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City Council Packet - 01/18/2011 i 1 III • City of T igard Tigard Workshop Meeting - Agenda TIGARD TIGARD CITY COUNCIL Revised Agenda 1/14/11 - Added Executive Session Revised Agenda 1/13/11 - Added Item No. 5 MEETING DATE AND TIME: January 18, 2011 - 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). VIEW LIVE VIDEO STREAMING ONLINE: http: / /www.tvctv.org /government - programming /government - meetings /tiga rd 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 U P I _ ■ City of Tigard Tibard Workshop Meeting - Agenda TIGARD b TIGARD CITY COUNCIL Revised Agenda 1/14/11- Added Executive Session Revised Agenda 1/13/11 - Added Item No. 5 MEETING DATE AND TIME: January 18, 2011 - 6:30 p.m. MEETING LOCATION: City of Tigard - Town Hall - 13125 SW Hall Blvd., Tigard, OR 97223 6:30 PM 1. WORKSHOP MEETING A. Call to Order - 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. BUDGET COMMITTEE MEETING 3. TRANSPORTATION GROWTH MANAGEMENT HIGH CAPACITY TRANSIT LAND USE STUDY KICKOFF 4. REVIEW OF 2011 -2012 CITY COUNCIL BUDGET REQUEST 5. DISCUSS DRAFT 2011 CITY COUNCIL GOALS 6. COUNCIL LIAISON REPORTS 7. NON AGENDA ITEMS 8. EXECUTIVE SESSION: The Tigard City Council will go into Executive Session under ORS 192.660 (2) (f) - for exempt public records - to consider records that are exempt by law from public inspection. 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. 9. ADJOURNMENT AIS -180 Item #: 2. Workshop Meeting Date: 01/18/2011 Length (in minutes): 45 Minutes Agenda Title: Budget Committee Meeting Submitted By: Liz Lutz Financial and Information Services Item Type: Budget Committee Meeting Type: Council Workshop Mtg. ISSUE Quarterly Budget Committee meeting STAFF RECOMMENDATION / ACTION REQUEST Informational item only. Review materials provided at the meeting and provide direction to staff as needed. KEY FACTS AND INFORMATION SUMMARY 1. Welcome new members to the Budget Committee: Councilor Woodard, Cameron James (incumbent), Christopher Henn and Melody Greaber, alternate. 2. Finance staff will present the finalized Comprehensive Annual Financial Report for Fiscal Year 2010 to the Committee. We will also inform the Committee that the Finance staff received the GFOA Certificate of Achievement for Excellence in Financial Reporting for the report of 2009. The City has received this award for many consecutive years. 3. We will bring the 2nd quarter financial report to the Committee for FY 2011 and answer any questions. 4. The initial forecast for FY 2012 -2016 is complete. Budget Instructions have been written and presented to the Department staff. We will provide these instructions to the Committee and inform them of the next steps in the budget process. Budget Committee meetings are set for April 18, 2011, April 25, 2011 and May 3, 2011. All meetings begin at 6:30pm in the Public Works Auditorium. 5. Staff will provide an overview of the presentation made to the bond rating agencies (Moody's and Standard & Poor) on Friday January 7th for the City's Parks Bond. OTHER ALTERNATIVES None COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS Develop a long -term financial strategy. DATES OF PREVIOUS COUNCIL CONSIDERATION For FY 2011, Budget Committee had quarterly meetings on July 20, 2010 and October 19, 2010. Attachments Bond Rating Agency Presentation UPPLEMENTAL PACKET FOR ?// ? aii (DATE OF MEETING) "Iyeme/ec_ Han, z_ Budget 2012 Preparation Guidelines Who is My Budget Contact? Contact Program Toby LaFrance x2406 Policy and Administration Amy Lawson x2497 Community Services Carissa Collins x2643 Public Works and Community Development When is the budget due? Noon on Wednesday January 19, 2011. What is this year's Operating Budget Instructions? By Department for General Fund, Central Services, and Gas Tax: 1. Use same # of FTE and same total personnel expenditures as loaded in the budget system. 2. Same dollar amount as FY 2011 for Materials and Services, non - regular personnel (temp, OT, etc), and equipment. 3. For the purpose of addressing potential forecast reductions and extraordinary circumstances: a. Prepare a plan for a reduction of at least 5 percent (of Personnel, M &S, & equip. Does not include Indirects, transfers, and capital). The plan can consist of up to 3 separate reduction proposals. Multiple proposals should be prioritized. b. May propose an increase of up to 5 percent for extraordinary circumstances. All other department / funds - 1. No increase in FTE unless strongly justified. 2. Total expenses limited to available resources. How is the 5% calculated? This is calculated by department by fund. For example, Police and Library are departments that are in one fund (General Fund). The 5% applies to the entire department (all divisions) within the fund. After finalizing the Requested Budget: 1. From the Report Menu, run the Department Summary report (if all divisions in the department are in the same fund) or the Fund /Division Summary reports for all the divisions that a department has within a fund (Example: Community Development has a Building Division in the Building Fund; 1 2009 2010 2011 2012 2013 2014 2015 2016 Requirements w/o EFB 28,030,000 29,220,000 27,860,000 28,240,000 30,010,000 30,200,000 31,080,000 32,320,000 Resources w/o BFB 24,990,000 28,750,000 28,340,000 27,630,000 28,270,000 29,220,000 30,150,000 31,090,000 Ending Fund Balance 7,760,000 7,290,000 7,770,000 7,160,000 5,420,000 4,440,000 3,510,000 2,270,000 General Fund Forecast Initial 35,000,000 - 30,000,000 - 25,000,000 20,000,000 - 15,000,000 - 10,000,000 5,000,000 ■ ■ 0 , 2009 2010 2011 2012 2013 2014 2015 2016 ■ Ending Fund Balance Requirements w/o EFB -Resources w/o BFB SUPPLEMENTAL PACKET FOR i ° 1 i (DATE OF MEETING) "4"eh e/A_ / leYn Z „ . --, . i . , . . , . 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City ofTigard 1 January 7, 2011 - v Rating Agency Presentation PAGE 2 Presenters Toby LaFrance Finance and Information Services Director Debbie Smith -Wagar Assistant Finance Director Pat Clancy Financial Advisor, WFG City or 1 January 7, 201 _ Rating Agency Presentation PAGE 3 Presentation Overview Overview of City Park System and Projects City Finances Economics and Demographics Water System CIP The Bonds - . II City ofTigard I January 7, 2011 ` Rating Agency Presentation PAGE 4 Description of City Incorporated in 1961 Encompasses almost 12 square miles Estimated population of 47,460 Located in Washington County Fifteen minutes from downtown Portland Located along 1 -5, Highway 217 and Pacific Highway Neighboring cities: Beaverton, Lake Oswego, Tualatin and Portland City ofT igard I January 7, 201 - ating Agency Presentation PAGE 5 ., war i 1 t s . _. ' 1 1 . '-- 4 RTLAO PORTLAND irovidoutt \ /--"\\- �� r il J r F , V. h L \„..„... -: z --- Th ,''' I \ % , is41 1 1 glis....„ .., f?OQGaQD s . . e • QQ OS`WEGO Ile N, v ol, __. , ..,. \ _74 - j L -40' J''. ,..) LATIN ' id „,.. id „,.. ,__, T _______ ._ r. __/___ 7. T,UA INN 00 i ,, ti, S i C'---. .. \ ,` City ofligard I January 7, 201 Rating Agency Presentation PAGE 6 Tigard Park System Master Plan The Tigard Park System Master Plan Update ( TPSMP): — Inventoried existing facilities — Underwent a year -long public involvement process — Summarized a needs analysis for Tigard Parks — Developed a planning and implementation framework The TPSMP was adopted July 2009 City ofTigard 1 January 7, 2011 Rating Agency Presentation PAGE 7 Tigard Park System Master Plan Identifies $80 million dollars in capital improvement projects Over $20 million priority one projects listed Projects include park land acquisitions and development Open space land acquisitions were identified as opportunistic acquisitions I I City ofTigard 1 January 7, 2011 Rating Agency Presentation PAGE 8 Tigard ' 7i•'• . ,..... , f .. , 1 . \-., Park __ , ...__, , ,.... ,..t ,,,,,,.. , ) --......: Tigard '-- /..-. • • 1 um, Park .. ..... ,. ,---. )---- System Master System .. UNTY 1111 - 1 1 " . .,. } i,...-,.7..4.. g1:: . : 'N . ! L . . Plan Update m .. ,:.. --..„. _' \ i U.ARIT -nparil, OKIPM WAS IN : 11 ' . . . J...,.,4 ---?_. Master [ .0 : ■ -'- ! 1 i .: . c - . - . . - .4111P . + Park Opporrun" Area Plan . -?'- ... . , . „.._ __ - ,, _ --i.. r' --. Trail Opportunine. Summ • - r 1 f ■ . , V ' ■ ‘ 1 1 , .. ..,,,., ' 1 \A rxxiard V • ..mr— . , Nodiw....,• A • . c --A ., ' ' " . ad --er Park ,,,,,, ... 0..... 4 , p i i _ I Pa tn- -- ) — " 1 8 . 174411 4. Ash Sum t„. 'A . Nrist = Prorate Own - . ...."/ c .c . :, -... D.A PA,* I a Tail ' lialk, r • Am Griffith Monorw Undmebrod 76' J 19 , • 43/4p annb Skate Park i EN Pocket Park Parkland .,, ... +4 , ,,,, A.,,ek, i , A ...1.--..,..: ../ ; - ,' SIMI Csaiir" .*-- 0 ! ni Z 3 School Grounds . , ' , • ! 1 Linea Park ' ' ' ' ', 71 Pri." Sth.. - II - 1..;:,..e .' . 1 iii - ' . '-'. ' V - 4 110mta 17,7 Z °P IIM Plain School .. : - i " ' - 5Kc IIM ret Publer .. ./.. I 1 ' . Fi n - FjP-10 pl i I -.3 • 11" J ..0` • I / I"' ' •fte V.... ..eti... ' - ---- Major Modal III. WSW Seth R 2 i '1 . . 1 ;idte Ilia -Vitil Cil _ _ __- tICAIIAS Local Wan = Canty LW / c. • i • . 1 316•••40 i — Railroad = Cey Lim* ----% - i ,___. ... -.-, Wenn E=1thbal• Garth Ibradwy 7 — . 1 , • + e . _ A - - ,, t'eook • ' Map 3: Park Concept Map 1 I__i .. i is III . 0-, , • ' / ' ' . . . ■ , ' i "1. El ,A., 2009 A.•' , Dab Source:Cita el Tbpd GIS ofri and 1 January 7, 201 City Rating Agency ty g 9 9 Y Presentation PAGE 9 Projects to be Funded with 2011A Bonds $17 million of general obligation bonds authorized at the November 2010 election At least 80 percent toward land acquisition for open spaces, parks or trail corridors Up to 20 percent toward improvements and development of park land Up to $1.7 million may be spent for a downtown area park $2.5 million in Parks SDCs expected to be contributed to these projects City ofligard 1 January 7, 2011 Rating Agency Presentation PAGE 10 Projects to be Funded with 2011A Bonds City has agreements in place to purchase community parks: -$5.0 mil 43 -acre site, including $3.0 mil intergovernmental — $1.4 mil five -acre site for needed development adjacent to 43 -acre site — $5.0 mil 20 -acre site — $0.6 mil Dog Park Over the next year, Park and Recreation Advisory Board to identify and recommend additional properties to purchase and develop City ofrii and 1 January 7, 2011 Rating Agency Presentation PAGE 11 ty g g g Y City Finances — FY 2010 City-wide revenues a Charges Operating General Fund o ne and Charges y for service grants and d e nera un revenues forfeitures s for service $3,583,366 contributions Capital grants Interest $915,524 $1,286,411 $199,506 and $299,885 Franchise fees contributions $4,548,520 s Other $305,398 $11,918,649 Taxes $11,935,841 Intergovnt'I Taxes $5,819,081 Il k ' $16,070,846 Interest $308,853 ' - Administration Interest on long- Administration Capital City -wide expenses $1,511,956 term debt General Fund expenses $787,209 outlay $548,987 $292,221 Community Community development development $4,846,494 $3,555,391 . ublic w Public works Community $5'129'767 Community l $8,563,893 services services $19,832,642 $18,870,804 iiiii*;' City offigard 1 January 7, 201 Rating Agency Presentation PAGE 12 City Finances General Fund ending balance as of June 30, 2010 was $7.3 million (26 percent of expenditures) GF ending balance for June 30, 2011 is projected at $7.7 million This includes about $1 million of one- time resources GF ending balance policy: - unallocated fund balance of at least 2 months of operating expenses, and - adequate fund balance to provide sufficient cashflow from July 1 until property taxes are received in November City o f 'i and 1 Jan uary 7, 201 — Rating Agency Presentation PAGE 13 .., � g 9 g Y City Finances (con't) Revenues flat the last two years after significant growth in the prior five years Conservative approach to financial operations: GF fund balance grew from $7.9 million at end of FY 2003 to $10.8 million at end of FY 2008 In the last two years the City has purposely used fund balance to help reduce cuts to City services Targeted cuts in personnel and materials and services made in FY 2010 Service levels balanced against available resources for FY 2012 budget City orrigard 1 January 7, 2O1 Rating Agency Presentation PAGE 14 Low Debt Levels Tigard has very low debt levels: - $26 million of unlimited tax GO - $8.3 million full faith & credit obligations paid from installment contracts, gas taxes or park SDCs City ofTigard January 7, 2011 Rating Agency Presentation PAGE 15 Taxable Assessed Value History of growing taxable assessed value; ratio of AV to RMV is 69 percent Taxable Assessed Value ($ in billions) $-4- $ 4 9 $50 $4 6 $34 $39 $4.1 $-4.3 $36 $3 3 $ $30 0 0 0 0 0 0 o' o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o N N N el N N N N N N N el Fiscal Year ended June 30 0 1 City ofTigard 1 January 7, 2011 Ratin g Agency A Presentation PAGE 16 Y Top Ten Taxpayers 2010 -11 Major Taxpayers in the City Assessed Assessed Percent of Taxpayer Type of Business Taxes Value City AV 1 Pacific Realty Associates Commercial properties $ 3,007,320 $ 184,436,213 3.7% PPR Washington Square LLC Retail shopping mall 1,955,415 122,805,991 2.4 Lincoln Center LLC Commercial properties 1,328,925 81,818,120 1.6 Frontier Communications Telecommunications 882,802 58,229,000 1.2 Walton CWOR Commercial properties 625,186 38,203,140 0.8 Portland General Electric Electrical utility 487,878 32,348,717 0.6 Comcast Corporation Telecommunications 422,161 28,124,200 0.6 NW Natural Gas utility 405,089 26,811,900 0.5 Constance Robinson Commercial properties 384,231 24,405,830 0.5 Macy's Department Stores Inc. Retail department store 357,149 22,553,550 0.4 Total Top Ten Taxpayers $ 9,856,156 $ 619,736,661 12.3% Remaining City Taxpayers $3,515,697 $4,408,935,066 87.7% Total All Taxpayers $13,371,853 $5,028,671,727 100.0% 1. Total 2010 -11 Assessed Value for the City of Tigard is $5,028,671,727. Source: Washington County Assessor's Office. City ot`rigard 1 January 7, 201 Rating Agency Presentation PAGE 17 Population Washington County Population 2001-2010 540,000 Washington County's 520,000 111 population has 500,000 111 111 ■ 480,000 ■ ■ • ■ grown 16.9 percent 460,000 WM II II ■ ■ ■ ■ ■ u over the past ten 440,000 ■ ■ ■ III ■ ■ ■ 111 ■ years 420,000 / IIII III III II ■ ■ ■ 400,000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Tigard Population 2001 - 2010 48,000 47,000 ' Tigard's population has 46,000 grown 12.6 percent 45,000 • • • 44,000 • • • • • over the past ten years 43,000 -/ ■ III • • • • 42,000 • • • • • • 41,000 • • • • • • 40,000-' • • • 39,000 - r - 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 City ot`rigard I January 7, 201 Rating Agency Presentation PAGE 18 High Income Levels Per Capita Personal Income $45,000 $40,000 $35,000 Per capita $30,000 income in 1 1 1 1 1 1 1 1 Washington County $25,000 1111111111 ▪ Washington County consistently y ■ Oregon exceeds that $15,000 of the State minim $10,000 1 1 1 1 1 1 1 1 1 1 $5,000 1111111111 $0 i r 00 Q1 O r - 1 N M - i 'D r- 00 01 01 O O O O O O O O O Ql C31 O O O O O O O O O e-1 r I N N N N N N N N N City ofIigard 1 January 7, 201 Rating Agency Presentation PAGE 19 Water Supply System Projected Annual Program Costs Planned Capital Expenditures FY Totals 2011 $ 9,911,141 Description Totals 2012 16,242,522 Joint Water Supply Projects* $ 112,057,883 2013 23,865,900 ASR Wells & Storage 10,245,063 2014 43,447,985 Pump Stations 4,709,385 2015 304,490 Pipelines 7,022,566 2016 325,416 Other 17,836,466 2017 49,066,585 Total $ 151,871,362 2018 6,935,477 2019 862,835 *Note: Joint Water Supply total does not include $6 million already spent 2020 909,012 Total $ 151,871,363 Projected Bond Issues Total Projected Annual Rate Adjustments Long -Term Rate Financing FY Rate Change FY Change FY Type (millions) 2011 34.50% 2016 4.30% 2011 Revenue Bonds 44.15 2012 14.00% 2017 4.30% 2012 Revenue Bonds 40.00 2013 14.00% 2018 4.30% 2017 Revenue Bonds 41.34 2014 14.00% 2019 0.00% Total $ 124.49 2015 4.30% 2020 0.00% City orrigard I January 7, 201 Rating Agency Presentation PAGE 20 The Bonds $17 million GO Bonds, Series 2011A —new money Fixed -rate, 20 -year, level debt service, tax - exempt Estimated tax rate: 29 cents per thousand AV ($58 annual tax on average AV $200,000) $9 million GO Refunding Bonds, Series 2011B (refund GO Series 2002), proportional savings Security: Pledge of city's full faith and credit including all legally available revenues and an unlimited direct ad valorem e l City ofTigard I January 7, 201 Rating Agency Presentation PAGE 21 Schedule January 7 Rating Presentation January 13 Receive Rating January 14 Distribute POS January 25 Bid Opening February 3 Closing City f and January 7 2011 ty g I v Rating Agency Presentation PAGE 22 Summary Stable and growing tax base Conservative financial management and multi -year planning Low debt levels High income levels City fully participates in the economy of the greater Portland metro area FY 2011 - Second Quarter Report (July thru Dec. - 50% of the year) General Fund General Fund -100 Budget YTD* %of Budget c__Jf 'L: :. MENTAL PACKET Resources FOR /— / 8 � 2Q! / Beginning Fund Balance 6489.077 7.341.251 113% `--- - Revenues (DATE OF MEETING) Taxes 12,218,117 11,105,776 91% / A / Franchise Fees 4,706,831 1,490,830 32% t/? *_ /7/rAti L Special Assessments - - 0% Licenses & Permits 861,296 625,397 73% Intergovernmental 5,986,533 3,463,180 58% Charges for Services 254,793 82,113 32% Fines & Forfeitures 936,000 423,410 45% Investment Earnings 102,184 77,021 75% • Other Revenue 22,209 97,840 441 Proceeds from Loan Repayment 249,000 - 0% Transfers In 3.523.981 2.074.874 59% Total Reven es , 128;860;944 10449446 67°% • Total Resources,' 35,350,021 26,781,691 ._76% Requirements Expenditures Policy & Administration 808,510 329,044 41% Community Development 3,053,620 1,335,693 44% Community Services 19,443,944 8,981,533 46% Public Works 4,569,690 1,930,060 42% Debt Service - - 0% Capital Improvement - 19,190 0% Loan to CCDA 249,000 5,503 2% Transfers Out 1,679,561 787,511 47% Contingency 710.659 - 0% Total4E4end4i . 'N 44X,:39;514;90:,' 13,388,534 414W.4.46 Change in Fund Balance (1,654,040) 6,051,906 -366% Ending Fund Balance 4,835,035 13,393,157 277% To ta iegWe - m - exits -- ---'-- : - _ ~35,350,0 _ 19. 26,781,691 — 76% . *Note: Financials presented are not the official audited financials of the City of Tigard, but represent the current financial situation and may change with further accounting review. 1/18/2011 7:54 PM 1 of 10 FY 2011 - Second Quarter Report (July thru Dec. - 50% of the year) Central Service Funds Central Svc Fund - 600 Fleet /Prop Mngmt Fund - 650 Insurance Fund - 660 Budget YTD* % of Budget Budget YTD* % of Budget Budget YTD* % of Budget Resources Beginning Fund Balance 58.376 39.013 67% 174.751 94.270 54% 941.944 929.153 99% Revenues Taxes - - 0% - - 0% - - 0% Franchise Fees - - 0% - - 0% - - 0% Special Assessments - - 0% - - 0% - - 0% Licenses & Permits - - 0% - - 0% - - 0% Intergovernmental - - O% - - O% - - 0% Charges for Services 20,000 17,132 86% - - 0% - - 0% Fines & Forfeitures - - 0% - - 0% - - 0% Investment Earnings 584 1,324 227% - 749 0% 9,419 3,556 38% Other Revenue - 7,955 0% - 3,059 0% 30,000 24,003 80% Proceeds from Loan Repayment - - O% - - 0% - - 0% Transfers In 6.512.436 2.498.504 38% 1.713.117 730.463 43% - - (1%). 'Total. Revenuesz '.`` �r2,524 °915 ' % -' 39% .t� °1,713 ;117 3 74, 1 7 ° - 43 "/0 ';=,..'''. .x 139 419: ' fr �x� -*c �,.. r � ,. w � 1 1-4 9w ,5'33',0201 o r ?; .�s:?� "' r � �.>2 w�. . r _ F 7i5. � 1 2 s9 7�0 TotalResources r ..- 6,591, 396 -, 2,563 928- 39 % 1 887,868 ' 828,541. , 44% . '- .9813639567i2 97% Requirements Expenditures Policy & Administration 6,090,887 2,539,023 42% - - 0% 15,000 - 0% Community Development - - 0% - - 0% - - 0% Community Services - 188 0% - - 0% - - 0% Public Works - - 0% 1,602,691 730,463 46% - - 0% Debt Service - - 0% - - 0% - - 0% Capital Improvement - - 0% - - 0% - - 0% Loan to CCDA - - 0% - - 0% - - 0% Transfers Out - - 0% - - 0% 200,000 200,000 100% Contingency 499.639 - 0% 222.000 - 0% - - 0% Total Expenditures 1 ; 6;590 5392111 ,, ,526 2 y` ' 39°/0 1,824 691 730 ;4Q% „ ; -215 000 X200 000 ; m 93% Change in Fund Balance (57,506) (14,296) 25% (111,574) 3,808 -3% (175,581) (172,441) 98% Ending Fund Balance 870 24,717 2841% 63,177 98,078 155% 766,363 756,712 99% Total Requirements 6,591,396 2,563,928 _ 39% 0 1,887 828,541 ; 44 %a X981,363 956,712 - 97 %0 *Note: Financials presented are not the official audited financials of the City of Tigard, but represent the current financial situation and may change with further accounting review. 1/18/2011 7:54 PM 2 of 10 FY 2011 - Second Quarter Report (July thru Dec. - 50% of the year) . Development Funds Building Fund - 230 Elec. Insp. Fund - 220 Budget YTD* % of Budget Budget YTD* : % of Budget Resources Beginning Fund Balance 162,031 390.660 241% 79.293 108.829 137% Revenues Taxes - - 0% - - 0% Franchise Fees - - 0% - - 0% Special Assessments - - 0% - - 0% Licenses & Permits 900,818 679,569 75% 146,726 148,751 81% Intergovernmental 1,470 4,679 318% - - 0% Charges for Services - - 0% - - 0% Fines & Forfeitures - - 0% - - 0% Investment Earnings 19,489 2,433 12% 1,189 634 53% Other Revenue 9,793 550 6% - - 0% Proceeds from Loan Repayment - - 0% - - 0% Transfers In 175.000 87,500 50% - - 0% Toial'R 1,106,570 774;731 R 70/0' , :140151 119 '81° Total Resources - 1 268;601 1,165 391 ` `92% '227,208 228,214 = 100% Requirements Expenditures Policy & Administration - - 0% - - 0% Community Development 1,113,673 453,718 41% - - 0% Community Services - - 0% - - 0% Public Works - - 0% - - 0% Debt Service - - 0% - - 0% Capital Improvement - - 0% - - 0% Loan to CCDA - - 0% - - 0% Transfers Out 94,031 47,016 50% 175,000 87,500 50% Contingency 60,129 - 0% - - 0°70 s 4 87500 :040-7-44i,5,4%4 Total Expenditu � 1;267,833 L . ' 50 0,;73 4• % ; _ � X39 ° 1 0 �' S0 } 0� n � . � 17< 0 Change in Fund Balance (161,263) 273,998 - 170% (27,085) 31,885 - 118% Ending Fund Balance 768 664,658 86544% 52,208 140,714 270% Total Re iiirements ', . -. 1,268,601 1,165,391 ;_' /0 27,208" - : 7 7,100% *Note: Financials presented are not the official audited financials of the City of Tigard, but represent , the current financial situation and may change with further accounting review. 1/18/2011 7:54 PM 3 of 10 FY 2011 - Second Quarter Report (July thru Dec. - 50% of the year) Parks Funds Parks Capital Fund - 420 Parks SDC Fund - 425 Tree Replcmt. Fund - 260 Budget YTD* % of Budget Budget YTD* % of Budget Budget YTD* % of Budget Resources Beginning Fund Balance 115.020 126.268 110% 2.561.398 2.515.159 9_82L, 92.634 204.957 221% Revenues Taxes - - 0% - - 0% - - 0% Franchise Fees - - 0% - - 0% - - 0% Special Assessments - - 0% - - 0% - - 0% Licenses & Permits - - 0% 356,976 237,212 66% - - 0% Intergovernmental 3,350,000 - 0% - - 0% - - 0% Charges for Services - - 0% - - 0% - - 0% Fines & Forfeitures - - 0% - - 0% - - 0% Investment Earnings - 219 0% 19,489 10,163 52% 4,000 5,044 126% Other Revenue - 16,731 0% - 50 0% 40,000 890,853 2227% Proceeds from Loan Repayment - - 0% - - 0% - - 0% Transfers In 2.707.100 - 0i - - 026 371.778 371.778 100% 6741 &ai es" 6 057,1OO 16,950 ' O% .324;4651 _. 247,42b, 66° 0 i:4151 1,2¢7;67 305°10 Total Resour ` y = 6372120: i42 ` 2% 2 937863 - 2 762 584 94% 0 °'508 412 ,1 472 633 1 290% Requirements Expenditures Policy & Administration - - 0% - - 0% - - 0% Community Development - - 0% - - 0% - - 0% Community Services - - 0% - - 0% - - 0% Public Works - - 0% - - 0% - - 0% Debt Service - - 0% 281,848 281,848 100% - - 0% Capital Improvement 6,089,100 - 0% - 1,934,953 0% - 38,253 0% Loan to CCDA - - 0% - - 0% - - 0% Transfers Out 168,716 100,829 60% 2,423,263 268,263 11% 204,500 - 0% Contingency - - 0% - - 0% - - 0% }' otal endii:W X° 7 81 1100;829' /°/ = 2;705;111 t 2, 00i 92°_/.0 _ 204,500 X38 _ 3 9%0 Change in Fund Balance (200,716) (83,879) 42% (2,328,646) (2,237,639) 96% 211,278 1,229,423 582% Ending Fund Balance 71,898 42,389 59% 232,752 277,520 119% 303,912 1,434,380 472% . x .... .. 4,,,,-1.,6,329,714:.: � 0 :;� 0 � 0 Total Recqu ements 1; :7,44 143,218, ;r__• 2 4 _ ',,.'"-2;93.7,863, ,: 2,762,58 4" 94 /9 .,: 508 412,» ' 1;472;633 ;. 290 /o *Note: Financials presented are not the official audited financials of the City of Tigard, but represent the current financial situation and may change with further accounting review. 1/18/2011 7:54 PM 4 of 10 FY 2011 - Second Quarter Report (July thru Dec. - 50% of the year) Transportation Funds Gas Tax Fund - 200 City Gas Tax Fund - 205 Street Maint. Fee Fund - 412 Budget YTD* % of Budget Budget YTD* % of Budget Budget YTD* % of Budget Resources Beginning Fund Balance 3.963.528 4.433.927 112% 2.384.221 2.429.893 102% 201.256 346.703 172% Revenues Taxes - - 0% - - 0% - - 0% Franchise Fees - - O% - - 0% - - 0% Special Assessments - - 0% - - 0% - - 0% Licenses & Permits 2,602 22,500 865% - - 0% - - 0% Intergovernmental 2,586,716 1,193,746 46% 665,000 113,976 17% - - 0% Charges for Services - 130 0% - - 0% 1,266,046 474,555 37% Fines & Forfeitures - - 0% - - 0% - - 0% Investment Earnings 54,906 25,116 46% 34,071 16,495 48% 2,013 1,354 67% Other Revenue - 64,391 0% - - 0% - - 0% Proceeds from Loan Repayment - - 0% - - 0% - - 0% Transfers In 877.310 25.000 3% 210.000 0°L 200.000 0% - TotaliRevenues ' 3x521'534 ' 11;330, x ; 38% , , 909 0 71 130;472 14° 0 12 , 059, * 6 75 , 909 ; 53% Tot Resources . , ' 7;485,062. _ > 5,764,810 77% 3 2,560 78% 1,469,315 1,022,612 . 70% Requirements Expenditures Policy & Administration - - 0% - - 0% - - 0% Community Development - - 0% - - 0% - - 0% Community Services - - 0% - - 0% - - 0% Public Works 1,986,472 779,376 39% - - 0% - - 0% Debt Service 564,000 82,166 15% 399,000 58,001 15% - - 0% Capital Improvement 4,187,915 1,646,843 39% 2,253,900 368,363 16% 840,400 806,485 96% Loan to CCDA 200,000 - 0% - - 0% - - 0% Transfers Out 506,778 437,811 86% 279,256 168,369 60% 254,454 127,227 50% Contingency 26.844 - ao. - - 0% - - 0% - 39% j* 932;15 x :. 5 3 °7 z v g 0°% 04 854 y 933° , 712 5 8%0 TotalsExpendifu es � 7472 009��" 2,946,196 °� = , :� . > 6 . , x° ; 2 .. �...x ..1� 9 . r.��. ` ���.. ,� �.. a. Change in Fund Balance (3,950,475) (1,615,313) 41% (2,023,085) (464,261) 23% 173,205 (257,803) - 149% Ending Fund Balance 13,053 2,818,614 21594% 279,257 1,965,632 704% 374,461 88,900 24% Total Requirements _ - 7,485,062 5;764,810 -77% 7 3,211,413 " ° 2,560,365 80% 1;469,315 , 1,022,612 ° . 70% *Note: Financials presented are not the official audited financials of the City of Tigard, but represent the current financial situation and may change with further accounting review. 1/18/2011 7:54 PM 5 of 10 FY 2011 - Second Quarter Report Quly thru Dec. - 50% of the year) Transportation Funds (Continued) TDT Fund - 405 TIF Fund - 410 Underground Util. Fund - 411 Budget YTD* % of Budget Budget YTD* % of Budget Budget YTD* % of Budget Resources Beginning Fund Balance 116,433 179,029 154% 740,788 918,694 124% 470,191 506,663 108% Revenues Taxes 0% 0% 0% Franchise Fees 0% 0% 0% Special Assessments 0% O% 0% Licenses & Permits 166,536 143,258 86% 64,000 14,763 23% 15,629 16,940 108% Intergovernmental 0 °/o 0% O% Charges for Services 0% 0% 0% Fines & Forfeitures 0% 0% 0% Investment Earnings 11,112 1,048 9% 11,112 4,766 43% 7,053 2,056 29% Other Revenue 0% 510 0% 0% Proceeds from Loan Repaymen 0% 0% 0% Transfers In 0° 0 0% 0% TtaliReven s 17x7, 144;306" 81°0 75622 9;529 6 a 22,682 1 84 Total Resources My _. °' ,6w ,, ,, _� 294081 s " rr "w 323 335 fi x_ 110% 816;410 938 -223 11.5% 492 `525658 107% Requirements Expenditures Policy & Administration 0% O% 0% Community Development 0% O% 0% Community Services 0% 0% 0% Public Works 0% 0% O% Debt Service 0% 0% 0% Capital Improvement 0% 149,027 0% 14,597 0% Loan to CCDA 0% O% 0% 'Transfers Out 36,403 - 0% 313,408 - 0% 97,202 - 0% Contingency 0°� IT L) 0° o Total E end > ttures ". 3 ,,, , 0 ° l0 313 r 1 Change in Fund Balance 141,245 144,306 102% (237,786) (129,498) 48 o m 97 02 1 %0 5 4 % (74,520) 4,399 6% Ending Fund Balance 257,678 323,335 125% 503,002 789,197 157% 395,671 511,062 129% Tgtal „Re quirements reed n a t , " 4 ; ; 294 ; 081 323,335 ; „1 10 /o _ X816;4,1!0 938 223 "115% .£492 873 4 525,658{ *Note: Fncials psent are ot the official a udited financials of the City of Tigard, but represent the current financial situation and may change with further accounting review. 1/18/2011 7:54 PM 6 of 10 FY 2011 - Second Quarter Report (July thru Dec. - 50% of the year) Sani / Stormwater Funds Sanitary Sewer Fund - 500 Stormwater Fund - 510 Water Qual /Quant Fund - 511 Budget YTD* % of Budget Budget YTD* % of Budget Budget YTD* % of Budget Resources Beginning Fund Balance 9.884.621 8.626.583 87% 781.889 840.910 108% 1.487.844 1.551.292 104% Revenues Taxes - - 0% - - 0% - - 0% Franchise Fecs - - 0% - - 0% - - 0% Special Assessments - - 0% - - 0% - - 0% Licenses & Permits 25,000 12,248 49% - - 0% 4,250 2,600 61% Intergovernmental - - 0% - - 0% - - 0% Charges for Services 1,700,000 429,786 25% 1,796,757 997,236 56% - - 0% Fines & Forfeitures - - 0% - - 0% - - 0% investment Earnings 98,846 35,751 36% 7,819 3,184 41% 14,878 6,400 43% Other Revenue 125,000 23,168 19% - 1,089 0% - - 0% Proceeds from Loan Repayment - - 0% - - 0% - - 0% Transfers In - 0°L - - 0° o - - 0°)0 =r. ...gym. -,R 4 '5001531 .. u , ._. ow :Total Revenues - . 1;948; - 8461 ` . , 26 /o 1804,576 H . 1,001,508 5 %o .x� 19128= '44 - ---.47 /o Total Resources _ 11,833,467 9;127 ;536 77% 2,586,465 ,„„,`,1,1,842,418Z, - 71% 1,506,972 _1;560,292 , 104% Requirements Expenditures Policy & Administration - - 0% - - 0% - - 0% Community Development - - 0% - - 0% - - 0% Community Services - - 0% - - 0% - - 0% Public Works 1,068,268 302,034 28% 1,315,373 542,943 41% - - 0% Debt Service - - 0% - - 0% - - 0% Capital Improvement 829,667 62,333 8% 304,000 5,421 2% - - 0% Loan to CCDA - - 0% - - 0% - - 0% Transfers Out 219,656 98,145 45% 245,995 107,420 44% - - 0% Contingency 241.633 - 9,2L 238.844 - 0° o - - 0 Total Expenditure , 2,39,224', :462,511 e_ _ ; 20%go 2i012 655 '.z `31% X 7 $ „ t g .0° ;: ci Change in Fund Balance (410,378) 38,441 -9% (299,636) 345,724 -115% 19,128 9,000 47% Ending Fund Balance 9,474,242 8,665,024 91% 482,254 1,186,634 246% 1,506,972 1,560,292 104% Total`Requireitients' ` `' - 11,833,466 9;127,536 77 %a - 7 2,586,4 ; 66 , 1- 1,842,418;; 71% ` ° 1 '1;560 ;292 7 404% *Note: Financials presented are not the official audited financials of the City of Tigard, but represent the current financial situation and may change with further accounting review. 1/18/2011 7:54 PM 7 of 10 FY 2011 - Second Quarter Report (July thru Dec. - 50% of the year) Water Funds Water Fund - 530 Water SDC Fund - 531 Water CIP Fund - 532 Budget YTD* % of Budget Budget YTD* % of Budget Budget YTD* % of Budget Resources Beginning Fund Balance 2.410.162 2.783,752 116% 76.749 414.388 540% 2.290.176 2.559.832 112% Revenues Taxes - - 0% - - 0% - - 0% Franchise Fees - - 0% - - 0% - - 0% Special Assessments - - 0% - - 0% - - 0% Licenses & Permits 52,500 53,355 102% 78,947 79,604 101% 70,000 81,457 116% Intergovernmental - - 0% - - 0% 3,543,043 - 0% Charges for Services 8,069,583 3,866,439 48% - - 0% - - 0% Fines & Forfeitures - - 0% - - 0% - - 0% Investment Earnings 24,086 10,841 45% 230 1,793 779% 12,902 15,892 123% Other Revenue - - 0% - - 0% - - 0% Proceeds from Loan Repaymen - - 0% - - 0% - - 0% Transfers In - - 0% - - 0% 3,496,658 730.192 21% TotalxRe enue r 84461 ` 3. "7 48 °10 79177 6SV810962 TtlaAt 03% 0 7 603 827 541/ . ,', 124 :R • To,tal Resources t t ° -Y ° ' :f0,556 331. 5 7,14387' : ' 64% ,::::° _155.1926 T; y�.4957,84 r _' 7318 %o 1 9 41? 779; i3 387 373 ::.!,_: 304 Requirements Expenditures Policy & Administration - - 0% - - 0% - - 0% Community Development - - 0% - - 0% - - 0% Community Services - - 0% - - 0% - - 0% Public Works 6,334,339 2,444,229 39% - - 0% 238,006 - 0% Debt Service - - 0% - - 0% 225,000 39,508 18% Capital Improvement - 13,340 0% - 45,688 0% 7,143,043 2,594,710 36% Loan to CCDA - - 0% - - 0% - - 0% Transfers Out 3,910,366 260,052 7% 25,000 - 0% 1,141,024 550,363 48% Contingency 70,487 - 0% - - 0% - 0% , _ ° r 2 1 6% 25;000 `, 45 88 183°!o " 8 7 475073. 3- 1 81 ;36% Total? � ntlitures - � 10 1519� a o � v.�.. 2 .ase .-.-.. tea. Change in Fund Balance (2,169,023) 1,213,014 -56% 54,177 35,708 66% (1,624,470) (2,357,040) 145% Ending Fund Balance 241,140 3,996,766 1657% 130,926 450,096 344% 1,141,024 202,792 18% Total RequirementtS! t'.,. ,tint. •10,556;332 6;714,3 ,,, 64% 7,44 ... ; , 495,784 4318/0 9588,097 3,387;373 ", , ;; a -34A *Note: Financials presented are not the official audited financials of the City of Tigard, but represent the current financial situation and may change with further accounting review. 1/18/2011 7:54 PM 8 of 10 FY 2011 - Second Quarter Report (July thru Dec. - 50% of the year) Debt Service and Other Funds GO Debt Svc Fund - 350 Bancroft Debt Svc Fund - 300Libr. Donations /Bequests - 981Criminal Forfeiture Fund - 240 Budget YTD* % of Budget Budget YTD* % of Budget Budget YTD* % of Budget Budget YTD* % of Budget Resources Beginning Fund Balance 78.761 175,458 223% 954,003 1,337,714 140% 466,322 469.290 101% 56.852 57,246 101% Revenues Taxes 988,883 956,963 97% - - 0% - - 0% - - 0% Franchise Fees 0% - - 0% - - 0% - - 0% Special Assessments - - 0% 120,000 22,405 19 °.b - - 0% - - 0% Licenses &Permits 0% - - 0% - - 0% - - 0% Intergovernmental - - 09 %o - - 0"4 - - 0% - - 0% Charges for Scmices 0% - - 0% - - 0% - 0% Fines & Forfeitures - - 0% - - 0% - - 0% - - 0% Investment Earnings 4,544 1,445 32% 36,913 35,416 9694 4,663 1,960 42% 1,864 231 12% Other Revenue 0 0 0% - - 0% - - 0% Proceeds from Loan Repaymen 0 °,4 - - 094 - - 0% - - 0% Transfers In - - 0% - - n - - - - 2 Total Revenu i 993,427, _ 958;408 - :96 "/0 156;913,8 ., 57;8211 4 s 37 / 4:1' r4 ;663 1,9604 „, 42°10 i/ ` x 9 . 1 ' 231,, 12 %0 Total , 1;072,188 4,133,866 106°° 1,110;916 LL 1,395,536 126% 470,985 471,250 _ 100/ 58716 _ 57,477 ,___98, Requirements Expenditures Policy & Administration - - 0 - - 0% - - 0% - - 0% Community Development 0':/0 - - 0% - - 0% - - 0% Community Sen•ices - - 0°10 - - 0°.4 - 20 0% - - 0% Public Works - - 0% - - 0% - - 0 / - - 0% Debt Service 976,383 976,383 100% 193,378 187,171 97% - - 0% - - 0 % Capital Improvement - - 0% - - 0% - - 0% - - 0% Loan to CCDA - - 0 °o - - 0% - - 0% - - 0% Transfers Out 0 °/o 800,000 800,000 100"/ 100,000 - 0% 15,000 - 0% Contingency - - 0% - - 0% - - 0 % - - 1•otalE , x'9.76,383 ,. $976 ;383"` 100% i 993;378 -: «987;171 ..99, %0 100;000 €, , t $ ;; 0% W15,000' - .z*� .0% Change in Fund Balance 17,044 (17,975) -105% (836,465) (929,350) 111% (95,337) 1,940 -2% (13,136) 231 -2% Ending Fund Balance 95,805 157,483 164% 193,378 408,364 211 370,985 471,230 U7% 43,716 57,477 131% Total Requirements - 1;072,188 `1,133,866 1 - "1,186,756 ,' 1,395,536 ': 118% 470;985 - . - 471,250'7 7 _ .100 / 58,7 "A` 57,477 - ,`98" /o *Note: Financials presented are not the official audited financials of the City of Tigard, but represent the current financial situation and may change with further accounting review. 1/18/2011 7:54 PM 9 of 10 SUPPLEMENTAL PACKET FOR / — / d' - .ad // C of Tigard (DATE OF MEETING) • Memorandum ✓ ew/a ewl L vqoitto To: City of Tigard Budget Committee From: Toby LaFrance, Tigard Finance and Information Services Director Re: FY 2011 Second Quarter Financial Report Date: January 18, 2011 Introduction I am pleased to provide you with the FY 2011 Second Quarter Financial Report. Please bear in mind that the numbers on the following pages are not the official audited financials of the City of Tigard. This means that the amounts represent the current fiscal situation of the City but may change with further accounting review. I intend to expand the content and analysis within the report as it develops over time. I look forward to your comments and feedback about what we could do to improve the report and make this a meaningful document for the Budget Committee and Tigard citizens. With the development of this report, we can continue to increase fiscal transparency and accountability. How to Read the Report The tables on the following pages report the progress against budget through the first six months of the fiscal year. Each page contains funds that are grouped to a similar purpose (e.g. transportation funds, water funds, etc). For each fund, the table provides the amount of the budget, the progress against budget and the percent of budget complete. At the top of the page are the resources for each fund. The resources start with the funds' Beginning Fund Balance, which represents the amount of savings in the fund at the beginning of the fiscal year. Next are the revenues of the fund grouped by revenue type. For more information on the particular revenues within a revenue type, see the Revenue Analysis section and the Fund Summaries section of the Adopted FY 2011 Budget Document. The Beginning Fund Balance plus the Revenues make up the Total Resources of the funds. The bottom half of the report shows the fund Requirements. The Requirements start with the Expenditures by type. For more information on the specific expenditures within a type, see the Program Summaries section and the Fund Summaries section of the Adopted FY 2011 Budget Documents. By subtracting the Total Expenditures from the available Total Resources, the Change is Fund Balance is calculated. By combining the Change in Fund Balance and the Beginning Fund Balance at the top of the page, the Ending Fund Balance is derived. Finally, the Ending Fund Balance is added to the Total Expenditures to calculate the Total Requirements. The total Requirements equals the total Resources to balance the budget. Summary of Findings This is a brief overall summary. Again, bear in mind that the financials here are not the official audited financials of Tigard, but represent the current financial situation and may change with further accounting review. Ideally, our expenditures are at, or below, 50 percent and our revenues are at, or above, 50 percent. This is not always the case and is often expected. Our operating expenses should adhere to this rule, but capital, transfer, and other expenses will not. Revenues are often seasonal, dependent on a collection schedule, or dependent on the schedule of other agencies. 1. Budget amounts reflect the two budget adjustments that have been adopted by Council since the budget was adopted. 2. Operating Expenditures for all programs in all funds are under 50 percent spent. 3. General Fund revenues are above 50 percent. This is expected since Property Taxes were mostly received in November and December. 4. General Fund Franchise Fee revenue is only at 32 percent of budget. This is expected due to the timing of collections. Our largest franchise is Electric Franchise Fees budgeted at $1, 677,716. PGE typically pays in March of each year. 5. Development Funds continue to have higher resources than budgeted. Development activity remains at levels above 2008 & 2009 activity. In addition, Licenses & Permits revenue in the Building Fund, Electrical Inspection Fund, Parks SDC Fund, Transportation Development Tax Fund, Underground Utility Fund, and Water SDC Fund are over 66 percent of budget. In part this is due to the seasonal nature of the development industry, but can also be attributed to a continued increase in activity above budgeted amounts. 6. Revenue in the City Gas Tax fund is below budget. The State has been slower than normal in their turnover of City Gas Tax revenue and only two months have been received. Two months represents 16.67% of the budget. Finance expects to achieve the budgeted revenue. Finance will continue to monitor this item. 7. Sanitary Sewer Fund revenue is below budget. A review shows that the actual revenue is in line with the collections from the prior year and that budgeted revenue appears to be too high and will need a downward adjustment. The fund has sufficient resources to balance the budget. 8. Clean -up Notes — One of the useful components of this report is that it provides staff with an overview and some clean -up items. They are listed below: a. Capital Improvement costs are being recorded in the funds supporting the expenditure, not the capital fund. Supporting funds are supposed to make transfers to the capital fund and all capital costs are recorded in a single fund for the project. Project staff in departments has been notified. Additionally, Finance will close off the Capital Improvement accounts in the supporting funds so we can catch future miscoding by department staff. Accounting will process a journal to correct the coding. b. The grants that were received as part of the Summer Creek purchase went directly to escrow and did not get recorded in our General Ledger since they hit the City's books. An accounting entry will be made to reflect the amount of grants received in the Parks Capital Fund. c. The Water CIP fund needs to have its transfers in from the Water Fund addressed and the ARRA grant funds recorded. It has been reported that it is difficult to get the necessary reports from the subcontractors on the 10 MG Pump Station so we can receive the federal grant fund. This is being researched, with a possibility of making payment to subcontractors contingent on complete reporting. d. Now that Property Taxes have been largely collected, the CCDA will be able to make their scheduled loan payment of $249,000 to the City. e. A clean up journal will be needed to move $188 out of the Central Service Fund Community Services Program and $20 out of the Library Donations & Bequests Fund Community Services Program to their correct fund /program. Follow -up from Last Quarterly Report 9. In the First Quarter, there was discussion of the fund balance in the Gas Tax being lower than budgeted and that there may not be enough resources to support the budget. Since then two actions have happened to rectify the situation: a. The Beginning Fund Balance reported in the first quarter relied on unaudited financials from FY 2010. Since then, the financials have been audited, resulting in an increase in the Beginning Fund Balance. b. An analysis was done on the split of the $7.25 million Transportation Bond. The analysis concluded that $250,000 that was initially thought to be needed in the City Gas Tax Fund to be moved to the Gas Tax Fund. c. Both the Gas Tax Fund and the City Gas Tax Fund now have Beginning Fund Balances that exceed budget. 10. The Budget Committee requested an additional report on history of Budget, Actual, and Percent of Budget Spent for each fund. This is not complete yet. Due to changes in the General Ledger and financial systems over the last couple of years, it is difficult to get the information into a consistent summary level document. Staff continues to work on the issue and hopes to have this complete for the Third Quarter Report. SUPPLEMENTAL PACKET `� e x ;. FOR il City ofTigard (DATE OF MEETING) Press Release January 18, 2011 13125 SW 1-Iall Boulevard I Tigard, Oregon 97223 I Phone: 503 - 639 -4171 For Immediate Release Contact: Toby LaFrance Finance and Information Services Director City of Tigard 503 -718 -2406 toby @ tgard - or.gov Tigard Improves Bond Rating The City of Tigard announced that their bond rating has improved. A city's bond rating is similar to an individual's credit score. The impact of this improved rating will be a lower interest rate on the $17 million parks bond that was recently approved by Tigard voters on November 2, 2010. Tigard's rating by Moody's increased from Al to Aa2. For the first time, Tigard received a rating by Standard and Poor's and was given an AA rating, which is equal to the Moody's rating. "A City's bond rating is the only independent third -party `report card' on a city's finances," said Craig Prosser, Tigard City Manager. "To receive an increase in our rating in this economy recognizes the City's solid fiscal policy, direction, and management practices." In the report from Standard and Poor's, the rating agency's rationale specifically references the City's "strong financial policies and practices ". Last year, in the face of slowing revenues due to the recession, Tigard implemented a 6 percent budget cut. The resolve to make necessary fiscal decisions is also highlighted in the report when Standard and Poor's discusses the City's "willingness to adjust expenditures to achieve balanced operations following a recession -led revenue slowdown." "Just like a person's credit rating, it has taken years of sound decisions to raise Tigard's bond rating," stated Tigard Mayor Craig Dirksen. "We need to continue our practices, because it only takes one bad decision to lose that rating." According to Toby LaFrance, Tigard's Finance and Information Services Director, the increased bond rating is worth about a half a percentage point on the interest paid on the bond. "That works out to be a savings of $1.1 million over the life of the $17 million parks bond. Since it is a general obligation bond, and the City only levies the amount of the bond payments, that is money in the pockets of Tigard property owners." "The voters of Tigard passed this Parks Bond and I'm glad that we can repay the trust they put in us," Mayor Dirksen stated. Page 1 of 1 FAX TO 0 TIGARD TIMES 0 OREGONIAN 0 REGAL, COURIER I:IFINIPARKS BOND 20111PRESS RELEASE ON BOND RATINO.DOCX 0 CITY WEB PAGE 0 OTI -IER: AIS -287 Item #: 3. Workshop Meeting Date: 01/18/2011 Length (in minutes): 45 Minutes Agenda Title: TGM High Capacity Transit Land Use Study Kickoff Submitted By: Marissa Daniels Community Development Item Type: Update, Discussion, Direct Staff Meeting Type: Council Workshop Mtg. ISSUE Update and discussion on the Transportation and Growth Management Program (TGM) High Capacity Transit Land Use Plan. STAFF RECOMMENDATION / ACTION REQUEST Receive information from staff and provide feedback. KEY FACTS AND INFORMATION SUMMARY The state Transportation and Growth Management (TGM) program awarded a planning grant to the City of Tigard and Metro to undertake the Tigard High Capacity Transit (HCT) Land Use Plan. This plan is a joint effort between ODOT, Metro, and the City to plan for future station area communities in Tigard. The grant is being used to pay for a consultant team with expertise in land use, transportation, real estate economics and development. The Tigard HCT Land Use Plan is one of several related planning efforts along the SW Corridor. These include land use plans for Portland and Tualatin, an Alternatives Analysis for High Capacity Transit, and the 1 -5/ Pacific Highway 99W Corridor Refinement Plan. The outcome of the Land Use Plan will be a Conceptual Station Community Plan and Report, that will include recommendations regarding: 1. Land use designations and supportive transportation improvements including alternative modes and local street systems; 2. Changes to Tigard Comprehensive Plan, Zoning Map and other City applicable plans, regulations and standards; 3. Natural resource protection strategies, and 4. Funding strategies Timing of City Council consideration of recommended policy, land use and regulatory changes changes may depend on development and adoption of Transportation Planning Rule (TPR) related alternative mobility standards by the Oregon Transportation Commission. This matter will be addressed as part of the I -5 /Pacific Highway (99W)Corridor Refinement Plan. In November, staff initiated a series of interviews with a broad set of stakeholders to get their ideas, priorities, and concerns related to future station area planning and development. On December 20, 2010, the City and Metro received notice to proceed. This allows us to begin the full scope of work, including technical aspects involving the consultant team. Initial key activities include: • Citizens Advisory Committee (CAC) and Technical Advisory Committee (TAC) kick -off meetings which were held on January 5. • The project team, including Metro, ODOT, and the consultants, conducted a site visit on January 18 to observe existing neighborhoods, traffic conditions, and parks and natural resources. Upcoming (next quarter) key activities include: • Technical reports of existing conditions including transportation, land use, natural resources, infrastructure, and market conditions. • Summary of stakeholder interviews; and Draft methodology and evaluation criteria for buildable lands and redevelopment opportunities. • Second CAC and TAC meetings (March) A comprehensive public involvement plan will be implemented. Some key elements include a project web site, on -line comment form, and project newsletter. The Planning Commission will review the public involvement plan in their role as the Committee for Citizen Involvement. OTHER ALTERNATIVES N/A COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS 2010 Goals: 1. Implement the Comprehensive Plan; b. Continue to promote and plan for 99W light rail Implements the 2035 Transportation System Plan DATES OF PREVIOUS COUNCIL CONSIDERATION On March 24, 2009, through Resolution 09 -18, Council supported the application for this TGM grant. On October 26, 2010, through Resolution 10 -54, Council approved the Intergovernmental Agreement with ODOT and Metro. On November 23, 2010, Council was briefed on the proposed Citizen Involvement Committee structure for the project. On December 14, 2010, through Resolution 10 -69, Council approved formation of the HCT Land Use Plan Citizen Advisory Committee (CAC); its required purpose; charge statement; and meeting protocol, and appointed the Transportation Advisory Committee to serve as the Citizens Advisory Committee. Fiscal Impact Cost: $61,362 Budgeted (yes or no): Yes Where Budgeted (department /program): Long Range Planning Additional Fiscal Notes: The TGM grant amount is $223,947. The work will be performed over FY 2010-11 and FY 201 1 -12. $169,000 has been allocated for a consultant team (led by Parametrix), $32,500 to Metro, and $32,447 to the City. The City's portion of the project costs is $61,362 over the current and next fiscal years. The costs are currently budgeted payroll and supplies. Tigard will be reimbursed up to $32,447. The remaining $28,915 of Tigard expenses represents the grant match for the project. Attachments PowerPoint 1/14/2011 niewarit HCT Land Use Plan Project Kick -Off City Council Briefing January 18, 2011 �,. < in oi9 iy?xcd 11 t A ar), `1 r.l. Land I b P lan ��- 9, I III� i„ ;•i 7i 1 Presentation Summary 1 SW Corridor - The Big Picture - 5 separate, related plans • Land Use Plan Overview ", ` • Key Project Tasks • Public Involvement kramom ETEEKEITEREMES- aia rl. 1 1/14/2011 1- - SW Corridor - The Big Picture it ` d.,�a�...,e. • 2035 RTP Update •* • Introduced: Mobility Corridors irn M Ill r & :x, „ ..rit *ii .' HCT System plan . i..°::a= 2035 i '.::.:. REGIONAL 111ANSPORIATON PLAN aglow: FIVEhtliltal flemmalsr IL 7/87 L Metro 1 Jon,r Policy Adouory Connnture on T n.portonan k:- : i ” ' SW Corridor - The Big Picture _ -f • RTP: Mobility Corridor conl. OA. C k A "1,N nor µwgruMarm'/ w.Biloloo.mm... 17 Ii ii 'of.1: ,- . 4"iri , lf: I ,.■ IS t r . r___ to ....+. u iiii Top priority: ' ' 'e 7 SW Corridor iiirti614; 41.11,) 141 r _ , U ,,..,,... 2 1/14/2011 � I :. iriH . ; _� ill SW Corridor - The Big Picture _ ,,��ee , , . , : r • Mobility Corridor Planning Iliel .. ifr. .PE " Multimodal improvements lalii Nit, , Integration with adjacent land uses ::: Alternative mobility standards (TPR) FiEg a: , tr i } • State & Regional Funding mimuncominimome Approximately $6 million FilitYPEPirriiiiiaidatiffirAh 3x ?! M ginliiiirglailaigireilitati PERSiniStirilagEilri s SW Corridor - The Big Picture ts,„tt, f. hiP .' \ 1982: Early transit system plan... aiL 1� 1. ' l ry !R 1614.7,-orri \''' f .4' 1 1_ '' ' s. 1... '''t - ! 1- -- _L'a,d Y 0 N �M ( rl t, - ....� ^"Y'REM111r1VY�r �— r 9/t tInehleeeeleheide 3 1/14/2011 F " . 0 '° i SW Corr - The B P }a,, ®+ ' 1 is 104,;„ A . • 2009 HCT System Plan � � Going Places c via.---1. �� �,:5 E.degWld"xa t ... 1 ■ , s-^ • r - - . 1 ..._ 1. 3 v - "Near term ,. regional priority 1 + lel corr °�_ , E E G E N i' � ir.a-- 1 7 :i - Iii i . ,.., ., 1, '-'7- - I ; g i ' I i:- . SW Corridor — The Big Picture IN ttk.i ,,.— • High Capacity Trans (HCT) ` ., x% • Higher frequency, higher travel speed, More capacity Often has dedicated right of way n • Alternatives Analysis Selection of HCT type & alignment for SW Corridor 6 . , :. , ::: a::s:::aa50, "Portland to Sherwood in the vicinity of Hwy 99W" FTA Grant to Metro: $2 million a E xEE aaz a„ ial €aaxa mroormarpiegoill ERFINEZEIARvim E 4 1/14/2011 r y = I SW Corridor - The Big Picture } "'s' , — _ - 4 =x • Land Use Plannin i. g - 4 Ilik, NZ 4 Al Tigard, Portland, Tualatin " - Convenient access for residents and employees is key to transit success Al. - Station area land use plans will inform the AA process , • \ di v i tihit - HCT should support community aspirations i s. ?' SW Corr - The Big Picture \-t , . OE We are here! N I Portland "Barbur 1;0 NIIIIN: i Concept Plan" t9 • •• Metro, ODOT, & TriMet The "Southwest Tigard "99W 412 Corridor Transit SOUtl1W @ St 'Anti Use Plan � . „u i. ` Alternatives Analysis corridor i Plan Metro, ODOT & lir 1riMet "Southwest Tualatin "99W rii pne� Corridor Corridor , Refinement Planning" t+t M Plan" y.. rithitilidiNEEEKET 5 1/14/2011 . " u m L Use Plan Ove rview ,-,— , • State funded (TGM) Jointly awarded to City /Metro :.,,':: _ ... • Consultant team support •ma �' ° • Contract ends: January 2012 .;a424! ...,,,i1;:;:,:aii.uirliiiiiird isimoinimamo ismaingcsaimAii4-01: x .. :: o t sio niwitad ,,,,,,_.,,olrionath. .............. Iiiik -1� n Overview Use Pl Ove w e N4 ItIfilil • � -•- — al • Project Outcome 1 - Conceptual Station Community Plan 1141 - Potential Locations & Typologies "' - Informs the Transit Alternatives Analysis s • " " Typology , z - A transit- oriented station community type t ` " oc - Different types within the City r - Benchmarks (jobs to housing; people ",li:s�• �1 g; per acre, etc.) P P P Pit d9u 6 1/14/2011 .E: r\ t. a' J : # . il k... i;ii , L: Key Project Tasks ao + tid -4 : . 1. Set Up *_ a ' - Conduct stakeholder interviews Rai \w •i�,.. . r+ i . - Appoint a Citizens Advisory Committee t E ::B ' ° - Form a Technical Advisory Committee iii . - CAC /TAC meetings Egli , 14P magi Nrat x : • 2. Existing Conditions /Typologies 'a`!a!91aiR - Existing Conditions Report tiiiiiiiiiiiiiiiiiill i i ■ •••••••�a1 3a Y ogr- 1 - Objectives & Evaluation Criteria asinEva ar u ' - Ti Typologies 'w and T 11��115W4•111 � }�1° r I : Tigard YP g Memo f/ it O• - v ' a CAC /TAC meetings • _ l ( N • i i. Tiii:PEMPEPEPLIFIN i 'E Key Pro Tasks '>> f f: ii • 3. Typology & Corridor Analysis Yp gY Y lir Il i ot %, liff \• ai, - Station Community Locations - Conceptual Plan Alternatives & Evaluation 1 a i `'' - Project Design Workshop & Public Meeting 1 1 :1 „ ,,, , ,„,... ), 4 I Q - CAC /TAC meetings n 1 • 4 . Fi na li ze Plan , r if a Preferred Alternative � ? WiEiFilEil ,i - Open House I I '1-' - CAC /TAC meetings �•_ d 1, \J ;. tu. tl 4- • .Ca .Ca Aggiigga.MetrocTgAiraigajt .. 7 1/14/2011 ... ........:.::::...:..�-....r..:F .,.1� Key Project Tasks . ..x:::. : 11 1 ... imil . m , r : ,,, -x0 • • 5. Final Concept Plan % xx \' Joint Planning Commission /Council Work Session A , '521b'. ` +-w 1,0*. @3 - Final Concept Plan ; :., Recommended Comp Plan, Zoning Map, Code changes - x.x .xxxxxxxxxxx::::xxxxxxx ::s.. '! - Continue Community Involvement 11 ) 1 * xx:z i :xi Y. xk (3= kjy xxa 2051121190 _II lozoithrititimait .,...,...m."7036,1..,,inEFaii:Eir 1.t.t...ounk90,01.1 x.....4...ra........i„x,41 maniira............... x; ; imr,,,:v.,,,,.., aa! Public Involvement Act ria "S'4, jai - 'I' G l 4. I n the Scope of Work INF PWi z� i CAC, Publ Meeting, Open House C L - - * • Other Common Techniques Cityscape; Web Site; Council Updates ,al' A"ll • Enhanced Opportunities Videotaped CAC meetings; Email newsletter Stakeholder engagement: HCT team `" More information is available online at: "''' "' www.tigard- or.gov /hct Fro.n `'xxxw. ithi : x . " x •,,,, 8 1/14/2011 r+ HCT Land Use Plan Project Kick -Off Questions /Discussion MAN 9 4. a i,�il : U PLEA Z‘ ° ; L . r an gam _ . rr y3 '_ c9 f ignegi5 4 Il walk, «� F� �I y�� c✓ . l f e r n �'� ,�' 7: '-. ' \ At. le li r) ♦ � i il? -.we NW" 1111111141191* , 0 11 11 1111 • •, • - -----\\ 1 I 0 I ° , 14 4 4 .* 14111.11:4dillie - *"" .4. 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Tigard 99W Corrdor Urban Desi g nVision III i 14; ' _ J UNE 2010 IL. ,...„.. ♦c 0 r 1 I i TIGARD 1 NIVERSITY OF OREGON Introduction, Credits & Table of Contents Preface The Pacific Highway /99W Corridor The PUARL was charged by the City of Study was started as a cooperative Tigard to look at the Pacific Highway/ Research Student Participants: PUARL effort between the City of Tigard and the 99W corridor not only to improve Roseeva Alcerro -Saa Portland Urban Architecture Portland Urban Architecture Research transportation, but to look at options Rachel Bailey Research Laboratory Laboratory (PUARL) of the University and possibilities that would improve Mark Becker University of Oregon Portland of Oregon — Portland, when Tigard's the corridor as a whole, in parts, and Fai Chong 70 NW Couch St. Community Development Department integrate the highway with its adjacent Jon Deleonardo Portland, OR 97204 required a land use /urban design vision neighborhoods, districts and commercial Sara Herrman Tel. 503 412 3731 for the portion of 99W that falls within the areas. Tigard boundaries. Kate Kandell http: / /puarl.uoregon.edu A main concern was how to understand Casey Kent The Tigard Pacific Highway /99W urban the corridor in its totality. There is Josh Kolberg Funding provided by: corridor is a challenging subject for urban no unified urban character along the Drew Krauss The City of Tigard planning research. Urban corridors as a corridor, only very distinct pieces Danielle Madsen University of Oregon Portland hole have not been studied extensively. and segments. However, it was Kathryn Martenson Only recently have corridors been acknowledged that Pacific Highway /99W Sina Meier City of Tigard Editors: recognized as an important phenomenon must be considered a potential future Ted Mitchner Rebecca Fitzsimmons, in which to focus research on how to asset, as something that needs to Kevin Montgomery Planning Project Assistant redevelop as a valuable urban element. contribute to the life of Tigard, and not Sam Pastel Doreen Laughlin, Consequently, the bibliography on urban diminish or destroy its livability. Craig Race Senior Administrative Specialist corridor precedence is rather limited. Jason Riffle It is also important to understand Nathan Streib Acknowledgements: The Portland Metro Growth Concept that this study is an exploration of Melissa Toman Tigard City Council of 1995 recognizes urban corridors possible options and alternatives for the Nicolaus D. Wright Mayor Craig E. Dirksen (together with urban centers) as key development of the Pacific Highway /99W Nick Wilson, Council President planning elements to be studied and corridor. This study is not a precise developed. With more than 400 miles planning proposal, but a study of possible Sydney Sherwood within the metropolitan area, corridors futures and development potential. It is GRF's and Research Assistants: Gretchen Buehner have become a major factor in the a study that looks at options, constraints Rebecca Fitzsimmons Marland Henderson development of the metro region. and opportunities, and is therefore an Justin Cloyd appropriate topic for a university and Samantha Polinik Metro: This study concentrates on the main research lab to explore, rather than Crista Gardner, Senior Planner urban corridor that is geographically develop definite solutions. This research City of Tigard Advisors: defined by Pacific Highway /99W and study lays the foundation for more Ron Bunch, Community Development Director adjacent land areas approximately 1/2 detailed and precise planning studies and Sean Farrelly, Redevelopment Project Manager mile on each side of the roadway. Pacific proposals such as detailed studies for Highway /99W runs through the middle high capacity transit in Tigard. International Advisors: of Tigard and has developed as a barrier Thomas Sieverts, Germany between the two halves. — Professor Dr. Hajo Neis Boris Sieverts, Germany PUARL Director Principal Investigator: Professor Dr. Hajo Neis, PUARL Director Instructors: I Professor Jim Pettinari Professor Dr. Hajo Neis TIGARD UNIVERSITY OF OREGON 0 Introduction, Credits & Table of Contents Table of Contents Table of Contents Section 1: Project Findings, Recommendations Section 2: Supporting Chapters & Future Form of the Corridor Chapter 3 Architecture I Student Projects & Study Areas Chapter 1 Planning I Findings & Recommendations Building Typologies 39 Project Overview 3 Conceptual Opportunity Site Studies 40 Introduction 4 National Findings 6 Chapter 4 Context Local Findings 8 History 63 Recommendations 11 Local Planning 65 Regional 66 Chapter 2 Urban Design I Future Form of the Corridor Economic 67 Pacific Highway /99W Corridor 17 Commercial Strips 68 Triangle Section 19 Central /Viaduct Section 25 Chapter 5 Transportation 72 South Tigard Section 31 Chapter 6 Green Networks & Sustainability 84 Chapter 7 Land Use, Housing & Business Typologies 92 Chapter 8 Site Documentation & Analysis 102 Appendix A: City of Tigard Documents 114 B: Corridor Walking Tour & University Events 122 C: Precedent Studies 132 MI } ' fii 1 - 6.--' - " - 414 ; t ,,. �, '� • —5 e • — _ �, _ _ , : gi n r 1. ... _ _ J _ �� P h i '— ",• , _ , x . v� arl �' fi r . • -- is4 i 1:- ti : - — = e.._� ' - r �' ter ` 1f� II fr - • ` J + � 1 ,.. i 1 • r. ,ma y ,, . r . a ' s` • 1 ' t t — • � . t ,L.r a . in s. a �' 1.1 -N, - . �` • 1:5,44411P4r-tb , • . r° — Canterbury Square Area Walnut Street Area r.' } _ L nx Y� REF v e z, 1 ° 1 — 4 - .., co 1111 _ __,......°.‘" ' - -. - ' ._--iro',. ." 0 . :- :,..,1>. -11.!_,-,,_ . .1/441.11,3 Ikii -- 44 0111411111% ‘ 91... 4.mi 4 3. 6. South to Sherwood Pacific Highway /99W corridor: Simulation of possible development over 30 -50 years. ' Project Findings & - �� ec -= Recommendations i F -mss r jimili.060 mi - 1141 _ - Findings & Recommendations 1. 1 4 _ P roject Overview _ Introduction - National Findings • • - R fi °� _ Local Findings Recommendations 69th Avenue Area Future corm 01 tree Corridor Pacific Highway /99W Corridor Triangle Section Central/Viaduct Section South Tigard Section l 9 k , : , -°�� �; ,� � 5�1 �' ,- , - �L- , err', - -` Na, Bud _ " ..� Y ,. + - R p _ I , �_ - gyp 1 * _ f _ , - -- ��, FR L,4/r l , I ; - e - '' ice - ' -LI ., 6 � F' F _ 1 �1 . F • . . � � a � + .: ° � �' � _-Y " .. e�. � • '7:4-- �+ ss - r-. •,- ' : � � . � �aer� r - � " ... � r� - � i � � � 1 - � ;i ~� �nr+� - - "-- .. ". f .: a -J - , ,_ ; e r° _ - . ... - °, - - �. -. _ 1 -A ' '� IL `-- F. H.. - . 1 +-.e° — . CV ( _ _ ..:11r . ". _ t + !,.,= r r W T :oppap lit.----- -- ' ___ North to Portland Findings & Recommendations Project Process & Summary 1. Project Overview The Highway 99W corridor, referred to as The statewide interest is to maintain fragmented green spaces, wetlands and _ - Pacific Highway within Tigard city limits, traffic flow (capacity) within the I -5 /Pacific disconnected portions of stream corridors. . ''.IIIII\ connects the cities of Portland, Tigard Highway /99W corridor necessary for i 4. k 4 .7tT • and Sherwood. It is designated a high efficient intrastate travel. The local and The boundary of the study area includes 4 "' •• Ja capacity transit corridor (HCT) in Metro's regional interest is for the corridor and the Pacific Highway /99W, adjacent . Regional Transportation Plan (RTP), adjacent lands to redevelop and infill commercially zoned land and the Tigard .-" '> ," ~ and runs from the northern boundary as a more dense, livable, urban form. If Triangle. The Tigard Triangle was first r .,, .- `. �, V F. P °, of Portland to the southern edge of the future redevelopment had to rely only conceived in the late 1980s as an office ! A &' • �� n ;•� • " Portland Metropolitan Area Urban Growth on the automobile for access, it would employment and commercial area with � le - + P �e�Ian�1 - " Boundary, The portion of the corridor be counter to the interests of the state in the opportunity for a substantial amount considered for this project includes a 4,5 maintaining the capacity of the highway, of medium and high density housing, #� * 0 ,t* , _, • mile stretch running southwest from the Most development since then has been 9 9 s P 9 Y -'i t " ` ... " f- � 17 f �L ` "� . a Pacific Highway/99W intersection with Current land use along Ti ard' portion large format retail and low density off ice t, __4 _ -t. A PR 9y `" ' �� `~ - 4, 4, 't - ;1 Interstate 5 (I -5), crossing over Highway of Pacific Highway /99W are primarily low space. The maximum FAR, set by the ;-- � *' 217, to its intersection with Durham Road, density commercial development and City's zoning code for the Triangle is 0,4/1, - - f l^ a r Pacific Highway /99W, 1 -5 and Highway associated parking lots. The commercial " ''a ? � • - 1 ' !Nest Hills ; 217 are designated in the RTP as strip on both sides of the roadway is The future of Downtown Tigard was ' � 1+ "VIP regional mobility corridors. All three of backed by single - family and multi - family envisioned under a previous research • ; _ r` these road facilities are designated by residential areas. The highway borders project, the Tigard Downtown Urban �` r. - the Oregon Department of Transportation and provides access to Downtown Design Vision, However, a small portion - • (ODOT) as freight routes in the Oregon Tigard, and runs through a large and of downtown, within the Viaduct element * e :{,^ Highway Plan (OHP). underdeveloped mixed -use employment of the study, is included in this work. p, area known as the Tigard Triangle. Overall, the Pacific Highway Future Vision Ea. wo.-e ".t II , Pacific Highway /99W is significant to study area is approximately 2,000 acres, I " � ~' ODOT because it connects communities Land use along the corridor generally encompassing 1 /4 to' /2 mile on each side 4.- ,. . , \ . from Portland to Eugene, Oregon. Any has very low densities. Building floor of the highway. . future land use and transportation area ratios (FAR) range between 0.1/1 , planning for Pacific Highway /99W and 0,2/1. Adefining characteristic of The Tigard Comprehensive Plan is a r i,b.,, i, i must recognize and be consistent with the land use along the highway is that clear regarding the future of Pacific •" statewide interests. Herein lies a basic the built environment is dominated by Highway /99W, specifically integrating h . I v paradox that must be resolved by future impermeable surfaces — asphalt and transportation, planning land use, and ., , N .�N ` ° - , � - . policy decisions and infrastructure concrete. However, remnants of the promoting a vibrant and economically , investment, natural environment remain in the form of prosperous corridor. T T}r z L "t- a w it. , Iii . • , 4 - .II , - .% . , . _ . , 0.-1 -,Ifr n Y .. .. illik - • �' TL_" . 1 XI i . Fki, ' i, I ii 7'.. # i t -.. . iiiiit __ , - : g . . r ',. ' . fi r. y ` • . . d © Context: State Context: Northwest Oregon Context: Regional Context: Pacific Highway /99W Tigard and Portland. Projec 2. Introduction A major objective of the City of Tigard and competition from new forms of investment of hundreds of millions of is to work with its citizens to create an retailing. A congested and inefficient dollars will have potential land use and r - . economically strong and highly livable transportation system also affects development consequences that require - , -�r,� • community — "A place to call home." Tigard's local economy. From the larger knowledge and understanding as the to,. s Among the key actions necessary to perspective, Tigard's economic well- basis for sound decision - making. • - "" . , a : - „' I ' + ` achieve this objective is for the city to being is heavily dependent on the ability - • r4' �*'�"• represent its citizens at the regional, of a substantial part of its workforce Therefore, Tigard has commissioned } `tt ' f1 + state and metropolitan venues to to travel to jobs outside the city, and the Pacific Highway Future Vision as a i . � 7 - ' I: r address community concerns caused by for workers to commute to work in the prelude to the extensive evaluation and Y— " at,- r on _ . . . �� ��,. circumstances beyond Tigard's control. city's industrial and commercial sectors. planning efforts that will occur in coming I ,� .. - X � ems= + :1 Traffic congestion on highways and As with many suburban communities, years. It is neither a land use plan nor P I = "s arterial streets, economic issues and Tigard's economy is dependent on the development guide. Rather, it has been ;�, F F growth management are representative transportation system's ability to move prepared as a tool to better understand of these. people and products in, out and through the corridor's characteristics, and to -_ _- Tigard. visualize its urban development potential. From the growth management Tigard's understanding, and an informed ill perspective, Tigard is now a landlocked These circumstances have required discussion, of these issues are important city, bordered by other cities and Tigard, along with its regional partners, for the success of future planning efforts. ..are unincorporated urban development. to seek new approaches to address Figure 1. Typical existing conditions along Pacific Highway /99W, congestion, visual clutter, strip County urbanized land to the south the congestion, land use and economic The Pacific Highway Future Vision does development and unsafe pedestrian facilities. and west prevent the annexation of development issues within the 1 -5, Pacific not assume an alignment for future HCT undeveloped lands to accommodate Highway /99W corridor (Southwest Metro along the highway. The designation of the „ -+ future population and job growth. Tigard corridor). Following a two-year study ° R 4 oi"°@ 1 p P J g g ) g Y Y and Southwest Metro Corridor for HCT means , � can no longer grow or expand its edges. evaluation policy, decisions were made at that a'/2 mile wide area and perhaps — { ,i , "' the regional level in December 2009 that more on each side of the highway will Ie'te _ -r, lottortak Tigard is one of the most traffic affected identifies the Southwest Metro corridor be evaluated for an alignment of an L f. - medium -sized cities in the state. Three as the next priority for investment in High actual route. With this in mind, the Pacific ' 0 . a�4',, . r of Oregon's most traveled highways— Capacity Transit (HOT).* (Figure 2) Highway Future Vision is intended to "'— f r 6 Pacific Highway /99W, 1 -5 and Highway This allows Tigard, in concert with others, support future decision - making. � '1t'" " " ' ` ', 217— traverse the city. The tens of to envision realistic transportation and ,. 1 ' = `- �r �� '� "� ' �* thousands of vehicles that travel these land use alternatives along Pacific This project is intended to be a point of ' "° � facilities each day significantly impact Highway /99W.The result of Pacific departure; a tool to use in developing the s _ - um the community. Pacific Highway /99W Highway /99W being designated as the concepts, policies and actions necessary ,, ;, ,,,,,� �,�„; ,� f,,�'e_ Xr "'"" � is symbolic of this issue. Resolving the next HCT corridor will assuming funding for a prosperous and sustainable future i "" ' ""y" ;' ' _ �,,, highway's traffic congestion and safety becomes available from the federal for Ti and and other communities in the Y f s +I !awl Me rM "n g Y 9 Meant c,se„k1� FIrl.m. �,, • issues has been a decades -long goal government, start a multi -year required region that have grown up along Pacific � � ' " Ran W•• for Tigard. (Figure 1) However, traffic planning process as the basis for future Highway /99W. ,,F" W,,, management measures and capacity construction of HCT facilities. - " improvements, implemented over the Y `' - ""'�'�'� *High Capacity Transit as defined by Metro: past many years, have not kept up with It will be a lengthy and complex "High capacity transit includes any form of public - '' traffic growth. effort to plan for and make decisions transit that has an exclusive right of way, a non- u . • .. - Y commionr ow ++'Y`7 that will result in construction of exclusive right of way or a possible combination .1— ®+r+ °[r* Collar of both. High capacity transit vehicles make ) Economically, some of the hundreds HCT infrastructure in this corridor. fewer stops, travel at higher speeds, have more i ^+ twirl 0 . of businesses along Pacific Highway/ Involvement in an effort of this duration, frequent service, transit and d ca st more lines." • yR foe uent service, and car more people than 99W are under stress due to impacts complexity and scale is beyond what typical �'" e� _ •. NM of traffic congestion, aging buildings Tigard has yet experienced. A HCT Figure 2. Metro map illustrating Southwest Metro corridor HCT study area. NEI Findings & Recommendations Findings Introduction Continued The physical character of Tigard's section Development along Pacific Highway /99W 1 II t , �x . of the PaicificHighway /99W corridor has presents a physical form that is similar to many of the same characteristics as auto - dominated commercial strips across $A ` , strip commercial development present the country. However, beyond the front in many American cities. The corridor, parking lots, there exists a layering of� T Y . as most others, is an environment buildings and businesses that present a H� 1 i \ '- t ., *""' dominated by the automobile. On human environment more complex than i the other hand, Pacific Highway /99W what is readily apparent. Pacific Highway ° 1 occupies a unique landscape of varied /99W is also a place where many smaller �� � } topography ranging from flat floodplains businesses can exist and not pay the I, , r a to steep hillsides. Throughout the significantly higher rents demanded by " corridor, there are remnants of a natural more modern retail formats. Many of I _ ',. ' landscape consisting of small vegetated these businesses are unique and include , - # 1 ) ) .�, J Fr stream corridors, wetlands, floodplains, offerings such as leisure and sporting r : - i and tree groves. good specialties, ethnic food stores and I restaurants, single proprietor professional �'� w – The highway's natural and built services, etc. ° coc - i , 6- - ri .. environment are also unique frm - - % q Itr • a governance and socioeconomic When Pacific Highway /99W is _ ...o ma'" perspective. Metro, a regional experienced on foot, the remnants of ° � • i'7 government, is responsible for region- nature are even more obvious, to the � wide growth management, transportation extent that it seems possible to recover s ,�, • 4. planning and funding; plus other services, some of the natural character of place i ,� ' a • ' ' such as solid waste management, and "re-green" the strip. It seems FE !� +` ' regional parks and green spaces. even more possible to redevelop the ti� r This is important because Metro and large amount of underutilized space Bull 3 " , r Oregon's growth management goals to create high quality, human scaled II constrained low density commercial environments that are highly aesthetic N _ L E a E N 0 sprawl to within the Portland Metropolitan and economically vital places. , �, , Urban Growth Boundary. (Figure 3) ` 4 "� • In this situation, it is easier to redevelop The following findings and - �„,- -1 City •� .. - - �� • -- °`"'" the commercial strip when its extent recommendations address both broad, 4iiii has been limited by an urban growth national trend issues relevant to the yam,, rp • ' '- - 1 jir boundary. strip commercial land use pattern and 1 rte I a �� the unique characteristics of the Pacific a r_. ,.. ��„ —.• People are the most essential part of Highway /99W corridor. _,,. tin -- any urban environment and their needs ;: - �`�L1 "�'+ • �r _ Pill must be given the highest priority in °•x . r'"� ~ � � °� - i_•°.,._ 4 M MN-114% Mr the planning of an alternative future for _• - ..4, -" ° ;,, ..- , ° ipttil ____J . l. - �"-'" Pacific Highway /99W. Redevelopment of 7V.' # �.''P d ,. ,�_ _ the corridor must meet human economic, �T ; OII�11FT1e17 I - ___ social and aesthetic needs. , �, ,*` ,-- i Figure 3. The edge of the Portland Metro Urban Growth Boundary in a partial view of the Metro 2040 Plan. III Findings 3. Findings: National and Regional Trends and Conditions 1. New trends in nationwide retailing does neither very well. This condition people and 1.25 and 1.7 million have destabilized many commercial foreshadows the potential decline of jobs. By 2060, there is a 90 percent retail strips as shopping and both the transportation and business probability that the population will entertainment destinations. viability of the highway. (Figure 5) be between 3.61 and 4.38 million, Within the suburban environment, and jobs will range from 1.65 to 2.42 the build out of interstates and other 3. Congestion is becoming the million. For comparison, the 2000 grade- separated highways has hallmark of Pacific Highway /99W. Census estimated that the Portland _ created more accessible sites at The highway's 4.5 miles through region had 1.93 million people. =` _ ' highly visible interchange locations. Tigard provides access to hundreds - L _ New formats, such as life -style of commercial businesses requiring 6. It is forecasted that nationwide, i "E'"' centers and main street shopping frequent curb -cuts and left turns and within the Portland region, " ' r ,. environments, either built from the across traffic. When 1 -5 is congested, changing demographics and ° "!`r_ _ • - r ° ` . mir ground up, or substantially made- Pacific Highway /99W frequently the need for transportation - _ _ I over have combined shopping serves as an alternate route. alternatives to the automobile will with entertainment and other uses The result is decreased speeds, affect preferences for new types of `" to create attractive, high amenity pedestrian - vehicle conflicts and housing, employment, and leisure ' environments. The recently accidents. (Figure 4) environments. - - _ constructed Bridgeport Village (Figure This will create opportunities for Figure 4. Current congested traffic conditions Figure 5. Existing vacant strip development at Hall 7) at Tigard's southeastern boundary, 4. Current conditions within the redevelopment of places such as along Pacific Highway /99W. Boulevard and Pacific Highway /99W. at the interchanges of 1 -5 and Boones Pacific Highway /99W corridor have Ferry Road, and the refurbished taken a half- century to develop Washington Square (Figure 6) shopping and will take a significant period of -, - , center at the interchanges of Highway time to correct. dilati 1 217, Hall Boulevard and Greenberg Individual businesses and property �� �, - = Road are prime examples relevant owners can do little to change these , !! ' A - _ -- to Tigard. Downtown Portland's Pearl conditions. They are fundamentally r -_- -- , it �� �� in - 1 - . . District is a nearby urban example. integrated into the land use and ' H ull r , _4 ~' .11'd l. y . 7 transportation structure. A more . ' . _ *' ...... - _ , 2. The economic decline of the economically viable urban _ ` _ t 1 ` , �� - auto - oriented commercial strip environment will require changing ' -- - - - _ l nationwide is also related to this structure over the long term in - its failure as a high capacity association with the development of Figure 6. Washington Square Mall Figure 7. Bridgeport Village Figure 8. Typical strip development on 99W. transportation corridor. high capacity transit. (Figures 9 -11) For example, ODOT emphasizes the importance of its facilities, such 5. Portland metro population as Pacific Highway /99W, as serving and employment will increase - the mobility needs of freight and significantly within the next . long distance travel. However, from 20 to 50 years, thus term in ._ Wiliti � - y -. 11, - • the strip commercial business a significant amount of new -. - 11T . - it ` - - _; ! 0■ - Alp i perspective, the primary purpose of residential and non - residential ,;7 _ Pacific Highway /99W is to deliver building space. ' ' - - _ customers and employees to the Metro population and employment „� .t_ ,� y - door. These two objectives are at forecasts indicate that by 2030, there '°` ''.1 I - cross purposes to one - another. The is a 90 percent chance that the region "`. result is that Pacific Highway /99W will have between 2.9 and 3.2 million Figure 9. Historic corridor conditions. Figure 10. Current corridor conditions. Figure 11. Future similar to Interstate Avenue. El Findings & Recommendations Findings Pacific Highway /99W, the Tigard 8. Nationwide, population and job Triangle and Downtown Tigard as growth, combined with functional , denser more urban places, especially obsolescence of millions of - if high capacity transit service is square feet of housing and non- _ _ - --N_ I I available. Key to the transition of residential space, will create a ���� - . - _ " ' r these places will be the availability of demand for significant amounts z °� 1 t urban amenities. (Figures 12 -13) of new or refurbished residential, _„ employment and commercial t .� "� " ` ' 1 . C' , ,, , .. 1 7. Significant for urban areas, space. . L ,' - including the Portland region, is The Portland region is expected to P. � r '- - that the preference /market for follow national trends and increas �_ - . new housing is forecasted to be its residential and non - residential }� ° -` _ ^ ' � @, - ' � ".,�Ii'r ' VII different than the predominant building stock generally in -line with N. - suburban single - family homes national trends. These predictions are - _ _ _ _ constructed during ` , _ the previous important for the Pacific Highway/99W /99W g p p 9 Y _ 40 years. corridor because of the potential of M - The reasons are that the American future high capacity transit to promote population is aging and households more intense urban development. are becoming more diverse, with The 2,000 -acre study area is well- Figure 12. Before: The existing conditions in the Tigard Triangle Figure 13. After: Pacific Highway /99W in the Tigard Triangle area 50 show the auto - dominated corridor, with a lack of pedestrian years from now, with light rail and mixed -use commercial and smaller household sizes and fewer positioned in the marketplace to amenities. residential buildings line the highway. Protected bike lanes children per household. This may accommodate a significant portion of create a safe and inviting way to use alternative transportation. create opportunities for new housing future regional growth. markets within the Pacific Highway/ 99W corridor. (Figures 14 -18) Figures 14 -18: Envisioned Corridor Housing: U - - - - - ' ' . ' c-' List i 0. 11111 .1 Iiii kfr i r , 4 a ,o _ , ` x II k , 1 L • t r - . ... 14. Transit - oriented mixed use residential. 15. Medium density residential. 16. Medium density single family attached. 17. High density mixed -use residential. 18. High density residential. BE Findings 4. Findings: Local Conditions and Circumstances 1. TRANSPORTATION other transportation modes such service, high amenity life -style center, . as commuter rail, bus, walking, and shopping mall, or an intact downtown. a. Pacific Highway /99W is dominated biking improves. by the automobile. There is a characteristic absence --= —_ The configuration of land uses c. The auto - oriented strip commercial of land use diversity within the along Pacific Highway /99W is the development pattern is not Pacific Highway /99W and other 1 '" ! " • - - result of development responding to conducive to other transportation commercial corridors like it. Almost to i C` '� _ design requirements imposed by the modes. all land uses fall within the broad i„ • t -- f _, - # - �' i� automobile. Businesses have been Along Pacific Highway /99W, and "general commercial" category of I - = : !' : - <• _ - , _ arranged to account for speed of other auto dominated corridors, the standard zoning code lexicon _ - -- - _ l cars, and convenience of access and automobile access to businesses, consisting almost exclusively of retail, — - - Figure 19. Pacific Highway /99W's multiple lanes of traffic and limited pedestrian crossings create "edge" parking, rather than the aggregation and ease of parking, is of primary eating and drinking establishments, conditions. of land uses. The typical commercial importance. The result is that the entertainment, auto repair, motels strip, like Pacific Highway /99W, focus on accommodating automobiles (transient lodging), and personal was not developed to function as a has almost eliminated the pedestrian, services. Within the commercial destination, but to rely on capturing bicyclist and transit user from the strip there is traditionally very little a small percentage of large volumes environment. permanent housing, public parks, ; of traffic. Conversely, the traditional open space, civic, institutional, or 1 . 1 i downtown relied on aggregating land public education land uses. —s '_ - uses so that customers could make 2. LAND USE one stop serve many purposes. ; rr� ir mI ' -_, — _ a. The auto - dominated strip 3. ECONOMICS & MARKET b. Pacific Highway /99W is in danger corridor on Pacific Highway /99W of becoming an edge between the represents a highly fragmented a. In its current form, some of strip Figure 20. Interstate Avenue in its current form with light rail, is a well developed seam. west and east parts of Tigard. land use pattern. commercial development on (Figures 19 Strip commercial businesses are often Pacific Highway /99W may not be When commercial corridors are of developed to stand alone. This does economically viable in the long run. a certain size, typically six to seven not create synergy with surrounding Many business properties along + p f, travel lanes, and allow speeds in businesses and other land uses. An Pacific Highway /99W and other auto , ,. -.,�. excess of 40 miles per hour, they example is that these businesses are - oriented corridors are showing their ': �, '' e l s l ` become barriers, or edges, between most often oriented away, and even age. Many buildings have obviously FL! i • ' 4; 14 me . -__ ma y∎ ' parts of a community. This type of walled or fenced off, from surrounding transitioned through several different - = r '.> �h road creates districts that have much residential land uses. These uses over the years. Also, numerous A-* ,� .: Wiihrt. _ less interaction between one another conditions require each business to vacancies are apparent. Competition than would otherwise occur. have its own access and parking, from other types of retail formats, producing a highly fragmented, low the business cycle, and problems of In many ways, the large scale density, land -use pattern. Getting traffic congestion all contribute to the Figure 21. Tigard Marketplace shopping center has many stores that offer compatible goods and and geographic extent of Pacific around in this environment requires sense that some parts of the Pacific services. Highway /99W also forms a formidable vehicle travel. The exception is Highway /99W corridor are not thriving barrier. However, there still exists the the occasional strip mall that offers as business locations. opportunity to ensure that the corridor compatible goods and services, i.e. becomes a "seam" that knits the east hardware and consumer goods, Some real estate economists have and west parts of the community groceries, cleaners, coffee shops, noted nationwide trends, such as together. This is especially possible and restaurants. (Figure 21) Still, the changing incomes, demographics, as the prospect of high capacity duration of stay in these locations are and consumer expectations are transit unfolds, and the viability of typically much more limited than a full likely out of step with much of the n Findings & Recommendations Findings commercial strip's offerings. As above, other strip commercial environments and low- performing shopping malls these and other conditions may affect by the tens of thousands of drivers surrounded by large expanses of , . the long term economic viability of the who travel it each day. parking. In many places, the Pacific 1 L' m traditional auto - oriented strip. Highway /99W corridor represents t - f, t _ , a �` _ b. Strip commercial development such a place. The corridor has an , n ,,10 The recession of 2007 -2010 has on Pacific Highway /99W are often average Floor Area Ratio (FAR) # .1 T ri Y w , e .; ' also changed consumer spending disconnected from adjacent between only 0.1 and 0.2. In other ., , -" ,.'` p I habits. Further study in the depth neighborhoods. (Figure 22) words, within the approximately 2,000 •_- � and duration of changes in consumer A defining characteristic of the acres, represented by about a half- '- -- =y .. • spending may be necessary. These auto - dominated commercial strip mile on both sides of the Highway, °im changes are likely to figure into is that stand -alone businesses only between 10 and 20 percent is Figure 22. Physical barriers between the Figure 23. Large parking lot for a big box format Pacific Highway /99W commercial retail business in the Tigard Triangle. business and development strategies have intentionally turned away from occupied by buildings. land uses and adjacent residential for years to come. surrounding land uses including neighborhoods are common within other commercial developments. d. A characteristic of the Pacific the corridor. b. There are many scales of Disconnected parking lots, dead end Highway /99W corridor is the economic activity occurring on driveways, walls, and fences have dominance of concrete and n r the strip ranging from the small, been constructed to prevent access asphalt (hardscape), and the 1 ' single - proprietor, to state and to adjoining commercial properties overall lack of amenities and , national corporations. and residential neighborhoods. There aesthetics. (Figure 23) i• The local, regional and national is a certain exclusivity associated The impression of the Pacific 11111) 0 = I i economies are all represented. The with this land use form. Those who Highway /99W corridor is that it is ■ ` c - ' business models of each are different do not arrive via automobiles are dominated by hardscape. This, and + A enough special . y i ' �i g P design to warrant ecial individual inconvenienced and even excluded. other urban desi n c haracteristics '' . .I r consideration in future planning and The purposeful isolation of individual creates an environment that lacks ► redevelopment efforts. businesses often results is an human scale amenities such as � f *. **{ a i inefficient and disconnected street convenient and safe pedestrian . # � I' �S � system which requires travel by car ways, transit stops, public spaces , : •,.. 4. URBAN DESIGN & on the main highway, even for very to comfortably sit and rest pleasant ENVIRONMENT short distances. This condition causes views overall attractive and pleasant congestion, further impedes access, landscape treatments, etc. In most, 6 ' a. The land use and transportation and degrades the capacity of Pacific but not all, business locations there ei.. development pattern of Pacific Highway /99W. are few amenities that would attract a Highway /99W has not created a shopper or client to extend their stay distinct sense of place or identity c. "Greyfield" is an apt descriptor of beyond the initial purpose of their trip. different from other strips. strip commercial development. Because of the predominant The urban form most characteristic The majority of the impermeable business model of strip commercial of the urban strip is best described surfaces (streets, parking lots and roof development, no landscape or by the term greyfield. This term was tops) within the Pacific Highway /99W architectural continuity exists to define coined by the Congress for New corridor were built prior to current the strip as a significant "place" for Urbanism. Greyfields are suburban water quality standards. The corridor ' I the passerby. A small sense of place lands that are not contaminated probably contributes significantly to , may exist for the community resident "brownfields ", or undeveloped water quality problems in the Fanno ;- in terms of a favorite restaurant, dry "greenfields ", on the metropolitan Creek and Tualatin River drainage , u' r - cleaner or grocery store, but for the fringe. Greyfields are defined as basins. I most part, the Pacific Highway /99W underutilized /underdeveloped spaces strip cannot be distinguished from of strip commercial development Figure 24. Diagram of "auto- serving surfaces" (roads, parking lots, and driveways) along the corridor. Ei Findings e. Despite sharing many of the As with Downtown Tigard, there exists prescribed characteristics of the the opportunity to extend the "green" auto - dominated commercial strip, of the drainage basin remnants into ,, ■! i • Pacific Highway /99W has some a future built environment through i/. iiir Fig unique landscape character, and deliberate landscape plantings and • a 1 - k. iikli k t . natural remnants. public and private open spaces. ''' t " - l The Pacific Highway/99W (Figures � hwa /99W corridor g ) `` g Y Fr ures 25 28 - ' L •°�� w occupies a unique northwest • � ` 11 _ I t b landscape comprised of significant 4a A. L" ,� d , , �. . viewpoints, green remnants of 441 � - te. �� natural drainage ways, and a varied ' il. �' "" —••••• topography all along the highway. � & - In some places the highway abuts F I. . ,z■�,1 steep slopes, and in other areas it is '.' -ti '.+• . . - relatively flat. �+ ' : �,•d ' ' .. `el _ Cr,....-' :` — ' ' , 0' `` 6- gtr.4. a i , 4 -. _. I. ;fi 1 ti " f liiifle ' _ , . ` '516154, `' a Figure 25. Remnants of natural area in the Tigard Triangle. 00 .-. r•� •. , w'�° ... y •'° lam' 0 iii + - z � r '''k.el, ..— , ' . . i/„. -1 t r i . f --- -,.. . sa Ili i A MO A 4 A la • I ....... al 0 - -- - . 0 -mst ' . ...La.. _ 44-'4 a ...- r . _,.._.g.......: I... iiiir . - -- --1 prr ...., .._ f.,-,-,„ . _ _ . —. _ Ire?"' , ___ _ ______ .,_ . l o t .?, ..t--..... i lir 4" ...0 911 dr " V Figure 27. Single story strip commercial malls are Figure 28. 2010 tree plantings along Canterbury Lane. i . p revalent along Pacific Highway /99W, rf■ 0k a unique feature of the corridor, in i �; i F 26. Remnants of green are present all along the many places, is the rear of commercial Pacific Highway /99W corridor. land uses are bordered by mature vegetation on residential properties. 10 Findings & Recommendations Overall Corridor Vision 5. Recommendations Overall Vision 1. TRANSPORTATION .. _ b The vision for the Pacific �. �'�"" Recognize that ODOT'd for r ....rol 4 um Highway /99W corridor is a ... ,e r 1. a. ecognze s need and high amenity a high capacity, uncongested „� _ kir mobility corridor cannot be w , , urban environment made up reconciled with the highway's = •�,, �•. _ ;;F • � � I : - - �. • of a wide range of mutually commercial businesses' desire __ -1� +� -,... • 4 1 4 supportive residential, for unrestricted access to Pacific • j � ; � �' •Highway /99W. i k �,� 1 ,. commercial, employment and k . . This requires developing _ r G M civic land uses. Served by an short, medium and long range ' _ efficient and safe multimodal transportation and land use Figure 29. High Capacity Transit: Bus Rapid I l I _ M " . , M ° r° sv 0 *MIME s olutions, including high capacity ' T ransit in Eugene. transportation system that g g � � : E � - � 4 11, in 11•11 provides easy and safe access transit, to ensure the corridors futur OP : , I. .' t 0 .401/' MI transportation and economic vitality. II" ' ' e I p - `- � , • *ill to all arts of the Por t land (Figures 29 -30) .' P metropolitan region. The 1 1 t , * ' , ,,11 corridor is envisioned as a b. Adopt land use regulations and - • f • : .� — ` e ,* • ,' destination where people design standards that require ranspor on � ? h }:�" multimodal ttati . - �. i = le a choose to live, work and visit connectivity between land uses _ _ .. # a sp because of its transportation Y � when new development occurs. - . advantages central location, Concurrently, develop a long term Figure 31. Site plan of an envisioned development at Canterbury Square with increased pedestrian and auto connections to existing single- family residential neighborhoods. and its high level of livability program to connect neighborhoods and employment opportunities. to existing development through' appropriate connections. (Figure 31) The corridor will be a place Figure 30. High Capacity Transit: Light Rail Transit. where residents and workers c. Develop and implement local can easily access required street connectivity plans between t he various districts along Spruce St. Q Spruce St. goods, services and leisure g y Q Mil opportunities without reliance Pacific Highway /99W to reduce ^ �, congestion and promote the on an automobile. Ultimately, economic and transportation when it is fully developed, the synergy of land uses. (Figures 32 -33) Pacific Highway /99W corridor Q Q will serve as a national model d. Implement the recommendations of the transformation of an of the Tigard 99W Improveme �� vo and Management Plan as a short � � � � f�� auto- dominated commercial and mid -term solution to improve P Q Qa� corridor into a healthy, vibrant the appearance, safety, capacity, N Q and economically sustainable and usability for transit and other Pfaffie St. i. Pfaffie St. e urban environment that modes. _ I. accommodates thousands of Dartmouth St. Dartmouth St. fobs and households. Figure 32. Current block and street layout around Fred Meyer highlights Figure 33. Envisioned block and street layout, with new streets creating how streets are disconnected creating large blocks. a smaller block structure, approx. 400' x 400'. In this scenario, Fred Meyer has redeveloped with a smaller footprint and III structured parking. 2. LAND USE Recommendations 1111 • • L - a. A positive future for the corridor , P* .� lift, # = F _ depends on providing the L . . : iW e' opportunity for a much wider - Li_ _ j ! i .� _ N F range of land uses than currently —L__ allowed. Therefore, Tigard should amend it , I , ��� gi g _ I F o 10 years its Tigard Comprehensive Plan and IL , 3 rE t P - - .. t t rni k'„ 1 _ ` + � . . ,, high density housing, employment, - -., , .F 7 ..- IF _ commercial, professional services, i 1 ; , i ,. 1 , 4 - — � f I . . institutional and civic uses. b. Associated with the planning — 1 �''' for high capacity transit, Tigard Pi -� - 20 - 30 years should adopt land use and urban I N "' design standards that allow i . b ( future development to create a _:.".<•., b variety of high amenity, pedestrian _O oriented developments, especially . pi J V.I. , It ! -- associated with the design and 1 1 I N _` , � designation of high capacity y, . t — „ ' transit station communities. Figure 34. A mixed -use, high density community along Pacific Highway with employment, commercial, residential, and professional uses. lb, y p (Figure 35) 30 - 50 years c. Future transportation and land use I - . ,., Figure 36. Phased development over 50 planning should be focused on I � years at the intersection of 15 creating a unique sense of place, �; and Pacific Highway /99W. The or identity, for the Pacific Highway/ gateway is demarcated b tall ggW corridor. Y 1 office towers that create a sense f if I. — ,,1 ! `' of entrance into Tigard and the This would include distinct J ' r Triangle a rea. ' e � , . �a A F, g entry points, neighborhood and it , employment districts, activity nodes ' ' ' , c6,1 °r at key locations, defined station A. 1 i * _ r. 1 '.._rhe _ " ' r i . ,: �.�.' � i F _, 1.1E �e i.. .111.` .— : ., . -` • r : l r Y' 1 = * M community districts, interconnected 1 It ,, 4 i _ _ �. j - -,1 *FR ,_ •- t , , , . I green networks, etc. Even though d - R • - " 1 there are a few churches, private .. _ ,, : child care centers and a school a ;— — R _ - f along the corridor, there are no civic — buildings or larger institutions. Future ' land use plans and redevelopment efforts should ensure that a wide Figure 35. An envisioned medium density station community at Durham Road and Pacific Highway would be an identifiable `gateway' at the south end of range of civic and institutional uses Tigard along Pacific Highway /99W. can locate in the corridor. (Figures 34 -36) In Findings & Recommendations Recommendations d. The future land use pattern of 7111111r 4 - ,. Pacific Highway /99W must respond ` .,:„ to a variety of transportation - modes beyond the automobile. = The automobile will remain an • . . P� ay • important part of the transportation '�.�, t •, --....-"°- _ , _ system, but other modes such as I rail, bus transit, walking, and biking -'° k "°' w must also be considered. This , . ": _ _ - ---r+ y' - will require a land use pattern of q 1 - �'�.`� • mixed -use development types that i _ g I 1 - p _ -�-. . are functionally and economically - 1 ' P Hs) _ tr, interdependent. (Figures 37 -38) i 0 --F • • ;1 ' '` - Figure 40. Existing conditions at 15 and I' 'i'L ,, P r '� •1 �. • — - -• f'M -, -`� I •' _. - Pacific Highway /99W inter T e. Prohibit future land intensive low _ r ^ ` _ change with 0.1/1 FAR. employment density uses, such as ' 17- storage facilities and used car lots, � '' _ within the Pacific Highway /99W ,� corridor. - These uses do not have the Airi Figure 37. Multimodal conditions on Interstate Avenue I vs. I Figure 38, auto - dominated conditions at Canterbury Square area. employment, housing or customer . intensity necessary to support high _ 4 p ii capacity transit or a mixed-use economy. { w M . I , -� ! . f. The city's future land use t regulations should require ,, •` - � � increased floor area ratios _ ', Figure 41. 50 years in the future the 1 -5 and throughout the Pacific Highway / , .t Pacific Highway /99W interchange 99W corridor. A -' , t with a FAR of 4/1 has allowed for large scale office towers, which However, the presence of high ' r - - - - create a gateway into Tigard. I. capacity transit is necessary to . - �. w foster market conditions to make Ei' „. ` y significantly higher FARs feasible. r- _ • t 1 Therefore, the city's land use _ - -_ / iii m. regulations should initially establish I P F I. c a -s . �- <" � ' � FARs that are consistent with market '�" - • conditions and require site plans to 1 L y 1 A -_ - _ r _ •� 4 A d how much higher FARs -�-- J M. ; can be accommodated in the long 1 r * 2 • --1 i. - 4 4 , i ik, r run. (Figures 40-41) p r 4/44.---il. , ii b..' .41ir" . -. ' : mg / 1 404 i J Figure 39. An envisioned employment campus in the Tigard Triangle with a floor area ratio of 4/1, which allows for significant open space. m Recommendations 3. ECONOMICS & MARKET 4. URBAN DESIGN & and other landscape improvements a ENVIRONMENT within street right -of -ways, freeway * J - a. Further study is necessary interchanges, and public easements. 0, " - -� `a" regarding the depth and duration a. Corridor businesses and property (Figures 45 -46) �.I I .. . 74 of - - - t , rte r spending, residential preferences, Tigard should cooperate on a b. Develop and implement strategies ,. employment, and economic trends sustained effort to increase the to improve the design quality of at the regional and local level. appearance and overall aesthetics new and existing development ter `" This is important because the of the Pacific Highway /99W such as assistance with clean -up, i .''` 3 . 4 economic impacts of the recession corridor on both public and private tree planting and landscaping, j ot -- — F are likely to figure into business and properties. store front improvements, building Figure 45. Existing conditions on Pacific Figure 46. Treatment to enhance pedestrian development strategies for years to This effort can have significant effect, and nuisance code enforcement, Highway /99WnearBeefBendRoad. connections. come. beginning with strategic tree planting and land use design standards. c. Develop and implement strategies to extend the "green" character of Figures 42 -44: Connection, expansion and repair of green remnants over a 50 year time frame in the Walnut Street area stream corridors, drainage basins and upland vegetation remnants 1 - throughout the Pacific Highway/ 4 ,. 4-. 99W strip as redevelopment occurs. F � Particularly effective would be �, . enhancing the urban forest canopy in �.� the corridor. Methods could include +.gym+ .. 7. * e ms ,.. Y _ # �" g i _ ` � ` - �_ , natural resource easements, surface � _ # : r_ water quality facilities, development Iliral - -f 1 F� 4 , - '7 standards, development of parks and .0•E.7.----, �. .- :.. _� { , � _r other civic spaces, etc. (Figures 42 -44) 4,1 ",, - # d. Ensure that redevelopment of Fi ure 42. Green restoration & rowth at 10 ears. �'� -� � �Y r _� `of the Pacific Highway /99W corridor � +i F � �y .. _ improves the interaction of the { . , r.. ,. ..i.- ' + �- IV east and west parts of Tigard and _ t � ',j ' . ' �:*� �` '� 0 J. r. ; - *, provides a better connection to all II 0 � f , . "` -�.� ,.. parts of the city. _ - � e. Develo specific station area 1111111r �� - ; .010 40 ' - �y plans designed as Id d ' ns sca e an . r 4l _: $ = ` - M I i. ,, 1� appropriate for the Triangle, _dr — = a -- _ 4; 6 Central /Viaduct and South Tigard x � 0 � -:� . - , ,. F, 4. w - o �.. -- segments of the Pacific Highway/ - _ - 99W corridor. Figure 43. Green restoration & growth at 30 years. Figure 44. Green restoration & growth at 50 years. f. In cooperation with ODOT and Washington County Clean Water Services (CWS), develop and implement a strategy to improve water quality along the highway. El Schematic of potential develop of Pacific Highway /99W I -5 to Highway 217 if" 'r :. ¢ r ,� 1 . : • .,. ' ' 4 — ‘ 1 ii i -.Al \ j • NOPI \ j izt!iiii4 - .-1- 11 ‘i 'Il EP par EP one Ell %I EL .61 4. dig '1016 ;" I II 1 0 111 10 - 20 Years 20 -30 Years 30 -50+ Years 7 , Y .. iie tr a_`' "i 1 f e _ 7 Il a 1,'. ` ti ntIPP r , •, f 'ce" r V 0 1.0016 'e a , mss i . - �� . --� �� . � ° ° �� ,r �f rX• � 7, * - - + . ,* �. r ,. ry '&, °■�° * al.' � � - + ' v # +� '! �' `�' } '� ' g #. 1 I r 1 Tiv) � ` -- f , .16 i ! #m 7° 64 •w e F't' 4 " s ! 81 ism { . - 1 ..,.._: i 4 i 0 mi 0 lip _.. lel . . i 2`. i" 0 0 0 ' t ;ff i 2 I 6.4 401017" 0,,,401 d a r it w ia dia e. ---:, ,,,„‘ .,.-' k, - III .1 1 , ..., w illi% 11111 i ,,,,,,. 0 ,,-A -- . et= 5 L.- iiii 40, .. ,m is, ._ Ar „ _,„ r• r t A l e is ip . , „yr. i 4r. . 7 , - - Current Floor Area Ratio of 0.1- 0.25/1 Transformation with a Floor Area Ratio of 3 -4/1 A Project Findings & - Recommendations; a _ — S ection Future Form of the .t v =-- Corridor : - s ue – -,' ' x N i p _ :` . - les v } ,. Findings & 50 -year build -out of Walnut Street station area with medium density housing l F °� _ _ _ Recommendations and open space. '� „ .. –.v..: s 4 , yy�, '— _ Project Overview -- -_ {�L` _ a Introduction - -- - National Findings Local Findings __ --- ,ip. Recommendation ' ' Future Forum of the - - - Corridor il l ap..... -. .. , Milh,.. -4... . Highway /99W Corridor Triangle Section Ifell Pi —*IF' '', - j - Central /Viaduct Section - South Tigard Section .._,_ _. _ _ 47: 1, ,,. _ . .. - _ 7 r �_ ` , 41 0 n 1 ..loiL. -----." —jle, / 411 I 1 u 50 -year build -out of 1 -5 and Pacific Highway /99W interchange as a major station center with high intensity development, including signature towers. 2 Future Form of the Corridor Pacific Highway /99W corridor 1. Tigard Corridor Sections , — Triangle The Pacific Highway /99W corridor can Triangle redevelopment. However, ./, �A be divided into three sub - areas, each in order to compete in the very 4 `' with its own distinct urban design and competitive regional office market, rr j a transportation context. (Figure 47) future urban form of the Tigard / d di L" g • The large size of the study area and its Triangle must include a synergistic Highway 217 , = ti` 1 complexity required identifying sections mix of residential, employment -. . c .4 P�"`. 4+ tili' 1 -5 r that have defining design character and and commercial land uses at Hall Boulevard .. r themes as described below: intensities capable of supporting thet . % establishment of major high capacity � _;,`.: a. Tigard Triangle transit stations. Central /' ,l s� from the Pacific Highway/99W ' tends b Central /Viaduct Area `��." ;4 =. . 4 ° ~ y L. Viaduct interchange with 1 -5 to the The Central /Viaduct Area is located . , R , ' interchange with Highway 217. along Pacific Highway /99W between A , � This part of the study area is the Highway 217 and the overpass to k. .- , �; ,1 ..= l ' , I most traffic congested portion of the the Watkins Avenue intersection. y . .. . 11 x" '' Q4." . R! i L "; 4 / _ � corridor because it provides direct The Central section consists of low r . 4. �Q v.._ - �• M �: J ' access to two major freeways via two to moderate intensity retail, office, g separate interchanges separated by light industrial, government, and , k r � ` approximately one mile. Between residential uses. Like all of Pacific Gaarde Street / .±. � ; the two interchanges, more intense Highway /99W, traffic congestion is a AL , 1 " '`` 1 - * t commercial development has significant issue particularly during ,,% • a • occurred than elsewhere along the morning and late afternoon ° 1" _ \ L the corridor. This part of the study commutes. m _ . • ` .1 area includes much of the Tigard • s' Triangle mixed use employment area This portion of Pacific Highway /99W „3 Down �. Or bordered by Pacific Highway /99W, provides access to the Downtow _. r ,, Watkins Avenue 1 -5 and Highway 217. Tigard had Tigard via Hall Boulevard and Main 44 .' high hopes for this 470 -acre district Street. The highway is separated II f -- ' 20 years ago when it was first from downtown by an overpass illio '•' : 0 designated for office, commercial built in the 1940s. From an urban • i f - _ and medium density residential land design perspective construction of* -4 las McDonald Street uses. At the time, it seemed to be the overpass stymied development ' ideally located with access from an of Downtown Tigard in two key ways. interstate freeway and two major First, it created a barrier between • i state highways. However, primarily the downtown and adjacent northern °. Alp 4,441 South Tigarri because of limitations imposed by residential neighborhoods and from '. _ / traffic congestion, competition from the rest of the city. Secondly, it 411F the Portland Central City and nearby assured that the future (pre - shopping { established office parks, like Kruse mall) commercial development ' . fF # ave Way, the Tigard Triangle has not lived would be focused along Pacific .dam �: - up to expectations. Highway /99W. As noted previously, _ +� Durham Road commercial development along r ' It is expected that development of Pacific Highway /99W is now affected high capacity transit will help resolve by competition from newer forms of Figure 47. Study area and the three sections of Tigard. the transportation limits to Tigard retailing. The downtown's isolation EEI Pacific Highway /99W corridor • 11 `I -;:: _ , ` was further compounded by the Redevelopment in this part of the � t , i ;� .7 - , 1 construction of Highway 217 which Corridor will likely consist of medium Try ri , I ? •: , . °-�aq • isolated it from the Tigard Triangle and higher density residential .- 0 = = "-'' and other parts of Tigard. Because communities with supporting , J -3 % - of natural and human -made barriers, commercial and professional 7 Downtown /Viaduct ` " redevelopment of the downtown area services. However, there are some � must be supported by multimodal opportunities for more intense 8. Walnut Street 1.I 5 transportation connections to the rest urban redevelopment on larger , 4 of the community and to the region. underdeveloped parcels. y v 2 SW 69th Avenue F uture economic viability of this Opportunity Sites (Figure 48) = portion of the corridor, including 9. Watkins Avenue - 3. SW 72nd Avenue the Downtown, will require creating Correspondingly, the above three . a transit supportive urban area of districts were divided into the synergistic land uses. Redevelopment following twelve smaller nodes to 10. McDonald /Gaarde Street - 4. SW Dartmouth Street of Downtown Tigard into a high- visualize future transit oriented Of • '` , ' amenity, vibrant urban village will development concepts. These 11. Canterbury Square - - 5. Highway 217 likely spur the change. Downtown is "pulse points" of activity were ••,� Central/ a designated urban renewal district identified based on the potential / and has been zoned to accommodate of intersections or large areas of h it 6. Hall Boulevard undervalued land. Even though .- a wide range of mixed uses including 12. Durham Road/ � , Viaduct commercial, employment and high is unlikely that all 12 will become King City e - ,_ 1 and medium residential development. station communities, it is valuable , - ' " ic, from a visioning perspective to r� � �� _ .4,:e -- c. South Tigard explore their potential. The South Tigard Portion is between Site 1: Pacific Highway /99W &I-5 the Pacific Highway /99W and Site 2: Pacific Highway /99W & _ Watkins Avenue Intersection to the 69th Avenue r. s - y so _ . u " Pacific Highway /99W and Durham Site 3: Pacific Highway /99W & :r= Road Intersection. This portion of 72nd Avenue f the corridor is less developed than the previous two. A significant portion Site 4: Pacific Highway /99W & Dartmouth Street of the General Commercial Zoning Site 5: H Tway /99W & • g South Tigard and Highway adjacent to the highway in this area S ite 6: Pacific Highway /99W & "- • - - is quite narrow; only one or two lots Hall Boulevard 1 deep in some places. It has a lower Site 7: Downtown /Viaduct . _ - 6 1 density, more residential character Site 8: Pacific Highway /99W & °". than other parts but is interspersed Walnut Street with major shopping centers stand Site 9: Pacific Highway /99W & Watkins Avenue alone commercial buildings, and Site 10: Pacific Highway /99W & T f smaller strip malls. A substantial p McDonald / Gaarde Street � '� I N amount of undeveloped, vegetated Site 11: Pacific Highway /99W & ' land remains here, adding to the Canterbury Square S,- residential character of South Tigard. Site 12: Pacific Highway/99W & s, _, Durham Road Figure 48. Twelve opportunity sites for High Capacity Transit station communities. lil 2 Future Form of the Corridor Tigard Triangle 2. Redevelopment of Tigard Triangle 1. Introduction The following scenario presents images of portions of the Triangle redeveloped P• The existing employment area is over time encompassing 5 -10 years; -0 - bounded by Pacific Highway /99W, 1 -5 10 -25 years; and 25 -50 years. No , r and Highway 217. This area known specific uses are assumed. The buildings F - re 9 Triangle p as the Tigard Trian le resents a are shown in concept only and are . . • ' significant economic opportunity both intended to illustrate the development of ti 69 , d. + 69 - f for Tigard and the region as a whole. a wide range of mutually supportive land e t. . �� � � However, redevelopment of the 470 -acre uses such as office park, condominium sh eet ''2-9'i, \ /le r f,.° A ' � ; . area is severely constrained by the lack tower; medical campus, etc. 9 . \ re ��� . �� I P P. of transportation capacity. Even though tip` - the Triangle has significant transportation ' ' , ' a i) dvantages, being at the intersection 2. Land Use r • r r "' of three of the most heavily traveled � 7 t ' s ' V.f road segments in the state, it also has A mixed -use, highly synergistic, land -use 9� 0�� e t' .C) P cL �'- ; significant challenges. As previously pattern is envisioned for the Triangle. Q <- 0 F I I New Construction emphasized, the future of the area This is a marked contrast to many of the p evio g fphase depends on solving these problems. current single purpose, stand -alone land . " -ti ' i _. J Existing uses. Therefore, the future visualization Figure 50. Existing conditions at 69th Avenue showing street layout and Figure 51. Phase one (5-10 years) future campus scale employment The redevelopment of the Triangle into of the Triangle shows a mix of mid -rise current buildings with a very low floor area ratio. use at 69th Avenue station area showing new local streets an economically vibrant and livable urban buildings; most of which are capable providing connections in association with new transit oriented development. center will not take place all at once. It of being adapted, over time, to a wide will occur in stages as public investment range of uses. Also important to take into in high capacity transit is matched by account for the future of the Triangle is private investment. the need for accessible open space and Tigard Triangle .., _ . illif A- . 4'. ._r yitl Z y - - h.. R I I ... • alt . , e 104, I . } - - - - - prii .... II , " lilk a - -, I . '.. i' lN L b II 1 k I w T ,c. I --9' s" X2" -9.7 T — T — 1' 1 12" m l i — –Er —, 9 . Figure 49. Figure 52. Potential Pacific Highway /99W street section accommodating high capacity transit, four lanes of vehicle traffic, bike lanes, sidewalks, and planted center median. El Tigard Triangle connections to the natural environment. Tigard as the location for high intensity i ° �` Public spaces, such as parks, plazas or campus type employment uses, such market streets, which allow people to as research, software development and 6 - - --- ` 6 9� r x y _ `_ - gather and interact, are essential for the the manufacture of high value added ill 94 h' : ` h ' 9 � ` ' ' " # j social health of the communit products. t ("6 e-71,0 ! ., t 46, 4 ' + e'� a d , A► ti e _ Any discussion of future land use in the • Q\�e P' `�es t ie „' Triangle must include parking. Even 3. Enhance & Incorporate "� with high capacity transit and other the Green r , - 4 I m , ' 1 ' viable alternative transportation modes, , p c " " automobiles will remain a primary The Ti g Triangle and Trian le resents an c s ,. ' , .- , -.,` ` '" \ the land uses envisioned will re uire the q natural resource system around Red - ' - accommodation of thou hit is � — /' 0 ) cv parking g g Rock Creek and its associated wetlands ?�„ a / l , { likely there will be less reliance on single- and streamside vegetation. (Figure 55) New Construction occupant vehicle travel. There also remains significant upland Existin from - I prev,ousphase vegetation in the areas of the Triangle Existing In the short term 5 -10 years), ( Y ) that have not been developed. One Figure 53. Phase two (10 -25 years) of campus employment area at Figure 54. Phase three (25-50 years) of fully built out campus while high capacity transit is being of the defining characteristics of high 69th Avenue. employment area at 69th Avenue with mixed -use planned, engineered and constructed, quality and high density mixed -use residential buildings. development will mainly continue to rely areas is the presence of open space and on surface parking lots. However, as natural areas. Future redevelopment of high capacity transit service becomes the Triangle should capitalize on these imminent, the market feasibility of assets to ensure its desirability as a structured parking will become more place to live, shop and do business. " rte " favorable. In the midterm (10 -25 years), :' 4 larger and more significant parking A major opportunity for future F structures will be developed, especially � '-' '' p redevelopment of the area is to mitigate : I in areas within proximity to high capacity the water quality impacts of the large " transit stations. It is expected that within expanse of parking lots, roads and M the 25 -50 year time frame, the Triangle streets that were constructed prior to will be mostly built out, with parking current water quality standards. This 0 • ] r s primarily on- street, or in structures. It will include construction of green street j- . "' _ may be that presence of free off - street infrastructure, natural water quality s a - ,, s - _ A parking in very large surface lots will be treatment areas, expansion of the tree .iiil fi ,' - i ' t "i the exception, instead of the rule. canopy in parking lots, and enhancement t „j i $ n - r° , .- - - -- f of natural waterways and wetlands. -47 ,. , - t . I , Trends indicate employers will seek =� ,� n areas served by a variety of reliable 4 i A ' - , i� j transportation services that employees T k � y , ,� i i p 1 al- �- can use to travel to work. The ability to • � I l ' et ', d t , � s move people to jobs in a dependable ' �, ► �' and timely manner will become as, if + '1, p ' r not more important to moving goods. Y r „" M '1 h"2 :1 Therefore, it is reasonable to envision Figure 55. Campus employment area borders and incorporates the Red Rock Creek green space. 20 2 Future Form of the Corridor Tigard Triangle 4. Transportation economically sustainable residential and communities. Now the only mode by commercial environments. which one can comfortably and safely The livability and economic future of the access the area is by automobile. Triangle depends on implementing short, The street connections between the Therefore, it is envisioned that a future medium and long -range transportation Triangle, 1 -5, and Pacific Highway /99W transportation system will allow greater and land -use solutions to congestion must be carefully designed to ensure connectivity to surrounding lands, and capacity problem. These include a efficient and safe transportation such as Downtown Tigard and other range of major roadway, transit, walking connections for all modes. The quality employment areas. and bicycling improvements. Even with of intersections is very important - high capacity transit, future development because these are ideal locations for �" `'' _ . of the Triangle will be hindered without more intense development. An effort to I-5 t I hill �, d � r 9 a multimodal street system. Currently, local solutions should effective be associated with ment �� __ � I,I � it , � � �, r � 4 r, o AL Y tem y, 11111" a i . 72nd Avenue "" et� the area's street system is undersized, the development of Triangle streets amiftPi �: � !:' A.� $ disconnected and not conducive to connectivity. Safe and effective access o ).1 r; • i bicycle and pedestrian travel. is not only important for Pacific Highway/ 4 - ` �� � i . , tt 99W's traffic capacity, but to ensure the ,_ Y F °' iF . d /1' I I I , tor However, this report's urban design economic viability of businesses as well. Dartmouth Street 1 - ` ,, recommendation is that the local street 1 '" - - system not be over designed with Even though bordering freeways and y J _ _ - excess lane capacity. Efficient access is arterial streets may seem advantageous i4 -5 . _ important but building streets that would to the Triangle's economic viability, they t - _ attract cut - through traffic from major also present a downside. These major'` ��-� r �� —� - arterials and freeways would be contrary transportation routes isolate the Triangle to the objective of creating livable and from the rest of Tigard and surrounding Figure 56. The Triangle study area includes Figure 57. Potential Triangle build out with HCT in the 25-50 year time frame. three potential HCT station areas. I rill Ili • r II qk' riih ii • • . . _ • . I 40 1 —• IL ' ir Figure 58. Potential street section at Pacific Highway /99W in the Triangle sub - district. Figure 59. Proposed pedestrian street with scaled -down Figure 60. Proposed Rock Creek Park Boulevard with development scaled down to buildings. open space. El Tigard Triangle F19.1-a. 5 - 12 1 18 Il I \ e gii :;, i'll'i N I \ 0 • 1 7 . rkormaaa. MUNI Ftwita ../...., " 1 0. 41%1 ' : Planned \ \ 8 il .. � v a e • I M Ifs 7�q $4 y : V° • F 88 " r r.� 1.0 \ I ■ � L r.+.. rr. AT, .„.„ IA T FIAINEs 57 0 G __ 0 \ \ . 4flipilli''''411 Fl r• Lepplu i ll e 6.. ter~ � y� Baia oH s� lam r_ K \9> Y �� Q Mr lam Islemalp I. ‘ W 0 li, N. - -- 0 T 1 32 a d sa ii TC1 • F r r1;:, cee o " r �. €v�r�a fir; awl* gpmm4 ism limp Imi■I Q ' i , $ ' I ! . 'Prig T'�"9 ter w -r'`'s • Figure 61. Scale of future development should transition from high intensity multi -story buildings along - ' ` Pacific Highway /99W to 3 -4 story pedestrian scale residential development. Ora ;(.441x. G id • U - Figure 62. Triangle planned street improvements from the Tigard Transportation System Plan. (draft 2010) 1 L . . , 1 __ h \ , i i -- I - - _ 1 ----:,, - 1 ° a !in 171 Figure 63. Office towers possibly up to 25 stories at the 1 -5 interchange mark the entrance into the Tigard Triangle. Building heights will step down to residential areas. El 2 Future Form of the Corridor Tigard Triangle 5. Urban Design & Environment . , • , ° .. - Af' Creating livable, economically vibrant, ,: - , -, . and desirable places is essential for M` 1 � ` ` the future success of the Triangle. This A ", r P" ' t . project envisions a transformation ' .. , ` - . �. of the current disconnected style of , f • ` r development, into a desirable, human- '� .f-• _ ,- ._,.. -: p 'h. ,- i , M _ scale community with the requisite a =- e economic, social, cultural, social, and: _ r _ a r`- * . • q ' � ' • environmental qualities. Accomplishing -- - " - - "1 � _. '• - ., , - � t ' -. ii this would transform the Pacific Highway/ - - � ; 99W corridor into a great place to shop, _ �� - _ g ''� '• - , r - ° - ; i { TWO work, do business, be entertained, and a _Y : - �, }" # t even "call home." Th' Figure 64. Envisioned community center building along Pacific Highway /99W. ". :' _ " ,�. F r ' y _ x Y � ti d q , o f 1 �- _- . , �_ _ • Highway 217 ,.. , • L. — r • 104. � ' • :�, , 7 _ - . +: Figure 65. High amenity three story pedestrian scaled environment. ,_.. ''' z t, i _ . Afar • -r ; .'y - ,tea. _ — 1 • . - ,r. i s -® - w . •' _ ?P ' , Y . • . _ _.— _ . F -- � �g °� ,•`° - - \\ 56 ter" �1" � � "R' W r 9 � •:. „" - ,.,y� F c "v, ..,5 -R' < ' „ - J am . ` ". , ' f - r • ,._ Rr = F e . • . , ., fix 7,f , . tea-- A`� . 1 .'' K l- .1 ....t' t. '� ' Y ! M`, .. ate ,,. : - - - - E _� - .�• -4r. M." - . . �' � . ,• � - : =�� Pacific Highway /99W a 1 ' - —� .�• �: � ' � � , � te a+ , . — '. .". '' • • " A . ' '. gli . I ., • r e ZIt- e .— __. a_._ e.:" 4..' -4111114 . : . ' " -- : .' M k 4, .. imIlm*mb i% . 1 " 4 1411 - - - , . : ......,,,:.- , ire" ' !,,•': . .. 45 i") 1 •A l lillr le,1 ...„,.:.: .....,. 5r _ • i_ - r i ... �.,. 1 , ' '.F .. ., . 1 14 r - y. : , ., , ... „} '' . of t r:l l..l.. :- � . ,rte. ' -, �,,,� .. - `: . r I t om. ti ti-: ' — �, - Y r �4 • _ s r - r r. -. +car r J ' z 1 It h 1 4,•., i ` , e • . -..- - _ `. Figure 66. Figure 67. Pacific Highway /99W in 50 years with Triangle interface and Pacific Highway /99W fully developed. El Tigard Triangle 50 -year Transformation of Nodes in Triangle - _-„, • � . _ , • 7 . 4 - _ , , 4 Pacific Highway /99W Existing Conditions Pacific Highway /99W Simulated 50+ Year Urbanization 4 N biL -, .._ .0.. ' .......apvr..1* ,11. _ u _ AP - a • II; _ Y a "NO . r • .. , , -- Dartmouth Road and Pacific Highway /99W 10 -.25 FAR Future 3 -4 FAR s • . . . •`` yam } - ., r>{ �: 4. F 1 11 111, , #•A' a - - - . a Y! ` - •, • ti' a f .. OP 4 t q (s.. 4. _ _ e _ _ 'rte I , 411111111 1111111W h ''! ` $ 72nd Avenue and Pacific Highway /99W 10-.25 FAR Future 2 3 FAR i„. • w — - :. -- - - • ; IPI % iti l• r y s�- .1 .' ? ' ;IV ' • - . 3 1 , , 1rr a 1 r-*- �± . f { _ - - t. "9` 1, r i ter. R # �+ _ ' ` 69th Avenue and Pacific Highway /99W 10-.25 FAR Future 3-4 FAR a E y: � a b471 t r .-, N. c - ; 1 , . -L, .. ' - -dr.—___ _ s t . `. i , a E fz - off ey ` -_, e n #ey 4 + i . I 4, .0 iir * '&111tirar 4 Figure 68, Aerial of existing conditions in the Triangle. i 1 -5 Interchange and Pacific Highway /99W 10 -.25 FAR Future 6 -8 FAR m 2 Future Form of the Corridor Central Tigard/Viaduct 3. Redevelopment of Central /Viaduct Area 1. Introduction isolated the downtown from surrounding intended to illustrate the development of and recreational benefits, but a strong water quality impacts of the existing neighborhoods. This separation was a wide range of synergistic land uses. landscape and visual connection would expanse of parking lots and roads The Central Tigard /Viaduct portion of compounded by construction of Highway link Downtown to adjacent land uses. through construction of green street the study focused on the area between 217 to freeway standards. The result was infrastructure (Figure 71), natural water the Highway 217 and Pacific Highway/ decades of intense auto - oriented, strip 2. Enhance & Incorporate the Green As with the rest of the Pacific Highway/ quality treatment areas, enhancement 99W interchange, south to Watkins commercial development. Therefore, 99W corridor, redevelopment of the area of natural waterways and wetlands, tree Avenue. The area includes the 193- we must consider ways to reconnect A tenet of Tigard's Downtown Improvment presents an opportunity to mitigate the planting, and other landscaping. acre Downtown Tigard Urban Renewal Downtown Tigard to the rest of the Plan is to "extend the green" of Fanno District. An important urban design community and Pacific Highway /99W. Creek throughout the Downtown area F principle emphasized by this portion of through street tree plantings, green street '• ', ' � P v the study, is that the future of Downtown As with the Triangle, the development features and public spaces. Like Red ` °`` .!, Tigard is directly associated with the of high capacity transit, combined with Rock Creek in the Triangle, Fanno Creek, rd,. �� °` A l, ability to fulfill the transportation and other improvements to the transportation with its wetlands and floodplain, is an \ ` "'a • mobility functions of Pacific Highway/ system, will be essential to achieve important open space /natural resource ti} 0 99W, while providing for the quality and this objective. The Central /Viaduct amenity. Tigard is fortunate in that most •; economic health of abutting land uses. area will have bona fide transportation of the Fanno Creek floodplain in the f / ../ F In essence, the goals of town centers and advantages: a hub for commuter rail, Downtown area is publicly owned, and ' ► - as.. . , ,. `°, ' ` transportation corridors must become bus, and potentially high capacity transit, plans have been prepared to restore it ; ° MN; aligned. augmented by major state highways. into a publicly accessible natural area f `- . o V (Figure 70) park. F� ure 70 " p ` This center /corridor mutual support The following are images of the '� p' is key to reverse the fate suffered by Central /Viaduct area redeveloped over The concept of "extending the green" ; 11111.116 Downtown Tigard when the Pacific time, encompassing 5 -10 years; 10 -25 must go beyond Downtown's urban \ "1 . .+ Highway /99W Viaduct was constructed in years and 25 -50 years. No specific land renewal boundaries to other areas within Wig! "� `` 1940. The grade separated viaduct, and uses are assumed. Rather, the buildings the Central /Viaduct study area. Not only the widening of Pacific Highway /99W, are shown in concept only, and are would there be obvious environmental \ La, c'irk Eilimi f.ri.wr Alf. . i . r. r'k Central /Viaduct .- Ilim _ p 1 AI Etli ' PPS* . - .4 4 .:" IP f 4 ,- 1 1 . 0' rI,_� o ff .,. allarrisffid Ay rl am yam a ■ ±° �« - _ _ - ;sir' Y� _ - . Alt . _ - t . - .•. • w. �n1 4, AIL, - A‘v 1 ''' '"14 l ' ( -. .4., A v - 1 , . I . - - - I, ) * -- -4 ) . .r � F+ -p L. 1..: n,...1 F — .F `' ` � ' �� [ fir l 1. I F a • �.. ': v 1 -, i �i Him Y ii 1yfi11 , _ t ..) , ; If f1 Nor 1rklitr— Ali Ili Figure 69. New downtown plaza in the 5 -10 year time frame. (Fanno Creek Park & Plaza Master Plan) Figure 70. Restoration plans for the Fanno Creek drainage basin along the southwest edge of downtown. (Fanno Creek Park & Plaza Master Plan) Central Tigard/Viaduct ' 3. Transportation will be well situated to be a sub - regional westward along the newly extended hub for bus, commuter rail and possibly streets. AO The Central /Viaduct study area, like light rail service. • ,,,N— the rest of the Pacific Highway /99W Fanno Creek is an important open -- el -1 corridor, has significant transportation Due to its high volume of traffic, its width space and natural resource amenity, but 4 riamirirmea challenges and opportunities. It is and the grade separated viaduct, Pacific it is also a significant barrier between I 11 w 0 � 'w' reasonable to envision that Downtown Highway /99W poses a barrier to easy Downtown and the rest of Tigard. . Tigard will become a focus for transit access to Downtown and the rest of Tigard's Transportation System Plans -41- 4 , r ' _ ;. services for the southwest Portland Tigard. However, the viaduct is more than (TSP) have long identified a street a iii . ° �' ti . region. Currently, Downtown Tigard has 60 years old. It is reasonable to assume connection from Walnut Street to Ash Il t . I : 4 'e : - . 4 . l . ' Ck, 1 alk a station for TriMet's Westside Express that the structure will require replacement Avenue via a bridge spanning Fanno Service (WES) commuter rail, connecting in the next 25 -50 years. This would Creek. This proposal has been very li• 46116 . 1411 1110k . '� it to Wilsonville, Tualatin and Beaverton. present an opportunity to build a new controversial and strongly opposed by TriMet also has a bus transit center structure (Figure 73) that would allow residential neighborhoods that could maxi tam .d.,u, _z ,1 : y ; .._ 3 facility within Downtown. When the multiple direct, east to west connections experience additional traffic. However, Southwest Corridor High Capacity Transit to adjacent neighborhoods, allowing additional connections to the surrounding c ' } -4 ' project is completed, Downtown Tigard potential redevelopment to extend community are crucial for the Central/ Figure 71. Conceptual design of a "Green Street" in downtown, helping mitigate storm water flow, and Viaduct area to prosper. creating a rich pedestrian environment. . It is important to have a long term i F perspective when considering concepts like a Walnut Street to Ash Avenue street ' . •� connection. Even though it has been - tr - ; ' " 4 identified within the TSP for at least 20 ��, y l ',,--� �` " years, no funding has been committed L + to advance it beyond the concept stage. _ e� i . a - �' A project of this scope would require — __ _ • _ �„ - - 4,,, : 0. V •k # regional level funding and it will likely •P ,/ � be decades before land use values and Highway/99W o' - ` - _ . �" •_&.1-40. 0� 0 °`' development intensities would be at the g ,I y # " level to justify the investment. _— r . . , __ N " s " ' i ° Like elsewhere in the corridor, the 4g Central /Viaduct section has an �, '� -� �; underdeveloped local street network, with insufficient pedestrian and bicycle .,�:� � facilities. As the area redevelops, a "" - k vibrant and safe pedestrian- oriented 41110 A . `� environment is essential for economic , ^+ success. Eventually, not only will ihk '` 4 pedestrians and bicyclists enjoy safe and Air .1-' 'l pleasant access to Downtown, they will Figure 72. Drainage basin restoration with green connections to Fanno Creek to frame future urban Figure 73. Future replacement of the Pacific Highway /99W viaduct would create redevelopment have similar access to the rest of the city development with green borders. opportunities to extend westward along newly extended streets. as well. El 2 Future Form of the Corridor Central Tigard /Viaduct In this instance, the walking and ' ti . ' - bg DRIIFI" i , „.., ,_ _.... ..„ biking travel modes present a more .. _;� \ `° immediate opportunity for Downtown ,, P� F connectivity than might be possible with 4. ti the automobile. A primary reason is that �,,, 1 • ,,, _ , _.. • 11 \4 00000. L IIi n _' 1 - I s th e Fanno Creek Trail is identified by , Ala 4 ; _ `�. 4. the Tigard and Regional Transportation , 7 � ' f 1 F System Plans as a regional facility, ,.. .... •- . extending far beyond Tigard city limits. w .04, . T . , !� The Portland and Western Railroad is `'s 0. ,' , _ another major transportation features —~ 1. in the area. In the late 19th and early �$ r „' r ✓ 20th century, railroad stations with .. '' IN F mo } �'� local street connections were the �' _� - --' I — 5t I∎ �. ..� ti , � .may / economic centers of rural communities. r +:' However, suburbanization, based r,, �,� +fir on easy auto access to urban jobs, �� "�'°�"' ' -, : ' undercut the economic importance of -. rail transportation and contributed to ��+ 1--17"- r '°. the decline of many small community Figure 74. Planned Downtown improvements from the Tigard Transportation System Plan. (Draft 2010) downtowns. For Tigard, the result was _ s - rapid commercial development of Pacific Highway /99W. The Portland and Western' rail line poses both an opportunity and an obstacle. The railroad provides for commuter rail service, as well as freight - i ,� transit, but also divides the Central/ ..' • Viaduct area further limiting connectivity. #:-..," 4 , 4 ', "' ' 4.491.' /" Future redevelopment of the area will a _ -.`� ; �'�• • ° Ar F rX .. require greater vehicular and pedestrian I v `� =. F • - * � f " -' - - " • rY - Y ' P i 1 y ' - ..: I. connections, both on a reconstructed i " r *w N rt p ,7' ? f , -. `- . } . ti ., rte Y NE �P' c Pacific Highway /99W, and in the -11. � -----w-"` i • f Downtown. ° � �- "� + r L - `' ," t _ LLD rya - - The ascendency of strip commercial •- r = ` J ti + — r, +in•l.w 1011 . - development on Pacific Highway /99W, _ " i1 P 1 from the mid 1950s onward, stunted Figure 75. Envisioned Walnut Street HCT station. l' h+ ■1P•++•r .r- =Am . .,ice... . the development of the Downtown. A .,,sir p traditional local street grid, necessary I ; • for ' �MP.nr for continuous street to commercial � "• f R " y development, did not develop. From a transportation perspective, Downtown Figure 76. Proposed Downtown street connectivity and circulation plan. Improved physical connections Tigard must develop a multimodal will help the downtown area develop economically. circulation system to be successful. In Central Tigard/Viaduct � i % 4. Land Use The Downtown Tigard area will likely 5 not emerge as a major retail destination :I , e ° * 4 .- '0, . This sectin of the Pacific Highway/ within the 50 -year time horizon of 1 j,,, '' - ,, 14." 99W corridor developed earlier than this study. Other retail areas, such as ` . other areas of the corridor. A cluster of Washington Square and Bridgeport + + F • commercial services sprung up around Village have superior locations and • " • ' ''' 4 s i � ' Viadu y ". the railroad station off Main Street in accessibility. Future redevelopment will II ry I a I. °' the early 1900s. Consequently, the area likely be lead by residential development � ' j i ' /2 4� is more parcelized than elsewhere in attracted to the transportation is __ ' " �1 oi 41 ' ; : , - rte -1 '; '- .. � � % I I ' ` m �`ee ` the corridor. These smaller parcels can advantages of high capacity transit. i ° ,m - l. present a challenge to develop large Employment uses in search of close by us ;. ' a , scale projects, as lot consolidation is or highly mobile workers and commercial co A . } " often difficult. In this kind of situation, development focused on providing r I generatio change, and /or government non - durable goods, entertainment and N- *• • ` �.'!� � , i I # � incentives through urban renewal, services will follow. Within Downtown, it • - , • � ' 'N ] Q is necessary. With the exception of is reasonable to envision that future small l 0 . " - ` . I the major intersections such as Hall and midsized business employment, ' ••-.. , ' � 1 , Boulevard and Pacific Highway /99W, it professional services, restaurants, pubs, •L dk! ti ' * • , ��, .. "� is probable that future development in and entertainment and cultural venues '" :'* "� F igure 78. Three potential HCT nodes in the this part of the corridor will be smaller in could make the area a destination for the wider 6 � 0 . �,, � CentralNiaductsection ,, N scale. e o ity. or v "" r ° The area will remain the civic center of F .�. Tigard, where city government offices mo w, , � .., +R I, ,�- ,, • • , are located. As the current government p - " facilities age and space needs grow, "., 5 • . ., V 4 +r' _ government services will be housed in a N _ r .r 4 y 1 new space efficient, multi -story buildings. • . L. - - _ ,. -0 ' 'NIA r - '.� • 4 _ - r' Land- intensive public works facilities will V � .,- � d � ° ` ,� • R I be relocated elsewhere to make room for _, ,. 4+ " F, U ' w r� k I general government services needed to I ��= ` • I serve a much larger population. _ . , y , . Another important opportunity for �� a 4 ( � ; the Central /Viaduct section is the 4. -� development potential of the broad swath n. 1 r k ; , - "' '. - r employment lands to the east. Many ,, i r . j of these properties are occupied by low density employment uses such as nruiiAw FOWL x>ar ' : —• .. , warehousing, building supply and auto - •,r : M. 4 i ` oriented uses that may redevelop into ,_ ,� hL more land intensive knowledge based ' enterprises once reliable high capacity Figure 77. 50 -year vision for Downtown development. Figure 79. In the 20 -50 year time frame, the Hall Boulevard and Pacific Highway /99W intersection transit is provided. can be developed into a dense, mixed -use commercial area that capitalizes on its highly visible location. D 2 Future Form of the Corridor Central Tigard/Viaduct 5. Urban Design & Environment c. Walnut Street intersection. treatment and other landscaped features of future parking areas is Another station node will provide throughout the area to develop a unique that automobiles that run on As in other parts of the Pacific Highway/ the needed transit connection to "brand," and distinguish it from other alternative fuel sources will - -._,-r . - 99W corridor, the existing auto - dominant nearby residential neighborhoods suburban downtowns. likely grow in popularity, and +, - transportation system has been a major and mixed -use commercial may be considerably smaller ` determinant of the current urban form of development that will develop Automobile access and parking will than today's vehicles. , ,-` Downtown ; 4 the area. Over time, a concerted effort adjacent to Pacific Highway /99W continue to be very important. As with V `S -.' - -z-,. A t ' to mitigate these impacts and move south of the viaduct. other areas of the Pacific Highway /99W ., ,f , � a ° . towards multimodal mobility is essential. corridor, parking in the short- and i • r -Ed 1 ti ` • This effort will begin as the Portland A more complete street system that mid -term will be provided in surface - ' -' �\ 4 It ` __ . metro region invests in development of provides high levels of connectivity to lots. However, parking structures will , r ' i ', t . .. 11 7; a Southwest Metro Corridor High Capacity all parts of the Central /Viaduct area is gradually become more feasible as Transit. As HCT is constructed within needed. Where possible, the existing land values rise. These will be well- � • - �.•r the corridor, Tigard, the state, and the local commercial streets should be designed buildings that will incorporate °4 - � � ` . • region should also work to address the connected to develop a semblance of multiple uses (retail, offices, etc.) in - -4, ' connectivity of its current street system. an urban street system. In addition, addition to parking. An important factor Figure 80. 50 years from now the Walnut Street efforts should be undertaken to develop that will affect the design and scale area could be built out as a high density Three potential development nodes have pedestrian and bike connections both on mixed use transit - oriented node. been identified in this area. and off the street system. The Downtown _ Tigard Circulation Plan, currently ' °; - `, �,�„a,4,r.,. `',.. N. :. '1 ,, - _ - . . 0+ - . F $ i,.. , • a. Pacific Highway /99W underway, will address these needs. ± ' F }- intersections with Main Street r _ " L - . .' ' 1 . . 1, v i - .11111 _ 1! a ,. and Hall Boulevard. Architecture in Downtown will be of � _- - , . • ' ' F- � ,. f s � j ' � +�,� �� ` r �:. �. • The older shopping centers at the smaller scale than the more commercial, m , • Pacific Highway /99W intersections employment- oriented Triangle. Most new T --- - t P ° 'a - 1 r3 ` $ r<� ,, ' ; ..1, - ' ` � ° r l Y , at Main Stree and Hall Boulevard buildings will be between three and four • - „ <I', : • .i4, • 4 �� would be attractive locations for stories, with two- to three -story buildings t ° r ' major transit stops because of the along historic Main Street. There will •q ' i r a i vti;iii.„ , direct connection to the envisioned be notable exceptions —much taller v - M , , Downtown urban village. buildings, up to 8 -10 stories, located in � • -' . • - -. ' _ --� • close proximity to the HCT station areas. ' ° ....0 • ' . " - ' ' r. • °�� ■ ''; ° q E ; ..• b. The Viaduct itself. Development of a high density station r q ,� . ' �1/4 The ultimate need for the area community is reasonable to assume � ••!` ��" � � ' � '• '��' 4 - � 11111. �' � -• � �,.° R _ • . _ - °� � rt 7 replacement of the viaduct could due to the convergence of bus, commuter a ' ' ,- r " �:. + ' '` ''- , - " + 5' create the opportunity for another rail and future light rail in Downtown. - . °` ° �. .• , � , . ' L . HCT station. Reconstruction of the J { - � •:y .-# , . I. - , - --- i q viaduct would remove a barrier that The future Central /Viaduct area will t , , I " ''� T� � has been in place for more than be a green and lush urban district, _ _ a4 ° : ' } �:r' three - quarters of a century and redeveloped to take full advantage of the i - i 5 + , lid �• � . ' . 10. also provide the potential to create proximity of the Fanno Creek floodplain a' _ i � ° � • � 7 a highly functional and aesthetically and riparian zones. An effort will be made . � t �e - , ',,.4 ' • pleasing architectural landmark. to incorporate tree planting, storm water - i _ �;•� ' i . _ 'CI ' r l . R L Figure 81. Envisioned well- designed transportation environment around Walnut Street. El Central Tigard/Viaduct 50 -year Transformation of Nodes in Central /Viaduct - - s . , Pacific Highway /99W Existing Conditions Pacific Highway /99W Simulated 50+ Year Urbanization , - - r � i - y 3 ,....„ , Me .. _ . . ., • M1 - - - 4 w -� a A i - .,..- - jiliP a _ if • it °.•++'; , .. 'K fi� R' , Jr .. a ' s. � _ '' rX r fir. ." � , / ,, - South of Viaduct - Pacific Highway /99W and Walnut Street .10 -.25 FAR 2 -3 FAR -411 • = ,� -- ' f r _ ' =II '. c ..-.- t f ir' ' - _ . ' e • . • - - .'� - tea. - _ 0 ° _ •_ . � . ` r -. -' _• - .. Or .. � 0' ..__ _ . 40 / Atirli , ' _ • —AP. AlIP All y . ar - . , - '"*.M1■1■Ir 7,. ,.— . • - ...I -me" ' ::0 0. ~ " lif - .r • w +; :''' t - f -�, ti � • , r - ��� _ - yam - 70 +x.40 ar -' #�, iuripp,(11WIr • ' %% 7 • -.. . 4 N. . ,. • Y 4 ° Downtown Tigard development east of viaduct .10 -.25 FAR 3 -4 FAR • A, W _ ° - f � - Olt ... % ---'''''.- .... Af .P.a. ". ... ei s v �- „_ - _ - - _- Highway 217 .. ' " .. . • .` "`. + Figure 82. Aerial of existing conditions in the Central /Viaduct area. Hall Boulevard at Pacific Highway /99W .10 -.25 FAR 3 -4 FAR 30 2 Future Form of the Corridor Central Tigard/Viaduct 4. Redevelopment of South Tigard Walnut Street 1. Introduction The unique characteristics of this 1 -5 to Pacific Highway /99W. At present, ; community need to be considered when two collector /arterial streets provide . The South Tigard portion of the Pacific planning for future station areas. Future these connections, McDonald /Gaarde 4 Highway /99W corridor, from Watkins South Tigard Station areas will provide Street and Durham Road. It is projected qP4e Avenue to Durham Road, is a different access to high capacity transit for the that in the near future, traffic growth P . wr urban landscape than the other two projected future residents of several will overwhelm the capacity of both i . study areas. Residential areas are in thousand housing units that will ultimately streets. This presents a dilemma to Watkins Avenue Node * # + _ much closer proximity to the highway. be built in Metro designated urban Tigard. Without viable alternatives, the 1\ The area also has steeper topography reserves and concept plan areas. future options are to have over capacity, �. that has mostly constrained commercial (Figure 85) congested roads, or to invest millions of development to a narrow band along dollars to create much larger multi -lane , the highway. The exception to this 2. Transportation facilities that have significant livability -,1 f ..q ' topographical constraint is two major impacts on adjacent neighborhoods and . *, es supermarket anchored shopping centers As with the previous two study areas, are counterproductive to reducing daily I : .. at the far southern end of the study area Pacific Highway /99W and a local street vehicle miles traveled and green house 1 0 • • that utilize considerable land. These pattern developed to accommodate gas emissions. ICI. ` II supermarkets were once located in the inward - oriented housing sub - divisions; I -1 a Central /Viaduct section, but moved here which has dictated the urban form South Tigard seems to be even more „ ! C anterbur , to much larger sites. of this area. Poor connectivity in the auto - dependent than other parts of Y Node • street system often necessitates a short Pacific Highway /99W because of the 0 ''f The South Tigard section is also distance trip to be made on Pacific following factors: I -- constrained by the community of King Highway /99W. These short trips degrade City at its southern border. King City was the through- capacity of the highway, a. Steep topography prevented . „a .7 incorporated in 1966 as a retirement contributing to congestion. Within the development of a connected local #'' community and is primarily residential study area there is also inadequate street system and appropriately with residents having a median age of 76. street connections east to west; from spaced intersections on Pacific elm I f iihr . Highway /99W. . 5=1,7 414 c... r , iii - 5- „,....- 1 -,.../ ' r 11 't �',N ti LLL y i �ti I. it ,.. r J ' '. . Durham Road /King. City Node 1011161010 if • ,. i. i rri Figure 83. Protected sidewalks and a planted median transform Pacific Highway /99W into an urban Figure 84. Three potential nodes in the South Tigard area. The circles indicate a % mile radius, about a boulevard just near the McDonald /Gaard Street intersection. five minute walk to a transit station. El South Tigard b. Subdivisions and medium density intersection capacity improvements, safe (food and personal service oriented) 1. ;l d r w i g ; housing developed in the 1980s pedestrian and bicycle infrastructure, and markets in the South Tigard area. It is 514Ud through 2000, for the most part, aesthetics such as tree planting, surface likely that they will remain because: were not designed to provide water management facilities, and other 66 urban connectivity to surrounding street forms of landscaping. a. Population and market area Mur,,p, systems. economics are stable with 14111; Development of compact urban nodes significant growth potential over the Tigard c. Walking and biking are not viable along Pacific Highway /99W will provide next few decades. transportation modes due to the opportunities to improve street and _ V „ t lack of appropriate facilities and pedestrian connectivity throughout b. Corporate investment in the Ili street connectivity. the area. Greater use of alternative two shopping centers has been I transportation modes, made possible by substantial and the shopping e t d. South Tigard is currently improved street connectivity, may reduce centers have many years of retail underserved by bus transit. the need to build ever larger streets to life left. 6C accommodate automobile traffic. Improvements to all transportation modes c. There is adequate room for i"'` will be required to foster redevelopment expansion provided market - • . i I • 1 ' in the South Tigard area. It is expected 3. Economics & Market conditions allow structured parking — "_".4".._ �� that future high capacity transit will and future high capacity transit 6D urban be accompanied by higher density Three potential station areas — Watkins brings with it substantial numbers Figure 85. Designated Urban Reserves, Rural Reserves and Undesignated land in the vicinity of residential development, leveraging the Avenue, Canterbury Square and Durham of new customers. Tigard (2/18/2010). need for more commercial development Road /King City —have been identified that provides goods and services. in the South Tigard area. (Figure 82) Each d. The Portland Metropolitan Urban Associated with a growing population has its own unique characteristics. For Growth Boundary prevents future there will be demand for improved transit example, the intensity and average age urban commercial development 177 service as well as enhanced walking and of development decreases moving south along Pacific Highway /99W - - I g • biking facilities. Improvements to Pacific along the highway. The area has Tigard's until one reaches Sherwood Highway /99W itself will also be important, two largest supermarkets. These two approximately 5 miles away. j L , � ` especially traffic management measures, centers are the primary non - durable Sherwood is a separate market o F • area and is supplied with grocery ` 4 1 4 ° r - _ anchored shopping centers. ill y {.. ° -" ��. • , ' �` r I 1615 IA Another factor will contribute to South .4-0' ' -= ti ^ . q a y �. Tigard's economic vitality over the long- - - ' term. In the next 15 -30 years there will + likely be substantial urban development ,_ _ • . '- on lands that were recently brought into {'' the Portland Metropolitan Urban Growth „` .... - = �"� d f �" Boundary and designated for urban m . only" " - =� - - , tr, onf • w'm reserves. (Figure 85) The City of Tigard - ; - • ° OW- p expects these lands to be urbanized _ �. within its city limits. Once the market I— - � - provides the impetus for new residential `"� development, 4,000 -6,000 new homes Figure 86. Envisioned medium density residential development. Figure 87. Well marked bicycle lanes and wide Figure 88. A new development can connect are forecasted to be built on these lands. sidewalks create a safe and inviting to surrounding neighborhoods with environment for these modes. vehicular access. EEI 2 Future Form of the Corridor South Tigard There will be substantial costs for the 4. Land Use full range of infrastructure, including roads that will be needed to support this Future urban land uses in the South development. However, it is expected Tigard portion of the corridor will be • • y ' i Detached homes with accessory dwelling L.4. , f °, ,- units can significantly help to achieve a that nearby high capacity transit, concentrated within the three identified a• ' t ' target density, balancing higher densities supported by bus and commuter rail links nodes. Development within these areas . ' ,,� ,r along Pacific Highway /99W. Without }• i significantly altering the large stock of will assist in meeting this need. of the corridor will be mostly medium R ro , ,i ,r i, P ' U detached single family structures on density residential (20 -30 units per � 4 , 1 f 1 d / , ' i '' hand, the target density achieved would Future transit will lead to the eventual acre), with nodes of higher intensity ` 1 ` be supportive of HOT. i . redevelopment of small shopping mixed -use located around station areas. Li ' : centers in the South Tigard area, to more The mixed -use areas will provide for i , intense and economically viable uses. shopping, entertainment and personal ` 'i �; r For example, population growth in the services needs. Also, South Tigard will *MI, southwest Portland region will require continue to be the center of non - durable li . - f ! � , r ' r r • ' ' n .. easil accessible r ?r ,, ` • y p rofessional services, goods shopping for the large expanse of � '` '' such as healthcare. Furthermore, a residential development in the area. 4. L • ` • to .if ` growing population will require additional _ � , q �i Retail And Medium Density Mixed Use g g p p q s ,f r•.. .I,: public schools. In the next several years, Employment land uses, such as ><t ,' -�� r ' , �� ' i L I e. i . as travel costs increase, more emphasis professional services, technology, • will be placed on providing schools, , T i t i - p p g finance, etc., will be promoted within ,'oaf! -._ health care, social services etc., in closer the corridor, especially within the station MAIN ► proximity to the population to be served. areas. Six- to eight -story buildings will CORRIDOR 1-1-• Backage Road It may be that some existing shopping be allowed. It is also expected that BEYOND . . and big -box retail will transition to these some public and institutional uses, — types of uses. such as medical centers, care facilities, , Retail, Office and High Density Mixed -Use _ * - , , d al" 4 Figure 90. Envisioned compact urban development. l Y - 4 ` s I � l ° '^ l ti1_ '. �1e' r G - 7fy d t J �, ¢ u { ff . S ;. - « I�1 pia -, . � 4 - 4 ` ' � . "f - _ _ ik.• . . . r b l i . u p 'i ° 0 el! .._:. ,r„ 2 T? , to u i® . ' . 751:t a- r 0 11111.. . .L. :::' . r_ ' 0 a. ' : �r .ri , 54 � � ; � � `� ell � ° � °'�: St a ` : ,�� .� ,.� .ma � � � - : '�� � ' ' � r ► � � � _ - : � II) 1 • v f r _ t i • lief r � A r — _ � — 6 - 1 ; _ y _ ' �,, Figure 89. Green space in an envisioned mixed -use development. Figure 91. A fully built out development at Canterbury Square. The larger buildings line Pacific Highway/ Figure 92. Mixed -use residential building with 99W, with building height stepping down as it gets closer to the single family home landscaping, creating a quality pedestrian realm. neighborhoods. III South Tigard municipal buildings and schools, will The station areas will provide direct - locate in this area and other parts of access to high capacity transit and .. -11- - - • f,, the corridor. As existing medium density connecting bus service for residents and -: - -- ` :':.'• arm _ _ , - -- multifamily development in the corridor workers, both from within the corridor L :'� _ " ages, it can be redeveloped into higher and from the broader Tigard area Station" - density developments of up to 30 units areas will be designed to accommodate an acre. In the station areas, even higher the influx of these transit users and ~ " _- R - density residential (up to 50 units an acre, their automobiles. Therefore, parking. : ` ;'� 4 . _ with structured parking) will ultimately be structures will eventually be needed and � - - - .. - ..-. :! .. King City __- feasible. must be designed to be compatible with . - _ '�+ . '. - • : , 4. IN ! • the mixed -use residential /employment c . I _ ..~ , • '4,10''. _ ` A � `.- -. , • —. Future land -use must also include public architecture of station areas, particularly _ • -. : I r '�= • parks and open spaces. Currently, the if the terminus of the high capacity transit - _�' sense of natturalfeatures o her parts line is in this area. # - -�' .. jY — r�I .. . _ _ of the corridor. This character needs to r - `_ e 1 - .1: _ Bull O be enhanced. Future livability will depend — -. _ . , _ '� A , _ • on providing residents and workers t = _ �'- - .., r ,.* _ s ` j ~• access to parks, open spaces, trails, and �`' — - 5 — � . . . 46 similar amenities. a_ — ., - r, r k� 11111k _ m 5. Urban Form _�. 3 an — ,.• , i Y �. The envisioned develo ment attern _ d - t ` '" =te - � ' w - - P p 1 . ., t '' . in South Tigard is a broad range of - �' - - = R . , . ; � `- � �� - .�f � _ }���= , �`" �-"k high and medium density residential, , i a _ _ 6 _ _ x? employment, commercial, personal ! ti `, Z a�+ -t a� -4, - .' `' r .1 9 services entertainment and institutional ti , ., '` ti - � '` : . . ,. land uses. Outside of the station areas, r - : . '�" ` i. J buildings will be of lower scale, likely up �, °� ° �� ,. d` ;='' � 4 ,,� - to three or four stories. Accessible open z - ; p ;'� ��''" ear. . ....11:• t spaces and parks will be provided for . ", ' =" ''' '9L „'; • . future residents and workers. A guiding "" �i - 4' � - design principle will be for local and - .. �' ' �; � ¢ ¢_ - _ - 7 ti' l r regional trail systems, parks and public "a r _ _ . .,,. r fir. _. " r � •. ,� 'd � # open spaces be within reasonable + ` . 'F of i walking distances for all residents. The _ �;: ' . , �` _ sue , � aesthetics of Pacific Highway/99W will be ,fi a , -r, 99 • c f, � . _ , ` r� - ` ' "` • , �i i ` • `y w r y , •, a� ` 4 } F N a F . r y ` +� t L M ^ :.47 a e ..�r . � ,. •improved significantly and will be similar J� . . , r : i y R • to a well - landscaped boulevard. = r � .�.�` - ,� _ � '" I. II'Ci 4 , ; r ,., Figure 93. Envisioned 50 -year development in South Tigard. Increased scale of development is balanced with Figure 94. Envisioned medium density station community as Durham Road. and Pacific natural systems with more intense development scaling down to single family residential areas. Highway /99W creates an identifiable 'gateway' at the south end of Tigard. D S ection Supporting Chapters ' w .. y.7 \ "Trian Je , .. •- 9 l ": • .. ( / Architecture I Student Projects 7. Downtown/Viaduct 00 . • ,: & Study Areas Building Typologies 8. Walnut Street .,, " 1.1-5 Conceptual Opportunity Site Studies Iiir ' % • Y 0 • — 2.SW69thAvenue Lovl«,XI. 9. Watkins Avenue 44 ,- - 0 I- +s, 3. SW 72nd Avenue • w ' / - 4. SW Dartmouth Street 10. McDonald /Gaarde Street - �. 11. Canterbury Square ' - 5. Highway 217 4CentraI/ Transportation _ _ - 6. Hall Boulevard 12. Durham Road /King City - V I ad u ct e Green Networks & Sustainability I / k . ' t . • South rdrd Land Use, Housing & Business Typologies t / 8 S Documentation & Analysis N 2 Architecture I Student Projects & Study Areas Building Typologies Introduction • This chapter looks at individual urban The sites for these individual architectural "` architecture projects in the Pacific and urban design projects were chosen 4 ti Highway /99W corridor that were for one or more of the following reasons: / , � designed by University of Oregon 4 �, architecture students. Local sites are a. Location at a major intersection. Triangle, ... ° • `, ' , : explored along the corridor that can . t be considered samples of possible b . Good potential for future transit -',• i ,' , development within the larger urban oriented development (TOD). � '? contexts. They may be considered ® '.:. opportunity site projects and as examples c. Sites at critical and prominent . e w ' ' ; 1 l 1.5 of prototypical development and building positions in Tigard, such as the of typologies. entrances or exits, or within the - Central /Viaduct - � ;`, .,. - SW 69th Avenue - Central /Viaduct area. — � _ This chapter includes a building typology ` 4 0 that is appropriate for Tigard and the d. Maturity of the existing development , ' _ .. 1... I SW 72nd Avenue urban corridor, according to the findings and potential for redevelopment. 0' and recommendations. (Also see chapter 7) Watkins Avenue - . 4. Y - SW Dartmouth Street A building typology helps to provide an Two separate design studios studied /, , understanding of the kind of buildings the Pacific Highway /99W corridor, so McDonald/Gaarde Street - `"} `� ",, .4* , - High 217 ' " that exist and /or are proposed in a given some sites have two different conceptual '�„. ; urban area /district. Individual building projects. These simulations are helpful �- ` R� �_ t, - . - Hall Boulevard design projects have been indexed to to visualize possible future development Canterbury Lane x ._, Tr a building typology where appropriate. and transformation of the urban structure ' " i, Prototypical developments are typical over the next 10 -50 years. It is important ;4._ building design projects because of their to remember that they are simulations Durham Road , `› Downtown /Viaduct internal logic and coherency. They are not predictions. ' also appropriate for a particular building n'k "�" . _ : . ' _, :IL;' li +' '4 1 * !r Walnut Street site such as office buildings and office •: A ` park developments in the Triangle area. , !6; Opportunity sites offer special cases for redevelopment for various reasons, t . such as changes in transportation t 1 infrastructure, land use and zoning code, customer behavior, land value, and building age. Examples include the - 1 Canterbury Square study and the project " .,;t: at Pacific Highway /99W and Dartmouth ' L Street. i'- 41 ii N 1't , Alr ' 41, Figure 95. D Building Typologies Building Typologies Most of the buildings that line Pacific d. Live /Work Housing a building that fits in many building Highway /99W currently fall under the This type of housing allows both categories. category of low -rise commercial buildings. residential and commercial use. To create a community with opportunities They are designed with flexible d. Institutional to live, work and play, there needs to be space that could be used as an These are buildings that are often a rich variety of building types that serve office, workshop or a storefront, as larger and may comprise of many these basic needs. A list of building types part of the dwelling unit. buildings on a campus. Examples that contribute to the needs and functions are colleges and hospitals. of the current and future residents of e. Mixed -Use Residential Tigard has been developed for this report. This building type features an e. Corridor Retail active ground level with housing This is the prevalent form of above. development in the Pacific 1. Residential /Housing Highway /99W corridor. Existing corridor retail is generally There are many different housing types 2. Commercial organized in a strip format, that suit different preferences. It is oriented to the automobile. important for future development to This building type encompasses a wide incorporate a variety of housing types variety of sizes. This is the dominant f. Mixed -Use Commercial that serve different demographic groups. building type in the Pacific Highway /99W This building type usually has corridor. It can range from a small, single- a ground floor that is activated a. Single- Family Detached function building to a large, multi -story by retail, small commercial and Housing office building, including office complexes public activities. The upper floors In this type, the house sits or office parks. are occupied by office or other detached from surrounding commercial activities. structures and on its own piece of a. Civic Buildings land. It is the dominant housing These buildings are either owned g. High Rise Commercial type in Tigard. by the public or serve the public Buildings greater than ten stories directly such as community centers. become possible when land b. Row Housing values are sufficiently high enough (Attached Single Family) b. Cultural to make the more expensive In this compact single - family Cultural buildings can be privately construction costs feasible. housing type, units share walls but or publically owned. Examples have private entrances and often include museums, performing arts their own yard. The configuration theaters and art galleries. of the development achieves medium residential density. c. Educational Educational building types include c. Multi - Family Residential all levels of schools from pre - These are self- contained housing school to college. They can also units within a building structure that be a cross between institutional can be rental or owner occupied. and cultural building types. The The size of the units and the size of Oregon Museum of Science and the development can vary widely. Industry (OMSI) is an example of El 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies Scheme 1: I -5 & Pacific Highway /99W The site in its current state is a Incorporating high capacity transit (HCT) Or F of " disconnected environment, dominated by and a regional mass transit center I i i f # 0 0 -.'''''''''%.*.%:.....N....L.'4%::: .. ''''.-1/2-N-.. ''''''%,1/4 1/2 „ ,..... the logistics of motor vehicle traffic. As can attract future residents, jobs and an entry point to a vital corridor, this site industries into the area. Concentrating 40 I of of 4 should capitalize on its prominence and commercial and institutional building P act as a gateway to and from Tigard. types is appropriate at this gateway site. P 0 ......N ............... 1/2......„... In addition, contrasts of grade and speed of motion should be mitigated by new A new transit center at this location would 1 0 -..'-'..%-......,....................„1/2.,... development, providing pedestrians allow people to transfer to local bus access to natural amenities, residential and shuttle service as well as boarding areas and employment opportunities. the HCT line to downtown Portland. (Figure 98) It could also serve Portland A new iconic tower at the entrance Community College (PCC) students , to the city could serve as a landmark and local residents. A new pedestrian and gateway to the city. (Figure 96) bridge spanning 1 -5 could link to a path connecting to the PCC campus. (Figure - 100) These two forms of transportation are vital to the continued growth and 04 4 �r. „_ future expansion of the region. ” .. _ k- gm -. 1.11.11111 - .4 ii ppg-- If , _ 111 - . i I T Vr 1 sT II ) 1 . it \ 11 i 3 II �a 1 H 7 771 � lir I' I 14 I . r a r r 1 1 1 RRR 1 I! I I I k r l i 1 1 I 1 r 1 r I Figure 96. Iconic tower from the regional mass transit center. r I I! I i I I k 1 t r• I r e 1 1 1 r N r l r urt r � # 4 4 ..._, _. _ . AI dr' , ......,,.. ,, • L= , „,. I le a � s WI - q F f o y 1r. ` , ,..rte 13 r t� Vi - ,1,'. Ilk li _ _ 10 r l i.. IF Site plan' - Figure 97. Iconic tower within the dense Figure 98. Regional mass transit center. Figure 99. Gateway to the city. Figure 100. Pedestrian bridge connects to PCC. commercial district. 40 Conceptual Opportunity Site Studies Scheme 2: I -5 & Pacific Highway /99W The project introduces an institutional typology —a hospital campus along the highway's edge with high density commercial buildings and pedestrian access to the urban trail network which '" weaves together buildings and the Red s - II Rock Creek natural area (Figure 104) , �; , A HCT transit station is also incorporated . 1-y .I 11= into the development. y � I 1 - _ - I, alp I IP ,4 $ -- -�- _-- — �r J Figure 104. Gateway tower, hospital campus . , -- ' _ and pedestrian access to transit. to iit / r _ i I # L L 1 • 1 • _ r 2020 - _ � , 1 O r° y_ Figure 102. Urban trail along Pacific Highway /99W. . ' P. , i y 111. a {' 1 ` r • ■ ,6 a d • s ! # * r � � , �'� 1 Site plan 2030 � . ° v ` i J I I a. - -.:"4.7" ,,, . — 4 .1 _ mi:i a i 1 - . . 2060 1111111 _ II = II Figure 101. Possible development of a Hospital campus along Pacific Highway /99W with three distinct stages of development: 2020, 2030 and 2060. Figure 103. Dense urban edge along corridor, scaling down to residential neighborhood. 13 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies SW 69th Avenue Intersection The Pacific Highway /99W corridor will endure as a crucial transportation route connecting regional nodes within and beyond the Willamette valley. Left TRLAN Mit unchecked, the dominance of vehicular traffic will ultimately impact livability and the ability to support a strong - local economy. Development along • �- the corridor must act to balance local r _ • residents' needs at each of these nodes, _ - - and the regional demands of the corridor. e 6 . , r ---' -- P . • + P T� This site offers close proximity to green = w — i ° _ I P i ! y stems, with ample open ace This . � systems, p p p Y ti I i. -, ,rT0 * „ infrastructure allows for the development 1. = of pedestrian networks to access the . . ' ' ' - W iii —''' LEL il— resources along the Green Urban Trail. 1 _ - ci2. , L , ± - ,,7 ..- 7-11--- _ - This would be enhanced with an on � : �� 1 �� grade pedestrian crossing of the highway, o w s tip t , 1 L , - — .. _ ,,' • granting residents access from the north. -` �_ :. t _ — w - _ -. The a buildings to define ade se .. 9 � I "�7 _, ij project hospital campus, mixed use commercial "r :; �. P . r• '1� -•.,� ! r I . R ^ and affordable housing. All of these act to ,��c r ” -. ;� - 3 A t - iersikiawidii build up the edge of the highway. Q 0 a • A`` r II 1 iii iilli d ' Site plan 7 ; -- Figure 105. View to corridor from southern edge, above 1 -5. I 0 ._ _ - .0 I- . Iri _ ia. r . . . .,,,. . , ..). , 1— 'I7 t17 t41' &- 17 -4 - ' --trti r R ,— . — r. — --- - rn Figure 106a. Section detail at Pacific Highway /99W at station /crossing. Figure 106b. Section detail at Pine Street and Spruce Street. 42 Conceptual Opportunity Site Studies 4 - „,.. ,,,-- .. „,. it P L *---,.....„, / .....i .."-- V ., . _ a P J ``,, 1 ��� AIM I i , � iie - I 1 44 � . y . ts . I, Y wa Y1 ,ribl_tio_ri,ciitii 1� e ' 1111\\2020 :, m �.:. . _ ;r I / . ,. 1 'c 1 h r ir, • "�, '. r'i'i'Yr,'�r*'Fa i s ' 1 �"F ���, _ ' 1 _ - - _ _ ,-5 - 'it: ' �' __' 01111. Irk, 4 4 ter.. L C – � --. ___z4 1111111° 0 4F--- - - •a' 2030 �� - ..! Figure 108. Site section looking southwest Figure 109. Station view to southwest - , a 1 ...t; t. '�' 1 .,,a '. i 421 >S 1S , 1 ,, ri.ef .,,,, , a e _° - r 2060 �, Figure 107. The theme of a Hospital Campus III __ •, 4 ` r development is continued in this ,. • W80 project showing three separate phases of development. m 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies SW 72nd Avenue Intersection • Currently, at this major intersection, to the south. All new development should •° • i- 72nd Avenue transitions from a public address the street edge, creating an - - _ ` I L)-4 street to a connection through the Fred inviting architectural face to both Pacific _ - �� `4 - p _ . Meyer parking lot and continuing into Highway /99W and the streets behind. , � I � IA p �. Y a residential neighborhood. It is very =� - gro .: dauntin g for a pedestrian to try and cross With the addition of HCT, a new + ' - � ■ the street here. There is a natural area street section will be created. Pacific . ' h �+ N, t r� _� -...1- with large grade changes located south Highway /99W could become an urban '� 1'. of Pacific Highway/99W that is art of boulevard with the creation of l 4 p p z i , - 4i Red Rock Creek. The edge of it has medians and protected sidewalks. To - II i ,... potential for an urban path that could help with pedestrian crossings, a green - ' 4 �` • - connect throughout the Triangle and sky bridge could be created between 1, " __ corridor. two commercial buildings, allowing for # `�:: i the natural area of Red Rock Creek to 1 .11 r 4 1 i - - �,. -- — The huge expanses of surface arkin stretch across the hi hwa to reach � - w lots could g ld disappear over a 50 pear newly developed green areas that will 1� � _ " 111 i period. Parking would be accommodated break up the areas between new mixed- I , r� s N � Oil �r with on- street parking or in parking use and residential neighborhoods. .- structures. Looped backage roads can (Figures 113 & 114 on next page). w ,, r be created by connecting existing streets a ' ' -� to minimize local trips on the Pacific �,, Highway /99W. (Figure 110 -112) , - ' V '• vi'' w a r Figure 110. Backage road. Figure 111. Concept sketches of backage road on The area offers opportunities to green belt. redevelop the Tigard Cinemas, which is 411101.1 -'" IIIFF- ill' ' -1 ,'-, Pilliiii: ....... :,,,..,...., r 419C3 1.' _. f L- ._ (00 . i VA O - . , a :.:: 7 . ,, " , 1 Q e. ! fi r . 0 .. = h ti a; � • 1 # 54 #, - M . - ` ' ,: F �.. I. y _ a .." r �. . . _. m 5 -10 years 10 -20 years 20 -50 years Site plan Figure 112. Diagrams showing possible growth over the next 50 years. •' I. .1 131 D imam 74;10. wince% "peod efejoe8 6u!oeJ Reg ueaio pue e6ppq M66 /XeMy ouuioed }e uoijoe ' "t U am6►j 000 01 p „ 9. 71 C 1 1 f J l L 4 Jai yiwj ueq.rn o] YJnosM66 /AeMy6IH o]Jioed ,ie uoipes aiiS "£44 EIPTIE satpnis alts Ar uniioddp TEn1daouoo 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies Scheme 1: SW Dartmouth Street Intersection A new Triangle area plan could create a ' strong grid aligned with the transformed - N Pacific Highway /99W. This project - I _ 1 introduces an office tower as a visual icon that represents innovation and 10 � 'y sustainable design. (Figure 118) The tower i - i - has a strong symbolic form and skin that F, is both functional and visually interesting. i Figure 115. View from square to mixed parking, ; _� 1 housing and office buidling. At the Triangle's southwest end, Costco Iv and its parking cover approximately 15 i . . R acres. As Tigard's population grows, i • this site at the junction of Pacific • i ' s� '� -' Highway /99W and Highway 217 has an '- , _ — — *,� opportunity to house more people and L� jobs. Structured parking, better mass �. _ - , -, - transit and denser -built environments , could open space adjacent to and on top l• 1 1 al ` CI N..yc! , . of buildings. (Figure 117) Figure 116. Pedestrian bridge. �3 l i e P eople working, living, playing, in shopping, -.. � � - p g g p - 9 \N s - and commuting are behind every idea �NaM 9 (r) � within the master plan. This new node \g ot 4 .---- ... incorporates mixed -use commercial P a� � .- 4 Figure 118. View of the iconic, sustainable tower. and residential typologies. It connects - ' L kVIr people with transit, Downtown Tigard and s ` , e., ' open spaces. It creates shared and vital ' Li amenities to a mixed group of users. I �-D — Site plan 0 — 0111co, Figure 117. - Re-use of Costco as recreation center MEM 7 •1=M 1 ,..., f .� ,: - ...F J I A' (I I / .re / �1, ,rare - _ - - "1 —.- 1 ill . . i __. ..._ . 1 1-- l e _ 1 11 i +I ■ 0 P 46 Conceptual Opportunity Site Studies Scheme 2: SW Dartmouth Street Intersection The location of this site is between a This project simulates mixed -use lower wetland area next to Costco and _ development along Pacific Highway/ the residential neighborhoods north - - . - . e4, , • 7-j, 99W over period of 50 years with , f — offices, residential development, of Pacific Highway /99W, Open space =- " structured parking, and adapted big could be dedicated within a denser `: . i . ' . , A _ , box development. This project also grid of mixed -used commercial and . { : _ r r r r ! provides urban farming between residential buildings once surface parking 2020 �" —J._ 2030 4 C 2060 lo is relocated either underground or in food buildings suppl y that a mi ght become source of cal re mo critical in the future. structured garages. Big box retail could also be adapted. I The current retail land parcels, once ° n. subdivided, could be more intensely :�," developed. The new urban forms could _ :. _ connect with the Green Urban Trail and ' A.. t , +� a __ R rt . C 0 the rest of the Triangle. The scheme + r , includes an opportunity for urban r yy ' ' � • y '�' 3r-rk' ' m p _.. •...".{ Y . Y q . agriculture, providing communal garden �s , " ' ,� ki . ,�' -- _ � a .� . i , _ space for Tigard residents. w �- r 2.- r r,,• . top. y r - E - iteral ) k w , aaniffiarili - ___ir 4 0 , . .... • A .0. A r_ 0 4 1: 4 ' in I t - _ - - - ° � � - , _ �� *+#�a 11, 5 �.t . .ems`. :. �. it j • w , Sit plan + -04 -1 I ,. _If war- W -� + 6 ' = _ . I ce: Figure 119. Re- aligned grid opens space for urban agriculture. t I' i F' -- • _ a ri. Figure 120. Urban boulevard along Pacific Figure 121. Section through 99W shows underground parking Highway /99W m 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies Highway 217 Intersection �y + y a�� Though Highway 217 bisects the site, the existing overpass can be improved " .z ,.. '� '' • j a. - ' +r' to create a pedestrian urban boulevard -4 r� , . -A;Zu µ' e r r along Hall Boulevard. This would I � �+ � - T TR., connect residential neighborhoods to - 2010 jr I concentrated infill development near a or new high capacity transit center at the ` ;,� -. ` pi ... i 2020 ; . - 2030 intersection of Hall Boulevard and Pacific \\ x Highway /99W. w% r 4 R i Existing buildings at Tigard Plaza ', ' - -�c" . 9 " " { a could be adapted and combined with, ' ' ,� `` R— structured parking, mixed -use residential - ', _ �' �. 4�� �� buildings and ground -floor retail along the ��.' 7. _ ° ' '' ' N n boulevard. Live /work buildings would be ti. , suited for the slope along Highway 217. vrts 0. r ; - , p, -, - - } City Bible Church The Green Urban Trail in the Triangle r J _ - , = y could continue at a new sculpture garden . e z _ _ . .. and pedestrian bridge over Pacific ��� , ' '+ %. �' Highway /99W that lead to a recreation d� � � . > �. _ y r te - - ' Aift center, including a public pool facility.' f .4: } `_ . 5- _ ` - N Such a recreation center would add � ` - -- � � '. institutional buildings along the Pacific h `119- R , f�� prgmaray/ commercialor PaG 1{ , G k �� � � _ , I 2060 Recreation Center 2 °' Figure 124. This architecture and urban design project attempts to improve the connection between two sites on opposite sides of Highway 217 by Q. improving bridge design connections and developing an Urban Boulevard along Hall Boulevard. The possible development of this project Site plan has been simulated for 10, 20 and 50 years. I. .1 ~ r j uu - I Figure 122. Transit stop and urban boulevard at Figure 123. Section through Pacific Highway /99W showing green pedestrian bridge to new community center enter. Hall Boulevard intersection. 13 Conceptual Opportunity Site Studies Hall Boulevard Intersection Many buildings along Pacific Highway/ 94,675 square feet. The pavement 99W follow their own internal set of rules on this site has a gross area of about . rather than reacting to the context of 370,800 square feet. - a• the corridor. Existing storefronts along ` ' i 4 Pacific Highway /99W appear to be out The redeveloped site could provide , 1II` 11 - of scale within the current context. The a central street that accesses active a 1,-, - - proliferation of big box typology can ground floor uses. The scale of the +445. 4 u ; reduce the potential for civic identity and buildings should actively define 1 place making. a relationship between the built ,: environment and Pacific Highway /99W. , !. ' ' - — 'I " 11 l The Tigard Plaza site at Hall Boulevard Transition zones should weave the higher currently contains roughly 425 surface density development into the character of ``,,,"' � I parking stalls on a 6.48 -acre site. The the existing single - family homes located 7 ,. - , retail buildings have a footprint of about to the north. ' ' - The site has a great opportunity to 7 become denser at its edges and more ' g � a al 11 I . ,1 pedestrian- oriented at its core. Open s East Elevation le a , f �I v` space should be incorporated and r 1 � "oo surface parking be minimized or replaced s . R by parking structures A variety of uses, q � m such as retail, entertainment, and I c - °� educational would promote activity during I IL 1b the day and night. . . r 1 e yi a . . Imo .. � + • 14 iii a° A.), '� °~ JIp A ` South Elevation Figure 126. Central boulevard with pedestrian perimeter 1 i Y 1 0 • — Figure 125. Section shows scale of buildings relative to street El 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies Scheme 1: Downtown /Viaduct Intersection The viaduct structure creates a barrier to highly visible locations. These locations the downtown area. It will likely require can house community programs such improvements or replacement in the next as a farmers market and recreational 20 years. At the center of Downtown facilities that will draw residents from _ Tigard, the site creates an opportunity adjoining commercial and educational • to engage both the regional aspects of institutions to share in a productive "third . Pacific Highway /99W and the local Tigard place" environments. (Figure 128) community. These two opportunities , — __ _ advocate blending various developments The placement of a linked transit -�3 -- and improving walkability. station which contains a strong vertical - element that joins the surfaces of the 14 \`' In the first two phases, the addition of viaduct and Main Street will create an k . ''° ` formal park/green space and the laying axis mundi from which a corridor of D °' go in of an expanded street network create development within the downtown can 4 edges of high value street frontage. be anchored. The engagement of the (Figures 127 & 128) north side of the viaduct focused on recreation and civic uses would create a The secondary phases will focus high value residential edge which could on the opportunity presented by induce higher densities in exchange for • the replacement and addition of immediate access to public amenities. transportation infrastructures located Figure 131. Perspective from viaduct looking down to Main Street. Figure 132. Organizational Diagram of Downtown . around the viaduct. (Figures 129 & 130) By building around and under the new I • green expansion 2 : community Infrastructure 3: development formalizati 4: continued growth viaduct, development forces which could displace preexisting businesses can cr■ k + .' -briktocli FdinniOtit transrlerl Pl .coW Le.' .. , vri. EMSRR,rj a rdseFaprr•tnl!Mal be mitigated by creating lower rent but y•nO- Wei k0 OTT! minihi Aria 4olikr I .,. r �L,+±rarYlrhr'il%+ I' 41w hri :1 . higirerr rr soIyh n-ng pri r n;M,s, • roman. pia • ,f•or reurred tt ri NM ria®Y r EN TFsALi VI A.0 LJ CT A 4141t, . ..: I, 4,41411 40s, " :\* - w R A - . ,. Ill vi • 4$ <#.„ , ..7%. '1/4. . 4 • 4 N. 4 II 3 �" • ., 4 �, . ., c MIK :*:': ■'e '' # a� . e r 4 . Figure 127. Phase 1 of development. Figure 128. Phase 2 of development. Figure 129. Phase 3 of development. Figure 130. Phase 4 of development. 50 Conceptual Opportunity Site Studies Scheme 2: Downtown /Viaduct Intersection The building of the Pacific Highway /99W the buildings. (Figure 135) Upgraded towers allows sunshine down to the v. viaduct in 1940 included a berm which bridges capable of supporting the new boulevard. Twisting the units to face due ,� created a barrier to Main Street access. HCT lanes will also provide new street south provides optimal solar orientation s The proposed intervention site lines both through connections. With the viaduct for the residences. (Figure 134) , r'+� F 0 sides of the highway. To the southeast, transformed into a seam, rather than n' ,, w the site is wedged between businesses a barrier, the industrial area could be t • k that front Main Street and the highway. re- envisioned as a high density mid - rise neighborhood connected to transit, the ,` The four lanes of traffic would be shifted green network and the commercial slightly to the northwest. This would downtown. Site plan allow room for a lane dedicated to high capacity transit going in each direction. Buildings that line the Pacific Highway/ To buffer highway traffic, wide tree and 99W would provide spatial enclosure vegetation zones should line the roadway. along the boulevard. These businesses I Y A lower speed lane for local traffic is could take advantage of the raised V' included adjacent to the planted area. roadway by providing access from two • 1 ". - , y The widened right -of -way layered in such sides at two different levels for two . ; X a fashion might transform a single use distinct uses, commercial from the • ., * r highway into a more diversified area. boulevard above, residential from the `"' (Figure 133) access lane below. Breaking the building 'ray . $ into a series of smaller towers can, Buildings would define the edges of increase the visual interest from low -rise the tree -lined local lanes. Alleys will Main Street while providing living spaces. Figure 135. Building Placement & Orientation Diagrams. give service access to the rears of Opening up gaps between the delicate . TAW _ - - C % I • a e _ 4 ;; ,_ . lI "fi L 3 lir 6" - All 1111117 ✓ , ti 1 112!* _ X7 ,.4 _ - a ��� In p-. � 1. .1 L . - - pi pp. __ i „... 4 ,,,,,.., ,...,,, Fi 4 1 , , 1 RP - 1 _ y _ ,, _ * ., S.' '• '... 1 .■- -•'"Ztl:'.- ,, Figure 133. This rendering of Pacific Highway /99W shows four lanes of through traffic, high capacity transit ROW, a buffer zone, local traffic lanes, bike lanes Figure 134. View from SW Burnham Street and SW Main Street. and sidewalks. Ell 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies Scheme 1: Walnut Street Intersection The focus of this specific site study was Each side of the Pacific Highway /99W is A park block structure connects two on water, wildlife habitat and pedestrian developed differently. One side is a more educational institutions, that will become movement. Water is a depleting resource formal grid -like structure, while the other a multi - level, mixed -use space. ' . that requires conscious conservation. is a more organic form of the existing (Figure 137) �°• As cities become more dense, natural Fanno Creek. Each side is consistent ' , & , . 0 1 5 - t . A habitats are shrinking. Fringe cities are with the idea of extending the natural 04 -- i A. -i.�_ • — `" -0 continually being developed around landscape into the residential area kw, , __f{ the automobile, discouraging and often as a connector. Pacific Highway /99W ''� - � _ . . - E inhibiting pedestrian movement. These becomes a mix of an urban and a park factors drove the design process to boulevard throughout this section of the Green restoration & growth in 10 years. create pedestrian connectivity that corridor. Some areas focus on dense fosters wildlife habitat and decreases development, while others create open _ - - ✓{r _ n water run -off. (Figure 136) space or extend the natural landscape. , P - I,; _ 11 4- Figure 136. m 4.1,1447.":1.. .. -' � - P acific,Highway/99W " ' CE;N nsik4/ ] C7 4- restoration & growth in 20 years. l amok E xtend natural habitats & trt create new opportunities for ".� habitat in urban context 1 s`" 116 w • '., — Oil IN OAL , Figure 137. Overall Site Plan 0 . r. ., s Capture rain water and Encourage pedestrian decrease storm -water activity between Green restoration & growth in 30 years. runoff residential & commercial development :I or: r Figure 138. Section through Pacific Highway /99W. El Conceptual Opportunity Site Studies Scheme 2: Walnut Street Intersection The natural features of this site, in the A park has been designed as an form of two runoff channels, represent extension of Fanno Creek, taking into . , opportunities for a deeper connection consideration the existing lot lines and ` between nature and Tigard. They act as drainage. The park will explore various I '* , ', 411 Allow barriers between more densely populated amenities for those living and working --- areas and established single - family nearby. These amenities include access • • - neighborhoods. Crossing over water is to sun, shade, trees, water, shelter, ,- a well - established threshold condition. seating, visual connections, seasonal �- _. _ The area just south of Fanno Creek orientation, and a sense of spatial ,» has the unique distinction to serve as a enclosure. (Figure 144) A ! = J ``: ,r'`' 'I = ; counterpoint to Downtown Tigard. , t .� - _ To further enhance the outdoor space, " - . ; ` _ p '� _; ' 4 • . The objective is to propose a strategy cherry trees and "milkweed pavilions" are `- . • • for taming and beautifying Pacific planned throughout the park. A milkweed - . - 4 . Highway /99W. Local parking lanes, pavilion is simple adaptable shelter a • . _ . broad sidewalks and multiple islands of with extensive planted roofs, initially - e it birch trees were employed to achieve conceived of as places to house food Itai this end. The trees create a sense of vendors to help activate the public space. _ • _ 4 enclosure and offer a buffer between the They can also be used for rainy Oregon fast moving traffic and pedestrians. In cookouts or market booths. When - addition to creating a more pedestrian planted with milkweed, the structures will friendly experience in terms of mitigating attract monarch butterflies in the early hazardous crossing, the deciduous trees autumn, making the park an enchanting offer seasonal orientation to motorists, and memorable experience. (Figure 143) making this section of Pacific Highway/ 99W distinct. The planned building is mixed -use - residential. Interfacing with the park, it is comprised of a series of peninsulas both reaching out and allowing the park to penetrate into the building site. These 1 " I f 45a wo peninsulas are graduated in length, and the height acts as a mediator between dense development. (Figures 139b & 140) Figure 144. View of planned park with cherry blossoms. i llill . ik t' 4 ! 1 ; 61 `k , 1 l i•• ,0 7.1:.; ''' 45b M,_ . ";_� A / -- J Figures 139a -139b. Conceptual building models. Figure 140. Proposed building development. Figure 141. View down pedestrian path. Figure 142. View along park next to street. Figure 143. Milkweed pavilion. El 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies Watkins Avenue Intersection With both a community center and Bull Mountain's green spaces are _ _ a church anchoring this site, single mostly small and disparate, but some �" r , � - ■•• . - • ■ ° and multi - family residences are forest remnants remain. Reconnecting = , , IA able to flourish in the surrounding and repairing the green spaces can f_�, # fil 1 1 neighborhoods. These anchors also strengthen the local green network and ,� a 21.` Ili' encourage development of a park on help in mitigating storm water run -off. + - =FM dr I - of ed Park Street. The addition of Douglas , ■ Fir trees and pedestrian bridges along The traffic on Pacific Highway /99W can #- lei!: # , Pacific Highway /99W could vastly have significant noise impacts. A soft 1,41 jet . 410 . +� , ' * . rim improve the pedestrian and commuter transition from highway to single - family . . ? 4 .. ;, I experience while maximizing access to housing is a primary goal for this project, a► ° �,. . '! .� - - Zel services and public amenities. as is improving the livability of the Pacific - '� t#� ;{ Hi /99W corridor. ' ; i" - -. r • � . . 0 r �� - W 14 "It ' -- fp.w.: I i Ipriv it It s II .Lt. . . • `. .. r. , ! # % 4 o' #y oto - - � i! Pedestrian acess ...47 ...,..-or „ I 1116 or ,- OU T it . . i - rifts m'u ■ 0 • s. • ' 4 1401.1. 'e ; Tr!..i... . , ll ik l iti kips; 0 II ; ME MO g■ - - . . *it .:,.„., _ ' . :. , ;`1 . .,7 : 7- . 7 4 ; 4: .1 . name. up, A l* jor . , ; 4. i l / afr 4 '11% °I f t i w,,, ` . ,e - ` Barbur Boulevard t - :.: ,� Qa IF ' F c P rilp 4. , ...:,... r ,....: i ,. l i , , illi c, 4° ''.'1 :if ' lit ' .:, lip '1/41 Ii . NW i I. {\ + 4 '.i aG , ,: '' _ 1 % , P i t Ap, y' 4M; Site Site Plan � I _.. - • ■ J _mi- Figure 145. Figure 146. 2029 Corridor Plan. D Conceptual Opportunity Site Studies McDonald /Gaarde Street Intersection Outside of the commercially -zoned strip ,, at the intersection of McDonald /Gaarde W• • NR -� Street and Pacific Highway /99W, the M - • . W . • area's land use is mostly single - family L i s 0 y `' � l � . 4 • 7 residential. Schools are also scattered - � , �' , � 7- ' ' � _ i� _ f _ a�� 1 ,� throughout the area However, the area I f r = '�lIL , +� lacks existing parks, green spaces and 6 y E y ' usable outdoor amenities. 2020 : y 2030 p ` r' ` { f � I II The corridor could be greatly improved - - - N-7.6.. � by connecting green systems and — --- 1,4: I I providing structured parking. Placement. d- of mixed -used commercial services in i I r - ..Li. 1 strategic areas within walking distance " f" , N �M of residences would encourage a i _ • _ _ - ' ~, pedestrian realm. This site could help .,- establish the corridor as an ideal live/ _,--- - ii ` r Figure 149. Common Core v s work community, organized around fi patterns of walkability and the continuous _ park boulevard. r_t 4 ��ar�,� re t . p i r i — s 51 1111i 10 11-1 ' 14 k I l 6 744% e f i . _ , _ -: — -_— -- - „„ 1 , a 'frir ,ik:;* - .,- ' r _ - 2060 I r: Figure 148. Axon of proposed development over 50 years along Pacific Highway /99W. — - I I I ' a - Figure 150. Corridor Living A r r r a �a P a ?mo h : r i •• ---- I ' //,Aga .2111w- ■ 1 I — . ' #/ . r e Figure 147. Park Boulevard Plan 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies Scheme 1: Canterbury Lane Intersection Canterbury Square is a large strip development in a transitional site along a ; - a - 471.7. ml the corridor. The transition could be r. � ! �. �_+ articulated by massing buildings along ,,L • Pacific Highway /99W to densify the street ..f . edge, thereby defining it as a gateway �� A. • "- W.. ... „, � r into the urban environment. , m. , : jot r Located to the east of Pacific Highway/ r 2020 99W is an impressive, but isolated, . i ”- ' a. r - .. ' i • 1-e I " C. W. I ... E f., _ i . . g w. r`r_" � 1 4c— .., - 1 r ; ss d I reen amenit in the hillside. There is y an opportunity to connect to that green • f " " � �' _ y� _ .. F " � �+_ . "'r° gem r Y space and carry it through the site r * ��4i� ;�,�. et, �, ~ "I as a continuous park boulevard with # r ; Y integrated passage ways and respites. t ,� �� (Figure 151) ' 1 N d ? . 2030 r ' - {Y • The current transition from surrounding I R , IP ' % 4111111111110, ' single - family home neighborhoods to the i ; „ W _ . i ... - ,.,-- 4 f Pacific Highway /99W commercial corridor .1 107, � 01 � � t,t_ , A, Is underdeveloped and sometimes - • .., 01 opportunity to r • Y 7. * impenetrable. There is an o .• di create improved paths of connection from � 1 1 " p 1 P , ■ F f * those neighborhoods to the mixed -use � _ _ _ •. 2060 F' � 2b " I. �� . ' -' 1 4 areas of the new development. cm ° Figure 153. Possible development over the - , I I Site Plan next 50 years. '� to g I ; • Figure 154. Axon of proposed development along Pacific Highway /99W (50 year plan). B P� _ M a +■ '- v. f ir_ I w - r b " h :killablirr - - - ._.. w / cb . I - � 4 b 1 4 . • 1 g _ , NMI __ .. N . , e - . h _ . w F illi IL 61a1.41: Ir. 1 / L__ i e, ,.. iir, . Figure 151. New connected green park boulevard. Figure 152. Section through proposed health and wellness facility along Pacific Highway /99W. 13 Conceptual Opportunity Site Studies Scheme 2: Canterbury Lane Intersection There are no major medical /health and the capstone to the Canterbury - - s- * t _I " r i . ° wellness facilities currently located on redevelopment. Such a facility would _ - _ Pacific Highway /99W through Tigard and be of particular benefit to the nearby - p ,� ` _ 4.1 J ' . � . r King City. community of King City which is home to II a large number of senior citizens. — -s- -�' Z ' A medical /health and wellness facility (Fi g ure 155) - ) i 1 --m 1 � � z is a commercial use that could be = • _._ —; Icy r , • � f. m.. =11, elf■ 'V ii ij 1 ., Iv c . , , - , �, ..,_, 1 . 7 .. , _. • 1 . . 9. e 1, '''.--.- 0 . r _ „..., \ ._ .. r y \ ," _ ...-x= to \ , r _. *. ...._, ... \ , '�___ , f k - �\ '� k - * i ,, . . ° ,,°. y , ..-., Figure 157. Perspective looking into triangle community. (50 year plan) .�-- . . - 1 - a ° ,, __ _ _ _ _ , _ • _ . „„ . , . _ _ _ . • iii 3 ., ° :• � r , 1 _ _ _ _ _ _ _. _ . ---4 Figure 155. New Health and Wellness Center. I t.. f j ' ? 1 1 J ••■;1 i , ' 1 ,., a r4 4 rAlit .""...4 -..- -' „ ,....., '" 7 , .,, - 1 a IM allitil-r IV6-:11: ..:. +r _, '1 #� I r e a r � . r.--. / aj f f P f _" k Figure 156. Pacific Highway /99W section. Figure 158. Rising Scale in Canterbury Square. El 2 Architecture I Student Projects & Study Areas Conceptual Opportunity Site Studies Durham Road Intersection In the course of 50 years, this area has evolved from farmland to strip malls, parking lots and housing. The �^ _ street system does not follow a grid r° �-- . but resembles an amoeba. The influx '" i ti ' of new businesses increased the need _'� � " for parking which has resulted in a vast . .'. expanse of impermeable asphalt. Le . 4 1 _ ^�� The Durham Road crossing of Pacific _ _ _ ,i _ Highway /99W is a gateway into Tigard. � In developing it towards a node, the - h ,, ' 1 • 4 V building orientation needs to focus .,+ a 4 *: - i ; , , J x R. " r around this crossing. A more efficient I ' 1 4r ar ti . use of land could be introduced with taller buildings to densify the street edge. . �, (Figure 161) Further recommendations r Ty, .. r 'i' . y , q, include increasing commercial uses, h � $ . . '� F � � � ' b. tli introducing parking alternatives, and s 6 .- M, 9; WI improving connections of green systems. ' 7 , - , p g g Y .1. - - - 41 0 t" 11 . il l (Figure 159) ` A° ` N ' 5 r T � � r •. r i `� 4 I , • ti r , ".$54 - 4 1 . g - k ' ` - - ; .- ► - ,:,�'�., 7 Sit Plan 0 i r �" F. q wi r ` Figure 161. Densified street edge on Durham Road at Pacific Highway /99W. 0 a ° r 0 " . . Cil ' : • 1.• •.- z `w. '�i i. r P Alb _. in" ili ,.._,,,..„ t) 1 fill H Figure 159. Connection of green systems. Figure 160. Connected street grid. Figure 162. Durham Road section. El C 0 N N O ai U g U 3 s .......F odi _ ,, ...:, .... • ,, ti4it', ., • . i, i • __..... ., M F P ! y i , r,„ ;11 1 I I. • d I Y Y r r •1 Or, � j 1 �� • 4 01 . , I t s, . / I , p F' ILMIIIIik um • jtl ' yyJ l I \\,,,,, ... i \Ili: • .. r lik . 11 i, , \- \\ilk \'' . 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COI li ikk RD ' I' li% 1 ". \ -- f t .1 BEAVERTON 1 11-111 -L-Qa4c,L . .46 \ --, 431$1 , I t'ci it, 0 V P. olk. p I - tv Context 716 AtJ _ . 4 II , , 1. go . ii-' mmil ' I li , r - = i 4 t* \ Local Planning Economic _ Commercial Strips I : CCICIPe i, ...- ill k - ' . 1 J g - IL J 4 Regional Min) f ix *E I e ----- m , i 2 „..44 < • .--. -- 4 FERRN ' d ''----I.- le 40 1- • , - '9 iji(17 .4% .'--., — . Q L: ke . ° 4' Olf -c- Ji. L .3 ioev ; di Bull 4;5 \ %. Ck" ,olv, 0 i C 1 IIVItn . -. 4 rf -- ; .. .. _; ligharl t: _ir ..., , L. . tag, r.,.....ur - .... , Rivergrov j .. i r ' N. ). Tu. 0 tinv. 4 1. '—i It 4. # T 41,167Eiri" ._ O - ,`,7' LA , 0 Q 7 . Rov„.---. .., I .1.- e , ' eZ 1 4. ,a.. -... 1 NortbrAlignmerg. a • t.........' i Metro's 2040 Growth Concept Map, Partial 4 Context Introduction Introduction This chapter examines the context of the Natural Features Auto - oriented Development Pacific Highway /99W corridor in Tigard The city of Tigard has a varied Like many areas that grew in the 1960s Pacific Highway /99W and the many interrelated conditions in topography. Pacific Highway /99W is and 70s, Tigard has largely developed Highway 99W is 124.15 miles long with atiogi which the corridor exists. located in a valley. Fanno Creek is a around the automobile. Land uses were the southern end starting in Junction IF 4 ., major natural feature that boarders a usually separated. Street development City, and traveling up the west side of City of Tigard large portion of Downtown Tigard. It was largely residential cul -de -sacs with the 1 -5 corridor, terminating at 1 -5 at the j,' The city of Tigard's current population is integrated through downtown and traffic directed to a limited number of Columbia River. ) is 47,460 in a total land mass of 11.7 crosses the corridor under the Pacific collectors and arterials. Since there f 1 a square miles. The city was incorporated Highway viaduct. Bull Mountain is a is a lack of connection between the Situated amongst the greater Portland Pr 11 t I C in 1961. recognizable visual landmark at the commercial strip and the residential Metro area the Tigard portion of the 99W A south end of the corridor. development, most daily trips are corridor is 4.5 miles long and acts as a Iry completed by car. This results in main thoroughfare for 45,000 to 50,000 s1 it congestion on the arterials, including cars traveling each day. Of those trips 53 I Pacific Highway /99W. percent are regional trips not originating .40. „ 1., or ending in the study area. (Figure 164) '”' 7" ' Douglas Kelbaugh, in the book Common tor IL.. • :'•`'� Place, argues that there are architectural When coming from downtown ' `� ,. losses due to automobile centric Portland, there are varying intensities_ • M development, "the loss of architectural of development. Pacific Highway /99W Figure 163. Location of Pacific Highway /99W �. detail, loss of human /pedestrian scale, connects a series of "pearls" starting with through the state. .00 ` .' ■ loss of local authenticity, and loss the Portland central city, SW Portland/ k - • of building types." These issues are Barbur, Tigard, King City, Sherwood, and r 4 I t ' C t• relevant to the Pacific Highway /99W on south. (Figure 165) C ,i!' �I� . , r corridor. Strip mall development has � created large buildings with large parking •Ifr lots that have little relation or connection I 'U -- to the surroundings. • Portland p 'Central City - _T Barbur r 90 ard ." ye i 47 5396 regional traffic / _ = t 1 Tigard o4 ) King City +tr ' . L r . �.. A g Sherwood Figures 164. Pacific Highway /99W is impacted by the 53 percent usage for regional Figure 165. Major cities or `pearls" Pacific through traffic on the section through Tigard. Commuting patterns of Tigard Highway/ 99W runs through. residents also have an impact. Ell History City of Tigard History In 1852, Wilson Tigard purchased 320 , acres in the area now known as Tigard. it r - ', Although there were a few European - - - J �' settlers already in the area, Mr. Tigard hil 2• / quickly emerged as a leader. His son r , Pic 0CSA4 rP51 Oregon Electric Rail was extended - W - T �� "' "' t °" to the area The city reoriented and its N„ p — m center grew around Main Street next to ' 1 . L,: ,.. '4'14(04 = \°'. • the rail station. 1 In 1928, the population of Tigard Farming Automobile Qac`,�� 0i was 328. By 1961, the year Tigard +"I a ` �. incorporated, the population had grown ° i to 1,084. The new freeways of the 1960s 1 ,' � _ 1 - Km a and 70s made Tigard much more accessible. Agricultural . ; ; i ...... -- land was sold off to make way for new single - family home r i• ; 16A: . 1 TM� subdivisions. You can trace the housing and commercial a �" � I - :. ti developments to the old boundaries of the family farms ��= r .06 �"�`` " "` 'i that were in the area (Figure 167) The population of Tigard i „� � ^ _ accelerated; in 1972 it grew to 7,300. Today it stands at • Railroad .. _ 9 Y 47,460. (Figure 166) _. * ' —.- c 45,000 - �, - - wil 40,000 ■ 35,000 I 30,000 ■ I4 Pi #b S 112 44 ,., - 25,000 1' , tee _ _ 20,000 ■ xl. 11 ; ICI. 15,000 ■ T Rive addippr. 2 10,000 /4-rip ; '- • gi , 5,000 ■ 0 . 0 .— t 1 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000 Figure 166. Chart showing the exponential population growth of Tigard. (Information from http://tom.mipaca.com/Oregon/TigardHistory.php) Figure 167. Illustration of land claims in Tigard area, 1850s. 13 4 Context History Pacific Highway History 3 J In 1917, the predecessor of Highway - - 99W route was mapped by the state and .1. . - declared to be of primary importance to be . - ' = . "permanently constructed and finished with `` �- hard surface." The route was generally from '�- �— — the Multnomah County line through Tigard, 4 'm'_. Newberg, McMinnville, Corvallis to Junction City. _ It was originally known as the West Side Figures 168. Aerial shot from 1961 over present Fred Highway, and later West Side Pacific Meyer parking lot. Highway. Capitol Highway in Portland is later designated as part of the route. �` -` - I. 4 4... + In 1937, Barbur Boulevard was completed x .4 • '__ - � _ POW and designated the new connection from _■� downtown Portland to the rest of the ` - 1 �, �° +`�� y � ° . (instead Capitol Highway). 3..�-- -- -�.� T - T route instead of Ca itol Hi hwa US-99 ' v " _ route was officially split into two routes on „ , t ; { �,"'� either side of the Willamette River: Pacific Or Highway West (99W) and Pacific Highway East (99E). it f . ,a , ii Three years later, in 1940, the Pacific , - j - 3 is . i”' ,_ ' ; 1 i , _ , Highway west viaduct was opened. It Y —' F '' . I. i ; diverted the route off of Ti ard's Main *� —� " f i a _ r - - Street to avoid the at -grade rail crossing. ''t + ��_ " ' 9 4 The viaduct changed the dynamic of Main !F. `� Street by reducing the number of street • r ft r �� _ 7a. NI connections and impacting properties on the — _, ti •.I - • northwestern side of the street. Downtown i , ' ! h -- ,wilmIlL Tigard was prevented from developing a .. i r�L " traditional compact urban form. �► _ • In 1956, the National Interstate and Defense 4 I - J . _ -' ' " - . i;. 4- r , Highways Act authorized the Federal �� _ * � government to create a network of limited- , _' ` . i ' ° 6 t1/4 access highways throughout the country. By — - y 1961, the Baldock Freeway was completed 'C ` f • ,. t - , _ , 4` from Tigard to downtown Portland and is- : - - �—, � .. w ,,� - Pr . designated as I -5 /US 99. • _ �' °i � " . • . , + • "0 V Eleven years later, in 1972, U.S. Route 99W 1 — r„ � � • " - r , ,. ' m . ,r was decommissioned as a Federal Highway I .i t.. - - - and re- designated by ODOT as ORE -99W, - .- ,� �` it its current name. ' . -- s _ dmtkik Figures 169. Aerial shot from 1950 of Pacific Highway /99W showing the viaduct that bypassed Main Street. D Local Planning Relevant Planning Efforts Over the past 25 years, planning for Tigard City Council as part of Tigard's Metro and TriMet, in concert with ODOT, I Ok , Pacific Highway /99W has focused Transportation System Plan (TSP) and will undertake a Tigard 99W Land Use r ' I so . on transportation issues; primarily also accepted by ODOT and the Oregon Planning Study in 2010. The result will j Apr ,. ' ' ," 4 how to improve traffic flow. The last Department of Land Conservation and be a recommendation to the Tigard . "' d ' 14 di transportation planning effort was the Development (DLCD). City Council to amend the land use 1 . - k ,I: 1 2007 Tigard 99W Improvement and designations (zoning) of lands within '3' I. 4 I, Management Plan. When the technical In 2009, the characteristics of Barbur the vicinity of Pacific Highway /99W. The ' . ? . i l' 1 ai r :a part of the study ended, Tigard, ODOT, Boulevard /Pacific Highway /99W from purpose is to enhance the economic . , ' ' • , , y • . other participating agencies and the Portland to Sherwood along with a vitality and livability of the corridor by it . �' i' . ' I p _ I Citizen Advisory Committee concluded number of other corridors were studied in allowing a greater intensity and mix v ,�' �� it was not practical from an economic depth by a Metro funded High Capacity of land uses that would also increase . "' p and community impact perspective to Transit Corridor Study. The study the ridership potential of future light ei r add additional through lanes to Pacific concluded that Barbur Boulevard /Pacific rail. Another planning effort, the Barbur P 4 . - ; , '` L i iL - — lik Highway /99W as a means to address Highway /99W as compared to other Boulevard /Pacific Highway and 1 -5 -k 4 i , ' , , 4 ' `" 1 i, congestion. Fundamentally, traffic alternatives, best met the performance Corridor Refinement Plan, will also occur L.. ' , , ; r 4 1w, i capacity provided by additional through criteria for a successful transit corridor. in • the near f uture. This project sponsored ! '~ • r -- . 'k . 1 ,.'- � 'I I I CI lanes would be rapidly consumed by Subsequently, it was recommended by Metro, will ensure the needs of all` �.` • ' latent traffic demand. Also, a wider to be the region's highest priority for transportation mo in the corridor are ,.�,, !': Ir, I. ,a , . x I • , I I " g g p Y P � � • highway, six through lanes and a center HCT development based upon existing efficiently integrated including light rail, 1 � , l ip Ili 4 turn lane, would require significant new characteristics. This designation will bus transit, automobile, commuter rail, } , f . ` h. , l right -of -way resulting in the loss of many initiate, provided funding is available, walking and bicycling. '_ ' '• . r . businesses higher speeds, and more more detailed studies includin g federally .' `- * " N. ti w g I air pollution with associated greenhouse required Alternatives Analysis, Locally ODOT will be an important partner in . r r . , 0 � ._ gases. A wider Pacific Highway/99W Preferred Alignment (LPA) Plans and these upcoming efforts since the agency '' . �- P, F r • would also result in the creation of even Environmental Impact Statements. is responsible for management of the 4 _ ' 0" k ° - ' ! + ' 1 _ a greater barrier between the east and Assuming state, federal and local highway. In addition, these projects will a r = , ; , f` west parts of the city. funding would be available, HCT would have to involve other agencies including . . • ;; i ii . be constructed following successful TriMet, Metro, Washington County and •r�' o f -, �' r° Instead, it was recommended that completion of the planning efforts. other jurisdictions. It is also essential •• ODOT, Tigard, TriMet and Metro focus that elected and appointed government t on a combination of transportation The future provision of light rail along officials, business and property owners - ., _ . ' � ;r - II management actions and improvements, or within the vicinity of Pacific Highway/ and the full range of citizen stakeholders 4 , # ' � ` y I 4 including access management, 99W has the potential to significantly be engaged in making the many � , �w 4 , '" intersec upgrades, pedestrian affect land use character in terms of future decisions that will prefigure the y" 5 '" ' ' IP and bike improvements. The plan increased density and enhanced land construction of HCT within the Pacific • tr. i $` 1 , also recommended that Tigard and its values. Access to light rail improves Highway /99W corridor. •-!''. 5 • " -...� °' ° ' x! , ..1 . 1, + partners greatly feasibility private ' I _ _ ional artners take actions to reatl the economic feasibilit of the rivate ¢ { �� re 9 improve access to tr In the short sector to develop a wider range of • �:R . r . 1" term, this includes improved bus service. urban land uses. On the other hand, s',,', , - • - V . In the long term, the plan recommends the ridership performance of light rail ,4 '' � - '' ; _ - the development of HCT within the is dependent on a transit supportive ill. 41. • Pacific Highway /99W corridor. The plan's land use pattern that provides needed - .- . recommendations were adopted by the ridership numbers. Therefore Tigard, f a rx Figure 170. Image showing 50 -year build -out of Downtown Tigard. 13 4 Context Regional 2040 Metro Regional Plan The Portland Metropolitan Region has an designated areas around the region as Recent planning for Downtown Tigard Renewal Area. Downtown Tigard is elected regional government, Metro, that centers and corridors to target varying included the Tigard Downtown Future envisioned as a mixed use neighborhood encompasses 25 cities within Multnomah, intensities of development. By creating Vision, which developed a visual that combines housing, employment, retail, Washington, and Clackamas Counties. these designations, Metro hopes to refinement and integrated view of various cultural and recreational activities in a Among other things, this governing body influence local governments to adopt earlier downtown studies. A time frame walkable environment that is well served regulates and controls the Urban Growth zoning that promotes efficient land use vision was developed for the next 50 years by transit. " Boundary that separates urban land from for commercial, residential, and industrial for the Tigard Downtown Center Urban rural land. uses that will promote vibrant, livable and sustainable communities. There I 4, a , !I rTor• 1 „,s - L e g e m a In order to meet the requirements of the is a balance in placing the one million i 8+ I . OM R te ;# statewide land use planning laws, Metro new residents in the region without •+ has developed the 2040 Growth Concept creating over crowded communities and ,,, ° = =_ to maximize livability, development, and conditions of overwhelming congestion � - " r ,mac sustainability within the Urban Growth on the roadways. Boundary. The 2040 Growth Concept .�. �` ' "guides how the urban growth boundary —, : • is managed in order to protect the Corridors and Centers = a _ • community characteristics valued by 9 f ..,, '� .. .. • the people who live people to enhance a Corridinrs and i nations n the 2040 significant transportation system that ensures the mobility of people and goods throughout Growth Concept. They were adopted in � `'. g " -. - 1 '''' „, the region and to preserve access to 1995 to help define the shape and growth - * ' ^� _ T om • �. nature. "' It does this by of regional development for the Portland Metropolitan Region. In the context of _ `' i f yr , ��` �� • Encouraging efficient land use the regional plan, these two concepts .' • • + � Ips, directing most development to define the form of regional development , • ti . ,, • 1 1 , t ,� t existing urban centers and along within the Portland region. The Urban_" - T� °. existing major transportation corridors. Growth Boundary requires that physical * ,_�- • urban growth occurs within the boundary - - - .a f fi ; %. I I - - -\ • Promoting a balanced transportation of a city or region. This also means that - 'u i . = • : 1 E ``_ ` ”" i =* system within the region that the city and the region have to grow up, •, _' Fars 4 .° - # . r .04. �6 += h • a y. a accommodates a variety of and focus development within the urba • . T transportation options such as '' p p growth boundary. In this context, higher L E G 14 p .-• � , ,. - f trans t bicycling, walking, driving and public density development was allocated to „�,� ,,+ • -_ 1•s "i , _ �, . �, ,IA i• transit. particular locations within the Portland a� L "�." I ' Metropolitan Urban Growth Boundary. . - - "" '�• . ` s � • Supporting the region's goal of `� m — - -, l is, • �° -� . building complete communities by In Tigard, Washington Square is one of - , �i - -• ` � providing jobs and shopping close seven designated regional centers and Im � ` .� il :,.- S . P lik g J pp 9 9 9 , ,�� ; to where people live. Downtown Tigard is one of 30 town centers. • r Irr "'"`"' k . 4I., - * l iL The Tigard town center designation -- - - ---- "te k To meet these goals and accommodate was recently expanded to include the •- - ��"'. the one million people projected to move Tigard Triangle. Pacific Highway /99W is - - w - - - ... here in the next 30 years, Metro has designated as a 2040 corridor., Figure 171. Metro's complete regional 2040 Growth Concept Map m Economic Economic Context The Pacific Highway Future Vision was Ferry Road, and the refurbished The economic decline of the commercial undertaken with the assumption that a Washington Square shopping center at strip nationwide is also related to its healthy Pacific Highway /99W corridor is the interchanges of Highway 217, Hall breakdown as a transportation corridor. essential for the well being of affected Boulevard and Greenberg Road are For example, ODOT emphasizes the businesses and property owners and for prime examples, relevant to Tigard. importance of facilities, such as Pacific the prosperity and livability of the broader Highway /99W, as primary connections community. Also important to Tigard Downtown Portland, about eight miles between other cities in the state. Pacific and the rest of the region is the ability to north from Downtown Tigard via Pacific Highway /99W's primary purpose from accommodate growth in a manner that Highway /99W and 1 -5, provides an the agency's perspective is to serve supports a strong regional economy. easily accessible urban shopping and the mobility needs of freight and long Because the city is now landlocked; entertainment destination. Downtown distance travel. However, congestion is a bordered by other cities and urban Portland's employment, retail, hallmark of Pacific Highway /99W. unincorporated development, it must entertainment and cultural significance rely on land within its current boundaries have grown in the recent several years The highway's 4.5 miles through Tigard to accommodate growth and economic and attract destination shoppers and provides access to hundreds of strip development. Areas essential to achieve those seeking entertainment from all commercial businesses requiring this objective include Pacific Highway/ over the region. A good example is the frequent curb -cuts and left turns across 99W corridor, downtown, Triangle, relatively new Pearl District. It has had traffic. The result is decreased speeds, Washington Square Regional Center and great success as a vibrant and attractive congestion, pedestrian - vehicle conflicts the city's other designated employment lifestyle and cultural center. and accidents. Furthermore, because districts. of hard to get to transit stops and This is not to say that all retail and congestion caused delays, bus transit A visual survey of the corridor and an service formats in the vicinity of the does not work well along the highway. analysis of improvement to land values Pacific Highway /99W strip are in Because of these conflicting objectives, indicate that the economic viability of land economic decline. Some regional and Pacific Highway /99W cannot currently uses along Pacific Highway /99W may national chain businesses do fairly well be successfully both a retail venue and a be in decline. In the last few decades, because of location, size of site and high mobility corridor. new trends in nationwide retailing have alternative access to the secondary destabilized many commercial retail road system. In fact, major retailers like Current conditions in the Pacific Highway/ strips as shopping and entertainment Target and Wal -Mart have expressed 99W corridor have taken a half- century destinations. Within the suburban interest in properties within the Triangle, to develop and will take almost as long environment, the build out of interstates but have encountered daunting traffic to reverse. There is very little individual and other grade- separated highways engineering problems. The Pacific businesses or property owners can do has created more accessible sites at Highway /99W corridor may also serve as because the problems are fundamentally highly visible interchange locations. New a good location for small entrepreneurial integrated into the current land use and formats such as life -style centers and businesses offering niche products and transportation structure. Reversing the "main street" shopping environments, services that needing lower rent. corridor's decline requires a broad -based built from the ground up have combined multi - jurisdictional effort to articulate and shopping with entertainment and However, it is ironic that the Triangle is implement a vibrant and livable urban other uses to create attractive, high the preferred location for several large environment. Fortunately, this is a distinct amenity environments. The recently format retail businesses. Big -box stores possibility because of the prospects constructed Bridgeport Village, at have captured the discount market of light rail within the corridor, Tigard's Tigard's Southeastern boundary at nationwide and easily out compete expressed growth aspirations, and the interchanges of 1 -5 and Boones smaller strip commercial businesses. policies and support of its Metro partners. 13 Context Commercial Strips Defining Characteristics of the Commercial Strip The Pacific Highway /99W commercial use pattern and vehicle travel. The result is that over the last hardware stores went elsewhere times the only comfortable and strip is not unique in terms of its urban The exception is the occasional five decades is that the focus on for more convenient locations. safe way to access commercial form and defining characteristics. Its form strip mall that offers compatible automobile access and associated The recession of late 2000s has strip businesses is by car. is similar to that of commercial strips all goods and services, i.e. hardware parking lots and driveway access also changed the consumer Barriers prevent direct access across American urban landscape. In and consumer goods, groceries, has almost eliminated the spending habits. Further study from residential neighborhoods. order to envision a different future for cleaners, coffee shops, restaurants, pedestrian, bicyclist and transit user is necessary of the depth and Business properties, because Pacific Highway /99W it is important to etc. Still, the duration of stay from the equation. Ironically, traffic duration of changes in consumer of their stand -alone nature and understand ways in which the corridor is in these locations are typically volumes, congestion and safety are spending may be necessary. But expansive parking lots, are not similar to others of its type and different much more limited than a full such that in some locations along these changes are likely to figure easily accessible except by car. in terms of its unique location and service shopping mall or an intact the highway they are detrimental to in business and development Because the automobile has been context. downtown. business viability. strategies for years to come. the primary design determinant in strip commercial development, There are at least ten characteristics of there is a certain exclusivity the commercial strip urban form which 3. The typical commercial strip, 5. In its current form, much of the 6. Strip commercial development associated with this development are readily discerned within Tigard's including Pacific Highway /99W, strip commercial development does not exhibit a sense of form. Those who do not arrive via portion of Pacific Highway /99W. These is not a destination. along Pacific Highway /99W may place or identity. automobiles are excluded from full characteristics are: Traditionally, businesses along not be economically viable in Because of the business model of uses of the development form. commercial strips relied on the long run. commercial strip development, it 1. The Commercial Corridor was capturing a small percentage Many businesses properties is typically oriented to stand -alone Developed to Accommodate the of large volumes of traffic. along Pacific Highway /99W and development and ease of auto 8. "Greyfield" is an apt Automobile. Convenience of automobile access other contemporary strips are access. There is no landscape, descriptor of strip commercial The configuration of land uses along and parking were the guiding showing their age. Many have architecture or continuity to define development. Pacific Highway /99W is the result development principles. Conversely, obviously transitioned several to the strip or any portion of it as The urban form most characteristic of the need to accommodate the the traditional downtown relied different uses over the years. Also, a "place" for the passerby. The of the urban strip is best described automobile. Businesses have been on aggregating land uses so that many vacancies are apparent. sense of place may exist for the by the term "greyfield." This term arranged to account for speed of customers could make one stop Competition from other types of community resident in terms of a was coined by the Congress for cars and ease of access, rather serve many purposes. retail formats; the business cycle favorite restaurant, dry cleaners or New Urbanisim. Greyfields are than the aggregation of commercial (recessions) and problems of traffic ethnic grocery store, but it cannot those suburban lands that are not land uses. congestion all contribute to the be distinguished by the other tens contaminated "brownfields" nor the 4. The strip commercial corridor sense that parts of the commercial of thousands of drivers who travel undeveloped "greenfields" on the does not support pedestrian or corridor are not thriving as a the highway. Furthermore, there metropolitan fringe. They consist 2. The typical strip commercial other transportation modes. business locations. are likely community residents who of the underutilized spaces of strip corridor represents a non- In their current form, Pacific don't shop at the strip, but instead commercial development and synergistic, highly fragmented Highway /99W and other commercial Nationwide, changing income choose to frequent shopping malls, low performing shopping malls land use pattern. corridors are determined by the demographics and consumer discount retailers and downtown surrounded by large expanses Commercial strip businesses speed of the automobile. Speed expectations are out of step with Portland. of parking. Pacific Highway /99W often stand -alone and do not requires large forms of signage, the commercial offerings of the represents such a place with an create synergy with surrounding building identification and other commercial strip. For example, 7. Strip commercial development average FAR of between .1 and .2 businesses. This form of forms of outdoor advertising. Sight while incomes rose in the 1990s, has created barriers between it an acre. In other words, within the development requires each times are short so signage has the Pacific Highway /99W corridor and other land uses. 2,000 acres represented by a half business to have its own access traditionally been large and visually and most other commercial A defining characteristic of the mile on both sides of the highway and parking. This produces a prominent to compete for driver strips changed little with the commercial strip is that it typically only between 10 and 20 percent is highly fragmented land -use pattern attention. Automobile access to exception that many business has been walled off from the occupied by buildings. that requires a low- density land businesses is of primary importance. such as grocery, apparel and surrounding land uses. Many Commercial Strips References 9. The corridor is dominated by the hardscape and lack of amenities. 1. www.oregonmetro.gov. The Pacific Highway /99W right -of- STANDARD TV T —�- – A complete look at the Metro 2040 plan and other regional planning efforts undertaken by Metro. way and much of the commercial �l PLIAE land uses that line it are mostly 2. This introduction to Corridors In Portland refers heavily to "Metro Corridors Project: Summary lacking in amenities. This includes . F Report," Metro, Portland June 2005. Other relevant studies include: The Portland 2040 Growth • pedestrian and transit amenities, as Concept <www.oregonmetro.gov> well as public spaces or landscape` _F-17:": - treatments within the public realm. P 11.4 Also in most locations there are 11112 3. "Tigard Downtown Future Vision: a visual refinement of the TDIP." University of Oregon Portland a , few private amenities that would` ..c'= ' Urban Architecture Research Laboratory (PUARL) and City of Tigard Planning Department, attract a shopper or client to extend ' l � � ' Portland and Tigard 2008. (see also: puarl.uoregon.edu) their stay beyond the purpose of 0 _ , their trip. The grey of asphalt and FI CING + �. M 4. "Tigard Downtown Future Vision: a visual refinement of the TDIP." Appendix, p.7 concrete dominates the residual - natural vegetation and landscaping. d, r 5. "Tigard 99W Improvement and Management Plan Final Report ", DKS Associates, July 2007, P 1 10. There is an absence of land use 6. "History of State Highways in Oregon ", ODOT, 2009 diversity. There is a characteristic absence Figures 172. Typical scene along Pacific Highway /99W in Tigard. of land use diversity along the frontage of commercial corridors. Almost all land uses are fall within the broad "general commercial" ,'` category of the standard zoning '�� h w v' • code lexicon consisting of all retail,. IA eating and drinking establishments, 0.-- _ . - '� � ' - _ ' entertainment, auto repair and 7 7 ' - personal services. Along the, I frontage of commercial strips - '— there is usually no housing, public 6 � ,, 0,_ - . 11 4 a.. . i fill I parks, dedicated open space, 1 . NI 4, � � '. � 1 �' .. k- civic, institutional or educational M - '' -4 4 land uses. The types of land uses r { A' rl+.0 __ reimillire present on the strip are almost --�^ completely dependent on the - - - - automobile to bring customers and —_ ,� .� -1 ._... clients. — - Figures 173. Typical scene along Pacific Highway /99W in Tigard. m S ection II Supporting Chapters _ TRAFFIC FLOW 2007 . I MI i Ar% rail iiMjiri t +.r .ii ti im k 0 10 141, SOF — _ ' — Transportation ■ I 3 1 t -...--C%.1/4..\--: ( .- 6 J_ �..«....._. � 41 �.y:;;..KS & 5.- ..:.1.... bilh r Land Use, Housing & I �. - Business Typologies N. Ilia* Rorr &lYasibal 8 Site Documentation & Analysis Map illustrating the traffic flows on the Oregon State Highway system. Note the high counts on Pacific Highway /99W. Transportation National Transportation As discussed in the previous chapter, = � .'P from the 1950s onward, communities in I the United States were shaped by the national highway system. Tigard, once a !PACIFIC WEI'I WESII small agricultural community, grew into a major suburban town because of freeway HIGH.spEED RAIL I construction and improved access to maktleitri Portland, a major urban center. ■tea I I''�II One consequence of this is congestion. ` } Congestion is estimated to cost Americans $200 billion a year. pt... -ez IMMIX" Americans spend 3.7 billion hours and MEM in CAM 2.3 billion gallons of fuel each year in . f. traffic jams. Recent Federal priorities -= ; for the transportation system seek to cAl lir i* u da�rwr�r alleviate congestion without relying solely on increasing road capacity. The E l ir '411=3 U.S. Department of Transportation AMIM =1=m 4, Hid- has instituted policies and funding of programs to enhance livability, create s°'� "- ` sustainable transportation options and build longer lasting, high performance COAST' transportation infrastructure.' There f*+. -��- has also been a movement to develop - - — alternative forms of transportation g'.[ I Wm! L 11:12-"rmicwit between cities and states with the recent u,sa push to develop high speed rail. All- ,Edi Cam coo These national policies and plans create Figure 174. Map showing high -speed rail proposals for the country, image from http:// transportationblog .dallasnews.com /railmap.png opportunities for the Portland region to access federal money to develop high capacity transit and help relieve congestion along Pacific Highway /99W. Regional Transportation The Portland regional government, make travel more affordable and reliable ,..., . . • -k Metro, has the responsibility to develop for everyone. Proposed projects include Going I *` . 101$ a regional transportation system plan. In new sidewalks, bicycle facilities and Y, ° ' . \lik December 2009, Metro adopted the 2035 trails, technology to make travel safer I - +arrtnur klurno Regional Transportation Plan (RTP). This and more efficient, new roads, expanded ry-./..,. ti +c %"`- , �" 'rMil • plan "has been shaped by anticipated transit service and high- capacity transit loPIIR • _ � ; ° "- 2 cen needs and outcomes the connections, improved interchanges and '*, q , P,,,,,, , • region is trying to achieve " and includes more capacity on the region's highway `* --. ');:i4 these goals: system. • * • Y � ' a • Promote jobs and wealth creation Well- developed centers and corridors • L 0 ` / � y � FvYirYl•,a ' ° " .41 �f , � ralY.J k manage growth in a way that makes ly� .� rire • °4 d"11A+ Y �. taa d�1r COT • Reduce greenhouse gas emissions daily life more convenient for residents I e • - :: TC_ r Y Y f by minimizing the distances they must F . • • Improve safety throughout the travel to work. They also create centers A H � Y I + Y Y z..,,pY�g,t. - ,�aa.�r,. " °' °° r i i transportation system of activity that can be served by multiple Lr++ n • in transportation options. These compact In irriarst wren _ �' • - - "+ Pr:' t = NI" • Promote healthy, active living by communities also result in lower �_. -' 5•tr,e a ' P making walking and bicycling safe greenhouse gas emissions and lower 'pw'' +'.0 r WI i� and convenient costs for providing new roads and utility ph infrastructure. " • '_��� • Make transportation accessible, '' � F • O °L.�le,., ' -• , " "� "" movement, l and • commuting reliable for freight ht Metro's on how the Pacific Highway/99W . °�. °r • • 4 ~ g region �.�„ • • 9 ' .' , Y �� ; Tu,�i�ira �r i�,r�j ■ Yr • everyday life corridor in Tigard develops. Creating a °�`'" ' good transit network along the corridor -_`•• rfla.nwi +ly e ` ;w. L • Promote vibrant communities while that connects to the region will be , p ,,k _' I l'•!: 'Oregon ' ow ImbaSrua 1, 4ar7 preserving farm and forest land 5 instrumental in helping the city develop — Uncial C a • ` i as envisioned. a v.Y.YR{JrYiri Pi ViY " The updated RTP "focuses on outcomes 0 PLAN Y tt! il,ij t ` • and achieving the region's 2040 Growth m edla . .? • Concept - a publicly supported vision for '••°• uram. ammo, #oasb4rir • " - directing growth toward centers, corridors --- and employment areas." The plan invests r $!Ok -1 in the region's downtowns, main streets, Figure 175. Regional map depicting the amount of traffic that flows into cities around the Portland Metro area . employment areas and major travel corridors to help attract growth in these areas. The investments aim to fix safety problems, address growing congestion, reduce the region's carbon footprint (per capita greenhouse gas emissions and per capita vehicle miles traveled), provide real options for walking, biking and riding transit, improve freight reliability, and In Transportation Local Transportation The 2009 Tigard Community Attitudes this study, the city has moved forward cannot be rejected. Increased . Survey showed that traffic on Pacific under the presumption that it will not add capacity clearly increases vehicle Highway /99W is a paramount concern. additional lanes to Pacific Highway /99W. miles of travel beyond any short . A majority of Tigard residents state that run congestion relief that may be traffic is their top concern. In the survey, A major reason why widening the obtained ". The methods employed , 34 percent of respondents were in favor highway is not a long term solution is all found statistically significant of widening Pacific Highway /99W from because of the "Triple Convergence relationships between lane miles ,{ five to seven lanes, while 30 percent Principle." When road capacity is and VMT. :y ,'' of respondents supported light rail or increased, total travel time will ultimately '- + .. - 4 0,4 r ! "'fi" , ,'*' - improving bus service in the corridor. equalize over time until traffic moves • Lane miles are found to generally '" *� = ' y �� °� °-- at the previous levels of congestion. have a statistically significant F Expansion of roadway capacity cannot relationship with VMT of about 0.3 �. L ' ° .� Automobile eliminate periods of frustrating slow to 0.6 in the short run and between ' — '4 speeds, due to drivers who previously: 0.7 and 1.0 in the long run. "" - — Ina Tigard is a transportation hub with three �• major highways, 1 -5, Hwy 217 and • Used alternative routes during Figure 176. Driver's perspective of being stuck in traffic along Pacific Highway /99W. Pacific Highway /99W running through it. peak hours switch to the improved Between 1 -5 and Durham Road, Pacific roadway (spatial convergence) ' Highway /99W carries between 45,000 to CHEVROLET 50,000 vehicles per day, and 53 percent • Traveled just before or after the of those trips are regional commutes peak hour start to travel during = not originating or ending within the those hours (time convergence) ! HUSS i E 1111 corridor.' Due to these traffic volumes it ' is estimated that it would take a driver • Used public transportation during r I . between 5 -20 minutes to travel through peak hours now switch to driving, Tigard (Figures 176 -177) since it has become faster (modal tall _ . I.. convergence) In July of 2007 the city of Tigard -� — completed the Tigard 99W Similar conclusions are reached by those __ ____t ,--------"*— Improvement and Management Plan. who have analyzed the phenomenon of This comprehensive study looked at Induced Travel, which is defined as any � ' 5=, — three alternatives for improving traffic increase in vehicle miles traveled (VMT) �, congestion along Pacific Highway /99W. that results from an infrastructure change '^ ` .r • • -; - Alternative Awas partial widening, such as an increase in road capacity. �• - a . y - alternative B was access management In a study by Robert Noland, published -_- • • • , • .- � • .111- strategy, and alternative C was full in a 2001 edition of Transportation . — � • widening of the highway. After an Research, the phenomenon is clearly ,, • . °L 4 ' extensive study, a comparison of described. His paper provides a useful _ evaluation criteria by alternative was introduction, Noland's conclusions are P _ conducted and it was concluded that, these: - Y " 4 Alternative B: Access Management _ was determined to best meet the criteria • `The results of the analyses - and project objective while carrying the presented clearly demonstrate that fewest negative impacts. " Because of the hypothesis of induced demand Figure 177. Image showing automobile traffic along Pacific Highway /99W. Ell Adding additional lanes to Pacific Pedestrian developed, but still in need of expansion. The main issue for bikeway use is (as Plan. Proper construction of bicycle Highway /99W will only temporarily The city has been working with the with pedestrian facilities) the lack of infrastructure could help ease congestion alleviate congestion along the highway Along Pacific Highway /99W, the current Metro Greenspaces program to expand continuity and connectivity. The TSP along Pacific Highway /99W. These and will create more vehicle miles conditions for pedestrians are marginal. its trail system and provide additional states, "the lack of facilities, or gaps, improvements in neighborhoods, arterial traveled, which increases greenhouse The city is working to develop a sidewalk connections to the Metro region's trail cause significant problems to bicyclists in streets, and Pacific Highway /99W would gas emissions. Other circulation network along the entire stretch of the system. (See also the Green Networks chapter) Tigard, and lack of connectivity severely improve the feasibility of accomplishing improvements to reduce through traffic corridor, but this has not been completed. limits the utility of bicycles as a safe and more daily errands by bike. congestion along Pacific Highway /99W, Pedestrian crossings of Pacific Highway/ convenient travel mode. " A lack of such as the 99W to 1 -5 connector 99W are daunting. The roadway is Bicycle funding makes it difficult to address all through the Sherwood /Tualatin area very wide and there are few pedestrian of the needs. In addition to the lack of Transit have been delayed. The main strategy refuges (islands in the median where The Tigard Transportation System Plan infrastructure, bicycle use is affected by Tigard has taken to help with traffic pedestrians can wait until its safe to (TSP) identifies two main categories the need to ride on high traffic streets, Currently, the Tigard area is served by flow and congestion is through access continue crossing the roadway). for bicycle infrastructure, bike routes and a lack of convenient bicycle facilities ten TriMet bus routes. Three of these management and targeted intersection and parking. Among the concepts (such as showers) at work. routes run along Pacific Highway /99W improvements. An inventory of sidewalks citywide shows addressed in the TSP are bike paths, bike and two of those run the whole length that connections and continuity of the accommodation (which refers to bicycles Bicycling has been identified as an through the study area. According to system is substandard. There is a lack and autos sharing travel lanes) and off- alternative means of transportation that 2005 TriMet data, most transit ridership of sidewalks from neighborhoods to the street bike paths /multi -use trails. The can improve air quality, and alleviate generated in Tigard is to Portland (53 commercial areas along the highway. Tigard Development Code requires bicycle regional transportation demand by percent), with 17 percent of trips staying The off - street path system in Tigard is parking for new commercial development. Metro's Regional Transportation within Tigard and 16 percent traveling to Beaverton. Around 4,555 weekday boardings take place within Tigard. V' j The bus commute from Tigard to ir `_4 . tik downtown Portland takes on average 30 �4 4 nc1L Itemozucturc minutes, but bus transit is subject to the ", km -4 r = A Vogl '` r congestion along Pacific Highway/99W, I 4 , 0 Tiord I `' N reducing its reliability. Bus stops often lack aal Cl r J -. ' shelters and can be difficult to access. _F _ �,, In 2009, TriMet opened the WES — * l L_... r„. a commuter rail (the Westside Express + r-L% --- ar~ Service) which runs north south from the bi. k b Beaverton Transit Center to Wilsonville. \4 Mir 41'j F ' �� This heavy -rail commuter train has a stop ' in downtown Tigard at the Ti and Transit • Mir — - . 9 9 \j1, iiii WON Mimi ;� ; �- _ aYf ur --- FP 1. , RalrENF Y °;, - Center and runs every 30 minutes during N.:. . y � — ° the morning and afternoon commutes. {FJ 1 There are three park- and -rides located Fe along Pacific Highway /99W. The rir t _ _ �-- =- � � - southernmost located at Bull Mountain 49 Road, 6---------.„ 1 Transit Center, and a northern park and ' ride located near 72nd Ave. El Transportation High Capacity Transit way to widen the roadway, which • Urban Neighborhood. Land would have to be repeated once use consists of residential and - I' ll High capacity transit can be defined the roadway becomes congested neighborhood retail. The desired T as, "transit vehicles that make fewer again. housing types are multi - family ah.,' I stops, travel at higher speed, have townhome, and compact single- °.., more frequent service and carry more Whatever the alignment or type of HCT, family homes. Building heights - ... = , people than local service transit such it will be crucial to have good pedestrian range from two to seven stories. as typical bus lines. " High capacity and bicycle access to transit stops to transit includes options such as light encourage ridership. Investments will - rail, commuter rail and bus rapid transit. be needed to create good access to the In addition to increasing the ease of neighborhoods behind the commercial " commuting, high capacity transit can strip. Safe access to transit stops have positive impacts on other forms of makes transit a more attractive mode to`' transit and land development. commuters. With light rail and BRT comes Figure 178. BRT system in Eugene, OR. Photo from www.ltd.org Definition of Transit Types the opportunity to create Transit Oriented Development (TOD). This 1 7 • Bus Rapid Transit (BRT) is a is a development model for compact, ,o ; _ lower cost high capacity transit walkable communities. These - 4 k . d ,, . ' c system. It is a permanent, communities often mix low-rise medium _ k f, : w • integrated system that uses larger density housing for a range of income _ =�� s ° - h, , ti . , :. ; . w buses or specialized vehicles on a levels with retail, civic, recreation and '.. „,, E • = J . ' ,, roadway surface. It has fewer stops employment uses. The goal is to create _ . - _.a •+ than a standard bus route and is a hub of activity within a half mile of a - ' 3 ' . •,.. most effective when the system transit stop. This development can be _ -_'- '.•- uses dedicated lanes. This could surrounded by more traditional single _ i ` b. .,`ice require the city to widen Pacific family dwelling units, but should be i - � k ,' „7 _ ,,, � Highway/99W to accommodate connected by pedestrian, bicycle and y ,. i the extra lanes of travel needed to vehicular links. t. support this type of transit. i . A . 1 ` ' The City of Denver, in planning for V �� •� • Light Rail Transit (LRT) is familiar transit oriented development around its - wan 1 a�� — . - I to the Portland Metro region. It expanded light rail system has identified - — — l r ,1 r requires dedicated right of way and a variety of "station typologies. " Some .- 4. ai = r _ _ is a major investment. Because of these could be appropriate for various � '� A F _ 22t ,... -_ - a Pacific Highway /99W is fairly locations along Pacific Highway /99W. -- • constrained on both sides in the These include: . . northern half of the corridor, placing light rail along the entire length will • Urban Center. The desired land - , -, be a difficult task. Acquiring the use is a mix of office, retail, and right of way for transit is expensive, multi family residential. The scale of though it is a onetime investment building is three stories and above. as compared to purchasing right of Figure 179. Light -rail line running down the middle of Interstate Avenue in North Portland. ECU • Commuter Town Center. . " Land uses should be a mix of 1 office, retail, multi - family and 4 compact single - family residential. i Commercial and employment I i1/4„ should serve the local community. ~- The building scale should be two and seven stories. 6 -.6 A • Main Street. Land use is a mix of multi - family residential and n 1 `' "� neighborhood retail. Building height,' should be two to seven stories. .$ • `- • Campus /Special Events Station. " ', - +" II s I) fo university type is appropriate medical =. -t i t " 'lr_ , ',4 o N campus, or sports facility. - F I r Activity spectrums should be considered # IMO I I T - 1 ; when planning the kind of TOD that '" `' I r y " ' I „t is appropriate for a certain area. It � �. � ,� , a ! N makes sense to have a typology that . ” 1 I 1 I, urban area, ersus a r 12 hour se n a � � A s 11 _ more residential oriented area. In all i N r "..--- . 'ti t cases, combining • i residential t _ J y - N - __ _ _ development with a HCT system will - i 1" I ' rii; likely result in less growth in congestion << `' " _ ____ 1 _ in the Pacific Highway /99W corridor. - �" ii ' " _ 9 Ili - „,..." 43 :04 0. - r air. Transit also allows for other commuting + i " N 1 i options. Providing 9 (TDM) for Transportation J y q{ - Demand Management TDM and ' �V Transportation Systems Management - - - — - _- if ' , (TSM) programs is a method to 1 i4 lo i encourage transit use. Such programs = might include ride share and van pool �' r incentives, car share programs, parking 0 " cash out and telecommuting. These +rt• ,, ' 1- w " '' I programs can be focused on large t 4 employers in the region. v•e 1 • , " Figure 180. Depiction of a Urban Center Transit Oriented Development in the Triangle area. EEI Transportation Alignment 1 }• ,J --1 —' I • be- .,-1 - , 16' - '4,_ I V — 1% — 12.7 i, *— Al ignment in this document refers to the location of a dedicated travel lane in relation to the street and not in the actual route that HCT could take. Determining the HCT route is several years off. It will depend of the type of HCT that is iiii Ai 111 n chosen along with planning, engineering, environmental, and stakeholder ti +ter considerations. J l e Potential HCT alignments include running • I ` " ∎ -' • ` - ' • 1 along the side or down the the middle of the roadway. Tunneling is another option, but this would increase project 4.. 90' costs significantly. HCT down the middle Figure 181. Typical Street Section n of the roadway creates opportunities and constraints for both pedestrians and automobiles. For pedestrians it can create safe islands in the middle I ' LI: of the roadway. By making pedestrians cross at specific locations, crossing' become more visible and safer. This is F well illustrated along Interstate Avenue . in North Portland. In contrast to the ` 1 design of the eastside MAX through east Portland and Gresham, the Interstate MAX acts more like a seam than a i _ barrier. (Figures 181 & 182) t" When running dedicated transit down the Figure 182 Ty Plan S_, middle of a roadway, the car is obviously impacted. Left turns become limited and are only allowed at major intersections. A dedicated HCT travel lane could Downtown Portland. Pedestrian access parking lots. These concerns can Access management is also tightly also be along one side of the highway. across the highway with this type of be addressed by the location of turn controlled. With these major changes This also has its own impacts on the alignment should be well designed. lanes and the building of backage roads traffic has the possibility to flow more pedestrian and automobile. When to provide alternative access points. smoothly along the highway. This also running transit down one side of Automobile access management for directs local traffic to cross the highway the roadway you can create vibrant businesses along the track side is a only at through streets. Local loop and pedestrian realms with large sidewalks. major issue. While fewer cars exiting and backage roads should be developed to Stations can be engaged directly with entering the highway improves traffic flow create alternatives to Pacific Highway/ store fronts. (Figures 183 -185) This type of and increases safety, businesses may 99W for local traffic. stop is the predominant form in not be happy with reduced access to their El 4. crossing - -1 .. 1 n -1 ": 4 , ,:.. . ( ) ' i 111 ....-. 1 1 1 1 1 1/4 V 1 AMA �� a■ ■ l ■t w. -1,— &'I.1 or 1, 24 * Figure 183. TypFcaI Street Section - CTIDSSing 4:.:, i I( N1'.111111 11 L F1',..11,, 0 ..... a i.r s. i -1114°111 illir cv Q - . if Figure 184. Typical Street Section perkblvd. -1' curb stativn -ill - � - �C�► F -light call 141i x 7`w p i ll it la l , drii _...- f P n , # k —, , I - - - ! ...- -- 1 1 a Figure 185. Typical Street Sermon - stamen m Transportation References 1. http : / /www.dot.gov /about_dot.html 2. http://www.dot.gov/stratplan2011/redcong .htm 3. http://www.dot.gov/stratplan2011/redcong .htm 4. http: // www .oregonmetro.gov /index.cfm /go /by.web /id= 25038, A transportation system for the 21st Century 5. http: / /www.oregonmetro .gov /index.cfm /go / by.web/id= 25038, A transportation system for the 21st Century 6. http: / /www.oregonmetro .gov /index.cfm /go / by.web/id= 25038, This RTP links transportation investments to our vision for a sustainable and prosperous region. 7. Tigard 99W Improvement and Management, DKS Associates, pg 1 8. Tigard 2007 report, City of Tigard, pg 5 -7 9. Tigard 99W Improvement and Management, DKS Associates 10. Tigard 99W Improvement and Management, DKS Associates, pg 7 -8 11. Tigard 99W Improvement and Management, DKS Associates, pg 9 12. See R. B. Noland, Relationships Between Highway Capacity and Induced Vehicle Travel, Transportation Research Part A 35, 47 (2001). Noland's paper provides an excellent introduction to the subject of induced traffic, as well as providing extensive detailed analysis showing that it exists, and should be taken into account. 13. Tigard 2007 report, City of Tigard, pg 5 -21 14. Tigard 2007 report, City of Tigard, pg 5 -13 15. www.oregonmetro.gov 16. http:// www. denvergov .org /TOD /StationTypology /tabid /395260 /Default.aspx 17. http: / /library.oregonmetro .gov /files /soc_report_part_1.pdf 80 s it • Supporting Chapters 01 1�►1.t..1L1L VLL.Ll I iJLL1l.LV.:1LL t 1�yC:'L.L. & Study Areas Building Typologies Detailed r °..L-64 bi Context q F' , . i . i i 1 i n ' 1 . . ,, L _, ;e •' . t „_.';'; x� iik 1 .. -11.• yi ,R�' 4Ywfl5 360 11•1111e- -, , a. g.�..,El•rtI _fi Ei . 1 ,' -- , , Nir -iiiilkiv 6 a. __ - - -_ -- Green Networks & Sustainability ! .. y _ AM 1 °` ° r° �i. 0 . Concept of green space and community gardens incorporated into development. € Green Networks & Sustainability Existing Green Tigard Existing Green Tigard has sixteen public parks located 1.,...i.: F F throughout the city, but they have little vir . irri visual connection to the Pacific Highway/ '_ - �- 99W corridor. The corridor and its acres ° - " + � , 'I& , of parking contrast with the parks and '9 ? � � � ' % open space. The one exception is the " .� r I " highway south of Bull Mountain Road _ r ,. which includes a substantial green R --1- � ' ,' median �+�* .. ^. I I N. i _. --- " j ..,:� From an aerial perspective, the city i_ 0 4 � _ ' " `' ,ip p p Y i [i _ appears to forma series of rings, which ., -- ---' � / alternate between asphalt and buildings - - ,� :J ��' ..f. l ' � = J A ... to waterways and trees. The waterways ? �, (the floodplains of creeks and the �" - . ` �f * Figure 186. Tigard Parks with existing trails 'i * ++ w "ID t Tualatin River) provide connections to White = Tigard City Limits , ' _ -• 4- other parks and open space. The green Green = Tigard Parks — _• i • swaths have become a thriving habitat Black Line = Trail system f I _ �+ r r • I , for the nativespecies that dwell within I 0 the city. (Figures p 86 -188) !- ° . i a " r Tigard has potential to capitalize on ` — � 1 ` . " — + L ,e these areas by converting them into a _ 4 .r R = � � y f, connected trail system, providing citizens - • ,. ,. « . eT° _ . ' ` ilk additional options to the automobile and e ` = - I ,4S A -. 4 . '+ greater opportunities to locally access . �' L i , _rz nature. Trails exist at different points - �_� ' "' i throughout the city, but currently there is d ' ,. 1• r 4. e a lack of inter - connection. , :4, s r ' f ,: ...,1 . „ N �1 Mar 6 �,� * yy � - �y. I iii . . i f i . A "I Fi g ur e 187. Tigard Waterways and Habitation city mi 9 ta - -1 e J • .� ` Red Line = Tigard cit limits T + � 3 gill F Green = Waterways and Habitat Yellow = Designated Buildable Land - „:_ L. �„'� 1 sr . 4 iii , -. Figure 188. Proposed Tigard Trail Extensions White = Tigard Limits ¢ r i �' , Green = Waterways and Parks Yellow = Designated Buildable Land 1 .. , ” v S Fr Black Dash = Trail System " ., ' i + Red Dash = Proposed Trail System ! . D Metro Metro 2040 Green Vision Metro's regional trails and greenways River when it is complete. area in Tigard and is an important ,~- system focuses on the maintenance, Currently, two miles of the planned amenity to Downtown Tigard. _ restoration and implementation of natural 16 -mile trail are finished. (Figures 189 & 190) ; areas to provide opportunities for various ,1 I 4 outdoor activities. The need for regional 18. Fanno Creek Greenway Trail 19. Washington Square Re i.p 'I - 4'- trails is increasing for leisure activities, The trail begins at the Willamette Center Trail C '' •, l . " as well as everyday transportation given River Greenway, south of This trail will circle to the east side 1 1. ` ' ■ - 1 1 ° , rising gas prices and concern for the downtown Portland. The trail of Washington Square mall and - - environmental effects of greenhouse gas is halfway complete and once connect to Fanno Creek. - „ sk- emissions. The following Tigard trails are finished, it will encompass a 15 _ in the Regional Trail Plan.' (Figure 191) mile commuter and recreational . trail connecting Portland through :max` _ l L . 13. Beaverton Powerline Trail Beaverton and Tigard ending at and endin �� - This trail will run west of Tigard the Tualatin River. Fanno Creek from Forest Park to the Tualatin is the largest park and wetland I . _ + � ' _ : -'- : ,6.� � n Tr iIs Figure 189. Fanno Creek trail- Figure 190. Bridge overlooking Fanno Creek - C •.,_\ 1 ' Vt. l , r -LI AL, f la' ..., . ,., . , I -*' b ■ - I Plan reolL y 7 4 Y °. e P I . i ef � Pj` � ,, I LL I A - gill' - cc i IfFIEFfi JA 'L , % . 1 - �� - - A - at - f -- a Ism'm � 3 _ r + .4 r V r lE7.l�l2 CI : i � I h M l - 1 I. Thy I i s ` '' ' - tom... . A=- - ,.^ f --F ti" J � 'S M 1 - a .. ti Y r ..., {� . ~',, .. r a t .__ -. . I i F,� d d 4 4 � ..� i ��r ° 1 I Lis -- -6� -I —rye 4 ' II r '- /w 1- 1 ; - - F f 4 11 L I � _ L V � � �a 1 N. �•.r�Prr.� � �.- - --ter ' _. + z L, F _ - _ ' �.R tl' • p i 1 __r F off' 1 - Ira �, I P I i Figure 191. Metro's Regional Trails Map. Figure 192. Metro's 2040 Growth Concept Map, Partial. El Green Networks & Susta Pattern & Recommendations Green Patterns & Recommendations Introduction Green Business Habitat Integration l- The following patterns and Social and environmental responsibility As development continues to increase recommendations were developed is becoming an increasingly strong and natural habitats decrease, the ;u • �i _ • • as tools that could be implemented value to businesses. Also, the growth opportunity for integrating green spaces `• ... I i ' es • anywhere along the Pacific Highway/ in entrepreneurial green business is within the urban context for human 4 R� l� . 99W corridor. significant, such as the production activity, as well as animal habitat is '" ' , >4 _ _ �_ -. 1 - , an of green cleani products, selling critical to retain diverse local wildlife. By - `' " r II _ % 4 Iii Green Fingers carbon emission offsets for automobiles, implementing green roofs or integrating ` " ` '. . :"�$ �' Green Fingers is the concept of or installing photovoltaic panels small areas of nature leading to a larger ' —1, A' - a' :- _ - extending the natural green landscape in residential applications. Green wetland area, local species can continue . o ,; x ,., of Tigard into transit nodes along the businesses could be attracted or to thrive. It lir - -.� - Pacific Highway /99W corridor. By recruited to the redeveloped corridor. .• 4ebr F - ' ` � - +r = continuing the green landscape, visual , • `i _ _ ti relief is provided to the developed - , environment, and wildlife habitat is a •p° , �� . �, •! ` k ` ; ` - ;µ" -• ' '1 •' Ste • provided. (Figure 193) ; r, L' c = • r -- 5 � .. .� - . � , ...: ' - , -. - - Figure 194. Tigard community garden at 132nd Avenue and Greenfield Drive. Community Parks: 4 7 6 111,7 . ` " 4 = "rte Tigard has few community parks along " q' r - L . „, 4 i r syw _ F t ,,- ; ' " is '4 F. � p ' . ' a - - �` a -' r or near the Pacific Highway /99W r"' r: - , corridor. As the corridor becomes mor . h It, A _ i , , - - - 1 ' - - r dense in the future, the need for outdoor �' t{ tr, t F - • ' " x ' ,te m t C space will increase. Parks help foster � fi -- � � " � . F " ' ° �_ ■ community, increase opportunities to -" N •' „' r ' � , . P :�' R ° : .a ` e e r " • r' . ,, walk and bike, and provide recreation a � � " . III 1 + �' I opportunities. (Figure 195) Ideally, parks .- , -..� ., .0. .� 1 . - ; '.1 4 � ; d � * _ . ' . _ I +c _ ,41 ' should be within a three to five minute r , ' �•"� " *' -----,.._ walk of residential or commercial '‘ „ 1- - -- 1"0 1 � ' ° ,, - '" ,• '9.-,, �� r ” z 4 ....... 4. development to encourage use. k' ,• I �. � . • -41.r mi., '� A .., 7 le ' t F a 2 Community Gardens =� t �r. _ „ - Community gardens allow local food =ip WI - a.' production and foster an interactive kip f3 ` �� _ '�� -� community life. Portland offers t- * — . ' ° r r � ` ■ ` - . - community garden programs in various ' ', �' i 3,4 � ' a, N! . � . . i r Figure 195. Bonita Park located at Milton Court and Bonita Road. neighborhoods including programs that � $ ` - J� Jr * - - T. 4._ 1 • !. •:'if • i if ;; focus on providing vegetables to local ` - , r y . `- „ 4 . • �t hunger agencies. (Figure 194) ` A Y! ,,,11.-,.,—.- Y`: L.' f ,� . - 4. 1 1e r� - - IA ' q "' t • ~� _ r `"- + :� -. �"'"Y!`F_ fi [ I I I 1 . •. C _ ''-'1.'-'• I t ' IF' " VI i' � ..` .. . T • ' ,4 y rI — r2 ' '•117.:.' +6 � `' ' ii A. • Figure 193. City of Tigard illustrating the green network. D Existing Green Urban Trails — . } *� e An expanded urban trail network in `A'" ` • ' ,J__ Tigard could increase connections +� * lieu" I = e between residential communities I" . �` µ • _, — and local commercial and retail 6 % .' • developments. Additional trails could — na NI § ' . ''''. A - ; 4 .. 9 "• -� , ' . -_ . _ �� l _ weave through the landscape of the r1 + �' ` - •" •1 ''' ` E# • - "` t�F ,a ;• , •fir w ? . - . , < . . a . ti . . �. r1/1�** _ - Triangle and provide a pedestrian r - ` "` . j accessible route to large shopping 4 • . *s ° ° ' ' " _�.. _ F centers. y ° : , • e 1 111 ' • Green and Gray s . ..� '±� ° " - .1 44, ,.. .. �, ' � A - it 1 -; , been has developed, the natural and � . fi.� ' r �. 4 _ F igure 200. The Highline, New York City, NY. built landscapes. Keeping a balance of T . &' °I -, natural landscape and built landscape _ ' ' if* '- . , � within the city of Tigard is important in " y • maintaining the livability of the area _ - d ^ . IA • � (Figure 196) a „ y Park Boulevard ' — - ► The Park Boulevard is a pattern that was h. ;,r d , k. ' , _ • . . ` - . ;% 4 used in several student projects to offer i ' - ; -� F-- ,r ,�a =� t NO I as „ , I! I . an infor green space that provides a buffer from Pacific Highway /99W traffic � , to the residential areas. �I ` p 4 The boulevard design commonly seen � "' „ -' E •' � ` � in European cities, offers multi -lane ,. , c •4r- Figure 201. The Highline, New York City, NY thoroughfare including a slower local Figure 196. Green treatment along Pacific Highway /99W near Beef Bend Road. lane, parking lanes and pedestrian and bicycle accessibility. (Figure 202) The park boulevard is centered on green space - 117._ , - ` & ' _ � y , t i r � - ,' - xr . - -° b: .- 4- -- -*.,". catered to the pedestrian. It offers a , _ 4 6.6 y ; , . 1 •. , i � l ° 4 -. -•� � ' � ;. , break from the continuous commercial : -," `. °,.' ,• 4- '; 7 - � :a } y • f to �. _�' ' _. - .. d.. • , I ZY.r� . .. 'i'�,- � strip along the corridor and also ° 3 . . , . . 1, . • , 1 " r ,. r ' '� � , , • ' • = ', , � ' 4 assists in the environmental impacts of -, �" s s — ' �r �' •,... � , a , . 4 I _ rim ry e SfI �I� * a �, rainwater runoff while providing a habitat � • ter ,y` Y, N , ' _ x r.ti " . -. s ' for wildlife. (Figure 197) :, �'' . - -. `.' ' - .k'., 'i P �!= i � itvi _t ` ' " `' 5 ' I * "` } s _ 7 �• - f ++� �� '� �� g � y -4 3 r � • - • _,.r ,i- 0 ,. . , f . Figure 202. A Park Boulevard in Europe. if Figure 197. Bio- swale. Figure 198. Water Catchment. Figure 199. Pervious Surface. € Green Networks & Sustainability A Green Future In 2008, Metro hosted an Integrating t -* Habitats competition which looked at process: a i how buildings can improve water quality PARKING (r)EVOLUTION • I ■�` *y Th w est portion of the site is set up for . 'CO „ ' '. and provide valuable wildlife habitat. The _ � x „�,� . .1 maximum productivity and adaptability. By . N I ` . '' r study site was at Pacific Highway /99W using a consistent development unit, we are *,,.- . II ' 1111 and Highway 217. able to provide for the programmatic parking - '11 ' ""i” requirements, and allow for spaces to be easily '- . � ,, *��'. 1 " ., 0 " converted to altemative uses as market and *+ " � 4 %. 41k. . T . ' The winning project, Urban Ecotones '.; `r � ' , ' ` 5 societal shifts occur. As parking is reduced, site � , T #� . � _ . by Jason King, Brett Milligan, et a12., areas can be adapted to less intensive uses of P¢ 1 f _ 1.. " k - : � . \ - . 4� e a a •. . -- .1, included a timeline that looked at social community garden and landscape production. If ��'� ,, , Fa' . market forces dictate, the to shift to more "^. .GMs'' "� }. and economic issues influencing our daily 19_,',) ;.�, 0. ' . d ,� . intensive live /work or commercial use allows _ r' q, i .y - - - k_ _ lives from today to 2040. (Figure 206) the developer flexibility in creating a mix that ~'' . °;dut€t They made projections that influenced accommodates a variety of options. z . r[ , -,* �. their design project, such as oil r _ - - ._ 4 - production peaking at 2025 and ■VImam ■tlhwt�r+lwt :Y r19, ; n milli i t l WNW'. mb b Jg., OWL AIFB Iflriiili urban agriculture continuing to rise �F Figure 204. A plan view of the Urban Ecotones Figure 205. Urban Ecotones Project. as we approach 2040. The benefit of site at a 2040 projection. The understanding these current issues and ■• competition site was located at the creating projections for the future are intersection of Pacific Highway /99W imperative in the sustainable design , _ and Highway 217. '— process. } z I Figure 203. Urban Ecotones Project 1 1N .. +. r_- __•._ -�T. _- ttlrte ,W111A11 rr 21141 4iirgrt3 Lii Piot pririn LI'i .. -_ a. = ilL+rtiretlli� - _ - -.. . . +... ._ ... -.. � ..,..1.-. '� " _ -- ..1.... `_ - *+ _ -+ '� - �; .,_.+ _.. a fL� ltr<ri�il ' _. i` * * -� ^ _ _ _ ti' �.i - F =_ . r.,, ► - -. --• 4 •! Ifil Q - Figure 206. Urban Ecotones Project. _+ m Figure 207. Winners of Metro's Integrating Habitats competition, Brett Milligan and Jason , I 'y' ' King of Greenworks, Urban Ecotones Project . tr ti reinvents the suburban model of a big box store ; F f with sustainable principles that encompass a ,w . } �s fully integrative approach stretching . _ from the economic model of today { t � " . d �,: � to a 2040 projection. .'r„ pr . - ` ' -- ; , i . ' .S ri' - r . - _ ..g - �� n { , 1 ' -,- . - a 4f _• am h ,. �� - .. apt` _ -, ! Y fir . ■ y i � _ j - IL T -, .1 lr L r f -, 'k RWI4mpil- RIMIMMEMA� .0 - �[Rfl ( W _ � ar _ Figure 208. Urban Ecotones Project. References 1. http:// www. oregonmetro .gov /index.cfm /go /by.web /id =595, Metro Trails website. 2. http: / /library.oregonmetro.gov/ files /ih_poster_urbanecotones.pdf ?10,35, Website with full project. D • e '� �o n Supporting Chapters Architecture I Student. r 1 v k..i.o. & Study Areas Building Typologies Detailed Opportunity Site Studies • ,, Context � ', Local • ,. -. . C . . t ft Regional , National 6 � . _° ,k Economic . Transportation T E M .4 0r . I ! F...1. ) . i 'Al'' . I , ± 6 ` ,�� Green Networks & Sustainabil� y 6 1 I i• II V ' 4 1 7-- j Q It itS -. ; i41t I d Ili i 1 at 10 j610 i ic'i 6 i Land Use, Housing & • " � Business Typologies lip b 1 Land Use, Housing & Building Typologies Land Use & Housing Housing Overview To create a vibrant living and working Homogeneous Land Use at the Existing Housing Units environment at the urban edge, housing Corridor Edge In 2009, there were 17,386 homes Figure 210. Existing Corridor Housing — Tigard must thoughtfully implemented into In the most typical case, commercial in Tigard, and of those, 16,511 were - . pr. , the existing urban fabric of the Pacific zoned buffers separate the highway's occupied. Owner - occupied homes Highway /99W corridor. To take full edge from residential areas flanking (9,654), are more common than renter - • • 1 �k ad of the HCT implementation the corridor. This pattern is prevalent all occupied homes (6,857). .. 1' _ , - at a local level, Tigard must support this along Pacific Highway /99W in Tigard. w° . - Melt move with urban planning strategies percentage - lannin strate ies that The overall ercenta e of renters in w i • . make HCT a viable transportation option Limited Amenities Tigard is 42 percent, higher than the '� r Y ; .� -4 for residents, both existing and new. As is, living along the corridor is an overall percentage of renters in the state L undesirable prospect for local many. The of Oregon (36 percent). The majority E Pacific Highway /99W Corridor existing conditions of the streets show of housing in Tigard is classified as "one - C lip .or onstraints little concern for making the corridor housing unit per built structure;" meaning A majority of the buildings on Pacific a place amenable to habitation. While that a majority of Tigard residents live in i' I . - ; ' ". IV Highway /99W are oriented for automobile commercial traffic is serviced by swaths single - family detached homes. I ; I access, often at the expense of of signage and the visibility of automobile (Figure 212) 1 pedestrian safety. access, there is little open space or ` i If amenities that would be attractive to new ' -- -- d Poor Pedestrian Access Along residents. Pacific Highway /99W (Figure 209) The sidewalk network is incomplete, Figure 211. Number and types of housing units, Tigard, 201D. and disappears entirely along parts of the corridor. The existing on- street bike one, detached 6,857 lanes on the heavily trafficked street are one, attached 895 perceived by many cyclists to be unsafe. D 2 1 376 I-- cc 3 or 4 1,196 cc I a 4 5 -9 1,454 F- +� Ar----- D 10 -19 1,539 . � r % ' y ` !_ z 20 -49 .688 .. 0 50+ 1,390 Mobile Home 72 s _ " - - ,_ { , 0 2,000 4,000 6,000 8,000 10,000 r T Figure 209. Pacific Highway /99W. III Land Use, Housing & Building Typologies Land Use & Housing Corridor Land Use _ ,_ .__ __. __ p � `fir r ,j - Current land -use along the corridor ` - ' J . '" ,.' ` 'I" , ‘.-'' L oping D is dominated by commercial zoning. r;, and r .,..._, Moving south, there is some residential fC preh nsi zoning along the corridor. (Figure 212) ` Plan Designations Relatively little open space has been designated. This has led to ; it ` MN commercial strip development lining ^� y ■� on the corridor, with only parking lots and °-; = _ 'I< � � small landscaped setbacks offering as F — i s � C4' „ substitute for open space. On either _ (.44 ”" "`. i a ±�.+ � � f . ala i F side, behind the commercial zones, is -. - LIN NM 3 " "� ,.. a mix of single family detached homes, r ME YamUm � condos and apartment complexes. ..' ,� + _ ' d ' 0� = I MANN � F (Figure 210) .a r ! II w Lim Mamma .2 _ I .. ! IF.I Ik•Noi•i r e al w e — CI W 'FILM yfiYYtla -4191 II TflPWI M.Y kOm 4 a a •1 tali iii la MI Ix La iJl i�F ; NI *PO jIaB MYao..4 1° Il l .. Ile ramm. Warr lama. -4-411 a xi .1 AMIN KAMM ME i IM di WE .11- Mk Mama Ittitlipliar r L 1 DEII -4 AhE JO .. .. 1 m i A Re Id r■ /16 Ell Itlia.lik kftbill ., - ev ."; °` - b . ...: r , R1 .� em ' ... i 1.m. i r . gm _ . Li —. I .:I' . ii ' limm 13~I■ -.1 — II I i II IF ... Y7m ■Immpfd r --lij_s9,! / 1113 11121" 1 I „ . I _ I Nall � _11011 ..„. 0 „.....,.. i it "•� . i.. 7 l' .. 7 - _� 4 rl+l ltl,•lfld •llR- ,.11•.lf..^f� �� i.m i�rai =1. 0I ' X . - X WI d j l I: NI,.. ikii■ 111 r 1 r I, 01.= Figure 212. Zoning Districts and Comprehensive Plan designations. 111 Land Use, Housing & Building Typologies Land Use & Housing Trends in Housing and Land Use Housing in the region. For comparison the 2000 The dominance of households with single - family detached housing. Older The Need for Non - Residential Space The Pacific Highway /99W commercial census showed about 973,230 jobs for children arose during the four decades and single - persons households will It is estimated that when the U.S. strip is not unique in being affected the Portland region. after World War II. This was the period dominate future housing markets. population reached about 300 million in by changing economic and population when single - family housing was most 2006 there was about 87 billion square trends. Rather it is emblematic of The substantial population and job needed to accommodate child rearing. It is important to consider that feet of non - permanent residential changes that are occurring throughout growth expected in the Portland region In response, communities oriented their Americans are living longer and only a space used for employment, shopping, the nation. will happen because of both natural residential land use planning to provide third of a typical adult's life is likely to be entertainment, institutional and civic growth, and substantial in- migration. for the need and resulting in the rapid spent rearing children. Also, a growing uses, etc. Another 100 million Americans There has been a significant decline The U.S. will continue to experience rise of residential suburbs. number of families are raising children will need about the same proportion of of automobile- oriented commercial substantial population growth. For in urban settings due to lifestyle choice. non - residential space. This equates to strip development throughout the example, the United States' population In the future, changing demographics Many of these are immigrants. The about 30 billion additional square feet. nation. Changing demographics, need surpassed 300 million in 2006 and will have a profound impact on housing inability to afford single - family detached This includes space to accommodate for transportation alternatives, and is expected to reach 400 million preferences and need. For example, housing is also a likely contributor to about 60 million more jobs. preferences for new types of housing between the period 2037 and 2044. in 2006, households that had children urban families. The numbers of families and work environments may provide These additional 100 million people comprised about 35 percent of the total. in this category are unknown but it may In addition to new non - residential space, opportunities for the Pacific Highway/ will have substantial impacts on built By 2040 this is expected to decline to be significant enough to affect future many of the buildings built during the 99W corridor and Downtown Tigard to environments throughout the country. about 25 -27 percent. Single person housing demand. last 40 years of suburban expansion are be revitalized. Also, local governments For example, to accommodate the households will remain at 26 percent aging into functional obsolescence. The are reaching their limits to fund new next 100 million residents, the nation with "other" multiple person households Because of changing demographics estimated functional life of the average infrastructure systems, making it will have to add 40 million new housing and special needs housing making up and housing preferences, the current non - residential structure is about 50 necessary to update the capacity of units (.4 units per person) to its current the remainder. supply of single - family detached years. Prior to the current recession, the infrastructure already in place. inventory of 125 million units and housing on large lots (> 7,000 square useful life of big box stores and strip replace another 30 million residential Significantly, persons 65 and older will feet) likely exceeds the demand commercial centers averages about 10 Population growth will drive the demand units that are likely to be damaged or account for about 41 percent of the next projected for the next decade and to 20 years. In some instances, these for housing. There is also a direct torn down in the next 30 years. 100 million Americans. Those 19 and likely beyond. Especially in view of the buildings are recycled to a lower order relationship between population and under will make up about 19 percent current mortgage /real estate crisis the commercial use. However, without job growth. The Portland metro area What is significant for urban areas, as compared to 29 percent of the long term demand for higher density renovation most are functionally population forecasts indicate that by including the Portland region, is that population in 2006. Those aged 20 -64 housing options will likely outpace that obsolete after about 30 years. In 2030 there is a 90 percent chance that the preference /market for new housing will account for the remaining 40 million for detached houses on large lots. contrast, high quality institutional the region will have between 2.9 and 3.2 will be something different than the and of this category only about three structures last for 100 years or more. million people. By 2060, there is a 90 predominant suburban single - family million will have children. Even though Nationwide, the rate that buildings percent probability that the population homes constructed during the previous there will be more households with become functionally and economically will grow to between 3.61 and 4.38 40 years. The reasons are that the children in the next 40 years, the net _ outdated means that about 20 percent million. For comparison, the 2000 American population is aging and change in associated housing demand ., `i_A . of all non - residential structures are Census estimated that the Portland households are becoming much more will be small. Those households with no I 4. rebuilt, replaced or become vacant region had 1.93 million people. diverse. children will make up the vast majority I I every decade. By the time that the of net change in household types and a U.S. population reaches 400 million, Associated with population growth is Consider that in 1970, just after the U.S. substantial number will be single - person 4 r 70 billion square feet of existing non - an increase in employment. Metro's population reached 200 million, about 44 households. residential space will have been rebuilt forecasts show a 90 percent chance percent of all households had children. ' or replaced.' that the region's jobs will fall between Only 17 percent were single person Thus a significant part of the nation's if 6 6 • II 1.25 and 1.7 million by 2030. By 2060, households and the remaining were and the Portland metro area's future ■ the 90 percent probability is that there multiple person households and special housing will need to accommodate e will between 1.65 and 2.42 million jobs needs housing. those whose preferences may not be for Figure 213. North Main Village in Milwaukie, OR exemplifies higher density mixed use projects in suburban markets. Ell Land Use & Housing Recommendations for Corridor Housing The following elements could of parking and single -story sprawling positively enhance the character and retail, this development pattern Figure 214. Existing Corridor Housing - Sherwood livability of housing in Tigard. creates a human scaled environment. . Concentrate Residential Foster a Sense of Community Opportunities between Important The visibility of new housing along �' .a wr Commercial Nodes the Pacific Highway /99W corridor + �'� _. - - °_'d- _ Potential nodes include the areas will be a major change. By building _ Y ` around Canterbury Square, St. enclaves of diverse, well- suited and P. _ _ - Anthony's and King City. sustainable structures, the existing underutilized areas will be revitalized. • - Reinforce or Build Lines of Safe Compact development and reinforced . Access Between Housing and residential character are crucial to the ® '- lit g r ,, R Transit Systems long term viability of Tigard. To encourage transit usage, stops • - ; .. i` a � ° M 1 " . r L:1 u should be accessible by foot, bike, Scale Down Building Massing �` � :,. ''° car and other transit. and Blocks A finer grain in building and block Create a Sensory Buffer Between sizes affords users more direct Housing and the Corridor access through and around blocks This can be accomplished by and buildings, making walking a more landscaping, changes in grade, and desirable alternative. the design and orientation of housing 1=1 Transit Stop structures themselves. Update Zoning and Land Use Laws I I Public /Open Space Zoning has reinforced the existing Residential Road Corporate Office/ Housing Integrate Life Functions uniformity of use along the corridor. Increasing the mix of uses in the While current zoning may have Core Retail/ Housing corridor will allow people to live, suited past goals, present and future Existing Residential work, play, learn, worship, and shop livability standards are compromised. Pathway in close proximity. Rather than their Tigard would benefit tremendously 1411J?a current separation, integrating home from compact, varied scale Distance To Transit: 2,000 feet and public life will improve standards development that can host a diversity of livability. of uses. I Add Housing Diversity Conclusion 011 • B a ckage Road Create more diversity in the housing Change will occur incrementally types available, suitable for a variety in the corridor. It will take time to of incomes and ages; apartments, create a cohesive human - scaled condominiums, mixed -use (housing community along Pacific Highway/ Pacific Highway /99Wcorridor. Main Arterial over retail, live /work), and single - family. 99W. To create a better and more livable Tigard, a full spectrum of Increase Height and Density the community should engage in a Figure 215. Proposed Community Design Strategy & Organization. A higher FAR and greater number discussion pertaining to concerns, of units per acre create a sense of goals and aspirations for the corridor. enclosure. Compared to open tracts 111 Land Use, Housing & Building Typologies Land Use & Housing Figure 216. Proposed Density Diagram Low Density Residential Detached homes with accessory dwelling 4 units can significantly help to achieve a _ _ . target density, balancing higher densities ° l _ Ait l'i, CL along Pacific Highway /99W. Without significantly altering the large stock of - = , 4 detached single - family structures on x _ f ° hand, the target density achieved would r _ , K' �' - 1111 11111111111 ':. be supportive of HCT and could make ' + „:"..?-"r t, 1.!'. �1 ,', tills °r access to it an attractive option to all. r- _ I , IF gi) _ ...i a- 1:CI int; lismirciofr, tit, c_ , ).-- 1 Imwilomiwimpounio r Ill i _s. lui _._ . i v v. A1/4 ‘ 1' - i i i i2' . 10E 1 :11 . 1 v olig _y P'l .4 apIkiNline Ail ' ::; lit . ..___- ,-- ' ' . 4 Na, , „.. .. . • . tr ' ' " • Mfg 1111 ° I t A A 111 11 l b\ ' i .. 11 :� . 140 !Pi.° � par 0 .1/4,4 .. r * i ii . � ' 4 a ,, ei.g_ 1 :01 11. ll' I L,,-.- - . . '- :1/4 ( Ar; V11 • _. , s . 4 .,, i ._ . vi i.... 1,1 Retail And Medium - - r Density Mixed -Use _ t i WC " I +> i. IL r . � - -' a , 'd .'• ar , . Backage Road ti y MAIN , ti CORRIDOR gip, BEYOND Retail, Corporate And - High Density Mixed -Use El Building Typologies Index of Building Typologies by District: Existing & Recommended Successfully increasing density along o , the Pacific Highway /99W corridor is not o ° y ° � a ?, F a % °/,.. o O simply a matter of adding housing stock. ° o ; °` s; a d . � � . G ° h d �,S ' � %, '2 & Cam. 'r� o % . A � s o A s o Cultivating desirable and lasting urban ° �,, � o ofs � s ° ,� o ° c �� � �� � od; °d ��° mo patterns carries with it the need to both ul ' increase and diversify all building types + ` supportive of such a change. The index I at right begins to sketch the n of these types across individual districts, Iiirr V' ay • revealing unique architectural identities _ , . L -- - both old and new as well as certain of -- ;• `• "" their common attributes. (Figure 217) A considerable majority of existing illirl .. 7 buildings immediately adjacent to Pacific it S (c.97, Highway /99W are characterized as � r ' low -rise commercial. While these places • -ti are suited to their present purposes, _ incorporating a wide array of new forms will be necessary for Tigard's expected r fl growth. ,- I'D Each of the three districts carry I t - . N. jr - constraints on the potential scale of these r I , = a DJ types, and zoning maps begin to reveal •� -- - -- which typologies are more suited to the individual district's scale and unique ° �_ CL character. .4 . 1 : ii , �. 1 '' '7:4'.? ikiiii 1 M k, 111 411111111 L'.' I 4 . 00011H ' * CL Figure 217. El Land Use, Housing & Building Typologies References 1. http: / /www. city- data.com /city /Tigard- Oregon.htmI 2. http: / /www. city- data.com /city /Tigard- Oregon.htmI 3. http: / /www. city- data.com /city /Tigard- Oregon.htmI 4. Nelson, Arthur, Lang, Robert, "The Next 100 Million," Planning, 73(1): 4 -6, January 2007. 5. Nelson, Arthur, Lang, Robert, "The Next 100 Million," Planning, 73(1): 4 -6, January 2007. 6. Nelson, Arthur, Lang, Robert, "The Next 100 Million," Planning, 73(1): 4 -6, January 2007. 7. Nelson, Arthur, Lang, Robert, "The Next 100 Million," Planning, 73(1): 4 -6, January 2007. III A. i ti o � _ _. t '4 v a _ 'fr • � . - ? 1. ' r . . Supporting Chapters _ - _ r -- p* .. . - . S ection II : � r A+ ,� 1 s - I • . d . . It. Am - , . L C O 1E 1111tAlf .. • 5, At . fi e k k tf .4 - - .. - , n v .� I ., _ d • pot 4 0Lisir . ". iallit P '..- 11 1 111'27:11 1 1.41' • iiii 1 1 If I a : r 'r • k d 8 . . ; - Site Documentation & Analysis Re ■ _111 • • ■ w A I —�i 0 • t 9 Site Documentation & Analysis Introduction Surface Parking Dominance A summer seminar, led by Dr. Hajo Findings Recommendations Neis, encouraged students to document Surface parking, serving the strip retail Some ways to lessen the impact of .- i their findings about Tigard based on a which dominates Pacific Highway /99W, parking and paving on Pacific Highway/ walking tour, class readings and their distances buildings from the street and 99W involve repositioning parking lots or ,� design studio explorations. During diminishes a potential pedestrian realm. treating parking spaces differently. New ii the seminar's brainstorming sessions, Rather than having businesses address or retrofitted surface parking lots could g students listed challenges they had Pacific Highway /99W directly, the typical include pervious pavers and additional "" m -- '` observed or encountered. Issues ranged placement of parking lots creates tree canopy. Structured parking, while == I a - i ; -s' from landscape to macroeconomics to setbacks which push street activity far more costly than surface parking, is a _ / traffic engineering, considering urban from the attention of residents and more efficient use of land and allows Figure 223. Off - street/covered parking. design in the broadest sense. The group passersby. pedestrians and the built environment to then recommended possible solutions take precedence in land uses. (Figure 224) to improve livability and sustainability as Because the surface parking is dedicated Figure 221. Tigard Plaza. Tigard moves forward and plans its future. to a single use in this case retail, it is Parking that is off - street, covered or a � empty during off - hours, creating a kind of tucked underground achieves the same`' Much of the discussion focused on asphalt desert. (Figures 218 -222) The large effect of increasing density of the built opportunities missed in Tigard's growth number of surface lots also contributes to environment, promoting an urban fabric • from an agricultural community to a a lack of density in the built environment, and allowing people rather than cars to small suburban city. Auto - oriented preventing a distinct urban fabric from dominate the area. (Figures 223, 226) k- development has led to traffic congestion, coalescing. Screening parking with liner 4.i _ _ - strip retail and numerous parking lots. fences or decorative details disguises r � $ � - p p g g E . 1 -1 �° - Figure 224. Structured parking. Much of the built environment doesn't Excess paving of the area's topography parking. (Figure 225) To an extent, the - -- address the area's topography or natural also prevents stormwater from draining planting of trees outside Costco breaks y features such as creeks and wetlands. easily. The non - permeable surfaces up the monotony of the lot, a strategy II_ -. ' i e ' _ The pollution, noise and monotony of cause runoff to flow untreated into the that older developments like Canterbury R f' the Pacific Highway /99W corridor has local creeks which harms local habitat. Square are lacking. (Figure 220) Figure 222. Canterbury Square. ..+ -y overwhelmed the small town feel of -` s _ . Tigard's traditional Main Street. Ina ,. � - - „ •s, . -- r . i ' 1 = y .. broader sense, this transition creates - 'r' ' TL a ar nated Tree City des which at i ' : �� I the same time is known to many in the . �- "` - -I.- , , .4 � � • •, _- ` Jo _ Figure 225. Screened parking. region for its traffic. ` _ J The analysis in this chapter relies on -1 " ; •----- - - - _ ---- -- _ - h i .try _ photos taken by the students to help Figure 218. Example of excessive paving. Y ` _ � 7- illustrate many of the problems the —� or,' '- seminar considered. While instances of — ,- urban design problems are easy to find, , , there are existing examples in Tigard that - - :4 - - • -^ r le v - " ^"`'" -_ exemplif students' recommendations. '. 0. ; mss, : The photos are evidence that both the _ 1 problems and their solutions can be = - Figure 226. Below grade parking. found along the same corridor. Figure 219. Buster's BBQ parking lot. Figure 220. Costco parking lot (off - hours). 102 Pedestrian Realm Findings Recommendations I+ The Pacific Highway /99W corridor To improve the situation, more crossings ''�"" - " " .- , q � ,� . lacks pedestrian amenities. Walking need to be added. The crosswalks need _ ;� �+' g. , -4- • I) - along Pacific Highway /99W is often better signage and markers and can be unpleasant because of the narrowness given definition by changes in surface - '° t of the sidewalk. (Figures 227, 230) Often materials or color. (Figures 231 -234) _ ' . a �� ,- _ the sidewalk is interrupted or damaged, .....44* r leaving little space to continue walking *; • - 4. * * 4"..' �.�, y+ " � along the street. (Figure 228) ., : ' -NIL, Figure 231. More crosswalks with signage. Crossing Pacific Highway /99W can be s ,. _� intimidating, with infrequent crosswalks. 111 (Figure 229) The highway functions more -_ '`'.,' f and more as a barrier, dividing Tigard Figure 228. Example of current pedestrian obstacle. 1 q - into two communities. I I = �ne(1f, _ _ . . r I ' - il ^. IL _ — -I N .,. . n __ .. ALA ..1.. ..., . Apr 1 _ . _,,,, . . --1 - -777-7alt , -IP' 4411F -Illiar , 1 , ..."-7_, . _..__ ,,, , __. . .., , ____ . , _ _ . -1; , , '..7. ,.,. F igure 232. Defined crosswalks (bump). -tr CLOSED ,.. I I I I ; la . - -14 . _ .., .--,./.0 , , .. ,i , . w - ' 1 . - Figure 229. Closed crosswalks make it even more difficult for pedestrians.. F o F igure 233. D efined crosswalks (surface material). 1 ... . --_X. % _ _ - ' i ,..- I i _ - ' - f j , _ ilk i . , r!, `- » WrIr _ ' .� ,�. l Or • ., v... . .i. X1.1 N ��+ � _ . ` 1 . Figure 234. Neighborhood pedestrian access. y, d Figure 227. Paths are close to heavy traffic. Figure 230. Narrow sidewalks with additional obstacles. 103 i n Site Documentation & Analysis Connections Findings Recommendations J _ &� 6 The area around Pacific Highway /99W Identifiable corridors and urban trails .�''._`s M - s- " P hi i lacks direct physical connections (i,e, encourage pedestrians to safely explore " V : - .« ; _'' q� s - pedestrian, bicycle, automobile) between surrounding neighborhoods, (Figures •_ ` ' _ commercial strips and neighborhoods, 241, 243) Backage roads can provide : ` ' - r , ' N. Commercial areas are often walled automobile access to residential Inn ,. : „ oot. tiberi, t or fenced off from the neighborhoods communities and commercial areas - �� 00. `-.111,1"7- -, A. ''" behind. Neighborhoods are divided by without relying on Pacific Highway /99W. • ` .: ;, - - ! magi fences, dead end streets, and cul -de- (Figure 242) These roads can also help _ - .. s tt i I • sacs which isolate activities from each define a navigable grid system. Figure 235. Fencing between uses. Figure 236. Juxtaposition ofa service lot against Figure 241. Green pedestrian corridor. other. (Figures 236, 243) Street intersections elevated roadway. are forbidding or disconnected from accessible routes,' n ...— The jumbled patchwork of buildings and ; -1 -A... i L. if • I- _ - , l ° , - 1. land uses contributes to the lack ofa distinct character for Pacific Highway/ yms e �� . 99W, Wa findin g orientation and identit y 1 suffer as a result. . - _ ._ - .- --- - - - Figure 237. Wide lanes of traffic on Pacific Figure 238. Curb and planting strip attempt to Figure 239. Wide lanes of traffic prevent easy Figure 242. Backage roads (residential/ Highway /99W prevent easy crossing. separate neighboring lots. crossing. community). - + , r k y ly. fir=" 1 i• 4 . r s . jT - i ' 1 y sl y . . , Vitt- 1 „In ..,,,-.! • I V " ; 'kli°7 .. ... ,..-. ' -;:":10■ :f:. is . i f r `T ' ' 441(111111tallan -14F1 :...- , . . . , N ' , 4 4 ... „ rr . r ,...._ .--,- __.. . , ...„...., . _ gp,..; . ,4,...._ ,00 _,,e__ _ . . t, ( We l .4-. el - V - X - ' 4 li , of C' . • _ 4. I A ... . . ,- ,..jallfir• - :if?. ", • elesPile_ditili:::farzwitemaill( . _ w Figure 240. Undefined dead -end next to gas station. Figure 243. Increased pedestrian access. 104 Landscape Findings ,. � ^ .,; The natural landscape and topography • 4 r - • • that surround Pacific Highway /99W has _ 5 r often been neglected by commercial and r , r � ' '''''" ' residential districts along the corridor. ' `' . ' $ ' ti Although the corridor is home to a major - •,, - _ i • , , a watershed and two sizable creeks, it is ' " x _ '' ;, , dominated by development that ignores ` " � �' � ,.: --• A these features, instead of incorporating Figure 244. Beginnings of urban trail near housing - - or celebrating them. (Figures 246 & 247) complex. 4. r' - . ,. i g ,, Recommendations - ° A networked park system or urban 4 �" �F - ' y Y _ t trail could combine designated green t ' � ... , spaces into a pedestrian - friendly _ 1 N r Y. 1 r path that would embrace the area's ',. x ` landscape instead of ignoring it (Figure • ; ` -; z =s - - PI 250) Residential communities, schools - - _ w •. tit and workplaces would benefit from ± ° W conscientious landscape designs. Fanno Figure 245. Area of refuge interrupted by urban Figure 246. Watershed along 1 -5 is a missed opportunity for nearby office park. Figure 247. Buildings face away (top) or build Creek especially would add appeal to clutter. to Fanno Creek (bottom). Main Street downtown. , r :'e , a - . i3 i * ' 1`• 5 . h 'k g? j' - amp may. -_ mili - - - 1111.11"111111511T12111111217r111 F t • `7 ° y ! ' 0' , . e . , , A , , � . ;. k ; ± • 44 L. 4.— • C r - s '. `" a • _ ` _ t , ,y - _ i a , a a te' ac • �, — w a _ ^ T _ .. -' Figure 248. Untended (and unintended) wildflowers sprout next to restaurant. Figure 249. Well designed parking lots can sustain a tree canopy. Figure 250. Off - street trails provide safe pedestrian routes. 105 Site Documentation & Analysis Transportation Options Findings As a regional transportation corridor, _ s = T ' 7 :F. ` Pacific Highway /99W is dominated by 1 ,r, i F automobile traffic. However, access ' r to alternative transportation such as ...-,..1 1 ' �` - �_ 1 walking, biking and high capacity transit, 0 ` ��:� r; - - would promote energy efficiency and t --_ Sit fitness. Fr 1 - Aliplii° 4111.111•1 The WES commuter rail and TriMet buses connect Tigard to the rest of the - Figure 253. Convenient bike racks. Figure 256. Park and Ride. region. Outside of the Transit Center F and Commuter Rail Station, many ' transit stops lack shelters. (Figure 252) - 7 - 4111 . - — Park and Ride lots for residents facilitate - k - wr commuting by transit. (Figure 256) Adding II ' HCT linked to existing r ou tes would offer — , +_ ° S commuters even more options for travel. Niir �, � ; - I g - m . it - ! p 5 �} _ - Recommendations Improved bicycle lanes and paths, + convenient bicycle parking, possibly Figure 251. Bike path with traces of tire tread. Figure 254. New train shelter. Figure 257. Commuter rail. along backage roads, urban boulevards or an urban trail network, would make bicycling a more attractive option. I Carpooling could be encouraged by ` '. , designated traffic lanes and parking ~ ` spots. (Figure 255) . _ - _- . • :: �� 4 , - - More substantial transit centers and shelters add a more pronounced ti .... � grii: . S y r l II . 4 . I TS s ,.r Alli presence to the mass transit system. + " ,' , .. §i - w (Figure 254) _ " ' Nor Figure 252. Inconspicuous bus stop lacking a Figure 255. Designated car pool spots. shelter. 106 Building Types Findings .. There is a lack of diversified building . . types along Pacific Highway /99W. Most ; r ' r : , buildings along the highway are low -rise = Il I I�ll� litkii, 4 „ � . retail with single - family housing areas 1 . y . behind. Small amounts of multi - family f I i ; i I , , 1{; i o IV iii housing are mostly concentrated in I h ••,, r south Tigard. Some of the construction 11 11 �„ a t 1 � appears dated or poor, with inefficient � 1 1 !,, use of space. (Figures 258 & 259) •I k a h Big box retail buildings stand usually Figures 258 & 259. Structures requiring maintenance. do not integrate with surroundings. " (Figure 262) Facades often address their adjacent parking lot rather than the corridor or street. When a national - 1 - i big box chain goes out of business or --n_ == -Y= � s relocates, the remaining empty shell —+ - can be a detriment to nearby, smaller " ''' � retail. These big box buildings are often � suitable for adaptive re -use. p ✓', _ __ i The corridor is dominated by hardscape and low density development. The floor = V area ratio of 0.2 means that only 20 or percent of the land has buildings on it. Figure 260. Vacant retail. Figure 261. Vacant commercial building. Recommendations ,# h Through the implementation of new w zoning, greater building diversity will develop. Creating design standards and - - z _ overlay zones will guide development in ` building higher quality buildings and a ,..1 lii more uniform land development. ll (Figure 263) = Fir . i p , 1. ; 3 g , i . , ! 1 1 1 1 . I ` i ► °° _ _” �u ■ I • t i . J ' ,. Figure 263. Thoughtfully designed, durable buildings can encourage sustainability and add character along the highway. Figure 262. Big box retail 107 i n Site Documentation & Analysis Automobile- oriented Development Findings The high volume of traffic on Pacific, Highway /99W has led to a culture E TIRE centered around the automobile. Many of the businesses along the corridor _ _a I 1 %i - — A _ cater to the car, such as auto repair 6 I i — 4- i I and oil change shops, car wash and car i y dealerships. Restaurants and coffee I shops follow a similar trend, promising , i,,� _ convenience through drive-through ` U o, 7- _ service. (Figures 264 -270) ir. - q. - Recommendations � . d " yqr• The reliance on the automobile lessens _ -` • the public realm, as drivers are isolated 4 , w, , ,y Figure 265. Auto oriented business. Figure 266. Car dealerships. from each other and distanced from their 4 1=10 - surroundings. Alamo Alternative forms of transportation f_, _. - - can foster a diversity of experience and businesses along the corridor. Figure 264 Auto oriented retail F ` - - F - , - Increasing residential density near Pacific Highway /99W can improve pedestrian access and promote a - L..-- '' stronger sense of community. ', * Zif :l ;'` lr - - 41 I - IA,,. — , IF. —Et - DRIVE - TIM Figure 269. National auto repair chains . Figure 270. Drive through coffee. L ATM - � 1 - Via: Figure 268. Drive - through food. 108 Identity Findings i • _ 4 - -- Much of the topography and natural _ - features that originally defined Tigard - , _ .� have been overshadowed by the car- t ' oriented retail development of Pacific ; . Highway /99W. In a similar way, national - • ' , ` business chains of the corridor have • overshadowed smaller, locally owned -- _ stores. Although there are many locally 0-- owned small businesses in the corridor, ' m the automobile orientation has led to a i t �° 4 � 'N � - J _ r lack of distinct sense of lace. ,. N. r : I L' � W S 11I1 i' The future of Tird and Pacific . _ ft , . Highway /99W depends on how the city __ 11 . wants to characterize itself and how this �- �-� U . e 2 identity is conveyed to its residents and � ---.* j ''�, r visitors. c ' - P., , Recommendations - --- Integrating Tigard's natural features with - I new development will strength resident's "" i"" „-,--; I - - ' • }. 4 connection with the unique landscape. - ... • �--. Just as Tigard's Main Street has an a a identifiable character, developing the Figure 271. Location sign along the railroad tracks. three sections — each with their own -` . . design standards and densities — will own : ii,„ ` F , A • _ i � I. create a built environment unique to - • – `T " ° � each district. Z a �` m . Creating an identifiable gateway, or w I. • -.• # � "- s changing the streetscape at the city's a y '`` ■ boundary will demarcate the entrance ^_ v Wizico m u •ci ■� .' into Tigard, and help convey its identity. P-- "I : [ I J II/k ar.J f L �1 :% °7 .M c- = =. ,1 .. rat __ iii ys s Figure 272. Monument sign located along Pacific Highway /99W. Figure 273. Burnham Street /Hall Boulevard gateway (conceptual illustration). 109 Site Documentation & Analysis Character Sketches ., ' frA ii i I N i 5 :111111111 , I III 111%. . ii. # ipi - , A iiii Gil t �5 .. ::- --,-,1 ii : . W 41 411 1 --- , PO 1 ,,,,.__ Ai llilt _ r � I I l a rgi r I S 11011 a 11111111 1 ir 1 . ,4 _ . , F S 0-- .A i t illa !Li i 'mr--.;1- tr. rr , ..„ . ....-_ r - ,i'i r .i. M, w 'I FP . .. . _.._, pp. _ _ _ _ _ \ '' . x. ) ,I\ 11.18711' . ,,, t: 4 6 1 : \ I I /7;45 r' IL. 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Eil App endix A City of Tigard Documents 1 B Corridor Walking .. u University Events Precedent Studies Appendix: City of Tigard Documents Pacific Highway /99W Planning and Infrastructure Completed Projects • Tigard 99W Improvement and Sherwood, and the WES commuter • ODOT Pacific Highway /99W Sidewalk Management Plan rail corridor that connects Beaverton Project The Tigard 99W Improvement to Wilsonville, which could see WES This project filled in sidewalk gaps along Plan was funded by a grant from service upgraded to all day service with Pacific Highway /99W between 64th the Transportation and Growth trains running at 15- minute intervals. Avenue and Canterbury Lane. Management Program (TGM) and completed in 2007. In 2009, some • Entryway Monuments of these recommendations were As part of a plan to give the city its implemented by amending the own unique image, the city will install Transportation System Plan and entryway monuments along six major Development Code. Pacific Highway/ thoroughfares into the city. The first two 99W was designated as five lanes monuments were completed recently throughout Tigard, with provisions for and are located just off (1) Pacific additional turn lanes and intersection Highway /99W northbound, just south improvements. of Durham Road and (2) Walnut Street eastbound, just east of Barrows Road. • Bull Mountain Road at Pacific Future signs will be placed on 72nd Highway /99W Right -turn Lane Avenue northbound, north of Bridgeport Widening Village, and on Pacific Highway /99W The City of Tigard, Washington County, southbound, just south of 65th Avenue and ODOT worked together to improve and 1 -5. the right -turn lane from Bull Mountain Road onto southbound Pacific Highway/ • 1 -5 to Pacific Highway /99W 99W. The project enlarged the turning Connector Project radius and widened the right -turn lane The 1 -5 /Pacific Highway /99W connector at the intersection. The project also planning effort did not result in the repaired the storm drain outfall and recommendation of a new major road installed a sidewalk next to the new connector. As a result, Metro and ODOT lane. The project was funded through believe more funds should be directed the Urban Services Traffic Impact Fee to Pacific Highway /99W. Fund. • Pacific Highway /99W Corridor Land • Metro's High Capacity Transit Plan Use Vision The plan calls for a focus on three The University of Oregon Graduate transit corridors for investment in the Architecture School project will near -term: the corridor in the vicinity of establish future design and Powell Boulevard, connecting Gresham development principles for the corridor to downtown Portland, the corridor in to support its future development as the vicinity of Barbur Boulevard /Pacific a transit supportive, prosperous, high Highway /99W, connecting downtown amenity, mixed use, urban corridor. The Portland to Tigard and possibly document will be completed in mid -2010. Pacific Highway /99W Projects: Current & Future Transportation & Land Use Planning Projects Underway /Near Term Projects (1 -3 years) Mid -term Projects (3 -10 years) Long -term Projects (10 + years) • Tigard High Capacity Transit Corridor • Traffic Light Controller Replacement on • Pacific Highway /99W /Gaarde/ • High Capacity Transit Land Use Plan Pacific Highway /99W McDonald Street Intersection Planning, Engineering and construction The TGM grant- funded project will kick It is in the design phase and will go This $3 million project to add turn of a High Capacity Transit line off in 2010. The project will result in: out to bid in 2010. It will allow for a lanes and auxiliary lanes is on ODOT • City, agency and stakeholder smoother flow of traffic. Region l's Recommended Statewide • Additional road improvements consensus on objectives for future Transportation Improvement Program Development of backage roads, others corridor land use alternatives • Flashing Yellow Arrow Changes (STIP). and transit - oriented development Will be installed at several signals along opportunities the corridor. • Northbound auxiliary lane from 68th • A meaningful public engagement/ Avenue to 1 -5 (an ODOT project) participation program • Pacific Highway /99W Tree Canopy • Establishment of a reasonable Replacement • Southbound right turn lane at Beef range of land use alternatives and Trees to be planted at various locations Bend Road specific opportunities for transit- in the corridor, including the median oriented between Durham and Bull Mountain • Additional High Capacity Transit • Ultimate City adoption of the land Road. Planning by Metro, TriMet, and the use plan via amendments to the its City of Tigard Comprehensive Plan and Zoning • Greenburg Road /Pacific Highway/ Maps, Community Development 99W Improvements Code and if necessary, The 3 cent Gas Tax took effect on Comprehensive goals and policies April 1, 2007. The Tigard gas tax was developed by a citizen task force • High Capacity Transit Alternatives who recommended it as a way to Analysis fund improvements to the Greenburg In 2010, Metro will begin the multi -year Road /Pacific Highway /99W /Main Street analysis of all feasible transit options intersection. Collections from the tax in the corridor, a Federal requirement are dedicated only to this project. for funding of "fixed guideway" transit projects. • Metro's Mobility Corridors Study Designation of Pacific Highway /99W • Hall Boulevard /Pacific Highway /99W as a mobility corridor has many Intersection Improvements benefits, including greater priority to The project adds a through lane, receive potential regional and state additional turn lanes, median, wider improvement funding. It also will sidewalks, bike lanes, and improved assist with efforts to pursue alternative pedestrian crossings. It is scheduled to modes along or parallel to Pacific be completed in Fall 2010. Highway /99W, and grants to study and develop plans for efficient land use in the corridor. ED Appendix: City of Tigard Documents 1 1 Improvement to Land Ratio Map The two maps display properties in In urban areas, the I:L ratio is used to could represent early opportunities for the Pacific Highway /99W corridor identify underutilized or deteriorated redevelopment. (northeast and southwest sections). For properties that have a high potential for properties within a quarter mile radius redevelopment. As illustrated on the I:L One caveat is that there are often healthy of the highway, the ratio of improvement maps, many commercial properties in the businesses on properties where the value (the value of buildings and other Pacific Highway /99W corridor have a low improvement value is comparatively low. improvements on the property) to land I:L of less than 3.0, whereas a smaller For example, the full value in Costco's value is displayed (real market values). number of properties have an I:L of 5.0 business is not really shown in its This value is generally an accurate or greater. This indicates that much building value. Also, single family indicator of the condition of real estate existing corridor development is either in houses typically have lower I:L ratios investment and is referred to as the substandard condition, underutilized, or and this is not necessarily a sign of their "Improvement to Land Ratio" or "I:L ". both. Properties with the lowest I:L redevelopability. Ri2i+l ±Drhi „4 ! !1:1 t�� _. • • I �� + � l i, I:LIlf} lal h4eri11rr 3 r . ' °'°” IAN �L �. • ' _ 4 sari -inlim Winn 11� � J _ � � t- I RIM r� .i' � I . Y ' •rlw• I '_ 91 .01 L B art , v _ - . � 1 1 ° iiI�G�GIG ° }; ! � I ' is ram 41If11! ` EJ 1.ii- ,� . : - F .I � t J r ° 4.t, - - \ e . "... - I . .a r- I YIIe11■al # IrY �" • ` . ` +.. ° •�- .+ ..} q ...4,1a:,. v g ' -1 • - ', » q ! 01 l m . 1I�j r+�' -p ''a _ ,!' _. � ..., _ .:" '' k _ , �`",,. " r ;+, i rI,S.: f . I M.li l. . ", y .. -{'" `. i , •' � + 4e _I�# ; GPrirx.L., �� i:r s;,.. [ - _- !� "'° a � �� ./�! ��C7 ■, .; ,r n ,�. n' = _t... '� � ' }�� `"F„ �+'" "��� ' . ! t ' a.. r'.. l °_ -.. I! " I - _. . 1 '� �fi `. •- s...r�r �a� y4� ff rl■ ]fi !t ! � A.,_ � - • • , { r . r ' - 1 I ' y � r � t1 III= r I k f ' . - : a:; II 4iY Y■ aa , N , - I'• " -.. L.il �i ■`nq * : - a . __ ! .:15 V. llk * � I r1. I ' 9 .. .Y1 ' - - -. 'A , 1 • +I Ir Ii,. - -Zr, .... _ _ I ■ • _ j �_ I ! ��,1./ I �; 1. _ II�i■ tr i -9 . 1 4' 1 I:. �# � a -� � I . ■. IA1 t' ^�11+ I mo . i olik 1 r.rnq - r Lill 1 7 � K �t � � + d. # 1 �K . r I' tr r S � U___I I A i - - .� —J • I . Ir S r � • ellkl ' `i ■ : �Iy'1 I *� �'a = 61 `_ � ° � " i •y, . � , H ' >a err'. Yr �_�R -rC. Y¢ AYYW L:,. 5 • ~, !. _ q _ '� -J�'■ � , - ■ �`'"Y JJ .1+1'! I.I , . - fi ' :LAI _ r ■ ■ Yalu... ,,,, s- r ii ! dr 1—LA-- or il : I- : Y ■r . • I u r -'� ! ^ ' ■■ s 4i, �` Ir r g , ., s. 4 fir_ �q1 ! 1. . a ■ _ h p �� ..rr . -nl ' A Y�Irk 111111 a i; — #.'f'" , e i.lY�".! � I r ¢�... 1 1 �y - * r y • J� • I 1■ ;�� I �l � �! . ■rJr r r. ` w h .. `� L .� I J t l Ef�a 1 f Atari. a "fie IA .: __: " .....,_ .. ,____ .! ::. 7 .:; — • .I' ,,,. - _ _ . I I -iiil,V.° I � - - I � t �' �� � �- ,'4 � a 141141: , '� - }.' ' l I I I ;'' i� I- _ e` k. 4 . 'fir 7 1 " F' + ,, , it -� 1 -: ' j� ' ,s , . 71 • i �' ' �r 'r - �IIYI! ' °- j r= -4427;"41 11 II I I ' F .• I iii • zY.. I -,�E. .. .�. - � ` ul 1 ' 5, I a � r- ,� "' V- 1I�. -' j` , ipiksi D .oi ∎: :I;:: - ••- / I . , I • L .• •M :,.`S . "miff .e' - ° . 3`ti ;� �` Ir r����i'�� flll - ',�, I "'# - 1T�' • - do - '" _ Y � . Figure 275. Figure 276. EM Tigard Comprehensive Plan — Supporting Policies and Action Measures Related to the Pacific Highway /99W Corridor Land Use Planning Environmental Quality 9.3.2. The city shall adopt land use employment opportunities, 10.1.vi. Provide incentives to encourage Policies Policies regulations and standards to commercial services, transit, and the development of a range ensure a well designed and other public services necessary of housing choices at transit - 2.1.5. The city shall promote intense 6.1.3. The city shall promote land use attractive urban environment to support higher population supportive densities near urban level development in Metro- patterns which reduce dependency that supports /protects public and densities are either present or existing and planned transit designated centers and corridors, on the automobile, are compatible private sector investments. planned for in the future. routes, and /or in proximity to and employment and industrial with existing neighborhoods, and major activity centers such as areas. increase opportunities for walking, Recommended Action Measures 10.2.2. The city shall seek to provide employment, commercial areas, biking, and /or public transit. multi -modal transportation access schools, and recreation areas. 2.1.6. The city shall promote the 9.1.xii. Increase opportunities for higher from residential neighborhoods development and maintenance of density housing and employment to transit stops, commercial 10.1.xii. Increase Tigard's diversity of a range of land use types which development in the Downtown services, employment, and other housing types through financial are of sufficient economic value to Urban Renewal District, activity centers. incentives and regulatory tools fund needed services and advance Economic Develo such as density transfer and Policies Washington Square Regional Y the community's social and fiscal Center, Tigard Triangle, and 10.2.5. The city shall encourage housing planned development standards; stability. designated corridors to enable that supports sustainable transit, and vertical oriented 9.1.5. The city shall promote housing tax credits; voluntary designed and efficient more intense housing and developmentpatterns by 9 y regulatory development and redevelopment 2.1.7. The city's ulator employment uses to be located promoting the efficient use of inclusionary zoning, etc. Y 9 Y land use in close proximity to transit and land, conservation of natural maps development code shall of vacant and underutilized ma p p industrial and commercial lands. other urban uses. resources, easy access to public implement the Comprehensive transit and other efficient modes Plan by providing for needed 9.3.v. Investigate ways to improve of transportation, easy access Transportation urban land uses including: 9.1.6 The city shall promote actions that Policies 9: the appearance and function of to services and parks, resource result in greater, more efficient, A. Residential Pacific Highway /99W and other efficient design and construction, utilization of its Metro - designated 1 2.1.1. P lan, design and construct B. Commercial and office Employment and Industrial Areas. transportation corridors. and the use of renewable energy employment including resources. transportation facilities in a business parks 9.1.10. The city shall strongly 9.3.vi. Develop high quality work manner which enhances the C. Mixed use support, as essential to the force housing to increase the Recommended Action Measures livability of Tigard by: region's economic future, the opportunity for employees who A. Proper location and design of re D. Industrial g work in Tigard to also live in the transportation facilities E. Overlay districts where development of efficient regional community. 10.1.iv. Allow opportunities for accessory natural resource protections multi -modal transportation Y dwelling units in regional centers, B. Encouraging pedestrian or special planning and systems throughout the Portland town centers, and corridors per accessibility by providing regulatory tools are warranted Metropolitan area. Metro requirements. safe, secure and desirable pedestrian routes F. Public services 9.3.1. The city shall focus a significant 10.1.v. Increase opportunities for higher C. Addressing issues of portion of future employment Housing density mixed use development excessive speeding and growth and high- density Policies in the Downtown Urban Renewal through traffic on local housing development in its District, Washington Square residential streets through a Metro - designated Town Center 10.1.5. The city shall provide for high Regional Center, Tigard Triangle, neighborhood traffic program. (Downtown); Regional Center and medium density housing in and designated Corridors to The program should address (Washington Square); High the areas such as town centers enable residential uses to be corrective measures for Capacity Transit Corridor (Pacific (Downtown), regional centers located in close proximity to retail, existing problems and Highway /99W); and the Tigard (Washington Square), and employment, and public facilities, assure that development Triangle. along transit corridors where such as transit and parks. incorporates traffic calming Appendix: City of Tigard Documents I 12.1.2. Provide a balanced transportation of- direction travel and provide TriMet, Metro and ODOT) comprehensive plan, along system, incorporating all modes connectivity to activity centers when necessary to develop transit oriented corridors that of transportation (including motor and destinations with a priority transportation projects which support public transportation vehicle, bicycle, pedestrian, for bicycle and pedestrian benefit the region as a whole in service. transit and other modes) by: connections. addition to the City of Tigard. A. The development of and G. Tigard will participate 12.3.iv. The city shall work with TriMet implementation of public street in vehicle trip reduction 12.3.1. the city shall coordinate with and other transit providers to standards that recognize the strategies developed regionally TriMet to provide for a public encourage transit service for the multi - purpose nature of the targeted to achieve non- transit system within the transit dependent population e.g., street right -of -way for utility, single occupant vehicle levels planning area which: the poor and handicapped. pedestrian, bicycle, transit, outlined in table 1.3 of the A. Meets the needs of both the truck and auto use. regional transportation plan. current and projected, for the 12.3.v. The city shall encourage its B. Coordination with TriMet, and/ H. Tigard will support the Tigard community citizens to use mass transit or any other transit providers development of a commuter B. Addresses the special needs of systems, where possible, to make serving Tigard, to improve rail system as part of the a transit dependent population greater effectiveness of the transit transit service to Tigard. Fixed regional transit network. system while reducing automobile C. Reduces pollution and traffic usage. route transit will primarily use D. Reduces energy consumption arterial and collector streets in 12.1.5. Develop transportation facilities Tigard. Development adjacent which are accessible to all to transit routes will provide members of the community and 12.3.2. The city shall encourage the direct pedestrian accessibility. minimize out of direction travel by: expansion and use of public transit by: Energy Conservation C. Construction of bicycle lanes A. The design and construction Policies on all arterials and collectors of transportation facilities to A. Locating land intensive uses within Tigard consistent with meet the requirements of the in close proximity to transit ways 13.1.1. The city shall promote the the bicycle master plan, with Americans with Disabilities Act. reduction of energy consumption the exception of collectors B. The development of B. Incorporating provisions into within the downtown urban p the community development associated with vehicle miles neighborhood and local traveled through: renewal district. All schools, connections to provide code which require parks, public facilities, and development proposals to A. Land use patterns that p p adequate circulation in and retail areas shall strive to have out of the neighborhoods. provide transit facilities reduce dependency on the direct access to a bikeway. C. Supporting efforts by automobile C. Work with Washington county B. Public transit that is reliable, D. Construction of sidewalks and ODOT to develop an TriMet and other groups to on all streets within Tigard. efficient arterial grid system provide for the needs of the connected, and efficient All schools, parks, public that provides access within transportation disadvantaged C. Bicycle and pedestrian facilities, and retail areas shall the city, and serves through infrastructure that is safe and strive to have direct access to city traffic. Recommended Action Measures well connected a sidewalk. E. Development of bicycle and 12.1.7. Implement the transportation 12.3.i. The city shall request TriMet to pedestrian plans which link to system plan (tsp) in a coordinated extend service to areas within recreational trails. manner by coordinating and the city that do not currently have F. Design local streets to cooperating with adjacent service. encourage a reduction in agencies (including Washington trip length by providing county, Beaverton, Tualatin, 12.3.iii. The city shall propose land connectivity and limiting out- Lake Oswego, city of Portland, use densities, within the Ea Maps of Tree Canopy Deficient Areas of Tigard • Map A shows how tree canopy coverage changed y e chan ed cit wide from 1996 Canopy Change 01„ Cano py Change ,, Zoning (1996 to 2007) =, . 17 , -. to 2007. Map B displays that canopy I _ 1 (1996 to 2007) . deficient areas of the city coincide "`° ' ` fe with commercial /industrial zoned area ` with large surface parking lots. This is e _ e � � ' � � SW Hall � ° s a „ _, sw r especially true in the Pacific Highway/ gerE.Oregnn 41 g era. orege" "___, s 9133 99W corridor. www.rlgerE- nr.gn" 4 ' ; eP �aea .gas �* I. �re�edavz� t 1 _ -- ' f i, * .1s,+ -7 .1 t o aY `L , •� e" r r • 4061. r - � t +elf I } _ L 1 �ia iii,,, • b _ 5w _ I ii r ' N ' .., r -• +•a a h _ '� 4k ... �Im � -- , . C. ° ' * 4 . a .-r fit ''f _ • , 1 r - m � 4 ti � ' '• ` ` `r� i- �' Y " a� '° R g am- r ' i`.� e Y � w. _ . ,y ^s 5 I "4 t .., ti � '� � w t r' s e r r f k, , , a' ! - .wri. 5 e ti a i • ` r � , ,..... - ., , ;.t....,1,.„. ; • -. ` 4 fi , ` . z e - • H. . ± w� ,. I sl .�' -.f e'�{.. - I • .' ;, r I'• . '' " -h Jr- 1 p - , � �'p � F.� `� m • M . � +" a p,,r y ' ' - "r . ' � ti � - ; ... .. � t � �� " + " , u� 'h ry es�•afc °� ° • - ° . a t � r r ,;4 14.°' ) .., . 1 .0 Th ,j14. ' 7 .i n i .: f1 4r' WV %; pl . ripo .: . r Ilill' - . ' - ' . 1, ...,, .1 t E Al.:,. ' ' ; , - '''' ' ' 1. , . • .1 ' ,:. ..r. 1 . r I +� 4, 4 .t r "1 fi . :" 7 .1) ,� ° } { ' ; Le a -`� ' o _ ,. t i. t f $ °F .. I • r Canopy Lost - - ' ...,r ` " :fi r* ' R f -� `� �I ��rrTT / � . % . a °, . �.+ - 1 y I. 4 I l 1 ' a -1. Canopy Gained ." r '.,° i. 1 : t. I , y - v Canopy Preserved ,I Z Zoning Type !^ Legend o • .: t f' -16.- t ., f • — Commercial w "_ I Canopy Lost 1 1 i1 Industrial L. Canopy Gained Mixed Use Canopy Preserved 0: Residential . A Tigard City Limits v' S I P P Tigard Coy Limits I 5 M Citywide Canopy Change By Zoning Summary 1996 tom Citywide Canopy Change Summary 2008 Percent 1996 2007 Zoning Total Acres Acres Percent Acres Percent Change Acres Percent * Acres Percent * Commercial 800 88.13 11.02% 80.52 10.07% -0.95% Tigard's Total Canopy Cover 1952.75 25.84% 1852.69 24.52% Industrial 863 139.81 16.20% 137.58 15.94% - 0.26% * of June 2008 city limits Mixed Use 701 150.3 21 .44% 9939 14.24% -7.21% Residential 5192 1574.42 30.32% 153432 29.56% -036% Total 7556 1952.66 25.84% 1852.61 24.52% -L32% ED App endix 16 1, B Corridor Walking Tour & University Events Appendix: Corridor Walking Tour & University Events Walking Tour Overview , P " f .1; . T ±' , 1"•r , -. , £. . ,�,k -r -' . rr. . # ; `r Fr •� �. r y .,i# Guided by Boris Sieverts, studio �p -- �-� ,_." , +� 1- i. participants began their site investigation s _ of the corridor with a six hour walkin �, A , .. : , s a tour of Tigard as part of the 2009 summer - i, .r s1., ` .r a. - «r • 1 d term. Beginning at the Triangle's northern ;- 4 p � ` _ f.�� I _ r _ . ,." F end (adjacent to 15), and finishing at ., " i _�. ; • # .r ' " s i "" l"' r °r �� - SW Frewing Street, the direction of the r, + _ . - ; . . � `s i ._; { 1 . �N� �: ,� ..4' l� "` s 1 1 ry� hike was anything but linear. Although • _ "` ,� . ,. ' .. , p , r N „ " ., F,.° ' the tour never strayed more than three �` ! . " . ' +� Y _ '' y . } to four blocks from Pacific Hi hwa /99W, �, ' g Y 6 Vii.. i t`"�`� -� ` ' '" " it provided participants with a sense of �_. .. =" -�. Aa _ �` « , k . . "" movement within the corridor alien to 0 % '% _� . ' t travel by automobile.'t '" .. �; .�.' ��+ -� ' r Considerations �a I 4 '� _ _ '- Figure 277. Route of walking tour. Figure 278. Photo from walking tour. Participants were asked to look beyond given pedestrian infrastructure, and instead to anticipate connections between Participant Comments predetermined points of interest. While these intermediate objectives were "Between all that is built and designed �` 7 1 - Q? established beforehand, Sieverts read the is another landscape which seems landscape and topography which allowed almost separate in its relationship to that i �f� - - a fresh evaluation on the tangible and which is built; an interstitial space acting It +— •. °' 7 ,� r sensory relationships between places: as an undefined stitch throughout the _ , _ surface and texture, distance and access, landscape." .`; ' ` t topography and convenience of travel. _� t. S -A . - i "We were told we were going to discover f .1..,. Exploratory in nature, the tour exposed the texture of the area. Honestly, I didn't _ �'S r _ _ _ _ — . — _ Yom_ - - -. radical contrasts of scale between buy it. I thought I knew where we were Figure 279. Photo from walking tour. Figure 280. Photo from walking tour. Figure 281. Photo from walking tour. neighborhoods and the corridor, going and what we would see. Well, vegetated enclaves and manicured within the first fifteen minutes of the tour landscapes, watersheds and diverted I was wrong. We found ourselves on an "The sidewalks provided abruptly meet drainage. Pushing against the grain of island of grass with a border fence of the street and sometimes disappear into intended pedestrian access, Sieverts trees that was tucked in between 99W, a dirt path, or even a "Sidewalk Ends" exposed the group to a level of territorial 1 -5, and and onramp to the interstate... sign. Directly along the highway, one discomfort. Crossings, back alleyways, We were led behind buildings, on worn hears an incredible amount of noise, and private property, were all necessary footpaths, over roads, under trees, and which makes even a normal - leveled parts of the journey. hiked into suburban forests." conversation difficult to hear." . ��' P two very distinct worlds. ne world h r '� ;" �` d - : _ ' , -• being a place of absolutely clear intention .'' '`• ,.. I. r Mtr - _ 16 � 4 - ,, - (architecturally, etc.) and the other world, `� • ,` f 4 ' t . a ' f * ` �; = of no real intention the left over space. *�. "�`�° ti ;� * h „�,� Yet as we got further into the tour, the �., ' - - juxtaposition of these two realms began - i _., _ f _, ' , ' 4 � � I ' • ; , f to blur together, and that defined change �- - * - y` ,■ - ■ •. ; fl . - between a clear design intention, and a "�� M1 .- natural landscape no longer had such,, _ a I ,, • ^"!' • a .'` _ •.r„ `''`. • s. fr. ,ti °' ' an abrupt edge. Capsules of landscape, ��. •1 �r �° .. "77��ff �.- ��. �;• _ ,.�� . � �,�r -,�� *� �`' ; - - pockets of undefined or abandoned �,,�r- �.� �'�- '' x�"` • z +� ._ - ;� .�• a -�' , I .'-_ parcels, and seams of paths forced by f. �p � " : " 1 _ - ) 4 _ Jj ° iF v , our endeavor seemed to ask critical .. , S1 r t ' p _ ' -. questions...What were the connections? ° -4? 4, - -• `. ' ' ` ''• -- .- ' •-." `� ; '1 -� What in those architectural intentions " - f'� ` is f . . % ' ' 3 3" `! ' wasn't driven b a consumer force, _ % r� . ; ., '' . = s _ w � y _y �` .� 3 , r ® „�` '” `*�" and consumer feed? How mi ht a new '�, ' ', . 11 : +�` '; - .' , a �� - F' s a' '. ti ' s _ �r. g �� ��• } ' a , % f• , '` ' " ' }, , intervention redefine a corridor as a - ' � _ . � � �- �'•- �' � � habitable thoroughfare `- � yb � �_� • - 4 At 4 "Alert, able- bodied, and u to the �,. t - ` ' - p , , ,. - g,'<.. , Y ,*, Highway 217 to SW Frewing Street y ' challenge, our pedestrian troop Figure 285. Photo from walking tour. \. 1• y , _ made several crossings of 99W. Our ` �b T numbers added a measure of safety, F •� : ' ? but making such scurried attempts really quite remarkable from on foot in the -r., �, —_+ ' f ' • ��, '= led most of us to question the reward middle of it. It is truly a surburban jungle. , }• m . _ . - L % of reaching the other side. Even fora Were it not for the freeway noise, once : ": � .'f ,, ' ,. , � L4: 72nd Avenue to Highway 2 car, destinations re uirin a crossin ou were inside ou could trul be in a ,_ .4 L q 9 g Y Y Y �. Figure 282. Route of walking tour. would surely prove inconvenient. As wilderness area far away from any city. ' ' if a nervous one hundred feet wasn't '' • . ,• »� enough, environments and amenities "Where the highway rises on a viaduct g . - A•.' - catering to travelers further distanced over a rail track the Main Street breaks �-• - ...0 ",1 ..- themselves from the road behind barren away and runs parallel for a half mile, - ._z green buffers, some well in excess of rejoining again, sublimated back into s y - 4 fifty feet. Seldom did the destinations the stream, Businesses dot its length a "' - = _ rN r. grant us welcome from the front, as our though they seem undifferentiated and - ' �±t 4 • • • = ` V F• pedestrian approach dictated. largely unable to compete with the strip ... --' r .4 1'i ..one of the most impactful parts of the tthe corrridor route, I A townpcentertthatng tl.� " walk was the forage through the forest is swallowed by the conditions of the .. * ��'® south of Costco. You see that green urbanized landscape, it is readable only as •'•7 ! ' __ • . -. space from many vantage points and it a depression amongst the unreadable field • . t i ' ., = r_'' � _ Figure 283. Photo from walking tour. Figure 284. Photo from walking tour. is clear from the arterial pictures, but it is condition of "sprawl" that surrounds it." Figure 286. Photo from walking tour. Appendix: Corridor Walking Tour & University Events This is a map showing the complete path of the walking tour over the three day r°.1 period. As you can see the participants travelled north and south of the corridor — ? - , to gain a more complete understanding b , of the area. . - ii - iii$ ee- . (.. +r. . i pli .4° / R o I� \Ili — r a Figure 287. Ea Public Review The Tigard Pacific Hwy Vision project _ started in January 2009. There were _t four opportunities for public review of i the project, from public officials, citizens, F 7 L and professionals. Students worked to I address this feedback in their projects. li'liq 1 . -z N .. 411 ' 4 ' li tr si - - iii i , . tep, , ., di , i oik, -- - , L -- Itlik — , '......-,,....,_.7. i '• — , t i.. I .r ''II _ ' a te } r � i 1 4'' iii J. 10, IN - ,,,,' i . . , i y f . ~• �}� t �_ • �. p s � T� ,E , ° . ' ill ' ' . gni 4/ . I , 4 4 iii OF I ; ' II ED Appendix: Corridor Walking Tour & University Events "Infrastructure as Building" Competition Nicolas Wright, a student in the summer session, developed his project further and entered it into a design competition . • held by the U.S. Department of 1' • -_ . • + • Transportation — reformulating periphery = � . - j �,..v /1'. ..y A. 0 AO cities by imagining new visions for .{ _ orphaned highway infrastructures. . � �, Avii- i . - "A proposal for USDOT investment to be ' "" — ` --"' —all= Ilm ° —"1• •∎r " ""— ° " —"i'w— � ' -'�' —� designated for the improvement of the Figure 288. Infrastructure systems phasing. United Sates Numbered Highway System such that this historic and locally specific . ' transportation network be re- visioned/ re- .4. • L 4�1 invented to act as a supportive armature '' ° fffff " ' r for the healthy development of town ' � •• •. - �! — -- centers within the expansive edges of _ _.._ � � � .r. } major metropolitan areas." e�` r _ _ _ Team members: x .._....1... � � 1. "' __.. Or t — �. bil5 —I 1 `'� ' +" Jonathan Chesley MI T William Kryzmowski —; ' gy m Figure 289. Extant corridor condition. Figure 290. Standard transit Figure 291. Integrated infrastructure Nicholas Venezia development. development. PI 04 It.:44 # �4, — 100 01. . ilt . R t, Off 11■11. 11 ii rIP _ •.` IF II II, Y F •l ii, i w a r ,40Fafr.-- 4 0111116 6. '14114‘141111 ) Figure 292. Functional zone section sequence. `�` w .. r," .. '., , . - ./ • . : 111-1ML . '' . 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PII"ti' 71144 11 4 1 1,-9.-" - 'w -,.. ra r* Rwrem 1 .rwsq Wive' d vr aa, .. a. _ - prgr a Ilrar.a±±YaRifinsir3r Ji'ommotpadlaramO,Li rn.r- s•r Ann rsop fen 1 EN Appendix: Corridor Walking Tour & University Events Remarks from an Urban Planning Scholar URBAN ARCHITECTURE PROGRAM_ UO PORTLAND International Summer Session 2009 Remarks by Tom Sieverts about the Tigard Corridor along Pacific Highway /99W as a field of transformation, a field of teaching and U0 Portland Architecture ravites you to: learning, and as a field of new urban design. ROLINTABLE DISCUSSION The commercial corridors along highways rights. In the end, all the participants in the urbanized area of the United discovered a rich field for substantial " it I #h u Cttie " -City rf Tir and States have been developed in the last urban design. 50 years as a result of the car - oriented T UrS , June 2 r from 6.00 - .8, p,rn society. In future decades they will have The transformation of the commercial Room 1152, White Stag Building (70 I'~f Couch) to be transformed to fit a transportation corridors along the highways provide network enriched by high capacity a number of typical urban design railways and to fit a society going more problems and potentials, each modified Roundtable partkipants include; by foot and by bicycle. In their course of by the specific individual situations of Pr€f. Thomas Sieverts, Germany (author of 'Cities without Cities..' development, they will be densified — the topography and the history of the Card Ho 5ticka, Metro Cr r.ln ill r, Portland especially at intersections and at railway location. The main challenges will be: stations. These necessities will lead to a Ron Bunc Community Development Director, City of Tigard deep transformation of the commercial •Forming urban noise barriers by Prof, Jirr7 Pettinari, University of Oregon placing the main buildings near and corridors, leading to better connections along the highway. Moderated by Prof. Dr. Hajo Neis, University of Orr on between different uses along the corridor, but also to the `hinterland'. The existing • Integrating the service areas and diversities will be used to enrich the parking of commercial buildings into A disCul5sIon of how the concept of'Cities without Cities"A applies to the Portland appearance and the mix of uses. This the new pattern. meytropolitan regions, the City of Tigard, and how the role of unman corridors play is a fascinating long -term challenge to • Fighting the isolation by connecting w thin this larger cC ntext, urban design. different uses both parallel to the highway and to the residential ; #rep vw tiro utCitie=s'in ti t,es thle ial, ec 1 e rc, rrrentoi or foam ai/srructuro The commercial corridor on both sides of 'hinterland'. rhincteristicsoft iitet trorrrnent, nclorr ersirtipiy cityf +tincreosingi+l urges urrP, iti€ ns the Pacific Highway /99W not only proved M odetr 9 cra cpneraduster& f i b rro rltroute_., 17,e_ Ti CcrrJc ,rN.N,1 Tire • to be a field of rest ractical relevance, Providing more frequent and more y g p convenient pedestrian crossings of rm 4artte taic eirliqueoftheideal of thee t rty °s' feasi e r r r 'lust coma but also to be an excellent field to gain ,c, timisticauritiokartthec Nters i fcr ring Ma l de0graitg r J o rrdscc (From teaching and learning experience in the highway. Cities without Cities) handling a complex problem typical for • Finding a more animating sequence many highway corridors in the United of different architecture, pleasing `rt`} orna$ Sieuert% wa$ trained as arm architect and loba designier in SItrrtgart. Liverpool and States. Both teachers and students both the users of regional mass Berlin, Siiewerts is a leading ei ironmentai planner of interrnational acclaim who was have experienced these typical corridors transportation and of local instrrumental in the c=reation of the Emsdh er Park, a large conver•siorr of former ind sites, nearly exclusively from the car and from pedestrians. steel rrmills and coal mines into a regiornal park and cultural facility in Germanyr's Flubr District, He using its premises. Only the guided tours is alto known for his 1997 book, ZWis men dt,or the 200 English translation, 'Cities without with Boris Sieverts — experiencing the Our general task will be to bring together Cities' by l tledge, Near York_ Mr_ Si erts is. more and more concern d about reduciio r rf corridor and its context going on foot the needs of a regional cliental, coming available resources without loosing the quality of Iifa irl our cities. Professor Sicueas will be — showed the rich diversity and the predominantly by mass - transit and visiting+ our department from June 22 - June 29. a- typical features stemming from pre- the need of the local people, coming commercial history and particularly of by foot or bicycle from their residential Please contact Kirsten Pin house aI kooulsen uoregon.e"du or SO3_412 3718 with any the natural topography and old property- neighborhoods. questions ED Appendix 4 Precedent Studies Appendix: Precedent Studies Interstate Avenue Precedent 1: Interstate Avenue — Portland, OR Interstate Context MAX Yellow Line I� - Interstate Avenue is identified as a In 1999, TriMet finalized their decision to F sw ' - � s corridor in Metro's 2040 plan. This build the MAX yellow line. The 5.8 mile ■,, • street is a major north —south connector light rail line runs from the Rose Quarter , between downtown Portland and the north along Interstate Avenue and ends neighborhood of Kenton just south of the at the Expo Center. (Figure 293) There are , - .. Columbia River. Interstate runs through ten stations along the line, and five that ._ ' - ... many of north Portland's neighborhoods are on the Interstate corridor. KENTON - k,k) ' and serves a culturally rich and historically significant area of the city. From the time the decision to build was finalized in 1999 to the assessed value _' On May 1, 2004, TriMet opened the MAX in 2007, new development within a half _ .. _ • - _ _ Yellow Line, which runs down the center mile of the Yellow Line station areas -� . of Interstate Avenue and serves five has totaled $170 million.' The project - , ' ... - ' _� stations in the corridor. was a catalyst for more than 50 new ''''`Y z businesses opening along the line during LODG The Portland Development Commission construction.2 ... (PDC) has classified the area around L the Interstate corridor as an urban There was a design priority to transform _ renewal area. This is a redevelopment Interstate Avenue into a pedestrian- . and finance program designed to help friendly, multi -modal urban street.3 , 01413A communities improve and redevelop Stations are placed a half-mile apart, VERLOOX Figure 294. MAX Yellow Line along Interstate Avenue in Portland. areas that are physically deteriorated, keeping the walking distance to a HUMBOLDT suffering economic stagnation, unsafe or station along the line to a quarter mile. p *„ poorly planned. The PDC uses this tool The project created new sidewalks and sr to focus public attention and resources tripled the number of street trees along -•- in blighted or under used areas to Interstate. Art was installed at each new ' stimulate private investment and improve station to reflect the local communities ROME neighborhood livability. and neighborhoods. Roads were repaved, bike lanes were enhanced or` added, and new bike lockers were placed w` along the line. (Figure 294) TA AL � z i , % As of 2007, the annual ridership for the w w , , ' ELIOT MAX yellow line was 4.18 million. F 1113RTHINiST LION OISTpIICT 1 PEARL DISTRICT OLD - Figure 293. MAX Yellow line. FM Interstate Avenue Land Use Street Hierarchy s I Interstate Place Aar.: Although the area had been targeted for - 7. - z - .: i � ' Interstate Avenue is a major north -south Winchell Street increased development and a light rail = _ connection and sits just to the west of 1 -5. I ri,= had been constructed, the zoning had' - = There are seven east -west streets that remained the same as it was 14 years = __ a cross over 1-5 and Interstate Avenue. At ago. This has — until recently — inhibited -�,; _ _ „ these intersections, the road widens to Lombard Street ° I r the more dense, transit- oriented - m - I �F � serve the heavier traffic loads. There are development the city has wanted to see I f _ also bus lines that run on these roads. Buffalo street along the corridor. °R 4i , � r ' T here are eight minor connections across .fi _ I ip - ' Interstate avenue that are primarily ...la In 2007, a new zoning proposal was neighborhood streets. (Figure 296 approved by the Portland City Council AIIIPP4 i. The new zoning encourages higher Since the light rail runs down the center Dekum Street density multi -use developments along the of Interstate Avenue, determining what corridor. (Figure 295) -- streets cross was an important decision. Rosa Parks Way _. F , i ' , Local residents needed to be well- served, I but too many connections across the s a fir conditions. street could lead to unsafe y 1 I stt ld ld tfe conditi N . " i _ 4 .. I Ainsworth Street — 4. Jeff Henkelman, a business owner for .4ffli � six years on Interstate Avenue, feels -= �- Q �` that traffic flow has improved, even with ` � I `r more stop lights, since the light rail was I � Killingsworth Street �� constructed. Willamette Street i j ai 11111 _ ' P - -- -- -- - - Alberta Street vim. -r 4111 _ _ Epp = G 1 -1- 0 _ r.j b Shaver Street IL � � . a it `- . _ _ _ a Overlook hill 71 —F—• .ems._. . =Is`F- sasrL 11461∎ ■.— F iiiYl ea Figure 295. MAX Yellow line. Figure 296. MAX Yellow line. C Appendix: Precedent Studies Interstate Avenue Interstate MAX Revitalization To help achieve this the community was Strategy actively invited and participated in the A — Overlook Station - '(„ - planning process. Five meeting were ..- 0 , 4 .. t_ ► '_" i, . In 2002, the Portland Development hel p ed New development will strengthen the existing regional medical /employment from November 2000 through center by providing opportunities for both housing and services °` ja Ai.; ' ��' 1s ,. Commission in conjunction with the May 2001. - -„_ -� Y Portland Office of Transportation and New Housing 4'"'.�,? 2:-A-.-_-, - ,...o Crandall _ Crandall Arambula PC completed the To implement the strategy, catalyst public A priority is the redevelopment of the existing Kaiser West Medical e . P.:: final report for the Interstate MAX Station projects for street improvements were facility into a high density housing development, next to Overlook Park. r ' ,� `` r Area Revitalization Strategy. This report identified at each station area and a "Overlook Village" ; . "" . '" ,` 0 loo at five stations along the Interstate break down of public and potential private Envisioned by neighborhood advocates, a mixed -use housing, retail - - I%. 4k -" ,� ` MAX line and builds upon the 1993 investment was identified based on the and cultural facility would be developed in the style of European 4% . 4 ' � - - ` P lit Albina Community Plan and the 2000 project. Tax increment financing projects, buildings and plazas. ,. `` ' _ _ ' ' ' `e di 5 housing . "k ' � • Interstate Corridor Urban Renewal Plan. g and job creation projects, and Street Improvements r' preferred public improvement projects Failing Street would provide safe and convenient pedestrian access . The vision calls for more the 1,700 are identified for each station area. from the Boise neighborhood across 1 -5 to the light rail station. _ � ' housing units across multiple income levels and a variety of housing types. It The strategy outlines the need for Figure 297. Image From Interstate SAR report. also calls for commercial development changes to the comprehensive plan to create 2,000 new employment and zoning map, and suggests that rr ,p,..a opportunites. strategy be created to implement needed _ Overlook changes. It also suggests the need for " �.� -- A Employment Anchor Each station area was given a focus, design guidelines that reflect the specific I i_�_, !, i -. .r PyI rode Ir ttt rit station areas. such as the Overlook area seen as an __ - j � 1 �. •y 4"` I� Res�c nr t + the p y p em to ment anchor. A break down of r / ., , Ib a nriol public and private investment projects The Revitalization Strategy is a Ar /i 4 4 ; +'% 1c Rowhoutes and the number of jobs or housing comprehensive report looking at all ; . • – + N ., � , -- R rqd A7Z4' V. r - - -- -- I f C I UP: I ► I • units they would create was developed. the existing conditions along Interstate r '7 0 T1 ,` I -, E ...- -- 3n Office 'Kobel Station area concepts were developed Avenue. It offers an ordered and crwittegfik 'I: ; � " 1 ' c P�klr 5hu crure process to develop the +' }+ +' ' .. * ... ;- ,+ ' - 4 Rai rw hk hp� to respond to the unique conditions and consistence p p �' *_ -- � �. . . � �, I' r;,er�h. �� tiaie,+lnnar�kl communities present at each transit stop station areas and spur development a ' ti , location. along the corridor that is appropriate for 7 I ' : 1 1M the community. i ": M -'_= � ., I BOA Overlook IP 'em] 6 4 1/4 + *#�+ a #! 'r l " � 2 Will: merle Stull tMcntway The revitalization strategy was created AlideAr 3 lav &d Post? Enheorkvemonil to inform decision - makers in their M. � T Groan 5 air In o 'rr. nrl process of forming policies and assigning' Figure 299. Image From Interstate SAR report. public dollars to projects. It includes a suggested schedule and milestones mo wers. for recommendations, decisions and implementation actions.' 447+ \ �,. The guiding principle in the revitalization # ".. strategy was that "all new development Figure 298. Image From Interstate SAR report. benefit first and foremost those who currently live and /or work in the corridor." EM Interstate Avenue Pedestrian Environment Housing Types ,_ - The pedestrian environment is greatly Interstate Avenue runs through some of _ ' �-- - - - i varied along Interstate Avenue. The Portland's oldest neighborhoods. Even - T City of Portland has worked very hard though Interstate Avenue is a major t - - to make it an inviting environment and transit corridor, most of the housing the entire length of the avenue is lined along the street is detached single family 1 • -sL IP with trees. (Figure 301) The walking homes. (Figure 300) While this makes it `tip environment feels fairly intimate except hard to densify the area, it has probably = it. at major intersections where the street allowed Interstate Avenue to keep its - • � _ , U widens and the street trees are fairly neighborhood feel to some extent. s J young, offering little protection. _ _ There are multi - family dwellings along the - – — - - - Since the MAX Yellow line runs down corridor, and courtyard housing seems to --"` " the center of Interstate Avenue, the be preferred along the northern stretch pedestrian connections across the street of Interstate. Since the introduction of - become more of a challenge. Zigzag the MAX, some dense multi - family mixed crossings were installed at various points use projects have emerged, and handful to accommodate pedestrians. (Figures 302 more on the boards. (Figure 305) The & 303) A warning bell alerts pedestrians of recent zoning change encourages and an oncoming MAX train. accommodates more dense development. Figure 300. Example of single-family and multi- family housing along Interstate Avenue. — . - o .�" _ a �i `r -� i� al _ T - '� l — — — ti. f ice_ "+-1 • ' - - w - - + s -. . - � I �� 1 — RIB I, Ili r'II, + Figure 302. Crosswalk on Interstate Avenue. ; JO t � 1.— - ' ' 1 4111 14 , - .1 i •C . • r - '' 91 . - is. ... IT . . _ 1 Li rill L. 1._, ,_ i ill 11 1111 1 _ - I 1 `. k .., _ i I i°� f ' 1 ' 1 L. e.. -. i . : ■ t . . • . - " libilibiNft- • - -- Figure 301. Tree -lined sidewalk. Figure 303. Crosswalk on Interstate Avenue. Figure 304. Business facing Interstate Avenue. Figure 305. Newly constructed, dense multi - family mixed use building. FM r Appendix: Precedent Studies San Pablo Avenue Precedent 2: San Pablo Avenue — East Bay, CA Context r_. : , ' N., "'"1r' _ _ Land Use Zoning Public Transit San Pablo Avenue, one of the oldest . A I `4,'+j The land use of San Pablo Avenue The majority of the parcels along San In addition to providing for vehicular existing roads in the Bay Area was -'ph ` .,.; is largely shaped by auto - oriented Pablo Avenue are designated as mixed- access, various modes of public transit established during the Spanish colonial ; P, commercial uses developed between use commercial, which provides the have been accessible from San Pablo era. The 12 -mile roadway extends l 's1 the 1950s and 1980s. Strip malls with maximum amount of flexibility for new Avenue since the early 1900s when northwest through portions of Contra parking fronting the streets are mixed with improvements, investment and support a streetcar line first ran along the Costa and Alameda counties. Running i auto - related businesses, restaurants and for an activated street environment. Other avenue. The strong, interconnected and parallel to 1-80 and accessible to I -580, N4 ,, 7 , EA, w :: , small retailers. Single and multi - family designations, such as low and medium coordinated rail and bus system is cited San Pablo Avenue is one of the main .i,.�r. residences can be found off of San Pablo density residential, are also identified on as a significant amenity for residents corridors connecting the East Bay 1.; - r 4 F' Avenue along smaller perpendicular and parcels as they transition from San Pablo and commuters, and suggests additional . k cities of Oakland, Berkeley, Albany, El +e' parallel streets. Recently, there has been Avenue into adjacent neighborhoods. A opportunities to capitalize on the area's 6wilhmoind _ao; g, Cerrito, Richmond, and San Pablo. Due �„ r an increase in mixed -use developments small number of parcels are designated transit - oriented development potential. rMir_* to the number of communities that it ; �_ R that incorporates retail, office and for other uses to be compatible with connects and its proximity to two major El Cerrito residential uses. surrounding development, including Four BART stations located within freeways, San Pablo Avenue carries 1 ., 1 medium- density residential and regional walking proximity of San Pablo Avenue local traffic the avenue through-traffic t. d , . , , � e.4 commercial mixed -use. Also included are serve commuters who work in the major accessing H.11 """'1'111' AI , .,,, a few parcels designated under the parks employment centers of San Francisco of commercial services, civic uses and 5 1 and recreation land use designation. and Oakland. (Figure 310) In addition BART stations. ®�w �w� ;, f = to local residents who commute to bony work, many BART riders drive or travel An extensive street grid, established in _� by bus from Solano County and the 1915, connects San Pablo Avenue to �- Western Contra Costa County to access Richmond, the Berkeley Hills, and the .,,,,_ ,4 - , BART stations and ride onward to their waterfront. Despite this formal structure ' l €1r1 p t destinations. of organization, irregular city boundaries, . - .r.,.. r� t'ii' '' J. °r If different general plans, zoning and land �' k " p_, p,, a - ' Regional, local service and transbay i pl uses between adjoining cities have H. - Jl — �_ buses comprise the robust bus system challenged the planning and revitalization bi ' "" a 1 — ---___—_,=_--------------- along San Pablo Avenue. BART stations efforts along the San Pablo Avenue. r F igure 308. Businesses fronting San Pablo Avenue. are transit hubs and activity nodes where �* hundreds of buses converge each day. Over the past two decades, San unary ...lap �•1.1 raw Pablo Avenue has undergone many ' , improvements. Areas near Berkeley and PI Emeryville have seen revitalization with new mixed -use, retail and residential ' •j : .... development. El Cerrito and Richmond , I ; ' .i� -- are currently collaborating on a plan to . -_, . i revitalize a section of San Pablo Avenue , ,� .a "` � �, ' as a major commercial corridor and ---- .,,a . R ,. 4, ..... int - transportation hub. . � , A:.. JI hire � - i a - , 0 ' . OriVar ..- • • 11 wdamndu U S N.:: '1.._...—.011. �— . i -11111 Figure 306. San Pablo Avenue. Figure 307. Image from San Pablo Avenue Figure 309. Multi -use building. Figure 310. BART station. Specific Plan. MI San Pablo Avenue Bus stops are located every one to two Pedestrian Environment Medium -scale development typically sits 0 144, MIMP blocks along most of San Pablo Avenue, closer to the street with minimal setbacks . - and numerous routes serve both local Poor edge conditions dominate the San and small parking lots in the front or side 4, I . • users and commuters. (Figure 311) Pablo Avenue pedestrian environment of the building. Newer development is n + ' . and have detrimental effects on levels often large in scale and separated from _ The main designated bicycle route in of pedestrian activity. These include the street with significant parking lots. k _,a • the area is the Ohlone Greenway, which blank walls and building facades, • , N� s 1. . r runs parallel to San Pablo Avenue significant landscaping buffers, parking The range of scales within San Pablo � `V ; � I , I from Berkeley to Richmond. The path lots setbacks between buildings and Avenue's built environment brings a 4 r ., is configured with an approximately sidewalks, and tall fences and vacant lots. distinct character of variation to the street ! _ / eight feet wide multi -use path with experience. However, while a range of _ —.� / L .._, minimal landscaping on either side. The In terms of scale, smaller developments building scale allows for an interesting greenway offers a safe and pleasant are prevalent in the southern end of San pedestrian experience, it can also result r north -south access route for cyclists and Pablo Avenue, and can be categorized in discontinuity and fragmentation. "". pedestrians. (Figure 312) into three types: commercial buildings Inconsistent building edges can be Figure 314. Image from San Pablo Avenue. Figure 315. Image from San Pablo Avenue. with minimal setbacks; small buildings attributed to large parking lots, unbuilt surrounded by drive -ways and parking parcels and deep setbacks. As a result, - lots; and older single - family homes. although it is wide in places, the sidewalk functions as a narrow pedestrian refuge between the fast - moving traffic and the � auto - oriented parking lots and driveways •• - - — along significant lengths of the avenue. . .J E i 1 r , 13 1 tf. F 'I 17 P 'C f k i }— Fair -M F1 Nral M� 7 Lrr P -. �� ` "+ L^i Pi r � . While some small retail stores have �% '"'� i._ te ' . _ elements of good facades, such as large • . • y ;� r '` "'I Ail `. k? -- windows, architectural details, and an Figure 316. Existing street sector from San Pablo Avenue near Del Norte BART Station. • -- interesting use of building materials, most _` buildings fail to provide an interesting '' K , 1 k .. edge to the pedestrian environment. Figure 311. Bus serving San Pablo Avenue. • A, Many of the banks and small office buildings provide blank walls along the a sidewalks. A few older auto repair uses exhibit positive edges with brick or stucco 1.. Ile 'IRV& ?� i ; . o .; building facades with little to no setbacks , ..� lir and narrow curb -cuts and vehicle _ - - _ ; r entries, providing a better sense of street r =A .�. — I"- .1 Pry -: ,, encl osure. ,-. L , t �- - . �" II lq... - \\ 1 a 1:1 - - . . a. . . "a — 4 .1. t--- -P.....1, i fs�s M #er wriry „Li __ —.¢— ,... +v '. F tc+_r Figure 312. Bike racks for cyclists using greenway. Figure 313. Image from San Pablo Avenue Figure 317. Proposed street section for San Pablo Avenue near Del Norte BART Station. Specific Plan. IM r Appendix: Precedent Studies San Pablo Avenue Revitalization Strategy • Provides housing choices that meet the needs of all residents do % 1 El Cerrito and Richmond are currently `` i developing a Specific Plan along the A Specific Plan will enable the cities to I MacDonald stretch of San Pablo Avenue shared by create a long -range vision for economic 1 ,- -, I gateway both cities. The plan aims to create a development and improvements " = more pedestrian and bike - friendly "grand along San Pablo Avenue. A major qii* 111 111 .1 -: is boulevard" that goal of the two cities is to achieve a • Is served by a variety of transit options seamless environment where unified ' land use and design standards make • Contains vibrant mixed -use the constraints posed by a zig- zagging , a commercial development municipal boundary line and misaligned • Offers residents adequate parks and cross - streets less of an obstacle to the ; BART Station green space for recreation revitalization of the avenue. -� ,.: t d . AEI --�. _ . .. r - 7, h r 5 a 0 II .. - kp ' ill ' i 1141 ' RICHMOND , , , t op �.I ' 1 .+° . ' ,,_ - u a N -1 ',. a , * '1 • -111 sa..:. r • :1r F1t - k q'{l Figure 318. Existing condition of San Pablo Avenue. . i ,' . •R r • 9 ; t `— s. �� a • 4 . `4%4 -0 - ' - 6,.,•w M 5 r � ' v PP � I ^ �,- _ - .. -IF �° _ . Figure 319. San Pablo Avenue with projected streetscape improvements. Figure 320. Image from San Pablo Avenue Specific Plan. ED Kassel Wilhelmshoehe Allee Corridor Precedent 3: Kassel Wilhelmshoehe Allee Corridor — Kassel, Germany Interstate Context 321) Downtown, the Wilhelmshoehe Allee is arranged as an Urban Boulevard with - �_ The Kassel `Wilhelmshoehe Allee' is four -to -six story buildings that flank this - s an excellent example of a corridor that large street at the edges in the downtown . - • exemplifies both the pattern of the `urban area (Figures 322 & 323) The Allee - • boulevard' and the pattern of the `park gradually turns into a park boulevard On c - 1 ' - S F • boulevard.' when it reaches the areas further up _• — • • toward the palace. ° 4, , r • - ..•., — - • A boulevard can be roughly defined r `r- as a relatively large street with several layers of traffic lanes and several layers In terms of length, the Wilhelmshoeher - ° - of green lanes. An urban boulevard Allee corridor with 4.5 km (2.8 miles) is defined by its strong building edge is comparable to the length of the 4 Figure 321. The Allee seen from the Palace Park. that gives definite positive shape to the mile Tigard corridor. There are also boulevard as a whole. One of the most other features that make it interesting famous urban boulevards according to to compare with the Tigard corridor. For 1 this definition is the Champs Elysee in one the Allee houses a major high speed - • x Paris with many layers of traffic lanes, railway station that is connected to light . . lar i r e ' ° r 5. parking lanes, green lanes but also an rail at a crossing point of two railway E � y - ' - • -' a . edge with solid and well constructed lines in the middle of downtown Kassel , . ,, ., 06 . ' c "r. , r r • g buildings. Wilehlmshoehe, and including the major ' t '44 4 '° a • m 6 __ ' . ' a ,• • di 1 • regional and national road traffic with • " ` -• A park boulevard has the same commercial origins, one could argue that I 4'''''' ° r Asir Ar characteristics as the urban boulevard both corridors incorporate both global s . _ ,' but with one main difference: the edge and local aspects of transportation and I i Aft of the park boulevard is not defined by economy. (Figure 324) To find out how to • - - buildings but by green with buildings bring these two different and sometimes Figures 322 & 323. The Urban Boulevard in downtown and the edge of the urban Boulevard. being interspersed in the green. In this contradictory aspects into balance is one sense, 5th Avenue in New York could of the main investigations of this study. be considered a park boulevard at least from one side, the Central Park side. The Kassel Wlhelmshoeher Allee is a h- park boulevard in the upper zone on both sides, where it is flanked by parks and a 11 , s : 40 green zones with individual free - standing . buildings that are part of this green zone —a110 . . : and usually reset half- hidden behind the - { �J - - green right next to the street. ti 10 - • , il This corridor was originally conceived — e and built starting in 1696 by the Landgraf von Hessen to connect the inner city Figure 324. Light rail approaching the high speed railway station. of Kassel with the summer palace and landscape park in Wilhelmshoehe. (Figure ED r Appendix: Precedent Studies Kingsway /Highway 99A Precedent 4: Kingsway / Highway 99A — Vancouver, British Columbia Context Land Use Zoning street are single and multi - family residences. Mixed -use developments _ Kingsway /Highway 99A is a major Many segments of Kingsway offer The majority of land along Kingsway is and multi -story condominiums are " - • . ... transportation corridor that crosses diverse family -owned and ethnic zoned as one -to -two story small -scale located near the large -scale commercial , F f �" through Vancouver, British Columbia. shopping opportunities and restaurants. commercial retail and restaurants. retail complexes in the Burnaby stretch of 1' It developed as a connection to the There are also hotels, supermarkets and Behind the businesses that front the Kingsway. (Figure 327) original Route 99 that stretched down freestanding fast -food locations along the entire West Coast (Pacific Highway/ the route. Metrotown, a major shopping i•` 1" ` Gas stations or auto services occupy . . j pp 9 :2 99W was a branch of it). As one of the center, and Burnaby's central business ; ; , many of the triangular corner plots •.,:m. ,. =T _ oldest and longest roads in Vancouver, district are key commercial nodes located 'E- �. created by the diagonal roadway cutting - Kingsway runs diagonally from northwest along Kingsway. �' orthogonal grid. ss� = = — > r � across Vancouver's ortho , s:-il:2n \ S -��� 711 to southeast emerging from Vancouver s =_e 'l-N. -t- (Figure 328) z a_' i�msx ii j ,:I( 1 .- Figure 328. Triangular corners at intersections of a downtown area to the suburb of Burnaby. t` szg z• ,(11`` diagonal King and orthagonal side streets. It is an 8 -mile stretch of the 30 -mile F pIID .1 1N• -il � r � t - ts_ ` \<'\ •1� Highway 99A. -15 a � r3li'nhJ q • •: ". ' "VIII ∎ . /// . 0 4..... ... ,./ / ,, 1"`- Kingsway follows the Wagon Road lug t,n;. / � � /� �,� built by the Royal Engineers between "t1iiu�t 1lPt��; t,;. n• i..11� 11 -1 Vancouver's Gastown waterfront and the . t o former capital of British Columbia at New ; ; f �''o ,, `' `P Westminster. Since Vancouver's street - ` �'f? �'I��rii1 / 1h ' -7 tur grid had not yet been laid when the road _ !Lill. _ „ • 1 n 1: - l l i' 1 1 I` A ,c lum,r }} 7 ,--. 3M • I f t (l -_-. ; . ;III -t . ! was built, Kingsway is diagonal (Figure - _ _ - - _ � + 4 f r ,,.F I GZ-, t ,,,, �• i 1 4 . ' t i 1 �' ' E�: � i+t 326) During the 1930s, the government _r `�' "` . ' -j .'•'� ' ` f , . �` % � _� " � X 11 JRII �; �- ', widened Kingsway and now it has six � $ : rEl"Ii ° 11 = 111 M�,1 /�f \ ■ lanes along most of its length with vehicle wli.e$ . 14 — -: __r, 19 o , %? � � ' � r _ - r m ti- s cyRT 3 I•Qr�r ui t l am+ "< j . � , speeds averaging 45mph. �1 1F �: _� ..-...._... � ji °o`�G����. .r Figure 325. Image of City of Burnaby. r _ T C./11 C./11 ' � ,t ..,..d, ' • .IA r. lard IPIW1 IflYfl, 1 ' 111 - r J - �.ordl4...w +I.eW+,�r r .. _ _ >< ' - p.-r9 1 . - H - 0. JI i ' r I , 926 N1 11 .ri4! d4r4" ai*um _ IJ f Cl l.*. a._- _ k1 �1�z �IIY mull Ilil , 11111 1 �. °'r� r. s� �' CJ . �_ I ': 4 -� A I M' a t ' ' �_� 1 �� - id = C ■11�1�1ti'� '� _ 'fi �¢ Vancouver - '' --,r If - „, ` -� � �.� _ E . 1111 _ iC I r , Nlap _ I . ". - �'� - ..0 !M - _ . • #_Lhl ■ 1 1 ...;-.1. F ., „...... _". "J'h 1...11 8 ' Ai.. - - - - k few' 14-' Burnaby ti w} ni dila 1: VI r Figure 326. Kingsway /Highway 99A runs at a diagnal. Figure 327. Zoning along Kingsway /Highway 99A 140 Kingsway/Highway 99A Pedestrian Environment Municipal boundaries were purposefully " r " not included since the space of the r _ $ street is experienced as a corridor in 4. 0 • i t its entirety, irrespective of the invisible „ I h - � ' r- � boundaries that slice it into isolated + " - _ '-0"'' .. .. � I p I linear chunks. Despite the omission of � ' — - ` ° fir political boundaries, their distinction is evident in the built fabric along Kingsway ,_. lowil ___- -- MafillMika-- , — as the relatively tight street wall within ° F, , �, — Vancouver gives way to typical suburban I pattern of Metrotown and stripmall t ' I. � ;- , = Figure 330. Parked vehicle occupying entire right lane. developments in Burnaby, only to tighten IR . � . # 9. ' ' ° back up in New Westminster. -ffi ' Small -scale commercial buildings form a . ':r SUPERMARKET A continuous street wall fora large stretch s , ; � , b ' Ii 1 h. xE T WA 1 % 1 1 I r- of Kingswa This is achieved through i " Ii • the placement of parking lots behind the i .0 ," . .-"• businesses, or the elimination of parking 1_ s. lots altogether. While street frontage [ •, attracts the curiosity of pedestrians • : • C, d' ° i L„ - passing by, narrow sidewalks and high speeds of vehicles on Kingsway detracts Figure 329. Narrow sidewalks with a continuous street wall. from the pedestrian experience. (Figure 329) One lane of the road is taken by streetside parking of customers frequenting the businesses, while the il parking lots behind the buildings often sit 111 I F empty. (Figure 330) °r i I ,. + F Public Transit ii _e - I ft ' Train is located along a major portion - MOP r SkyTrain g 1 p jir � : 1 � ue--= of the Kingsway route and there is a - ,i major SkyTrain station at Metrotown. - (Figure 331) There are numerous bus routes operating along the road and it is - - - the principal route between Metrotown i k • and Downtown Vancouver. (Figure 332) 11111 " 11111 1111111111 -- — Figure 331. Skytrain along Kinsway route. Figure 332. Bus stop. Oil r Appendix: Precedent Studies Kingsway /Highway 99A Improvement Plans Various improvement plans have been _ implemented along Kingsway in the -_ II past few years, centering on commercial - 4 J nodes such as Metrotown and Kingsway 1 & Knight Neighborhood Centre Shopping ` " tiy Area Strategies include widening of z ,, "�;" — i � - "* F sidewalks to create pedestrian - friendlier ' .' '• 1 a Or . L I i I Ii 1 environments and addition of bicycle • ' , lok I lanes to encourage alternative modes of _ , ". d ew ` AI In 4'4 transportation. � • d A consistant landscaping scheme along - - - the entire corridor can help to define Figure 333. Current condition of Kingsway /Highway 99A and maintain a cohesive character for the corridor while cities can make Option A: No Median, Allowing a Future Full Width Bike Facility streetscape improvements to emphasize various neighborhood identities at smaller segments. { \I p , 4 p N 5CukcA s�ti , -. 4 1 - _....„, , Ier---Is t .,. SOEIMUC 'MASK +_4.1 4.dm-4,_4,3M—* 4.-- _$ 4.2 •IAm_. EASTBOUND WESTBOUND Option Ba Lancisccicied MediOil, Wiwi * a Future Minimum 1 idth Bike Facile k 1 4 4110 I' — . 4 1 7-.11 . f _ 1 . POP w MEW rar IlDidi EA STDOIJF References 1. "railfactsheet - interstate.pdf (application /pdf Object)." http: / /www.tri met.org /pdfs/ history /rai lfactsheet -i nterstate. pdf. 2. "TriMet: Interstate MAX Yellow Line Project History." http: / /www.trimet.org /about /history /yellowline.htm. 3. "Interstate MAX Yellow Line" http: / /www.trimet.org /about /history /yellowline.htm. 4. "TriMet: Interstate MAX Yellow Line Project History." http: / /www.trimet.org /about /history /yellowline.htm. 5. Portland Development Commission, Portland Office of Transportation, and Crandall Arambula PC. Interstate MAX Station Area Revitalization Strategy. Rep. June 2002. Portland Development Commission. 20 Apr. 2009 <http: / /www.pdc.us / >. pg 3 6. 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Portland Nov. 2009. City of Tigard, http: / /www.tigard- or.gov/ Portland Development Commission, Portland Office of Transportation, and Crandall Arambula PC. Interstate MAX Station Area Revitalization Strategy. Rep. June 2002. Portland Development Commission. Merriam - Webster. 2009. Corridor Definition. Retrieved from http: / /www.merriam- webster.com. 20 Apr. 2009 <http: / /www.pdc.us /> Metro, http: / /www.metro- region.org/ Tigard 2007 Comprehensive Plan Resource Report. City of Tigard 2007 Reconnecting America Center for Transit - Oriented Development. http : / /www.reconnectingamerica.org / U.S. Department of Transportation. 2009. Retrieved from http: / /www.dot.gov /about.html AIS -322 Item #: 4. Workshop Meeting Date: 01/1g/201 1 Length (in minutes): 20 Minutes Agenda Title: Review of 2011 - 2012 City Council Budget Request Submitted By: Liz Newton Administration Item Type: Update, Discussion, Direct Staff Meeting Type: Council Workshop Mtg. 4 ISSUE The City Council needs to agree on a budget request for the 2011 - 2012 fiscal year for the city council. The requested budget will then be submitted for consideration with all of the other department budgets. STAFF RECOMMENDATION / ACTION REQUEST Departments have been instructed to submit a status quo budget. A copy of the current 2010 - 2011 City Council budget is attached as Exhibit "A." Also attached is a draft city council budget for 2011 - 2012 for council consideration (Exhibit "B "). Council should reach consensus on a budget request for 201 1 - 2012. KEY FACTS AND INFORMATION SUMMARY Based on the five -year financial forecast, departments have been asked to hold the line in total spending this corning fiscal year at the current level. That means no increase in total budgets for departments although resources may be reallocated within budgets if needed. Exhibit "C" summarizes the personal services costs for city council in the next fiscal year along with the current budgets for supplies and services Based on the budget instructions to departments, council needs to identify at least a 5% reduction on the total or $13,194. Since the city's contribution to RailVolution was a one time cost, that $10,000 reduction could count for the majority of the 5% reduction. The attached draft 2011 - 2012 budget reflects that reduction. That leaves $3.194 in additonal cuts for the council to identify. Council may want to consider adjusting the travel and training and /or consultant fee line items. OTHER ALTERNATIVES Modify the draft budget request to reallocate the funds. COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS 2010 Tigard City Council Long Range Objectives: "Basic city services provided to citizens are cost effective and are delivered without interruption." DATES OF PREVIOUS COUNCIL CONSIDERATION None on this proposed budget request. Attachments Exhibit "A" 2010 - 2911 Budget Exh "B" Proposed 201 1 - 2012 Exhibit "C" Budget Reduction 5% Goal . i toil- A. ADo?TEP FUND: 100 City b b g of Tigard, Oregon DIVISION: 0500 General Fund Mayor and Council YTD Adopted Adopted Chg Pkg Units Rate X FY 2008 FY 2009 2010 2010 Budget Resource Summary 2011 Assumptions 58,800 Existing Staff Alloc 22,500 51,664 58,962 58,800 51001 - Salaries - Management . 58,800 22,500 51,664 58,962 58,800 Total Personal Services - Salaries 58,800 58 Existing Staff Allot 45 52 60 59 . 52001 - Unemployment 58 116 Existing Staff Alloc 116 207 209 136 52002- Worker's Compensation 116 4,497 Existing Staff Alloc 1,721 3 ,952 4,510 4,498 52003 - Social Security /Medicare 4,497 402 Existing Staff AMc 148 345 399 395 52004 - Tri-Met Tax 402 54,975 Existing Staff Alloc 32,509 38,911 50,420 54,373 52010 - Medical/Dental /Vision 54,975 0 • 3,197 3,767 4,633 0 52011 - Dental Benefits 0 37,736 47,234 60,231 59,461 Total Personal Services - Benefits 60,048 5,100 Copy charges based on history • 800 meeting supplies (cups, coffee filters, clorox wipes, plates, • etc.), paper, pens, etc. 5,655 1,324 444 1,400 53001 - Office Supplies 5,900 5,655 1,324 444 ' 1,400 Total Supplies 5,900 • Run 1/6/2011 Page 1 of 3 1000500 Mayor and Council • • FUND: 100 City of Tigard, Oregon DIVISION: 0500 General Fund b b Mayor and Council • YTD Adopted Adopted Chg Pkg Units Rate FY 2008 FY 2009 2010 2010 Budget Resource Summary 20pii Assumptions 8,000 Consultant's Fee for coaching and two (2) meetings for Council team building 400 Interpreter for hearing impaired at Council meetings (upon • request) 2,500 TVCTV taping of Council Workshop meetings - 3,950 54,839 26,288 61,500 54001- Professional /Contractual Services 10,900 12,000 Legal Counsel regarding Council items 0 0 17,596 0 54003 - Legal Fees - 12,000 0 27 0 0 0 54115 - Vehicle Usage . 0 0 • 1,903 0 0 0 54300 - Advertising & Publicity 0 0 0 0 15,251 0 54301- Fees and Charges 0 32,500 League of Oregon Cities membership 3,900 National League of Cities membership (pd $3813 on • 11/17/09) 150 Oregon Mayor's Association for Mayor Dirksen 100 Other publications for Councilors 2,500 Vision Action Network 4,850 Westside Economic Alliance membership 51,180 40,939 10,643 44,040 54302 - Dues & Subscriptions 44,000 20,000 $5,000 per Councilor to cover training of their choice. • 1,500 Business meals that are outside regular council meetings • (WEA forum breakfasts, 1:1 meetings with Metro and other jurisdictions, regional Mayor's dinner) 1,400 Council meals before regularly scheduled Council meetings 9,000 Mayor's training budget for conferences and meetings • 15,693 18,759 20,018 27,700 54303 - Travel and Training 31,900 1,500 2 -color enamel City Pins with logo 10,000 Contribution to October 2010 RallVolution National • Conference as a host city. 03302010 - Per CP minimum contribution is $10K not $SK Run 1/6/2011 Page 2 of 3 1000500 Mayor and Council FUND: 100 City of Tigard, Oregon DIVISION: 0500 General Fund a Mayor and Council YTD Adopted FY 2008 FY 2009 2010 2010 Budget Resource Surnlnary Ad Assumptions Chg Plug Units Rate 2,400 Recognition, awards, florist (funeral, illness) from Council - City Promotional Items for visiting dignitaries and school age visitors. 2,726 865 1,384 18,251 54311 - Special Department Expenses 13,900 75,479 115,402 91,180 151,491 Total Services 112,700 66,485 Central Service - • -4,203 FIS /CM Reallocation Savings • 0 Fleet & Property • 0 0 0 65,336 58000 - Interdepartmental Costs 62,282 0 0 0 6,630 0 58100 - Indirect Charges- City 0 Management 0 . 0 0 15,018 0 58150 - Indirect Charges- Records 0 0 0 0 12,523 0 58200 - Indirect Charges- Finance 0 Administration 0 • 0 0 23,338 0 58230 - Indirect Charges- Technology 0 0 0 57,509 65,336 Total Internal Services 62,282 -.:. -. � ,.�� _ ... .„o ,.t�.,.,,z ..., ...... .,,... :.-a.. ,- �.:fJa- .�y.. ,..�..— r �'._., yt - „�- --•+�. ^^^- .m• .r- •r+:.•r•e+m -. -.. .t-"n •n-- e-r+• --> e , �`-,�,r,,,••^;..s- �:w� �w .',� -, q�- �,�„:�K2r '” y 7 �: . 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'�r,.?i r t ,� .,.- s.. sl�-'. l.s. �i•',r�• ,: •e .., .[f r,_...t.. e .. n� -4,• - (�a+: =, �t�' -.: ,, ``,,7�� ra '.- ..�f}.r 't�.Yas -�`!u 1.. �,c'•.� ,e` r,° ..n : •, n .s . ,F »i °- �;- u+,,�.r:� , c�,: - i•5k�. ,.::ir! . 1',.._cYi4 r !:rT! r`�:, s x ��tc �;_ (1}- %'q{.�r�^: �r.7vari::�iSi Satrt : �:l:.fa..- .:-'�'E �F _'� �is � � r � �. ..7:. ,.'�'' x � i ;?e, rg 3.L.s.aFC:' j a T4 . ? . c ,. .r3...'rt.L ... A L. '. .. 'k:s g t{.�i - ✓,J - .. � i r [ t t - �� 1 j a L 114 , 370 15624 2 68 , 25 -33 48a Total, M o attd Ctrtmcd ' - 299 730 ' a , , �< . 3 . t • • 1, >3 . . xY r Run 1/6 /2011 Page 3 of 3 1000500 Mayor and Council • • ;NA'031113 1 )14 F° 5 6 1)2 - A7 I 2- FUND: 100 City of Tigard, Oregon DIVISION: 0500 General Fund `, b b Mayor and Council YTD Adopted ed FY 2009 FY 2010 2011 2011 Budget Resource Summary Request 2012 Assumptions Chg Pkg Units Rate 60,725 Existing Staff Alloc 0 51,664 58,962 0 58,800 51001- Salaries - Management 60,725 51,664 58,962 0 58,800 Total Personal Services - Salaries 60,725 Run 1/6/2011 Page 1 of 5 1000500 Mayor and Council • FUND: 100 City of Tigard, Oregon DIVISION: 0500 General Fund b b Mayor and Council YTD Adopted Requested Chg Pkg Units Rate FY 2009 FY 2010 2011 2011 Budget Resource Summary 2012 Assumptions 0 423 Existing Staff Alloc 52 60 0 58 52001 - Unemployment 423 0 119 Existing Staff Alloc 207 209 0 116 52002 - Worker's Compensation 119 0 4644 Existing Staff Alloc 3,952 4,510 0 4,497 52003 - Social Security /Medicare 4,644 0 420 Existing Staff Alloc 345 399 0 402 52004 - Tri-Met Tax 420 6,680 Existing Staff Alloc 0 0 0 0 52005 - Retirement 6,680 1,822 Existing Staff Alloc 0 0 0 0 52006 - Retirement - 3% ER Match 1,822 3,000 Existing Staff Alloc 0 0 0 0 52007 - VEBA - ER 3,000 2,100 Existing Staff Alloc 0 0 0 0 52008 - Life Ins /ADD /LTD 2,100 0 65,356 Existing Staff Alloc 38,911 50,420 0 54,975 52010 - Medical /Dental /Vision 65,356 0 3,767 4,633 0 0 52011 - Dental Benefits 0 47,234 60,231 0 60,048 Total Personal Services - Benefits 84,564 Run 1/6/2011 Pagc 2 of 5 1000500 Mayor and Council FUND: 100 City b b of Tigard, Oregon DIVISION: 0500 General Fund Mayor and Council YTD Adopted Requested Chg Pkg Units Rate FY 2009 FY 2010 2011 2011 Budget Resource Summary 2 412 Assumptions 5,100 copy charges based on history 800 meeting supplies (cups, coffee, filters, clorox wipes, plates) paper, pens, etc. 1,324 444 0 5,900 53001- Office Supplies 5,900 1,324 444 0 5,900 Total Supplies 5,900 Run 1/6/2011 Page 3 of 5 1000500 Mayor and Council FUND: 100 City of Tigard, Oregon on DIVISION: 0500 General Fund Mayor and Council YTD Adopted FY 2009 FY 2010 2011 2011 Budget Resource Sutntnary Requested Assumptions Chg Pkg Units Rate 8,000 consultant fee for coaching and 2 meetins for council team • building 400 Inpterpreter Services for hearing impared at Council • meetings (upon request) 2,500 TVCTV taping of Council workshop meetings • 54,839 26,288 0 10,900 54001 - Professional /Contractual Services 10,900 12,000 Jordan Schrader Ramis counsel regarding coucnil items • O 17,596 0 12,000 54003 - Legal Fees 12,000 0 0 0 0 0 54115 - Vehicle Usage 0 0 • O 0 0 0 54300 - Advertising & Publicity 0 0 O 15,251 0 0 54301- Fees and Charges 0 32,500 League of Oregon Cities Membership • 3,900 National League of Cities Dues 150 Oregon Mayors Assn dues for Mayor Dirksen 100 other publications for councilors 2,500 Vision Action Network • 4,850 Westside Economic Alliance membership 40,939 10,643 0 44,000 54302 - Dues & Subscriptions 44,000 1,500 Business meals that are outside regular council meetings (WEA forums, meetings with Metro and other jurisdictions, regional Mayor's dinner) 1,400 Council meals before regularly scheduled Council meetings • 20,000 Councilors training budget - $5000 per councilor 9,000 Mayor's training budget for conferences and meetings • 18,759 20,018 0 31,900 54303 - Travel and Training 31,900 1,500 2 -color enamel city pins with logo • 0 Contribtuion to October 2010 Railvolutlon national conference as host city 2,400 recognition, awards, florist (funeral, illness) from Council. Promotional items for visiting dignitaries and school age visitors 865 1,384 0 13,900 54311- Special Department Expenses 3,900 Run 1/6/2011 Page 4 of 5 1000500 Mayor and Council FUND: 100 City of Tigard, Oregon DIVISION: 0500 General Fund Mayor and Council YTD Adopted FY 2009 FY 2010 2011 2011 Budget Resource Summary R 2u0e1sted Assumptions Chg Pkg Units Rate 115,402 91,180 0 112,700 Total Services 102,700 62,282 Interdepartmental total 0 0 0 62,282 58000 - Interdepartmental Costs 62,282 0 0 6,630 0 0 58100 - Indirect Charges- City 0 Management 0 • . 0 15,018 0 0 58150 - Indirect Charges- Records 0 0 . 0 12,523 0 0 58200 - Indirect Charges.. Finance 0 Administration 0 • 0 23,338 0 0 58230 - Indirect Charges- Technology 0 • 0 57,509 0 62,282 Total Internal Services 62,282 • ' • ...e " s =�} -:a. -t - . s< . r -� `s y? .:i% T ,n..J t • .1•A'' .,..Ed: - r T _ ^- .: ?.. 3 i �! r, r`, •+--•- ,may <'t_ f L. �a'i - -. 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'.r✓'.. ,.J.... ... c. - . _�.. ...,.. .. . 1, .3 v :�. lily' 3. c :.; ^:au. -, _, .. .. -. .:ES . : . :Y. .., {"..�'t... _. .ra, .a.. , -s ... `� ,., . .. _.. .. . _ P .,.. L. .. , ;'s r' �4,� ,a ra eX,i -a;;N �• ;�'•: , . r .. n .... ::r-, v ...-e ,. r_ ..,. ... } i .. _. r ;?s .. ..... . .....:. .4. .t., ,, s .. � r .._ .4 .i , . , . 4C .. -..., a .fit x.: . ,: �z .: x � .. .1= *} � � �t �•' S. . � eu:r;. . -, i.� .; L,. �,:� :v! :>.ittx�x.�3 ' . s.m, -�p _..a c.v . {. ; S } I i x? , _SJ w d- Z s p u : .r te ,.. c �.,. 4s.z 'x x 3 .}.. "ss, x ! >,: s' r t ki ¢ t , y 215,624 268,325 - 0 299,730 Total Mayor and Connnctl 316,171 • . Run 1/6/2011 Page 5 of 5 1000500 Mayor and Council • FY 2012 Budget Reduction 5% Goal Mayor Council Exhibit "C" Requested Items Budget Line Items Amount. Totals Personal Services Council Stipends /Salary $ 60,725 Council Benefits $ 84,564 Subtotal Salaries/Benies $ 145,289 Materials & Services Office Supplies 5900 Professional /Contractual Services 10900 Legal Fees 12000 Dues & Subscriptions 44000 Travel & Training 31900 Special Dept. Expense 13900 Subtotal M &S $ 118,600 Total Budget Request $ 263,889 5% Budget Reduction Goal $ 13,194 Updated 1/7/11 Item # 2.. Newsletter dated: / -1 ( H1 City of Tigard SUPPLEMENTAL ET FOR 1 / TIGARD Memorandum (DATE OF MEETING) Am y To: Honorable Mayor and Council From: Liz Newton, Assistant City Manager 1 Re: Training Budget for Mayor and Council Date: January 13, 2011 Council is scheduled to review their 2011 — 2012 budget request at the workshop meeting next week. In preparation for that discussion, Councilor Henderson asked for the council's travel and training budget history for the past four years. That report along with the 2nd quarter Spend Report for Council travel and training is attached. Also attached is a 2011 Training opportunities /cost menu prepared to for Councilor Woodard that other councilors may find helpful. FY 10 -11 Spend Report - Council Travel & Training July 2010 - January 2011 Mayor Dirksen Council Pres Wilson Councilor Woodard Councilor Buehner Councilor Henderson Budgeted Amount $9,000 $5,000 $5,000 $5,000 $5,000 I Description Description Description Description Description OTREC Trans. Seminar 9/10 S150.00 OTREC Trans. Seminar 9/10 $150.00 NLC Denver Reg /Class $855.00 RailVolution 10/18 -21 $470.00 WEA forum 8/26 $25.00 Hotel $907.35 WEA Forum 8/26 $25.00 Air $267.401 WEA Forum 9/24 $25.00 Shuttle /Perdiem /Bags $531.00 Or. Business Plan Summit $150.00 LOC Eugene $380.00 NLC registration - DC $420.00 JPACT Hotel- Capitol Hill St $724.79 JPACT & NLC Air $556.80 NLC Hotel $1,914.22 per diem - JPACT & NLC baggage fee shuttle fees - DC 1 Ma or TOTAL $4,285.8 Nick TOTAL $150.00 Marc TOTAL $0.00 Gretchen TOTAL _ . Z, ;'.�! Marland TOTAL , $ 949,78 Remaining Balance $4,714.19 Remaining $4,850.00 ` -. ining $5,000.00 Remaining $4,825.00 Remaining $2,059.25 General Ledger Expense vs. Budget Fiscal Year 2007 - 2011 2007 2008 Account Number Description Budget Debits Credits End Bal Variance Budget Debits Credits End Bal Variance 100 - 0500 -54303 Travel and Training 9,038.00 13,086.14 540 12,546.14 - 3,508.14 15,015.00 16,551.23 858.28 15,692.95 - 677.95 0500 Mayor & Council 2009 2010 B udget Debits Credits End Bal Variance Budget Debits Credits End Bal Variance 23,613.00 18,999.21 240 18,759.21 4,853.79 27,700.00 21,232.78 1,215.17 20,017.61 7,682.39 2011 YTD B udget Debits Credits End Bal Variance 31,900.00 5,025.02 0 5,025.02 26,874.98 2011 Training opportunities /cost menu for Councilor Woodard $5000 budget available (National trips: Dollar figure represents cost of air, hotel, per diem, conference/ training, shuttle & baggage fees — subject to change) (Local txn = class fee, mileage, hotel) January: • January 18 LOC Local Govt Budgeting for Results — Keizer $190 Governing Basics & Beyond (New • January 19 Govt Ethics- Salem $116 Councilor Training) has not been • January 25 -26 Supervision Series — Keifer $280 scheduled yet. Joann Ghelfi will • January 28 LOC Local Govt Budgeting for Results — Seaside $361 notify me when next class is planned. February: • Feb 1 & 2 LOC Supervision Series II — Keizer $280 • Feb 4 LOC Introduction to Project Management- Sherwood $250 • Feb 5 -7 NLC Leading Cities To A Vibrant Economic Future, The Role Of The Elected Official- Savannah, GA $1437 • Feb 8 LOC Public Sector Labor Relations - Medford These sessions together: $813 • Feb 9 LOC Local Government Budgeting for Results - Medford Feb 12 LOC Land Use Planning - Florence $459 • Feb 15 LOC Local Government Budgeting for Results Redmond $530 These sessions together • Feb 16 LOC Government Ethics — Redmond • Feb 22 LOC Oregon Planning Procedures - From Application to Approval - Keizer $240 • Feb 23 -25 LOC Managing Scope, Schedule, and Budget - Keizer $620 March: • Mar 1 LOC Public Sector Labor Relations — Keizer $190 • March 11 -16 National League of Cities Congressional City Conference & LTI Pre - session training Washington, DC $3552 • Mar 8 LOC Public Sector Labor Relations — Yachats $665 for these sessions together • Mar 9 LOC Government Ethics - Yachats • Mar 10 LOC Local Government Budgeting for Results - Florence $409 • Mar 15 LOC Public Sector Labor Relations — Boardman $648 for these sessions together • Mar 16 LOC Local Government Budgeting for Results - Boardman • Mar 17 LOC Government Ethics - Pendleton $395 • Mar 22 LOC Public Sector Labor Relations — Redmond $410 • Mar 30 LOC Grant Writing Basics - John Day $723 for these sessions together • Mar 31 -Apr 1 LOC Intermediate Grant Writing- John Day April: • Apr 5 LOC Effective Local Government Manager - Salem $191 • Apr 12 LOC Negotiation Skills for Projects & Procurement - Salem $240 • Apr 13 LOC How to Write an RFP - Tualatin $200 May: • May 3 &4 LOC Supervision Series — Pendleton $615 • May 10 &11 LOC Supervision Series II — Pendleton $615 • May 16 LOC Grant Writing Basics — Sherwood $150 • May 17 & 18 LOC Intermediate Grant Writing — Sherwood $250 • May 21 LOC Land Use Planning— La Grande $532 • May 24 LOC Oregon Planning Procedures — Medford $593 June: LOC Training Schedule Not Available yet July: LOC Training Schedule Not Available yet August: LOC Training Schedule Not Available yet September: • Sept 15 -17 NLC Leadership Summit Minneapolis, MN $1566 • Sept 29 - Oct 1 League of Oregon Cities 86th Annual Conference — Bend (Riverhouse) $960 October: LOC Training Schedule Not Available yet November: • Nov 5 -7 txn /8 -12 Conf NLC Congress of Cities and Exposition & LTI training Phoenix, Arizona $3625 December 2011: LOC Training Schedule Not Available yet _ . AIS -334 Item #: 5. Workshop Meeting Date: 01/18/2011 Length (in minutes): 10 Minutes Agenda Title: Discuss Draft 2011 City Council Goals Submitted By: Cathy Wheatley Administration Item Type: Update, Discussion, Direct Staff Meeting Type: Council Workshop Mtg. ISSUE _ Discuss proposed list of 2011 Council Goals. STAFF RECOMMENDATION / ACTION REQUEST Discuss goals and give direction to staff to make changes or edits to the goals and schedule for final approval on January 25, 2011. KEY FACTS AND INFORMATION SUMMARY • The City Council met on December 30, 2010, to set goals for 2011. • Joe Hertzberg facilitated this meeting and prepared a list of proposed final goals that Council members selected as their top priorities after an afternoon of discussing, brainstorming and attaining areas of consensus among the members. • Council received a draft of the proposed final goal list with the request to provide the City Recorder with proposed edits. • The attached list reflects a few word changes submitted by Mayor Dirksen. A preamble was also prepared and inserted at the top of the goal list, which is similar to the format adopted by the City Council last year. • Councilor Henderson noted the Five -Year Goals and the Long -Term Goals, developed by the Council in 2010, were not carried forward on the 2011 goal list. These goals are listed below for Council discussion and to determine if these should be reworded or left as is on this year's list of goals. Five -Year Council Goals • Obtain Ash Street railroad crossing in downtown • Explore 99W Urban Renewal District • Continue to support the Legislature in addressing the financial needs of state and local governments in Oregon • Develop long -term financial strategy • Start implementing plan for City facility needs • Develop Sustainability Plan Long -Term Council Goals • Continue pursuing opportunities to reduce traffic congestion • Continue implementing Downtown Urban Renewal Plan • Continue to monitor the Tigard /Lake Oswego Water Partnership OTHER ALTERNATIVES Revise the goal statements. COUNCIL GOALS, POLICIES, APPROVED MASTER PLANS These goals will be used to set staff priorities for the next year. Staff will prepare quarterly status reports on progress towards achievement of these goals. DATES OF PREVIOUS COUNCIL CONSIDERATION December 30, 2010. Attachments Draft 2011 Tigard City Council Goals AgendaQuick©2005 - 2011 Destiny Software Inc., All Rights Reserved 2011 TIGARD CITY COUNCIL GOALS On December 30, 2010, the City Council met to set its goals for the comingyear. These goals represent those items that the Council feels deserve special attention in the months ahead. The Ciy will accomplish much more than what is listed here, but we ident5 these to be of particular importance to our residents. 1. Implement Comprehensive Plan a. Show substantial progress on new Tigard Triangle Master Plan. b. Update Tree Code. c. Participate in the Southwest Corridor Study. d. Work with state and regional partners to modify the Transportation Planning Rule. e. Work with partners on urbanization policy issues. 2. Implement Downtown and Town Center Redevelopment Opportunities a. Develop strategy and materials to attract developers and tenants. b. Advance Ash Street Avenue Railroad Crossing.* 3. Complete Plans for Parkland Acquisition 4. Advance Methods of Communication a. Make eCommunication is a part of everyone's job.* b. Support efforts to change organizational culture. 5. Continue Coordination with Lake Oswego on Water Partnership. 6. Financial Stability a. Hold the line on the General Fund Budget. b. Work with partners on long -range solutions to statewide structural problems. c. Evaluate the City's internal sustainability efforts. *Wording changes proposed by Mayor Dirksen. l: \ADM \City Council \GOALS \2011 \Proposed Final Goal List.docx