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City Council Packet - 09/21/2010 City of Tigard T Workshop Meeting - Agenda TIGARD CITY COUNCIL MEETING DATE AND TIME: September 21, 2010 - 6:30 p.m. MEETING LOCATION: City of Tigard - Town Hall - 13125 SW Hall Blvd., Tigard, OR 97223 PUBLIC NOTICE: Times noted are estimated. 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. 2410 (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 by calling: 503- 639 -4171, ext. 2410 (voice) or 503- 684 -2772 (TDD - Telecommunications Devices for the Deaf). Workshop meetings are cablecast on Tualatin Valley Community TV as follows: Replay Schedule for Tigard City Council Workshop Meetings - Channel 30 • Every Sunday at 11 a.m. • Every Monday at 6 a.m. • Every Tuesday* at 2 pm ( *Workshop meetings are not aired live. Tuesday broadcasts are a replay of the most recent workshop meeting.) • Every Thursday at 12 p.m. • Every Friday at 3 a.m. SEE ATTACHED AGENDA i City of Tigard Tigard Workshop Meetin - A g enda v 041> TIGARD CITY COUNCIL MEETING DATE AND TIME: September 21, 2010 - 6:30 p.m. MEETING LOCATION: City of Tigard - Town Hall - 13125 SW Hall Blvd., Tigard, OR 97223 6:30 PM • EXECUTIVE SESSION: The Tigard City Council may go into Executive Session. [fan Executive Session is called to order, the appropriate ORS citation will be announced identifying the applicable statute. All discussions are confidential and those present may disclose nothing from the Session. Representatives of the news media are allowed to attend Executive Sessions, as provided by ORS 192.660(4), but must not disclose any information discussed. No Executive Session may be held for the purpose of taking any final action or making any final decision. Executive Sessions are closed to the public. 1. WORKSHOP MEETING A. Call to Order- Tigard City Council B. Roll Call C. Pledge of Allegiance D. Council Communications & Liaison Reports E. Call to Council and Staff for Non - Agenda Items 2. EXECUTIVE SESSION: There is no Executive Session scheduled. 3. RECEIVE REPORT ON THE WATER RATE STUDY FINAL RECOMMENDATIONS FROM THE CONSULTANT AND UPDATE ON SYSTEM DEVELOPMENT CHARGES 6:35 p.m. (Time is estimated.) 4. DISCUSS THE 2035 TIGARD TRANSPORTATION SYSTEM PLAN (TSP) (CPA2010- 00001) 8:05 p.m. (Time is estimated) 5. REVIEW COUNCIL GROUNDRULES UPDATE INCLUDING NEW COUNCIL CODE OF CONDUCT 9:05 p.m. (Time is estimated) 6. NON AGENDA ITEMS 7. ADJOURNMENT AIS -45 Item #: 3. Workshop Meeting Date: 09/21/2010 Length (in minutes): 90 Minutes Agenda Title: Report on the Water Rate Study Final Recommendations from the Consultant and Update on System Development Charges Prepared By: Kathy Mollusky, Public Works Item Type: Update, Discussion, Direct Staff Meeting Type: Council Workshop Mtg. Information ISSUE Consultant will present the Water Rate Design recommendations and present final SDC methodology and SDC update findings including a recommended SDC Fees and Charges phase -in schedule. STAFF RECOMMENDATION / ACTION REQUEST Discuss water rate analysis and provide direction to staff to prepare Council action for water rate structure, water rate, and SDC rates revisions. KEY FACTS AND INFORMATION SUMMARY • Council adopted a partnership agreement with Lake Oswego in August 2008 to purchase water system capacity, to be available before June 2016. • Tigard's portion for funding this partnership will require revenue bonded debt to be repaid by rate revenues generated by Tigard Water Service Area customers. • The Water Rate Study and Water SDC Update Project provides Council with the information regarding water rates, fees and charges needed for the water partnership. • The Water Financial Plan provides a systematic long range plan incorporating water rates and SDC fees and charges that will be needed to generate the anticipated revenue required to fund the Lake Oswego Tigard Joint Water Supply. • Council met with the financial consultants regarding this issue at their June 15 and July 20 workshops. • Council is scheduled to consider adopting the Water Financial Plan on November 9 (water rate schedule) and December 14 (SDC fees and charges schedule). OTHER ALTERNATIVES None. COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS Five -Year Council Goal: Develop long -term financial strategy. Long -Term Council Goal: Continue to monitor the Lake Oswego- Tigard Water Partnership. DATES OF PREVIOUS COUNCIL CONSIDERATION June 15, 2010 - Introduction to the Water Financial Plan project July 20, 2010 - Financial strategy for the LO Tigard Joint Water Supply Project and revenue requirements to fund the project through revenue bonds Fiscal Impact Cost: 118,000,000 Budgeted (yes or no): yes Where Budgeted (department /program): 530 Additional Fiscal Notes: The fiscal impact of this project are two fold: The Lake Oswego Tigard Joint Water Supply Project, for the purposes of this project and study, are estimated at $200,000,000 with Tigard's contribution share equal to $118,000,000 This project shall be funded through revenue bonds over a five to seven year period, depending on the water financial plan recommendations. The revenue required to meet these additional bond debt service payments is estimated at $9,000,000 per year at the end of the funding requirements and completion of the regional water system. It is estimated that these additional requirements will require current water rates to increase by double the current amount. Water rates will stabilize by 2016 -2017 and are anticipated to remain stable over the next 5 -10 years. Attachments No file(s) attached. Agenda Item No. Meeting of q AV/0 'da City of Tigard and Re ce,'ved qJl 7/1v s Co coi ci f � eWslef-fer }�I. ,f . i . ` ` Memorandum To: City Council From: Dennis Koellermeier, Public Works Director Re: Water Financial Plan Update — Water Rate Increases and Design Date: September 13, 2010 The purpose of this memo is to provide Council with an overview of the forthcoming recommendations regarding water rate design and water rate increases. The attached PowerPoint is the material Staff and our consultant will present during your September 21" meeting. These changes are needed to provide the funding to complete the Lake Oswego Tigard Joint Water Supply Project by June 2016. The option to partner with Lake Oswego (the Partnership) is still the least expensive of the four options available to Tigard (Lake Oswego, Joint Water Commission, Wilsonville - Willamette River, and Portland) for a long term water supply. Under the Partnership, Tigard gains the ability to control future costs, along with an ownership share in a local high quality dr+nki g water source. A preliminary estimate indicates Tigard's share of capital costs to upgrade the Partnership's key facilities will be $118 million. These costs are proposed to be funded through a raise in water rates and by increasing system development charges (SDCs) — one -time charges paid by new development to offset the cost of new capacity. The project costs would be debt - financed, with both cities selling bonds to be repaid with interest over a 25 -year period. A Water Financial Plan is under development to determine water rates and fees and the water rate structure necessary to pay for water source ownership, ongoing water system operations and other long -term water system needs identified in the Water Master Plan. The Water Financial Plan will be completed by October 2010 and presented to City Council in November for discussion and adoption. A preview of several recommendations follows. Water Rate Design Recommendations: The water financial planning team is recommending several changes to the Tigard Water Service Area's rate design. The recommendations are based on careful study of Tigard's water system revenue needs and financial best management practices. Updating the current rate design would result in several significant benefits: ✓ Provide a more stable revenue source . ✓ Be equitable for all rate payers V Encourage water conservation Recommendations: 1. Increase the fixed charges. Fixed charges are currently too low and do not cover fixed costs. Fixed costs are expenses that pay for the water system and are not dependent on water consumption (debt services, labor, etc.). Increasing fixed charges will provide a more stable revenue source to pay for the known system costs that are not linked to fluctuations in water use. 2. Charge fixed fee proportional to meter size. Currently, customers with large meters (multi - family residential complexes, commercial customers, etc.) pay the same $6.86 bi- monthly fixed fee as single family residents. That means a meter that provides water to 100 apartments, or supplies a commercial customer thousands of gallons of water per day, pays the same $6.86 fixed charge as a single family home, although the larger meters costs more to test, maintain and replace, and allows a larger draw on the system. To make the rate structure more equitable, the recommendation is to charge a fixed fee proportional to the size of the meter. Charging a fixed fee that is proportional to the meter size will result in large multiple unit residential and commercial customers seeing a larger percentage increase for their water bill than residential customers. 3. Utilize a tiered water rate, Under the current rate structure, variable rates differ by customer class, but not by the quantity of water used. There is no price incentive to use less water, as customers using large volumes of water pay the same variable charge as those using less. With a tiered system, customers pay more for the water they consume beyond certain threshold amounts, which encourages water conservation. Other Recommendations; Move to monthly billing. Monthly billing is easier on family budgets and provides a more timely account of water consumption, allowing customers to adjust water use to avoid high water bills. Another benefit is that major household leaks are discovered and fixed sooner than on a bi- monthly billing schedule. Increase water rates on a schedule that enables Tigard to obtain bond financing for water system ownership. New bond financing requirements mean water rates must increase now, or the joint water supply project will be delayed. A delay would mean that Tigard's contract with Portland, set to expire in 2016, would need to be renewed, and that cost would come at a premium. Tigard Water Service Area's current water rate for a typical residential household is $28 per month. That will increase to $30 per month on October 1, 2010, consistent with a four -year financial plan approved by City Council in 2007. Another water rate hike to increase water fund revenues to the 34.5% recommended level may take effect in January 2011. The expected water rate for a typical residential household after the January 2011 increase would be $38 per month. This is about $10 more a month than the current typical bill before the October l' rate increase. Economic Crisis Assistance for Water Customers Tigard is committed to providing affordable water service to all customers and recognize that raising rates in the current economic climate is difficult. A new program under development will assist families and individuals in economic crisis situations with their water bills. It will be coordinated through Care to Share, a 501c3 charity that currently provides similar coordination services to City of Beaverton Water and Tualatin Valley Water District. More information on the program will be presented to City Council on October 19, 2010. Next Steps The financial plan will be considered fot adoption by the Tigard City Council on November 9, 2010. The updated system development charges (SDCs) methodology is scheduled to be considered by the City Council on December 14. As we continue to move through the process of adoption of these recommendations with Council, please contact me regarding any questions that you may have. ._. - --. -- 1,... . .. ... . . . . . ., ...t.- ,,, ... , 4 , ' ' . '"*"..mor, li --,,,,,.. - a 'Ye - ..-- - N..to - -. ,,,,,, ..,..- . $1--..-. , t . ,,,. , • — ..2,....., SIN .3r,,,,,, , , . ... . . ' - - - ' , - • ...‘ ' .. 't, -* " - A - , :»...... ' ". . 0 --- ''4.. ....., " ` .,-* fiti . -• - ;a:."' - ' • ' ,. ... ! ,,, _. :'''' ....., . „„ R. ...., - 1,, ., . ......2 . .....; ., - • : •,..«.',‘ — - Ili '. ' - V it ' ,.'", . -,,„,•-• ; ----- „. '''"*-- - • • - i ' "" . - - . ' ' . '''' :: ' - -; . 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A IIN F ALM RN ions DVISO O M COL PI IC • Topics for Today Review Tigard's capital funding requirements and Lake Oswego partnership cost estimate Meeting challenges with conservation -based (tiered) rates Things to consider when adopting conservation rates Review results of Staff recommendation from rate design workshop Review final results of water system development charge update REI O)A K 2 • • •• CONSULTING Pathways to Lasting Solutions • • o v1' ° o MLCOLM PIBNIC Key Assumptions Lake Oswego / Tigard Partnership Cost Estimates • $118 million total cost for Tigard • Funded with combination of rate adjustments, increased SDC revenues, and debt financing 3 REL�AK • 'CONSULTING Pathways to Lasting Solutions • • •• • _•• ••.«,••••,_ Water Capital Funding Requirements Capital Funding Activities $80 $70 $60 $50 �. $40 — { $30 $20 $10 $0 2011 2012 2013 2014 2015 2016 Funded CIP • Bond Issues REIO)A K 4 • • •• CONSULTING • Pathways to Lasting Solutions • • • DIVISION Of M•LCOLM PIRNI[ • Annual Capital (Iflflated) Year Annual CIP FY2011 $9,911,141 FY2012 16,242,522 FY2013 23,865,900 FY2014 43,447,985 FY2015 38,072,352 FY2016 2,614,171 FY2017 4,252,554 FY2018 6,935,477 FY2019 862,835 FY2020 909,012 Totals $147,113,949 5 : RER)A K • • •• CONSULTING P athways to Lasting Solutions • • * RIVI,IRN o. MI ICOLM IRNI[ Meeting Ti ard's Current Challenges g Revenue Stability • Increase fixed charges • Revise equivalent meter schedule Equity • Revise equivalent meter schedule • Implement tiered rates r _ Conservation • Implement tiered rates 7 •'•::: REIWDAK 6 • • •' CONSULTING Pathways to Lasting Solutions • • • — or M•LCOLM PIRNIE J ReveI es to y1 titihty Co Fixed costs are high -- •— i • Fixed costs are typically 70 -95% of total annual costs • E.g., labor, debt service, etc. Variable costs are typically low • E.g., power, chemicals, etc. ti • Exception for those utilities that purchase water from wholesale providers (Contract terms determine the s .r portion of wholesale costs that are fixed) 7 • • : REF)AK • • •• CONSULTING Pathways to Lasting Solutions • • • • D V13,OM OF MALCOLM .IaNIl Challenges to Revenue Stability: Tigard's Water Utili ty Cost Structure Revenue Composition 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Cost Current Revenue • Fixed Variable -.- , - • REIO)AK 8 • • •• CONSULTING Pathways to Lasting Solutions . OI VI SIGN o� M�LCOLM PINNIC • Challenges to Revenue Stability and Equity: Existing Monthly Fixed Charges Meter Base Booster Size Cha • e Cha ' e 5/8" X 3/4" $3.43 $3.03 1" 3.43 3.03 1 1/2" 3.43 3.03 2" 3.43 3.03 3" 3.43 3.03 4" 3.43 3.03 6" 3.43 3.03 8" 3.43 3.03 10" 3.43 3.03 12" 3.43 3.03 RETDAK 9 • • •' CONSULTING P athways to Lasting Solutions • • • A OIVISIOq Of MAL[OLM OIRNIE Users with Large Meters Use More Water Average Consumption per Equivalency Meter Size Da • • r Meter Factor 5/8 x3/4 Inch 0.29 1.0 1 Inch 0.77 2.7 1.5 Inch 2.32 8.0 2 Inch 3.76 13.0 3 Inch 6.63 22.9 4 Inch 13.61 47.0 6 Inch 50.0 8 Inch 80.0 * Note: Consumption data for meters larger than 4- inches was statistically insufficient. AWWA hydraulic capacity equivalent were used for meters larger than 4- inches. REF)AK 10 • • •• CONSULTING P athways to Lasting Solutions • • • • CIYIfIUN or M ►LCOLM PIRNIC • Challenges to Equity and Conservation: Sending an Accurate Price Signal Price A P Typical Demand lk 1 Curve Increase in Price I " `F P Decrease in I Demand 1 Q1 Q0 Quantit • 11 . •:; REQDAK • • • • ' CONSULTING Pathways to Lasting Solutions • • • A OIVI {IOM or i 5 x ,;t F?r 0 ; ; '' 4' r 4 " '�. Kr."i } !, '� � • .1 F 'F F ' 4 w4 .�. 4 Goals of Conservation Pr • Ensure financial stability given weather considerations . -'` l ' • Ensure equity among customer classes (residential, commercial, etc.) • Reduce peak- season and peak -day use (conservation) • Provide a low -cost, entry -level block • Keep it simple 12 : RE1I AK •_ • •• CONSULTING P athways to Lasting Solutions • • DIVISION OF M1ILCOLM PINNI[ 1 • How' Does Our Rate Design Model Bork? • Calculates total revenue Calculates under existing rates Bills Under • Providesbasisfor Existing comparison Rates Calculates Bills Under Proposed Rates • Estimates conservation savings • Calculates total revenue Compares Existing under proposed rates and Proposed Revenue • Adjusts proposed rates to make revenue equal existing and proposed rate structures • •:; REE AK • 13 • •• CONSULTING Pathways to Lasting Solutions • • DIVISION Or M•LCOLM .,••IL Uniform Rates b Class Rates differ by $ /kgal customer class not quantity Same price for all consumption for loppope a class of customer Uniform Rate Quantity .' ; ; : REF)A K • • •• CONSULTING P athways to Lasting Solutions • • . GI yIf IGN o. M�LC OLM PI.NIC Inclinin g Blocks or Tiers Price of water increases as S /kgal quantity purchased increases Tier thresholds should make sense for customers and utility 4 Common approach Inclining Block Rate Quantity to enhancing conservation rates REIO)AK • • •• CONSULTING Pathways to Lasting Solutions • • • •• • CIVISIOM 0! MALCOLM PINMIL Results of Staff Recommendation from Rate Design W Tigard, Oregon September 21, 2010 ••::; REF)AK • CONSULTING P athways to Lasting Solutions • • A 01 VI SIGN Of MALCOLM OINNIE Meeting the Challenge: Revenue Stability Increase Fixed Revenue Revenue Composition 100% 90% 80% 70% - 60 50% 40% 30% 20% 10% 0% Cost Current Revenue Proposed Revenue ■ Fixed • Tier 1 • Variable 17 : REI3DA K • • •• CONSULTING P athways to Lasting Solutions • • • • DIVISION O. MALCOLM ►IONIC Meeting the Challenge: Revenue Stability & Equity Alternative Equivalent Meter Ratios AWWA M1 TWSA Meter Sire Current Manual* Actual Use 5/8" X 3/4" 1.00 1.00 1.00 1 11 1.00 1.40 2.67 1 1/2" 1.00 1.80 8.00 2" 1.00 2.90 12.99 3" 1.00 11.00 22.90 4" 1.00 14.00 46.97 6" 1.00 21.00 50.00 8" 1.00 29.00 80.00 10" 1.00 36.25 156.30 12" 1.00 43.50 225.07 * American Water Works Association Manual of Water Supply Practices: Principles of Water Rates, Fees, and Charges • •... : RET�)AK 18 • • •• CONSULTING Pathways to Lasting Solutions • • • . „o. or —Lc— PIRNIC Meeting the Challenge: Revenue Stability & Equity Recommended Monthly Fixed Charges Number of Booster Meter Base Customers Booster Customers Size Cha 1 e b Size Cha • e b Size 5/8" x 3/4" $15.78 15,635 $4.08 1,804 1" - 35.40 1,604 10.87 475 1 1/2" 93.49 375 32.60 26 2" 151.68 320 52.93 22 3" 298.56 24 93.33 4 4" 567.12 11 191.41 6" 635.88 5 203.75 8" 993.12 5 326.00 10" 1,832.55 0 636.93 12" 2,592.94 1 917.17 19 • :: RERDAK • • •• CONSULTING Pathways to Lasting Solutions • • • . UIYI.I.. Of M-COLM --- Meeting Challenges: Equity and Conservation Recommended Volume Rates ($ICC F) Comparison by Class Recommended Rates Across -the- Board Tier 1 Tier 2 Tier 3 Class Increase Rate Rate Rate Residential $3.82 $2.04 $2.98 $3.41 Multi-Family 3.80 1.70 2.48 2.84 Commercial 4.46 2.32 3.38 3.87 Industrial 3.70 3.23 3.23 3.23 Irrigation 4.75 4.59 4.59 4.59 * CCF = 100 cubic feet = 748 gallons ••::: REQDA K 20 • • • • CONSULTING Pathways to Lasting Solutions • • • — or —COLM PIRNIC 4 Meeting the Challenge: Equ!ty Thresholds b y Meter Size Recommended Thresholds (CCF) Meter Size Tier 1 Tier 2 Tier 3 ' 5/8" x 3/4" 6 15 Over 15 1" 16 40 Over 40 1 1/2" 48 120 Over 120 2" 78 195 Over 195 3" 137 344 Over 344 4" 282 705 Over 705 6" 300 750 Over 750 8" 480 1,200 Over 1,200 10" 938 2,345 Over 2,345 12" 1,350 3,376 Over 3,376 * CCF = 100 cubic feet = 748 gallons ; RET1DA K 21 • ...• • CONSULTING Pathways to Lasting Solutions • • • —VI — o. M. PI -, Typical Bill Comparisons Tigard, Oregon September 21, 2010 • a:; REl O)AK • • • •• CONSULTING P athways to Lasting Solutions • . OiVi S.OM ur M*LCOLM PINMIE a Monthly Bill Comparison: Residential 5/8" x 3/4" Meter $80 $71.8 $70 $60 $57.03 1$39.94 $40 $30.23) $30 $25.98 $16.83 i r $10 Mai $0 Current Recommended Current Recommended Current Recommended Low Use - 5 CCF Medium Use - 10 CCF High Use - 20 CCF ■Fixed Charges Volume Charges 23 : REIO)AK • • •• CONSULTING P athways to Lasting Solutions • • . OI VISION o. M•LCOLM PIgNIE Monthly Bill Comparison: Multi - Family 1" Meter $160 Fr ,,,,_ $150.52 - $136.431 1 $140 $120 1 $97.32 $100 $83.23 I $80 r $60 $5240 I F .". $40 $ - 30.03 1 7 1 $20 $0 "14- Current Recommended Current Recommended Current Recommended Low Use- 10CCF Medium Use -30CCF High Use -50CCF • Fixed Charges Volume Charges • REE DA K 24 • • •• CONSULTING P athways to Lasting Solutions • • 0 VI,OM OF ••LcotM PION, • Monthly Bill Comparison: Commercial 1 1/2" Meter $400 $350 - 1$31643 $300 1 $211.61 $200 1$159.93 i 1$139.89 I $150 - $100 $66.03 $50 111 Current Recommended Current Recommended Current Recommended Low Use -20 CCF Medium Use- 50 CCF High Use - 100 CCF - Fixed Charges Volume Charges .immi.. aing ---_,.-_ ----.•••-- _____......t, . . • . • • REBDAK 25 . Ile . • •. CONSULTING Pathways to Lasting Solutions • • ... Bill Comparison: Residential 5/8" x 3/4" Meter Monthly Consumption: 10 CCF $60 $55.19 $50 -- 1 r $39.94 m $40 - ;_-- $35.59 $30.23 — I $30.20 I c $30 $26.54 o F 7; $20 —1 t i , i $10 __ -- It 1 Tigard Tigard Lake Beaverton Wilsonville Portland Current Recommended Oswego • Fixed Charge Volume Charges RER)A K 26 • • •• CONSULTING • Pathways to Lasting Solutions • • A DIVISION OF MALCOLM VIRNIC 1 • Rate Design Summary Meeting Ti ard's Challenges 9► Revenue Stability • Improve revenue stability for the water utility with cost-of- service- based fixed charges Equity • Enhance equity among customer classes by using cost-of- service- based rates • Enhance equity within customer classes by using tiered rates to recover some peak - related costs Conservation • Promote conservation with the use of increasing tier pricing • 27 : , REI3)A K • • . CONSULTING P athways to Lasting Solutions • • A Dt YISIDM D MALCOIM PIRNIL Staff Recommendations to Meet Challenges • Implement monthly billing • Provide economic crisis assistance • Implement tiered water rates • Increase fixed charges • Increase water revenue to service future debt financing REF)AK 28 • ..%• CONSULTING Pathways to Lasting Solutions • • • • 0—Sion o. MLC OIM PIRNI[ Rate Design Q & A Tigard, Oregon September 21, 2010 :: RELQ)AK • • •• CONSULTING P athways to Lasting Solutions • • . DIVISION O. MALCOLM MORRIE System D Charge Update Final Findings Tigard, Oregon September 21, 2010 :: ; RETIDA K • • •• CONSULTING Pathways to Lasting Solutions • • . o,., - O. MALCOLM PIRXIC SDCs Are Part ��n_ '� of F i nanc� One -time capital charges to new customers Open Designed to process offset e growth- ensures fairness related costs Oregon law provides guidance 31 . : RERDAK • • •• CONSULTING P athways to Lasting Solutions • • • DIVISION Of MALCOLM ►IRNIC Without Sufficient SDC Revenue, Ratepayers Must Pay the Difference Q• • ooa0000 ❑ Sec's ,0000 [}000 i00000000❑ ' 0!. pop •wth Capital Costs fb. • Reservoirs Pump Stations Major Pipelines • Utility Capi "a u REIO)AK 32 • • •• CONSULTING Pathways to Lasting Solutions • • o,.,s,o o. MILCOLM PIRNIC Common SDC Components Reimbursement Fee • Reimburses a utility's existing customers for past infrastructure investments that provided extra capacity for growth -- Improvement Fee • Recovers capital costs of growth- related infrastructure projects ::: REI)AK 33 •• • CONSULTING Pathways to Lasting Solutions • • • ot-siO or --cm --c • ' . : '. '.. ,,-)..,...:-.,...,:.-..:„. S G oals a . . • .... . . ... .. ........ , ,:....,..: • , •• ,,,, s ,. O b j ectives • . .. ...: . ,.....,...., .. ,.... . . • . ,. . . , . , . •„ . , . r : ,. ,.. . . ., .. , • Develop ract SDCs . . .. . J • , . . , ... p �r • Mainta fi nan c i al health for • .. . , •..„ ,..., ... Y ,W . . : . the utility it z y . ..... ... .... ....,..,....• . .. _ .. .. ..., • . ... .... . . Comply g w ith Ore on law . . , . . , • .. ,. . , . .. , „ , , .., , . ., . • . t • Ensure cove r the cos ... .., .. ...,., .. t • ,..... _ , , .... • . of g rowth .. ... . . .. •::: I3DAK ION or M4 LcoL ,. RE • • • • CONSULTING "I' A D IVIS OIPNIC W .. Pathways to 4a ng�Solc tons- ., • The Cost of Growth Inside TWSA Boundary Water SDC by Component (% x 3/4-Inch Meter) Proposed Proposed Reimbursement Improvement S stem Com s i nent Fee Fee Total S DC Groundwater/ A $0 $0 $0 PWB Supply 0 0 0 LO - Tigard 0 3,033 3,033 Bonita Pump Station 0 0 0 Water Storage 380 490 870 Pump Stations 37 0 37 550 -530 Intertie 0 15 15 Transmission & Distribution 2,401 0 2,401 Administrative Facilities 57 0 57 Field Ops. 61 0 61 Totals $2,936 $3,538 $6,474 a • 35 ; :: REQDAK • • •' CONSULTING P athways to Lasting Solutions • • • ol•I,lo* or M. LCOLM •INNIC Recommendation: Maximum Allowable SDCs by Meter Size compared to Existing Meter Size Recommended Existino 5/8 x 3/4 Inch $6,474 $2,041 1 Inch 17,269 5,103 1.5 Inch 51,777 'am nion! 7,348 2 Inch 84,076 1111 16,328 3 Inch 148,26 30,615 4Inch 304,071 1 51,025 6 Inch 323,681 1 1111L 102,050 8 Inch 517,890 163,280 10 Inch 1,011,828 293,496 12 Inch 1,457,032 775,907 • •; • :: REFOA K 36 • • • CONSULTING Pathways to Lasting Solutions • • CIY111G« o MLC OLM PINNI[ • .. i ----- J SDC Comparison: Residential 5/8" x 3/4" Meter $ 7,000 $6,474 $5,803 $6,000 $5,293 - -- $4,736 $5,000 i —" $4,000 $3,000 1 $2,478 $2,041 v - $2,000 I $1,710 $1,000 $0 Tigard Tigard Lake West Beaverton Wilsonville Portland Current Recommended Oswego Linn 37 REI DAK • •• CONSULTING P athways to Lasting Solutions • • • • DIVISION Of M•ICOIM o■A•,t — SDC Policy Questions: • Do we charge the maximum allowable SDC? • Do we implement a 3 -step, 2 -year phase -in schedule? 38 • •:: REf�AK • • • CONSULTING Pathways to Lasting Solutions • • •• SUPPLEMENTAL PAC Carol Krager FOR a' /' ?I U (DATE OF MEE 1 Ifs From: Cathy Wheatley on behalf of Councilmail Councilmail Sent: Monday, September 20, 2010 4:42 PM ,4 g dd e //e4.1 3 To: Carol Krager Subject: FW: Tigard Water Rate Structure Attachments: Temperature vs. Water Demand 2008_2010.xlsx; 2009 Water Conservation Report.docx; Top water users 2008.xlsx From: Marland Henderson Sent: Monday, September 20, 2010 4:20 PM To: Liz Newton; Craig Prosser; Councilmail Councilmail Subject: FW: Tigard Water Rate Structure From: John Goodrich Sent: Monday, September 20, 2010 4:20:14 PM To: Nick Wilson (external) Cc: Sydney Webb; Gretchen Buehner; Marland Henderson; Craig Dirksen; Craig Prosser; Dennis Koellermeier Subject: RE: Tigard Water Rate Structure Auto forwarded by a Rule Good afternoon Councilor Wilson, In the interest of getting you this information in a timely manner, please see the answers below for each question. Hopefully this will provide the information you requested for tomorrow's workshop. As a courtesy, I have also sent this to the Mayor and other councilors for their review. I look forward to our discussion tomorrow evening. As soon as the finance report is processed, I will forward it to you. Thank you. John John Goodrich Water Division, Public Works Department 503.718.2609 From: Nick Wilson [mailto:Nick @atlas- la.com] Sent: Monday, September 20, 2010 12:27 PM To: John Goodrich Cc: Craig Prosser; Dennis Koellermeier Subject: Tigard Water Rate Structure John, Since we will be discussing our water rate structure at Tuesday's City Council meeting, I wonder if you can provide me with some information that might help me in my deliberations over rate policy. 1. Demand Curve: Do we track water use daily? If so, I would be interested in that data. If you have use by day going back several years that would be helpful. I would like to correlate water use with weather data. 1 Yes, we track data production on a daily basis. We subtract storage and ASR use automatically so that we are left with the product of "Water Demand" in million gallons per day. Please see the Excel spreadsheet "Temperature vs. Water Demand 2008_2010" with the data and a chart display for easier analysis. 2. Customer Types: Do you have water use by customer type? I would be interested in knowing what percentage of our water is used by single family residences, multi - family, commercial, industrial, institutional (e.g. school district) etc. and the degree to which the use patterns vary with regard to base and peak use for each type. Please see attached "2009 Water Conservation Report" for information. Please note for quick reference: Table 1, Table 2 on Page 5, and Table 4 on Page 6; and Graphs 1 through 10 on Pages 9 -10; The chart on Page 11, Graph 7 provides consumption percentages for each classification. 3. Top Users: I would also be interested to know who (in a generic sense for privacy reasons) some of our largest water users are. For example we have one 6" meter — a large industrial user? How much? Evenly distributed throughout the year? What percentage of our total water use is consumed by our top 100 users? Please see Excel spreadsheet file "Top Water users 2008" for the information requested. These are still the top 10 water users in 2010. For more information regarding water use between classifications (residential, commercial, multiple family, etc.) please refer to the "2009 Water Conservation Report". Finance is running a report but in the interest of time, I wanted to forward what information I had readily available. 4. Automatic Irrigation: I am wondering if we know the following about our residential customers: a. What percentage of them have automatic irrigation systems? b. Do customers with automatic irrigation systems tend to use more water than customers without them? We do not track this information. However, there are 4,294 residential backflow devices that are assumed to be used for irrigation purposes. This is 2.4% of the total residential meters in service. The attached "2009 Water Conservation Report" provides details regarding irrigation meter use. 5. Demand Impact on Infrastructure Cost: To what degree are the costs of our water infrastructure costs fixed? In other words, would we build anything differently with revised assumptions about future demand or would it merely change the date when we would need to seek new sources? Based on the most recently adopted 2010 Water Master Plan, the City currently has a 2 mgd deficit during our peak season due to the restraint of Portland Water Bureau's distribution system. Therefore we are now at or below our capacity to serve water during our peak three day demands. We are able to meet our demands though due to the large storage reservoirs that allow two days peak demand in reserve. The Lake Oswego Tigard Joint Water Supply Project will provide enough capacity to meet our 3 day peak demands, and allow for extra capacity utilizing our ASR recovery system. 14 mgd plus 6 mgd in ASR capacity equals 20 mgd, which takes us out to 2030 based on the projections made. Based on all of the best information, Tigard should be able to meet projected water demand until 2030. As demographics change, along with water use patterns, further conservation (reduced water sales) could result in a longer time period before Tigard would need to seek another external source of water supply. Adding additional ASR will also provide extra peak demand capacity while utilizing the plant capacity of the LO- Tigard supply. This will allow excess plant capacity that would be idle due to reduced winter demand to be utilized more efficiently during those off peak periods. However, additional growth beyond the projections of the master plan could require additional water sources be acquired as stated for 2030. The fixed and variable costs associated with water service to our customers will be discussed further by our consultants tomorrow in their presentation. 2 2008 120, _ 14.00 12.00 100 r -. - -- --- - - - -.. _ - -- -. _. 80 1 - _ . . - - -- - - - - - -- - - _ 111t 10.00 Irl � � I 4)111 ' 8.00 g t 6D I II - - ` _ . _ _ — Temperaturo 1 —Demand € 600 Ar T " y 4.00 2.00 0 ___. __. _ - - - -_ - - - _. _.. ._ -__ _ _ _ 1 0.00 1/1/2009 2/1/2009 3/1/2009 4/1/2009 5/1/2009 6/1/2009 7/1/2009 8/1/2009 9/1/2009 10/1/2009 11/1/2009 12/1/2009 2009 120.00 - - - .. - - - - -- - - - - - - - r 14.00 12.00 100.00 - - - - - - ti 10.00 80.00 I� 6.00 a 1111111 11141 60 .00 Ill - - p ] —Temperature ' 1 C —Demand 6.00 a 40.00 L ■ 9 4.00 20.00 - - - I r 2.00 0.00 - - - - - - : 0.00 1/1/2009 2/1/2009 3/1/2009 4/1/2009 5/1/2009 6/1/2009 7/1/2009 8/1/2009 9/1/2009 10/1/2009 11/1/2009 12/1/2009 2010 - -- - -- - - - - -- -- - -- 120 - 12.00 100 10.00 - - m i - _ _ ' 6.00 s .5 ft 60 -. 1 6.00 1 _ - _- _ _ i — Temperature _ _ _ - _- _. -. - _ _ a m Deand M 40 l ♦ 4 ' A _ - , , _ - - . - - - - 400 20 - - -. - - __ - _ - - - - _. - - - - - - 2.00 0 .__ - - - - - - - - - - _. - - - - _ _. 0.00 1/1/2009 2/1/2009 3/1/2009 4/1/2009 5/1 /2009 6/1/2009 7/1/2009 8/1/2009 9/1/2009 SUPPLEMENTAL PACKET FOR __Lc?! -�ao CITY OF TIA1v (DATE OF MEETING) 4f -�nsa /i'- "v 3 WAT CONSEI P 1111111 T I GARD 2009 Water C at - CovvReps Prepared by: Jennifer Joe — Environmental Program Coordinator John Goodrich — Utility Division Manager EXECUTIVE SUMMARY The Tigard Water Service Area includes the Cities of Durham and hung City, a majority of the City of Tigard and Tigard Water District (Unincorporated Washington County area of Bull Mountain). The Public Works Water Division provides drinking water to an estimated 57,658 people through 17,878 residential, commercial and industrial service connections as of December 31, 2009. This report will discuss some of these conservation measures as well as determine the gallons per capita per day (gpcd) for the Tigard Water Service Area. Summary conclusions for the 2009 Water Conservation Report: • Population within the service area has increased 3.9% since 2005 (Table 8). • Number of service accounts has increased by 4% since 2005 (Table 4) • Total water use has increased by 2 MG since 2005 (Table 1). • GPCD water use has increased 2.3% in the last 12 months (Table 1). • Water use for residential and multi - residential customers use is 80 gpcd (Table 6 — Residential and Multiple Family units only). • Total water use for the TWSA in 2009 is 105 GPCD (Table 8). • Commercial water usage has decreased by 8.7% since 2005 (Table 5). • Industrial water usage has decreased by 53.3% since 2005 (Table 5). • Irrigation water use has increased by 20.5% since 2005 (Table 5). • Single unit water usage has increased 11 MG since 2005 (Table 5). • Multi -unit residence water usage has increased 2.7% since 2005 (Table 5). • Single unit and Multi -unit residence water usage decreased 3.6% since 2005 • Single unit and Multi -unit residence water usage increased 3.8% over the last 12 months compared to last year's figures. (Table 6). 3IPage Introduction The Tigard Water Service Area includes the Cities of Durham and King City, a majority of the City of Tigard and unincorporated area of Bull Mountain. The Public Works Water Division provides drinking water to approximately 57,658 people through 17,878 residential, commercial and industrial service connections as of December 31, 2009. Water conservation has historically been viewed as a temporary solution in times of drought or other times when emergency water storage is necessary. It has not been until recently water utilities are using conservation as a practical long -term option in which they are able to downsize proposed infrastructure and save on operating costs. Common goals for conservation programs include reducing water waste, optimizing system capacity, limiting customer costs, and minimizing environmental burdens associated with both water supply and storm water management. An important component of conservation planning is an analysis of all measures and incentives that could be applied to reduce water demand. Developing a water -use profile for each customer category (residential, irrigation, commercial, and industrial) can require a significant amount of data analysis. There are two types of residential accounts, single unit and multi -unit. Single unit residential accounts have only one meter per unit and multi -unit residential accounts have one master meter for multiple units. Multi -units include apartment complexes, mobile home parks, some home owners associations and condominiums. Understanding average annual demand versus daily demand, outdoor uses versus indoor use, determining peak flows, searching out top users and inefficient users, and determining other characteristics of water demand can be time consuming and prove to be a complex task. Identifying where, when and how water is used is a critical link to determining which conservation measure will yield the most reliable water savings. This report will discuss some of these conservation measures as well as determine the gallons per capita per day (gpcd) for the Tigard Water Service Area. Data Collection The City of Tigard's Utility Billing (UB) Division provided the Water Division with bi- monthly statements from 2005 to 2009. Information included the consumption of water sold to six different types of customers, in units of 100 cubic feet (748 gallons), as well as the number of accounts billed that month. The six types of accounts are commercial, industrial, irrigation, hydrant meters, residential and multi -unit. For the purposes of this report, data is broken down monthly. Beginning in 2008, UB found a way to report each account that was read within a certain month. Because of this new technique, it has made data collection and results more accurate. We went back to 2004 to reanalyze the data and compared it to what we were using before. The difference was not significant but it was enough to change the historical consumption. This report reflects the new data collection method which we will continue to use in future reports. The billing cycle has proven to be a challenge when comparing water purchased (from a wholesale provider) to water sold (consumed) for a particular time period. Accounts are billed on different monthly cycles, therefore an overall water summary would be inaccurate because there would be customers that have consumed water but have not yet been billed. One option Wage - — - -- - - - -- -- - -- - -- - to lessen the effects of this calculation is to take 12 months of data starting in January when water sales are minimal. Water Demand The Water Division purchases water from two water sources: the City of Portland and the City of Lake Oswego. It also uses water from two Aquifer Storage Recovery (ASR) wells and a groundwater well to supplement water sources during peak summer demand. With the use of the ASR wells, large amounts of supply water are purchased and stored during the winter months when demand and costs are low. The water is used during the peak summer months to meet critical high demand, emergency storage for customers and emergency storage for fire suppression. Daily monitoring is recorded along with the storage differentials. The difference between storage water (including ASR water) and metered supply water (purchased) result in Water Demand' (calculated water sales). There is a "water tax" required by the State regarding the operation of the ASR program. This means 5% of the injected water must remain within the bounds of the aquifer after "complete" recovery. Results The following results summarize annual consumption in several ways. When compared to water demand data, the water revenue data (water consumption) was summarized in years starting in January and ending in December of that calendar year. Monthly water consumption data was compiled into spreadsheets for the years 2005 -2009. The number of accounts and units of water per month were collected. UB reports and water revenue (consumption) per account was calculated for each month. After all UB data was entered, each account was summarized by year in billing units (CCF =100 cubic feet =748 gallons) and then converted into million gallons (Table 1). Table 2 also gives the water revenue (consumption) in percentages. Table 1: 5 year consum. tion total G 299 )1I 305 295 273 15 9 16 10 7 62 69 73 76 78 432 424 427 407 444 3 4 3 2 0 1,238 1,268 1,291 1,211 1,249 Total 2,049 2,085 2,114 2,002 2,051 Table 2: 5 ear consum tion total . ercenta • es 14 °0 15 °0 13 1% 0% 1% 1°0 0 °0 3% 3% 3% 4°0 4 0 21% 20% 20% 20 ° o ,y)00 0% 00/0 0% 0% O °. 6(1 °0 6 60 °0 61 °0 5IPage Table 1 and Table 2 indicate that single unit and multiple -unit residential customers consume the most water in the system, 83% of total water sales, and could have the largest impact on water demand for the Tigard Water Service Area. Commercial and industrial accounts consume 13 % of total water sales. According to the national average, 20% to 40% of billed urban water demand is for commercial and industrial water use. Although comparing totals from year to year can show a general trend, it does not take into consideration the change in the number of accounts. Table 3 shows the percentage of growth per account for the years 2005 -2009. A negative percentage represents a loss and positive percentage represents a gain in number of accounts from the previous year. Table 3: Percent • owth of each p e of account 0.3% 0.2% 0.6% (0.3 %) 0.0% 0.0% 0.0% (7.1%) 0.0% 8.6% 13.6% 7.0% 3.7% 2.2% 0.3% 0.0% 0.2% 1.0% (0.2 %) (14.3 %) 133.3% (7.1 %) 0.0% (46.2 %) 2.3% 1.8% 1.6% 0.4% 0.3% Annual consumption per account was calculated by adding all water consumption for the period by the total number of accounts per year. Please note the number of accounts per year (Table 4) is a snapshot of the service area as of December 31, 2008 as reported by UB. Consumption per type of account can be a more accurate indication of water use within the Tigard Water Service Area. Table 4: Number of accounts 648 649 653 651 65U 14 14 14 13 13 177 201 215 223 228 595 595 596 602 601 6 14 13 13 7 15,715 15,993 16,255 16,328 16,379 Total: 17,155 17,466 17,746 17,817 17,878 When discussing daily residential water use, it is most often discussed in terms of gallons per account per day (Table 5) or gallons per capita day (gpcd) (Table 6 and Table 7). Below are three methods to calculate the gpcd value. Each method produces a different gpcd value, but these variations provide important information. Wage Method 1: UB Information: Total Consumption vs. Number of Overall Accounts Table 5: Consumption per account per day (gallons) 1,264 1,311 1,281 1,243 1,150 3,005 1,747 3,041 2,200 1,467 953 942 925 939 940 1,990 1,953 1,961 1,852 2,023 1,465 751 615 464 97 216 217 218 203 209 Per person (RES) 86 87 88 81 84 In Table 5, the gallons per account per day were derived from UB revenue data. The consumption per account was calculated from taking overall water consumption and dividing by the total number of accounts for each year, which was then divided by 365 to get usage per day. To find the gallons per capita per day, the single unit residential value was divided by 2.5 (the average number of people living in a single family home in Washington County). This information is provided to track trends in different types of accounts, especially relating to single and multiple residential units which would not be indicated in other methods. Industrial account usage dropped significantly in 2006 due to a business pulling out of Tigard and shipping their business overseas. In 2007, the consumption rose due to Clean Water Services using an abnormal amount of water. Predicted usage for 2009 on is lower consumption and will maintain a steady rate from then on. Method 2: UB Information and Population: Total Consumption vs. Population Table 6: Gallons . er ca . ita • er da i. cd , derived from total consum • tion and • o . ulation Yearly Multi -unit & Single unit 1,670 1,692 1,717 1,618 1,693 (MG) Population 55,415 56,685 57,338 57,532 57,568 Multi - unit & Single unit g cd 83 82 82 77 80 Yearly TOTAL (MG) 2,093 2,252 2,161 2,002 2,051 Overall total gpcd 101 101 101 95 97 Gallons per capita per day (gpcd) can also be calculated using population instead of number of accounts. Table 6 presents two different ways to calculate the gpcd using population. The "Multi-unit & single unit gpcd" was calculated from the total consumption from both the single and multi-unit residences which was then divided by the projected population for the corresponding year. From this method it shows per capita use per day is 80 gallons in 2009, 3 gallons more per person per day than the previous year. The "Overall total gpcd" was calculated from the total consumption from both the single and multi-unit residences but also includes consumption from the commercial, industrial, irrigation, hydrant meter accounts. This value was then divided by the population, which produces a per capita consumption per day of 97 gallons in 2009. 7IPage Method 3: Water Demand and Population: Water Demand vs. Population This is the standard method used by AWWA for calculating per capita water use. It is also the easiest method since it is a function of total water demand divided by total population. Wholesale water data was compiled from spreadsheets that were updated daily with the amount of water the City of Tigard purchases from each wholesaler. Table 7 displays the monthly overall totals from the last 5 years. Table 7: Water demand G 140.84 134.58 133.43 127.73 137.49 126.52 119.04 117.99 119.87 116.27 153.53 127.10 131.39 134.38 127.08 141.03 130.35 133.80 131.94 131.98 118.21 196.53 185.93 175.74 174.66 187.82 224.40 247.37 224.36 226.53 289.81 336.36 310.73 317.40 323.33 340.60 327.25 287.51 294.44 288.81 252.42 248.02 232.45 242.25 208.59 148.61 174.64 133.33 150.46 145.01 130.74 133.14 118.76 131.64 122.23 132.70 133.16 121.30 141.93 132.29 Total 2162.83 2284.56 2154.00 2,192.49 2134.27 The gallons per capita per day can also be calculated using the water demand data (Table 7) and dividing each year's water demand by population (Table 8). Production data information (Table 8) indicates the per capita use per day for 2009 was 101 gallons (Table 8); however, these calculations included both revenue and non - revenue (unaccounted water use or loss). Table 8: Gallons • er ca • ita • er da based on water demand Service Area Annual Water Per Capita Water Population Sales (MG) Use per Day (Estimated) (gallons) 2005 55,415 2,163 107 2006 56,686 2,285 112 2007 57,338 2,154 103 2008 57,532 2,192 104 2009 57,658 2,134 101 Average 56,926 2,186 105 8IPage Trends The following graphs depict water use trends between 2005 -2009. Gra s h 1: Consum. tion . er account . er da • allons Total Consumption per account per day 4,000 -•-COM 3,000 - -BIND 2,000 _ _ --A-IRR MUR • 1,000 CIE- HYD 0 • • RES 2005 2006 2007 2008 2009 Gra h 2: Consum. tion . er Irri:ation account . er day (gallons) Irrigation (GPCD) 960 - 950 940 930 ■I■IRR 920 910 2005 2006 2007 2008 2009 Gra • h 3: Consumption per Industrial account per da (gallons) Industrial (GPCD) 4,000 - - - - - - -- - 3,000 2,000 �•■•1ND 1,000 - 0 1 1 I 2005 2006 2007 2008 2009 9IPage Graph 4: Consumption per Commercial account per day (gallons) Commercial (GPCD) 1,400 - 1,300 1,200 4111111- 1,100 - =41=COM 1,000 , 2005 2006 2007 2008 2009 Gra h 5: Single Unit Residential Consumption per account per day (Gallons) Residental (Gallons per household per day) 220 -- 215 210 205 RES 200 195 2005 2006 2007 2008 2009 J Gra • h 6: Multi-Unit Consumption per account per day (Gallons) Multi -Unit Residental (GPCD) 2,100 2,000 1,900 • 1,800 �.MUR 1,700 - - r - 1 1 2005 2006 2007 2008 2009 Since 2005, water usage for single unit and multi-unit residential customers had been decreasing (Graph 5 and 6). However, in 2009 we saw a substantial unexplainable increase in both multi-unit and single unit water usage. Eighty three (83 %) percent of all water consumption was used by single unit (61 %) and multi-unit (22 %) residential customers (Graph 7). Single unit and multi-unit residences could potentially save the most water per account and lower the per capita use because they make up the majority of the water usage. 10IPage Gra h 7: Total Consum tion for 2009 2009 IND • COM 0% • IND IRR 4 4% IRR ■ MUR • HYD RES RES 61% HYD 0% Discussion The average per capita use can vary greatly between communities for any number of reasons including, but not limited to: • Climate differences • Mix of single and multi -unit residences • Commercial and industrial uses • Household sizes; lot sizes; public uses • Income brackets • Age and condition of distribution system (water losses) According to Amy Vickers in the Handbook of Water Use and Conservation (2001) "the combined indoor and outdoor water use in a single - family American household is estimated to average 101 gallons per capita per day (gpcd)." In 2008, the Tigard Water Service Area single - family household (using single unit residential account data only) had an estimated average of 81 gpcd (Table 5). Per capita water use in multi -unit dwellings tends to be less, ranging from 45 to 70 gpcd based on national data, because these households usually use little or no water outdoors and have fewer fixtures and appliances. It is difficult to accurately estimate the Tigard Water Service Area multi -unit gpcd because of the limited data available, for the example, the number of persons per unit per multi -unit account is not known and turnover is expected but not calculated. Conclusions Based on the data provided in this report, the annual water demand for the Tigard Water Service Area has increased by 2 million gallons from 2005. This could be due to the increased population within the service area by approximately 3.9% as well as an increase in the number of service accounts by 4.0% since 2005. See the Executive Summary at the beginning of the report for further data and information. 11 1Page � ar PACKET Top 10 Users for 2008 Dollar amount off FOR - ,Poio Name Service Address Consumption of consumption (DATE OF MEETING) 1 PACIFIC REALTY ASSOC 15350 SW Sequoia pkwy 55,479 $162,553.47y -end4. / /em 2 HOLLAND RESIDENTIAL MS #2 15268 SW ROYALTY PKWY 22,634 $56,358.66 3 RIVERWOOD HEIGHTS APTS M 12070 SW FISCHER RD 20,438 $50,890.62 4 ASPEN SQUARE MGMT INC 11460 SW CANTERBURY LN 20,107 $50,066.43 5 MAIN STREET VILLAGE MAPLEWOOD LN 18,677 $46,505.73 6 CITY OF TIGARD 13125 SW HALL BLVD 17,634 $51,667.62 7 TUALATIN VIEW APARTMENTS 18480 SW UPPER BOONES FRY RD 17,292 $43,057.08 8 ROYAL MOBILE VILLA 16740 SW PACIFIC HWY 15,706 $39,107.94 9 MOUNTAIN VIEW MOBILE PAR 13620 SW BEEF BEND RD 14,196 $35,348.04 10 ELDORADO MOBILE VILLA 17055 SW ELDORADO DR 13,457 $33,507.93 AIS -83 Item #: 4. Workshop Meeting Date: 09/21/2010 Length (in minutes): 60 Minutes Agenda Title: Discuss the Tigard 2035 Transportation System Plan (TSP) (CPA2010- 00001) Prepared By: Darren Wyss, Community Development Item Type: Update, Discussion, Direct Staff Meeting Type: Council Workshop Mtg. Information ISSUE On June 21, 2010, the Tigard Planning Commission held a public hearing on the updated Tigard 2035 Transportation System Plan (TSP) (CPA201 0- 00001) and recommended approval to City Council. This workshop will be an opportunity for the Council to become familiar with the Commission recommendation, ask questions of staff, and request more information before holding its public hearing. STAFF RECOMMENDATION / ACTION REQUEST Receive information from staff to prepare for public hearing. KEY FACTS AND INFORMATION SUMMARY • A Transportation System Plan (TSP) is a required element of Tigard's Comprehensive Plan. The TSP is intended to establish a long range (e.g. 25 year) framework for transportation policy and investments. Tigard's current TSP was adopted in 2002. • In 2007, staff secured funding from a state Transportation Growth Management (TGM) program to update the TSP. The TGM grant paid for a consultant team to assist in the update. • The consultant team finished their work in March 2010 and presented the draft TSP Update to the Planning Commission and City Council. The Council provided comments for improving the document at the meeting and these can be found, along with the changes, in Attachment 1. • In April and May, staff assisted the Planning Commission in a detailed review of the draft TSP Update during three workshops. Changes made by the Planning Commission are summarized in Attachment 1. • On June 21, Planning Commission held a public hearing on the Draft TSP Update, resulting in the Planning Commission Recommended Draft TSP (Attachment 2). • Significant themes in the Planning Commission Recommended Draft TSP including priority consideration of land use and connectivity; an increased emphasis on optimizing existing resources; and, an increased role of non - automobile travel options. • Planning Commission Recommended Draft TSP also identifies approximately 145 specific infrastructure projects, and prioritizes them according to estimated transportation expenditures for the 2035 horizon. • A public hearing before City Council is scheduled for October 12. • Following adoption of the TSP Update, it will be submitted as a Periodic Review work task. The Department of Land Conservation and Development will review the TSP Update for compliance with Oregon Revised Statutes and Administrative Rules, as well as compliance with the Regional Transportation Plan. OTHER ALTERNATIVES n/a COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS Goal 1. Implement Comprehensive Plan a. Complete the Transportation System Plan (TSP) and begin area plans (Tigard Triangle, 99W Corridor, etc.) DATES OF PREVIOUS COUNCIL CONSIDERATION N/A Fiscal Impact Fiscal Information: The 2035 Tigard Transportation System Plan (TSP) includes projects under the jurisdiction of the city, state, county, and other local jurisdictions. These capital improvements are typically funded through a combination of state, city, county, and private funds. Section 6 - Transportation Funding Element describes Tigard's projected transportation revenues and estimated project costs, as well as summarizing other potential revenue sources. Table 6 -3 summarizes the estimated cost for implementation of all projects in the TSP at $657,310,000. It is important to remember that not all projects identified on the lists are expected to be constructed in the 20 year planning horizon used to develop the TSP. Also, the majority of transportation projects will require partnerships with other agencies or private developers and in some cases, the City may be responsible for a small percentage of project costs. The financially constrained list incorporates potential capital from all known public and private sources and Table 6 -3 summarizes the cost for that project list at $283,280,000. The information in the TSP will be one of the key resources Tigard will use to add projects to the 5 -year Capital Improvement Plan (CIP). The CIP is adopted each year with the budget. It represents all capital projects, including transportation projects, that Tigard expects to fund over the shorter 5 -year horizon. The current 2011-2015 CIP has $17 million in transportation projects within the Streets and Downtown systems. Attachments Powerpoint Presentation Attachment 1 Attachment 2 Comments /Changes to the TSP Update, Version 2 The table below summarizes comments received from City Council and Planning Commission as of May 17, 2010. The table identifies the comment, the source, and the status. The changes identified in this summary are reflected in the 2035 Transportation System Plan, Adoption Draft, Version 3; Planning Commission Recommended Draft. Page/ Comment Source Status Location General Identify backage roads in Council Incorporated in discussion of circulation (p. 67) connectivity discussion meeting: "The roadway capacity limitations in Tigard are perhaps most pronounced for Consultant travel demand from northeast to southwest, especially along Pacific Highway. presentation Opportunities to provide new connections are severely constrained by Highway 217, 1 -5, the WES commuter /freight rail line, and natural features such as Fanno Creek and Bull Mountain. With only a limited number of east -west through routes, there is considerable demand placed on a few roadways. Adding capacity to Pacific Highway is not desired because of the significant impacts to the community in terms of added through traffic, impacts to adjacent properties, and the greater physical barrier through the City. As such, a higher priority is placed on providing new connections that can work in concert with the principal and major arterial system." General Add bicycle system plan Council Recommendation for pedestrian system plan text added on p. 78. and pedestrian system meeting: Recommendation for bicycle system plan text added on p. 82. plan Consultant Both plans added to Table 5 -4 presentation General Add glossary of acronyms PC Work Glossary created, Section 8. Session 1 Intro Clarify plan organization PC Work Clarified text description layout, p. 19 session 1 Goals & Change "Strategies" to PC Work Incorporated change Policies "Action Measures" to be session 1 (G &P) consistent with Comp Plan G &P, Goal Add policy statement PC Work Modified Policy 5. 2 specific to freight session 1 5. The City shall cooperate with the railroads in facilitating and preserving rail is \LRPLN \TGM Grants \TSP_Biennium07_09 \PC Materials \PublicHearing \Comments and Changes to Version 2.docx Comments /Changes to the TSP Update, Version 2 freight service to those commercial and industrial. existing and future businesses that depend on railroad service. Added Policy 8. The City recognizes freight movement as being a priority of the transportation system. G &P Goal 3 Remove the word PC Work Policy 2 was modified to indicate "High Capacity Transit on the Pacific Highway "corridor" session 1 O°`" or serving the city of Tigard." G &P, Goal Need to elevate funding PC Work Goal 6 was added. 6 (new) policy, especially in session 1 balance with capital Goal 6 — Transportation Funding investments. Fund an equitable, balanced, and sustainable transportation system that Possibly a new Goal. promotes the well -being of the community. Policies 1. The City shall make street maintenance a funding priority. 2. The City shall seek to invest in capital projects that leverage other infrastructure investments. 3. The City shall seek opportunities for transportation investments that support transportation goals of efficiency, multi -modal access, and safety. G &P, Goal Suggestion of new policy PC Work Goal 6.3 amended as follows: The City shall seek opportunities for transportation 6 in Goal 6 to address Session 2 investments that support transportation goals of efficiency, multi -modal access, connectivity. and safety. Section 4; Growth forecasts don't Council Modified figures to illustrate growth aspirations in Downtown. Added the Figures 4- reflect local plans for meeting: following text: 3,4 -4 downtown growth. Consultant presentation; Growth Assumptions for Downtown — Modeling Implications PC Work The City of Tigard plans for increased residential and commercial density in Session 2 Downtown Tigard, as reflected in Figures 4 -3 and 4 -4. These planned changes in downtown, along with the City's land use strategy to increase mixed -use development, are intended to mitigate the strain on the east -west roadways by shortening home -to -work trips, supporting transit service, and making walk /bike trips more viable for work, shopping, and other activities. is \LRPLN \TGM Grants \TSP_Biennium07_09 \PC Materials \PublicHearing \Comments and Changes to Version 2.docx Comments /Changes to the TSP Update, Version 2 The City's aspirations for growth have not yet been incorporated into the Metro travel demand model. As a result, the 2035 model forecast underestimates the travel demand to and from downtown. While this is a meaningful disparity, it was determined that the potential negative impacts of this disparity are lessened by the following considerations: • The intent of the higher density, mixed use development is to accommodate a higher proportion of travel demand by non - automobile travel modes; • The most critical need for a higher density downtown will be the provision of multiple access points and an efficient overall circulation pattern; and, • The current planning process for downtown includes a grid of two -lane streets to create and preserve a safe, efficient and pedestrian - friendly circulation system. Larger street cross sections would conflict with these objectives, even if travel demand modeling indicated a desire for more automobile capacity. • The arterial streets providing access to Downtown (Pacific Highway, Hall Boulevard, Greenburg Road) are already planned for their maximum roadway width of five lanes. The City does not intend to increase the roadway footprints. If the downtown growth requires specific capacity improvements at critical intersections, those could be developed and are not dependent on inclusion in the TSP. Given these considerations, emphasis was placed on ensuring efficient access and connectivity for downtown, as well as planning for improved pedestrian, bicycle, and transit access. Section 5, 6 Clarify near -term, mid- Council Page 86. term, long -term timelines; meeting: The planned transportation projects have been divided into three categories: remove reference to 1 -5 Consultant Near -Term; Mid -Term; and Long -Term. These divisions were made primarily to years. presentation; reflect the estimated timing of the actual need as well as availability of project PC Work funding. : \LRPLN \TGM Grants \TSP_Biennium07_ 09 \PC Materials \PublicHearing \Comments and Changes to Version 2.docx Comments /Changes to the TSP Update, Version 2 Session 2 Near -Term Projects These improvements are warranted under existing conditions or are expected to be warranted within a relatively short time frame. These improvements should be constructed as opportunities and resources allow and could be considered as potential conditions of approval for new development. Mid -Term Projects These improvements are expected to be warranted within the 20 -year planning horizon and should be constructed as opportunities allow; some may be conditions of approval for new development. Long -Term Projects These projects will be needed to accommodate anticipated long -term growth. Other projects that may be warranted sooner than the 25 -year planning horizon are included as long -term because the costs are significant and a long -term funding horizon is more realistic. If development occurs along the frontage of these improvements, right -of -way dedications for the ultimate improvement should be obtained; however, physical improvements including travel lanes and pedestrian and bicycle facilities should be constructed if serving a site access or system connectivity function. Section 4 References to figures 4.1 PC Work Correction made and 4.2 are stilled labeled Session 1 as 3.1 and 3.2 Section 5 Nimbus road extension: If Councilor Not constructible (within reasonable cost); would be redundant with WSRC it is removed, can there be Buehner Crossing. Though alternative auto access from Nimbus is ideal, the Nimbus another connection to comment properties are not landlocked; there is good internal circulation within the Cascade from Nimbus? business park and in case of emergency, there is pedestrian access to Scholls Ferry Road. Section 5, 6 Clarify purposes of project PC Work Added: The projects summarized in Table 5 -6 were identified to address existing or lists in Tables 5 -6 and 6 -4. Session 3 forecast needs and deficiencies. It is not expected that all will be constructed due to limited funding for transportation investments. Major roadway projects will also require additional engineering evaluation for cost, environmental impacts, and I: \LRPLN \TGM Grants \TSP_Biennium07_09 \PC Materials \PublicHearing \Comments and Changes to Version 2.docx Comments /Changes to the TSP Update, Version 2 other constructability issues. Further, projects identified to address forecast deficiencies will need to be reevaluated to determine whether anticipated growth and associated transportation needs have been realized. In order to better reflect anticipated funding resources, a subset of the identified projects has been included in the "financially constrained" project list in the Regional Transportation Plan (RTP) Update. The financially constrained project list includes those considered "reasonably likely" to be constructed based on all anticipated transportation revenue sources. The projects that are included in the RTP Update are indicated in Table 5 -6. Many of these projects are under jurisdiction of other agencies. The local projects on the financially constrained list were selected to achieve the highest return on investment, to achieve City of Tigard goals and priorities, and to address significant congestion and /or safety issues. Chap 5, 6 Integrate Financially PC Work Changed as noted; added description of financially constrained to Section 5. constrained projects Session 3 Removed from Section 6. (Table 6 -4) into Table 5 -6. Remove from Section 6. Table 5 -6 Divide project #48 to two PC Work Changed as noted. segments: #48a (116th to Session 3 Tiedeman) and #48b (Tiedeman to Pacific Hwy) Table 6 -4 Add project 18 and 52 to PC Work Changed as noted in Table 5 -6. Financially Constrained list Session 3 Glossary Add TSMO, WSRC to PC Work Changed as suggested glossary Session 2 I: \LRPLN \TGM Grants \TSP_Biennium07_09 \PC Materials \PublicHearing \Comments and Changes to Version 2.docx 9/14/2010 Tigard 2035 TSP Council Briefing September 28, 2010 TSP Organization Volume 1. TSP Today's presentation Volume 2. Supporting Information For reference Volume 3. Background memoranda calar 1 9/14/2010 Purpose Element of the Comprehensive Plan TSP Purpose Long -range plan for growth Coordinate with land use planning Coordination with other agencies Blueprint for transportation investments Required by State of Oregon Required for Federal funds Process Initiated in 2008 Funded by TGM Grant rg=„,.., of 7ransportatlon Agency partners ODOT Washington County DLCD Beaverton Metro Tualatin Tri M et TVF &R 2 9/14/2010 Process Public Involvement Web site Cityscape articles (5) Citizen Advisory Committee (3) Public Forums (2) Open House (1) Civic Group Outreach (4) Planning Commission Major Themes Planning Environment Growing congestion Natural & constructed circulation barriers Limited transportation funds rus Rising fuel costs, Obesity Ln Environmental impacts = l Make the Most of What We Have!! 3 9/14/2010 Major Themes The Challenge l Congestion is a growing problem H. Planned growth patterns 11 Limited connectivity - 7.. .: } Major Themes The Solutions 4 fl Land Use K= i Connectivity fl Management, Design, Operations El Investment Priorities 4 9/14/2010 Next Steps LI City Council Public Hearing (Oct 12) Lil Periodic Review Work Task Submittal (November 2010) U Complete priority plans & studies i Parking Plans Street Cross Section Standards 5 q/Q,/g,ofo 2033 IN RI Nolo ` Workshop • _ . Transportation TIGARD Sy stem Plan Planning Commission Recommended Adoption Draft, Version 3 Tigard, Oregon September 2010 City of Tigard 2035 Transportation Syste Plan Tigard, Oregon Adoption Draft, Version 3 Planning Commission Recommended Draft September 2010 City of Tigard 2035 Transportation System Plan • Tigard, Oregon Prepared For: City of Tigard 13125 SW Hall Boulevard Tigard, OR 97223 (503) 639 -4171 September 2010 This project was partially funded by a grant from the Transportation and Growth Management (TGM) Program, a joint program of the Oregon Department of Transportation (ODOT) and the Oregon Department of Land Conservation and Development (DLCD). This TGM grant is financed, in part, by federal Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA -LU), local government, and the State of Oregon funds. 2035 Transportation System Plan - Adoption Draft Version 3 September 2010 Table of Contents Table of Contents Section 1 Introduction 2 Section 2 Goals and Policies 9 Section 3 Transportation Planning Toolbox 16 Section 4 Development of the 2035 TSP 27 Section 5 Transportation System Plan 42 Section 6 Transportation Funding Element 100 Section 7 Implementation Plan 107 Section 8 Glossary 109 v September 2010 2035 Tigard Transportation System Plan - DRAFT Table of Contents List of Figures Figure 4 -1 Environmental Resources 29 Figure 4 -2 Environmental Justice Populations 30 Figure 4 -3 Forecast Growth in Households 32 Figure 4 -4 Forecast Growth in Employment 33 Figure 5 -1 Plan Area Map 43 Figure 5 -2 Roadway Functional Classification Map 49 Figure 5 -3 Truck Routes 50 Figure 5 -4 Future Roadway Improvements 62 Figure 5 -5 Future Travel Lanes /Right of Way Needs 63 Figure 5 -6 Future Pedestrian Network 65 • Figure 5 -7 Future Bicycle System 67 Figure 5 -8 Future Transit System 70 Figure 5 -9 Transportation Improvements (Near Term Projects) 86 Figure 5 -10 Transportation Improvements (Near -Term & Mid -Term Projects) 87 Figure 5 -11 Transportation Improvements (All Projects) 88 Figure 5 -12 Tigard Triangle Planned Facilities 91 Figure 5 -13 WSRC Planned Facilities 94 Figure 5 -14 Downtown Planned Facilities 96 vi 2035 Transportation System Plan - Adoption Draft Version 3 September 2010 Table of. Contents List of Tables Table 3 -1 Single Occupancy Vehicle (SOV) Mode Shares 16 Table 3 -2 Neighborhood Traffic Management Performance 24 Table 4 -1 2035 Household and Employment Projections 31 Table 4 -2 Qualitative Rating System 36 Table 5 -1 Potential TSM Strategies for Tigard 55 Table 5 -2 TDM Strategies and Typical Implementing Roles 56 Table 5 -3 City of Tigard Travel Aspiration Mode Shares 57 Table 5 -4 Future Plans & Studies 60 Table 5 -5 Transit Strategies and Typical Implementing Roles 69 Table 5 -6 Multi -modal Project Improvement List 72 Table 6 -1 Future City Transportation Revenues For Capital Projects (2009 Dollars) 100 Table 6 -2 Forecast Non -City Transportation Revenues For Captial Projects (2009 Dollars) 101 Table 6 -3 Transportation Project Cost Summary by Priority 102 vii September 2010 2035 Tigard Transportation System Plan - DRAFT Table of Contents - List of Exhibits Exhibit 1 Alternatives Analysis and Project Evaluation Sieves 35 viii 2035 Transportation System Plan - Adoption Draft Version 3 September 2010 Table of Contents Appendices (Under Separate Cover) VOLUME 2 TECHNICAL APPENDIX Appendix A TSP and Implementing Ordinance Compliance Appendix B Neighborhood Trails Plan Appendix C Tigard Metro Regional Mobility Corridors Appendix D TSMO Projects on Tigard Regional Mobility Corridors Appendix E Draft Implementation Measures VOLUME 3 TECHNICAL APPENDIX Technical Memo #1 Plans and Policy Review Technical Memo #2 Goals and Objectives Technical Memo #3 Base Year Conditions Analysis Technical Memo #4 Transportation Needs & Deficiencies Technical Memo #5 Transportation Systems Solutions ix September 2010 2035 Tigard Transportation System Plan - DRAFT Table of Contents Preface The progress of this plan was guided by the Project Management Team (PMT) made up of City of Tigard staff with input from the Oregon Department of Transportation (ODOT). The project was also guided by a Technical Advisory Committee (TAC), Citizens Advisory Committee (CAC), City Council and Planning Commission. The TAC provided guidance on technical aspects of the 2035 Tigard Transportation System Plan (2035 TSP) and consisted of staff members from the surrounding communities. The CAC ensured that the needs of people in the community of Tigard are incorporated in the 2035 TSP. The CAC consisted of Tigard residents who provided input throughout the process. Membership of these different groups is shown below. City of Tigard Project Management Team Marah Danielson Judith Gray ODOT Region 1 Senior Planner City of Tigard, Senior Transportation Planner Mike McCarthy, P.E. Darren Wyss City of Tigard, Senior Project Engineer City of Tigard, Senior Planner City Council Craig Dirksen, Mayor Marland Henderson Nick Wilson, Council President Sydney Webb Gretchen Buehner Planning Commission David Walsh, President Karen Fishel Jeremy Vermilyea, Vice President Timothy L Gaschke Tom Anderson Stuart Hasman Rex Caffall Matthew Muldoon Margaret Doherty x 2035 Transportation System Plan - Adoption Draft Version 3 September 2010 Table of Contents Kittelson & Associates, Inc. Elizabeth Wemple, P.E. Susan Wright, P.E. Associate Engineer Senior Engineer Michael Houston Shaun Quayle, P.E. Transportation Analyst Engineer Wen Si Casey Bergh Transportation Analyst Engineering Associate Angelo Planning Group • DJ Heffernan Shayna Rehberg, AICP Project Manager Planner Technical Advisory Committee Matt Crall Kaaren Hofmann DLCD, Regional Representative City of Tualatin, Civil Engineer Steve L. Kelley Jabra Khasho Washington County, Senior Transportation City of Beaverton, Transportation Engineer Planner Margaret Middleton Karen Mohling City of Beaverton, Senior Transportation Tualatin Valley Fire & Rescue, Deputy Fire Planner Marshal Josh Naramore Jessica Tump Metro, Associate Transportation Planner TriMet, Planner Citizen Advisory Committee Stu Hasman Gary Jelinek Cindy Padilla Jennifer Stanfield Christopher Warren Randy Wooley • xi September 2010 2035 Tigard Transportation System Plan - DRAFT Table of Contents ,- City of Tigard Review Team Ron Bunch Gus Duenas, P.E. Community Development Director Development Engineer Susan Hartnett Dennis Koellermeier, P.E. Assistant Community Development Director Public Works Director Ted Kyle, P.E. Kim McMillan, P.E. City Engineer Engineering Manager Craig Prosser Brian Rager, P.E. City Manager Assistant Public Works Director xii Section 1 Introduction September 2010 2035 Tigard Transportation System Plan - DRAFT Introduction Introduction Purpose of the Plan The 2035 Tigard Transportation System Plan (2035 TSP) is an important long -range planning tool for Tigard as it prepares for future growth in the community and region. The 2035 TSP, an update of the previously adopted plan, was initiated in 2008 and completed in 2010. The completion of the 2035 TSP is timely for two reasons. First, traffic congestion has consistently ranked as the number one issue facing Tigard in community attitude surveys and the City is committed to finding solutions to this issue. Secondly, the community has developed a vision for Tigard's future and a key component of this vision is developing an efficient and balanced multi -modal transportation system. The TSP ensures the vision for the transportation system meets community needs, communicates the City's aspirations, and conforms to state and regional policies. An effective TSP will provide: • A blueprint for transportation investment; • A coordination tool with regional agencies and local jurisdictions; • An important component of prudent and effective land use choices; and • Answers to existing and future transportation needs related to bicycles, pedestrians, transit, vehicles, freight, and rail. The document meets the state requirements for a TSP and acts as a resource for staff, decision makers, and the public. It identifies the preferred multi -modal transportation system, consisting of a network of facilities adequate to serve local, regional, and state transportation needs. It is the principal document used for identifying the function, capacity, and location of future facilities, directing resources to transportation projects, and providing the community with the level of investment that will be needed to support anticipated development within the community. One important task in the development of the 2035 TSP was to consider land use and transportation efforts already completed by the City. This allowed the TSP to analyze and build upon previously adopted plans to ensure consistency and continuity for the transportation system. Plans for Downtown Tigard, the Washington Square Regional Center, Highway 217, and Pacific Highway - 99W were incorporated into the TSP. The TSP also serves as the transportation element, and as a supporting document, of the Tigard Comprehensive Plan (Comp Plan) as required by state law. Goals and policies were identified at an early stage of the TSP update and are adopted as the Goal 12: Transportation element of the Comp Plan. These goals and policies will help to guide future decisions. It was important to, ensure the transportation goals and policies were coordinated with the entire Comp Plan because an integrated land use and transportation system is essential to reaching the community's vision. In general, as the Comp Plan is "comprehensive" in nature, all goals and policies are intended to be supportive of one another. 2 2035 Tigard Transportation System Plan - DRAFT September 2010 Introduction The Tigard Transportation Planning Environment Transportation planning in Tigard is shaped by opportunities and constraints as much as by transportation needs. Growth within Tigard and in the surrounding areas increases travel demand and associated congestion. The built environment makes major roadway expansions costly to construct. At the same time that these costs rise, competition is high for scarce transportation funding resources. There is also a greater awareness of the negative impacts that come from creating an environment geared toward reliance on personal automobile travel. There is growing concern about greenhouse gas (GHG) emissions as well as dependency on foreign oil and rising fuel costs. Reliance on automobile travel instead of active transportation, such as walking and cycling, is also one culprit in the rise of obesity, including among children. While there are myriad strategies to combat these issues, a critical role for transportation is the provision of a balanced, multi -modal transportation system. These challenges - the built environment, high costs, limited funding, environmental impacts, and personal health issues - were significant in shaping the 2035 Tigard TSP. At the same time, they helped direct the plan toward opportunities to integrate Tigard's transportation system with regional and state investment plans; to promote land use patterns that support those investments; to minimize impacts to the local community; and, to provide Tigard residents with options for personal, recreational, and commute travel. Some of the specific issues and opportunities that influenced the development of the 2035 TSP are summarized below. Transportation System Management - Making the Existing System Work Better As the challenges of roadway expansions are increasing, new technologies and practices are being employed to improve the functioning and operations of existing transportation resources through a wide array of management measures. The broad term for these measures is Transportation System Management (TSM). There is growing emphasis at the national, state and regional levels for increasing the application of TSM measures. Examples include improved traffic signal and system coordination; transit priority treatments on congested corridors; travel demand management strategies to shift demand toward other modes or time periods; and, access management measures to streamline traffic flow on major corridors. These can be effective ways to improve existing streets rather than adding travel lanes. Multi -Modal System Planning - Providing Travel Options Motor vehicle travel is now and will continue to be the primary mode of travel serving Tigard within the 2035 TSP horizon. As such, future transportation investments in Tigard must support a safe and reliable roadway system to accommodate current and forecast demand. However, many people are realizing benefits - cost savings, quality of life, community connection, health and fitness, and sustainability - of walking, cycling, carpooling, or using public transit. In order to meet the future travel needs of the community, increased transit, walk, and bike shares are essential to the future transportation system in Tigard, as much as adding expensive roadway capacity for 3 September 2010 2035 Tigard Transportation System Plan - DRAFT Introduction increased demand. This will be accomplished through a combination of strategic investments and partnerships that are identified in this Plan, including regional plans calling for multi -modal refinement plans in key corridors, such as Pacific Highway -99W. Transit Investments - Public Transit Connections Tigard has a tremendous opportunity to gain federal, state, and regional investments for significant transit improvements. The opening of the Westside Express Service (WES) commuter rail line in early 2009 was a first step in establishing urban rail as a transit option for Tigard residents and employees. As a further step to major transit infrastructure, TriMet and Metro have identified the Pacific Highway- 99W/Barbur Boulevard corridor as the next priority for high capacity transit (HCT) service in the region. The process of developing HCT will include several years of planning, engineering, and design to ensure that future land development, transit access, and local circulation will support transit investments. Connectivity - Local Mobility Connectivity in Tigard is severely challenged by Highway 217, I -5 and the WES commuter /freight rail line as well as Fanno Creek, Bull Mountain, and other natural features. These challenges are exacerbated by a built environment that precludes efficient connections through the prevalent use of cul -de -sacs and other dead -end streets. Such limited service roadways are attractive for neighborhoods because they limit traffic volumes and travel speeds. However, they contribute to inefficiency in the circulation system and over - reliance on major arterials. One of the priorities of the 2035 TSP is to identify and preserve potential opportunities for future connectivity improvements in order to protect and maximize the function of the existing transportation network. Land Use Patterns - Developing for Efficient Transportation The types, intensities, and locations of different land uses are major determinants of travel patterns. Land use patterns in the City of Tigard and surrounding areas are suburban in character, with residential areas separated from commercial areas and a relatively low density of development overall. This development pattern results in travel demand that is highly directional according to typical weekday peak periods. Tigard has adopted plans for a more compact urban form in several areas including downtown, and the Washington Square Regional Center (WSRC). The 2035 TSP supports such land use strategies to mitigate the strain on the roadways by shortening home -to- work trips, supporting transit service, and making walk/bike trips more viable for work, shopping, and other activities. Major Roadways - I -5, Highway 217, and Pacific Highway -99W Tigard is at the juncture of three major state highways: Pacific Highway -99W, Highway 217, and I -5. While they serve as important access routes to and from Tigard, they also pose significant barriers and constraints. Highway 217 and 1 -5 are both limited access freeways. Because they are under ODOT jurisdiction, the City has no direct operational authority over them. Access to and from Tigard is provided by the ramp interchanges, which are also governed by ODOT. Both highways provide critical access to 4 2035 Tigard Transportation System Plan - DRAFT September 2010 Introduction and from Tigard. However, congestion is commonplace along the highways and at interchanges. Plans for widening have not moved forward largely due to significant costs. Without capacity and operational improvements, congestion on these facilities results in regional traffic cutting through Tigard as a detour route. Pacific Highway -99W is a statewide highway and freight route carrying more than 50,000 vehicles per day on some sections through Tigard. Given these designations, the highway plays a critical role in regional and statewide mobility, providing a primary connection between the Willamette Valley and the Oregon Coast and cities in between. Traffic on the segment within Tigard is divided nearly evenly between local trips and through traffic. Because it is an at -grade roadway, the high through traffic has a significant impact on adjacent properties. Heavy traffic results in traffic congestion, compromises the pedestrian and bicycle environment, and creates challenges for transit service. The limited capacity for, additional traffic threatens to limit development opportunities in Tigard. Strategies for this important highway must balance the needs for statewide and regional travel, along with potential local impacts. These include direct improvements to the highway to improve traffic operations as well as connectivity improvements within Tigard to reduce reliance on Pacific Highway -99W for local travel. Many opportunities to address these competing needs have been explored in earlier planning and engineering studies, which have been incorporated into the 2035 TSP. Continuous east -west travel on Tigard streets is primarily served by Durham Road and Bonita - McDonald-Gaarde. These routes are frequently constrained during weekday peak periods, with predictable traffic flow reflecting the housing /jobs development patterns in Tigard and the region. To an extent, these roads provide connections between I -5 and neighboring cities. While widening these roadways could improve traffic flow, the evaluation of such improvements must be balanced with the benefits for local and through traffic, and the impacts to be borne by the local community. Special Areas Three areas within Tigard -- Tigard Triangle, WSRC, and Downtown - represent considerable growth opportunities but also significant transportation challenges. Even when bounded by significant transportation facilities, congestion is an issue for trips to, from, and through these areas. For this reason, an emphasis on mixed -use development that supports transit, walking, and cycling trips is a critical focus of transportation . planning for these areas. They are addressed separately in the main chapter of this TSP. Plan Background /Regulatory Context The Oregon Revised Statutes require that the TSP be based on the current Comprehensive Plan land uses and that it provide for a transportation system that accommodates the expected growth in population and employment that will result from implementation of the land use plan. Development of this TSP was guided by Oregon Revised Statute (ORS) 197.712 and the Department of Land Conservation and Development (DLCD) administrative rule known as the Transportation Planning Rule (TPR, OAR 660 -012). 5 September 2010 2035 Tigard Transportation System Plan - DRAFT Introduction The TPR requires that alternative travel modes be given consideration along with the automobile, and that reasonable effort be applied to the development and enhancement of the alternative modes in providing the future transportation system. In addition, the TPR requires that local jurisdictions adopt land use and subdivision ordinance amendments to protect transportation facilities and to provide bicycle and pedestrian facilities between residential, commercial, and employment /institutional areas. It is further required that local communities coordinate their respective plans with the applicable county, regional, and state transportation plans. Further requirements were adopted by the Oregon Legislature in 2009 in Oregon House Bill 2001 - Jobs & Transportation Act (JTA). Among the chief changes introduced in JTA is an emphasis on sustainability. JTA requires the development of a least cost planning model, as well as planning for reduction in greenhouse gas (GHG) emissions. Precise implementation measures and evaluate technologies are still under development. However, these elements were integrated in concept in the development of the TSP. The TSP was also prepared consistent with the Portland Metro 2035 Regional Transportation Plan (RTP). The RTP provides a regional framework for transportation planning and investment, including implementation of Metro's 2040 Growth Concept. The update of the Tigard TSP has been developed in close coordination with the 2035 RTP update process in order to ensure consistency at the state and regional levels. A memo summarizing how the TSP and implementing ordinances are compliant with the TPR and other regulatory requirements is provided in the Volume 2 Technical Appendix. Planning Work Foundation The development of the TSP began with a review of the local and statewide plans and policies that guide land use and transportation planning in the City. In addition to the previous adopted transportation plan (2002), the TSP incorporates the following other transportation planning efforts: • Washington Square Regional Center Plan (1999) • Washington County 2020 Transportation Plan (2002) • Tigard Downtown Improvement Plan (2005) • Metro Highway 217 Corridor Study (2006) • Tigard Highway 99W Improvement and Management Plan (2007) • Tigard Downtown Circulation Plan (2010) • Metro 2035 Regional Transportation Plan (2010) A complete list of the plans and policies reviewed as part of the project is included in Technical Memorandum #1: Plans and Policy Review included the Volume 3 Technical Appendix. Public Involvement Public involvement for the development and review of the 2035 TSP was achieved in three ways: • Involvement of citizens on the Community Advisory Committee (CAC) including three committee meetings; 6 2035 Tigard Transportation System Plan - DRAFT September 2010 Introduction • Assistance and review of agency representatives in the agencies on a Technical Advisory Committee (TAC), including three committee meetings; • Two public forums and one open house; • Targeted outreach with local community and service organizations; and, • Public hearings as part of the adoption process. Through these types of public involvement and outreach, the citizens of Tigard were provided with opportunities to identify their priorities for future transportation projects within the City through a variety of forums. The City's website, as well as an e -mail list of interested citizens, businesses, City staff, boards /commissions, and agencies, was used to announce public meetings, disseminate information, and solicit input /feedback from the community. In addition, City staff met with the City Council to present each of the five technical memorandum leading up to the TSP document. ORGANIZATION OF THE TSP The entire 2035 Tigard TSP is comprised of a main document (Volume 1) as well as two volumes of • technical appendices. The TSP is organized as follows: Volume 1 is the "final report" of the 2035 TSP and includes items that will be of interest to the broadest audience. • Following this introduction, the goals and policies were developed to guide the City's long - range vision of transportation system needs. They are included in Section 2. • provides a transportation planning "toolbox" which helps define some of the terms and concepts that are integrated into the 2035 TSP. • summarizes the process that was undertaken to develop the 2035 TSP, including the screening and evaluation of transportation strategies and projects. • includes specific policy guidelines and standards, as well as multi -modal improvement projects to address existing and forecast transportation needs. • provides the funding element of the TSP. This section also lists the financially constrained project list. • outlines changes in the Tigard codes and policies that will be required to implement the 2035 TSP. • Finally, Section 8 provides a glossary of acronyms and other transportation terms. Volume 2 includes technical information that directly supplements Volume 1, including the specific implementing ordinances for the TSP and elements of relevant elements from related plans. Volume 3 includes the technical memoranda that were prepared in the development of the 2035 TSP and includes the detailed data and analysis that were used to prepare the final plan. 7 Section 2 Goals and Policies 2035 Tigard Transportation System Plan - DRAFT September 2010 Goals and Policies Goals and Policies The 2035 Tigard Transportation System Plan (2035 TSP) goals and policies stated in this section were developed at the outset of the planning process and were used to guide the City's long range vision for the transportation system. They incorporate and build upon existing transportation goals and policies and prior plans adopted by the City. They also integrate regional and statewide planning rules and policy, including the requirement for a multi- modal, balanced approach to transportation policy. The goals and policies reflect the guidance received from the Citizen Advisory Committee, the Technical Advisory Committee, and the Planning Commission during the planning process. The transportation goals and policies identify the intent of the City to accomplish certain results. • They relate to one another and are obligations the City wishes to assume. They also provide the necessary link to the transportation element of the Tigard Comprehensive Plan and their purpose and function have been coordinated with the balance of the Tigard Comprehensive Plan to ensure consistency. As outlined in further detail in the Tigard Comprehensive Plan, the goals are general statements indicating a desired end; while policies identify the City's position and a definitive course of action that will contribute to achieving the goal'. The general transportation goals of the 2035 TSP are: Goal 1- Land Use and Transportation Planning Coordination Goal 2 - Transportation Efficiency Goal 3 - Multi-Modal Transportation System Goal 4 - Safe Transportation System Goal 5 - Interagency Coordination Goal 6 - Transportation Funding Additionally, action measures were developed that, if executed, would implement the goals and policies. These statements refer to specific projects, standards, or courses of action the City desires to take in regard to specific issues. The strategies are suggestions to future decision - makers, but do not obligate the City to accomplish them. Most of the strategies resulted from the findings in the needs and deficiencies analysis. Others are standard transportation planning activities that either need to be updated or would be beneficial to improving the transportation system. 1 The policies are not implementable as a land use action without inclusion in land use regulations. Therefore, land use regulations should reflect the transportation framework developed in this section of the TSP. 9 September 2010 2035 Tigard Transportation System Plan - DRAFT Goals and Policies GOAL 1 — LAND USE & TRANSPORTATION COORDINATION Develop mutually supportive land use and transportation plans to enhance the livability of the community. Policies The City shall plan for a transportation system that meets current community needs and anticipated growth and development 1. The City shall prioritize transportation projects according to community benefit, such as safety, performance, and accessibility, as well as the associated costs and impacts. 2. The City shall maintain and enhance transportation functionality by emphasizing multi- modal travel options for all types of land uses. 3. The City shall promote land uses and transportation investments that promote balanced transportation options. 4. The City shall develop plans for major transportation corridors and provide appropriate land uses in and adjacent to those corridors. 5. The City shall support land use patterns that reduce greenhouse gas emissions and preserve the function of the transportation system. 6. The City shall strive to protect the natural environment from impacts derived from transportation facilities. 7. The City shall mitigate impacts to the natural environment associated with proposed transportation construction or reconstruction projects. 8. The City shall coordinate with private and public developers to provide access via a safe, efficient, and balanced transportation system. 9. The City shall require all development to meet adopted transportation standards or provide appropriate mitigations. GOAL 2 — TRANSPORTATION EFFICIENCY Develop and maintain a transportation system for the efficient movement of people and goods. Policies 1. The City shall adopt and maintain transportation performance measures. 2. The City shall manage the transportation system to support desired economic development activities. 3. The City shall design streets to encourage a reduction in trip length by improving arterial, collector, and local street connections. 4. The City shall design arterial routes, highway access, and adjacent land uses in ways that facilitate the efficient movement of people, goods and services. 5. The City shall cooperate with the railroads in facilitating and preserving rail freight service to existing and future businesses that depend on railroad service. 10 2035 Tigard Transportation System Plan - DRAFT September 2010 Goals and Policies 6. The City shall develop and maintain an efficient arterial grid system that provides access within the City, and serves through traffic in the City. 7. The City shall use strategies for access management, including the support of modifications that bring access points into compliance or closer to compliance with applicable standards. 8. The City recognizes freight movement as being a priority of the transportation system. 9. The City shall require the provision of appropriate parking in balance with other transportation modes. 10. The City shall strive to increase non - single occupant vehicle mode shares through vehicle trip reduction strategies, such as those outlined in the Regional Transportation Plan. 11. The City shall design the transportation system to provide connectivity between Metro designated centers, corridors, employment and industrial areas. GOAL 3 — MULTI - MODAL TRANSPORTATION SYSTEM Provide an accessible, multi -modal transportation system that meets the mobility needs of the community. Policies 1. The City shall continue to support the existing commuter rail and bus service in Tigard and will seek opportunities for increased service frequency and passenger convenience. 2. The City shall engage with regional partners to support development of High Capacity Transit serving the Tigard. 3. The City shall design and construct transportation facilities to meet the requirements of the Americans with Disabilities Act. 4. The City shall develop and maintain neighborhood and local connections to provide efficient circulation in and out of the neighborhoods. 5. The City shall require development adjacent to transit routes to provide direct pedestrian accessibility. 6. The City shall develop and implement public street standards that recognize the multi- purpose nature of the street right -of -way. 7. The City shall design all projects on Tigard city streets to encourage pedestrian and bicycle travel. 8. The City shall require sidewalks to be constructed in conjunction with private development and consistent with adopted plans. 9. The City shall require and /or facilitate the construction of off - street trails to develop pedestrian and bicycle connection's that cannot be provided by a street. 10. The City shall require appropriate access to bicycle and pedestrian facilities for all schools, parks, public facilities, and commercial areas. 11 September 2010 2035 Tigard Transportation System Plan - DRAFT Goals and Policies GOAL 4 — SAFE TRANSPORTATION SYSTEM Maintain and improve transportation system safety. Policies 1. The City shall consider the intended uses of a street during the design to promote safety, efficiency, and multi -modal needs. 2. The City shall coordinate with appropriate agencies to provide safe, secure, connected, and desirable pedestrian, bicycle, and public transit facilities. 3. The City shall require new development to provide safe access for all modes to and from a publicly dedicated street. 4. The City shall develop access management strategies for arterial and collector streets to improve safety in the community. 5. The City shall prioritize intersection improvements to address safety deficiencies. 6. The City shall include safety mitigation as a priority criterion in making transportation investments. 7. The City shall enhance and maintain a neighborhood traffic management program to address issues of excessive speeding and through traffic on local residential streets. • 8. The City shall require safe routing of hazardous materials consistent with federal and state guidelines. 9. The City shall require new transportation facilities to meet adopted lighting standards. GOAL 5 — INTER - AGENCY COORDINATION Coordinate planning, development, operation, and maintenance of the transportation system with appropriate agencies. Policies 1. The City shall coordinate and cooperate with adjacent agencies and service providers -- including Metro, TriMet, ODOT, Washington County, and neighboring cities -- when appropriate, to develop transportation projects which benefit the region as a whole, in addition to the City of Tigard. 2. The City shall collaborate with other transportation providers to develop, operate, and maintain intelligent transportation systems, including coordination of traffic signals. 3. The City shall coordinate with TriMet and other transit providers serving Tigard, to improve transit service to, from, through, and within Tigard. GOAL 6 — TRANSPORTATION FUNDING Fund an equitable, balanced, and sustainable transportation system that promotes the well- being of the community. 12 2035 Tigard Transportation System Plan - DRAFT September 2010 Goals and Policies Policies 1:. The City shall make street maintenance a funding priority. 2. The City shall seek to invest in capital projects that leverage other infrastructure investments. 3. The City shall seek opportunities for transportation investments that support transportation goals of efficiency, multi -modal access, and safety. ACTION MEASURES The following table summarizes strategies to implement the goals of the 2035 Tigard Transportation System Plan. TABLE 2 -1. STATEGIES FOR IMPLEMENTING TRANSPORTATION SYSTEM PLAN GOALS Recommended Action Measures Goals Supported ,Goal 1', Transportation & Land Use Planning Coordination � . is f Create commercial nodes within residential neighborhoods to provide residents with opportunities to walk or 1 (2, 3) bike for non - commute travel purposes. Encourage non - auto - dependent development with mixed uses and higher densities in targeted areas, such as 1 (2, 3) along Pacific Highway, in the Downtown, and in the Washington Square Regional Center. Review and update development code requirements for on -site motor vehicle parking. 1 (2, 3) Review and update development design guidelines to promote pedestrian - friendly commercial areas. 1 (2, 3) Identify, evaluate and adopt City of Tigard performance standards that promote safe and efficient access and 1 (2, 3, 4) mobility for walk, bike and transit modes as well as personal automobile travel. Work with State and Regional partners to identify and evaluate multi -modal mobility /performance standards for 1 (2, 3, 4, 5) major transportation facilities. Goal 2 Tran Eiflcle rj Conduct a citywide connectivity and circulation study to identify potential circulation improvements for street 2 (1, 3) systems serving Tigard. Create a comprehensive inventory of street stubs, unimproved right -of -way, and other potential future roadway 2 (1, 3) connections to inform long range planning and development review. Review and update /clarify, as warranted, development code requirements for new roadway or 2 (1, 3) pedestrian/bicycle connections as part of land development. Goal 3: Transportation;System Develop parking management plans for Downtown, Tigard Triangle, Washington Square Regional Center, and 3 (1, 2) other areas to support economic development and a balanced transportation system. Identify and adopt mode split targets that achieve and exceed Metro targets for regional centers, town centers, 3 (1, 2) and downtown Tigard. Review and update, as warranted, street design standards to ensure that public right of way is planned, 3 (1, 2) designed, and constructed to provide safe and comfortable facilities for all travel modes and adequate drainage and treatment for storm water. Create -a more complete network of pedestrian facilities by identifying and prioritizing gaps within the current 3 (2, 4) sidewalk and trail system. Develop pedestrian and bicycle corridors to neighborhoods, schools, parks, recreation uses, activity centers 3 (1, 2, 4) and transit stops. Prioritize transit, pedestrian, and bicycle investments in areas serving a high proportion of disadvantaged or 3 (1, 2, 4, 5, 6) transit dependent communities. 13 September 2010 2035 Tigard Transportation System Plan - DRAFT Goals and Policies Fill in gaps in the bicycle network to provide for greater citywide bicycle mobility 3 (2, 4) Develop bicycle routes that connect neighborhoods, schools, parks, recreation uses, and activity centers 3 (1, 2, 4) Develop a bicycle signage program to help cyclists find routes on relatively level terrain with low traffic volumes. 3 (2, 4) Engage with regional planners and service providers to support transit as a travel option with increased 3 (1, 2, 5) frequency for buses, high capacity transit, and WES commuter rail. Improve the comfort, convenience, and safety for transit users through bus shelters, seating, signage, and 3 (4, 5) other bus stop /station features. Provide local transit connector service linking residential neighborhoods with transit stations /stops, employment 3 (1, 2) and retail centers, schools, and recreational areas. Work with Metro and other regional partners to advance High Capacity Transit in the Pacific Highway- 3 (1, 5) 99W /Barbur Boulevard corridor. Goal 4 Safe TransportatIon System Review high crash locations, including state and county data, and develop a system for evaluating and 4 (3, 5) • prioritizing safety mitigations. Continue to implement neighborhood traffic management techniques to promote safety and livability in 4 (1, 2, 3) residential neighborhoods. Improve pedestrian crossing treatments at high traffic volume streets and /or locations with high levels of 4 (1,3) pedestrian demand (e.g., schools, retail centers, transit stops, etc.) Goal 5 Inter Agency Coordination Partner with Regional and County transportation planning organizations to leverage statewide and federal 5 (1, 2, 3, 4, 6) transportation funding for local projects. Work with regional and state partners to mitigate negative impacts to Tigard from high traffic volumes traveling 5 (1, 2, 3, 4) through Tigard on state facilities, including capacity enhancements on Highway 217 and Interstate 5. Work with state and regional partners to develop alternative mobility standards in order to accommodate 5 (1, 2, 3, 4) desired land development changes. Goal 6 .Transportation Funding Periodically review and revise transportation system development charges to ensure the cost of development is 6 (1, 2, 3, 4) appropriately covered. Periodically review and evaluate the street maintenance fee to ensure the most appropriate and equitable 6 (2, 3, 4) calculations are being used. Continue to seek grant monies to plan for and develop multi -modal infrastructure improvements. 6 (2, 3, 4, 5) Continue to submit project proposals for regional, state, and federal transportation monies to implement the 6 (1, 2, 3, 4, 5) Tigard 2035 TSP. 14 Section 3 Transportation Planning Toolbox September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox Transportation Planning Toolbox Several major roadways are showing significant capacity issues with resulting traffic congestion during several hours of a typical weekday. These capacity issues are expected to worsen as population and employment growth add to travel demand. At the same time, increases in roadway capacity through widening existing roads or constructing new roads are often prohibitively expensive in terms of construction costs, right of way acquisition, and impacts to adjacent properties. While expansion of roadway capacity is a component of the 2035 Tigard Transportation System Plan (2035 TSP), a greater emphasis is placed on measures to manage the existing roadway system and to increase the convenience and viability of alternative travel modes. This section summarizes the range of alternative solutions within the transportation planning toolbox in addition to traditional roadway widening projects that were considered 'during the development of the 2035 TSP. They include solutions to enhance the quality and availability of pedestrian, bicycle, and transit systems in order to shift travel demand toward a more balanced system. Also included are measures to improve the traffic operations on the existing system. TRAVEL MODES The City of Tigard, in partnership with state, regional, and neighboring jurisdictions, recognizes the importance of providing a balanced transportation system. In order to meet the current and future travel needs of the community, increased transit, walk, and bike shares are essential to the future transportation system in Tigard, as much as adding roadway capacity for increased demand. As part of the 2035 Regional Transportation Plan (RTP) and the 2040 Growth Concept, Metro identified maximum share targets for Single Occupancy Vehicle (SOV) travel for Tigard overall, as well as for the designated Centers. Metro's travel demand model estimates base year and forecast mode shares as a function of several factors, including street connectivity, transit availability and parking pricing. Table 3 -1 shows the SOV shares used in Metro's 2005 and 2035 travel demand model, as well as the maximum SOV share in the 2040 Growth Concept. TABLE 3 -1 SINGLE OCCUPANCY VEHICLE (SOV) MODE SHARES Metro Model Metro 2040 Tigard Area Target 2005 2035 (Maximum) Citywide 50% 49% 40 -50% Washington Square Regional Center 47% 46% 45 -55% Tigard Town Center (Downtown) 54% 51% 45 -55% Durham Road Town Center 53% 51% 45 -55% Tigard Triangle 50% 49% 55 -60% 16 2035 Tigard Transportation System Plan - DRAFT September 2010 Transportation Planning Toolbox As Table 3 -1 shows, the Metro model indicates that base year and forecast SOV shares are within the target range under the 2040 Growth Management plan. However, the model shows only slight improvements over the 25 -year planning period. This reflects a forecast condition that assumes generally consistent conditions related to transit, parking pricing, and connectivity. As those conditions evolve to be more supportive of transit, walk, and bike travel, the share of SOV trips should be lower. LAND USE The types and intensities of land uses are significant factors influencing travel demand and mode choice. Low - density development tends to correlate with high motor vehicle travel demand, whereas dense, mixed -use developments have been found to result in shorter trips and more balanced travel mode uses. Land use patterns in the City of Tigard and surrounding areas are suburban in character, with residential areas separated from commercial areas and a relatively low density of development overall. Based on current zoning and growth projections, most residential growth will occur in the west side of Tigard and south in the neighborhoods around Durham and Beef Bend Road. Employment growth is forecast to occur near major roadways, especially near Highway 217. The primary areas of mixed -use zoning are the Washington Square Regional Center (WSRC) and Tigard Triangle. The City has adopted plans to significantly increase housing density in downtown. These planned changes in downtown, along with the strategies identified below, could move more houses close to jobs, increase mixed use development, and help mitigate the strain on the east -west roadways by shortening home -to -work trips, supporting transit service, and making walk/bike trips more viable for work, shopping, and other activities. CONNECTIVITY Multi -modal connectivity describes the network characteristics related to frequency of and distance between connections. A well - connected network minimizes the need for out -of- direction travel while supporting efficient dispersal of travel demand among multiple parallel travel ways. Connectivity improvements for pedestrian/bicycle networks are also effective enhancements to the transportation system, including improved access to transit. A common example of efficient roadway connectivity is the traditional grid system, with north -south and east -west streets spaced at generally equal distances. In Tigard, the existing major roadways, along with topography, natural resources, and land development patterns preclude this type of network on a large scale. However, it is possible to plan for improved connectivity by preserving right of way for future connections and prioritizing funding to alleviate existing and future bottlenecks at key crossing locations. 17 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox TRANSPORTATION DEMAND MANAGEMENT Transportation Demand Management (TDM) measures include any method intended to shift travel demand from single occupant vehicles to non -auto modes or carpooling, or travel at less congested times of the day. Some common examples of TDM strategies include programs such as carpool matching assistance or flexible work shifts; parking management strategies; direct financial incentives such as transit subsidies; or facility or service improvements, such as bicycle lockers or increased bus service. Some of the most effective TDM strategies are best implemented by employers and are aimed at encouraging non -SOV commuting. Strategies include preferential carpool parking, subsidized transit passes, and flexible work schedules. Cities and other public agencies can play a critical role in support of TDM through provision of facilities and services, as well as development policies that encourage TDM. ENHANCING AND INCREASING NON - AUTO TRAVEL MODES The following summarizes improvements to the pedestrian, bicycle, and transit systems that enhance the quality of the service provided and if implemented with the SOV demand reducing solutions described above, will likely result in increased travel by pedestrian, bicycle, and transit modes. Pedestrian System Pedestrian facilities are the elements of the network that enable people to walk safely and efficiently on the transportation system. The pedestrian network includes walkways (sidewalks, mixed -use trails) as well as safe crossing. Each plays a role in developing a comprehensive pedestrian network which can promote both walking trips and multi-modal trips such as using a combination of walking and transit to complete a trip. There are several different types of pedestrian crossing treatments available, each applicable under a different range of factors. A brief description of the various pedestrian crossing types is provided below. Unmarked Crosswalks - Under Oregon law, pedestrians have the right -of -way at any unsignalized intersection. Marked Crosswalks - Marked crosswalks are painted roadway markings that indicate the location of a crosswalk to motorists. Marked crosswalks can be accompanied by signs, curb extensions and /or median refuge islands, and may occur at intersections or at mid -block locations. Pedestrian Hybrid Signal - The pedestrian hybrid signal is a pedestrian - actuated hybrid signal that would interrupt traffic on the roadway to provide a signalized protected crossing for pedestrians at an otherwise unsignalized location. Pedestrian hybrid signals are included in the new 2009 Manual of Uniform Traffic Control Devices (MUTCD, Reference 1). Signalized Intersection - Signalized intersections typically include a WALK signal that can be automatically triggered or push button actuated. This option would require review of signal 18 2035 Tigard Transportation System Plan - DRAFT September 2010 Transportation Planning Toolbox warrants according to the MUTCD to determine if a signal is warranted at an intersection based on the number of pedestrian crossings. Rectangular Rapid Flashing Beacon — RRFBs consist of user - actuated amber LEDs, which have an irregular flash pattern similar to emergency flashers on police vehicles. These supplement warning signs at unsignalized intersections or mid -block crosswalks. Raised Pedestrian Refuge — This option provides a pedestrian refuge in the roadway median, allowing a two -stage crossing to occur if needed. Grade- Separated Crossing — Grade - separated crossings are either underpasses or overpasses that allow pedestrians to entirely avoid conflicts with automobiles when crossing a busy roadway. When used as part of a multi-use path, grade- separated crossings also accommodate bicycles. Bicycle System Bicycle facilities are the elements of the network that enable cyclists to safely and efficiently travel on the transportation system. These facilities include public infrastructure (bicycle lanes, mixed -use trails, signage and striping) as well as off -road facilities (secure parking, changing rooms and showers at worksites). Each plays a role in developing a comprehensive bicycle network. Many different bicycle facility types are needed to create a complete bicycle network that connects people to their destinations and allows cyclists to feel safe riding. Currently, Tigard's bicycle network primarily includes bicycle lanes, shared roadways and multi-use paths. In some locations where bicycle lanes are provided specific conditions such as high motor vehicle volumes and travel speeds compromise the quality of the bicycle facility. In these locations, wider bike lanes or buffers (wider striping, barriers, or medians) separating bicycles from vehicle traffic may be appropriate. Types of Bicycle Facilities Brief descriptions of the various bicycle facility types are provided below. Shared- roadway — Any roadway without dedicated bicycle facilities is a shared roadway. In Tigard, shared roadways include all public streets without striped bicycle lanes. Where traffic volumes are low, shared roadways are generally safe and comfortable facilities for cyclists. Low- Traffic Bikeway (aka Bike Boulevard) — Low - traffic bikeways are also known as bike boulevards and provide high- quality bicycle facilities on continuous street corridors with low vehicular traffic volumes. Typically, low- traffic bikeways are made on local streets, which are configured to prioritize bicycle trips and reduce through automobile trips. Local automobile access is retained. Bicycling conditions are improved by reducing stop signs to a minimum along the route and providing way - finding information specific to bicyclists. Low - traffic bikeways are best used when they parallel major roadways and can provide cyclists with a low- volume alternative route. Low - traffic bikeways are used extensively in Portland, and 19 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox recent rider surveys there indicate that cyclists overwhelmingly prefer them compared to major streets with bicycle lanes. Bicycle Lane - Bicycle lanes are striped lanes on the roadway dedicated for the exclusive use of bicycles. Typically, bicycle lanes are placed at the outer edge of pavement (but to the inside of right -turn lanes and /or on- street parking). Bicycle lanes improve bicycle safety, improve cyclist security, and if comprehensive can provide direct connection between origins and destinations. Bicycle Crossings Bicycle crossing treatments are used to connect bike facilities at high traffic intersections, trailheads, or other bike routes. Typical treatments include bicycle detectors at traffic signals, bicycle only signals, or preferential movements for bicyclists such as only allowing bikes to make a through movement. Bicycle Parking Bicyclists also benefit from several other types of bicycle support facilities, such as secure bicycle parking, either open or covered U- shaped racks, and storage lockers for clothing and gear. The City currently requires bicycle parking to be included in new developments as a condition of approval and TriMet buses are outfitted with bicycle racks that allow cyclists to bring their bikes with them on transit. Allowing bicycles on transit vehicles increases the range of trips possible by both transit and bicycling, and reduces cyclists' fears of being stranded in the event of a mechanical or physical breakdown. Multi -Use Pathways Multi -use pathways are other facilities dedicated to pedestrians and bicyclists. These pathways have an integral role in recreation, commuting, and accessibility for residents. Tigard's off - street trails are generally concentrated along several greenways located within the City. The most notable of these trails is the Fanno Creek Greenway which traverses the full length of the City. Trails are also located along the Tualatin River and the Pathfinder- Genesis Trail. Additionally, planned regional pathways are being developed to connect Tigard with other communities in the Portland metro area. While these pathways serve and connect several neighborhoods in Tigard, there are some remaining gaps in these facilities. The Tigard Neighborhood Trails Plan (adopted in 2009) focuses on multi -use pathways at a neighborhood scale and developed a list of 42 recommended projects that are generally one to two blocks in length. These projects seek to improve opportunities for walking, bicycling and using transit by creating short cut - through routes that provide access to local destinations. A complete list of the projects from the Neighborhood Trails Plan is included in Appendix B of the Volume 2 Technical Appendix. While the Neighborhood Trails Plan addressed short, local connections, there are additional city and region -wide multi-use trails that are in various stages of planning and construction. In particular, the Tiedeman/Main Rail Trail has been identified for converting a nearly three - quarter mile inactive railroad right -of -way adjacent to Tigard Street from Tiedeman to Main Streets. 20 2035 Tigard Transportation System Plan - DRAFT September 2010 Transportation Planning Toolbox Conversion to a multi -use trail will provide an attractive alternative to Tigard Street for pedestrians and bicyclists, and will also be a direct connection to downtown and the transit station. Transit System Transit service is an important part of a balanced transportation system, providing an alternative to private automobile travel for distances too far to walk or bike. TriMet is the transit service provider for the City of Tigard. The City's partnership with TriMet, as well as with regional planners is essential to development of a more comprehensive transit system. The City can also play a direct role in improving transit service by providing services that support transit use, such as transit stop amenities and good pedestrian connections. Supporting an environment in which transit is a preferred travel option for the Tigard community ' requires more than direct investments in transit service. Land use, connectivity, and streetscape features have a major influence on the cost effectiveness of transit service and will help Tigard get more out of its available transit investments. For this reason, potential local strategies to improve transit service include planning for land uses that are transit supportive, in addition to providing appropriate facilities and connections to transit. TRANSPORTATION SYSTEM MANAGEMENT Transportation System Management (TSM) refers to a wide range of strategies that improve operations of an existing roadway system, but without roadway widening. TSM measures can be focused on improving transportation "supply" through enhancing capacity and efficiency, typically with advanced technologies to improve traffic operations. Or they may be focused on reducing transportation demand through promoting travel options and ongoing programs intended to reduce demand for drive alone trips, especially during peak travel periods. Several TSM strategies are identified for application in Tigard in existing plans, including the 2035 RTP and the Highway 99W Improvement and Management Plan (Highway 99W Plan). Some of the key strategies identified for consideration in Tigard are summarized below. Signal Retiming /Optimization Signal retiming and optimization refers to updating timing plans to better match prevailing traffic conditions and coordinating signals. Timing optimization can be applied to existing systems or may include upgrading signal technology, including signal communication infrastructure or signal controllers or cabinets. Signal retiming can reduce travel times and be especially beneficial to improving travel time reliability. Signal retiming could also be implemented to improve or facilitate pedestrian movements through intersections by increasing minimum green times to accommodate pedestrian crossing movements during each cycle in high pedestrian or desired pedestrian traffic areas, eliminating the need to push pedestrian crossing buttons. Bicycle movements could be . facilitated by installing bicycle detection along major bicycle routes. Signal upgrades often come at a higher cost and usually require further coordination between jurisdictions. 21 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox Advanced Signal Systems Advanced signal systems incorporate various strategies in signal operations to improve the efficiency of a transportation network. Strategies may include coordinated signal operations across jurisdictions as well as centralized control of traffic signals. Advanced signal systems can reduce delay, travel time and the number of stops for vehicles, while potentially increasing average vehicle speed. In addition, these systems may help reduce vehicle emissions and have a high impact on improving travel time reliability. The detection system, controller hardware, and software required at intersections depend on the signal system strategy. In order to implement an advanced signal system, the existing hardware and software on the roadways would be updated. The traffic signal controllers on Pacific Highway have recently been upgraded with newer models; however many of the remaining signals in Tigard have • yet to be upgraded. • Of the 79 signals in the City of Tigard, 47 are owned and maintained by ODOT; the rest are maintained by Washington County. These agencies would take the Lead in signal upgrades and implementing advanced signal systems. Any strategies that may be implemented would require coordination among the City of Tigard and the jurisdictions that own and operate the signals. Advanced signal systems may be applied to several innovative control strategies. The costs of these systems vary as a function of the types of controllers, programming needs and detection needs. Implementing any of these systems in Tigard would require coordination with ODOT and /or Washington County. Alternative signal systems include: • Adaptive or active signal control systems improve the efficiency of signal operations by actively changing the allotment of green time for vehicle movements and reducing the average delay for vehicles. Adaptive or active signal control systems require several vehicle detectors at intersections in order to detect traffic flows adequately, in addition to hardware and software upgrades. • Traffic responsive control uses data collected from traffic detectors to change signal timing plans for intersections. The data collected from the detectors is used by the system to automatically select a timing plan best suited to current traffic conditions. This system is able to determine times when peak -hour timing plans begin or end; potentially reducing vehicle delays. • Transit signal priority systems use sensors to detect approaching transit vehicles and alter signal timings to improve transit performance. This improves travel times for transit, reliability of transit travel time, and overall attractiveness of transit. The City of Portland has the only system of bus priority in the region, which is applied on most of the major arterial corridors throughout the city. Real -Time Traveler Information Traveler information consists of collecting and disseminating real -time transportation system information to the traveling public. This includes information on traffic and road conditions, general public transportation and parking information, interruptions due to roadway incidents, 22 2035 Tigard Transportation. System Plan - DRAFT September 2010 Transportation Planning Toolbox roadway maintenance and construction, and weather conditions. Traveler information is collected from roadway sensors, traffic cameras, vehicle probes, and recently media access control (MAC) devices such as cell phones or laptops. Data from these sources are sent to a central system and subsequently disseminated to the public so that drivers track conditions specific to their route and can provide historical and real -time traffic conditions for travelers. When roadway travelers are supplied with information on their trips, they may be able to avoid heavy congestion by altering a travel path, delaying the start of a trip, or changing which mode they choose to use. This can reduce overall delay and fuel emissions. Traveler information projects can be prioritized over increasing capacity on roadway, often with high project visibility among the public. Real -Time Transit Information Transit agencies or third -party sources can disseminate both schedule and system performance information to travelers through a variety of applications, such as in- vehicle, wayside, or in- terminal dynamic message signs, as well as the Internet or wireless devices. Coordination with regional or multimodal traveler information efforts can increase the availability of this transit schedule and system performance information. TriMet has implemented this through its Transit Tracker system. These systems enhance passenger convenience and may increase the attractiveness of transit to the public by encouraging travelers to consider transit as opposed to driving alone. They do require cooperation and integration between agencies for disseminating the information. Access Management Access management describes a practice of managing the number, placement, and movements of intersections which provide access to adjacent land uses. These access points are considered in context with the traffic flow, safety, capacity, and speed on the surrounding road system. Within developed areas, access management strategies may include shared or consolidated access points, restrictions on access point movements (medians, channelized movements), or closing access points. Access management provides several potential benefits, such as reducing crashes and crash rates and increasing capacity on the main roadway by maintaining vehicle flows and speeds. In addition, well deployed access management strategies can greatly improve travel conditions for pedestrian and bicycles. Eliminating the of access points on roadways reduces the number of potential interruptions and conflict points between pedestrians, bicyclists, and cars. Access management is typically adopted as a policy in development guidelines. It can be extremely difficult to implement an access management program once properties have been developed along a corridor. Cooperation among and involvement of relevant government agencies, business owners, land developers and the public is necessary to establish an access management plan that benefits all roadway users and businesses. 23 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox 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. The following are examples of neighborhood traffic management strategies that have been applied in Tigard: • speed wagon (reader board that displays vehicle • narrow streets speeds) • closing streets • speed humps • photo radar • traffic circles • on- street parking • medians • selective enforcement • landscaping and street trees • neighborhood watch • • chokers (narrow roadways in short sections) curb extensions A wide range of traffic control devices are being used throughout the region, including such devices as chokers, medians, traffic circles and speed humps. 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. Research of traffic calming measures demonstrates their effectiveness in reducing vehicle speeds. Table 3 -2 summarizes nationwide research of over 120 agencies in North America. TABLE 3 -2 NEIGHBORHOOD TRAFFIC MANAGEMENT PERFORMANCE Speed Reduction (MPH) Volume Change (ADT) No. of Public Measures Studies Low High Ave. 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 90% 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 98% Chokers 32 2.2 4.6 3.3 45 4100 597 79% Narrow Streets 4 5 7 4.5 0 0 0 83% SOURCE: Survey of Neighborhood Traffic Management Performance and Results, ITE District 6 Annual Meeting, by R S. McCourt, July 1997. 24 2035 Tigard Transportation System Plan - DRAFr September 2010 Transportation Planning Toolbox Typically, NTM receives a favorable reception by residents adjacent to streets where vehicles travel at speeds above 30 MPH. However, NTM can also be contentious because it may be perceived by one neighborhood as just moving the problem from one neighborhood to another rather than solving it. Traffic calming may also be perceived as impacting emergency travel or raising liability issues. A number of streets in Tigard are identified in the functional classification as neighborhood routes. These streets are typically longer than the average local street and might otherwise attract cut - through traffic. These may be appropriate locations for consideration of NTM applications. • 25 Section 4 Development of the 2035 TSP 2035 Tigard Transportation System Plan - DRAFT September 2010 Development of the 2035 TSP Development of the 2035 TSP The 2035 Tigard Transportation System Plan (2035 TSP) builds on past planning efforts as well as an updated analysis of existing conditions, forecast needs, and a multi -step evaluation of improvement options. The analysis of transportation needs was coupled with a detailed review of relevant state, regional, and local plans and policies. Parallel to these phases was a public involvement process to gain input on key issues and concerns and to inform the community regarding the outcomes of the process. This section summarizes the regulatory context, the foundation of previous planning, the public involvement process, and the key findings of the baseline, forecast, and alternatives analysis. The section is organized as follows: i. 2008 Baseline Conditions Analysis ii. 2035 Forecast Analysis iii. Alternative Analysis iv. Changes from the 2002 TSP BASELINE ANALYSIS Once the project vision, goals, and objectives were determined as summarized in Section 2, an inventory of the existing transportation system was developed. This inventory documented all major transportation- related facilities and services within the Tigard Urban Planning Area. The data and analysis included an inventory of the roadway network, traffic conditions, safety performance, bicycle and pedestrian facilities, and transit service, among other topics. The findings of the technical analysis are summarized in Technical Memorandum #3 in the Volume 3 Technical Appendix. In addition, existing conditions analysis included an inventory of natural resources and identified areas with high proportions of population groups that might warrant specific consideration with regard to transportation needs. These are summarized below. Environmental Resources Evaluation The environmental evaluation summarizes current resources within the Tigard Urban Planning Area in order to avoid and limit adverse impacts on them in developing transportation projects. Figure 4 -1 displays regionally significant fish and wildlife habitat that were identified as Goal 5 resources by Metro in 2005. Metro staff ,developed the Goal 5 inventory based on the best existing science and data at the time and input from local agencies, resource agencies, technical review committees, and the public. Metro staff conducted fieldwork to validate and adjust the inventory. The habitat resources in the inventory were then ranked in importance based on their capacity to provide benefits to fish and wildlife. The Goal 5- resources identified in Tigard are primarily associated with the Fanno Creek system, which is a tributary of the Tualatin River that passes through Tigard on its journey to the south. In addition to these resources, floodplain and wetland data were summarized for inclusion in project evaluations. 27 September 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP Socioeconomic Conditions An evaluation of socioeconomic conditions was conducted as part of the environmental justice analysis for transportation needs. The analysis was conducted in order to meet the needs and avoid undue adverse impacts to certain populations when examining potential transportation improvements. Census data were used to evaluate census blocks within the planning area based on percentages of the population comprised of one or more of the following populations: • Minority groups — people who did not self - identify as White -Non Hispanic • Low - income residents — people who earned between 0 and 1.99 times the federal poverty level in 1999 • Seniors — people 65 years of age or older in 2000 • Non - English speakers — people who stated that they did not speak any English at all in 2000 • People with disabilities — people five years or older with any type of disability: sensory, physical, mental, self -care, go- outside -the -home, or employment. Under the Metro 2035 RTP definition, an area has "'significant "' environmental justice populations if it has more than 2.5 times the regional average for that population. Within the Tigard planning • area, no significant minority or disabled populations were identified; however several Block Groups were identified for significant non - English - speaking, senior, and low- income populations. These areas are depicted in Figure 4 -2. The existence of significant environmental justice populations was considered in the evaluation of potential transportation projects both for the capacity to meet needs as well as for potential negative impacts of new facilities. It is notable that there is a gap in transit service on Hall Boulevard between Pacific Highway 99W and Locust Street in the vicinity of considerable low income residents. Transit dependent residents of these neighborhoods must walk along Hall Boulevard to get to the nearest bus stops. While the City is not a provider of transit service, pedestrian and bus stop amenities in this vicinity should be considered priorities in order to improve transit access for these neighborhoods. Details of this and other aspects of the 2008 Base Conditions Analysis are provided in Technical Memorandum #3 in the Volume 3 Technical Appendix. 28 s: wI TAYLORS FERRY RD 11 Figure 4 -1 . 1 N C7 ,17 �.. _� ( E nvironmental 7 Z ee 2 - -- �� — 4 � ?.` b• Resources - �" GJ` • w w .. r L j OCUST ST __ i _ x ,,,,0 S FERRY R 4 , • o = L I r. }if `-K S -1 1 I 1 i`.: Tigard Urban y. . a g • Plannin Area i /Y/ • v .7 %% PINE ST,- a U ; °� i� ,. c.,;w -. `_ > Water Bodies z ^'fit'°, $ % '.;i / {%i - m Y /�:.. a "' / - ; fi T p ' ® Wetland Inventory � .1 �� c J{ PFAFFLE ST w co ,, • r F466.16,...j ' HAI E sT Goal 5 Resources o t / � � o - "�- ® Floodplain f y _ W A L NUTS? -- � r/' I �� %% `�,� i ' G 4 �• . ` ��j/ %� DAR TMOUTH ST i 4 1i < , t ".. -- ' 'S i' t Other Ma Elements o _ d f � -. rys / ° eG•y 9p� \ TC Transit Center 0 1 i R 4 . 4 I� <y Grsr l 4 If/ Sys / kF sr — Tigard City Boundary • ## 33 Other Rail Lines f � ' ._ ' - � . % / q r ^ s ; SA P - - �1t / A (217 11 - I r _' - 1 — �� 'NA' LLS `4 ` ‘ �o !IL �'r « � - -- = I MCDONALOST�- •� • @ ,- _ • r``p II i � 7 a i •- BUL MOUNTAIN RD - I L!Ira' ' �-_a B ONITA RD r BONITA ITA RD _. L �` g 1 f � oa �. w a • r f a ... • BEEF BEND R - - _. '.' DURHAM RD f J ' � .. , t % ‘,`"'''L __ %`may • • , IT o z N - - -- /, '. The information represented on this _ _ -. ,e / -•�% - r map is current as ofFebnrary 28 ,2010. � ' ' a * ' ` ,d0" .- � ',. , - Revisions nd alter fh ' ter... / 01 i a ' �� i , �_, i % I or amendments occur to a er t decisions 444 i /% *:^� p • 0 0.15 0.3 0.6 of the map. d ry J . �w; , • / Nfiles • Sources: City of Tigard, Metro 2008 RLIS Lite • Y R . Figure 4 -2 : � c? � `- �` §pia '�" �. Y LOR EE V RD - �- ,. � a a 4" a r � . �" f " Env K _ Justice - la I ;4:.'-;''`I'-':,' i��ry> z • a ,cr., 4, i ` ,_ ;; ' ', fi �g , ons '+�i. r•z i 5 .. "+ " � X '� f 1_,,,W. d Y {; f t $ �. s ': Po F U SA; s ' r i s y. c s a- '`��. rt" i* . i + I „.,.6 i : S� a - '” ' '. ,,; Ln y 4 LOCUST ST ti a: :4 r+ "'-'7,.''.:1"..4'E a s' , i .y ,,, 5 n _ t 4 Tigard Urban ' 4 2 H � x ' r }1 �, > -: : , ' `?; '3r£ �i d' - L S — d•rg F � „_ 9 a : Pl a X f � " � n h r .. i ^ FERRY R D� !� OAK Sr �� anntng Are �' ,ky ° ' nt lations w { � , x r x U a :. . . Si g n iBca P opu t �a a r 4140* Xn z, Low- Inco a' 41.,:f r � � < •r• PE ST / Non- Eng Sp eakin _. . `" a„.X� X2.1, Q HAINES ST _____� in ,: s„ x 44"- r• 3,.,,., -�_ �� <ii . , C �..::I SeIllOr s y l ! a : Z i ` 5 ,rii i ;c '$ d' . p ,C�O� I ! y :" a Signi Areas WALNUry7 ill " •,•• �� x a; L r ! _ } Wµ NUT 5T ' ,. q, ,904, IV = , ;V'. • , � DARTMOUTH ST othe Map El �'� .., � : _ � �' jj ;t, ` . .. �� /� RF R � /! % , TC Transit Center ii77 `Sl : ,, � a 1 u 11 l ,,,,,,, ♦ ♦.. • ' + s r } Tig C ity Boun dary aeaaun all R , + i Other Rail Lines dr :,.......: !# _� ♦ ♦ : :: ! A /� �i • ma Z: .•n,. ` 1 + ,••♦ . ,•.•♦ ♦ GAARDEST.:' : 111111 +MCDONAL • ».,,.. , rT, rim ■tom ` :� :� ,.. ., ... Mil ♦,,, �s= . •,'',. U�'tMOUNTAIN . ... . •r�w� +� +� , j- I . 4 , : . ••♦ ,• ;. ..,« A i ' a •:: . ' •••• ,,ii o A k. ..,,,,,, ,_,,,, ...., '' • '� BEEF BEND RD r^Y *j'}�,ZSL *' DU RHAM RD liiii ` ♦ + , pi I • . ♦ W gi, all .. > p IA , �� •'°�„wnrmw o � , *• The informat re(rrne� F ted an this x. � eXiQent n of eu brary , 20 , . Revisiaos w be mad a new 28 decisions or amendmen occur to alter the con 0 0 D 0.6 of thhe map. ?- .�' . Miles * Significant environmental justi p opula t ions are based on the M e t ro 2035 Update de finition: Census Blo Groups with more than 2.5 times the regional average for that population. Note: Block os highlighted in yellow represent areas where two or more significant populations are ' utified. Sources: 20( sus, 2008 RLIS Lite 2035 Tigard Transportation System Plan - DRAFT September 2010 Development of the 2035 TSP 2035 FORECAST ANALYSIS Development of long -term (year 2035) transportation system forecasts relied heavily on the Metro Travel Demand Model. The model predicts future travel needs based on forecast housing and population. The model also incorporates planned improvements to the transportation system. Future transportation conditions were evaluated based on the forecast travel demand and planned improvements. Technical Memorandum #4: Transportation Needs and Deficiencies included in the Volume 3 Technical Appendix. Metro currently uses 2005 household (single family units, mixed -use units) and employment (retail jobs and "other ") data as its base and has developed year 2035 household and employment forecasts. Year 2035 forecasts include estimates of future households and employment within the Tigard planning area. The population and .employment data for both 2005 and 2035 are summarized in Table 4 -1. TABLE 4 -1 2035 HOUSEHOLD AND EMPLOYMENT PROJECTIONS 2005 2035 Growth, 2005 -2035 Households Employment Households Employment Households I Employment 26,160 I 43,734 35,071 68,564 8,911 I 24,829 As shown in Table 4 -1, Tigard's households are projected to increase by 8,900 between 2005 and 2035 and employment is projected to increase by approximately 24,800 jobs (34 percent and 57 percent increases, respectively). These translate to annualized growth in households of approximately 1.1% per year and annualized growth in employment of 1.9 % per year. Figure 4 -3 shows that the areas anticipated for the most residential growth are on the west side of Tigard and south in the neighborhoods around Durham Road. It should be noted that West Bull Mountain is outside of the planning area but also has significant anticipated growth in housing. Figure 4 -4 shows that the areas anticipated for the most employment growth are concentrated along Highway 217 including the areas around Washington Square Regional Center, downtown, the Tigard Triangle, and Pacific Highway. The residential and employment development patterns reflected in Figures 4 -3 and 4 -4 will have the effect of exacerbating existing pressure on the roadway system, especially during the weekday peak periods. The critical directions of traffic flow are generally eastbound in the morning and westbound in the evenings, as commuters travel to and from work via the I -5, Highway 217, Pacific Highway and major arterials. Accommodating future residential and employment growth with a more balanced distribution of land uses will help to alleviate strain on the transportation system and promote a more efficient use of the roadways. 31 F r, -t T Figure 4 -3 '1``1, ` Forecast L.- T.YLO' S'FERRY k' Household Growth x 2 i 2005 to 2035 : , ; : > i ! € Tigard Urban ti s � Planning Area x , 9G j p A' OCU i ✓ . e` , rn 6 ,s , 1 W T si . f ..7R..... N....: —� }�" ` o 3 " ; Change in Households Per Acre �� < � a Negative or No Change h C` - 1 fr 1,,. / 10.5 to 1.5 HH/Acre g �0 �r "' I P 4 PFAI-FLE `c f - O r HAINES sT - 1.5 to 2.5 HH /Acre � o �� ,♦ �� ..._ z > t _ more than 2.5 HH/Acre � '• - DARTMOUTH ST . 1 '�' Other Map Elements WPLN��T ST- , �� l pY� ` �- ci YYY , �� :cio eGA titi ztir I. 0 Transit Center Tigard City Boun eF .� .? s q, ,, sr' g 1. °F . Boundary 4 • s' ++++r Other Rail Lines r r,.1 , m 5leexr� 3 , 1G• 111 S n... i ..I. . I .... 'W A I L ST ♦ ♦• , (217 ii i k O a4 y , Ue yy , ....R . -1 ci _ ._ ..�._' r ♦ ♦i : _ ):, •: 9,'iO ..« .�«.nt a. n.a S a..R ,AARDE ST Q :�: Ai ♦ ♦' -1 )� a DST'' I r i I ♦' 1 90NITA P ,nONITA RD • L @ i e ! . I I . y ^( I —I a 1, . _ , I_ ' I L O • I_ All , , ' { ( 1 2 Q _. .. 31 i.,,, W ,0 \ I l I �. p:NDR ` I�. _. � V I '_'_ 1 lam. a pe '. e (te f yy N ..I J e a L °� 4- � i f r r � , i • ; $ •r The information represented on this ° '^" map is current as of February 28, 2010. Revisions will be made as new decisions .- -.... , or amendments occur to alter the content - - ^,„ _.._E _. - 0 0.2 0.4 O. of the map. iAtallidillellIL. . • ! d .''m f • I Miles Note: Forecast household growth for the downtown reflects planning aspirations, but wasn't included in the Metro model (shown as negative or no change in the model). • f t : 'y ' , ii, (fa • _ .„ ,. ,,, ,...... ‘ .. ,.•, , 4., .._., 0 ,..,_, ...._ ....„. . A, ~ „_. " a _"�'7 -17--- .. -1'-'1` , .1' TAVLORS FERRY RD 1 tiN. 4 � 1 � T .. �-'1 - � -`� � ,..•' _.. 3 � }ate Y 1 to 77 4 - U.' RR'‘ RD 4L W frArU 1 ! * _ i *' F7t1 N FE • - ,IIIIIMMRI a e1 ,.. � agit ARUM W • IP ` - 7 to 1 iAtrre ,..L , x - r -<:. WAFFLE ST '` 3 ° , '19 ,‘ , kitili '''' f \\ 1111111r1.01. i s i ''' n • A DO • 1• P 5 0 Acre WALNUT ST � ,-J • i , .r e. .a ._, / ( T i - , ` r Al" WALN ST- ,'�. 0 d • r y id - ftsiiit �� i • �1 � al 1111 • 4 X4 l G��h 4'45. '+ pia ii 1 D t ,• • �CX BamdsY NM al ,� art i1r ]/ 0. . _ A Maar E ' (fi r • ti, ■ is II R OS Y . 1' �� Y < ' � � _� -9 GAARDE ST Q MCDONALD ST - - ' frii r 2221115111 al NB 71 BONITA RD ' BONITA : • '•t''.y 1 1 . ° tit rillill i / r �� ' y � A B ULL MOUNTAIN `,.. NM Ma 1 ,,,., , ... 4 ,_ mai „ . co arf _ t � P i WW1 ^ "'•^S..awa »wmrn BEEF END RD - • DUR RD El I � MN e ■ • `• 0029 •: "i iiiiii6. ' 1 ' 3 ' ' — _ 14"1 m :billil 1.. ___. 6 iii !. max. - r— Ii i I - :Mil ‘. alterthuenoant . -. - - ; Miles Note: Forecast employment growth for the downtown reflects planning aspirations, but wasn't included in the Metro model (shown as 1 to 3 Jobs/Acre in the model). September 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP Growth Assumptions for Downtown — Modeling Implications The City of Tigard plans for increased residential and commercial density in Downtown Tigard, as reflected in Figures 4 -3 and 4 -4. These planned changes in downtown, along with the City's land use strategy to increase mixed -use development, are intended to mitigate the strain on the east -west roadways by shortening home -to -work trips, supporting transit service, and making walk/bike trips more viable for work, shopping, and other activities. The City's aspirations for growth have not yet been incorporated into the Metro travel demand model. As a result, the 2035 model forecast underestimates the travel demand to and from downtown. While this is a meaningful disparity, it was determined that the potential negative impacts of this disparity are lessened by the following considerations: • The intent of the higher density, mixed use development is to accommodate a higher proportion of travel demand by non - automobile travel modes; • The most critical need for a higher density downtown will be the provision of multiple access points and an efficient overall circulation pattern; and, • The current planning process for downtown includes a grid of two -lane streets to create and preserve a safe, efficient and pedestrian- friendly circulation system. Larger street cross sections would conflict with these objectives, even if travel demand modeling indicated a desire for more automobile capacity. • The arterial streets providing access to Downtown (Pacific Highway, Hall Boulevard, Greenburg Road) are already planned for their maximum roadway width of five lanes. The City does not intend to increase the roadway footprints. If the downtown growth requires specific capacity improvements at critical intersections, those could be developed and are not dependent on inclusion in the TSP. Given these considerations, emphasis was placed on ensuring efficient access and connectivity for downtown, as well as planning for improved pedestrian, bicycle, and transit access. ALTERNATIVES ANALYSIS Substantial effort was devoted to developing and evaluating alternatives to address existing and future transportation needs within the Tigard Urban Planning Area. While there is a recognized need for expanded roadway capacity in some,areas, emphasis was placed on measures that provide a balanced multi -modal transportation system and investments that enhance the efficiency of the existing systems. This section provides an overview of the alternatives analysis, project evaluations, and project prioritization that occurred in developing the preferred plan. The process, illustrated in Exhibit 7, is described below: 34 2035 Tigard Transportation System Plan - DRAFT September 2010 Development of the 2035 TSP Step 1 — Review of Planned Projects Projects from previous planning documents were reviewed and analyzed. Two scenarios were developed" to distinguish between planned_ projects with the higher likelihood of receiving funding. The evaluation identified which planned projects are expected to be most effective as well as areas of continued congestion and capacity problems in spite of planned projects. Technical Memorandum #4 in the Volume 3 Technical Appendix; • Exhibit 1 Alternatives Analysis and Project Evaluation Sieves ReSUit Matt TSP Refned Project list and Set- iodtles (Input tram TAC CAC, staff; city;counCli) 7 Evalaa atf,Piefe red "Plan i�perattons; 6 iontm w P - et, It eTtelet (qualftethe project�9oai 6 evaluation) re prod of B► 141e y1n, Evaivat • : ration) 4 (egalltative Individual clact 4elaeted 9oals�bese pillEd{ (pea o $sav Sttate9t ) E v e nalysis): Scen 1 find �(_oparatlon ana S7 ..arlo 2 Start-with; - ,,y818) 1 Pra(ectList from:Previous Planning Efforts Step 2 — Application of TSM Strategies Transportation System Management (TSM) strategies were applied to the forecast roadway operations. This scenario was evaluated)to determine if the magnitude of the impact of these strategies could reduce the needs for new roadway infrastructure investments. The TSM strategies that were modeled included 1) signal system improvements on major corridors, as planned in the 2035 RTP and 2) access management strategies on Pacific Highway, as identified in the Highway 99W Plan. 35 September 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP Step 3 - Evaluation of Individual Projects Individual projects were evaluated both quantitatively and qualitatively. Major roadway capacity increases were modeled to determine the level of travel demand that would be accommodated or otherwise impacted by the project. In addition, a series of evaluation criteria were developed from the goals identified in Section 2. The seven criteria for screening and prioritizing project alternatives were: multi -modal mobility, system capacity, consistency with local /regional plans, safety, cost - effectiveness, environmental resources, and environmental justice. The evaluation criteria were applied to new projects, projects being considered for removal from the TSP and projects that were otherwise considered critical or notable. The rating method used to evaluate each project is illustrated in Table 4 -2. TABLE 4 -2 QUALITATIVE RATING SYSTEM Goal Rating Meaning • Significantly improves transportation options, or connectivity within a mode Multi -Modal O Moderately improves transportation options, or connectivity within a mode Mobility O Does not change transportation options or connectivity • Project improves system capacity System Capacity Project does not significantly change system capacity O Project decreases system capacity Consistency with • Included as part of other local jurisdiction, regional, and /or state plans other jurisdiction Not mentioned but consistent with the intent of other plans Local, Regional Plans O Inconsistent with local jurisdiction, regional, and /or state plans Provides a safety enhancement in an area with noted safety deficiency or an • area with significant pedestrian and /or bicycle traffic. Safety Provides a safety enhancement to one or more modes of travel. O Provides no improvement or negative impacts to overall system safety. • Provides significant increases in mobility compared to the relative cost. Cost - Provides reasonable increase in mobility compared to the cost. Effectiveness O Provides little increase in mobility compared to the cost. • Enhances parks, wetlands, or other environmentally sensitive areas Environmental O Does not impact environmentally sensitive areas Resources O Impacts environmentally sensitive areas • Enhances transportation options for designated population neighborhoods Environmental O No obvious impact to designated population neighborhoods Justice O Negatively impacts designated population neighborhoods 36 2035 Tigard Transportation System Plan - DRAFT September 2010 Development of the 2035 TSP A notable finding from this step was that there were projects from previous planning efforts that no longer.meet the community goals. As such, the following projects were removed from the TSP: • Nimbus Avenue Extension due to environmental impacts to Fanno Creek and related cost effectiveness; • Wall Street Extension due to cost effectiveness and potential environmental justice impacts; and, • New interchange on Highway 217 at the extension of SW 68th Avenue due to inconsistency with the RTP and ODOT plans. Step 4 - Review of Bridge Projects Due to their high costs, the projects requiring bridge structures to cross highways and railroad tracks were considered to determine if all were necessary, identify which projects were most desired within the planning horizon as well as those that should be include for the purpose of long -term right -of -way protection. This review identified existing plans for a total of seven grade- separated crossings. The individual project evaluations in Step 3 were supplemented with the overall review of the number of costly grade- separated crossing proposed. On that basis, the following crossings have been removed from the TSP or modified: • Northern Washington Square Regional Center Crossing (Hwy 217 crossing) was modified to a pedestrian and bicycle connection only • Wall Street Extension (railroad crossing) was removed due to cost effectiveness and potential environmental justice impacts as described as part of Step 3 • Dartmouth Street - Hunziker Connection (over Hwy 217) was removed due to cost and redundancy with the Hunziker Street - Hampton Street Connection • Durham Road Extension under I -5 was not included due to limited system benefits and cost effectiveness. The following crossings were recommended to remain in the 2035 TSP: • Northern Washington Square Regional Center Crossing (as pedestrian/bike connection only) • Southern Washington Square Regional Center Crossing • Hunziker Street - Hampton Connection over Highway 217. Step 5 Step 5 of the alternatives analysis included evaluation of potential new roadway projects that would benefit overall multi -modal system operations. Two of the notable new projects in the 2035 TSP include the North Dakota- Pfaffle Neighborhood Route and North Dakota Realignment. These projects are envisioned to occur in tandem with or subsequent to realignment of Tiedeman to the west away from the North Dakota /Greenburg Road intersection. 37 September 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP The North Dakota - Pfaffle Neighborhood Route and North Dakota Realignment would provide a much needed east -west connection between Pfaff le and North Dakota Street over Highway 217 and would provide an alternative to Pacific Highway and Walnut Street for travel between east and west Tigard. Traffic calming measures could be implemented to keep travel speeds consistent with a Neighborhood Route; however, measures to reduce traffic volumes on this route would reduce the benefit of the crossing which will cost several million dollars. An additional roadway project is a future north -south connection between Dartmouth Street and Beveland Road. This potential connection would provide an alternative route for traffic on SW 72 Avenue within the Tigard Triangle and may create opportunities for development on either side of the new roadway. Step 6 A final model run was conducted to include the results of Steps 1 through 5 including currently funded projects, TSM strategies, and recommendations for new projects and projects to be removed from the TSP. Step 7 Step 7 of the alternatives analysis included identifying the finalized package of improvements for the 2035 TSP and setting draft project priorities based on the project goals and objectives, individual project evaluations, input from the TAC, CAC, city staff and city council. Summaries of each of the project evaluations and the results of the Step 6 model run are included in Technical Memorandum #5 in the Volume 3 Technical Appendix. CHANGES FROM 2002 TSP The following summarizes new projects added to the 2035 TSP that were not included in the 2002 TSP as well as summarizes projects that were in the 2002 TSP but have been modified in or removed from the 2035 TSP. New Projects In addition to new pedestrian and bicycle projects, several new transit supportive projects have been added to the 2035 TSP including the following: • Transit Projects ,! o On -going planning activities with TriMet and Metro to bring High Capacity Transit parallel to the Pacific Highway -99W /Barbur Boulevard corridor. o Support for existing high activity bus stops by providing benches, shelters, and real - time information. o A bicycle hub with additional bike racks and covered bike lockers at the Tigard Transit Center. 38 2035 Tigard Transportation System Plan - DRAFT September 2010 Development of the 2035 TSP o Local connector transit service in the Tigard Triangle and in connection with the High Capacity Transit planning. This service could connect the Tigard Triangle to Downtown, and /or the Washington Square Mall and potentially residential areas and should be coordinated with other transit service. • Roadway and Intersection Projects o Pfaffle -North Dakota east -west connection with Hwy 217 over - crossing to provide a neighborhood route, connecting from 99W at 78th to Scholls Ferry Road, via N. Dakota. Includes realignment of North Dakota at Greenburg Road to provide a continuous east -west connection. Requires purchase of an existing building. o Traffic signal or other intersection treatment at Pfaffle Street/Hall Boulevard. o New north -south connection in the Tigard Triangle, connecting Dartmouth with Beveland Road or Hermosa Way in order to improve local circulation within the Triangle. Updated Projects Projects in the 2002 TSP were reevaluated to determine if changes or other updates were warranted. The following summarizes the significant updates incorporated into the 2035 TSP: • Hall Boulevard Widening, Oleson Road to Pacific Highway (Project #45a): The 2002 TSP includes a project to widen Hall Boulevard to 5 lanes in this section. The 2035 TSP includes this project as a 3 -lane cross - section while filling in gaps in the sidewalk and adding bikeways. • Highway 217 Nimbus- Locust Overcrossing (Project #22): The 2002 TSP identified this new roadway to have a 5 -lane cross - section. Due to improved multimodal facilities and travel pattern changes in the area, the 2035 TSP includes this project with a 3 -lane cross - section. • Northern Washington Square Regional Center Highway 217 Crossing (Project #MUP7): The 2002 TSP identified this as a Highway 217 crossing that accommodated pedestrians, bicycles, and vehicles. The 2035 TSP includes this crossing as multi-use path only that does not accommodate vehicles. • SW 121st Avenue (Project #34) and Walnut Street widening (Project #48): The 2002 TSP included these projects as 3 -lane cross - sections, while the 2035 TSP includes them both as 2- lane streets with turn-lanes where necessary, and bicycle and pedestrian improvements. • Ash Avenue Extension (Projects #18 and #27): This project includes a 3 -lane cross - section in the 2002 TSP. Based on the desire to improve access and safety for pedestrians and bicycles downtown, this project is included in the 2035 TSP with a 2 -lane cross - section providing turn-lanes where necessary. A corridor analysis is also identified for these projects ( #18 and #27) in order to examine design and alignment alternatives and more clearly identify the potential impacts, both positive and negative, of these projects. 39 September 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP Other Project Notes Scholls Ferry Road Widening from 121st to Barrows (Project #28) has been identified for ROW preservation. The Washington County TSP shows this segment as three lanes in the future. Based on its "Long- term" designation and definition of long -term projects in the 2035 TSP, widening to seven lanes would not be conditioned upon development; however, ROW would be obtained to preserve this option for the future. 40 Section 5 Transportation System Plan September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan Transportation System Plan This section presents the multi - modal Transportation System Plan for the City of Tigard. The purpose of the Plan is to support the vision and goals presented in Section 2 by logically providing for the systematic care and expansion of the City's multi -modal transportation system. The Tigard 2035 Transportation System Plan presented below provides the policy and regulatory framework to guide the expansion of the system and the prioritized list of actions and improvement projects to meet the future travel needs within the community. The Transportation System Plan is organized into the following major sub - sections: • State and regional planning context; • Policy /regulatory elements for management and design of roadways; • Future modal system plans for the roadway, pedestrian, bicycle, and transit systems; • Summary of all planned projects and project priorities; • Transportation plans for Special Areas including Downtown, the Tigard Triangle, and Washington Square Regional Center; and, • Modal plans for the rail, air, water, and pipeline systems. PLAN AREA The City of Tigard is located within urban Washington County and the three county (Multnomah, Clackamas, and Washington Counties) Metro Service District. Tigard's current boundaries are generally defined by Scholls Ferry Road to the north, I -5 to the East, the Tualatin River to the south, and SW Barrows Road and extend as far as SW 154th Avenue to the west. Figure 5 -1 presents a map of the area included in the Tigard 2035 Transportation System Plan which includes the City of Tigard and sections of unincorporated Washington County that are part of the Tigard Urban Planning Area. These unincorporated areas are required to be included in the 2035 TSP by the Transportation Planning Rule. The Highway 217 interchange at Scholls Ferry Road is also shown in the figure even though it is in the City of Beaverton, but is included in this study because its operations effect adjacent intersections within Tigard. Directly west of the Tigard planning area is the West Bull Mountain Planning Area (Areas 63 and 64) which was brought into the urban growth boundary in 2002. That area is being planned under a separate effort being led by Washington County and is, therefore, excluded from the Tigard Planning Area of this TSP. 42 ,'",;,,?...- -;77.- ."' " A x ry 4 t • x f 1 , i r..rv:rd, �,� �• Ill.:�r1w'�. yd < t , 3 r. gu V 5-1 �, aim i N Transportation airmit se : _., ,.....‘ . ., ,,,,,- `" try w Bounda ies c � '� . s.# I� g ard Urban . r rr!�r_ - Plaffiing U t. [ Q i�� ally n t� ' ` ... Tigard Cl n Boundary � , � � . W � ...,,, - ,< 1 •••• Urban Plaaning �a�a` �, 1 `r ""' < .,,,1!/11111116.... i T. " 1 x �► P� er �ReCeIlt C Arme xat i ons , „, it k ' o O gel ' r - " a , * : p _ ' N ()thee Map Elemertta Area w 0 Transit Center es 411111111 11111 . 111 " . i fr[ wnu+u +t 4.14-#. Odz I h1Lm „I 1 , : % ,.iii : _ ma ' ! T 7 . 1 r \... 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" � i' -. , ^� o : •' The information rep rese anted new on this ml 111 ; a map is current es of Febr uary 28 d 2010. ,.4-..0..: yn Revisns will be m s CC RODS x » r + or amend io ments occ to alter the ..• y _.- I �r r , 0 0 . 15 0.3 0.6 content of the ma Miles September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan STATE AND REGIONAL PLANNING CONTEXT While the focus of the 2035 Tigard Transportation System Plan (2035 TSP) is the transportation system within the Tigard Urban Planning Area, the transportation facilities within the 2035 TSP area also have an important role in the state and regional transportation system. In keeping with Goal 5 for the 2035 TSP regarding inter- agency coordination, the 2035 TSP is consistent with the requirements of statewide and regional transportation plans and policies. Facilities Three major regional transportation facilities traverse the City of Tigard: Interstate 5, Highway 217, and Pacific Highway -99W. These facilities are state highways under the jurisdiction of the Oregon Department of Transportation (ODOT) and are subject to the operational and design requirements placed by the state. Plans for improvements to the highways and interchanges, as well as changes to adjacent land uses and access points must be developed in a manner consistent with ODOT plans, guidelines, and standards. Further, each of these facilities delineates a Regional Mobility Corridor in Metro's 2035 Regional Transportation Plan (RTP) (Reference 2). The corridors, while anchored by major roadway facilities, also encompass local streets and multi-modal facilities. Metro's Mobility Corridor Atlas identifies the following four corridors connecting to Tigard: • Corridor 2 North: includes the area surrounding I -5 and Pacific Highway -99W connecting Tigard to Portland Central City. This corridor area includes I -5 between Portland and Tualatin, and Pacific Highway 99W between Portland and King City. • Corridor 3 South: includes the area surrounding I -5 and Pacific Highway 99W, connecting Tigard to Tualatin, Wilsonville, and Sherwood. • Corridor 19: includes the area around Highway 217 connecting Tigard to Beaverton and Hillsboro (via Highway 26) as well as Lake Grove to the east. • Corridor 20: includes the area surrounding Highway 99W connecting Tigard to Sherwood and Newberg, as well as Tualatin and portions of Wilsonville. By identifying and managing multi -modal corridors, Metro is shifting transportation planning away from a focus on facilities and toward a focus on providing connections using a system of modal options. A Metro summary of existing conditions for each of these Regional Mobility Corridors is provided in Appendix C of the Volume 2 Technical Appendix. Multi -modal refinement plans for each of these corridors are included in the 2035 RTP. Metro has identified Corridor 2 as one of two top priority corridors for refinement plans and is seeking funding to begin this effort. 44 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan LAND USE PLANNING & DEVELOPMENT The types and intensities of land uses are closely correlated with travel demand and mode choice. Land use patterns in the City of Tigard and surrounding areas are suburban in character, with residential areas separated from commercial areas and a relatively low density of development overall. The majority of land in Tigard is zoned for residential uses, with commercial zoning primarily along Pacific Highway and in the Tigard Triangle, and industrial primarily along the WES commuter rail track south of Pacific Highway. This development pattern results in travel demand that is highly directional according to typical weekday peak periods. Specifically, there are relatively sharp peaks in travel demand during weekday commute hours, with predictable peak period traffic flowing away from residential neighborhoods in the morning and returning in the evening. Land use strategies that support non - automobile travel choices while retaining the suburban residential character throughout most of Tigard are described below. Potential Further Plan or Study: Support Commercial Nodes in Residential Areas Commercial nodes in residential areas would provide residents with the opportunity to take non- work trips by bike or walking. These neighborhood commercial (N -C) nodes could include small restaurants, coffee shops, or neighborhood retail. This could be accomplished by allowing neighborhood - commercial as a permitted or conditional use in residential zones, or through designating specific nodes on the City's comprehensive plan map as neighborhood commercial. The N -C designation currently exists within the City. Potential Further Plan or Study: Support Non - Auto - Dependent Development Mixed -use developments combine housing, retail, employment, and other land uses together in a single development project. Such developments have been found to reduce automobile trips by supporting higher frequency transit service and promoting pedestrian and bicycle travel. Urban areas with mixed uses and higher densities should be promoted in targeted areas, such as in the Downtown', along Pacific Highway, and in the WSRC. Non - auto - dependent development can be encouraged through various policies such as parking management requirements, density requirements or bonuses, and /or pedestrian, bicycle or transit mode design guides to integrate non - auto mode features and incentives directly into development. Plan Amendments & Mobility Standards Several land use strategies are identifie in Section 3 as measures to help reduce traffic congestion resulting from single occupancy vehicle (SOV) travel. These land use strategies are also important in order to support transit investments, including the Southwest Corridor High Capacity Transit (HCT) service in Tigard. In particular, transit supportive land uses tend to include higher densities 2 The City's comprehensive plan includes considerably higher residential densities in Downtown, which were not reflected in the Metro model. 45 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan and mixed uses, as well as design elements that make walking and bicycling safe, convenient, and comfortable. Amending Tigard's existing zoning to allow higher density developments may present challenges with respect to meeting ODOT performance standards for adjacent state highways. The Transportation Planning Rule (OAR 660 -12 -0600) which requires that amendments to adopted plans must not cause an affected roadway to fail to meet performance standards, or if the forecast roadway operations are already failing to meet performance standards, the plan amendment must not further degrade performance. This is a known issue in downtown, Washington Square Regional Center, along Pacific Highway, and in the Tigard Triangle, and may also arise in other areas near state highways or freeway interchanges. There are numerous measures that can be taken in the land use planning and design process to reduce trip generation from increased development. These include: • Parking management, including pricing and time limits; • Reduced parking requirements or parking maximums for new development; • Improved facilities for pedestrian and bicycle access and circulation; • Complementary mix of land uses; • Improved connectivity for motor vehicles as well as for bicycles and pedestrians; and, • Transportation system management (TSM) measures to improve traffic operations without significant capacity expansions. The above measures are an effective approach to reducing traffic impacts from increased development. Additional transportation mitigations are primarily focused on improving general transportation conditions for all travel modes. While these measures may be pursued for their own merit, they are also identified as an option for transportation mitigations where increased density results in higher trip generation: • Access management to improve general traffic operations on arterials and collectors; and, • Mitigation of known safety and access deficiencies for motor vehicles, transit, pedestrians, and /or bicycles. The City will continue to work with Metro and ODOT to develop transportation and land use strategies that support Tigard transportation and community development goals, Metro's 2040 growth concept, and ODOT performance standards. Greenhouse Gas Emissions In 2007 the Oregon legislature adopted the following statewide targets for greenhouse gas emissions (GHGs) among all sectors, including energy, solid waste, buildings, and transportation: 46 September 2010 2035 Tigard Transportation System Plan.- DRAFT Transportation System Plan • 2010: stop increases in GHG emissions • 2020: ten - percent reduction in GHG emissions (from 1990 levels) • 2050: fifty - percent reduction in GHG emissions (from 1990 levels) This was followed by the adoption of House Bill 2001 (Jobs and Transportation Act, or JTA) in 2009, which focuses on reducing GHG emissions from light -duty vehicles. The technology and methodology to measure GHG emissions for specific transportation plans and projects is still under development. These next steps have been adopted by the legislature and by Metro as a priority for further transportation planning activities. Successful GHG reductions can result from reducing vehicle miles traveled (VMT) per capita; increased transit, bike, and pedestrian travel; and shorter trips due to compact, mixed -use development. The City of Tigard incorporates these concepts and objectives in the 2035 TSP and actively seeks opportunities for their fulfillment in the Downtown, WSRC, Pacific Highway corridor, and Tigard Triangle. POLICY /REGULATORY ELEMENTS • The following section includes the policy and regulatory elements of the transportation system that guide development review and project development in Tigard. Functional Classifications The functional classification of a roadway defines the primary role in terms of providing mobility and access. An individual street's classification directs the design and management of the roadway, including right of way needs, the number of travel lanes and other cross - section elements, and access management standards. Figure 5 -2 shows the functional classification for each roadway in Tigard. The City of Tigard functional classification policies include the following designations: • Freeway • Collector • Principal Arterial • Neighborhood Routes • Arterial • Local Streets Freeway Freeways are state facilities that provide the highest level of regional mobility and connectivity. These roadways usually extend across several jurisdictions and are often characterized by limited access points and high travel speeds. In Tigard, I -5 and Highway 217 are access controlled freeways. Principal Arterials In Tigard, principal arterial streets are major state facilities that provide a high level of regional mobility and connectivity, provide access to freeways via interchanges, but also serve local trips to and from major commercial, residential, industrial, and institutional areas. Principal Arterial streets 47 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan maintain mobility as a priority. Access control is very important on Principal Arterials although full freeway access control is not feasible due to the need to provide access to the arterial and collector street system. In Tigard, Pacific Highway is a principal arterial street. Arterial Streets Arterial streets serve to connect and support the freeway and principal arterial system. These streets Link major commercial, residential, industrial, and institutional areas. Arterial streets are typically spaced about one mile apart, and maintain mobility as a priority. Access control is important on arterial routes, but not to the extent of principal arterial systems. Many of these routes connect to cities surrounding Tigard and commonly provide access to freeways via interchanges. Collector Streets Collector streets provide both access and mobility within and between residential and commercial /industrial areas. Collectors differ from arterials in that they provide more of an intra- city circulation function, do not require as extensive control of access (compared to arterials), and provide access to residential neighborhoods. These roadways distribute trips to and from the neighborhood and local street system. Neighborhood Routes Neighborhood routes are usually longer than local streets and provide connectivity to collectors or arterials. Neighborhood routes have greater connectivity and are used by residents in the area to get into and out of the neighborhood, but do not serve citywide /large area circulation. Traffic from cul -de -sacs and other local streets may connect to neighborhood routes for access to higher order streets. Local Streets Local Streets have the primary function of providing access to immediate adjacent land. These streets typically have several driveways and are not intended for long- distance trips. Through traffic on local streets is discouraged by design. Truck Routes Freight trucks need to travel to and from the freeway system to their destinations. The state and local agencies designate truck routes to help channelize freight traffic to the most desirable routes for trucks and to ensure that the system is designed to accommodate necessary freight movement. I -5, Highway 217, and Highway 99W are designated statewide freight routes, while Hall Boulevard, Beef Bend Road, Scholls Ferry Road, Upper Boones Ferry Road and sections of Durham Road and 72nd Avenue are City of Tigard designated freight routes. Figure 5 -3 shows the designated Freight Routes in Tigard. 48 * : (..+ x k..,s}�� - "^ui«•«..0 F 3 TAYLORS FERRY R D _ - - re J-Z 6 �' . Roadway s s ° � -. . i ' E �, W � : ! 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'.. ,. i ; ,� r� x �, fi , F ,. or amendments occur to alter the 0 � p 'T i^' ^0..r F M' d •� ■ Y '', �$ _ .. , , r x°•• ?r1.n _ T. . i'� t, e ms :�„ku',�m^k` X a �.• �' t,x. t s„x•' tTfi x r�,t L•�j'■ ,r nli'� ' Mies content of the map. 'n"` =�k � T as a # 7 : t t u , � . a c ` ' a � r #n � ' + ` � n . . z, . ' , , z ro , . . . ' s , , " • .+.1 111 '.t...`,,i t "„^ ° . ; �.4,. � , e ` re I0fi.�; ....tiV. , ;',..7'. ■ `$, A . , - Y September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan 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. The highest non - freeway truck volumes in Tigard are on Pacific Highway -99W. In addition, Scholls Ferry Road, Hall Boulevard, and 72nd Avenue also carry relatively high truck volumes. Street Design Standards (Cross Sections) Roadways in Tigard are the primary means of mobility for residents, serving the majority of trips over multiple modes. Pedestrians, bicyclists, public transit, and motorists all use public roads for the vast majority of trips. Therefore, it is increasingly important to plan, design, and build new roadways in a manner that improves multi-modal access and mobility. The City of Tigard street design standards ensure that all new streets are constructed as "complete streets" and include facilities for pedestrians and bicycles and also provide drainage and landscaping where appropriate. Because they are reviewed and updated periodically, the City of Tigard's street design standards are located in the city's Community Development Code section 18.800 Street and Utility Improvement Standards. Pedestrian and Bicycle Facilities The typical roadway cross sections include the following elements: right -of -way, number of travel lanes, parking, bicycle and pedestrian facilities, and other features such as landscape strips. The standards represent the preferred cross - sections for each roadway designation and should be the minimum for new roadways and reconstructed roadways with adequate space available. All roadway improvements should include provision of sidewalks and bicycle facilities per the street design standards. Landscape Requirements Street design standards in the Community Development Code (Section 18.810) include landscaping requirements intended to mitigate the environmental and visual impacts that transportation infrastructure has on the surrounding community. All new and improved roadways are required to include street trees and landscaping consistent with guidelines in the development code and should consider incorporating public art, bioswales and other aesthetic /environmental treatments that improve livability and protect the environment. Potential Further Plan or Study Review and update, as warranted, street design standards for efficient multi -modal access and circulation. Specific design standards already identified for the Tigard Triangle, Washington Square Regional Center, Pacific Highway and Downtown should be included that have been adopted as part of area plans. These should be consulted when working within these areas. 51 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan Intersection Performance Standards Traffic conditions at intersections are typically measured in terms of their ability to accommodate traffic demand (volume -to- capacity, or v/c ratios) and the average delay experienced by drivers (level of service, or LOS). Performance standards for intersections are established by the agency with ownership over the roadway. Intersections on state facilities (Pacific Highway, Hall Boulevard, segments of Scholls Ferry Road, and freeway ramp intersections) are identified in the Oregon Highway Plan (OHP). Washington County should be consulted for standards for County roadways. The City of Tigard street improvement standards are provided in 18.810 of the development code. Alternative Mobility Standards The City of Tigard shares the state and regional goals of providing a balanced transportation system that reduces reliance on automobiles. Among the highly effective strategies to achieve this goal are land use strategies that promote compact urban form that encourage walking, cycling, and transit use. At the same time, intersection performance standards are linked to trip generation and limit the development potential of an area. In this way, the intersection performance targets can effectively preclude the land use strategies needed to support the multi -modal transportation goals. At this writing, Metro and ODOT are working with local jurisdictions to develop strategies that meet the land use vision within the requirements of the state Transportation Planning Rule (TPR). The City of Tigard is participating in these discussions which are aimed at identifying alternative mobility standards that will protect the function of the state highways as well as other state and regional transportation goals. The City further recognizes that the quality of a transportation system can be measured in many ways, including reliability, safety, and multi -modal mobility. Potential Further Plans or Studies Alternative mobility standards are one anticipated outcome of the regional mobility corridor refinement plans identified in the RTP. Safety Transportation has no higher objective than safety. Historic crash data from roadways within Tigard reveal that the highest crash locations are consistently on state or county roads, including Pacific Highway, Scholls Ferry Road, and the Highway 217 and I -5 ramp intersections. Such data were used as a key criterion in the evaluation of potential improvement projects for the 2035 TSP. In addition to including safety issues as a primary factor in identifying and prioritizing transportation investments, safety considerations are incorporated in the City's design standards for transportation facilities. These include design standards for intersections, traffic control devices, and street cross section elements. 52 September 2010 2035 Tigard Transportation System Plan - DRAFr Transportation System Plan ODOT and Washington County have adopted programs to identify safety deficiencies based on crash frequencies and types. The City will continue to consult Washington County and ODOT rankings for crash locations. Potential Future Plan or Study Review high crash locations along with State and County safety tracking and ranking programs. Determine whether a city Traffic Safety Mitigation System is warranted as a supplement to the County and State systems. Access Management Standards Access management refers to a set of measures regulating access to streets, roads, and highways, from public roads and private driveways. Such measures may include minimum distances between highway approaches, as well as turning movement or other restrictions. Access management is an effective means to maximize efficient traffic flow and minimize conflict points due to vehicle turning movements. Access management standards vary depending on the functional classification and purpose of a given roadway. Roadways on the higher end of the functional classification system (i.e., arterials and collectors) tend to have higher spacing standards, while facilities such as neighborhood routes and local streets allow more closely spaced access points. Chapter 18.705 of the Tigard Development Code identifies access requirements and restrictions on City of Tigard facilities. Access spacing standards for ODOT facilities should be obtained from the Oregon Highway Plan (Reference 3). Access spacing standards for Washington County facilities are identified in the county's development code under Roadway Access (501 -8.5). Connectivity Street connectivity standards are provided in the Tigard Development Code (18.810.H). The street connectivity standards are consistent with the Regional Transportation Functional Plan which requires full street connections with spacing of no more than 530 feet, with a maximum 200 -foot length for cul -de -sacs. Section 18.810.040 further specifies maximum perimeter for blocks of 2,000 feet and requires that that bicycle and pedestrian connections be provided at no more than 330 -foot spacing. Exceptions to these requirements can be made for several reasons, including environmental or topographical constraints or the built environment. The roadway capacity limitations in Tigard are perhaps most pronounced for travel demand from northeast to southwest, especially along Pacific Highway. Opportunities to provide new connections are severely constrained by Highway 217, I -5, the WES commuter /freight rail line, and natural features such as Fanno Creek and Bull Mountain. With only a limited number of east -west through routes, there is considerable demand placed on a few roadways. Adding capacity to Pacific Highway is not desired because of the significant impacts to the community in terms of added through traffic, impacts to adjacent properties, and the greater physical barrier through the City. As 53 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan such, a higher priority is placed on providing new connections that can work in concert with the principal and major arterial system. In addition to the citywide connectivity issues, many neighborhood streets systems in Tigard are characterized by cul -de -sacs and stub streets. Cul -de -sacs and stub streets are often desired by residents because they can limit traffic speeds and volumes on local streets. However, they also result in indirect travel paths, longer trips (i.e. increased vehicle miles traveled), limitations to pedestrian and bicycle mobility, and a reliance on arterials for local trips. The most efficient transportation network is the traditional grid system, which provides multiple route alternatives between origin /destination pairs. The connectivity barriers posed by I -5, Highway. 217, the rail line, Fanno Creek, and Bull Mountain, combine with the built environment to make development of such an efficient network impracticable. However, incremental improvements can be achieved and should be sought. At the same time, opportunities to provide alternative routes to accommodate local travel on local or collector streets should be done carefully and thoughtfully so as not to have unforeseen negative impacts such as cut - through travel on undesired routes. Connectivity improvements for pedestrian/bicycle networks are also effective enhancements to the transportation system. Bicycle and pedestrian connectivity is important to make these travel modes more convenient and efficient. The recently adopted Tigard Neighborhood Trails Plan identifies 42 off - street trail projects to improve connectivity and reduce out of direction travel. These projects will enhance informal route connections to improve non - motorized route options. Potential Further Plans or Studies Conduct a citywide connectivity and circulation study to identify potential circulation improvements for street systems serving Tigard. Create a comprehensive inventory of street stubs, unimproved right -of -way, and other potential future roadway connections. Establish a priority ranking system based on cost, barriers to improvement, benefits for circulation, and potential other uses. Review and update /clarify, as warranted, development code requirements for new roadway or pedestrian/bicycle connections as part of land development. Transportation System Management & Operations As part of its 2035 RTP, Metro has a regional Transportation Systems Management and Operations (TSMO) Plan that identifies TSMO strategies for facilities within Tigard. The TSMO Plan includes implementation of Active Corridor Management (ACM) on several major corridors within and through the City, which will improve traffic flow by expanding traveler information and upgrading traffic signal equipment and timing. Additional strategies will include signal enhancements that detect and prioritize transit vehicles at signalized intersections. 54 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan The access management and TSM strategies planned in Tigard are summarized in Table 5 -1. These include strategies identified in the Metro TSMO Plan, RTP Update, the Highway 99W Plan, and the 2002 TSP. TABLE 5 -1 POTENTIAL TSM STRATEGIES FOR TIGARD Roadway Strategy Source Highway 217 Variable Speed Limits, Variable Message Signs, Highway 217 Interchange Plan Shoulder Widening Transit Priority treatments Metro Draft TSMO Plan Pacific Highway Active Corridor Management, including upgrade of Currently underway by ODOT /City signal controllers, wireless detection, and updated timing plans. Transit priority, with queue bypasses at several Highway 99W Plan locations Access management Highway 99W Plan High capacity transit Regional High Capacity Transit System Plan Scholls Ferry Install integrated corridor management RTP Financially Constrained Project Road equipment. List Arterial corridor management with adaptive signal Metro Draft TSMO Plan timing and transit signal priority Hall Boulevard Arterial corridor management with transit priority Metro Draft TSMO Plan Access management Tigard 2002 TSP 72nd Avenue Arterial corridor management Metro Draft TSMO Plan Durham Road Arterial corridor management Metro Draft TSMO Plan The complete list of TSMO projects for the Regional Mobility Corridors in Tigard are provided in Appendix D of the Volume 2 Technical Appendix. Travel Demand Management Travel Demand Management, or Transportation Demand Management (both TDM) measures include any method intended to shift travel demand from single occupant vehicles to non -auto modes or carpooling, travel at less congested times of the day, or help people reduce their need to travel altogether. Given the significant motor vehicle capacity deficiencies under forecast conditions, an increase in transit, walk, and bike mode shares is as essential to the future transportation system in Tigard as adding roadway capacity. Further, effective TDM measures would help reduce the scope and scale of the deficiencies. While many TDM strategies are most effectively implemented by employers, there are numerous strategies that cities can implement or support with other agencies. These provision of facilities (sidewalks, bicycle lanes, transit amenities) and management of existing resources (parking). Another critical role that cities play is in the policies related to development activities. Through support, incentive, and mandate, cities can ensure that new development supports a balanced 55 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan transportation system. Several broad TDM strategies are summarized in Table 5 -2. The table also identifies . typical implementation roles. TABLE 5 -2 TDM STRATEGIES AND TYPICAL IMPLEMENTING ROLES TRANSPORTATION TDM STRATEGY CITY MANAGEMENT DEVELOPERS TRIMET EMPLOYERS METRO STATE ASSOCIATION Public Parking Management P S 5 S Flexible Parking Requirements P S S Access Management * P S P Connectivity Standards* P 5 5 P Pedestrian Facilities P S S S Bicycle Facilities P S S Transit Stop Amenities S 5 P S Parking Management P S 5 Limited Parking Requirements P S S Carpool Match Services S P S Parking Cash Out 5 S P Subsidized Transit Passes 5 P 5 Carsharing Program Support P 5 5 S S P: Primary role; S: Secondary/support role; *Primary implementation depends on roadway jurisdiction J The City of Tigard does not have a dedicated TDM program; however the Westside Transportation Alliance (WTA) is a TMA serving Washington County. The WTA assists employers in developing, implementing, and monitoring programs to reduce commute trips by SOV. The City of Tigard is a member of the WTA, as are most neighboring jurisdictions and many private employers. While the emphasis at WTA is to help employers create TDM programs, the WTA web site provides an "information hub" that individuals can use to find out about a myriad of travel options, including transit service, park- and -ride lots, bicycling, carpool matching, and other services. The Metro 2035 RTP includes TDM strategies including parking management, providing more bicycle facilities, and supporting Transportation Management Associations (TMAs). The TDM projects in the Metro TSMO plan within Tigard include the following: • Individualized marketing in the Tigard Town Center (Downtown) and adjacent neighborhoods to encourage travel options through delivery of localized information and services; • Support of public - private partnerships Transportation Management Associations (TMAs) in regional centers and town centers to help employees and /or residents increase use of travel options; • Parking management at the Washington Square Regional Center and in Downtown 56 September 2010 2035 Tigard Transportation System. Plan - DRAFT Transportation System Plan • Bike sharing at transit- oriented developments, large employers, colleges, hotels, and significant transit stops in the Beaverton to Tigard Corridor The complete list of TSMO projects for the Regional Mobility Corridors in Tigard are provided in Appendix D. Travel Mode Share Targets As noted in the Transportation Planning Toolbox discussion, improvements in local connectivity, transit availability, and parking management including pricing are some of the factors that will reduce the reliance on single occupant vehicle (SOV) travel, and support more active transportation choices. These changes are consistent with Tigard's land use and transportation objectives. As such, Tigard has developed Aspiration Maximum SOV targets that are more ambitious than the 2040 'Growth Management targets. These are summarized in Table 5 -3. TABLE 5 -3 CITY OF TIGARD TRAVEL ASPIRATION MODE SHARES Metro 2040 Aspiration Illustrative Non -SOV Shares Area Max SOV* Maximum Target SOV Carpool Transit Walk Bike Citywide 40 -50% 50% 39% 5% 4% 2% Washington Square Regional Center 45 -55% 40% 35% 10% 10% 5% Tigard Town Center (Downtown) 45 -55% 40% 35% 10% 10% 5% Durham Road Town Center 45 -55% 45% 39% 8% 5% 3% Tigard Triangle 55 -60% 45% 39% 8% 5% 3% - *SOV = single- occupant - vehicle As shown in Table 5 -3, Tigard aspires to achieve a lower SOV share for the designated 2040 Centers as well as in the Tigard Triangle. These are provided as "aspiration" and "illustrative" shares rather than targets for the following reasons: • Metro modified its definition of SOV with the 2035 Update. In the 2004 RTP, a parent traveling with a child was considered an SOV; in the 2035 RTP Update the definition was changed so that this would be counted as a Carpool. However, at this writing, the mode targets had not been updated. • There is a desire to examine the individual factors influencing mode shares prior to confirm that the 2005 mode share estimate is an appropriate base from which to measure change. • The RTP identifies non -SOV share targets only. There is an interest in looking more specifically at other modes, including carpool, transit, walk, and bike trips in order to inform transportation investments. Potential Further Plan or Study: Evaluate and refine current mode split estimates using the Metro travel demand model and /or direct surveys. Refine mode split targets, especially for designated Centers, Corridors and the Tigard Triangle. 57 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan Parking Parking in Tigard is provided by the City as well as private property owners. Privately owned parking is typically "accessory" parking which is developed on -site in support of a specific development. Accessory parking is typically restricted to the employees, residents, customers, guests or others associated with a specific property. Accessory Parking New land uses are required to provide on -site parking to accommodate their own parking demand in order to protect surrounding land uses from over flow parking impacts. The amount of parking required is expressed in the form of parking ratios in the development code (see 18.765 of the Development Code). The Tigard parking ratios incorporate minimum and maximum ratios, consistent with the requirements of the 2040 Growth Management Functional Plan. Although the intent of parking is to accommodate all impacts on site, accessory parking can also encourage single occupancy vehicle (SOV) travel which increases traffic volumes on the roadways. This is contrary to the multi-modal aspirations of the City. Further, surface parking requires large paved areas which negatively impact the pedestrian environment, storm water run -off, and urban character, at the same time that they increase development costs and reduce development opportunities. In some areas, it is appropriate to reduce parking minimums or to impose maximums for new development. Total parking supply could also be reduced by allowing and promoting shared parking among neighboring property owners. Tigard recently modified the development code for Downtown to remove minimum parking requirements for new developments. Reduction in parking requirements should be considered part of the overall approach to TDM and will be most effective if undertaken in conjunction with other activities, such as improved transit, pedestrian, and bicycle services, and a larger role for public parking. In addition to privately owned accessory parking, there are several park- and -ride lots serving transit routes, including the downtown transit center. The locations and ownership of the existing park- and -ride lots include the following: • Downtown Commuter Rail/Transit Center — TriMet • Pacific Highway 99W at SW 74th Ave — TriMet • Pacific Highway 99W at Bull Mt Road ; Christ the King Lutheran Church • SW Hall /SW Nimbus Commuter Rail — Union Pacific right of way • Progress (Highway 217 /Scholls Ferry Road) — ODOT right of way • Tualatin (Lower Boones Ferry Road near I -5)— ODOT right of way 58 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan Public Parking Public parking in Tigard is generally limited to curb parking on public streets. Curb parking in Tigard is most prevalent on local streets serving residences and in downtown. Most of the parking is unrestricted, though there are some time limits for curb parking in downtown. In areas identified for more urban development character, such as downtown, it will be necessary for the City to ensure an active role in managing public parking resources to ensure that they support community and neighborhood goals. Potential Future Plans & Studies Develop or update parking management plans for Downtown, Washington Square Regional Center, and the Triangle. Review and update, as warranted, parking minimum and maximum ratios in the development code, including variance opportunities and requirements. ADDITIONAL PLANS AND STUDIES Transportation System Plans are intended to provide a high- level, broadly focused planning tool. In the development of Tigard's 2035 TSP several issues were identified that warrant additional consideration. The results of these studies and planning efforts would implement the policies and priorities in the 2035 TSP, update the Tigard Development Code, or constitute a more detailed look at transportation issues related to a specific topic, mode, or geographic area. These additional studies and plans are identified in Table 5 -4. 59 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan TABLE 5 - 4 FUTURE PLANS & STUDIES Project Purpose Support commercial nodes in residential Identify opportunities for neighborhood commercial (N -C) in residential neighborhoods to areas l promote walk/bike trips. Promote mixed -use compact urban form Promote mixed use developments with a compact urban form and limited footprint in developments. order to support an efficient transportation system. Urban areas with mixed uses and higher densities should be promoted in targeted areas, such as along Pacific Highway, in designated Centers and in the Triangle. Circulation /connectivity study and inventory Inventory, evaluate, and prioritize multi -modal connectivity gaps. Identify opportunities for improvements through development or city- initiated projects. Update street cross section guidelines Review, consolidate, and update street cross section guidelines for general application and for Downtown, Tigard Triangle, and Washington Square Regional Center. Conduct a mode -split survey and develop a Develop and conduct a travel mode survey; develop a tracking plan and system tracking plan Traffic safety mitigation system Review high crash locations; review state and county tracking and ranking systems; determine a City system for evaluating and prioritizing safety mitigations. A desired outcome will be a partnership with the state and county. Pedestrian crossing improvement plan Review current pedestrian crossing challenges and identify potential improvements, including a system for prioritizing improvements. Pedestrian system plan Develop a city -wide pedestrian system plan Bicycle system plan Develop a city -wide bicycle system plan Multimodal level of service (MMLOS) Conduct a pilot project to identify current MMLOS in targeted areas; evaluate potential analysis improvements; and investigate MMLOS operating standards for Tigard Multimodal access plans for Tigard Triangle Develop a multi -modal access inventory, assessment, and plan for future needs for the Triangle Multimodal access plan for WSRC Review and update, as needed, the WSRC Master Plan with an emphasis on multimodal access. Development code parking requirements Review current parking minimum and maximum ratios with respect to special areas and updates multi -modal goals. Review variance opportunities and requirements. Special area parking management plans Develop or update parking management plans for Downtown, Washington Square Regional Center, and the Tigard Triangle. 72nd Avenue Corridor Study Review current plans for widening and improvements on 72 ' Avenue. Identify critical constraints, barriers, and opportunities. Incorporate travel demand relationship with Hall Boulevard. SW Hall Boulevard Corridor Study Review current plans for widening and improvements on SW Hall Boulevard. Identify critical constraints, barriers, and opportunities. Incorporate travel demand relationship with 72 Avenue. Ash Avenue — Walnut Street Review alignment, modal, and potential phasing options for the Fanno Creek Bridge and Extension Corridor Study Walnut Extension, including circulation impacts and modal benefits. 60 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan MULTI -MODAL IMPROVEMENT PROJECTS The purpose of the Tigard 2035 TSP is to support the goals and policies presented in Section 2 by logically providing for the systematic care and expansion of the multi -modal transportation system. This TSP provides a list of improvement projects to meet the future travel needs within the community. These projects will supplement the policy and management strategies in this TSP. Approximately 145 individual improvements were identified to address existing and future transportation needs and deficiencies. These projects were evaluated at a planning level and serve as direction for further planning of transportation investments. While some of these improvements are warranted under existing conditions, in other cases projects are identified to address the transportation needs to accommodate forecast growth. In some cases, the planning -level assessment has identified a specific proposed treatment; however, a more detailed analysis will be required to identify any environmental, topographic, right -of -way, or other construction constraints and to identify specific treatments and alignments.The identified projects include site - specific low -cost improvements, such as bicycle lanes and pedestrian crossing improvements, as well as larger scale projects (e.g., interchange improvements or freeway overcrossings) needed to address issues on State or County roadways. These larger projects will require a leadership role by state, county, and /or regional partners, but would be supported by the City. Improvement projects for the roadway, pedestrian, bicycle, and transit systems are illustrated in Figures 5 -4 through 5 -8. Table 5 -6 follows the individual modal system maps and includes the estimated project timelines and costs. Roadway Network The roadway system serves is intended to serve all modes when built to meet current design standards. All new roads, widening, or other major roadway improvements will include pedestrian and bicycle facilities consistent with the City's street standards. As such, many projects identified as roadway improvements represent significant improvements to the bicycle, pedestrian, and transit systems. Figure 5 -4 shows the planned roadway network, including new roadways, improvements to existing roads, and intersection projects. The most numerous type of roadway project is the intersection improvement. These may include such treatments as traffic signals installation or modifications, roundabouts, or turn lanes. 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"� ; •- - ice — �,2. — ,_ ..,, lir a"'•• e 'l'ir ' 'j' v I 6.• j'i, Alb , , ..., . . ii , 1 „ ,,,,..... _ � ill ~ ♦ ♦ ♦• •, •• Ta ea t ro 71. a ` III • 2 ♦ •♦ _ ncran ♦ ♦♦ Tualatin River pprp -� / forma '''....r Crosstnp wrest February 2 w . . .. • ,? 0 0.1 0.25 0 � «am an occa T6 is n m Nu OriQUln Trail '� p .s of 28 2010 o Tu alatin * ! I he made e. : . n ` lama en u v m titer a a �. .. � `� :: ! � t Muss s• content of uK mop. • September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan Bicycle System Bicycle facilities are the elements of the network that enable cyclists to safely and efficiently travel on the transportation system. These facilities include public infrastructure (bicycle lanes, mixed -use trails, signage and striping) as well as off -road facilities (secure parking, changing rooms and showers at worksites). Some of the common types of bicycle facilities are summarized below. Types of Bicycle Facilities Shared - roadway — Any roadway without dedicated bicycle facilities is a shared roadway. In Tigard, shared roadways include all public streets without striped bicycle lanes. Where traffic volumes are low, shared roadways are generally safe and comfortable facilities for cyclists. Low - Traffic Bikeway (aka Bike Boulevard) — Low - traffic bikeways are also known as bike boulevards and provide high- quality bicycle facilities on continuous street corridors with low vehicular traffic volumes. Typically, low - traffic bikeways are made on local streets, which are configured to prioritize bicycle trips and reduce through automobile trips. Local automobile access is retained. Bicycling conditions are improved by reducing stop signs to a minimum along the route and providing way - finding information specific to bicyclists. Low - traffic bikeways are best used when they parallel major roadways and can provide cyclists with a low- volume alternative route. Bicycle Lane — Bicycle lanes are striped lanes on the roadway dedicated for the exclusive use of bicycles. Typically, bicycle lanes are placed at the outer edge of pavement (but to the inside of right -turn lanes and /or on- street parking). Bicycle lanes improve bicycle safety, improve cyclist security, and if comprehensive can provide direct connection between origins and destinations. Bicycle Crossings Bicycle crossing treatments are used to connect bike facilities at high traffic intersections, trailheads, or other bike routes. Typical treatments include bicycle detectors at traffic signals, bicycle only signals, or preferential movements for bicyclists such as only allowing bikes to make a through movement. Bicycle Parking Bicyclists also benefit from several other types of bicycle support facilities, such as secure bicycle parking, either open or covered U- shaped racks, and storage lockers for clothing and gear. The City currently requires bicycle parking to be included in new developments as a condition of approval and TriMet buses are outfitted with bicycle racks that allow cyclists to bring their bikes with them on transit. Allowing bicycles on transit vehicles increases the range of trips possible by both transit and bicycling, and reduces cyclists' fears of being stranded in the event of a mechanical or physical breakdown. Figure 5 -7 identifies the future bicycle network which is comprised of the existing facilities as well as the network that will be developed through bicycle lane projects, bicycle boulevard projects, "Complete Street" and roadway capacity projects (all of which will include bicycle facilities), and future multi -use paths projects. 66 • R{ .. - �_ _ r a n xi FE ti Figure 5 -7 DOWNTOWN , ,., ,.., . 1 INSET •, ' i, r i s i , �a ;12:g , Future �� _ e> ij kali� � '�i Bicycle s ; .� .. Networ ® t i _ _ ,. . - . b y i �� Tigard Urban ♦ ♦• 4 ; - / e GN i _ ! 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' � '7 � 0 La il ��ir ' ° wrs • A a BONITA RD A fm ri imigiffili. i , , L.,11.___ky. i BULL MOUNTAIN RD Oid-11; op... j , bi rww ir ,11110 1 aar . d i . , ' . sr i — BEEF - v1 DURHAM RD in 1 ■ ow kta Q� 40 raw 0 d g• hum , CH . ss' - Tualatin Rner '• � - t • ♦♦ .r Crossln TonTu '• The mfotmanm reprmenmd m th ♦ - tn will ti hmay as. x0 t0 �� •. / 0.'125 0.25 05 ma be mrd w m ' - ✓ „� �� pp ii Mlles,,. titer the � non�imtt d oC ss e the map. Trail g 0 to uatatln rr ■ , yr+ September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan Potential Further Plans and Studies Develop a city -wide bicycle system plan. Transit System Transit service is an important part of a balanced transportation system, providing an alternative to private automobile travel for distances too far to walk or bike. Supporting transit as a preferred travel option for the Tigard community requires more than direct investments in transit service. Land use, connectivity, and streetscape features have a significant influence on the cost effectiveness of transit service and will help Tigard get more out of its available transit investments. For this reason planning for land uses that are transit supportive is necessary, in addition to providing appropriate facilities and connections to transit. Regional Rail Transit Service As part of the 2035 RTP update, Metro identified the Barbur Boulevard /Highway 99W corridor as the next priority for potential High Capacity Transit (HCT) service, along with expanded service hours and frequency on WES commuter rail. The City of Tigard supports the Southwest Corridor HCT priority and increased service on the existing Westside Express Service (WES) commuter rail. A local contribution to planning work for the Southwest Corridor HCT service is included in the financially constrained project list with an estimated cost of $5,000,000. A major focus of the preliminary planning will address land uses and pedestrian/bicycle connectivity to support transit investments. Tigard Transit Connector As development revives and accelerates in Downtown and in the Tigard Triangle, and in connection with the upcoming Southwest Corridor HCT service, the City of Tigard will evaluate implementation of a local connector transit service. This service could connect residential neighborhoods with the Tigard Triangle, Downtown, and /or the Washington Square Mall in order to accommodate local access and connections to regional transit. The service should have schedules coordinated with other transit service (e.g. WES and Tri -Met bus service) to and from Tigard. Table 5 -5 shows several strategies and potential improvements for Transit service in Tigard. The table identifies which entities would be in a Primary role (identified with a "P ") and which would be in a Support role (identified with an "S"). As the major transit provider in the region, TriMet would be the Primary implementer of most of the service enhancements. In most cases, the City of Tigard is in a Support role for direct transit enhancements and a Primary role for transit supportive infrastructure. 68 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan TABLE 5 - 5 TRANSIT STRATEGIES AND TYPICAL IMPLEMENTING ROLES Washington Improvement City TriMet Beaverton County Metro ODOT Increase WES frequencies and days of S p S S S S service Support high capacity transit (HCT) S p S S S service along /parallel to Pacific Highway Provide a new Tigard Connector service P S S Improve Transit stop amenities S P S Create a bike hub at the Downtown P S transit center P: Primary role; S: Secondary /Support role Figure 5 -8 shows the future transit network. The main elements of the future transit plan include higher frequencies on the existing Westside Express Service (WES), Southwest Corridor HCT service on Pacific Highway, more transit stop amenities, a bike hub at the Tigard Transit Center, and a connector transit service. These direct service amenities are intended to be developed in conjunction with land use and pedestrian access improvements to support transit use. SUMMARY OF TRANSPORTATION PROJECTS The projects illustrated in Figures 5 -4 through 5 -8 are summarized in Table 5 -6. Table 5 -6 shows all of the projects that were identified to address existing or anticipated needs or deficiencies. It is not expected that all will be constructed due to limited funding for transportation investments. All projects will require additional engineering evaluation for cost, environmental impacts, and other constructability issues. Further, projects identified to address forecast deficiencies will need to be reevaluated to determine whether anticipated growth and associated transportation needs have been realized. Project descriptions and cost estimates should be considered preliminary and are subject to a more detailed analysis and engineering. Also, projects on ODOT or Washington County roadways are subject to the design and engineering standards of those agencies. The projects are organized by primary travel mode; all roadway improvements will include bicycle and pedestrian facilities consistent with the City's street cross - section standards. Projects referred to as "Complete Streets" are generally roadway upgrades that will include improvements to the travel lanes but are primarily aimed at improving pedestrian and bicycle conditions. 69 Eck° r „M� t aF a4 r a "� 3i F u „ ` ? , ay.. t Q 4 ■ P� N i To Local FERR R • "z^! .}' 3a y Commuter Raa w ■ 9 borhootls \ Figure 5 - 8 c ° f , ` to HalUNimbus Staaon �■ �� and Beaverton lc o /■ Futur " ry ' ti • To Local s W ♦ 1 • �– ~ 111 o Ponl Trans Ti ard Urban . ! �. r_ in , * •-� �.� Network i I .� Nei,h bodwod y ; y . A 1,,,c, 1,,,c, i f Planning Are y ` t - -. SC ROLLS FERRY %1%) 9L F• i > _/ t. oTAYLORS - Y D . •� 67r ♦ w � OAK ST �, \ Ethting Fadlttt 16. - _ a 41111 JA�� + te . �� Transit W alkable . U < ,U qp - ` _.__.._ i TO Portlan Tr Rail - L-4 � NORTH DAKOTA S T l' �� a � �� ' � Fr eM Service kkk j - .... � 1 � � `�``` m `. P �r� '�.\ \\ # Rush -Hour rk, Service p. O� • �\ r w- HAINES ST \ \ Q St QO, lib r v _ ♦ � `� , Q mdard Se" ice ` ^ � Q- ... I ~ : % � � ` z ° �"�::� '' r Q Park end Ri de �WALNUi - J_ ♦♦� .!�.��!� . ‘1111 DARTMOUT 51� ri h ` ..','44^-_', F FedHties �� i `� �tl►� Bike Hut ' sr 1 �\ . _ t r .WES Service ��' i � C ` \ 1 r ° lc x � WA LNUTS 45 \ • �� Tigardl•C ' ' . � .. kilt l �` � � 5 � :G ``� HG�\ `!li r t ! x t ® Transit Proj �� ° TS T ' 4 � �' "'S9 6 S� r >- Other Map Elements • r e ar ^� / �r' `� ` \ ` • ♦♦ 78 • �1 r '> .... Tigard City Botmdary r p r_:..�- t ] � , '�'�`1 2. �� ' t ]� Water .L...� /J .�i►� r $ -� !....7 r �r ✓ ► " ',` \�' i,' � ; � • ♦ ♦'�y Parks A • � .'4% '� � � � ♦♦ � To Lake 4' '... rs ^�; %►AS • \ v � , -```._ �. • iV �' •swego and 1 WALL ST yy \ Portland "},+. -. q '9,1- � . - S GA � P , \`�` , � t R ii Q • ` . MCDONALD ST ' ,. U. . . i � c�.7 �` •� art : `_ t ' � ;y,3 4 ' � w �� , �� BU LLM O � MOUNTAIN 1 P r 1 I. BONITA ROa �: � � * '';yea�;` me = ..Tapic: 0,...,1 a , c„ ' .'''',-'.' '''''''';'...::::ir - .... illil P �� EEF BE RD st ,Ir �y4 , _ , ` Q� JQ - Ell B _ !� DU RHAM RD is.... e �� ; ��.� .o 0 1 - - ; - a E' .�:1 • k , \ ,na r . � _ o i -=, m •• JQ Q a k _ T• _ i ; ::: e m mOrta oo . � n; To K' C' ' ♦ Com muter Rao / c mrml u orF ag a ' : ■ to Tualatin Station a ffi p to x S hernroo Pr` 7 � I m de c ands F 0.725 0.25 0 ,5 o lu m vmemhnen¢ oavr � s +, ` �'+ .., " +'s.. { *. .�, i:. _ITo Tua' � r/ Ml les September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan Project Time Lines The transportation projects identified in this plan address existing system deficiencies as well as forecast needs for the 2035 planning year. While the planning period is 25 years, some of the investments would significantly influence the transportation system for multiple generations in the future. Coupled with the inherent uncertainty in the process of long -range planning and the scarcity of funding for capital projects, the 2035 TSP reflects the importance of taking a measured approach in planning for future investments. The planned transportation projects have been divided into three categories: Near -Term; Mid -Term; and Long -Term. These divisions were made primarily to reflect the estimated timing of the actual need as well as availability of project funding. Nea r - Term Projects These improvements are warranted under existing conditions or are expected to be warranted within a relatively short time frame. These improvements should be constructed as opportunities and resources allow and could be considered as potential conditions of approval for new development. Mid - Term Projects These improvements are expected to be warranted within the 20 -year planning horizon and should be constructed as opportunities allow; some may be conditions of approval for new development. Long - Term Projects These projects will be needed to accommodate anticipated long -term growth. Other projects that may be warranted sooner than the 25 -year planning horizon are included as long -term because the costs are significant and a long -term funding horizon is more realistic. If development occurs along the frontage of these improvements, right -of -way dedications for the ultimate improvement should be obtained; however, physical improvements including travel lanes and pedestrian and bicycle facilities should be constructed if serving a site access or system connectivity function. Financially Constrained Project List In order to better reflect anticipated funding resources, a subset of the identified projects has been included in the "financially constrained" project list in the Regional Transportation Plan (RTP) Update. This designation is required for projects to be eligible for federal transportation funds. The financially constrained project list includes those considered "reasonably likely" to be constructed within the 25 -year planning horizon based on all anticipated transportation revenue sources. As such, these projects can be included in the analysis of forecast transportation conditions as required for plan amendments. The projects that are included in the RTP Update are indicated in Table 5 -6. Many of these projects are under jurisdiction of other agencies. The local projects on the financially constrained list were selected to achieve the highest return on investment, to achieve City of Tigard goals and priorities, and to address significant congestion and /or safety issues. 71 72 TABLE 5 -6 MULTI -MODAL PROJECT IMPROVEMENT LIST Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate . - `Roadway'Projects. OR 217/72nd Ave Complete interchange reconstruction Interchange Tigard Near - 4 Interchange Improvement with additional ramps and Triangle ODOT Term Yes $19,500,000 Improvements overcrossings. I -5 /OR 217 interchange Interchange Long - 5 from 72nd Ave to Bangy Improvement Interchange Improvements ODOT Term No $81,500,000 Road Widen bridge to 6 lanes to provide 2nd 6 Upper Boones Ferry/ Interchange westbound through lane, 2nd ODOT Long- No $20,000,000 I -5 northbound Improvement northbound left -turn lane, eastbound Term separate through and left -turn lanes. Realign /reconfigure /widen Durham Road, Upper Boones Ferry Road /72n • Avenue intersections /roadway to accommodate traffic flow between Durham Road and Interstate 5. Widen Durham Road /Upper Road Widening Upper Boones. A refinement study is needed to Long- 7 Boones /72 " realignment and /or Tigard Yes $6,000,000 and widening Reconfiguration address specific alignment of Durham Term and Upper Boones Ferry and alignment of southern Durham Road and 72nd Ave. As part of this project Upper Boones Ferry Road from Durham to • Sequoia Parkway should be widened to 5 lanes. Upper Boones Ferry Road Widen Upper Boones Ferry from lower Near - 8 Widening between upper Road Widening 72 n d Avenue to upper 72 " Avenue. Tigard Term Yes $2,000,000 72nd Ave and lower 72 9 Upper Boones Ferry/ Intersection Eastbound right turn lane ODOT/ Tigard Near- Yes $2,000,000 I -5 southbound Improvement Term 3 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan • • City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate 10 72 /Upper Boones Ferry Intersection Intersection Improvements Tigard Near- 72"4/Upper Yes $2,000,000 Improvement Term • Hall /Hunziker /Scoffins Intersection Realign offset intersection to cross Near - 11 intersection Realignment Realignment intersection to alleviate congestion and ODOT/Tigard Term Yes $5,000,000 safety issues. Realign Tiedeman and /or North Dakota Tiedeman Realignment at Road between Tigard Street and North Near - 12 North Dakota Realignment Dakota to form a T Intersection at Tigard Term Yes $5,500,000 North Dakota west of the railroad tracks. Greenburg /North Dakota After realignment of Tiedeman Near 13 Intersection Geometry Intersection (Project: #12), realign remaining legs WSRC Tigard Yes $4,000,000 Improvements Realignment to conventional form. Term North Pfaffle -North Dakota east -west orth Dakota- Pfaffle New Road/ connection with Hwy 217 over - crossing 14 Highway 217 over , Intersection WSRC Tigard Long- No $15,000,000 crossing Realignment to provide a neighborhood route (See Term Projects: #12 and #13). Extend Ash Avenue across the railroad 17 Ash Ave Railroad Crossing Tigard/ODOT Road tracks from Burnham to Commercial Downtown g /ODOT Near- Yes $3,000,000 (Burnham to Commercial) Street. Rail Term 18 Ash Ave Extension New Road Extend Ash Avenue from Maplewood, Downtown Tigard Mid- Yes $5,000,000 (Maplewood to Burnham) across Fanno Creek, to Burnham. Term 19 Atlanta Street Extension New Road Extend Atlanta Street west to Tigard Tigard Mid- Yes $3,300,000 Dartmouth Street Triangle _ Term 21 Hall Boulevard Extension New Road Extend south to Tualatin across the ODOT/Tigard Long- No $60,000,000 Tualatin River Term Hwy 217 Over - crossing at 22 Washington Square New Road Provide a new connection from Nimbus WSRC Tigard Long- Yes $20,000,000 Regional Center - to Locust Term Cascade Plaza Hwy 217 over - crossing Connect Hunziker Road to 72nd 23 Hunziker- Hampton New Road Avenue — requires over - crossing over ODOT /Tigard Mid- Yes $10,000,000 Connection ORE 217 — removes existing 72nd Term Ave /Hunziker intersection 4 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 73 74 Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate Improvements to distribute east /west Oak - Lincoln- Locust Street traffic between Locust and Oak Streets Collector System and improve accessibility to Lincoln Mid - 24 (Washington Square New Road Center commercial district. Includes WSRC Tigard Term Yes $1,000,000 Connectivity Lincoln Street extension to Oak Street. Improvements) (Lincoln Street portion anticipated to be constructed by development) 25 Taylors Ferry Road New Road Extend to Oleson Road WSRC Washington Mid- Yes $4,390,000 Extension County Term 27 Walnut to Ash Avenue New Road Extend Walnut east of Pacific Hwy 99W Downtown Tigard Mid- Yes $14,000,000 Extension to meet Ash Avenue. Term 29 68th Avenue Road Widening Widen to 2/3 lanes between Tigard Tigard Mid- No $10,000,000 Dartmouth /I -5 Ramps and south end Triangle Term 31 72nd Avenue Widening: Road Widening Widen to 4/5 lanes Tigard Tigard Mid- Yes $8,000,000 Ore 99W to Dartmouth Triangle Term 32 72nd Avenue Widening:' Road Widening Widen to 4/5 lanes, including bridge Tigard Tigard Mid- Yes $7,000,000 Dartmouth to Hunziker Triangle Term 33 72nd Avenue Widening: Road Widening Widen to 2/3 lanes Tigard Long- No $14,000,000 Hunziker to Durham Term 35 Beef Bend Road Complete Street Complete 2/3 -lane section from 131st Washington Mid- No $2,280,000 Complete Street to 150th. County Term 36a Bonita Road Widening Road Widening Widen to 4/5 -lanes from Hall to 72nd Tigard Near- No $20,000,000 Term 36b Bonita Road Widening Road Widening Widen to 4/5 lanes from 72nd Avenue Tigard Mid- No $25,000,000 to city limits east of I -5 (Bangy) Term Complete 4/5 -lane section from Costco Tigard Near - 37 Dartmouth St. Widening Road Widening to 72nd Ave (small section missing in Triangle Tigard Term No $320,000 eastbound direction only) Widen to 4 lanes plus turn lanes and Tigard Near 38 Dartmouth St. Widening Road Widening sidewalks between 72nd Avenue and I- Tigard Yes $3,000,000 5 (68`h) Triangle Term 39 Durham Road Widening Road Widening Widen to 4/5 lanes from Pacific Hwy- Tigard Mid- Yes $15,000,000 99W to Hall Blvd. Term 5 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan • City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate Widen to 4/5 lanes (total, both directions) between Hall Boulevard and Mid - 40 Durham Road Widening Road Widening Upper Boones Ferry Road. Add 2nd Tigard Term Yes $8,000,000 southbound left -turn lane at the intersection of Hall /Durham. 41 Greenburg Rd. Widening Road Widening Widen to 4 lanes adjacent to cemetery WSRC Washington Mid- No $3,780,000 County Term Greenburg Rd. Widening, Shady Lane to N. Dakota, Widen to 4/5 Mid - 43 South of Hwy 217 to N. Road Widening lanes. Includes bridge replacement. WSRC Tigard Term Yes $6,000,000 Dakota 44 Gre N bDakota o Widening Road Widening lames with bik and Widen sidewalks5 Tigard Term No $15,000,000 45a Hall Boulevard Widening, Road Widening Widen to 2/3 lanes; build sidewalks WSRC ODOT/ Tigard Near- Yes $3,500,000 Oleson to 99W and bike lanes; safety improvements Term Hall Boulevard Widening, Widen to up to 4/5 lanes, depending on Near - 45b Highway 99W to Fanno'._ Road Widening corridor plan Downtown ODOT/ Tigard Term Yes $2,500,000 Creek Hall Boulevard Widening, Widen to up to 4/5 lanes, depending on Mid - 45c Fanno Creek to McDonald Road Widening corridor plan ODOT/ Tigard Term Yes $2,500,000 Street Hall Boulevard Widening, Widen to up to 4/5 lanes, depending on Near - 45d McDonald Street to Bonita Road Widening corridor plan ODOT/ Tigard Term Yes $1,500,000 Road Hall Boulevard Widening, 9 Widen to up to 4/5 lanes, depending on Near - 45e Bonita Road to Durham Road Widenin corridor plan ODOT/ Tigard Term Yes $3,000,000 McDonald Street Widen to 2/3 lanes with sidewalks, bike Near- 46 Road Widening Tigard Yes $8,000,000 Widening, 99W to Hall lanes, and safety improvements Term Scholls Ferry Rd Widen to 7 lanes between OR 217 and ODOT/ Long- 47a Widening, Hwy 217 to Road Widening 121st Avenue and improve Washington Term Yes $19,700,000 121st intersections County Scholls Ferry Rd ROW ROW preservation for potential 7 lanes Washington Long - 47b preservation, Road Widening between 121st Avenue and Barrows County Term No $8,000,000 121st to SW Barrows Road, improve intersections 6 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 75 76 Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate 49 Pfaffle St /Hall Blvd Intersection Traffic signal or other intersection ODOT /Tigard Near- Yes $500,000 Improvement , treatment - Term 50 68th /Atlanta /Haines Intersection Traffic signal and turn lanes where Tigard Tigard Near- Yes $500,000 Improvement necessary Triangle Term 51 68th /Dartmouth Intersection Install traffic signal and add turn lanes Tigard ODOT /Tigard Near- No $500,000 Improvement where necessary Triangle Term 52 72nd/ Dartmouth Intersection Traffic signal and intersection widening Tigard Tigard Near- Yes $1,100,000 Improvement Triangle Term 53 121st/ North Dakota Intersection Traffic signal Tigard Mid- No $500,000 Improvement Term 54 135th Avenue/ Intersection Intersection Improvements Tigard Near- Yes $400,000 Walnut Street Improvement Term ODOT 56 Greenburg /Oleson /Hall Intersection Intersection Improvements WSRC Near- Yes $3,000,000 Improvement Term /WACO 58 Greenburg /Washington Intersection Install Boulevard treatment at WSRC ODOT /WACO Near- Yes $1,000,000 Square Road Improvement Greenburg /Washington Square Road Term 60 Hall /McDonald Intersection Add southbound right -turn lane from ODOT /Tigard Near- Yes $400,000 Improvement Hall Blvd to McDonald Street. Term Install a traffic signal at Main Street/Tigard Street. Project need 62 Main Street/Tigard Street Intersection should be reevaluated after Highway Downtown Tigard Near- No $350,000 Improvement 99W /Greenburg Road /Hall Boulevard Term improvements and Main Street improvements are completed. 64 North Dakota/ 125th/ Intersection Intersection improvements WACO /Tigard Mid- No $1,500,000 Scholls Ferry Rd Improvement Term 65 Tiedeman Street /Tigard Intersection Intersection Improvements with Tigard Near- No $750,000 Street Improvement sidewalks and bike lanes Term All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate Provide increased capacity at priority intersections, including bus queue _ bypass lanes in some locations, 66 Hwy 99W Intersection Intersection improved sidewalks, priority pedestrian ODOT Near- Yes See 66a - Improvements Improvement crossings, and an access management Term 660 plan, while retaining existing 4/5 -lane facility (plus auxiliary lanes) from I -5 to Durham Road. Provide signal interconnect from I -5 to Durham Road (Metro TSMO plan Signal includes Arterial Corridor Management Near 66a Pacific Highway 99W Improvements and transit signal priority for the entire ODOT/Tigard Term Yes $2,500,000 corridor through Tigard with adaptive signal control from Highway 217 to the eastern city limits). Intersection capacity improvements 66b Highway 217 SB Intersection such as a 2nd right turn lane from off ODOT Near- Yes $7,000,000 Ramps /Highway 99W Improvement ramp Term Highway 217 NB Intersection Intersection capacity improvements Near - 66c Ramps /Highway 99W Improvement such as a second northbound left turn ODOT Term Yes $7,000,000 lane • Intersection improvements such as dual northbound through lanes on 99W Pacific Highway 99W/I -5 Intersection Tigard Near - 66d SB Improvement and dual lanes for I -5 ramps to reduce Triangle ODOT Term Yes $5,000,000 confusion, congestion and related accidents Intersection improvements such as Pacific Highway 99W/68th Intersection Tigard Near - 66e Ave Improvement added turn lanes, protected left -turns Triangle ODOT /Tigard Term Yes $1,000,000 at 68th 8 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 77 78 Project Special Time Financially Cost ID Name Project Type Description' Area lurisdic -tion frame Constrained? Estimate Intersection improvements such as 66f Pacific Highway Intersection added turn lanes, a southbound right Tigard ODOT /Tigard Near- Yes $2,000,000 99W/72nd Ave Improvement turn pocket Triangle Term 66 Pacific Highway Intersection Intersection improvements - Turn lanes Tigard ODOT /Ti and Near- Yes 9 99W /Dartmouth St. Improvement and auxiliary lanes Triangle g Term $6,000,000 Intersection improvements such as an additional eastbound and westbound 66h Pacific Highway 99W /Hall Intersection through lane on 99W (CIP 95005), Downtown ODOT /Tigard Near- Yes $6,500,000 Boulevard Improvement exclusive left -, through -, and right -turn Term lanes on each side street approach (CIP 95031). Intersection improvements such as Pacific Highway Intersection exclusive turn lanes on both Greenburg Near - 66i 99W / Greenburg Improvement Road and Main street approaches, Downtown ODOT /Tigard Term Yes $4,000,000 Road /Main Street additional eastbound and westbound through lane on Pacific 99W. 66j Pacific Highway 99W/ , Intersection Intersection improvements such as ODOT /Tigard Near- Yes $1,500,000 Walnut Street Improvement additional turn lanes Term Pacific Highway 99W/ Intersection Intersection improvements such as a Near 66k Gaarde Street /McDonald Improvement third through lane on Pacific Hwy -99W ODOT /Tigard Term Yes $8,000,000 Street and additional turn lanes. 661 Pacific Highway 99W/ Intersection Intersection improvements such as a ODOT /Tigard Near- Yes $2,000,000 Canterbury Improvement left turn lane Term Intersection improvements such as a Pacific Highway 99W/ Intersection ODOT/Washing Near - 66m Beef Bend Road Improvement southbound right turn lane (on Pacific on County Term Yes $1,500,000 Hwy 99W) 66n Pacific Highway 99W/ Intersection Intersection improvements such as a ODOT /Tigard Near- Yes $1,500,000 Durham Road Improvement additional turn lanes Term Implement access management 66o Pacific Highway 99W Access strategies and median projects ODOT Near- Yes $6,000,000 Access Management Management identified in the Highway 99W Plan Term (related to roadway project #66) 9 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate Highway 217 NB On- ramp /Scholls Ferry Intersection Near - 82 Road /Washington Square Improvement Intersection Improvements WSRC ODOT Term No $5,000,000 Road Interchange Improvement Add an eastbound through lane on Hall Blvd. from Pamelad Road to Greenburg Hall Boulevard, Road that removes the right -turn lane drop at Pamelad Road and ends as a 85 Washington Square Road Widening WSRC ODOT /Tigard Near- No $500,000 Regional Center right -turn lane at Greenburg Road. This Term completes the five -lane section on Hall Blvd. from Scholls Ferry Road to • Greenburg Road. 93 Highway 217 /Greenburg Intersection Add a right -turn lane from Greenburg WSRC ODOT Mid- Yes $5,000,000 Intersection Improvement to SB Higway 217 Term North Dakota at Fanno Replace existing bridge over Fanno Near - 95 Creek Bridge Bridge Creek along North Dakota to include Tigard Yes $2,500,000 Replacement Replacement Term sidewalks r - ;i:',.• : , ` ti Complete Streets (Upgrade Pedestrian /Bicycle Facilities);` 121st Avenue Upgrade 121st Avenue to a 2 -lane 34 Complete Street, Walnut Complete Street roadway with sidewalks and bicycle Tigard Near Yes $1,580,000 to Gaarde lanes between Walnut and Gaarde Term Street • Walnut Street Complete Widen to 2 with turn lanes where Near - 48a Street, 116`" to Tiedeman Complete Street necessary including sidewalks, bicycle Tigard Term Yes $2,000,000 lanes, and safety improvements Walnut Street Complete Widen to 2 with turn lanes where Near - 48b Street, Tiedeman to Complete Street necessary including sidewalks, bicycle Tigard Term Yes $5,000,000 Pacific Hwy -99W lanes, and safety improvements 121 Avenue Complete Upgrade from Walnut Street to North 84 street, Walnut to N Complete Street Dakota Street - 2 lanes with turn lanes Tigard Near- Yes $380,000 Dakota where necessary plus bike lanes and Term sidewalks 10 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 79 • 80 Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame. Constrained? Estimate • Provide 2 travel lanes, turn lanes where necessary, on- street parking, Main Street Green Street good sidewalks, and Tots of pedestrian- Near - 86a (Phase I) Complete Street friendly amenities on Main Street from Downtown Tigard Term Yes $3,500,000 the railroad tracks south to Highway 99W. Provide 2 travel lanes, turn lanes Main Street Green Street where necessary, on- street parking, Near 86b (phase II) Complete Street good sidewalks, and lots of pedestrian- Downtown Tigard Term Yes $2,000,000 friendly amenities on Main Street from the railroad tracks north to Hwy 99W Install bike lanes and construct Washington Mid 88 80th Avenue Complete Street sidewalks on both sides of the street County Term No $1,350,000 from Taylor's Ferry Road to Oak Street Install sidewalks on both sides of the Washington Long 89 Taylor's Ferry Rd Complete Street street from Washington Drive to 62nd County Term No $3,220,000 Avenue Install sidewalks on both sides of the Washington Mid • 90 Oak Street - Complete Street street from Hall Boulevard to 81st County Term No $1,710,000 Avenue Install bike lanes and sidewalk on both Mid - 91 92nd Avenue Complete Street sides of street from Durham Road to Tigard Term Yes $800,000 Cook Park Upper Boones Ferry Road Upgrade with turn lane, pedestrian, Washington Mid - 94 south of Durham Complete Streets bicycle facilities and consistent with County /Tigard term No $2,000,000 City. of Durham planned improvements. Bicycle Projects ., Tigard Transit Center Provide bicycle hub at Tigard Transit Near - B1 Bicycle Hub Bicycle Facilities Center Downtown Tigard /TriMet Term Yes $50,000 B2 Bonita Road Bike Lane Install eastbound bike lanes from 72nd Tigard Near- Yes $200,000 Avenue to I -5 Bridge Term B5 98th Avenue Bike Lane Install bike lanes on both sides of Tigard Near- Yes $150,000 street from Murdock to Durham Road Term 11 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate Install bike boulevard treatments on Long- B11 O'Mara Street Bike Boulevard both sides of O'Mara from McDonald Tigard Term Yes $60,000 Street to Hall Boulevard Install bike boulevard treatments on Long- B12 Frewing Street Bike Boulevard both sides of the street from Pacific Tigard Term Yes $130,000 Hwy -99W to O'Mara Street Install bike lanes on both sides of the Near - B13 Greenburg Road Bike Lane street from Hall Boulevard to Cascade WSRC WACO/ ODOT Term Yes $3,600,000 Avenue Install bike facilities on both sides of Near - B15 72nd Avenue Bike Lane the street from Pacific Hwy -99W to Tigard Term Yes $2,000,000 South City Limits B16 Upper Boones Ferry Road Bike Lane Install bike lanes on both sides of Tigard Mid- Yes $1,000,000 street from I -5 to Durham Road Term B18 Bull Mountain Road Bike Bike Lane Install bike lanes on both sides of WACO Mid- Yes $800,000 Lanes street. Term B23 79th Avenue Bike Boulevard Install bike boulevard treatments from Tigard Mid- Yes $130,000 Bonita Road to Durham Road Term Install bike boulevard treatments on Mid B24 Fanno Creek Drive Bike Boulevard both sides of the street from the Fanno Tigard Term Yes $100,000 Creek Trailhead to Bonita Road B25 Murdock Street Shared -lane Install shared lane markings from 96th Tigard Near- Yes $10,000 Avenue to Pacific Hwy -99W Term Install bike lanes on both sides of the Mid B30 Locust Street Bike Lanes street from Hall Boulevard to 80th WSRC WACO Term Yes $450,000 Avenue Pacific Hwy -99W Bike Fill in gaps in Bike lanes along Pacific Near - B32 Lanes Bike Lane Gaps Hwy-99W Tigard/ ODOT Term Yes $500,000 BC3 Bonita Road at 79th Crossing Crossing Improvement on Bonita Road Tigard Near- Yes $30,000 at 79 Term Crossing improvements including trail BC4 Tiedeman at Fanno Creek Trail realignment, curb cuts, pavement Tigard Mid- Yes $200,000 Trail Realignment Term markings, and signage 12 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 81 • 82 Project Special Time Financially Cost ID Name Project Type Description Area lurisdic -tion frame Constrained? Estimate BC5 Tiedeman at Fanno Creek Crossing Crossing improvements including curb Tigard Near- Yes $20,000 Trail cuts, pavement markings, and signage Term Mixed -use Path :,Projects M1 Hunziker Link to Lake 10 -foot wide Linkage to Kruse Way Trail in Lake Tigard /Lake Mid- No $2,000,000 Oswego paved pathway Oswego Oswego Term Complete gaps along the Fanno Creek M2 Fanno Creek Trail 10 -foot wide multiuse path from the Tualatin River Tigard Mid- Yes $3,000,000 paved pathway to Tigard Library and from Pacific Hwy- Term 99W to Tigard Street M3 Tualatin River Trail 10 -foot wide Complete multiuse path from Cook Tigard Mid- No $1,250,000 paved pathway Park to the Powerlines Corridor Term M4 108th Street Crossing of Pedestrian New bridge crossing north -south over Tigard /Tualatin Mid- No $740,000 Tualatin River Bridge the Tualatin River near 108th Avenue Term 10 foot wide New regional multiuse path, and in Mid - M5 Westside Trail _ paved pathway Tigard will connect from Beaverton to Tigard Term Yes $1,920,000 the Tualatin River Trail Convert a segment of inactive railroad M6 Tiedeman Avenue /Main 10 -foot wide right -of -way adjacent to Tigard Street Downtown Tigard Near- Yes $1,250,000 Street Rail Trail paved pathway from Tiedeman Avenue to Main Street Term to a multiuse path Washington Square New pedestrian and bicycle bridge over M7 Regional Center Highway 10 foot wide Hwy 217 from Nimbus Avenue to WSRC Tigard /WACO Long No $3,700,000 217 Pedestrian /Bike Over paved pathway Scholls Ferry Road Term Crossing Neighborhood Trail Neighborhood Formalize neighborhood trail Near - M8 Connections - Various Tigard Yes $1,100,000 locations trails connections throughout the city Term :Y . .. .; Pedestrian, Projects` . .. '::,,,,,:' North Dakota Street Complete gaps in sidewalks on North Near - P1 Sidewalks Sidewalk Gaps Dakota from 121st Avenue to Tigard Term Yes $810,000 Tiedeman. Tiedeman Avenue Install sidewalks on both sides of the Near P3 Sidewalks Sidewalk Gaps street from Fanno Creek Trail to North Tigard Term Yes $1,400,000 Dakota - Greenburq 13 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan Project Special Time Financially Cost ID Name Project Type Description Area 3urisdic -tion frame Constrained? Estimate P5 Pacific Hwy -99W Sidewalk Gaps Complete gaps in sidewalk from ODOT Near- No $1,300,000 Sidewalks McDonald to south city limits Term P6 Bull Mountain Road Sidewalk Gas Complete gaps in sidewalk from Pacific WACO Mid- No $2,580,000 Sidewalks p Hwy- 99W to Roshak Road Term Complete gaps in sidewalk, mainly Mid - P7 Roshak Road Sidewalks Sidewalk Gaps between 158th Terrace and Bull WACO Term No $640,000 Mountain Road Install sidewalk on both sides of the Mid - P9 Hunziker Street Sidewalks Sidewalk Gaps street from 72nd Avenue to Hall Tigard Term No $700,000 Boulevard Washington Square Pedestrian Improve sidewalks, lighting, crossings, Mid - P10 Regional Center Improvements bus shelters, and benches in WSRC WSRC Tigard Term Yes $3,900,000 Pedestrian Improvements Install sidewalks on both sides of the Near - P16 Tigard Street Sidewalk street from 115th Avenue to Pacific Tigard Term Yes $1,200,000 Hwy -99W Install sidewalks on both sides of the Near - P18 Commercial Street Sidewalk street from Main Street to Lincoln Downtown Tigard Term Yes $400,000 Street P19 72nd Avenue Sidewalk Complete gaps in sidewalk from Pacific Tigard Near- No $2,500,000 Hwy 99W to Bonita Road Term Complete gaps in sidewalk from Near - P20 Hall Boulevard Sidewalk Hunziker Street to Durham Road ODOT /Tigard Term Yes $1,800,000 Install sidewalk on both sides of street Near - P23 72nd Avenue Sidewalk from Upper Boones Ferry Road to Tigard Term No $800,000 Durham Road Install sidewalk on both sides of street Mid - P24 Benchview Terrace Sidewalk Gaps for missing sections west of Greenfield Tigard Term No $1,200,000 Drive P25 79th Avenue Sidewalk Gaps Install sidewalk on both sides of street Tigard Mid- No $800,000 from Bonita Road to Durham Road Term Install sidewalk on both sides of street Mid - P27 Murdock Street Sidewalk Gaps from 96th avenue to Pacific Highway- Tigard Term No $570,000 99W 14 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 83 84 Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate Install sidewalk on both sides of street Mid - P29 150th Avenue New Sidewalk from Bull Mountain Road to Beef Bend WACO Term No $900,000 Road Install sidewalk on both sides of street Near - P30 97th Avenue Sidewalk Gaps from McDonald Street to Murdock Tigard Term Yes $400,000 Street Install sidewalks on both sides of the Near - P31 Garrett Street Sidewalk street from Pacific Highway -99W to Tigard Term No $160,000 Ash Avenue Install sidewalk on both sides of street Near - P33 Greenfield Drive New Sidewalk for missing section south of Benchview Tigard Term No $280,000 Terrace Pedestrian /bike improvements at Crosswalk on McDonald at Pedestrian Near - PC3 O'Mara and 98th Ct Signing /Striping unsignalized intersection at Tigard Term No $50,000 McDonald /O'Mara /98 Ct Improve sidewalks, lighting, crossings, Tigard Town Center bus shelters and benches throughout Pedestrian the downtown including: Pacific Near - PC7 (Downtown) Pedestrian,.. Facilities Highway -99W, Hall Blvd, Main Street, Tigard Term Yes $4,880,000 Improvements Hunziker, Walnut and neighborhood streets. Greenburg /95th Raised Construct pedestrian /bike PC9 Pedestrian Refuge and Pedestrian improvements at the existing Tigard Mid- Yes $50,000 Marked Crosswalk Signing /Striping unsignalized crosswalk at Term Greenburg /95th , :, . A '' ' Transit Projects • 4 ..; Transit Stop Amenity Support existing high frequency bus service on the Pacific Highway -99W Near - T2 Improvements on Transit Amenities corridor by providing benches, shelters, Tigard/ TriMet Term Yes $400,000 Highway 99W and real -time information at bus stops Provide local connector service serving T3 Tigard Connector Service Transit Tigard Triangle to Downtown, and /or Tigard Tigard/ TriMet Long- No $750,000 in the Tigard Triangle Connector the Washington Square Mall and Triangle Term potentially residential areas. 15 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan • City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan Project Special Time Financially Cost ID Name Project Type Description Area Jurisdic -tion frame Constrained? Estimate T4 HCT Planning, Ph 1 Transit Land use planning and alternatives TriMet Near- Yes $1,000,000 analysis for HCT Term Land use planning and alternatives Mid - T5 HCT Planning, Ph 2 Transit analysis for HCT TriMet Term Yes $4,000,000 •Transportation System •M m anageent .. , Arterial Corridor Provide Arterial Corridor Management Mid- TSM1 Upper Boones Ferry Road Management along Corridor #2 (I -5) in the Metro Tigard Term No $1,300,000 TSMO Plan Provide Arterial Corridor Management TSM3 72nd Avenue Arterial Corridor on 72nd Avenue along Corridor #2 (I- Tigard Tigard Mid- No $1,600,000 Management 5) near the Upper Boones Ferry Road Triangle Term Interchange in the Metro TSMO Plan Provide Arterial Corridor Management Arterial Corridor along (Hwy 217) in the Tigard Tigard Mid TSM4 72nd Avenue 9 Corridor #19 ( y ) 9 No $1,700,000 Management Triangle Term Metro TSMO Plan Arterial Corridor Provide Arterial Corridor Management Near TSMS Durham Road Management along Corridor #2 (I -5) in the Metro Tigard Term No $1,400,000 TSMO Plan Arterial Corridor Provide Arterial Corridor Management Mid- TSM6 Durham Road Management along Corridor #19 (Hwy 217) in the Tigard Term No $1,500,000 Metro TSMO Plan Provide Arterial Corridor Management TSM9 Hall Boulevard Arterial Corridor and Transit Signal Priority on Hall WSRC ODOT/Tigard/ Mid- No $3,700,000 Management Boulevard from Highway 217 to Pacific Beaverton Term Highway -99W Arterial Corridor Provide Arterial Corridor Management Near TSM10 Hall Boulevard Management from Pacific Highway -99W to the south ODOT/ Tigard Term No $1,900,000 terminus TSM11 Scholls Ferry Rd Arterial Corridor Provide Arterial Corridor Management ODOT/ Mid- Yes $4,200,000 Management from River Road to Hall Boulevard WACO /Tigard Term The project timelines identified in Table 5 -2 are depicted in Figure 5 -9, Figure 5 -10, and Figure 5 -11. The first figure shows only near -term projects; Figure 5 -10 shows the combined Near -Term and Mid -Term projects. Figure 5 -11 shows all of the planned projects. 1 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 85 i „,7,—„...„,,,t,.......,.. 'P ti • �.,. r- s r aato- garbs '",. ' Fi re 5-9 DOWNTOWN ® 1 » , t , ” .SA�'� " s i r r TAriOR o R RV RD „.1.,0,- M INSET •r t - r s�e ✓ ` * - xa� &w b^ Fadillies �� r ?., Near -Term " : ,,,1,.. .2,; , !:', � _ j M6 1 /.• Pi r r es; l m.� t • �� ® 7" } r � Y� +� _ ,� • ' �� Transportat I c R ` „,,,,,.:8r:-."...",-,1” • . ., p Impro vements ... 1 '�, 41)/! :37 . ra fi*, a, a r :"� t i , � � q lawingAeo 4 A '" } s �� Hawing Ares ' Gy1 � / 1 s 1'S �'� 7 <-r } r. � 9L � a < '� _ , �+ > r, ;� �,. • w ^ + OAK ST Existing In v ® S 1 ' '' 3 �. -� $ �' . ._' � �T , Q O 21=1 '7'71' PINE ST M61 �fi -��Iaetea or Rotes . 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" AM as L idlim,thit P2 7 Ad > .., • .1! . 1� o - ^ _ Q Other Map Elements o , U r � �.. � � � ii : - � = ' ' 7c Transit Center tirry z....— e . .-I., a = 1 6 ,. pi , Tigard City Boundary ./ ....... :It 1r * •� .P)ENDRD `1� – ® , t.,r. ♦ DURHA M RD � � 40 g III Y' i WM • . w . w • v L. t Tualatin Wver � . �' •• The mform.tioo « Ra«atea m this 1 •��` Crossing i p rant as of February 28.2010 0 0 0 05 a° : mll be made F - 1 d r.mmdments a ma6 NEAR & MID -TERM PROJECTS " u e " ':. mo. Me cnntmt of the map. Streets DOWNTOWN 1 �� y ., -: r (( `WS un k- 4;�.�'t -u e,•,.,„ " - „,'�*' �� 1 Figure 5-11 nil - '' -� � a ^3 xr ,a W �a . s,,� � - x � T - = : TAYLORS FERRY FtDrt� INSET ® /� .r cw W' ; , T Cffi ,� _ it? n ,- \ g Tigard Urban � , '"4.,:i . r N All ®` / ! u ` ° Ili! ,t..; Transportation a �� TC Q R , � " ry ; , . a $ i Improvements ` \ -� � , oy � [ Y ''� ^ g' �' �c s wt w ,, � ' ,,,;g4 .,4 ' ,1 ',. - ' .F: ^ ; ,.5 . � � .. Z y " � . _ - ® I �� , 1,- � � ? 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" `" 41.1111116 ia Pt1'iuT silt— � 4. . f '• DOWNTOWN � S� r x ;* >Yo,a [mpro c J q , - � '144,0 .. , ' INSET yj.tYG,yZ IS mclu � t I _,, h : t ' ' • kJ. `rx ® ®�v I FR3 Ev ,r dblkefeciliticv) ' x � `r� . �. _ I ! r �S o ® I I ' e l i c '� F i t r- Complete Ft < r h '' t� YF y , y Fh* (adds sidewalks en I � � I � t >=r'�ir• : - A, ) + ' '�d b ke ewai oves) '� (" ^ �c ` ..._�. ! T al �� __ \ 3 ti t` „„ R te' . S tdk } ■ r i�..7 � ® r �� / �� 1 ♦ i �., o ff" ,1 ' 4 s Bike Lane . B ` 1 . . 0 ' � � �.- J —T v G � 8.1 -.1 ♦ ♦• "^u P k, - I� ? a ;fit" " 4 Bike Boulevard r:1 r � R O y " 1 l T 41 oA ARDE ST r Q / DO NALD eST: ♦ ♦• • " � Nea FaeiOtiea { . � � _ ` .: 4 MCDO ST It A= -`Y ♦ ♦ 1� �- ,h+ � � l� ■ ♦ ♦ New Road r� � � .• ""�� • u r� 14,g,-,A ncludes pedesmm Klemm �f ® !i>d 9 _ �• end bike facilities) �� I 1:.7 • �i ' 1 41 ..� ■ .. Multi -Use Pa16 't gggqL I Bu�LMOU RD • BONITA RD • - `}�. "n ' � ' � . � 61 x : C 5,; -C i i I. F y v a a na M,t� n - ` q 6— / � J a n. 'E ,i1` . ` Tram canes r. r ' r 6 , . l' • 1- S ■ ® N ¢ " zr �� ^ ■... Tigard CiW Re Hound .. : ■ ; l :looms ■ ♦ 8 k7@ r W 7 : i:l,t, I r • my ww .. ■ ° $� ¢ e 11111 Winer 3 i ` �..L_I _ , eee_ �� s , `F`y EN Psr1a • DURHAM RD 1 " - go� pq E^' .,,; IA ` - , • h '••• • 11 1 JQ . � lir K \.: w • _ 1 µ i i. ,, i ' , •% J Q`l rnzn eofr bm�ry 8.2010. 1 ® ®lam 11 g +. I t Th J am ." r Tortggln Trad - ne» Wes Y c f to TWlahn I -: 0 0.125 0.25 0.` R hll M made u ALL PROJECT'S d aarnna:dmenu o�er r ' City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan SPECIAL AREAS The following section identifies the three areas within the City -- Tigard Triangle, Washington Square Regional Center, and Downtown -- with growth opportunities but also significant transportation challenges. Each of the three areas is described below, including a summary of current transportation challenges and following by strategies for infrastructure investments which are depicted in Figures 5 -12 through 5 -15. In addition to improvement projects, this 2035 TSP identifies non -SOV mode split targets for the Tigard Triangle that are higher than required by the Metro RTP (see Table 5 -3). Achieving these targets will require integrated land use and parking management strategies. Land Use Planning Each of these areas is designated for significant housing and employment growth. The land in the Tigard Triangle is zoned for commercial development (west of 72nd Avenue) and mixed -use development (east of 72 °d Avenue). Development of commercial and residential uses in close proximity to each other promotes walking trips for commute trips and non - commute travel. These opportunities can be captured by incorporating densities, mixed -uses, design standards and other land use strategies in the overall planning efforts for the areas. An initial look at land use alternatives will occur with the initial phases of HCT planning. Development patterns that support HCT -- such as mixed uses, higher densities, pedestrian orientation -- will encourage the public investments necessary to implement HCT. As future transportation and land uses studies for HCT move forward, they will help to identify complementary land use and transportation investments to support HCT and other transit service to Tigard. Parking Management Parking management will be a critical component of creating travel options to and from each sub- area. Adequate parking is essential to economic vitality; at the same time too much parking can degrade the pedestrian environment and cause excessive physical space dedicated to parking. A review of parking requirements and parking management measures is warranted in conjunction with land use planning for these areas. In particular, as more emphasis and investment is directed toward walk, bike, and transit trips, the amount of parking and the way that it is used will be modified to support the priority purposes of each subarea. Tigard Triangle The Tigard Triangle is a priority opportunity for community development and economic activity. The Triangle has long been a retail and commercial hub within the City. Today, the Triangle is zoned for commercial and mixed -use development and is identified as an area of significant future growth in housing and jobs. Although the area is bordered by three major regional roadways, in many ways those roadways function as barriers to access the Triangle. Travel to and from the Tigard Triangle is funneled from 89 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan Pacific Highway via 72nd Avenue, Dartmouth Street and 68th Parkway; the Highway 217/72nd Avenue interchange; the northbound I -5 interchange with Haines Street; and, the southbound I -5 interchange with Dartmouth Street. Access to and from the Tigard Triangle area is and will remain a critical issue to the success of the Tigard Triangle area. The majority of employees and customers traveling to the area on City streets access the Tigard Triangle area off of Pacific Highway. There is considerable congestion on Pacific Highway in the vicinity of the Tigard Triangle and this congestion is forecast to worsen with future development and regional growth. A second issue with the Tigard Triangle relates to non -auto mobility /circulation to /from and within the area. The Triangle area as a whole is generally sloping downward from Pacific Highway and I -5 to Highway 217. The topography makes pedestrian and bicycle transportation more difficult. These conditions are worsened by incomplete bicycle and pedestrian systems within the Triangle. At the broadest level, options for improving access to the Tigard Triangle area fall into the following categories: • Provide additional intersection and roadway capacity improvements to improve traffic operations at the boundary streets. • Minimize additional roadway capacity infrastructure investment and focus on travel demand management (TDM) programs. • Provide better facilities for alternative modes (transit, bicycles, pedestrians, etc.) • Create a mix of critical additional capacity and implementing TDM programs. Infrastructure Investments Figure 5 -12 shows the planned roadway improvement projects related to access to the Tigard Triangle. Within the Triangle, the improvement projects include several capacity enhancements to existing roadways, extension of Atlanta Street to connect 68th Avenue and Dartmouth, and a new Highway 217 overcrossing connecting to Hunziker Street to Hampton Street. The Atlanta Street extension and Hunziker Street overcrossing would provide needed additional circulation options for auto and non -auto modes of transportation within the Tigard Triangle. In addition, the Hunziker Street overcrossing would provide an additional access to the Tigard Triangle area from the south and west. 90 1 i IN 11..---.1 t 66d 5 ,e ., o `■ 'an .. 41110 . i -111 i t h t ■ r W � Tir±ptnents m Q Y Urban , ,_. I _ • • atng Area • i N I F _ i N s Existing Facilities W PF ST 1 66o Major Roads Q ■ I • -- _._.._ § Local Roads Q. 3 i .. Z C Multi -Use Path 1 6 6g Future Facilities ( 1.--. . • ■ 1:9 ■ 50 ATLANTA;ST HAINES ST O Intersection Project _ I 0 Roadway Project 66b ® i 1 [KT Candor y l_ I • • • • Neighborhood Path • • ® Road Improvements D ARTMOUTH ST Road Improvement j • ! ® (includes pedestnan << ®m and bike facdnies) Complete Streets (adds sidewalks and 1. ale _ z Sidewalk ® , aw 76 2 I I . � d II Bike Lane • ' 1110 ; .'-'� Bike Boulevard ,t / X6 \ ' ', ' '—� ' N> .a- • • • sN tie. New F 6 • New Road (includes pedestnm { and bike facilities) 61114G . ` S F, BEVELAND • • - • Multi -Use Path riks, \• ., 7- ... - - Other Map Elements qA_ `• ® O Transit Center , 0 CS �� 1 ® - ` . - •••• Tigard City Boundary i► � Ii k 0 ms • c.) . Water • V CO ` i Parks 1,14.„1/4. f ' . . „:„„. ,,.....,,,,. ,,,,:,,. 1 . _ , ---- r ...........,13 , ) , . , F A PARK , .c.•4 1 , r_ . J ® 217 ncnan __ ii i . 7 , ' I , 'ev '• The inCormonan represented m Nis V\10-1. , current 1 y y � S V i '\ T map s i m o f made 28.20110. A� '\ a ..._.._.._ \ 0 0.09 1 de urloelle ----- L i �� t. 5 Miles Nc ccxttent or the uep September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan The plan also includes widening 72nd Avenue (arterial) and Dartmouth Street (collector) to five lanes. Without careful design of both facilities, these could end up functioning as a surrogate for I -5 travel and could become significant pedestrian and bicycle barriers within the Tigard Triangle. An initial step toward realizing these projects is a corridor study (see Table 5 -4) to review street cross sections and potential parallel routes. Specific project considerations for the Tigard Triangle can be found in Technical Memorandum #5 in the Volume 3 Technical Appendix. Washington Square Regional Center The Washington Square Regional Center (WSRC) is the only designated Regional Center in the City of Tigard. It is primarily designated for mixed -use development and is an area of the City with significant forecast job growth. Some of the highest job growth in the WSRC is on the west side of Highway 217 both in Tigard (south of Scholls Ferry Road) and Beaverton (north of Scholls Ferry Road). This is why the Washington Square Regional Center (WSRC) Plan, completed in 1999, included major infrastructure investments aimed at connecting the Washington Square Mall with the land uses on the west side of Highway 217. The WSRC is criss - crossed by Highway 217, Scholls Ferry Road, and Greenburg Road and partially bounded by Hall Boulevard and Fanno Creek. Travel in and out of the area is primarily funneled through the Highway 217 /Scholls Ferry Road and Highway 217 /Greenburg Road interchanges and the Scholls Ferry Road/Hall Boulevard intersection. All of these facilities are under the jurisdiction of either ODOT or Washington County and currently experience significant peak hour congestion and queuing. The WSRC has a transit center at Washington Square served by TriMet Routes 43, 45, 56, 62, 76, and 78 connecting it to the Beaverton, Sunset, Tigard, and Lake Oswego Transit Centers, as well as the City of Tualatin and downtown Portland. It also has a Westside Express Service (WES) commuter rail station located on the west side of Highway 217 near Hall Boulevard. Although all of the major facilities in the WSRC have sidewalks (with the exception of segments of Greenburg Road), the size, traffic volumes, and design of all of the intersections and roadways within the WSRC do not create a very desirable environment for pedestrians to travel within the WSRC. Similarly, the absence of bicycle lanes on Greenburg Road and around of the Highway 217 ramp terminals on Scholls Ferry Road compromise cycling access to the WSRC. The WSRC is an important regional center in Tigard and Washington County. Multi -modal access and accommodation of growth continue to be priorities. Options for improving access to the WSRC area fall into the following categories: • Provide better facilities for alternative modes (transit, bicycles, pedestrians, etc.) • Focus on travel demand management (TDM) programs to optimize existing roadway infrastructure. • Provide intersection and roadway capacity improvements to improve traffic operations at the boundary streets. 92 City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan Additionally, the WSRC Master Plan is identified for a review and potential update (See Table 5 -4). Infrastructure Investment Figure 5 -13 shows the planned improvement projects serving the WSRC vicinity. The 1999 WSRC Plan proposed two bridges and roadways to connect the WSRC across Highway 217 to reduce the magnitude of this barrier: the northern crossing extended from Washington Square Mall Road across Highway 217 connecting to Cascade Avenue; the southern crossing conceptually extending Locust Street across Highway 217 to Nimbus Avenue. The connectivity benefits of these two roadway extensions would be enhanced by extending Nimbus Avenue south roughly parallel to the WES Commuter Rail tracks to Greenburg Road. Although these facilities would provide secondary circulation to Highway 217 and improve multi -modal access to the Washington Square Area, they are not considered feasible due to their high cost and likely significant environmental impacts. As shown in Figure 5 -13 the 2035 TSP modifies the northern crossing for pedestrians and bicyclists only, but is not identified as a vehicle connection due to cost and constructability constraints. Other infrastructure improvements planned within the WSRC include the southern Highway 217 crossing connecting Nimbus Avenue to Locust Street, pedestrian improvements throughout the WSRC, bicycle lanes on Greenburg Road, street connectivity enhancements on Oak Street, Lincoln Street, . and Locust Street, and intersection and roadway capacity enhancements on Greenburg Road, Scholls Ferry Road, and Hall Boulevard. Specific project considerations can be found in Technical Memorandum #5 in the Volume 2 Technical Appendix. Downtown The City of Tigard is committed to creating a downtown that is active, has a compact urban form, and provides multi -modal access and circulation. Public investments and planning activities for downtown are intended to provide a catalyst for economic development. Significant growth in downtown is planned for both employment and housing uses. Downtown is primarily located south of Pacific Highway between Hall Boulevard and Fanno Creek but also extends north of the Pacific Highway near Greenburg Road and Hall Boulevard. Pacific Highway and Hall Boulevard are the primary access routes to the downtown area. Pacific Highway currently experiences significant peak hour congestion and queuing which also impacts travel on Hall Boulevard. The Pacific Highway viaduct over the railroad tracks creates a grade separation between Pacific Highway and Main Street and limits both access and visibility to the Downtown from the highway. Downtown Tigard has a transit center which is served by Trimet Routes 12, 45, 64, 76, and 78 connecting it to the Beaverton Transit Center, Sherwood, Lake Oswego, Tualatin, and downtown Portland. The Tigard Transit Center is also served by WES Commuter Rail. The existing transit service available to Downtown Tigard, combined with future plans to enhance WES service and provide high capacity transit along the Pacific Highway corridor, position Downtown to have transit service that can support increased employment and residential growth in the area despite existing congestion along Pacific Highway. 93 Figure 5-13 N WSRC Planned Improvements . 5.:. Tigard Urban - - . Planning Area . _ - ' • Existing Facilities lir.-' - Major Roads Local Roads I - Multi -Use Path -: . °..: ... _ -__ Future Facilities qa Intersection Proj • Roadway Project - HCT Corridor C I J TAYLORS FERRY RD • • • • Neighborhood Path gla - I rmsmeata M7 � sg a l w �1 Road Imp Road Improvement (�cludes pedestrian Q d bik facilities) ... - Complete Streets and ` (add de 4 f ' bike lanes/ i Sidewalk ., — Bike Lane I 1 t m . ' a"�•• Bike Boulevard ■ 2 ; = 2' _ C '21 1 L__ New Facilities / ♦ � t � � '7,7 ▪ • New Road G9 ♦ .... 830. and b k tacln e i a YR �_ L ♦ : � • • Multi-Use Path olX e 1 t P ..__ re . sCH01 - .„,- e ; ' as � - _.�— �_� Other Map Elements ` ♦♦ ` R ' ■ - OAK ST Tc Transit Curter 041.4111111 � 1 ▪ • • 75gard City Boundary Q -%ham ♦♦ 9 fq ♦ ■ Oil la . 1 11 stet rte F ra_ . •. Nor NORTH DAKOTA ST • . t � ! ®, PFAFFLE ST ^ w • s _. Q � B5 1 1 66g a n> ® " rne inr formation represented w his , I� AL �, \ N • ••• map is [rent a of February 28.2010 � 0 005 • `� ♦ I q4 . 0,1 ,2 Reviaoo will ma a n � \ �Q , � •111111 decisac oramardm enla :nee ur Inslier ew � Miles 0 dre t rl of the map City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan Although Pacific Highway and Hall Boulevard have sidewalks and bicycle lanes (with the exception of a few gaps in the sidewalk system on Hall Boulevard), the lack of local and collector street connectivity and existing roadway geometry within the downtown area do not create a very desirable environment for pedestrians and bicyclists to travel within the downtown. At the broadest level, options for improving access to the downtown area fall into the following categories: • Improve local and collector roadway connectivity to and within Downtown. • Provide better facilities for alternative modes (transit, bicycles, pedestrians, etc.) • Enhance intersection capacity on Pacific Highway to increase access the ability to cross and access Pacific Highway from Walnut Street, Greenburg Road, and Hall Boulevard. Infrastructure Investment Figure 5 -14 shows the additional multi-modal improvement projects related to the Downtown area which include Main Street streetscape improvements, a mixed -use trail along the rail corridor, and Ash Street extensions east across the railroad tracks and west and north to Pacific Highway. Specific project considerations can be found in Technical Memorandum #5 in the Volume 2 Technical Appendix. 95 ,_, c., N- 1 _ °r 65 Figure 5-14 7 - .. 1 9 N Downtown Planned Improvements 4(ie,z- ® rare Urban , a \ 66b PlmningArea Faties \ P ;xistluE cili `�\ M6 66h \ cp .....‘ Major Roads -- .. " .e r Local Roads R, q/4 � � / • • * '\ — Multi-Use Path % WOODARD PARK T' I. Furore Facilities / e O Intersection Project ' , p � —�� '\ 0 Roadway Project pa y6 >�8 � 0 HCT Corridor �/'--. ♦ M � , • `�-• LO • • • • Neighborhood Path \ `` \ Road Improvements 40110044 �4 TC -\ Road Improvement / /, ' nd bike (includes pedestrian d bike facilities) \ — Complete Streets (adds \It__ _ � / sidewalks end bike lanes) ♦ ' l� I \ . � Sidewalk 7 (' ✓ (,/ �� Bike Lane � " i 8 P�� p l '� Bike Boulevard T • \V � \ �. ^ �/Q New FacN 66 - PC 7 ' Q 1 • • • N ew Road b w e (includes destnan P and bdce facilities) \ +.+ I A • • • Multi -Use Path 0 ' \ N Other Map Elements ��✓ Y �r ® . :D Transit Center �✓ •• Tigard City Boundary 99W • ■ ■ 27 ■ - � . ♦ ;m Parks I . / / ` 6 , c '.s'" .*'� "`S an water I ® v \' e �' \ M ' � _" �� U` \ FANNO CR PARK .. - 10 4 \ ,ii• I ' C Z '.- LP CS) '� - - ' ' ` �' The um represented on this El ap is current as of February 28.20100. '` \ Revisms will be made as Ile% / i 0 0 0 . 1 deciamsnramrndmentx occur to alter ! /// 611 �' ' `� m e coot t of me map ■ nor, i City of Tigard 2035 Transportation System Plan - DRAFT September 2010 Transportation System Plan ADDITIONAL TRAVEL MODES This section summarizes the planned facilities for rail, air, water and pipeline needs in the City of Tigard. Rail Railroad tracks traverse Tigard from its northern boundary to the southeast where the tracks cross the Tualatin River into the City of Tualatin and further south (parallel to I -5 to just north of Salem). Another set of tracks, just south of Bonita Rd., turns east to Lake Oswego /Milwaukie and Southeast Portland. North of Tigard, the 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. • 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 Highway 217 interchange, potential future improvements on Highway 217 should consider the operational need of Scholls Ferry Road south of Highway 217 A commuter rail system, linking Wilsonville and Beaverton/Hillsboro currently operates on the P &W between Beaverton and Wilsonville. The system travels through Tigard with one stop in downtown Tigard. The RTP has plans to increase the frequency of service on this line which is supported by the city Pedestrian /Bicycle Railroad Crossings The existing freight and commuter rail corridor presents a barrier to access for pedestrians and bicyclists in Tigard. Although new multi-use pathways are desirable, current ODOT Rail policy related to at -grade crossings is to reduce the number of at -grade rail crossings. In particular, the 2001 Oregon Rail Plan expresses a desire for a reduction in at -grade railroad crossings within Tigard. There are nine at -grade railroad crossings in Tigard, and one grade- separated crossing at Highway 99W. Of the ten crossings, six have existing sidewalks and five have bicycle facilities. Several track crossings are currently "demand" trails and not part of the formal or approved transportation system. These are worn paths across the tracks and could be used as locations for potential future 17 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 Scholls Ferry Corridor. A grade separation concept may include a viaduct Scholls Ferry Road from Highway 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, Highway 217 widening and /or rail crossing changes. 97 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan grade- separated crossings for pedestrians and bicyclists. Currently, Grant Avenue ends at Tigard Street near the railroad tracks, directly across from 95th Avenue. There is a worn path across the tracks connecting these two roadways. There is another demand trail where Katherine Street ends at the west side of the railroad tracks. In addition to crossings with existing demand, additional connections across the railroad tracks to the Tigard Transit Center would benefit pedestrians and bicyclists accessing transit lines. Currently, there are two connections on either side of the transit center, at Main Street and Hall Boulevard, but these crossings are nearly 1,500 feet apart. Any potential crossings needed for future multi-use pathways, for instance connecting the Fanno Creek Trail with regional destinations such as the Tigard Triangle and the Washington Square Regional Center will need to be coordinated with ODOT Rail to ensure consistency with their policies. 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. Ground access to Portland International Airport from Tigard is available by automobile, taxi and shuttle, and light rail which is not located in Tigard but has connecting service in Tigard via bus and the Westside Express Service. Tigard is also served by the Portland - Hillsboro Airport, a general aviation facility located in the north central portion of the Hillsboro. 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. 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. Pipe line There are high pressure natural gas feeder lines owned and operated by Northwest Natural Gas Company along several routes in Tigard. The locations of these lines are not identified due to potential security concerns. No future pipelines are expected within the City. No changes to policies or investments are included in the 2035 TSP. 98 • Section 6 Transportation Funding Element September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Funding Element Transportation Funding Element The 2035 Tigard Transportation System Plan (2035 TSP) includes projects under the jurisdiction of the city, state, county, and other local jurisdictions. By extension, transportation capital improvements are typically funded through a combination of state, city, county, and private funds. This section documents Tigard's projected transportation revenues and estimated project costs, as well as summarizing other potential revenue sources. ESTIMATED TRANSPORTATION REVENUES Tigard's transportation revenues were projected based on historic trends. Available funds are typically split between operating expenditures (i.e maintenance, services, materials) and capital expenditures (i.e. new roadways, or pedestrian/bicycle facilities). The majority of the projects included in this document are considered capital expenditures. Table 6 -1 provides a summary of the funding types available, the forecast revenues and the potential application of these revenues (operating, capital, or maintenance). As shown, the City of Tigard currently estimates revenues for transportation from 2011 to 2035 to be approximately $1,750,000 per year (2009 dollars) for capital expenditures. TABLE 6 -1 FUTURE CITY TRANSPORTATION REVENUES FOR CAPITAL PROJECTS (2009 DOLLARS) Forecast Typical Use of Forecast Annual Percentage of Annual City Funds (Operating City Capital Total Forecast Source Revenues or Capital) Revenues Capital Revenues State Motor Vehicle Fund $3,000,0001 Operating (75 %) $750 000 43% Capital (25 %) County Gas Tax $200,000 Operating (75 %) $50,000 3% Capital (25 %) City Gas Tax $650,000 Capital (100 %) $650,000 37% TIF & TDT $300,000 Capital (100 %) $300,000 17% Street Maintenance Fees $1,700,000 Maintenance (100 %) $0 0% Annual Total 1 $1,750,000 100% 0 -5 Year Revenues $8,750,000 6 -10 Year Revenues $8,750,000 _, 11 -15 Year Revenues $8,750,000 16 -25 Year Revenues $17,500,000 • 25 Year Capital Revenues • $43,750,000 • 1 Once State Transportation Bill takes full effect in FY 2012/2013 2 $800,000 in 2010 -11, $1,175,000 in 2011 -12, $1,552,000 in 2012 - 13,$1,700,000 each year after. 100 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Funding Element • The State Motor Vehicle fund has provided and will likely continue to provide the most significant portion of the funding for Tigard's transportation system. A major component of the State Motor Vehicle fund is a fuel tax (per gallon). • Together, the City and County Gas Taxes provides the second largest source of transportation funding to the city. It should be noted that House Bill 2001 passed in the 2009 legislative session prohibits cities from raising fuel taxes between 2009 and 2014. Although the gas tax is recessive as vehicle efficiency increases, this is expected to be balanced out by the anticipated overall increase in vehicle miles traveled projected within the city. • Transportation Impact Fees (TIFs) and Transportation Development Taxes (TDTs) are an excellent source of revenues for growth- required needs, but TIFs and TDTs are only collected on development activity, so the revenues stream from TIFs and TDTs are volatile depending on market conditions. • • The MSTIP is the Washington County Major Streets Transportation Improvement Program. The majority of county- funded road improvement projects are paid for via MSTIP using local property taxes. It is difficult to project how much MSTIP funds will be spent on county roads within the City of Tigard on any given cycle. The amount provided above represents an anticipated annual average. Bonds were not considered as a potential revenue source as they do not increase revenue; rather, they allow the city to spend several years' worth of anticipated revenues over a short period of time. In addition to the general revenue sources identified in Table 6 -1, Washington County and ODOT typically allocate funding to projects within the City on their facilities. Estimates of annual revenues that are not at the discretion of the City but that are spent on roadway facilities within the City are shown Table 6 -2. TABLE 6 -2 FORECAST NON -CITY TRANSPORTATION REVENUES FOR CAPITAL PROJECTS (2009 DOLLARS) Forecast Annual Percentage of Total Forecast Non -City Capital Revenues Non -City Capital Source Revenues • MSTIP Funds used in City $500,000' 50% Potential State /Federal Fees used in City $500,000 50% 1 Annual Total $1,000,000 100% 0 -5 Year Revenues $5,000,000 $ r* 6 -10 Year Revenues $5,000,000 ,. :3'i _: 11 -15 Year Revenues $5,000,000 L 25 16 -25 Year Revenues $10,000,000 Year Revenues (Cumulative) $25, 000, 000 ,�- , ;,,,,., ,,,.; , ;: 1 Project specific. Amount listed is an estimate based on historical annual average. 101 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Funding Element ESTIMATED TRANSPORTATION PROJECT COSTS The estimated costs of the comprehensive multimodal improvements identified in Section 5 are summarized in Table 6 -3. TABLE 6 -3 TRANSPORTATION PROJECT COST SUMMARY BY PRIORITY PRIORITY ALL PROJECTS FINANCIALLY CONSTRAINED LIST Near -Term $213,810,000 $168,330,000 Mid -Term $196,770,000 $94,760,000 Long -Term $247,310,000 $20,190,000 TOTAL $657,310,000 $283,280,000 As shown in the table, the total project costs far exceed the approximately $69 million in transportation revenue that will be available to the City for capital improvements over the planning horizon. There are several reasons for the significant discrepancy between anticipated City resources and estimated costs. First, it is understood that many of the projects identified in Section 5 will not be constructed within the planning horizon of the TSP. However, it is valuable to identify these projects as potential solutions to existing and forecast needs. Identifying these potential transportation improvements helps ensure that the City preserves right of way for future projects and also that it can respond to opportunities in transportation and land development. Also, the majority of transportation projects will require partnerships with other agencies or private developers. In some cases, the City may be responsible for a small percentage of project costs. This is especially true of large projects on county or state owned facilities, such as interchanges projects on the freeway system. In some cases projects will be constructed as part of larger developments and will be funded in part by private developers. The financially constrained project list incorporates potential capital from all known public and private sources. OTHER POTENTIAL FUNDING SOURCES There is a significant disparity between the total cost of the projects identified in the 2035 TSP and the projected revenues. Some additional potential local transportation system funding sources the City may wish to consider include: 1) transportation utility fees, 2) urban renewal districts and /or 3) local improvement districts (LIDs). Each of these alternative funding sources is described below, followed by descriptions of several state grant programs for transportation funding. Transportation Utility Fee The City of Tigard currently has a Street Maintenance Fee which is a form of a Transportation Utility Fee. The City's current fee is dedicated to street maintenance projects only. Transportation Utility Fees are based on consideration of transportation systems as utilities just like public water, 102 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Funding Element wastewater, or stormwater systems. Fees are typically assessed by usage (e.g., average vehicle trips per development type). A growing number of cities in Oregon are adopting transportation utility fees that also fund capital projects, including pedestrian and bicycle projects. Urban Renewal District An Urban Renewal District is an area that is designated by a community as a "blighted area" to assist in revitalization. Funding for the revitalization is provided by urban renewal taxes, which are generated by the increase in total assessed values in the district from the time it was first established. Tigard has an established urban renewal districts in the downtown area of the City. Urban Renewal dollars can be used to fund infrastructure projects such as roadway, sidewalk, or transit improvements. Since funding relies on taxes from future increases in property value, the • City may seek to create a District where such'improvements will likely result in such an increase. Local Improvement Districts (LIDs) Under a Local Improvement District (LID), a street or other transportation improvement is built and the adjacent properties that benefit are assessed a fee to pay for the improvement. LID programs have wide application for funding new or reconstructed streets, sidewalks, water /sewer or other public works projects. The LID method is used primarily for local or collector roads, though arterials have been built using LID funds in certain jurisdictions. State Grant Programs The following programs provide project specific grants for transportation funding and should be explored on an on -going basis. Community Development Block Grants (CDBG) CDBG Program funds are offered through the Federal Department of Housing and Urban Development although administered through the state. To receive CDBG funds, cities must compete for grants based upon a formula that includes factors such as rural /urban status, demographics, local funding match, and potential benefits to low -to- moderate income residents, including new job creation. CDBG funds can also be used for emerging public work needs. Special Public Works Funds (SPWF) and Immediate Opportunity Funds (IOF) — Lottery Program The State of Oregon through the Economic and Community Development Department provides grants and loans to local governments -to construct, improve, and repair public infrastructure in order to support local economic development and create new jobs. SPWF and IOF funds have been used in a number of cities for the construction of water, sewer, and limited street improvements. These funds are limited to situations where it can be documented how a project will contribute to economic development and family -wage job creation. 103 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Funding Element State Bicycle - Pedestrian Grants ODOT's Bicycle and Pedestrian Program administers two grant programs to assist in the development of walking and bicycling improvements: local grants and Small -Scale Urban Highway Pedestrian Improvement (SUPI) programs. For both these grants, cities that have adopted plans with identified projects will be in the best position to receive grants. Cities and counties can apply for local grants for bicycle and pedestrian projects within the right -of -way of local streets. Local grants up to $100,000 are shared 80% State and 20% local. Projects that consider the needs of children, elderly, disabled, and transit users are given special consideration. In the SUPI process, cities and counties help ODOT identify sections of urban highways where improvements are needed. Examples of eligible projects include: • completing short missing sections of sidewalks; • ADA upgrades; • crossing improvements (e.g., curb extensions, refuges, crosswalks); and, • intersection improvements (e.g., islands and realignment) SUPI projects are located on highways that have no modernization projects scheduled for the foreseeable future. Projects that have a local funding match are typically viewed the most favorably because this indicates strong local support. Projects on highways that cost more than $100,000, require right -of -way, or have environmental impacts need to be submitted to ODOT for inclusion in the STIP. Cities and counties can apply annually for bike path or sidewalk grants of projects they have selected. Grants for projects on local street systems have a match of 20 percent and projects next to state highways have a lower match requirement. Bicycle - pedestrian grants are generally below $125,000 per project. Project evaluation and selection is made annually statewide by the Statewide Bicycle/Pedestrian Committee. ODOT Transportation Enhancement Program The ODOT Transportation Enhancement program provides federal highway funds for projects that strengthen the cultural, aesthetic, or environmental value of the transportation system. The funds are available for twelve "transportation enhancement activities," which are categorized as: • Pedestrian and Bicycle projects; • Historic Preservation related to surface transportation; • Landscaping and Scenic Beautification; and • Environmental Mitigation. 18 Source: http: // www.oregon.gov /ODOT /HWY/BIKEPED /docs /mainstreethandbook.pdf 104 September 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Funding Element The Enhancement Program funds special or additional activities not normally required on a highway or transportation project. So far, Oregon has funded more than 150 projects for a total of $63 million. Enhancement Grants are available through an ODOT process that awards construction funds for three fiscal year periods at a time with applications typically due in spring. The most recent application was in 2008 to fund projects in 2011 to 2013. State Parks Funds Recreational Trails Grants are national grants administered by the Oregon Parks and Recreation Department (OPRD) for recreational trail- related projects, such as hiking, running, bicycling, off - road motorcycling and all- terrain vehicle riding. OPRD gives more than $4 million annually to Oregon communities and has awarded more than $40 million in grants across the state since 1999. 105 Section 7 Implementation Plan • September 2010 2035 Tigard Transportation System Plan - DRAFT Implementation Plan Implementation Plan The Transportation Planning Rule (TP), as codified in OAR 660- 012- 0020(2)(h), requires that local jurisdictions identify land use regulations and code amendments needed to implement the TSP and include them as the implementation element of the TSP. To that end, recommended changes to the City's planning regulations need to implement the TPS are provided in Technical Memorandum #6: Draft Implementation Plan in Volume 2 of the Technical Appendix. The implementation measures are based primarily on policy and code deficiencies that were identified in the Document Review and Issues Report (Issues Report), Technical Memorandum 2 in Volume 2 of the Technical Appendix, which assessed the consistency of the existing Tigard TSP and Community Development Code with regulatory requirements. The implementation measures also reflect projects and recommendations in the TSP as well as discussions with project team members. The recommended implementation measures address the needs of the transportation dependent and disadvantaged; system connectivity; ways of supporting and promoting walking, biking, and taking transit; and the treatment of transportation facilities in the land use planning and permitting process. Most of the measures involve changes to the Tigard Community Development Code (TCDC), or "code." The implementation measures that reflect strategies identified in the TSP emphasize maximizing the capacity of existing and recommended facilities, and in particular encouraging modes other than driving alone because an increase in transit, walk, and bike mode shares is essential to the future transportation system in Tigard. These measures constitute a combination of potential amendments to the City's code or Comprehensive Plan, as well as additional planning, and administration and programming to be coordinated by the City. 107 Section 8 Glossary • September 2010 2035 Tigard Transportation System Plan - DRAFT Glossary Glossary ACM: Active Corridor Management: strategies to improve traffic flow by expanding traveler information and upgrading traffic signal equipment and timing Bio- swale: A landscape element that captures storm water and filters pollutants before allowing the water enters the drainage system CAC: Citizen Advisory Committee Complete street: Roadway optimized for multi -modal transportation, including facilities for motor vehicles, pedestrians and bicycles, and providing drainage and landscaping where appropriate GHG: Greenhouse gas HCT: High capacity transit LOS: Level of Service; average delay experienced by motor vehicles at an intersection Mode share: percentage of travel using a particular mode (e.g. biking, walking, driving, etc.) Multi-modal (transportation system): a transportation system accommodating multiple travel modes, including motor vehicles, pedestrians, transit, and bicycles NTM: Neighborhood Traffic Management: utilization of traffic control devices in residential neighborhoods to slow traffic or possibly reduce the volume of traffic; also called "traffic calming" OAR: Oregon Administrative Rules ODOT: Oregon Department of Transportation ORS: Oregon Revised Statutes Pedestrian- actuated: Activated by pedestrian, either by push- button or sensor RTP: Regional Transportation Plan: for the Portland region, the RTP is developed by Metro to provide a • regional framework for transportation planning and investment, including implementation of Metro's 2040 Growth Concept SOV: Single occupancy vehicle TAC: Technical Advisory Committee TDM: Travel (or Transportation) Demand Management: any method intended to shift travel demand from single occupant vehicles to non -auto modes or carpooling, travel at less congested times of the day, or help people reduce their need to travel altogether 109 September 2010 2035 Tigard Transportation System Plan - DRAFT Glossary TSMO: Transportation System Management and Operations: TSMO is the term used in Metro's Regional , Transportation Plan (RTP) Update emphasizing corridor management measures to improve traffic flow on arterials. Measures include strategies such as traveler information, upgrading traffic signal equipment and timing, and signal enhancements that detect and prioritize transit vehicles at signalized intersections WACO: Washington County WSRC: Washington Square Regional Center • 110 AIS -132 Item #: 5. Workshop Meeting Date: 09/21/2010 Length (in minutes): 30 Minutes Agenda Title: Review Council Groundrules Update Including New Council Code of Conduct Prepared By: Loreen Mills, Administration Item Type: Update, Discussion, Direct Staff Meeting Type: Council Workshop Mtg. Information ISSUE Discussion of updated draft Council Groundrules. STAFF RECOMMENDATION / ACTION REQUEST Provide direction on updated draft Council Groundrules with the inclusion of Council Code of Conduct. 9:05 p.m. (Time is estimated) KEY FACTS AND INFORMATION SUMMARY The City Council annually reviews and updates, when appropriate, their Groundrules. This has occurred 14 times since January 9, 1989. Since there have been so many changes to the Groundrules, the information flow is awkward and is in need of streamlining and update. Council has also expressed the desire to hold themselves to a high level of professional conduct as they serve in their role as Council members and have requested a Code of Conduct be added to the Council Groundrules during this year's update. Staff has drafted an update to the Groundrules. The draft includes reformatted and reorganized language for clarity and the following new sections: • Introductory language before the Meeting Process, Communication and Code of Conduct sections (page 3). • Communication Section (pages 7 -10) - new subsections entitled "Council Communications with Other Public Agencies," "Communication with City Boards, Committees and Commissions" and "Communication as the Council Liaison with City Boards." This information is in the City of Glendale Code of Conduct that Council reviewed and encouraged staff to use in development of Tigard's Code of Conduct work. Staff believes this better fits under "Communication" rather than the "Code of Conduct ". • Code of Conduct Section (pages 11 -14) — This is new and is fashioned after the Code of Conduct Council recently reviewed for boards and committees. Changes from that document include references reflecting Council members rather than board members and a censure process rather than a sanction process. After Council provides direction on 9/21, staff will complete the update of the Groundrules and bring back on 10/26/10 for adoption along with the Code of Conduct for board members. OTHER ALTERNATIVES None COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS Council Resolution 08 -45, the Last update of Council Groundrules, calls for annual review and update of Groundrules as necessary. DATES OF PREVIOUS COUNCIL CONSIDERATION 7/13/10 - Council directed staff to develop Code of Conduct for Board and Committee members and City Council 8/17/10 - Council reviewed Board and Committee members Code of Conduct and then directed staff to add Council Code of Conduct to Council Groundrules during annual update _ . Fiscal Impact Fiscal Information: None Attachments Council Groundrules Draft , . AgendaQuick©2005 - 2010 Destiny Software Inc., All Rights Reserved TIGARD CITY COUNCIL GROUNDRULES a . 1. r S . • a i. • • t The Tigard City Council Groundrules are a compilation of role definitions and meeting process provisions set forth in the City Charter and Tigard Municipal Code. The Council Code of Conduct provides the framework to guide Council in their actions as they serve in publicly elected office. The City Council will review the Groundrules annually during a July or August Workshop Meeting. The Groundrules may also be reviewed and revised as needed at any other time in the year when a specific issue or issues are identified requiring action prior to the established review period. Comment [L1]. Moved here from the Communication Section and wording updated The City Charter, Article IV, Section 13, contains regulations that govern Council meetings. Charter provisions may only be changed by a vote of the people. Code provisions may be changed by Council Ordinance. Groundrules may be changed by Council Resolution. This document is CHARTER AND MUNICIPAL CODE PROVISIONS Council/Mayor Roles • The Mayor, or in the absence of the Mayor, the Council President, shall be the Presiding Officer at all meetings. The Presiding Officer shall conduct all meetings, preserve order, enforce the rules of the Council and determine the order and length of discussion on any matter before the Council, subject to these rules. The Presiding Officer may move, second, debate and vote and shall not be deprived of any of the rights and privileges of a Councilor. The Presiding Officer shall sign all ordinances, resolutions, contracts and other documents, except where authority to sign certain contracts and other documents has been delegated to the City Manager and all documents shall be attested to by the City Recorder. The Mayor shall appoint the committees provided by the Rules of Council. • In all other actions, decisions and other matters relating to the conduct of business of the City, the Mayor or President shall have no more or less authority than any other Council member. For the purposes of this written procedure any reference to the Council (unless otherwise specifically noted to the contrary) will include the Mayor, Council President and Council members. 1 TIGARD CITY COUNCIL GROUNDRULES Conduct of City Meetings • Council will meet at least once a month. Regularly scheduled meetings shall be on the second, third, and fourth Tuesdays of each month. • The Council meetings on the second and fourth Tuesdays are "Business" meetings; the Council meetings on the third Tuesday of the month are "Workshop" meetings unless otherwise designated by the City Council. Members of the City Council may set other meetings of the full Council such as joint meetings with other agencies or general community meetings. • Unless specifically noted otherwise, the meetings of Council shall begin at 6:30 p.m. at the established place of meeting. On the second and fourth Tuesdays, the meetings will begin with a Study Session following by the Business meeting. On the third Tuesday, the Workshop meeting will begin at 6:30 p.m. • Roll Call /Voting Order: The roll shall be called in alphabetical order by last name. At each succeeding meeting at which a roll call vote is taken, the council person who voted last during the previous meeting, shall vote first and the Council person who voted first during the preceding meeting shall vote second and so on in a rotating fashion. It is the intent that the voting order remain fixed for each meeting and that a different Council person shall vote last during each separate meeting for the duration of the meeting. I • Charter Section 19 provides that 'the concurrence of a majority of the members of the Council present and voting, when a quorum of the Council is present, at a Council meeting shall be necessary I to decide any question before the Council.' A Council member who abstains or passes shall be considered present for determining whether a quorum exists, but shall not be counted as voting. Therefore, abstentions and 'passes' shall not be counted in the total vote and only votes in favor of or against a measure shall be counted in determining whether a measure receives a majority. City Council Compensation I Section 2.44.049 -020 of the Tigard Municipal Code provides for compensation for attendance at Council meetings and meetings for an intergovernmental board, committee or agency. The amount of the compensation for Council members may be reviewed and set annually by resolution of the City Council as part of the budget cycle. As part of the annual review, Council may elect to enter into an agreement with the Mayor or one City Councilor to assume additional responsibilities for additional compensation. The additional duties shall relate to representing the city on regional, state or federal issues and committees or task forces. The responsibilities and compensation shall be set by agreement between the Mayor or Councilor and the Council members. 2 TIGARD CITY COUNCIL GROUNDRULES GENERAL GROUNDRULE PROVISIONS The next portion of this document is divided into three major sections identifying groundrules for the Meeting Process, Communication and Code of Conduct that: • Establish the meeting process; • Guide individual interaction and communication among Councilors and with the community; • Set out the Code of Conduct providing the framework to guide Council members in their actions and conduct; and • Govern proceedings of the City Council, Local Contract Review Board and City Center Development Agency where they do not conflict with statutory provisions. MEETING PROCESS All Council meetings are open to the public with the exception of Executive Sessions, which are called under certain circumstances and topics are limited to those defined in ORS 192.660. Comment [L2]: Moved from the Business Meeting section and wording is updated. o l'he Chair or other members if the Chair fails to remember may call for a Point of Order at or around 9 p.m. to review remaining agenda items. The Council may reset or reschedule items, which it feels may not be reached prior to the regular time of adjournment. o The Council's goal is to adjourn prior to 9:30 p.m. unless extended by majority consent of Council members present. If not continued by majority consent, the meeting shall be adjourned to the next scheduled meeting or the meeting shall be continued to another regular or special meeting at another date and time. Comment [1.3]: These two paragraphs have been relocated from below the Executive Session section of Meeting Process and o Regularly scheduled business meetings and workshops are generally televised. language is updated. Definitions - Meeting Types, Study Sessions and Executive Sessions: BUSINESS MEETINGS o Business meetings arc regular Regular meetings where Council may deliberate toward a final decision on an agenda item including consideration of ordinances, resolutions & conducting public hearings. E - - - -- - - - - - - - - - - - - - - --.: - - :. - o Business meetings are generally scheduled to begin at 7:30 p.m. with a study session preceding the Business Meeting at 6:30 p.m. Study Sessions are a workshop -type of meeting (see Study Session definition below) which also provide an opportunity for thc Council to process. Study Sessions arc open to thc public. 3 TIGARD CITY COUNCIL GROUNDRULES defined by ORS 192.660.; Comment [L4]: Moved to the beginning of the Meeting Process section. o The "Citizen Communication" portion of the agenda is a regular feature on the Council Business meetings. This item will be placed near the beginning of the Council Agenda to give citizens a chance to introduce a topic to the City Council. Citizen Communications are limited to two minutes in length and must be directed to topics that are not on the Council Agenda for that meeting. o At the conclusion of the Citizen Communication period, either the Mayor, a Council member or staff member will comment what, if any, follow -up action will be taken to respond to each issue. At the beginning of Citizen Communication at the next business meeting, staff will update the Council and community on the review of the issue(s), the action taken to address the issue, and a statement of what additional action is planned. Council may decide to refer an issue to staff and /or schedule the topic for a later Council meeting. WORKSHOP MEETINGS o - .: - ; - - Regular meetings where Council reviews and discusses agenda topics. Council may not make final decisions during the meeting. Public testimony is generally not scheduled : - • • - .. • - • unless the Mayor or Council so choose. Comment [LS]: Redundant language — o Appropriate topics for Workshop meetings include: covered in paragraph above and bullets below. — 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: City Boards and Commissions Tigard Planning Commission, othcr CouncilsLake Oswego City Council, the Tigard - Tualatin School District, a id otthcr official,.) — Administrative Updates: Items such as calendar information, scheduling preferences, process checks. 4 TIGARD CITY COUNCIL GROUNDRULES STUDY SESSIONS o Study Sessions usually precede or follow a Business Meeting or Workshop Meeting that are open to the public but not regularly televised. As seas..a abevc, they arc o Conductedeenducted in a workshop -type setting to provide Council an opportunity for Council -to review the Business Meeting Agenda and se-ask q c bons -for clarification on issues or ell-process. Information is also shared on time - sensitive items4kes o D .ring Study Session. a--• Any Council member may call for a Point of Order h. evtee or to stop the discussion - because he or she feels- proposes that it is -would be more appropriate for th° Cisy Council to discuss the matter during she-a Council Business meesingMeeting. o If a Point of Order is raised, the City Council will discuss the Point of Order auto determine whether the discussion -- should continue eft-or be held during t-he -a Council Business Meetingfineesing. The decision on whether to continue the discussion - or not shall be determined by the majority consensus of the Council members present. o If Council discusses a Council Agenda Topic in a Study Session prior to that Council meeting, either the Presiding Officer or City Manager will briefly state at the introduction of the Agenda Topic, the fact that Council discussed the topic in the Study Session and mention the key points of the discussion. EXECUTIVE SESSIONS o Meetings duesedExecutive Sessions are held by the Council with appropriate staff or advisors in attendance. The purpose is to review certain matters in a setting closed to the public. Executive Sessions may be held during a regular, special or emergency meeting after the Presiding Officer has identified the ORS authorization for holding the Executive Session. Among the perm Permitted topics are identified in ORS 192.660 and include employment of a public officer, deliberations with the persons designated by the Council to carry on labor negotiations, deliberations with persons designated to negotiate real property transactions, and to consult with legal counsel regarding current litigation or litigation likely to be filed. o The Chair, or other members if the Chair fails to remember, shall call for a Point of Order at he adjourned to either the next scheduled meeting or the meeting shall he continued to a Comment [L6]: These two paragraphs are relocated to the beginning of the Meetings Process section. 5 TIGARD CITY COUNCIL GROUNDRULES Council Agendas and Packet Information o The City Manager will schedule agenda items while towith the objective of ain maintaining balanced agendas te- •allew and allowing time to discuss topics within the meeting's time allotment. : a o The City Manager will schedule items allowing time for staff research and agenda cycle deadlines. o The agenda cycle calls for submittal of items 49ten days in advance of a Council meeting. With the exception of Executive Sessions, add -on topics and handouts during the meeting Add ons are to be minimized, . . . ... _ . - . . - . -- - - - ; , E_ „ S o Councilors and staff will prepare in advance of public meetings by reviewing packet material and requesting further necessary information in advance of the meeting. d is uc Staff will prepare in advance of public meetings by presenting issues should be prcxntcd fully in packets and providing additional information requested by Council. o Council is supportive of the role of staff shhou play in offering professional recommendations. Staff is aware of Council's right to make final decisions after considering the staff recommendation, public input, the record and Council deliberation on the matter. o Council members should attempt to give at least 24 hours' notice by advising the City Manager and the City Recorder of a request to remove a Consent Agenda item for separate discussion. The City Recorder shall notify all Councilors of such requests prior to the start of the Business Meeting. Councilors Scheduling Agenda Items o Councilors are encouraged to suggest agenda topics at the bench or to contact the City Manager about scheduling an item into on the Tentative Agenda. o Add -on Agentla- agendaitems should be brought up at the start of the meeting and are generally considered only if continuing to a later agenda is not apprepriatepractical. o Requests for legislative action of Council may be initiated by an individual Council member during a Council meeting. The City Manager will respond to the request consistent with resources and priorities, or refer the question of scheduling to Council as a whole. ... _ — .. Comment [L7]: Duplicate of paragraph above 6 TIGARD CITY COUNCIL GROUNDRULES COMMUNICATION General o Recognize that you are seen as a Councilor at all times, no matter how you see yourself at any particular time. Thus, Councilors are always treated by Administration as Council members. o Whenever you put anything in writing, assume that everyone in the city is looking over your shoulder. o Do not respond to communications directed to the full Council. The City Manager or Mayor will respond. o If a communication is directed to an individual Councilor, you may choose to respond as an individual or refer to the City Manager. o Information received by a Council Member that affects the Council should be shared with the wholege ->:e Council. The City Manager is to decide on "gray areas," but too much information is preferable to too little. o Budget cuts or increases are policy decisions. Budgets will not be cut "piece meal" or "across the board," but rather should be made in service or program areas, giving staff full opportunity to provide data clearly defining the anticipated impact of the action. o It is the policy of the Council that if Councilors are contacted regarding labor relations during labor negotiations or conflict resolution proceedings, then Councilors have no comment. o Councilors and the City Manager agree to report and discuss any contact, which that might affect labor relations with the entire Council in Executive Session. o The Council Croundrulcs will be submitted for review by Council each year either in the other time in the year when a specific issue or issues arc identified requiring action prior to - - - , - - - Comment [L8]: Moved to the beginning of the document. Communications Between City Councilors, City Manager and Staff o Councilors are encouraged to maintain open communications with the City Manager, both as a group and individually in onc on onc sessions. o Councilors are encouraged to take issues to the City Manager first, giving as much information as possible to ensure a thorough response. TIGARD CITY COUNCIL GROUNDRULES o In the absence of the City Manager, Councilors are encouraged to contact the Assistant City Manager. In the absence of both the City Manager and the Assistant City Manager, Councilors are encouraged to contact the Department Head, realizing that the Department Head will discuss any such inquiries with the City Manager. o City Manager shares information equally with Councilors. o Councilors are encouraged to avoid contact with staff below the Department Head to avoid possible disruption of work, confusion on priorities, and limited scope of responses. o Our goal is mutual confidence and respect with staff. Compliment staff members when they make good presentations. Be friendly. Attend staff occasions when you can. Communications Among Councilors o No surprises. o Be courteous. o Honestly share concerns and opinions with each other.Ec honest. Don't dissemble. o Don't blurt it out on TV. o If you hold back in a meeting, follow up later with fellow Councilors or the City Manager. o Bounce ideas off each other by phone or informal conversation, always mindful not to form a quorum. o Spend some casual time together. Communications with Community /General Public : _ _ .. _ _ . . - . - . • - • - - - - - - _ _ :. Comment [L9]: Moved to new section following this entitled "Communications with Potential Mayor /Council Candidates° o Councilors and the General Public are reminded of the Agenda cycle and cut -off dates. Administrative staff is available to explain how public issues are bled- addressed and how citizen input may be accomplished. o Official .._.. unication Communication that represents the City's position on an issue should come through City Hall and be provided by the City Manager. Direct submittals or inquiries to the Council or individual Councilors should be referred to the City Manager, or Councilors may ask the City Manager to look into an issue. 8 TIGARD CITY COUNCIL GROUNDRULES o Official press releases are encouraged, both to assure accurate reporting and to advise Council and Staff of the official position communicated to the press. Press releases are issued through the City Manager's Office. Communications with Potential Mayor /Council Candidates o 1Council members will host an event during the month of May to share with potential Mayor or City Council candidates what is involved in serving on the City Council. Comment [L10]: Moved from section above I to this new section for potential candidate communication and language updated. o Council members may support a person running for office but they must declare this as an individual endorsement and not in their official capacity as a Council member. Communication Between Partners and Allies o In general, let the Mayor speak for the City. o Keep long -term relationships in mind. Don't over -focus on the issue at hand. o Take issues to the City Manager first. Council Communication with Other Public Agencies As the Portland metropolitan region continues to grow, it is critical that Tigard be at the "table" with other jurisdictions in the region and clearly represent the City's official position. o Council members will be clear about representing the City or personal interests. If a Council member appears before another governmental agency or organization to give a statement on an issue, the Council member must clearly state whether the statement reflects personal opinion or is the official position of the City. o If a Council member is representing the City, that Council member will consistently support and advocate the City's official position on an issue and cannot foster or further a personal viewpoint that is inconsistent with the official City position. • Council members will inform the Council of their involvement in an outside organization if that organization is or they believe may become involved in any issue within the City's jurisdiction. If an individual Council member publicly represents or speaks on behalf of another organization whose position differs from the City's official position on an issue, the Council member must clearly communicate the organization upon whose behalf they are speaking. The Council member must withdraw from voting as a Council member upon any actions that have bearing upon the conflicting issue. o Council members serving on committees or boards as the City representative with outside entities or agencies will communicate with other Council members on issues pertinent to the City. 9 TIGARD CITY COUNCIL GROUNDRULES Communication with City Boards, Committees and Commissions The independent advice of City Boards, Committees and Commissions is critical to the public decision - making process. For that reason, Council members will refrain from using their positions to influence unduly the deliberation or outcomes of board proceedings. Members of boards, commissions, and committees are referred to generally as "board" in this section of the Groundrules. o Council members will not contact a board member to lobby on behalf of an individual, business or developer. Council members may contact the board member in order to clarify a position taken by the Board. Council members may respond to inquiries from board members. Communications should be for information only. o Council members may attend any board meeting, which is open to any member of the public. However, Council members should be sensitive to the way their participation could be viewed as unfairly affecting the process. o Board members do not report to individual Council members, nor should Council members threaten board members with removal because they disagree with the member about an issue. Communication as the Council Liaison with City Boards • Council liaison assignments are determined by consensus of City Council. The goal is to have assignments evenly divided between Council members. Should two or more Council members seek appointment to a position the longest serving Council member will have first choice. o Council Liaisons are to periodically attend Board meetings, listen to the Board discussion, set context for the Board regarding Council decisions /goals /policies and City priorities, answer questions and carry concerns and information back to the full Council. o Council Liaisons are not to direct the business or decision - making process of the Board. o Council Liaisons are to protect the independence of the Boards. o Council Liaisons at times may advocate Council actions on behalf of their assigned Board. Great care must be taken to avoid the appearance of unfairness, conflict of interest or circumstances where such possibilities may exist (e.g., Planning Commission quasi - judicial matters . 10 TIGARD CITY COUNCIL GROUNDRULES CODE OF CONDUCT Scope This Code of Conduct is designed to provide a framework to guide Council members in their actions. The Code of Conduct operates as a supplement to the existing statutes governing conduct Including the ethics law of the State of Oregon. This Code of Conduct applies to Council members as they also serve as the Local Contract Review Board and the City Center Development Agency. Conduct of Council Members This section describes the manner in which Council members will treat one another, the public, and city staff. Council Conduct with One Another During Meetings Practice civility, professionalism and decorum in discussions and debate. Difficult questions, tough challenges to a particular point of view, and criticism of ideas and information are legitimate elements of democratic governance. This does not allow, however, Council members to make belligerent, personal, slanderous, threatening, abusive, or disparaging comments. o Avoid personal comments that could offend other members. If a Council member is offended by the conduct or remarks of another member, the offended member is encouraged to address the matter early with the offending member. Council Conduct Outside of Public Meetings o Continue respectful behavior in private. The same level of respect and consideration of differing points of view deemed appropriate for public discussion should be maintained in private conversations. o Be aware of the public nature of written notes, calendars, voicemail messages, and e -mail. All written or recorded materials including notes, voicemail, text messages and e-mail created as part of one's official capacity will be treated as potentially "public" communication. o Even private conversations can have a public presence. Council members should be aware that they are the focus of the public's attention. Even casual conversation about city business, other public officials or staff may draw attention and be repeated. 11 TIGARD CITY COUNCIL GROUNDRULES o Understand proper political involvement. Council members, as private citizens, may support political candidates or issues but such activities must be done separate from their role as a Council member. Council Conduct with the Public o Be welcoming to speakers and treat them with respect. For many citizens, speaking in front of the Council is a new and difficult experience. Council members should commit full attention to the speaker. Comments, questions, and non - verbal expressions should be appropriate, respectful and professional. o Make no promises on behalf of the Council in unofficial settings. Council members will frequently be asked to explain a Council action or to give their opinion about an issue as they meet and talk with citizens. It is appropriate to give a brief overview. Overt or implicit promises of specific action, or promises that City staff will take a specific action are to be avoided. Council Conduct with City Staff o Respect the professional duties of City Staff. Council members should refrain from disrupting staff from the conduct of their jobs; participating in administrative functions including directing staff assignments; attending staff meetings unless requested by staff; and impairing the ability of staff to implement policy decisions. Individual Conduct of Council Members The individual attitudes, words, and actions of Council members should demonstrate, support, and reflect the qualities and characteristics of Tigard as "A Place to Call Home." Do THE RIGHT THING In doing the right thing, I will: • Be honest with fellow Council members, the public and others. • Credit others' contributions to moving our community's interests forward. • Make independent, objective, fair and impartial judgments by avoiding relationships and transactions that give the appearance of compromising objectivity, independence, and honesty. • Reject gifts, services or other special considerations. • Excuse myself from participating in decisions when my immediate family's financial interests or I may be affected by the Council's action. • Protect confidential information concerning litigation, personnel, property, or other affairs of the City. • Use public resources, such as staff time, equipment, supplies or facilities, only for City - related business. 12 TIGARD CITY COUNCIL GROUNDRULES GET IT DONE In getting it done, I will: • Review materials provided in advance of the meeting. • Make every effort to attend meetings. • Be prepared to make difficult decisions when necessary. • Contribute to a strong organization that exemplifies transparency. • Make decisions after prudent consideration of their financial impact, taking into account the long -term financial needs of the City. RESPECT AND CARE In respecting and caring, I will: • Promote meaningful public involvement in decision- making processes. • Treat Council members, board members, staff and the public with patience, courtesy and civility, even when we disagree on what is best for the community. • Share substantive information that is relevant to a matter under consideration from sources outside the public decision - making process with my fellow Council members and staff. • Respect the distinction between the role of Council and staff. • Conduct myself in a courteous and respectful manner at all times. • Encourage participation of all persons and groups. Censure and Violations To assure the public confidence in the integrity of the City of Tigard, Council members are held to a high standard of conduct. For this reason, Council members believe the Code of Conduct is as important to the public process as other rules and procedures. It is also recognized that, there may he times when action is required to correct and /or prevent behavior that violates the Code of Conduct. A Council member may be censured by the other Council members for misconduct, nonperformance of duty or failure to obey the laws of the federal, state, or local government. Misconduct includes not honoring the provisions of the Council Groundrules. Early recognition of the questioned conduct is encouraged. Progressive counsel may occur with the Council member but is not required prior to passage of a Council Resolution of Censure by the other Council members. A violation of the Code of Conduct will not be considered a basis for challenging the validity of any Council decision. 13 TIGARD CITY COUNCIL GROUNDRULES Implementation Council members will receive a copy of the Council Groundrules and will affirm in writing that they have received the rules including the code of conduct, understand the provisions, and pledge to conduct themselves by the groundrules. A periodic review of the groundrules will be conducted to ensure that they are an effective and useful tool. 14 TIGARD CITY COUNCIL GROUNDRULES COUNCIL GROUNDRULES CERTIFICATION As a member of the Tigard City Council, I affirm that: ✓ I have read and understand the Council Groundrules including the Code of Conduct and its application to my role and responsibilities while serving on the City Council. ✓ I pledge to conduct myself by the Council Groundrules /Code of Conduct. ✓ I understand that I may be officially censured by the City Council if my conduct falls below these standards. Signature: Position: Signed this day of , 20 15 4e L' Ron Bunch From: Craig Prosser �' v �, /1 .A ✓ c'G76/4 e/2 . Sent: Tuesday, September 21, 2010 8:14 AM �/ —� To: Susan Hartnett Cc: Ron Bunch Subject: RE: Reminder about HBA letter - with attachment! Hi, Roan, \X %c will need another set of the HBA letter for the Council tonight. Please attach the interchange that Pat R shared. 'Phanks From: Susan Hartnett Sent: Monday, September 20, 2010 6:10 PM To: Craig Prosser Cc: Ron Bunch Subject: Reminder about HBA letter - with attachment! Hi Craig — I promised to send you a reminder about the HBA letter and checking in with the Council tomorrow night; so here it is! Also, I have attached an email from Pat Ribellia (Hillsboro) that came in last Thurs. It contains his exchange of emails with the HBA folks on this topic; HBA said it was okay for him to share it with us. Pat thought it might be helpful for the elected officials in making their decision to have the benefit of this exchange. I will leave it up to you to decide what to do with it. Since I am out until next Tues, except for a brief time tomorrow, you should follow up with Ron on this if needed. - Susan DISCLAIMER: E -mails sent or received by City of Tigard employees are subject to public record laws. If requested, e -mail may be disclosed to another party unless exempt from disclosure under Oregon Public Records Law. E -mails are retained by the City of Tigard in compliance with the Oregon Administrative Rules "City General Records Retention Schedule." 1 Mr. Dave Nielsen, Chief Executive Officer, Home Builders Association of Metropolitan Portland Mr. Michael Jordan, Chief Operating Officer, Metro Ms. Carlotta Collette, Interim - President, Metro Council RE: Balancing Allocation Of Construction Excise Tax (CET) Funds In Support Of Planning For Centers And Corridors And New Urban Areas Added To The Urban Growth Boundary. Dear Mr. Nielsen, Mr. Jordan and Ms. Collette: St l &r The undersigned Washington County cities and the county ° Yereby request that Metro and the Home Builders Association of Metropolitan Portland (I—I )work collaboratively in reaching a greater balance in the allocation of Construction Excise. (C funds between planning for centers and corridors within the urban area and concept planning foryrrban Reserves lands. i ii Concurrently we, the cities and county, request$t1 e.HBA withdraw its appea�¢¢lg,of a circuit court ruling upholding Metro's authority to impose the CET to fu °regional urban planning grant program. 111 i ' i' ii 11 ii!I p p to The program enables our cities tid�counti�es re are�local land use plans that otherwise e g rant p g ram WI •i;i -i111: p would not o due to lack of budget resources. Co ii of these plans is essential to the redevelopment of existing urbaniareas andthe developmentiof new urban areas. They are crucial LA to the betterment of o; ii cities andcounties anditoitheregional home building industry. The plans _ `ilk. -'l' will eventually enable'th e construction of homes by HBA members in all our communities. Thank yogi considering our] re °i ' !' ii 1i ' ° °fi'iNITI 11;1.1 ' di ` � i ` Sincer ;, HI) , l I i , rt `:d l City of Tigard i, �i °� Washington County `s it !milli ' City of Forest Grove City of Cornelius City of Beaverton City of Hillsboro City of Tualatin City of Sherwood City of Durham . City of Wilsonville 4011, i. ftill . 11 1 ,0 . 1 Ide ' :11. 1 1' ' 1 ki 1 ii 4 :0H ,...i.'...,:' , .H41.4, 4 4 , , 1 1 -d. ... , 0., 11 lii " dln liffii t Ti 'KIT ''PW :v- q1lifi ..',. 14 ^ro' ir' 10.00 '111i1P0. idlii Ii•Th, 'Tho otn; , .. .:J:. ...od, ' A il , 01, - '!ioi: ftliii Ron Bunch From: Patrick Ribellia [patrickr @ci.hillsboro.or.us] Sent: Thursday, September 16, 2010 4:04 PM To: City of Beaverton -Don Mazziotti; City of Beaverton -Steve Sparks; City of Cornelius- Richard Meyer; City of Forest Grove -Jon Nolan; City of Sherwood -Julia Hajduk; Susan Hartnett; Doug Rux; City of Wilsonville -Chris Neamtzu ; Brent Curtis Subject: FW: Proposed letter All: I've pasted below a dialogue I've had w/ the HBA representatives FYI in case this information may be helpful to you as you advise your city leaders' consideration of the revised CET letter asking the HBA to w /draw its CET appeal. I don't think there much more to be done w/ letter- drafting or further dialogue w/ the HBA representatives going forward. In advising your electeds on this matter going forward, you'll have to decide, based on the dialogue, whether moving ahead jointly on the letter at this time (by adding your City's name to the letter) would /would not spur Metro - HBA /Appellants conversation to settle this matter soon rather then proceed w/ court resolution of the appeal sometime in the future. Absolutely OK to share with the Planning Directors Group. And yes, Kathryn Harrington and I are trying to get together next week to discuss the issue. I'm not sure where it will go, but she did reach out. At the very least, this process has maybe caused some renewed communication between HBA and Metro on this issue. Appreciate it. Dave * * * * * * * * * * * * * * ** Dave, Ernie: Thanks so much for your clarification. May I share it w/ our Planning Directors Group? I'm sure they will be very glad to know of your clarification re: not undoing the 15t round of CET grants. By the way, it seems an opportunity may exist for you and Metro to talk about and maybe agree on what would be a "greater balance" in allocation the 2 round of CET Grant funds based on your clarification below. Thanks, Pat. R. * * * * * * * * * * * * * * * * * * * ** Pat, No, that's not what we're asking for in your language. While we're not happy with the way Metro hijacked the CET, we understand that it is politically a much different issue to ask you and the other cities to request that the whole first round be opened up and reconsidered, especially since some jurisdictions who received awards have started making some plans around them. Of course, if we were to win the appeal (and just as an FYI, our legal counsel has informed us that the "dismissal with prejudice" issue you raised from the circuit court decision is not a sign of what the appeals court will do — almost all cases at the circuit court level are dismissed this way), then all the grants would need to be reconsidered. That's a position we didn't want to be in and why we tried to work with Metro on the front end to resolve our issues and concerns. Thanks again for your help in the dialogue and working through this. I know it's a tough issue for all. Dave * * * * * * * * * * * * * * * * ** Dave, Ernie: Thanks for your replies; they're appreciated. Mike and I are draftsmen for the Planning Directors group on this letter. So, we cannot unilaterally make changes to its contents w/o their Ok. Your suggestion would need to be passed upon by the group before the letter may be modified accordingly. Unless there is a special meeting, the next group meeting is in early October. Here are some of my own questions and thoughts about your suggested "contingent" language. Please do not attribute them to any of the other Planning Directors. As you know, some of the WashCo cities (including Hillsboro) and the County, too, have awarded CET grants caught up in the appeal. These are grants for critically needed planning work for urban centers and corridors inside the UGB that may have to wait up to 2 years before the appeal is resolved. So, I would guess that these cities and the counties would not want these awarded grants rescinded in order to accommodate the "contingent" appeal withdrawal you suggest in your email below. Does your suggested language call for redoing the awarded CET grants? Thanks, Pat. R. * * * * * * * * * * * * * * * * ** Pat, To follow up on Ernie's email, I would appreciate the letter being clearer to what you say in your email, which is that your asking HBA to withdraw its appeal is contingent on Metro making changes to provide greater balance in the use of the funds as recommended by the planners /cities. My concern is that the way it's worded now, it could still be interpreted to say that HBA accept in good faith that Metro will make some kind of change and so we should withdraw our appeal on that good faith assumption. The problem is that Metro has severely hurt its "good faith" standing on this issue already, and I know our Board won't withdraw the appeal just because Metro says they'll see what they can do. The letter is much better than the original draft. I very much appreciate your understanding of and responding to our concerns and your work on redrafting it. A slight change in wording to reflect what I think we're on the same page with would give me less heartburn and allow me to respond positively to the electeds who are contacting us about it. Thanks again for your collaboration on this. Dave * * * * * * * * * * * * * ** Pat, Thanks for the draft letter. 2 The HBA would still have an issue with the letter, but there may be a solution. The text of your email is more on point. If the suggestion that the appeal be dropped were to be conditioned on Metro taking the initiative, in other words, as you say in the email, "Metro undertake the requested action would provide sufficient reason for the HBA and the other parties to withdraw the appeal." Let me know if this is something that could be changed in the letter. Thanks, Ernie 3