law.
NOW THEREFORE, the parties agree as follows:
Agreement
1. Grantor and Grantee recognize that this Agreement authorizes construction of a new system of
Network Facilities, and the provision of services over that system. Because of the time required
Page 2
to undertake construction of the system, the parties recognize that there will be a substantial
period of time following the effective date of this Agreement during which Grantee will be
undertaking construction but will be receiving virtually no revenue until the delivery of services
over the Network Facilities has begun. Nevertheless, because the privilege of use of Grantor's
Public Rights of Way and utility easements, together with the other benefits and privileges
accruing to Grantee under this Agreement are substantial, and because of the regulatory burden
such construction imposes upon the Grantor, effective upon its commencement of construction
of the Network Facilities in any of Grantor's Public Rightss of Way or utility easements, Grantee
shall pay to Grantor a Right of Way Impact and Regulatory Fee as provided herein.
2. The Right of Way Impact and Regulatory Fee shall be $10,000 per calendar quarter. Calendar
quarters are three-month periods ending March 31, June 30, September 30, and December 31 of
each year. The initial quarter's fee shall be prorated if necessary to reflect the actual number of
calendar days occurring on and after the commencement of construction.
3. The Right of Way Impact and Regulatory Fee shall be due at the same time as franchise fees
would otherwise be due under the Agreement, and shall be paid until such time as Franchise Fees
due under this Agreement for any one quarter exceed the amount of the Right of Way Impact and
Regulatory Fee.
4. In the event the proposed franchise is not approved by MACC or adopted by any of its
member jurisdictions, this Agreement shall be null and void.
5. Each individual signing below represents that he/she has the requisite authority to sign this
Agreement and to bind the respective parties hereto.
I trust this letter accurately sets forth our understanding and that it can be signed in duplicate as
part of the franchise acceptance process.
Sincerely,
Bruce Crest
Administrator
SIGNATURES APPEAR ON THE FOLLOWING PAGE OF THIS DOCUMENT IT IS
SO AGREED:
RCN TELECOMMUNICATIONS SERVICES OF OREGON, INC.
By:
Name:
Title:
Date:
METROPOLITAN AREA COMMUNICATIONS COMMISSION
By:
Name:
Title:
Date:
PROPOSED
Date
David A. Hankin
Vice President, Regulatory & Government Affairs
RCN
1400 Fashion Island Blvd., Suite 100
San Mateo, CA 94404
RE: Calculation of Franchise Fee - Metropolitan Area Communications Commission
Franchise
Dear David:
MACC proposes, based on a similar agreement with RCN, and based on our discussion on June
19, 2000, to modify the franchise by removing the provision concerning calculation of the
franchise fee on "bundled" services, and placing it in a letter agreement. This letter contains
MACC's proposal for an agreement between MACC as Grantor and RCN Telecom Services of
Oregon, Inc. as Grantee under a proposed franchise to authorize cable and broadband access
services to be provided by RCN to the MACC jurisdictions. This letter agreement is made
outside the franchise.
Recitals
1. Grantee is the applicant for a franchise to provide cable, broadband access, and
telecommunications services in the MACC member jurisdictions.
2. The parties are in negotiation for the proposed franchise, which will be considered by the
MACC Commission following a public hearing on June 29, 2000, and if recommended for
approval will be considered by each member jurisdiction thereafter.
3. The proposed franchise recognizes that Grantee proposes to offer a variety of services over its
network facilities, and may as a result of marketing or future product offerings determine that it
should offer some services at a discount to prospective subscribers.
4. Grantee disputes that any specific allocation of revenue to particular services should be made
as part of its franchise, while Grantor has an interest in maintaining its anticipated franchise fee
as consideration for Grantee's use and occupancy of Grantor's streets and rights of way.
Grantee further recognizes that as a business and policy decision Grantor and Grantee are free to
agree to franchise terms that are not strictly required by federal or other applicable law.
NOW THEREFORE, the parties agree as follows:
Agreement
1. If Grantee's subscribers are offered a pricing discount for Cable Services, Broadband Access
Services, or Telecommunications Services offered over Grantee's Network Facilities where the
Page 2
Subscriber requests and receives more than one oA these services, then the calculation of the
discount of Gross Revenues for Cable Services shall be applied in a reasonably proportionate
manner to Cable Services and other services.
2. The existence and amount of a discount shall be determined on the basis of the sum of the
lowest generally available standalone rates for each of the services.
3. This apportionment of revenues shall apply only for the purpose of calculation of franchise
fees payable to Grantor pursuant to the franchise agreement.
4. In the event the proposed franchise is not approved by MACC or adopted by any of its
member jurisdictions, this Agreement shall be null and void.
5. Each individual signing below represents that he/she has the requisite authority to sign this
Agreement and to bind the respective parties hereto.
I trust this letter accurately sets forth our understanding and that it can be signed in duplicate as
part of the franchise acceptance process.
Sincerely,
Bruce Crest
Administrator
SIGNATURES APPEAR ON THE FOLLOWING PAGE OF THIS DOCUMENT IT IS
SO AGREED:
RCN TELECOMMUNICATIONS SERVICES OF OREGON, INC.
By:
Name:
Title:
Date:
METROPOLITAN AREA COMMUNICATIONS COMMISSION
By:
Name:
Title:
Date:
PROPOSED
Date
David A. Hankin
Vice President, Regulatory & Government Affairs
RCN
1400 Fashion Island Blvd., Suite 100
San Mateo, CA 94404
RE: Classification of services in response to court decision - Metropolitan Area
Communications Commission Franchise
Dear David:
This letter is the third in a series related to the draft franchise for RCN, and contains MACC's
proposal for an agreement between MACC as Grantor and RCN Telecom Services of Oregon,
Inc. ("RCN") as Grantee under that proposed franchise to authorize cable, broadband access, and
telecommunications services to be provided by RCN to the MACC jurisdictions. This letter
agreement is made outside the franchise.
Recitals
1. Grantee is the applicant for a franchise to provide cable, broadband access and
telecommunications services in the MACC member jurisdictions.
2. The parties are in negotiation for the proposed franchise, which will be considered by the
MACC Commission following a public hearing on June 29, 2000, and if recommended for
approval will be considered by each member jurisdiction thereafter.
3. Following conclusion of the parties' negotiations and production of a franchise agreement, but
before consideration of that franchise by the MACC Commission, the 9 h Circuit Court of
Appeals filed its decision in the pending appeal by AT&T and others of the City of Portland and
Multnomah County's imposition of an "open access" condition on their approval of the transfer
of a cable services franchise to AT&T. That decision, filed on June 22, 2000, contains rulings
that may be relevant to the characterization of services in the proposed franchise for Grantee.'
4. Because of the complexity of the ruling, and the need for additional analysis of both the
Court's decision and the interplay of the decision with state law concerning local government
franchising authority of telecommunications and other services, the parties do not wish to amend
the franchise agreement at this time. Rather they wish to establish the areas for future
consideration and potential amendment, and a timeline that would apply.
AT&T Corporation, et al v. City of Portland and Multnomah County, Case No. 99-35609, filed June 22, 2000.
Page 2
NOW THEREFORE, the parties agree as follows:
Agreement
1. The franchise provisions which are potentially affected by the 90, Circuit opinion are the
definition of "Broadband Access Service" at section 1.7; the definition of "Gross Revenues" at
section 1.22; the definition of "Network Facilities" at section 1.29; the definition of
"Telecommunications Service" at section 1.39; and the corresponding sections in which those
terms are used, in order to assure the integrity and meaning of the franchise.
2. The parties agree to use the process established in section 2.11, "Future Changes in Law" in
order to come to agreement about the impact of the 9 h Circuit opinion on this franchise.
3. The parties agree that the process may commence at any time after approval of the franchise
by all MACC jurisdictions, and acceptance in appropriate form, including execution of this letter
by Grantee. The process will conclude before Grantee provides any services to subscribers
pursuant to the franchise or the separate telecommunications service authority granted in the
franchise and by the MACC member jurisdictions.
4. In the event the proposed franchise is not approved by MACC or adopted by any of its
member jurisdictions, this Agreement shall be null and void.
5. Each individual signing below represents that he/she has the requisite authority to sign this
Agreement and to bind the respective parties hereto.
I trust this letter accurately sets forth our understanding and that it can be signed in duplicate as
part of the franchise acceptance process.
Sincerely,
Bruce Crest
Administrator
SIGNATURES APPEAR ON THE FOLLOWING PAGE OF THIS DOCUMENT IT IS
SO AGREED:
RCN TELECOMMUNICATIONS SERVICES OF OREGON, INC.
By:
Name:
Title:
Date:
METROPOLITAN AREA COMMUNICATIONS COMMISSION
By:
Name:
Title:
Date:
MEN
WHO 15 R
RCN is the nation's first and largest single-source, New Jersey, Pennsylvania, Marylland lirginia,
facilities-based provider of bundled California and the city of Chicago. We have signed
communications services to the residential agreements and continue to aggressively design
market. In layman's terms, RCN is offering high- and build network to service many other cities and
speed Internet access, local and long-distance towns throughout these states. To date, the
phone and 100+ channels of cable to a rapidly company has obtained regulatory authority to
growing number of residential customers who deliver our services to over II million homes
have been starved for a competitive choice in throughout its targeted markets and has raised $4.6
their communication providers. By bundling all of billion through various means, including a recent
these services over one network. RCN can truly $1.65 billion investment by Microsoft co-founder
provide its customers a better choice in Internet, Paul Allen. The company's success at raising such a
cable and telephony service. substantial amount of money in only two years
validates RCN's business strategy funds its network
RCN is offering its bundled services over the expansion through 2003 and paves the way for
company's Megaband"I Network, a state-of-the- future opportunities.
art, fiber-optic platform being built from scratch.
The obsolete networks of our competitors can't The company's innovative residential business
compete with the broadband capacity and low strategy has also been recognized by the industry.
maintenance costs of RCN's brand new network. RCN has been named "Most Innovative
Competitive Local Exchange Carrier" by Interactive
Targeting the densest telecommunications Weekand "Best Integrated Communications
markets in the country, and currently operating in Company" by the editors of Telecom Business
the Boston to Washington. DC and San Francisco Magazine earlier this year. RCN was also selected
to San Diego corridors, as well as Chicago, our by ForbesAWmagazine as one of the nation's
newest market, RCN is taking advantage of 100 most dynamic technology companies.
economies of scale. These densely populated
areas comprise nearly 44% of the US. residential Today, RCN continues to aggressively build its new
communications market spread overjust 6% of its network and expand its customer base. RCN's
geography. These targeted areas boast average tremendous growth and focus on perfecting its
densities of 150 homes per mile, roughly five operations in the new millennium will allow the
times the national average. company to achieve its goal of being the
preeminent provider of Internet, phone and cable
RCN currently offers service in selected in any market it chooses to serve.
geographic areas of Massachusetts, New York,
Check ror mailability in your area
10.
- A BETTER CHOICE IN PHONE, CABLE AND INTERNET SERVICE
M .
rhein tin ,lnica wireOrns•
can e 1.800.RING.RCN 24 HOURS A DAY OR WWW.RCN.COM
R GA01k N
A BETTER CHOICE IN PHONE, CABLE AND INTERNET SERVICE.
PHONE CABLE INTERNET
Our revolution begins with an especially Our revolution is rapidly gaining No revolution would be complete if it
desirable kind of freedom: the freedom to momentum all along the Boston to ignored perhaps the single most powerful
choose local and long-distance phone Washington, DC and San Francisco to San force for change of our time: the
service from a single supplier Diego corridors. as well as in Chicago, our information superhighway.
RCN phone customers enjoy all the benefits newest market. Those of you who are already seasoned
of "one-stop shopping" That's one simple We're advancing through the streets and browsers of the Internet may have learned
monthly phone bill for your local and long- suburbs - broadband fiber-optic network in about the advantages of KCN Internet
distance. One guarantee of superior service. tow - liberating cable viewers from the twin service from our website WA"vrcn.coml.
One toll-free number to call should you have tyrannies of high rates and inadequate For the rest of you, suffice it to say that
questions. And the benefits are only channel choice. Thousands of satisfied access to the vast resources of the on-line
magnified when you choose RCN's Internet converts are already enjoying a brighter, universe has never been simpler. RCN's dial-
and cable service as well. sharper television picture and a richer array up Internet access gives you unlimited high-
Our rates for local service arc competitively of news, sports, movies, music, arts and speed 55K.V.90 access to WWW e-mail,
priced with those of your local phone entertainment than anything that's crossed news, chat and more.
provider. RCN phone customers also enjoy their screens before. And thousands are As an RCN Internet subscriber, you receive
all the amenities you've come to expect of already taking advantage of the increased Internet Explorer - along with one megabyte
your current provider - Call Waiting. Call savings that result from combined of storage for your own personal Web page.
Forwarding, Caller ID. 3 -Way Calling, along subscription to multiple RCN services. If you're an RCN cable customer, you can
with many you haven't. Guaranteed service However, worthwhile revolutions aren't enjoy yet another benefit of our broadband
and around-the-clock customer assistance, accomplished overnight. If ours hasn't yet fiber-optic network- our new, high-velocity
year round, for example. reached your neighborhood, you're unable, cable modems. whose access and
for the moment, to reap the benefits of our download times propel you deep into the
While our long-distance races are already advanced fiber-optic cable technology coming millennium. An RCN cable
better than anything you're probably used to
we don't let it rest there. Weve But you can Lake power into your hands. modem has access speeds up to 50' times
paying.
made it simple- for all domestic long- Join RCN. faster than traditional dial-up service. Plus,
distance calling. RCN provides competitive with RCN. you get professional on-site
rates that will allow you to stay connected installation, initialization and authentication
with friends and loved ones across the miles. of the RCN cable modem and modem
anytime, anywhere, in the continental software.
United States.
With RCN's Calling Card, you can make
domestic long-distance calls wherever yo:
are and they'll be billed to your home phone
for only 25 cents a minute with no
surcharge.
ChacA hrt deuldhdm m wur an.•a
'the ritual+(xvxlauurnxenn J.va depcixl, un the adMr nun1a•m and da•acb uner urr,hidtthe uurnunvnrted liver connttnnnoalw allaxarlM V-61, un dx•Inrnn+etand Inu....... r
I Ix•re•Hxe•, rx t at toil J. mnhud ,1 n azh t.u i 1 x µ4rt,int-1
1 /00/AL UALU573/exp. 7/00
SERVICE WHAT IT IS
Service covers the entire range of the relationship between
the customer and the telecommunications provider, from WHAT IT IS
the quality of the product itself, to its delivery, pricing,
installation, and maintenance. Bundling is the ability to use a single communications
network to supply customers with a range of
such as telephone, cable
WHY IT'S IMPORTANT 'telecommunications services, elevision and Internet access,
Service is a major factor that drives consumers to
their choice of telecommunications providers. WHY IT'S IMPORTANT
Its importance as a differentiating factor among providers will
grow as consumers discover the extent and power of the From the customer's perspective, the convenience of turning
choices they have based upon the ever-expanding menu of to a single source for all telecommunications services is
products and service offerings available. significant. From RCN's perspective, the ability to offer
customers a wide selection of products to cross sell and
deepen the customer-provider relationship offers multiple
HOW IT'S RELEVANT opportunities to maximize revenue per customer and
RCN was built around the needs and desires of the reduce customer churn.
customer. The founders of the company know that the
desire to take on the entrenched telecom monopolies had
to be coupled with a commitment to do it better. faster and
at a lower price. And beyond a dedication to service is a
digital fiber-optic network that is, by definition. superior in
quality to those of the competitors who are scrambling to
upgrade their networks.
RCN has consistently achieved high marks in customer
satisfaction. RCN was founded to provide an alternative to
incumbent monopolies. In order to win customer share
from these large organizations, it has to out perform the
traditional providers. The prospect of further inroads is well
documented. Users are increasingly aware of the
alternatives before them and are more willing than ever to
base purchase decisions on the quality and service rather
than price alone.
RCN A BETTER CHOICE IN PHONE, CABLE AND INTERNET SERVICE.
Mee , 1.800.RING.RCN 24 HOURS A DAY OR WWW.RCH.COM
c'mm~mnrrdnrm~
WHAT IT IS
Density refers to the volume of potential customers within a 0000MIDTH
geographical market.
WHY IT'S IMPORTANT
Brand new state-of-the-art networks capable of delivering the WHAT IT IS
full range of telecommunications services are expensive to
build. Density maximizes the return on that investment by Bandwidth refers to the capacity of a telecommunications
increasing the potential revenue that can be derived from network and determines its ability to handle the delivery of
every fiber-mile constructed. multiple services, especially data transmission, efficiently,
reliably and quickly.
HOW IT'S RELEVANT WHY IT'S IMPORTANT
Density is a critical component of RCN's highly-focused
growth strategy. The company deliberately selected the As residential telecommunications became increasingly
densely populated Northeast corridor, containing only 4% of interactive, particularly given the advent of the Internet, the
the nation's geographical area, but approximately 28% of the amount of capacity necessary to provide high-quality service
nation's telecom market, as its primary territory. As a result, extends beyond the capabilities of existing networks.
more than a quarter of all the telecommunications usage in When a network has insufficient bandwidth, customers
the United States will eventually be located within RCN's experience bottlenecks - difficulty gaining access to lines,
initial service area. reaching destinations and transmitting or receiving
information.
HOW IT'S RELEVANT
RCN's advanced fiber-optic network is purposely built
around the Internet to provide broad bandwidth based on
the expectation that a high percentage of its customers will
demand high-capacity applications for data and Internet
usage. RCN has had the advantage of building its network
from scratch, custom-made for bundled service packages.
Reliability, clarity, speed, and capacity are the foundation of
RCN's ability to provide its revolutionary service offerings.
A BETTER CHOICE IN PHONE, CABLE AND INTERNET SERVICE.
Tmmunicavcafi n,unsr
cnmmun 1.000.RING.RCH 24 HOURS A DAY OR WWW.RCH.COM
AGENDA ITEM # C~
FOR AGENDA OF October 17, 2000
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
ISSUE/AGENDA TITLE: Discussion of Bed and Breakfast Uses in Residential Zones..
°
PREPARED BY:-Julia Haiduk V DEPT HEAD OK / /l~ TY MGR OK
ISSUE BEFORE TH COUNCIL
Should the Community Development Code be changed to allow bed and breakfast uses in residential zones?
STAFF RECOMMENDATION
Direct staff to begin processing a Zone Ordinance Amendment to allow bed and breakfast uses in residential
zones as conditional uses.
INFORMATION SUMMARY
At the August 22, 2000 City Council meeting, the City Council decided not to approve a requested Zone
Ordinance Amendment to allow bed and breakfast uses in Historic Overlay zones. Instead, the Council
directed staff to research the issue and come back with options for consideration to allow bed and breakfast
uses in all residential zones. Staff has contacted 16 other cities and counties in the area to determine if they
allow bed and breakfast uses in residential zones and if they did, what their process and restrictions were. Of
the 16 cities and counties contacted, only 3 did not have any provisions for bed and breakfast uses in
residential zones (Lake Oswego, Tualatin, and King City). The remaining cities allow bed and breakfast
uses, but have different definitions (number of rooms or guests) and different approval processes. The table
attached as Exhibit 1 summarizes the processes for the cities that allow the proposed use.
As the table shows, there are many different views on how a bed and breakfast use can be processed. Staff
will evaluate the pros and cons of permitting the use outright, by Home Occupation Permit (HOP), and
Conditional Use Permit (CUP) immediately below:
OUTRIGHT PERMITTED USE
This method would be the easiest for property owners wanting a bed and breakfast. If the definition of bed
and breakfast were clearly written in regard to the number of rooms, guests and parking, it would be a simple
straightforward process. The problem with Outright Permitted Use is that there would be no notice to
neighbors and no comment period, and there is no method for staff to confirm that the standards are met. In
addition, commercial activity in residential areas has created conflict and complaints in the past. Having no
limits or review would only exacerbate the existing problems.
HOP TYPE If
This would require changing the HOP section of the Development Code to permit bed and breakfast uses.
The definition of bed and breakfast would need to be created to clearly define the number of rooms, guests,
etc. The advantage of this process would be that it would be fairly straightforward and if the applicant met
the HOP criteria, they would receive approval. There would also be notice to property owners and an
opportunity to comment. The problem is that it would not allow staff to apply any discretion in the
decision-making process based on the location, size, or other potential issues that could arise.
CONDITIONAL USE
This process would allow the highest level of review and allow additional conditions to be placed on
properties that would help to eliminate impacts on neighboring properties. The problem with the CUP is that
it would create a more complex process for something that should have very specific and clear criteria.
Neighbors will likely be opposed to any additional impacts to their neighborhood. Having a public hearing
may provide them with the frustration of not being able to stop a bed and breakfast use that meets the
Conditional Use standards.
Additional Issues
There were questions at the City Council meeting regarding whether or not the building code had a limit on
the number of rooms. Staff contacted the Building Division and found that as long as the house was owner
occupied and there were no more than 5 guestrooms and no commercial kitchen, the house would have an
R-1 occupancy and would not have to be upgraded for ADA accessibility. The house would have to obtain
building review to insure that access and egress standards were met for fire safety issues.
Staff Recommendation
Staff recommends that the number of guestrooms permitted for a bed and breakfast be limited to 5. This will
insure that the occupancy type remains residential and does not require significant upgrades and will limit
the number of customers and vehicle trips entering into residential neighborhoods.
Based on the information reviewed of other cities, as well as, questions raised by the Council and keeping
the concerns of citizens in mind, staff has the following recommendation to Council:
s Allow bed and breakfast uses in all residential zones subject to a Conditional Use Permit in order to
provide a more detailed review of site impacts, as well as, the ability to impose additional conditions as
needed;
s The bed and breakfast must be owner/operator occupied (if not owner occupied, it would be primarily a
commercial establishment instead of a residence and the use would be considered Transient Lodging);
• Limit the number of guest rooms to 5 with a maximum of 10 guests per night (this allows 2 people per
room);
• Guestrooms must be within or attached to the primary structure. This would prohibit accessory
structures which are allowed to be closer to the property line than primary structures. An accessory
structure, attached by a breeze way is considered part of the primary structure and would be permitted;
• A minimum of 1 paved parking space per guest room is required in addition to the parking for the
residence;
e Food services may only be provided to overnight guests of the bed and breakfast facility;
Only rooms designed as sleeping rooms shall be used for guest rooms;
s The bed and breakfast owner shall maintain a current business license;
• The structure shall be designed for and occupied as a single-family residence;
o Activities including luncheons, banquets, parties, weddings, meetings, charitable fundraising,
commercial or advertising activities or other gatherings for direct or indirect compensation, are
prohibited;
s No more than 1 outside employee is permitted;
No cooking facilities are permitted in guestrooms; and
One non-illuminated sign, not exceeding 1.5 square feet shall be permitted and must be attached to the
residence or placed in a window.
Draft language has not been included because direction is needed on which process to pursue and what limits
are to be placed on the use. Once direction is received, staff will draft language in the appropriate section of
the Tigard Development Code and begin processing the amendment by scheduling the Planning Commission
public hearing. However, the Council must first decide if they want to direct staff to process this
amendment.
Time Frame
The City Council could decide to direct staff to package this proposal with several other code amendments to
save on mailing costs. At this time, there are no proposed amendments that must meet the Ballot Measure 56
requirement. Regardless of when the proposal is processed, the estimated time frame from beginning to end
is approximately 4 months. This time estimate includes the required 45-day DLCD notice, a public hearing
by the Planning Commission, and a public hearing by the City Council. In addition, changing the City
Development Code will affect only the City limits. Washington County would have to amend its adoption of
the City's Code for the Urban Services Area for any new regulations to be effective outside of the City
limits. Amendments to the Washington County Code must be initiated by the County Board. If the Tigard
Development Code is amended and the County Code is not, properties in the Urban Services Area will not be
able to apply to operate bed and breakfast uses even though properties within the City could. This will cause
confusion for both citizens and staff.
OTHER ALTERNATIVES CONSIDERED
Take no action at this time.
VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY
N/A.
FISCAL NOTES
There are costs associated with this project because of the required Ballot Measure 56 notice. Based on the
number of residential tax lots in the City (12,578), the estimated cost of mailing notice to all property owners
in residential zones is $4,830. In addition, there will be an estimated 32 hours of staff time needed for this
project alone to answer the phone calls generated by the notice sent during the first week, and an additional 2
hours a day for an additional couple of weeks. This estimate is based on conversations with Planners from
other Cities that have sent out the required Ballot Measure 56 notice. This time does not include the staff
time required in preparation of the proposal and packet information. Staff time is limited at the present time
due to staff shortages. There is no budget for Ballot Measure 56 costs.
is\curpln\julia\ZOA\B&B ais.doc
29-Sept-00/12:25 PM
EXHIBIT 1
RED AND BREAKFAST USE SURVEY
CITY/ PERMITTED PERMITTED PERlrfl'iTEO
COUNTY OUTRIGHT BY HOP- AS CONDITIONAL USE:.. WASHINGTON For 5 or less guestrooms
COUNTY (Type 1) (Not in Urban Services
area
FOREST GROVE for less than 3 rooms For more than 3 uestrooms
WILSONVILLE For 5 or less uestrooms
WEST LINN For 2 or less uestrooms
BEAVERTON For 3 or fewer guestrooms in medium and high
density only (referred to as Homestay - not bed
and breakfast uses
NEWBERG For 2 or less guestrooms in For any rooms in low density residential zones and
medium and high density for more than 2 rooms in medium and high
residential zones and in density residential zones and residential
residential professional and professional and neighborhood commercial zones
neighborhood commercial
zones
MILWAUKIE In Historic Overlay zones and Mixed Use zones
only. No limit on the number of rooms
GLADSTONE No provisions for bed and
breakfast uses but they think it
would be possible to do one as
a HOP if it were requested.
HILLSBORO Only in structures designated as cultural resources
in residential zones. This permit is also subject to
a HOP. There is a 5 bedroom limit.
CLACKAMAS For 1-2 guestrooms and no for up to 5 guestrooms in most residential zones
COUNTY more than 5 guests per night (considered bed and breakfast residence). Bed
(considered bed and breakfast and breakfast inns permitted in more rural zones
homesta which allows u to l uestrooms
OREGON CITY For up to 4 guestrooms in residential zones and
u to 1 rooms in commercial zones
PORTLAND For 5 or less uestrooms
GRESHAM Process is a Type II Community Services (similar to
CUP as far as restrictions but there is no public
hearing - Gresham does not have a CUP process).
Maximum of 4 uestrooms
I:\curplnl ulia\zoa\B&B analysis.doc
28-Sep-00
AGENDA ITEM #
FOR AGENDA OF 10/17/00
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
ISSUE/AGENDA TITLE Metro Goal 5 Streamside Protection Update
PREPARED BY: Duane Roberts DEPT HEAD OK
CITY MGR OK
14*- V_
ISSUE BEFORE THE OUNCIL
This is an informational update on the status of the Metro Goal 5 planning process and on the regional Goal 5
Vision Statement scheduled to be acted on by the Metro Council in late October. Should the Mayor sign the
attached letter in support of the Goal 5 Vision Statement?
STAFF RECOMMENDATION
Staff recommends Council authorize the Mayor to sign the attached letter, with any modifications Council may
deem appropriate, supporting Metro Council adoption of the revised Metro Goal 5 Vision Statement.
INFORMATION SUMMARY
Last month, Council approved an IGA to collaborate with the other Washington County jurisdictions on the
development and advocacy of a common Goal 5 stream protection planning and implementation program.
Council allocated $9,308 as Tigard's pro-rated share of the cost of hiring a consultant to assist in this work. In
recent weeks, Angelo/Easton has been hired as the consultant. Their role is to facilitate coordination, provide
technical and legal advice, and represent the County jurisdictions before Metro. Staff from each jurisdiction
serves as a streering committee, called the Tualatin Basin Goal 5 Policy Committee.
During September, the steering committee provided comments and met with Metro staff concerning the draft
Metro Goal 5 Vision Statement. The vision statement is intended to be a concise description of the overall
purpose of the regional Goal 5 streamside program. So far, the westside's coordinated response strategy has
been a success. The final draft of the Metro vision document, dated October 4, reflects the key changes
advocated by the County jurisdictions. These include an emphasis on local flexibility and local options for
implementing Goal 5. A copy of the statement is attached.
The next step in the Metro process is the development of a planning program for fish and wildlife habitat
protection based on the principles and policies contained in the Vision Statement. During this phase, the
Tualatin Basin Goal 5 Policy Committee will continue to push for standards that allow for local planning
flexibility, balancing, and recognition of local comprehensive planning obligations.
The attached letter in support of the vision statement acknowledges the good job done by Metro staff in
reconciling the westside and Metro versions of the vision statement and in producing a consensus document that
all the region's jurisdictions and interests can get behind.
OTHER ALTERNATIVES CONSIDERED
Authorize the Mayor to sign the attached letter supporting Metro adoption of the Goal 5 Vision Statement.
Authorize the Mayor to sign a modified letter.
Do not authorize the Mayor to sign a letter.
VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY
The Action Plan for Growth and Growth Management Goal # 1 calls for the City to "Protect natural resource
areas from the impacts of increased growth."
FISCAL NOTES
Tigard's share of the cost of hiring the consultant is $9,300.
i:\dIywidelsum\goal5.update
I
October 17, 2000 CITY OF TIGARD
Mike Burton
Executive Officer OREGON
Metro Regional Center
600 NE Grand Ave.
Portland, OR 97232-2736
Dear Mr. Burton:
The Tigard City Council has reviewed the revised Goal 5 Fish and Wildlife Habitat
Protection Plan Vision Statement, dated October 4, 2000. We understand the vision
statement to be a concise description of the overall purpose of the regional Goal 5
streamside program. We further understand that sometime later this month the Metro
Council will consider the adoption of the October 4th vision statement.
We support the regional Goal 5 vision statement in its revised form and urge its
adoption by the Metro Council. We believe the October 4th statement does a good job
of reconciling the earlier draft of the Metro vision statement with the alternative version
put forward by the westside governments.
We believe it is necessary for local governments to retain flexibility in applying regional
Goal 5 requirements through local comprehensive plans and regulations in order to
balance completing policy interests. Metro has produced a vision statement that
provides for this needed flexibility. As Metro proceeds with the development and
implementation of a planning program based on the vision statement, we continue to
support the need to provide flexible alternatives and choices for the cities and applicants
in the site design process.
We acknowledge and appreciate your staff and your own commitment to responding to
the suggested changes to the vision statement advocated by the Washington County
governments. We believe Metro now has a consensus document that accommodates
westside concerns and addresses the need for better streamside protection.
Sincerely,
J mes Griffith
Mayor
1/Irpn/dr/goal5.vision.supportlet
13125 SW Hall Blvd., Tigard, OR 97223 (503) 639-,4171 TDD (503) 684-2772
Final DRAFT
Aug October 4, 2000
streamside CPR.
Program Outline
Purpose, Vision, Goal, Principles and Context
Metro Regional Services
600 NE Grand Avenue
Portland, OR 97232-2736
503-797-1726
contact: Paul Ketcham, Principal Regional Planner
ketcham@metro.dst.or.us
*CPR = Conserve, Protect and Restore
Purpose, Vision, Goal, Principles and Context
1. INTRODUCTION
A. PURPOSE
This document provides the organizational definitional and policy approach that will apply to the
creation and implementation of Metro's Goal 5 - Fish and Wildlife Program decision. This Purpose.
Vision Goal and Principles document is intended to guide inform and be the philosophical
underpinnings of the Goal 5 Streamside CPR grogram. It is not a regulatory document.
The purpose} is to develop a streamside conservation, protection and restoration program that
balances the goals of:
• building livable, Region 2040 communities and implementing the Regional Urban Growth Goals
and Objectives (RUGGO);
• protecting and enhancing fish and wildlife habitat as required by the Metro Urban Growth
Management Function Plan;2
• supporting a strong economy;
• meeting State Land Use Planning Goal 5 standards and procedures;
• addressing Federal Endangered Species Act (ESA) requirements;
• adding to the progress already made by the implementation of Title 3, regional water quality and
flood protection requirements; and
• providing the organizational, definitional and policy approach that will apply to the creation and
implementation of Metro's Goal 5 - Streamside Fish and Wildlife Program decision.
Cities and counties as general-purpose governments are responsible for comprehensive planning
including completion of a generalized coordinated land use map and policy statements that interrelate
all functional and natural systems and activities relating to the use of land. Cities and counties also are
responsible for implementing ordinances especially zoning ordinances to regulate land uses. Metro a
regional government is responsible for addressing issues of metropolitan concern and the Metro
Council may determine such issues and adopt regulations directing local governments to change their
comprehensive plans and implementing ordinances to address identified regional issues. The Vision
Statement Regional Goal and Program Principles contained in this document provide overall direction
to preparation and implementation of the regional safe harbor, local discretionary and riparian district
plan option approaches to Metro Goal 5 compliance that will be available to local governments.
B. VISION STATEMENT
Our region places a high priority on the protection of its streams, wetlands and floodplains to maintain
„ access to nature; sustain and enhance native fish and wildlife species and their habitats; mitigate high
storm flows and maintain adequate summer flows; provide clean water; and create communities that
fully integrate the built and natural environment. As ribbons of green, stream and river corridors
maintain connections with adjacent upland habitats, form an interconnected mosaic of urban forest and
other fish and wildlife habitat, and contribute significantly to our region's livability.
a i
The RUGGO state that the region should "Manage watersheds to protect and ensure to the maximum
extent practicable the integrity of streams, wetlands and floodplains, and their multiple biological,
011111 1 physical, and social values," as well as that "A region-wide system of linked significant wildlife habitats
should be developed. This system should be preserved, restored where appropriate, and managed to
L st4October 4, 2000 1
maintain the region's biodiversity." The streamside program will contribute to these objectives by
balancing, economic, social, environmental and energy considerations as will future efforts to address
watershed and upland habitats.
C. OVERALL GOAL
The overall goal is to conserve, protect and restore a continuous ecologically viable streamside corridor
system, from the streams' headwaters to their confluence with others streams and rivers, and with their
floodplains in a manner that is integrated with the surrounding urban landscape. This system will be
achieved through conservation, protection and appropriate restoration of streamside corridors through
time.
D. PROGRAM PRINCIPLES
The program will be designed to achieve the following future conditions:
Areas of existing forest cover or areas where it is appropriate to restore forest cover. Conserve, protect
and restore the biological, physical and social values of streams, wetlands, riparian areas and
floodplains, by encouraging the growth and management of mature forest conditions composed of
native forest tree species, appropriate for specific site conditions, mixed with native shrubs and
herbaceous species, and containing ample standing snags and downed woody debris. Forest
conditions will be managed, where appropriate to address public safety concerns.
Areas where forest cover did not exist historically or where non-forest cover is appropriate, based on a
natural resources plan. Conserve, protect and restore the biological, physical and social values of
streams, wetlands, riparian areas and floodplains through management of native vegetation appropriate
to non-forested conditions.
Developed 2040 Centers and areas where floodplain function is artificially controlled. Contribute to the
conservation, protection and restoration of the biological, physical and social values of streams,
wetlands, riparian areas and floodplains.
The program will be designed to achieve these future conditions using the following principles:
1. Ecological Function. The ecological function of the streamside corridor system will be restored
and maintained to the maximum extent practicable given the opportunities and constraints of the
urban landscape.
2. Economically Sound. Economic vitality and a healthy natural environment are necessary
components of sustainable development in the metropolitan area. Investments in protection and
restoration of our natural areas contribute significantly to the region's economic health.
3. Protection and Restoration.3 Given the currently degraded condition of a majority of urban
streams, wetlands, riparian areas and floodplains, protection and restoration are of equal
importance in order to achieve the region's goals. Both protection and restoration are important in
moving toward recovery of threatened and endangered salmonids, and avoiding future endangered
or threatened listings of both aquatic and terrestrial species.
4. Flexible Regulatory Approaches. Protective regulations shall be based on the best available
natural science balanced with economic, environmental, social and energy considerations, and
Awgw4 October 4, 2000 2
shall provide local governments with flexibility in meeting the overall goals of this program. This
program is also intended to help local governments address the Federal ESA by preventing the
need for additional ESA listings and avoiding legal restrictions that may result from current and
potential future listings. Implementation of the Federal ESA program for endangered salmonids will
need a wide range of actions to be taken by local, state and Federal agencies to recover the
species. Metro's requirements are not intended to meet all ESA regulations, but are intended to
address recovery obstacles within and along stream corridors. The objective is to obtain Federal
approval of this program, so that local governments can use it if they choose. The program is not
intended to be the exclusive means available to local governments in the region to address ESA
requirements. Local governments can independently seek certification as an alternative.
5. Incentives Education and Acquisition. Regulatory efforts to conserve, protect and restore
natural resources are most effective when combined with incentives, education and acquisition
programs that encourage full community participation, therefore, such programs will be an element
of the overall program.
6. Stewardship Responsibilities. All landowners and land users throughout each watershed have
an important stewardship responsibility to contribute to the protection and restoration of streams,
wetlands, riparian areas and floodplains.
7. Urban Form. Realization of the region's 2040 Growth Concept requires a compact urban form
while protecting natural resources and water quality. This is accomplished in three primary ways:
a. Protecting natural areas outside the Urban Growth Boundary (UGB). Accommodate
compact development within the UGB in order to minimize land extensive expansion that
adversely impacts farm and forest lands and natural areas outside the boundary;
b. Accommodating urban growth in a compact form while protecting and enhancing key fish
and wildlife habitat, natural areas, and water quality and quantity within the current UGB;
c. Protecting and restoring urban stream corridors to provide people with an effective means to
access nature, providing ecological linkage to other important fish and wildlife habitats, and
compact urban form through integration of the built and natural environments.°
8. Measure and Monitor. A measuring and monitoring system should be established and should
include:
• Assessment of existing conditions;
• Use of "properly functioning conditions',5 as the description of desired future conditions; and
• Assessment and regular monitoring over time of streamside conditions to determine progress in
achieving the goals of properly functioning conditions.
9. Coordination and Cooperation. Effective management of the regional streamside resource
cannot be achieved without a collaborative approach throughout the region. The Streamside CPR
Program will provide local jurisdictions with the flexibility to pursue alternative collaborative
management approaches that meet the standards of this programs, such as watershed planning,
and will emphasize efforts that ensure coordination and cooperation between and among the
region's partners including local governments, business, nonprofits and citizens.
E. CONTEXT
The preamble of Metro's voter-approved 1992 Charter declares that Metro's most important service is
to "preserve and enhance the quality of life and the environment for ourselves and future generations.i6
Through its Charter-mandated responsibilities, Metro Council has provided leadership in addressing
August- October 4, 2000 3
growth management issues by working with citizens, elected officials and diverse interest groups to
craft a vision of how the region will grow. Through adoption of policies to achieve that vision, Metro
Council has identified the need to balance natural resource protection with urban development while
the region grows.
How this balancing will take place, and in what form it will be expressed across the urban landscape, is
a key question addressed in various documents. For example, the region's 2040 Growth Concept map
includes an environmental greenway along streams in the region to ensure connectivity throughout the
urban landscape.' The goal of the Greenspaces Master Plan is to create a cooperative regional system
of natural areas, open space, trails and greenways for wildlife and people in the four-county
metropolitan area. Other planning documents which speak to urban natural areas and water resources
include the Future Vision9, the RUGGO, the Regional Framework Plan10, and the Urban Growth
Management Functional Plan. A unifying feature of all of these documents is to achieve compact urban
form and efficient delivery of urban services while at the same time preserving citizen access to nature
and community livability.
A cornerstone of these regional policies is protection of natural systems-regionally significant fish and
wildlife habitat, streams, rivers, wetlands and floodplains-because their protection and restoration is
essential to maintaining and improving the region's livability, economic well-being and environmental
health.
In addition to the regionwide policies, there are State and Federal policies which are also important
considerations. The purpose of the State's Land Use Planning Goal 5 is "To protect natural resources
and conserve scenic and historic areas and open spaces"." At the Federal level, for a large part of the
Pacific Northwest Coast and associated inland rivers and streams, the National Marine Fisheries
Service (NMFS), is acting under the requirements of the Federal ESA. At this time, NMFS has
designated four species of Steelhead and eight other species of salmon as either threatened or
endangered in the Columbia River Basin. Local governments, through their comprehensive plans, will
be implementing requirements to address natural resource protection. In order to address this status,
our region will need to take actions that are consistent with the recovery needs of these species. In
doing so, the region, its local government partners and the citizens of the metropolitan area can help
ensure that one of the defining symbols of our region once again thrives.
To accomplish the planning work described in these policies, Metro is pursuing adoption and
implementation of programs to:
• protect the beneficial uses associated with the region's streams and rivers, including water
quality and protect life and property from dangers associated with flooding 12
i • Protect, conserve and enhance fish and wildlife habitat within regionally significant riparian
corridors under Statewide Planning Goal 513
• Protect, conserve and enhance regionally significant upland wildlife habitat under Statewide
Planning Goal 5;14 and
O Implement the Greenspaces Master Plan.
All of these programs, taken in concert and with full implementation by local governments, will realize
the vision for growth enunciated in Metro's Charter, Future Vision and subsequent planning documents
a described above.
To complete this work effort Metro shall:
August -1 October 4, 2000 4
1. Establish criteria to define and identify regionally significant fish and wildlife habitat
areas;
2. Examine existing Goal 5 data;
3. Identify inadequate or inconsistent data;
4. After considering items 1-3, and after holding public hearings, adopt a map of regionally
significant fish and wildlife areas.
II. PROGRAM DESCRIPTIONS (TO BE ADDED)
This daeument pFevides the GFOanizatieRal, defiFiitienal aRd poliey appFeaGh that will apply W the
alas
respensible feF GFdon noes .,n„ late-IaRd uses. Metfe, a
plan eptieR appFeaehes tE) Metize Geal 5 G-eFBPIffiaAGe that will be available tO 19Gal geveFRFAeRtS.
1:\gm\long_range_planning\projects\Goai 5\Goai 5 Report REVISION\Vision\104 Metro Goal 5 Vision.doc
The focus of the Purpose, Vision, Goal, Principles and Context Statement is on native species of fish and wildlife whose
historic ranges include the metropolitan area and whose habitats are or can be provided for in urban streamside corridors.
The Purpose Statement does not intend to include native species such as bear, cougar, lynx and deer, which may be
conducive in specific areas such as Portland's Forest Park, but may not be conducive in urban stream corridors elsewhere in
the metropolitan area.
3 Proposed definition of restoration:
Restoration, in the context of the streamside CPR program, means action taken to return natural riparian functions and values
for fish and wildlife. Restoration would be applied where riparian functions are in a degraded condition and are intended to
return the riparian functions to good or excellent condition. While there may be instances where restoration to pre-
development, natural conditions is possible, in general, restoration should not mean the end-state of re-establishing a totally
pristine condition. It should address the improvements or re-introduction of functional values.
Conditions Under Which Restoration Would Occur:
Conditions under which restoration will occur will be established when the program is defined. The current draft of the Goal 5
program does not contemplate that homeowners and other property owners would be required to undertake restoration unless
there was a development activity that required a permit for new development, significant modifications to structures, or
redevelopment. In the absence of a development permit it is assumed that restoration would be achieved through incentive-
based, voluntary, and community-based restoration and enhancement activities. Public education and the promotion of
Attest— ctober 4, 2000 5
5
voluntary naturescaping and restoration would be part of the regionwide cooperative effort to improve the existing degraded
conditions of our urban waterways.
4 "to provids people with an effective means to access nature" means to help people enjoy, approach or be near to nature. It
is not intended to imply the right of any person to enter or make use of private property unless the property owner grants that
right of public access.
s Defined by Federal natural resource programs.
6 The preamble of Metro's Charter states the following: "We, the people of the Portland area metropolitan service district,
[establish an elected regional government] that undertakes, as its most important service, planning and policy making to
preserve and enhance the quality of life and the environment for ourselves and future generations." 1992 Metro Charter,
page 1.
7 The Metro 2040 Growth Concept, acknowledged by the Land Conservation and Development Commission in 1995, states
the following: "The basic philosophy of the Growth Concept is: preserve access to nature and build better communities."
December 8, 1994, Page 1.
8 Other goals of the July 1992 Metropolitan Greenspaces Master Plan include preserving "diversity of plant and animal life in
the urban environment, using watersheds as the basis for ecological planning." The Greenspaces Master Plan is guided by
the following ecological principles: "Maintain biological diversity by restoring and enhancing a variety of habitats, including
wetlands, riparian corridors, forests and agricultural lands" And " Protect, restore and recreate stream corridor vegetation by
replacing riparian vegetation where it is lacking or dominated by exotic species and removing barriers, where possible, to
maintain connections with adjacent upland habitats"
9 The Future Vision states the following: "We value natural systems for their intrinsic value, and recognize our responsibility to
be stewards of the region's natural resources" March 1995, page 1. In 2045, the region should be characterized by
"Improved water quality, and increased biodiversity," and "restored ecosystems protected from future degradation and
decline" Page 12. Specific actions identified: "Manage watersheds to protect, restore, and maintain the integrity of streams,
wetlands and floodplains, and their multiple biological, physical, and social values." Page 12.
10 Chapter 3 of the December 31, 1997 Regional Framework Plan establishes polices for parks, natural areas and open
spaces, and identifies the important environmental benefits of maintaining and improving air and water resources, providing
flood control, and protecting fish and wildlife habitat. It commits Metro to "develop a strategy and action plan to address
inadequacies in the protection of regional Goal 5 resources. This plan will be carried out by Metro" Page 108, see also
page 190.
11 Goal 5 further states that "Local governments shall adopt programs that will protect natural resources and conserve scenic,
historic, and open space resources for present and future generations. These resources promote a healthy environment and
natural landscape that contributes to Oregon's livability" Procedures and requirements for complying with Goal 5 call for an
inventory, a determination of significance, an analysis of the economic, social, environmental and energy consequences of a
decision that could allow, limit or prohibit a conflicting use.
1' From Title 3, Sections 1-4 of the 1996 Urban Growth Management Functional Plan
13 From Title 3, Sections 1, 2 and 5 of the 1996 Urban Growth Management Functional Plan.
14 From Title 3, Sections 1, 2 and 5 of the 1996 Urban Growth Management Functional Plan.
Aegust-40ctober 4, 2000 6
rLCathy Wheatley - North Dakota and Hawks Beard traffic diverters Page 1
Agenda Item No.
From: <EVgrimpeur@cs.com>
To: <joyce@cLtigard.or.us> Meeting of I -7 DUO
Date: 10/13/00 11:43AM
Subject: North Dakota and Hawks Beard traffic diverters
Councilor Patton,
I apologize for this letter not being sent to every member of the council. It
is meant to be an open letter. I did, however, choose to send this letter to
you because I believe you best recognized a successful solution to the
traffic flow patterns of North Dakota and Hawks Beard.
As introduction to my opinion I would like to let the council know that I
live in the Winterlake area and have been employed as a police officer for
the City of Tigard for eleven years. I am writing this letter as a citizen
but my experience with the area includes both my private commute and traffic
enforcement before and after the traffic flow changes now in effect at SW
North Dakota and SW Hawks Beard.
Having the diverters at both Hawks Beard and North Dakota removed would ease
the commute for both me and my wife. I do not feel, however, that removal of
the diverters is fair to either the Hawks Beard or North Dakota
neighborhoods. As Gus Duenas stated, allowing traffic to travel both north
and southbound on North Dakota would logically result in a doubling of the e
current traffic flow. This would put the number of daily vehicles in an
unacceptable range for a neighborhood street.
I would also suggest that removing the diverter on SW North Dakota for ninety
days, as suggested by Councilor Scheckla, would not provide an accurate
measure of the traffic which could be expected on SW North Dakota. Commuters
are currently aware that traffic at SW North Dakota is being diverted. If the
diverter is removed it will take time for most commuters to learn that SW
North Dakota is a through street for southbound traffic. A study after ninety
days would not reflect the volume of traffic which could be expected a year
after removal of the diverter.
Based upon what I see at SW Hawks Beard and SW Winterlake I do not feel it
would be prudent to remove the divider there, either. Currently it is not
uncommon to see vehicles drive eastbound (opposite the correct direction of
travel) through the divider. This allows the violator to avoid some of the
heavy, slow traffic during rush hours on SW Scholls Ferry Road by cutting
through neighborhoods to SW North Dakota. This traffic should properly be on
the major arterial for the area (SW Scholls Ferry Rd.). Removing the divider
will increase the amount of through traffic on SW Hawks Beard Road and its
neighboring streets.
What I would recommend is the allowance for left hand turns from SW Hawks
Beard onto SW Winterlake Drive. As you noted during the Council's meeting on
October tenth an undue amount of traffic violations have occurred at this
intersection. The majority of these infractions were citizens turning left
onto SW Winterlake from SW Hawks Beard. As Chief Ron Goodpaster stated it
appears that the number of violations is related to the design of the
intersection.
The vast majority of citizens stopped for the above mentioned infraction are
local residents. They are good, responsible people who are frustrated at
Cathy Wheatley - North Dakota and Hawks Beard traffic diverters Page 2
being shunted onto SW Scholls Ferry Road where they have to wait at two left
hand turn magazines (at SW North Dakota / SW Scholls Ferry Road and SW
Scholls Ferry Road and SW 130th) when a much more convenient route is
available.
I agree with their belief (and they have told me when, as a police officer, I
have stopped them) that a left hand turn from SW Hawks Beard onto SW
Winterlake Drive should be allowed. Maintaining the diverters at both SW
North Dakota and SW Hawks Beard will maintain the appropriate level of
traffic for residential streets. Allowance of this turn will alleviate the
number of stops and citations issued for infractions at this intersection to
local residents. The local residents using this intersection and being
stopped for it are not overwhelming the SW Hawks Beard neighborhood with
traffic nor making and unsafe turn onto SW Winterlake Drive.
If you or any member of the City Council have a question for me I am always
available. Please feel free to e-mail me or call me on the numbers listed
below. I genuinely appreciate your time.
Sincerely,
Glen Scruggs
pager 503-301-6218
office 503-431-5433
home 503-524-5231
Item NO.
For Council Newsletter dated 10,13,
MEMORANDUM
TO: Honorable Mayor & City Council
FROM: Bill Monahan, City Manage
RE: SW North Dakota - SW Hawks Beard at 130th Council Agenda Item
for October 17, 2000
DATE: October 13, 2000
At its October 10, 2000, Council meeting the Council decided to hold over the above-
referenced agenda item to October 17, 2000, so that Mayor Griffith could review the
issue and then advise the Council of his opinion on the matters. Attached is a copy of
an excerpt of the Council Meeting Recap prepared by Cathy Wheatley of the Council's
discussion for this item.
If the decision is made to review the SW North Dakota traffic calming devices, the
Council will need to provide direction to staff on:
1. Process to be followed for the review.
2. The timeline for the review.
3. The steps to take to evaluate the Hawks Beard diverter.
If, based on the Mayor's input, the Council decides not to review S.W North Dakota, the
Council needs to decide what action, if any, should be taken on the Hawks Beard
diverter.
Attached is a letter, received at City Hall on October 13, from Mr. Gene McAdams
providing additional input. Mr. McAdams, as you recall, also spoke to the Council at the
October 10 meeting.
I:WDM\BILL%.SW N DAKOTA - HAWKSBEARD.DOC
City Attorney Ramis advised that the main two issues to monitor and consider
are to work toward the recycling requirements and the fact that the more
lucrative accounts would not fall under the franchise authority. Because the
court action is under appeal, there is also the possibility that the City's
franchise authority would stay intact.
12. REVIEW SW NORTH DAKOTA AND 130TH/HAWKS BEARD TRAFFIC
CALMING DISCUSSIONS
a. Staff Report: City Engineer Gus Duenas reviewed the history and past actions
concerning the traffic calming devices on SW North Dakota and Hawks Beard
at SW 130'. He noted that on SW North Dakota, these devices have cut
volumes and reduced speeds. He recommended that the Council decide what
to do on SW North Dakota first before making a decision on SW Hawks Beard.
b. Council Discussion
Councilor Hunt advised that he asked for this item to be brought up again
because of the policy of connectivity in the City of Tigard. He noted that he
was disturbed by the way this issue was reviewed and presented, including the
participation and actions by one of the previous Council members. He said
that he had been in favor of all of the traffic calming measures proposed for
SW North Dakota with the exception of the traffic diverters.
Councilor Scheckla asked questions of the City Engineer concerning the
diverter at Hawks Beard/SW 130' Avenue. Mr. Duenas advised this project
was in progress when he started with the City of Tigard and that the diverter
was part of the Winterlake bridge project.
Councilor Scheckla noted his concerns with connectivity and that the traffic
calming devices in these two areas were not consistent with that policy. He
was concerned that support for the transportation measure could be in
jeopardy because of these two streets.
There was discussion on traffic volumes and speed control. City Engineer
Duenas explained that traffic volumes dip for a short time only once speed
humps are installed. The diverters are more effective in reducing traffic
volumes. SW North Dakota is a minor collector and minor collectors should
handle volumes up to 3000 vehicles per day. SW North Dakota, before the
traffic calming measures were installed, was experiencing 4-5,000 vehicles per
day.
COUNCIL MEETING RECAP - OCTOBER 10, 2000 - PAGE 11
Councilor Patton Indicated she had reviewed the information on the history of
these Issues and noted the effort, time, and energy expended in the eventual
installation of the traffic calming devices. She said that she was troubled that
one of the past Councilors was a spokesperson for the issue. In the case of SW
North Dakota, it appears that the Task Force's recommendations are doing
what they were intended to do. She referred to the initial poor street layout of
SW North Dakota. At this point, she said that she did not want to revisit this
matter and that the City should not be spending time and dollars to review
again.
Councilor Patton commented on SW Hawks Beard and noted information
contained in the staff summary, which included that there have been numerous
traffic citations and other indicators that may mean that the diverter is not
addressing issues effectively.
Councilor Moore advised that he was in favor of connectivity. He
distinguished the situation at SW North Dakota and other areas of the City in
that cut-through traffic from neighboring cities were using this neighborhood.
If other neighborhoods were also experiencing this type of cut-through traffic,
he said he would also support a review process similar to that followed for this
area.
Councilor Scheckla said he believed that the traffic calming measures should
have been implemented without the diverter to determine if volumes would
have been reduced.
Gene McAdams, 13420 SW Brittany Drive addressed the Council. He said
Council should revisit the diverters. He noted that he believed the diverters
represented a barricade that effectively turned the streets into private streets.
Mr. McAdams recalled that the diverters on SW Hawks Beard were to have
been reviewed by the Council after six months; this did not occur. He said
drivers regard the diverter at SW Hawks Beard as invalid and a nuisance. He
said the staff report indicated that the Committee was 100°lo in favor of the
diverter; however, he claimed that because of the political issues, members did
not oppose the diverter because some were concerned the bridge would not be
built if the diverter was not supported.
Mr. McAdams said all residents should be treated the same and asked that the
Council review the past decisions made.
Mr. Ed Halberg addressed the City Council advising he served on both the task
forces (SW North Dakota and SW Hawks Beard). He said that he is disturbed
COUNCIL MEETING RECAP - OCTOBER 10, 02000 - PAGE 12
that this issue was brought up again. With regard to the SW North Dakota
traffic calming recommendations, the Task Force's goal was to make a bad
situation better because of an Initial design flaw for that street. In addition,
Mr. Halberg advised that he was the spokesperson for this Task Force.
Mr. Halberg noted that people who live on SW Hawks Beard like the diverter.
However, he noted that the desip may need to be reviewed and reported that
additional development has occurred in this area. If this issue is revisited, he
supported the same process that was followed before. In response to a
question from Councilor Scheckla asking if Mr. Halberg would support a three-
month trial period of removing the diverter, Mr. Halberg considered that he
was speaking as an Individual, not knowing what others in this area may want,
and responded "no" to the question.
Council discussed that it appeared that Councilors Hunt and Scheckla
supported a review of these two streets, while Councilors Moore and Patton
would agree to review SW Hawks Beard only. Mayor Griffith said that he
would like to consider this matter further. The Mayor will report his decision
to the Council at the October 17, 2000, meeting.
Due to the lateness of the hour, the Council decided to address remaining agenda items at
the October 17, 2000, City Council meeting.
13. REVIEW COUNCIL MEETING QUESTIONS: Set over to October 17, 2000
14. COUNCIL GOAL UPDATE: Set over to October 17, 2000
15. EXECUTIVE SESSION: Canceled.
18. ADJOURNMENT: 11:11 p.m.
COUNCIL MEETING RECAP - OCTOBER 10, 2000 - PAGE 13
13420 S.W. Brittany Drive
Tigard, Oregon 97223-1530
October 13, 2000
MayorJim Griffith
City of Tigard OR.
City Hall. 13125 S. W. Hall Blvd.
Tigard, Oregon 97223
Subject: Street Diverters/Barricades
This is a follow-up to my presentation last Tuesday. I will be brief with a few main points.
1. Please remember both barricades were the result of 3 to 2 votes. One Councilor was voting his
private, vested interest each time... regardless of adopted city goals and planning objectives.
2. When you review S. W. (North Dakota, please note the Meadow Creek Apartments immediately
east of the blockage. A chain link gate had to be installed to prevent southbound traffic from
cutting through to the southwest entrance of the apartment parking lot to avoid the barricade. Mr.
Aaron Shields, who managed the apartments at that time, was reluctant to express his
protestations because he (as a hired hand) 'could not afford to get in a fuss (on his own) with the
city".
3. A trial to determine the impact of speed humps, stop signs and other paraphernalia was never
tested prior to installing the barricade on S. W. (North Dakota. This meant construction of two
possible alternatives as opposed to testing one at a time.
4. A six month review was intended for 130th & Hawksbeard. It has never taken place. Further,
there was no traffic impact data to justify either the stop signs or the barricade on Hawksbeard.
5. During the 130th>wntertake/Hawksbeard deliberations, additional task force members were
added who opposed the connection. (I guess Bob Pavlucovich and I were too persuasive.)
6. If the Hawksbeard blockage is allowed to stand, I believe many other streets will also qualify for
similar treatment.
7. The Tualatin Valley Fire Chief , Jeffrey Johnson, objected to installation of the barricades,
despite assertions to the contrary in the130thAVinterlake/Hawksbeard minutes you were
provided. The opponents visited with subordinate personnel and did not interview the chief.
Further, the city is extending the probability of liability awards with these street impediments.
i
I could go on but my intention Is to provide you with some ideas. Hopefully, they will aid in your
deliberations.
i
Respectfully,
RECEIVED C.O.T.
1494cAdams 0 C T 13 2000
c: City Council Members Administration
AGENDA ITEM #
FOR AGENDA OF i0-+-D ; $H
CITY OF TIGARD, OREGON
COUNCIL AGENDA ITEM SUMMARY
ISSUE/AGENDA TITLE _COUNCIL MEETING QUESTIONS
PREPARED BY:_ WILLIAM A. MONAHA_N DEPT HEAD OK CITY MGR OK
ISSUE BEFORE THE COUNCIL.
Councilor Paul Hunt asked staff to clarify Council meeting protocol regarding Study Sessions, Council
Communications and Council Liaison Reports. Discussion of the staff interpretation is before Council.
STAFF RECOMMENDATION
Staff recommends that Council review the City Manager's memo dated October 3, 2000, and determine if
changes are needed in the Council Groundrules to clarify Council's intent.
INFORMATION SUMMARY
Council Groundrules provide direction on appropriate topics for Council Business Meetings, Study Sessions,
and Workshops. On occasion, Council members seek clarification of which topics are appropriate for these
different meeting settings. In addition, regularly individual agenda topics which provide the opportunity for
Council members to report to Council at times seem to overlap. Staff has prepared a memo stating the staff
understanding of the current Groundrules and practice. Council will review the staff interpretation and
determine if it agrees. If further clarification is needed, revisions to the Groundrules could be prepared for later
Council consideration.
OTHER ALTERNATIVES CONSIDERED
Take no action, continue to follow the established meeting format.
VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY
N/A
FISCAL NOTES
N/A
J:VZVC" GOUNGLICQUNCX AGENDA ITEM SUMMARIESiCW IL MEETING QUESTIONS.DOC
MEMORANDUM
CITY OF TIGARD, OREGON
TO: Honorable Mayor and City Council
FROM: Bill Monahan e
\J
DATE: October 3, 2000
SUBJECT: Council Meeting Questions
At the end of the September 26 Council meeting, Councilor Paul Hunt raised two questions
requesting clarification. They are:
1. What discussions are appropriate for the Study Session portion of the Council meeting,
and what discussion topics should only take place in the regular Council meeting?
2. Distinguish between the agenda items commonly on the Council Agenda which are:
• Council Communications
• Council Liaison Reports
DISCUSSION
1. Study Session
Council Croundrules define Study Sessions on page 3 of the rules. The section reads
as follows:
"Study Sessions precede or follow a Business Meeting or Workshop
Meeting. As stated above, they are conducted in a Workshop-type
setting to provide an opportunity for Council to review the Business
Meeting Agenda and to ask questions for clarification on issues or on
process. Information is also shared on items that are time sensitive.
During Study Sessions, any Council member may call for a Point of Order
whenever he or she wishes to stop the "discussion" because he or she
feels that it is more appropriate for the City Council to discuss the matter
during the Council meeting. If a Point of Order is raised, the City Council
will discuss the Point of Order and determine whether the "discussion"
should continue on to be held during the Council meeting. The decision
on whether to continue the "discussion" or not shall be determined by the
majority vote of the Council members present. If Council discusses a
Council Agenda Topic in a Study Session prior to a Council meeting,
either the Presiding Officer or City Manager will briefly state at the
r
introduction of the Agenda Topic, the fact that Council discussed the topic
in the Study Session and mention the key points of the discussion."
The definition states these sessions are:
a. "Conducted in a workshop-type setting;"
b. To "review the Business Meeting Agenda;"
c. To "ask questions for clarification on issues or on process;"
d. To share information "on items that are time sensitive."
Thus, the Study Session is for discussion without reaching decision. The
"workshop-type setting" allows Council to use a portion of the Study Session to hear
one or more topics which could otherwise be scheduled for a Workshop Meeting.
Oftentimes, one item of a workshop nature (such as a briefing, update, meeting with
a board or committee) will be scheduled before a Business Meeting to spread the
workshop items out or because an issue is developing thus requiring the Council to
be brief.
The description of "appropriate topics for a Workshop Meeting" is also found on
page 3 of the Groundrules. It reads:
"Appropriate topics for Workshop meetings include:
• Introduce a Topic: Staff will bring up new items to determine whether Council
wants to entertain further discussion and whether to schedule the topic as an
item on a future agenda.
• Educational Meetings: Council will review research information presented by
staff, consultants, or task forces - usually as a process check; i.e. is the issue
on the right "track"?
• Meet with individuals from City boards and committees or other jurisdictions
to discuss items of common interest (examples: other Councils, the School
District, and other officials).
• Administrative Updates: Items such as calendar information, scheduling
preferences, process checks."
Staff has operated under the assumption that topics appropriate for a Workshop are
appropriate for a Study Session.
Study Sessions are not intended to take the place of presentations to Council in
Business Meetings. Oftentimes, staff will present preliminary information to Council
i in a Study Session, respond to questions, and solicit questions from Council
requiring more information. Then, staff can present the item along with additional
information at a future Workshop or Business Meeting. Without the opportunity to
"preview" an issue or topic or seek Council direction early, staff is unable to brief the
full Council and get a feel for likely Council direction when the complete package is
presented.
Please note that any Council member may raise a point of order to stop a
discussion if he or she feels the discussion is more appropriate for Council to
discuss during the Business Meeting. The definition of Study Sessions describes
this process.
2. Agenda Items
Councilor Hunt asked that I clarify the difference between Council Communications
and Council Liaison Reports. On June 2, 1998, Council discussed the need for
allowing sufficient time for a Council member to make a complete report on the
activities of a board, committee, or regional group to which the Council member is
liaison. Prior to June 1998, the only opportunity for discussion was at the beginning of
the meeting during the agenda topic entitled "Council Communications/Liaison
Reports."
Historically, that agenda item provided the opportunity for Council members to
report to Council on activities or scheduled meetings for committees or boards for
which Council was liaison. In addition, Council members could report on letters or
calls which they had received since the last Council meeting which they considered
to be of interest to the full Council. For example, if a citizen wrote to raise an issue
or commend a Council action, this would be considered a communication. Or, if an
invitation was extended to attend a function, the Councilor could report it to the full
Council and indicate whether or not he or she was planning to attend the function.
Or, the Council member could ask if another Council member would like to attend
representing the City.
Following the June 2, 1998, discussion, staff split the Council Communications/
Liaison Reports into two separate categories. My recollection of the discussion,
supplemented by the minutes of the meeting, are that the Council Communications
section was not to preclude any mention of liaison activities, only to allow for more
complete and longer reports during the Council Liaison Report portion of the
meeting.
Since adoption of the separate agenda items, Council members have on occasion
found it necessary to deviate from merely reporting on liaison activities during the
Council Liaison Report agenda item. This has occurred when a Council member
remembered something he or she intended to report on earlier or determined it was
necessary to comment on something that arose during the Council meeting. If
Council wishes to strictly utilize the Council Liaison Report agenda item for reports.
only, staff can assist by drafting up language for consideration during the next
review of the Groundrules.
\WDMABILLWEMOS%OOUNCIL MEETING GUESTIONS.DOC
LM
Liaison to present the issues and controversies of a particular committee. He said that he would
rather have the Council Liaison hear the details from staff regarding his committee because those
details might trigger a red flag for the Councilor that they would not necessarily do for staff=, who
looked at things from a different point of view.
Councilor Moore commented that he also depended on the Council Liaison to keep him informed
on specific committee issues, and to return to Council if a decision or controversy arose that
required a decision by the Council as a whole.
The Council discussed adding an agenda item that allowed more in-depth Council Liaison reports
than the brief opportunity at the beginning of the meeting. They agreed that sometimes deciding
when to bring something back to Council was a matter of judgment in the individual situation.
The Council discussed how to handle the formation and dispersion of a committee. They agreed
that Council should set a goal for each committee. Once the committee's task was done, then
the committee either be disbanded or the Council sets a new goal for the committee. Mr.
Monahan commented on the value of the Councilor's perspective as a member of the committee
on the staff work done after the committee completed has its charge.
The Council discussed what the role of a Councilor was in relation to the staff work done on the
committee's project, speaking to the Cook Park Committee's task in particular. They agreed to
reconvene a committee on an occasional basis, after its task was completed, in order to inform
the committee members on the progress of the project and to explain the reasons behind any
changes made by staff. Mr. Monahan commented that the Councilor became the City
spokesperson whom the committee members could call with questions regarding the staff work.
Councilor Hunt commented that a Councilor could tell a committee that he would recommend
the Committee's action to the Council but he could not make a commitment without talking to
the Council as a whole.
Mr. Monahan asked if the Council Liaison should also be the contact person with the media. The
Council discussed referring media people who wanted the City position on an issue to the
department manager or Councilor who knew the most about the issue. Mayor Nicoli said that he
felt comfortable referring the media to the person whom the Council put in charge of an
issue/committee.
The Council discussed the importance of being very clear on when a Councilor was expressing
his personal opinion and when he was giving the City Counci!'s position. Councilor Rohif
pointed out that the Mayor was the figurehead for the City and would be contacted most
a frequently regarding the City's position on issues.
[thembeginning e Council returned to the discussion of a separate agenda item for the longer Council liaison
orts. They agreed to retain the agenda item for Council Communications/Liaison Reports at
a of the meeting and to add a new agenda item just before Non-Agenda items for the
ger Council Liaison reports. Mr. Monahan said that staff could include a list of the known
mittee assignments with that agenda item.
CITY COUNCIL MEETING MINUTES - JUNE 2, 1998 - PAGE 2
i
lp
AGENDA ITEM #
FOR AGENDA OF October Ift-2689
CITY OF TIGARD, OREGON , , 1 U U
COUNCIL AGENDA ITEM SUMMARY
ISSUE/AGENDA TITLE Council Goal Update
PREPARED BY:_ G. Gaston & C. A heatley DEPT HEAD OK y84-L---C1-TY MGR OK
ISSUE BEFORE THE COUNCIL
Discusion of the progress of the Council goals.
STAFF RECOMMENDATION
Review and discuss the attached summary report.
INFORMATION SUMMARY
Attached are brief summaries of the efforts to date on the stated Council goals for this year. Also attached are
the tasks identified during the last Council goal-setting session with regard to specific activities considered to be
part of departmental responsibilities and individual work programs.
OTHER ALTERNATIVES- CONSIDERED
N/A
VISION TASK FORCE GOAL AND ACTION COMMITTEE STRATEGY
Visioning goals are identified throughout the goals and tasks developed by the City Council.
FISCAL NOTES
N/A
I:\ADM\CITY COUNCIL\COUNCIL AGENDA ITEM SUMMARIES\COUNCIL GOAL UPDATE - 9.OO.DOC
min 1111111
Council Goal Update - 2000 Goals
1. Complete the City's transportation improvement program
development.
Staff Responsible: City Engineer Gus Duenas
April 2000:
The Transportation System Update Plan (TSP)
development process continued during the past few
months. The draft Transportation System Plan has been
completed, and is currently being reviewed by Tigard staff
and government agencies. The last Tigard Transportation
Task Force (Planning Commission and citizens) meeting
was held in March. The draft plan will be made available on
the City's web site during the coming months. Future
activities include: two public open houses, joint Planning
Commission/City Council workshop, and public hearings
before Planning Commission and City Council. The updated
TSP is expected to be adopted by late summer or early fall
this year.
The Transportation Bond Task Force conducted a series of
meetings during the month of February 2000 to obtain
comments from a broad cross-section of the community.
The first meeting was a presentation to the Citizen
Involvement Teams on February 3, 2000 at the Tigard
Senior Center. The other meetings were open house
format conducted as follows: February 9, 2000 at Fowler
Middle School, February 16, 2000 at Conklin Hall, Metzger
United Methodist Church, and February 24, 2000 at Tigard
High School. Following the public involvement meetings,
the Task Force met on March 8 to discuss the citizen input
and to incorporate that input into the criteria for final
selection of projects. At a subsequent meeting on March
15, 2000, the Task Force selected a list of projects that
primarily focused on improvements to major collectors,
and one minor collector. The Task Force also
Goals Update Page 1
September 2000
recommended a list of alternative projects that could be
implemented if favorable bids are received, or if other
funding sources are identified through partnerships or
some other means. At this point, the bond package is
approximately $16 million. The Task Force
recommendation is for a ten-year bond term. The Task
Force emphasized the need to minimize adverse impacts to
existing neighborhoods during the design and construction
of these projects. The list of projects has been provided to
City Council. The package of projects and other Task Force
recommendations will be presented to the Planning
Commission on April 17, 2000, and to City Council on May
9, 2000. Assuming Council approval of the bond package,
the bond measure will be submitted for voter approval in
the November 2000 general election. The Task Force
cannot promote the bond package once it becomes a
measure on the ballot. However, the members indicated
their intention to support the bond issue individually or
through formation of some other citizen group for that
purpose.
June 2000:
The draft Transportation System Plan (TSP) was
completed, and is being reviewed by Tigard staff and
government agencies. Comments have been received from
Metro, Washington County, and the Cities of Beaverton
and Tualatin. Comments are expected from ODOT during
the last week of June. Future activities will be scheduled
after receipt of all comments. These activities include: two
public open houses, joint Planning Commission/City
Council workshop, and public hearings before the Planning
Commission and City Council. The updated TSP is expected
to be adopted prior to the end of the calendar year.
The Transportation Bond Task Force presented the
package of projects and specific recommendations to the
Planning Commission on April 17, 2000. The Planning
Goals Update Page 2
September 2000
11111,11 1111111111 11IMNIMIMIN I
Commission endorsed the Task Force recommendations and
approved the projects for further submittal to City Council.
The City Council approved the Task Force recommendations
during the Council meeting on May 9, 2000, and directed
the preparation of a resolution and ballot title to place the
bond measure on the November 7, 2000 election ballot. The
Transportation Bond Resolution, Ballot Title, and
Explanatory Statement have been prepared and will be
considered by City Council during the June 27, 2000 Council
meeting.
The recommended projects include transportation system
improvements for:
• Gaarde Street - 99W to 121St Avenue
121St Avenue - Walnut Street to North Dakota Street
• Walnut Street - Tiedeman Avenue to 121St Avenue
121St Avenue - Gaarde Street to Walnut Street
• 98th Avenue - Signalization at Durham Road
If, after the above-listed projects have been completed,
there are bond funds remaining, the alternative projects
listed below will be funded in order of priority shown:
• Commercial Street - North side, Main Street to
Lincoln Street
• Burnham Street - Main Street to Hall Boulevard
• Tigard Street - South side, Main Street to Tiedeman
Avenue
Tiedeman Avenue - Greenburg Road to Tigard Street
The total estimated cost for the recommended projects is
$16 million. The proposed bond issue is for a period of 10
years in the amount of $16 million. The Task Force cannot
promote-the bond package once it becomes a measure on
the ballot. However, the members indicated their intention
to support the bond issue individually and through
formation of a citizen group for that purpose,
Goals Update Page 3
September 2000
September 2000
The draft Transportation System Plan (TSP) has been
reviewed by Tigard staff and government agencies.
Comments have been received from Metro, Washington
County,,ODOT, and the Cities of Beaverton and Tualatin.
The public process for eventual adoption of the updated
TSP include: two public open houses, joint Planning
Commission/City Council workshop, and public hearings
before the Planning Commission and City Council. The
updated TSP is expected to be adopted in December 2000.
The proposed Transportation Bond Issue has been placed
on the November 7, 2000 election ballot and is identified
as Measure 34-20. The recommended projects in this
proposed bond issue include transportation system
improvements for:
o Gaarde Street - 99W to 121st Avenue
121st Avenue - Walnut Street to North Dakota Street
s Walnut Street - Tiedeman Avenue to 121st Avenue
121st Avenue - Gaarde Street to Walnut Street
A 98th Avenue - Signalization at Durham Road
o Fonner Street - Walnut Street to 115th Avenue
If, after the above-listed projects have been completed,
there are bond funds remaining, the alternative projects
listed below will be funded in order of priority shown:
a Commercial Street - North side, Main Street to Lincoln
1 Street
s Burnham Street - Main Street to Hall Boulevard
® Tigard Street - South side, Main Street to Tiedeman
Avenue
e Tiedeman Avenue - Greenburg Road to Tigard Street
a The proposed bond issue is for a period of 10 years in the
amount of $16 million. The Transportation Bond Task
Goals Update ' Page 4
September 2000
Force has been deactivated through Council Resolution No.
00-57; thereby allowing Task Force members the
opportunity to support the bond issue individually and
through formation of a citizen group for that purpose.
Resolution No. 00-57 commends the Task Force members
for a job exceptionally well done.
2. Review the results of the Atfalati Recreation District
Feasibility Study and determine if the City should support
formation of the district by endorsing forwarding the results
of the study to the Washington County Board of
Commissioners asking that a measure be placed on the
November 2000 ballot to form the District.
Staff Responsible: Public Works Director Ed Wegner
April 2000:
At the March 28, 2000, City Council Meeting, the City
Council passed on a 3 - 2 vote a Resolution consenting to
the formation of a new County Service District. The City
Manager was authorized to sign the Memorandum of
Understanding (MOU) for an amount not to exceed the
stated tax rates of $.48/1,000 operating and $.35/1,000
bond cost. The cities of Durham and Tualatin are yet to
act on support of the resolution, but are scheduled to do
so within the next few weeks, as is the Tigard-Tualatin
School District. The details of the MOU are being worked
out by all parties. When all resolutions are approved and a
MOU is completed, they will be forwarded to the County
Board of Commissioners.
Goals Update Page 5
September 2000
ONE=
June 2000:
The Washington County Board of Commissioners has
adopted an order declaring its intent to form the Atfalati
Recreation Partnership District, an ORS Chapter 451
County Service District. Two public hearings are
scheduled. The proposal is to seek voter approval in
November 2000, for a permanent rate levy of
approximately $0.83 per 1,000 assessed valuation for
operation and capital projects.
September 2000
Washington County Board of Commissioners has placed the
decision to establish a recreation special service district on
the November ballot. The ballot measure number is 34-23.
The task force has completed its work and has disbanded.
Cogan Owens Cogan has submitted its final report for phases
1 and 2 and executive summaries were distributed.
Staff is awaiting the election results to begin implementation
or to decide how the City of Tigard will need to address
recreational needs of the citizens of the community.
i
a
1
,nri°tA Page 6
September 2000
3. Assist the Tigard Central Business District Association to
develop a plan for the downtown.
Staff Responsible: Community Development Director Jim Hendryx
April 2000:
TCBDA contracted with the Oregon Downtown
Development Association to complete a Resource Team
report on downtown Tigard. A series of recommendations
resulted from this effort and will serve as a plan to shape
the downtown.
The Resource Team believes that it is important to
strengthen the downtown as the "heart" of the community.
It can be achieved, in part, through elements of design,
appropriate mixed use redevelopment, and capitalizing on
the downtown's image, history, and culture. Creating a
strong and positive image that promotes the specialness of
the downtown and marketing it to the community will
define and highlight its unique role.
The results of the report will be presented to Council on
April 18, 2000.
June 2000:
TCBDA and representatives from the Oregon Downtown
Development Association presented the report on
downtown Tigard to City Council on April 18, 2000.
The Association is currently evaluating conducting the
Tigard Daze event in the downtown. The final outcome of
those discussions will be presented to Council in July.
The Association has also investigated the feasibility of
replacing light pole banners along Main Street. A formal
Goals Update Page 7
September 2000
. r
request for funding will occur in July.
In conjunction with the Balloon Festival, TCBDA initiated a
treasure hunt with several downtown businesses
participating in the event and offering prizes.
The Association is evaluating the need to hire a part-time
manager to assist in implementing the Resource Team
Report and Action Plan. This will be presented at the July
18 meeting.
September 2000
Council recommended to support funding for a part-time
manager to assist the TCBDA in carrying out the
recommendations of the Resource Team. Furthermore,
funding was approved to hire the Oregon Downtown
Development Association (ODDA) to assist the
development of a funding source for the TCBDA. Council
also approved providing funds for the purchase of new
pole banners in the downtown area.
TCBDA is currently reviewing applications for the part-time
manager position and finalizing a contract with ODDA for
funding. The new banners have been ordered.
TCBDA has developed promotional efforts for the
downtown, including a business social (9/13/00), a
sidewalk sale (9/30/00), and holiday lighting
(Thanksgiving weekend).
a
i
i
3
a
a
Goals Update Page 8
September 2000
4. Complete the City Master Plan for Parks.
Staff Responsible: Community Development Director Jim Hendryx
and Public Works Director Ed Wegner. In addition, City Engineer Gus
Duenas is involved in the Summerlake management plan and
implementation.
April 2000:
Most of the current year projects included in the
implementation portion of the Park System Master Plan are
being carried out. Funding shortfalls have delayed the
implementation 'of two projects (upgrade playgrounds and
fenced dog park) on the 99/00 list.
. w .
Staff will update Council on April 11 on the status of park
projects,, potential land purchases, and available grant
funding.
June 2000:
The City lacks an adequate budget to fully implement the
Parks System Master Plan's recommendations for 2000-
2001. The expansion of Cook Park is underway and
several land acquisitions are pending. Several other
ambitious projects, such as the Tualatin River pedestrian
bridge and the development of two new neighborhood
parks, recommended in the Master Plan for current year
implementation have had to be postponed due to funding
shortfalls.
Goals Update Page 9
September 2000
a
September 2000
The Main Street and Fowler School segments of the Fanno
Creek Regional Trail are nearing completion. Both
segments included the installation of pedestrian bridges.
Two properties, the 0.6 acre Lund and the 11.3 acre
Brown properties have been added to the City's parkland
inventory. ODOT currently is implementing the wetland
creation and enhancement portion of the Woodard Park
Expansion Plan. This work will be completed in November.
A citizen's focus group has been formed to search for
suitable temporary and permanent fenced dog park sites.
The Park Master Plan identified the need for three such
sites.
The Cook Park wetland mitigation project is underway with
the completion of the plantings by October 12, 2000. All
plans and specifications for future construction projects at
Cook Park should be completed by November 15, 2000.
At Jack Park the new playground equipment and ground
cover have been installed. The City is working with the
neighbors and PGE on a lighting project. The City is also
getting quotes to fence the area by the apartments to
keep residents from driving into the park.
Goals Update Page 10
September 2000
i
jy 7
5. Determine the City's long-term water supply.
Staff Responsible: Public Works Director Ed Wegner
April 2000:
The City along with its Intergovernmental Water Board
members is presently looking at the following three long-
term water supply options:
® Portland Water Bureau
The wholesale water group has hired Paul Matthews
of Integrated Utility Group to negotiate with the
Portland Water Bureau on the wholesale water
contract. Tigard's proportionate share of the
contract is $23,101. There is no target date at this
time for a report from the consultant.
♦ Joint Water Commission
The Joint Water Commission has hired Economic and
Engineering Services, Inc. (EES) to work on their
facility plan and cost allocation study. After JWC
reviews this information they will forward it to Tigard
for review.
o South Fork Water Commission
The South Fork Water Commission has voted on
continuing to study the idea of equity ownership and
is preparing an RFP to move forward with this study.
Once the RFP has been approved, and a contract
issued, Tigard will know what their proportionate
share of the project will be. At this time, there are
no target dates for these matters.
Goals Update Page 11
September 2000
June 2000:
■ South Fork Water Commission
a. A consultant has been hired to review permitting and
other regulatory rules to make sure the plant
expansion could be a reality.
b. The consultants are preparing for a staff workshop in
mid-July to hear issues and criteria for.each agency.
c. In mid-September an elected officials workshop will
be held to discuss these needs and begin developing
a memorandum of understanding to continue. if
feasible, with this source:
■ Portland Water Bureau
a. Integrated Utility Group has reviewed reports on
water rates, demands forecast, and developed a
model to use in assessing the Portland proposal as it
pertains to economic impacts.
b. We are still awaiting a first draft outlining contract
concepts from the Portland Water Bureau. We were
told the document would be available by the end of
June. As of June 28, 2000, we have not received the
document.
■ Joint Water Commission
a. Economic and Engineering Services, Inc. reviewed
the Joint Water Commission Facility Plan with the
Intergovernmental Water Board. The cost of the
allocation portion of the study is ongoing.
b. Joint Water Commission partnering meetings have
been held with staff and I anticipate that at the July
14, 2000, meeting the Joint Water Commission will
be making a preliminary decision on the feasibility of
allowing Tigard into the Joint Water Commission for
both short- and long-term water supply.
c. Long-term water is still a concern with this proposal,
however, an Integrated Water Resources Group is
a actively exploring various options and we have been
included.
Goals Update Page 12
September 2000
September 2000
Portland Wholesale Contract
e Portland met with the wholesale contractors on 7/26/00
to present a "straw man" contract
o Wholesale contractors are meeting regularly to prepare
our thoughts and concerns
e Wholesale contractors will be presenting our
suggestions and contract objective to Portland staff on
October 5, 2000
Joint Water Commission
At the July 14, 2000, Joint Water Commission the
following recommendations were approved:
- Authorize the Joint Water Commission General
Manager to provide a water sales agreement for the
remainder of the 2000 calendar year.
- Direct staff to develop an Intergovernmental
Agreement (IGA) for Tigard to become a participant
with a built-in termination if additional source water
can not be developed.
- Direct staff to move forward on researching and
planning for the development of additional raw
water source.
South Fork/Clackamas River Water Supply
e Staff from participating agencies reviewed "fatal
flaw" findings from regulatory agencies. No fatal
flaws were discovered.
o A draft memorandum of understanding (MOU) is
being circulated between participating agencies for
adoption.
o The MOU states that signatories are interested in
developing an IGA with timetables explained and
some engineering. By approving the MOU, the City
is not bound to sign the IGA.
Goals Update Page 13
• September 2000
6. Establish an annexation policy for the City.
Staff Responsible: Community Development Director Jim Hendryx
April 2000:
Island areas of Walnut Island have been approved for
annexation and will come into the City on May 17, 2000.
Staff is in the process of developing a strategy to address
Bull Mountain and "non-island" areas of Walnut Island to
present to Council.
Council is scheduled to discuss the annexation policy on
April 25, 2000.
June 2000:
Staff presented annexation options on May 23, 2000.
Council directed staff to further research annexation
options, especially in terms of staff resources and public
outreach. Staff is following up on getting more detailed
information on what this approach entails.
September 2000
Staff is following up on Council's direction to do further
research on resource and public outreach needs for a Bull
Mountain annexation process.
Goals Update Page 1T
September 2000
7. Encourage and support private sector programs to
rehabilitate housing which will be offered for rent at
affordable rents, resulting in a safer environment for the
tenants (public safety, fire, life, sanitary).
Staff Responsible: City Manager Bill Monahan
April 2000:
On March 28, 2000, the City Council approved the request
of Community Partners for Affordable Housing to grant a
tax exemption. This is the third annual exemption granted
by the City for the Villa La Paz property. Sheila Greenlaw-
Fink of CPAH also reported that they have submitted an
application for funding for the construction of new housing
at a site in the northeast section of Tigard. That
application is now pending review.
CPAH is also interested in obtaining additional existing
housing to manage for lower income residents. The
agency hopes to balance their property ownership with a
mix of existing and new housing before undertaking
another bcquisition and rehabilitation project such as that
undertaken at Villa La Paz.
June 2000:
Community Partners for Affordable Housing (CPAH) has
received preliminary funding approval from the State of
Oregon for new construction of affordable housing at a site
on Greenburg Road, in the Washington Square Regional
Plan area. Community Development staff is working with
CPAH to determine the appropriate way to process a
request for land approval to develop the units. Among the
options are a comprehensive plan change, an
Goals Unriate Page 15
September 2000
M
interpretation, or completion of the implementation
elements of the Washington Square Regional Plan.
September 2000
Community Partners for Affordable Housing (CPAH) has
applied for a comprehensive plan amendment and rezone
to allow the construction of a 26 unit housing
development. The Planning Commission will consider the
application on September 18, 2000, with final motion
scheduled before the City Council on September 26.
CPAH's funding could be at risk if a decision is not final in
early October.
On September 19, the City Council discussed strategies to
promote the development of affordable housing. The
Council directed staff to return with specific
recommendations and prioritization of strategies.
i
3
Goals Update Page 16
September 2000
8. Develop a demonstration bus program for Tigard intra-city
services to be submitted to Tri-Met for consideration in
2000.
Staff Responsible: Community Development Director Jim Hendryx
April 2000:
Community Development staff has met with Tri-Met staff
as well as the Westside Transportation Alliance and others
to discuss the possibility of providing bus service
throughout Tigard, to serve those areas that have
populations which would benefit from service. A meeting
was held on January 20, 2000, where the Oregon Office of
Energy provided information on programs that could be of
benefit to Tigard residents.
At the close of the January 20 meeting, Tri-Met staff
offered to help City staff to develop a transit needs survey
which will be placed in the June, 2000 Cityscape to assess
the need and interest of the community for developing
demonstration bus service.
Staff will be presenting a draft Community Transit Needs
survey for City Council review and approval at the April 18
City Council workshop meeting. The revised survey will
then be included in the June Cityscape for City residents to
fill out and return to the City Planning staff.
June 2000:
Staff presented the transit needs survey and made
changes to the survey as per Council direction. The transit
needs survey appeared in the June issue of Cityscape.
The results of the survey are now being tabulated.
Goals Update Page 17
September 2000
d •
September 2000
The results are tabulated. City staff is working with Tri-
Met staff to survey Tigard's Hispanic community. Tigard
staff will be returning to Council and briefing them on the
survey results. Staff has also been meeting with Tri-Met
and the Westside Transportation Alliance and actively
pursuing funding for Welfare-to-Work, which enables low
income Tigard residents the opportunity to get to their
jobs.
i
i
i
i
i
3
a
a
Goals Update Page 18
September 2000
Task Update
The 2000 Goal Setting also resulted in creation of tasks to be completed in
2000. The status of these tasks is as follows:
1. Support' development of the Washington Square Regional
Center Plan -a task force developed a plan that is now before
Council for action in February. Further work on the need to
coordinate the improvement of infrastructure at the time of
development will be completed.
Staff Responsible: Community Development Director Jim Hendryx
April 2000:
Council approved the Zoning and Comprehensive Plan
Amendments with delayed implementation until issues of
storm water, open space, and funding of infrastructure are
addressed. Staff is currently working on developing a
scope of work to address these issues. _
June 2000:
Staff completed scope of work for the implementation
grant funded by both the State and City. The City has
recently issued a Request for Proposal (RFP). Staff is in
the process of selecting a team of consultants and
finalizing the contract.
Goals Update ' Page 19
September 2000
September 2000
The consultant team of Spencer and Kupper, Kittelson &
Associates, and Cogan/Owens/Cogan was the only
respondent to the RFP. City staff is working with the
consultants and ODOT staff in finalizing the work contract.
I
Goals Update Page 20
September 2000
2. Expand the use of the City's web page - the City made
significant strides in 1999 and will place even greater
emphasis on using the web page as a communication tool in
2000.
Staff Responsible: Finance Director Craig Prosser
April 2000:
Nancy Lof, Information Processing Technician, has
attended additional training on web site technology. New
software was purchased to optimize photographs, which
allows faster user load times when accessing our site. For
an example, the City Council page was redesigned with
this new software.
An internal Web Steering Committee has had an initial
meeting. One representative from each department
attends meetings on a quarterly basis and works with
Nancy and their departments to continuously review,
update, and expand use of this communication tool.
Examples of changes and uses of the web site include:
o Updates of the progress (and meeting announcements)
of the Transportation Bond Task Force.
New links added; i.e., to ODOT.
o New maps available for public view.
o A welcome message to the newly annexed Walnut
Island residents.
o News releases.
Local, county, and regional governments are working to
assist one another to develop links and explore new
developments in this technology. Metro is coordinating a
schedule of meeting topics; staff will monitor this schedule
to determine whether a representative should attend.
Goals Update Page 21
September 2000
J y
June 2000:
The Web Steering Committee has been meeting monthly
to provide direction for the growth of the web site. A draft
philosophy statement has been completed and is being
readied to forward to Executive Staff for review. The
Committee has also developed a list of needs for the City.
The Committee will be prioritizing the list, however it
appears the need for a web site search engine and
interactive forms are top priorities for all departments.
Office Services staff did a presentation on the web site for
Council. Council suggested adding a search engine,
council e-mail links and a consistent header on each page
to enhance the web site. Following up on the suggestions,
Council e-mail links and web page headers have been
completed. Nancy Lof is researching different options for
search engines and we anticipate the search engine being
added this year.
Areas of the web site that have been added or updated:
■ The Balloon Festival information was posted on the web
site. Hits for the first two Saturdays of the month were
pretty typical (28 - 30 hits.) The Saturday of the
balloon festival there were 114 hits.
■ Current park projects along with pictures are being
posted.
■ Agendas for Planning Commission and Hearings Officer
meetings are being posted.
■ Department' have also updated their web site and more
forms are available on-line.
■ Staff is reviewing the options for on-line lien searching.
s
Goals Update Page 22
September 2000
September 2000
The Web Committee has continued to meet to discuss how
to manage the growth of the City's web site. After
prioritizing the departmental needs and interests, Paul
deBruyn was brought into the discussion to help us
determine the best way to meet the Committee's goals. A
major area of discussion has been whether we can get the
needed expertise through contracting with a vendor or if
an in-house position is needed to monitor and direct the
site's growth. Mr. deBruyn recommended an in-house
position. Web Committee members have been working on.
the position justification and a job description. The
information will be forwarded to management this next
quarter for consideration.
The Web Committee's proposed policy on posting
information on the City's web site for non-profit
organizations went before Executive Staff. It was decided
that for the present time only events that are City-
sponsored will be posted.
e New additions to the web site include:
Working in conjunction with PGE - one-stop utility
shopping
o Posting of bid advertisements
♦ Complete Tigard Municipal Code in on-line
® Opinion poll for Visioning
® New look for the Library's calendar
L
Goals Update Page 23
September 2000
i '
3. (New) Strive for implementing a paperless Council meeting
in 2000. Staff will investigate the steps involved to convert
to Council use of notebook computers, receiving Council
packet information via the internet, rather than the present
Council packet materials.
Staff Responsible: Network Services Director Paul deBruyn and
Cathy Wheatley
April 2000:
Paul deBruyn and Cathy Wheatley met to review ideas for
transitioning to a "paperless City Council meeting packet."
Paul is in the process of identifying equipment needed (for
example, should we purchase laptops for each City Council
member) and the best way to transmit the City Council
packet to the City Council members. Paul and Cathy are
also reviewing what other cities are doing in this area.
June 2000:
At the May 16, 2000, Council meeting, it was decided that
the first step towards automating the routing of
information to the Council be the addition of e-mail links
on the City web site. As a result of that meeting, we have
added an e-mail link for each Council member. Mail from
citizens to Council members via these links are routed to
Cathy Wheatley with the individual Council members name
specified. Cathy Wheatley receives the mail and reroutes
or takes action as needed.
i
i
i
3
Goals Update Page 244
September 2000
e
September 2000
Paul deBruyn has installed a document scanner for
primary use by the Finance department, but with an
automatic document feeder attached. This will enable the
operator to insert up to fifty sheets of documents to be
scanned and the feeder will scan each sheet automatically.
This will vastly decrease the labor and time required to
scan in the various documents that are included in the
Council packet.
The City's Computer Services staff has prepared a laptop
for use by a Council member who will participate in our
trial period. We are working with a web vendor for
assistance in the modifications to the web page to execute
a download procedure.
r
Cathy Wheatley attended the Oregon Association of
Municipal Recorders Conference in September 2000. One
of the sessions was devoted to "Technology in the
Recorder's Office" and a portion of this session dealt with
the "paperless Council packet." The City Recorders from
Bend and Redmond shared their experiences. Both of
these cities publish packets electronically, which are
available on the Internet. Here are some highlights of
that presentation:
e It appears that it is best if the packet can be published
in a "text based" format. The City of Redmond uses
Adobe Acrobat for the download reader.
e During a "transition period" a hard copy of the Council
packet is still needed for some users.
e Because the packet material is available on the
Internet, other interested parties (including citizens,
attorneys, City staff) can download those portions of
the packet that are of interest to them.
e A hard copy still serves as the "record copy."
i
Goals Update Page 25
September 2000
♦ No cost savings are realized. Once the system is online,
staff time and costs for packet preparation are about the
same because of initial input of data (i.e., scanning and
formatting), support, and maintenance needs. However,
the advantage is that the information would be available
to anyone with computer access.
Laptops will need to be purchased for each of the
Councilors along with two power adapters; one for home
use and one available at City Hall.
♦ Councilors can have the ability to write notes for agenda
items and then "bookmark" them for quick accessibility.
Open meeting law requirements and public record
requirements must be followed. For that reason,
Redmond did not install e-mail access for their
Councilors.
Also, there are a number of other questions and issues that
can and will be resolved. For example, how would staff
members access Council packet information? Would it be
necessary to have a number of laptops at the Council
meeting for staff members as well, or will hard copies of
the packet still be necessary?
The City Recorder will continue to work on this goal during
the last quarter of 2000 with City staff and seek assistance
from the experience of other cities that use a paperless
council system. The target for implementation is during the
second quarter of 2001.
\\TIG333\USR\DEPTS\ADWCATHY\COUNCIL\GOAL UPDATE - 2000.D0C
{
{
{
a
]s
I
Goals Update Page 26
September 2000
KtVJ1J L.KLW L,UKKIUHN JUJ 14,) 2y44 Uct 11,UU 1S:1e No.UU2 P.U2
RAMIS Agenda item No. 1
CRHW Meeting of 10-t-1-DO
CORRIGAN &
BACHRACH, LLP
ArrORNF.YS AT LAW!
J727 N.W. "
tland'"t strut MEMORANDUM
Portland, , Oregon 97109
(503) 222.1402
Fax: (503) 243-2944
TO: Mr. William A. Monahan, City Administrator
City of 11gard
FROM: Timothy V. Ramis
City Attorney's Office
l7ATlr: October 12, 2000
RR; City Attorney Contract Review by Council
1 am writing to suggest a schedule for review of city attorney services. If it fits the Council's schedule,
I am prepared to discuss the subject at the study session on October 24. This would allow the Council
to advise you on October 17 of any information that they may want in advance of the conversation. On
the l8'h we could assemble the information so that it could be provided to the Council in a timely
manner.
1 am proposing no changes to the contract or to the rates. While the rates have remained unchanged for
three; years, l believe it is most appropriate to consider that.subject during the City's budget process. We
are reluctant to propose any changes in rate until after the smoke clears on the various ballot measures
that might affect the City's financial condition.
TVR/srb
tvr/tignrd/council/MonahanMm t
~3
AMENDMENT
CITY OF TIGARD, OREGON
PERSONAL SERVICES CONTRACT
This constitutes an amendment to that AGREEMENT made and entered into on the 9' day of
December, 1997 by and between the CITY OF TIGARD, a municipal corporation of the State of
Oregon, hereinafter called CITY, and O'Donnell, Ramis, Crew, Corrigan and Bachrach, LLP,
hereinafter called CONTRACTOR.
Section 10. is revised to substitute the following language
"CONTRACTOR: Timothy V. Ramis
O'Donnell Ramis Crew Corrigan & Bachrach, LLP
1727 NW Hoyt Street
Portland, OR 97209"
Signature Block is revised to substitute the following language:
"CONTRACTOR
By: , Timothy V. Ramis
Date: "
Exhibit A, Scope of Services, Section A is revised to substitute the following language:
"A. CONTRACTOR will be responsible for CITY legal representation as
authorized by the City Council and/or City Manager. Authorization to
perform specific tasks will come from the Mayor, City Council, City
Manager or other persons directly authorized by the Mayor, City Council
or the City Manager. Timothy V. Ramis will act as lead attorney. Timothy
V. Ramis is referred to herein as the "City Attorney."
Page 1 - PERSONAL SERVICES CONTRACT AMENDMENT
IN WITNESS WHEREOF, CITY has caused this Amendment to Agreement to be executed by its
duly authorized undersigned officer and ONTRACTOR has executed this Amendment to
Agreement on the date written belo
CITY OF ARD
By: Mayor
Da
jj~
By:
ity Manager
Date: 3~l~~Gf f/
CONTRACTOR
Timothy V. Ramis
Date: "S ( J
tw/figard/councit/psaamend(2il7/98Xsrb)
1
f
1
i
i
Page 2 - PERSONAL SERVICES CONTRACT AMENDMENT
CITY OF TIGARD, OREGON
PERSONAL SERVICES CONTRACT
THIS AGREEMENT made and entered into this R1~lday ofj~", 194~by and between the
CITY OF TIGARD, a municipal corporation of the State of Oregon, hereinafter called CITY, and
O'Donnell, Ramis, Crew, Corrigan and Bachrach, LLP, hereinafter called CONTRACTOR.
WITNESSETH
WHEREAS, CITY has need for the services of a law firm with the particular training, ability,
knowledge, and experience possessed by CONTRACTOR; and
WHEREAS, CITY has determined that O'Donnell, Ramis, Crew, Carrigan and Bachrach, LLP is
qualified and capable of performing the professional services as CITY does hereinafter require
under those terms and conditions set forth;
NOW, THEREFORE, in consideration of the mutual covenants contained herein, the parties
agree as follows: 00
1. LEGAL SERVICES TO BE PROVIDED:
CONTRACTOR agrees to complete work which is detailed in Exhibit "A", andkby this
reference made a part hereof.
2. EFFECTIVE DATE AND DURATION:
This Agreement shall become effective beginning January 1, 1998, and shall expire, unless
otherwise terminated or extended, on December 31, 2000.
3. CONTENSATION:
a. CITY agrees to pay CONTRACTOR in accordance with-this section for
performance of services described herein. Payment shall be based upon a detailed
monthly billing showing work performed and identifying specific legal matters
worked on.
PERSONAL SERVICES CONTRACT - Page 1
b. Hourly Rates:
Effective January 1, 1998 forward the hourly rates shall be as follows:
Partners $135.00
Sr. Associates & Special Counsel $125.00
Associates $115.00
Law Clerks/Legal Assistants $70.00
Secretarial $45.00
The parties may by mutual agreement adjust these rates.
C. The direct cost for such items as long distance charges, messenger services,
printing, mileage, copy charges (25 cents per page) and the like will be billed to
CITY, with no markup or overhead charge added, except that mileage charges for
trips between CONTRACTOR's office and CITY offices shall not be charged to
the CITY.
d. Payment by CITY shall release CITY from any further obligation for payment to
CONTRACTOR, for services performed or expenses incurred as of the date of the
statement of services. Payment shall not be considered acceptance or approval of
any work or waiver of any defects therein.
e. Payment will be made in installments based on CONTRACTOWs invoice, subject
to the approval of the City Manager, and not more frequently than monthly.
Payment shall be made only for work actually completed as of the date of the
invoice.
f. The CITY certifies that sufficient funds are available and authorized for
expenditure to finance costs of this contract.
4. OWNERSHIP OF WORK PRODUCT:
+
+
+ CITY shall be the owner of and shall be entitled to possession of any and all work
+ products of CONTRACTOR which result from this Agreement, including any
computations, plans, correspondence or pertinent data and information gathered by or
computed by CONTRACTOR prior to termination of this Agreement by CONTRACTOR
or upon completion of the work pursuant to this Agreement.
t
I
PERSONAL SERVICES CONTRACT - Page 2
5. ASS IGNMENTIDELEGATION:
Neither party shall assign, sublet or transfer any interest in or duty under this Agreement
without the written consent of the other and not assignment shall be of any force or effect
whatsoever unless and until the other party has so consented. If CITY agrees to
assignment of tasks to a subcontractor, CONTRACTOR shall be fully responsible for the
acts or omissions of any subcontractors and of all persons employed by them, and neither
the approval by CITY of any subcontractor nor anything contained herein shall be deemed
to create any contractual relation between the subcontractor and CITY.
6. STATUS OF CONTRACTOR AS INDEPENDENT CONTRACTOR:
CONTRACTOR certifies that:
a. CONTRACTOR acknowledges that for all purposes related to this Agreement,
CONTRACTOR is and shall be. deemed to be an independent contractor as defined
by ORS 670.700 and not an employee of CITY, shall not be entitled to benefits of
any kind to which an employee of CITY is entitled and shall be solely responsible
for all payments and taxes required by law. Furthermore, in the event that
CONTRACTOR is found by a.court of law or any administrative agency to be an
employee of CITY for any purpose, CITY shall be entitled to offset compensation
due, or to demand repayment of any amounts paid to CONTRACTOR under the
terms of this Agreement, to the full extent of any benefits or other remuneration
CONTRACTOR receives (from CITY or third party) as a result of said finding and
to the full extent of any payments that CITY is required or make (to
CONTRACTOR or to a third party) as a result of said finding.
b. The undersigned CONTRACTOR'hereby represents that no employee of the
CITY, or any partnership or corporation in which a CITY employee has an
interest, has or will receive any remuneration of any description from
CONTRACTOR, either directly or indirectly, in connection with the letting or
performance of this Agreement, except as specifically declared in writing.
C. CONTRACTOR certifies that it currently has a CITY business ficense or will
obtain one prior to delivering services under this Agreement.
d. CONTRACTOR is not an officer, employee, or agent of the CITY as those terms
are used in ORS 30.265.
PERSONAL SERVICES CONTRACT - Page 3
man
7. INDEMNIFICATION:
CITY has relied upon the professional ability and training of CONTRACTOR as a
material inducement to enter into this Agreement. CONTRACTOR warrants that all its
work will be performed in accordance with generally accepted professional practices and
standards as well as the requirements of applicable federal, state and local laws, it being
understood that acceptance of a contractor's work by CITY shall not operate as a waiver
or release.
CONTRACTOR agrees to indemnify and defend the CITY, its officers, agents and
employees and hold them harmless from any and. all liability, causes of action, claims,
losses, damages, judgments or other costs or expenses including attorney's fees and
witness costs and (at both trial. and appeal level, whether or not a trial or appeal ever takes
place) that may be asserted by any person or entity which in any way arise from, during or
in connection with the performance of the work described in this contract, except liability
arising out of the sole negligence of the CITY and its employees. Such indemnification
shall also cover claims brought against the CITY under state or federal worker's
compensation laws. If any aspect of this indemnity shall be found to be illegal or invalid
for any reason whatsoever, such illegality or invalidity shall not affect the validity of the
remainder of this indemnification.
8. INSURANCE:
a. CONTRACTOR, and its subcontractors, shall maintain insurance acceptable to
CITY in full force and effect throughout the term of this contract. Such insurance
shall cover all risks arising directly or indirectly out of CONTRACTOR's activities
or work hereunder, including the operations of its subcontractors of any tier. Such
insurance shall include provisions that such insurance is primary insurance with
respect to the interests of CITY and that any other insurance maintained by CITY
is excess and not contributory insurance with the insurance required hereunder.
b. The policy or policies of insurance maintained by CONTRACTOR shall provide at
least the following limits and coverages:
i. Commercial General Liability Insurance
CONTRACTOR shall obtain, at CONTRACTOR's expense, and keep in effect
during the term of this contract, Comprehensive General Liability Insurance
covering Bodily Injury and Property Damage on an "occurrence" form (1986 ISO
or equivalent). This coverage shall include Contractual Liability insurance for the
indemnity provided under this contract. The following insurance will be carried:
PERSONAL SERVICES CONTRACT - Page 4
Coverap-e Lima
General Aggregate 2,000,000
Each Occurrence 1,000,000
ii. Professional Liability Insurance
CONTRACTOR shall obtain, at CONTRACTOR's expense, and keep in effect
during the term of this contract, Professional Liability Insurance. This coverage
shall include Annual Aggregate & Per Occurrence limits of $2,000,000 per
attorney.
iii. Commercial Automobile Insurance
CONTRACTOR shall obtain, at CONTRACTOR's expense, and keep in effect
during the term of this contract, "Symbol 1" Commercial Automobile Liability
coverage. The Combined Single Limit per occurrence shall not be less than
$1,000,000.
iv. Workers' Compensation insurance
The CONTRACTOR and all employers providing work, labor or materials under
this contract are subject employers under the Oregon Workers' Compensation
Law and shall comply with ORS 656.017, which requires them to provide
workers' compensation coverage that satisfies Oregon law for all their subject
workers.
V. Additional Insured Provision
The City of Tigard, Oregon, its officers, directors, and employees shall be added as
additional insureds with respect to this contract. The General Liability Insurance
policy will be endorsed to show this additional coverage.
vi. Notice of Cancellation
There shall be no cancellation, material change, exhaustion of aggregate limits or
intent not to renew insurance coverage without 30 days written notice to the
CITY. Any failure to comply with this provision will not affect the insurance
coverage provided to the CITY. The 30 days notice of cancellation provision shall
be physically endorsed on to the policy.
PERSONAL SERVICES CONTRACT - Page 5
vii. Insurance Carrier Rating
Coverages (other than Workers' Compensation) provided by the CONTRACTOR
must be underwritten by an insurance company deemed acceptable by the CITY.
The CITY reserves the right to reject all or any insurance carrier(s) with an
unacceptable financial rating.
viii. Certificates of Insurance
As evidence of the insurance coverage required by this contract, the
CONTRACTOR shall furnish a Certificates of Insurance to the CITY. No
contract shall be effected until the required certificates have been received and
approved by the CITY. The certificate will specify and document all provisions
within this contract. A renewal certificate will be sent to the address listed in this
section 10 days prior to coverage expiration.
ix. Primary Coverage Clarification
All parties to this contract hereby agree that the CONTRACTOR's coverage will
be primary in the event of a loss.
CONTRACTOR's insurance policy shall contain provisions that such policies shall not be
canceled or their limits of liability reduced without thirty (30) days prior notice to CITY.
A copy of each insurance policy, certified as a true copy by an authorized representative of
the issuing insurance company, or at the discretion of CITY, in lieu thereof, a certificate in
form satisfactory to CITY certifying to the issuance of such insurance shall be forwarded
to:
Loreen R. Mills
Risk Manager
13125 SW Hall Blvd.
Tigard, OR. 97223
Such policies or certificates must be delivered prior to commencement of the work. Ten
days cancellation notice shall be provided CITY by certified mail to the name at the
address listed above in event of cancellation or non-renewal of the insurance.
i The procuring of such required insurance shall not be construed to limit
CONTRACTOR's liability hereunder. Notwithstanding said insurance, CONTRACTOR
shall be obligated for the total amount of any damage, injury, or loss caused by negligence
f or neglect connected with this contract.
f
PERSONAL SERVICES CONTRACT - Page 6
9. PROFESSIONAL SERVICES:
The CITY requires that services provided pursuant to this Agreement shall be provided to
the CITY by a CONTRACTOR which does not represent clients on matters contrary to
CITY interests. Further, CONTRACTOR shall not engage services of an attorney and/or
other professional who individually, or through members of his/her same firm, represents
clients on matters contrary to CITY interests.
Should the CONTRACTOR represent clients on matters contrary to CITY interests or
engage the services of an attorney and/or other professional who individually, or through
members of his/her same firm, represents clients on matters contrary to CITY interests,
CONTRACTOR shall'consult with the appropriate CITY representative regarding the
conflict.
After such consultation, the CONTRACTOR shall have 30 days to eliminate the conflict
to the satisfaction of the CITY. If such conflict is not eliminated within the specified time
period, the Agreement may be terminated pursuant to Section 13(b)(iii) of this agreement.
10 METHOD AND PLACE OF GIVING NOTICE, SUBMITTING BILLS AND MAKING
PAYMENTS.
All notices shall be made in writing and may be given by personal delivery or by mail.
Notices sent by mail should be addressed as follows:
CITY: City Manager
City of Tigard
13125 SW Hall Blvd.
Tigard, OR. 97223
CONTRACTOR: Pamela J. Beery
ODonnell Ramis Crew Corrigan & Bachrach, LLP
1727 NW Hoyt Street
Portland, OR 97209
and when so addressed, shall be deemed given upon deposit in the United States mail,
postage prepaid. In all other instances, notices, bills and payments shall be deemed given
at the time of actual delivery. Changes may be made in the names and addresses of the
person to whom notices, bills and payments are to be given by giving written notice
pursuant to this paragraph. All bills and payments shall be sent to the CITY's Finance
Director.
PERSONAL SERVICES CONTRACT - Page 7
11. MERGER:
This writing is intended both as a final expression of the Agreement between the parties
with respect to the included terms and as a complete and exclusive statement of the terms
of the Agreement. No modification of this Agreement shall be effective unless and until it
is made in writing and signed by both parties.
12. TERMINATION WITHOUT CAUSE:
At any time and without cause, CITY shall have the right in its sole discretion, to
terminate this Agreement by giving notice to CONTRACTOR. If CITY terminates the
contract pursuant to this paragraph, it shall pay CONTRACTOR for services rendered to
the date of termination. Termination by CITY must be done by motion of the City
Council.
13. TERMINATION.WITH CAUSE:
a. CITY may terminate this Agreement effective upon delivery of written notice to
CONTRACTOR, or at such later date as may be established by CITY, under any
of the following conditions:
i. If CITY funding from federal, state, local, or other sources is not obtained
and continued at levels sufficient to allow for the purchase of the indicated
quantity of services. This Agreement may be modified to accommodate a
reduction in funds.
ii. If federal or state regulations or guidelines are modified, changes, or
interpreted in such a way that the services are no longer allowable or
appropriate for purchase under this Agreement.
iii. If any license or certificate required by law or regulation to be held by
CONTRACTOR, its subcontractors, agents, and employees to provide the
services required by this Agreement is for any reason denied, revoked or
not renewed.
iv. If CONTRACTOR becomes insolvent, if voluntary or involuntary petition
in bankruptcy is filed by or against CONTRACTOR, if a receiver or trustee
is appointed for CONTRACTOR, or if there is an assignment for the
benefit of creditors of CONTRACTOR.
Any such termination of this Agreement under paragraph (a) shall be without prejudice to
any obligations or liabilities of either party already accrued prior to such termination.
PERSONAL SERVICES CONTRACT - Page 8
b. CITY, by written notice of default (including breach of contract) to
CONTRACTOR, may terminate the whole or any part of this Agreement:
i. If CONTRACTOR fails to provide services called for by this Agreement
within the time specified herein or any extension thereof, or
ii. If CONTRACTOR fails to perform any of the other provisions of this
Agreement, or so fails to pursue the work as to endanger performance of
this Agreement in accordance with its terms, and after receipt of written
notice from CITY, fails to correct such failures within ten (10) days or
such other period as CITY may authorize.
iii. If CONTRACTOR fails to eliminate a conflict as described in Section I 1 of
this Agreement.
The rights and remedies of CITY provided in the above clause related to defaults
(including breach of contract) by CONTRACTOR shall not be exclusive and are in
addition to any other rights and remedies provided by law or under this Agreement.
If CITY terminates this Agreement under paragraph (b), CONTRACTOR shall be entitled
to receive as full payment for all services satisfactorily rendered and expenses incurred, an
amount which bears the same ratio to the total fees specified in this Agreement as the
services satisfactorily rendered by CONTRACTOR bear to the total services otherwise
required or be performed for such total fee; provided, that there shall be deducted from
such amount the amount of damages, if any, sustained by CITY due to breach of contract
by CONTRACTOR. Damages for breach of contract shall be those allowed by Oregon
law, reasonable and necessary attorney fees, and other costs of litigation at trial and upon
appeal.
14. ACCESS TO RECORDS:
CITY shall have access to books, documents, papers and records of CONTRACTOR that
are directly pertinent to this Agreement for the purpose of making audits, examinations,
excerpts and transcripts.
15. CITY ATTORNEY BAR MEMBERSHIP/OCAA MEMBERSHIP REQUIREMENTS:
City Attorney is responsible for maintaining City Attorney's professional standing as a
member of the Oregon State Bar Association and the Oregon City Attorney's Association.
PERSONAL SERVICES CONTRACT - Page 9
16. NON-WAIVER:
The failure of CITY to insist upon or enforce strict performance by CONTRACTOR of
any of the terms of this Agreement or to exercise any rights hereunder, should not be
construed as a waiver or relinquishment to any extent of its rights to assert or rely upon
such terms or rights on any future occasion.
17. ATTORNEYS' FEES:
In case suit or action is instituted to enforce the provisions of this contract, the parties
agree that the losing party shall pay such sum-as the court may adjudge reasonable
attorney fees and court costs, including attorney's fees and court costs on appeal.
18 GOVERNING LAW:
The provisions of this Agreement shall be construed in accordance with the provisions of
the laws of the State of Oregon. Any action or suits involving any question arising under
this Agreement must be brought in the appropriate court of the State of Oregon.
19. COMPLIANCE WITH APPLICABLE LAW:
CONTRACTOR shall comply with all federal, state and local laws and ordinances,
applicable public contracts, and to the work to be done under this contract.
20 CONFLICT BETWEEN TERMS:
It is further expressly agreed by and between the parties hereto that should there by any
conflict between the teens of this instrument in the proposal of the contract, this
instrument shall control and nothing herein shall be considered as an acceptance of the said
terms of said proposal conflicting herewith.
21. AUDIT:
CONTRACTOR shall maintain records to assure conformance with the terms and
conditions of this Agreement, and to assure adequate performance and accurate
expenditures within the contract period. CONTRACTOR agrees to permit CITY, the
9 State of Oregon, the federal government, or their duly authorized representatives to audit
a all records pertaining to this Agreement to assure the accurate expenditure of funds.
N
PERSONAL SERVICES CONTRACT - Page 10
22, SEVERABILITY:
In the event any provision or portion of this Agreement is held to be unenforceable or
invalid by any court of competent jurisdiction, the remainder of this Agreement shall
remain in full force and effect and shall in no way be affected or invalidated thereby.
23. COMPLETE AGREEMENT:
This Agreement and attached exhibits constitutes the entire Agreement between the
parties. No waiver, consent, modification, or change of terms of this Agreement shall bind
either party unless in writing and signed by both parties. Such waiver, consent,
modification, or change if made, shall be effective only in specific instances and for the
specific purpose given. There are no understandings, agreements, or representations, oral
or written, not specified herein regarding this Agreement. CONTRACTOR, by the
signature of its authorized representative, hereby acknowledges that he has read this
Agreement, understands it and agrees to be bound by its terms and conditions.
IN WITNESS WHEREOF, CITY has caused this Agreement to be executed by its duly
authorized undersigned officer and CONTRACTOR has executed this Agreement on the date
hereinabove first written.
CITY OF GARD
By: Mayor
D ~a ICt 6?
By:~ ^ try Manager
Date: / 2 f 12
CONTRACTOR
By: 57 Pamela J. Beery, 10^a--o.te; 2
Date:
i By: Timothy V. Ramis
Date: l y r 2-1 If 7
PERSONAL SERVICES CONTRACT - Page 11
EXHIBIT "A"
SCOPE OF SERVICES
A. CONTRACTOR will be responsible-for CITY legal representation as authorized by the
City Council and/or City Manager. Authorization to perform specific tasks will come
from the Mayor, City Council, City Manager or other persons directly authorized by the
Mayor, City Council or the City Manager. Pamela J. Beery will act as lead attorney.
Timothy V. Ramis is referred to herein as the "City Attorney".
B. Unless otherwise specified by the Mayor, City Council or the City Manager,
CONTRACTOR will be responsible for:
i. Legal aspects of general administration of CITY business, including preparing and
providing legal opinions, assist with establishment of correct procedures, drafting
and reviewing ordinances, resolutions, contracts, orders, agreements, and other
legal documents, and related tasks needed to support CITY personnel, the Council
and Commissions.
da
ii. Training of nonlegal personnel in the performance of legally related tasks in order
to reduce legal expenses.
iii. Regular attendance at City Council meetings and attendance at other municipal
meetings on request.
iv. Municipal Court prosecution.
V. Review City Council packets and provide advice prior to meetings. Review
Planning Commission packets when requested and provide timely advice prior to
meetings.
vi. Ensure that all current and future codes and ordinances are in compliance with
state and federal laws, current and future.
C. Legal activities such as complex litigation and special project assignments which fall
outside of the above categories, and which would include costs exceeding the projections
of the City's budget for legal services, must be authorized by the City Council. City
Attorney and the City Manager will regularly review the level of expenditures on legal
services and will prioritize projects in order to stay within the budgeted amounts.
PERSONAL SERVICES CONTRACT - Page 12
MINE 111111111 111, 11110111
D. The City Attorney will coordinate with the City Manager and department heads, but
within the chain of command shall report directly to the City Council. In this regard, in
the event a conflict develops between the Council and City Manager, the City Attorney
will represent the Council but will notify the City Manager at first knowledge of a conflict.
E. The City reserves the right in appropriate situations to retain separate outside counsel. It
is recognized that the City presently utilizes other law firms to provide representation in
personnel issues, labor relations, and water related matters (i.e., water rights, water
supply).
pJb/a=VM24/cityatty.ps3(1213197)
PERSONAL SERVICES CONTRACT - Page 13
May 17, 2000 c, OF 71GARD
OREGON
Mr. Dayle Beach
11530 SW 72nd Avenue
Tigard, OR 97223
Dear Mr. Beach:
I am in receipt of your letter of May 14, 2000, regarding the City's use of the Ramis,
Crew, Corrigan and Bachrach law firm as its city attorneys. You have raised a number
of issues to support your position that the City should consider having an in-house City
Attorney.
I will forward a copy of your letter to the members of the City Council. The Tigard City
Charter provides that the City Council is vested with the authority to select the City
Attorney. Our City Attorney operates under a contract with the City, which is due for
review at the end of this calendar year. During the last review of the City Attorney's
contract, which led to the City and the firm entering into a Personal Services Contract
on December 9, 1997, City Council considered whether an in-house attorney was
preferable to a contractual relationship. Earlier in 1997 members of the Administration
staff reviewed the City Attorney arrangements in several local jurisdictions to compare
the pros and cons of in-house and contract attorneys. That report was provided to the
City Council for consideration.
Thank you for your views on this matter. 1 am sure that the City Council will consider
your letter and concerns as it prepares for review of attorney services later this year.
Sincerely,
a William A. Monahan
City Manager
c: Members of City Council
Tim Ramis
I:WMB IL0000517.00C
13125 SW Hall Blvd., Tigard, OR 97223 (503) 639-4171 TDD (503) 684-2772
11530 SW 72nd Ave, RECEIVED C.O.T.
Tigard, OR 97223
May 14, 2000 MAY 17 2000
Mr. William Monahan
City Administrator AdminiStM lon
City of Tigard
Qty Hall
Tigard, Oregon 97223
Dear Mr. Monahan:
1 have long believed that the City of Tigard should dismiss the Ramis law firm and have its own legal department with its,own
staff attomey. A city attorney loyal only to the city's best interests would have never entangled the city in anything like the
ABoy Pasco. A salaried city attorney would have nothing to gain from countless hours of litigation, whereas a law Inn which is
compensated on an hourly basis would certainly have much to gain Inancially from lengthy litigation.
It has been argued that establishing a legal department for the City of Tigard would be quite costly. But if the Qty had had its
own staff attorney over the past few years, I am positive that the City would not have been forced to pay out a rrulion plus
dollars in damages to ABoy. Over the long haul, I am confident that the Qty would save a considerable sum of money with its
own attorney and legal department.
Furthermore, I am bothered by possible conflict of interest. The Ramis law inn senses private clients as well as the City of
Tigard. Do any of these corporate and personal clients have vested interests in Tigard real estate and businesses? Any such
client might want to develop on a plot of land, and in doing so, would have to conform to certain zoning laws and standards.
How convenient it would be for the city's law inn to pave the way for such a client. And the result may not be in the city's best
interests.
Yes, the law firm can claim that it represents no private client who has any interest in developing real estate in Tigard. And I
would Pike to believe that that is true. But if the law Inn is to continue to be an advocate for the City of Tigard, it should allow
itself to be subjected to a thorough audit on a periodic basis.
Also, I believe that the law firm should be required to publicly reveal the names of all its clients on a periodic basis. That way
conflict of interest could be more readily spotted by the Tigard citizens, any of whom may have inside knowledge.
May I please have your thoughts on this matter?
Thank you.
Yours truly,
Dayle Beach