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02/01/2012 - Packet 41 Completeness Review for Boards, Commissions and Committee Records CITY OF TIGARD e of Board, Commission or Committee 02- - / - /.I, Date of Meeting I have verified these documents are a complete copy of the official record. Print Name `�c®per Signature Date City of Tigard Transportation Advisory Committee Agenda MEETING DATE/TIME: February 1, 2012, 6:30 to 8:30 p.m. MEETING LOCATION: City of Tigard Library, 2nd floor conference room 13500 SW Hall Blvd., Tigard 1. Call to order Chris 6:30 a. Introduce new members Mike b. Roll Call Twila c. Consider summaries of Jul 6 &Dec 7 meetings Twila d. Visitor Comments Chris 2. In February: 2012 Chair/Vice Chair elections Staff 6:40 3. SW Corridor Plan/Connections Team Update Judith 6:50 4. Pacific Highway / Gaarde-McDonald Concepts Mike 7:00 5. Post 2011 Paving Report Mike 8:10 6. Adjourn Chris 8:30 Supporting materials • July 6 and December 7 TTAC draft meetings summaries • Updated intersection concepts (Mailed via USPS) TRANSPORTATION ADVISORY COMMITTEE AGENDA— February 1, 2012 City of Tigard 1 13125 SW Hall Blvd.,Tigard, OR 97223 1 503-639-4171 1 www.tigard-or.gov Page 1 oft Tentative Future TTAC Meeting Topics and Activities FEBRUARY 2012 TTAC ChairNice Chair elections MARCH 2012 New project options: Incremental improvements Budget Update APRIL 2012 MAY 2012 JUNE 2012 Joint meeting with Council JULY 2012 AUGUST 2012 SEPTEMBER 2012 OCTOBER 2012 Tentative Budgeting/Project Priorities NOVEMBER 2012 Input on Council Goals Tentative Budgeting/Project Priorities DECEMBER 2012 Budgeting/Project Priorities PARKING LOT Transit service improvements; coordinate w TriMet Review and update bylaws a End of 2011 Paving Report The Tigard Public Works Department is responsible for the maintenance of 148 miles of paved streets. The maintenance strategy for each street varies depending on the use and character of that street. Accomplishments for 2011 Pavement projects completed in 2011 are summarized in the following table. Project Pavement Overlays Slurry Seals Length Completed 2.5 miles 12 miles Funding Source Street maintenance fee Street maintenance fee Cost $699,000 $302,000 Cost Per Mile $280,000 $25,000 Street Type Collector, commercial,residential Residential A map, (Attachment A) of the 2011 pavement projects is included in this report. 2011 was a good year for Tigard's roadways. The average Pavement Condition Index (PCI) of Tigard's city streets increased from 68.7 at the end of 2010 to 69.0 at the end of 2011. This was better than our projected PCI of 68.1. Three factors were significant in this improvement: 1) Successful completion of a large slurry seal project in western and northern central Tigard. 2) A competitive bidding climate,likely due to the poor economy, resulted in favorable pricing for the City's paving projects. 3) City street crews completed many `digout'repairs of small areas of pavement on streets to be slurry sealed. This was coordinated with the work of the private contractor to give the public much better streets. This allowed us to slurry seal some streets that would otherwise have been in too poor condition to effectively slurry seal. Previous Council Action and the Street Maintenance Fee Pavement maintenance is primarily funded through the City's Street Maintenance Fee. The Street Maintenance Fee is a monthly user fee dedicated to the maintenance of existing roadways in Tigard. The fee was recommended by a citizen task force and established by Ordinance No. 03-10 in November 2003. Since the fee was originally adopted, construction costs increased significantly,largely due to increases in the cost of asphalt,which is a petroleum product. The Council re-visited the street maintenance fee in 2009 and determined the fee was not generating enough revenue to realistically address the City's $8.5 million road maintenance needs. In January 2010, the Council adopted: 2011 Pavement Condition Report—November 15,2011 Page 1 Ash Creek BROCKMAWST M ! �p TAYLORS FERRY-RD r- ° YVEIR•RD room as s ar.rn J r - --- 217 ---�- m _fT .4 Ov FERR RD R9uR 0b V v C"'k i 1 DAKOTA ST > gg NAtN1\/ Isc ST ^� - �,_ r✓C r� s �Cr to W f Po1YIe+.AIS I W - D AR.TMO 9 ) QO l _ _FERN J( - �r. tNG _ 6G !�� ' �-� W wi LN 1 EL —MELROSE-ST---- PARK ST -A > _ O `f 2 ',4 MGN P�Sf 3 ` WO SNI E N 2011 I AIPrN -- � / "EWR' ON ` MO S yf Paving g BONITA•RD Protects Slurry Seal N `J Pavement Overlay 6EF D'R DU NAM 0 03 06 l ` Scale �� o I TI6ARpMAps Malay" - (Z� - .•...,yup. l..IM M.v.-.t• K z I \ , n 13125 SW Hall Blvd � c Tigard, Oregon 97223 CO ' % �g�pNESF 503 . 639 . 4171 W / www.tigard-or.gov ' C Print Date:612712011 File Location:\\TIGGISDB\GIS_protects\PW_projects\Engineedng\Andrea\Projects\2011 Paving Projecls\2011_Paving_Projects_8x11 mxd ■ Ordinance No. 10-01 which amended the Tigard Municipal Code. The ordinance directs that beginning July 1, 2010 the street maintenance fee will be increased in three phases,with subsequent phase-ins taking effect April 1, 2011 and January 1, 2012. The ordinance also directs that the fee be adjusted for inflation. ■ Resolution No. 10-01 which established a long-term average PCI goal of 70 to 75 and also established an interim goal to "hold the line"by maintaining an average PCI of at least 67. A long-term average PCI of 75 would allow the City to get the most out of street maintenance revenues by strategically paving streets before the underlying road structure is compromised. When an overall PCI gets below 75, street maintenance life cycle costs begin to increase,because streets are in poorer condition and need some level of reconstruction before they can be paved. Slurry seals are only feasible on streets with pavement in fair or good condition. When Resolution 10-01 passed, the Council recognized that funding would not be adequate to get to a PCI of 75. The Council sought to prevent a decline in the PCI below 67. Beyond this point, streets require more extensive reconstruction prior to paving; this results in substantially higher street maintenance costs. ■ Resolution No. 10-02 which adjusted the street maintenance fee in the City's Master Fees and Charges Schedule. Current street maintenance fees, as they appear in the City's 2010-2011 Master Fees and Charges Schedule, are as follows: Effective Dates Before 7/1/10— 4/1/11— After 7/1/10 4/1/11 1/1/12 1/1/12 Residential (Per House or Unit) $2.18 $3.01 $4.13 $5.45** Commercial and Industrial (Per Required Parking Space) $0.78 $0.92 $1.06 $1.23** ** Note: Fee amounts after 1/1/12 have been adjusted for inflation based on the methodology adopted in Ordinance 10-01. This is based on a 2% adjustment per pay period, as calculated based on the indexes with a 2% `floor' as specified in Ordinance 10- 01. These adjustments are included in the 2011-2012 Master Fees and Charges Schedule. The Pavement Condition Index (PCI) Pavement condition is measured by a Pavement Condition Index (PCI),with zero being the poorest condition and 100 being the best condition. PCI factors include pavement condition,pavement distress, structural strength, and smoothness of ride. Paving Priorities Attachment B is a map showing the paving projects that have been completed in the past three years. In order to maintain the overall street network in the best possible overall condition,we have focused our paving work on two main priorities: 2011 Pavement Condition Report—November 15,2011 Page 2 BR OEK•MAN•Sd-- y0�• 2009 - 2011 I — g T p � N t - "ND�� Paving WEIR-RD tea° _ t J 1 717 = r ST w � I L. 1 Projects z .. ,pooDoa.sr – • 1 ; w',MANNZAeNITA - �L - 8 ! 2011 Projects atfw[w -s� I DANorA sr lA T. J € V OR I ��� _ � • r Slurry Seal �•SNRD LM O T- `��` `�o V �o D x 3 = O Pavement Overlay / MOMRM �. )_ -I `'�s,r ) °�� 2010 Projects otN�" t Slurry Seal Pavement Overlay - - Federal Stimulus '1 ,J.UREN IN O� J Pavement Overlay SrRa)0 1 Li–'( O 2009 Projects Wt� Slurry Seal Pavement Overlay P t NOIR 0.0. — I C' - .� h�'$T 1iC0oMµDtr KR�SF`WAY® _ uAEE[ Y � �: = 6hOQW5•RD� . i 1 CW,.A Hoo o ,t !N n ,t r rEAV nuNlN ' —'--A iu Dr ar 1yy u.gTOYI �, RMAPs 1 -, I § RN�WDOOIM WAVFREY DR I \P` NAU T�uxRitt Rbs. m -_ N rarAH 4 { "� B ONES•f.EP' D�syuIIaen: Hv CN...•.1ar/ 1P�O rww.w.•wH.w/./�n.+wi MI .. v � GHQ 1) Pavement overlays on major corridors. Approximately $700,000 has been spent this fiscal year constructing pavement overlays on 2.5 miles of important through routes. 2) Preventive maintenance on residential streets. Approximately$300,000 has been spent this fiscal year placing slurry seals on 12 miles of residential streets. These slurry seals provide the most area of improved pavement per dollar,but are only effective if the pavement is already in relatively good condition. These priorities are reflected in the following Graph: Pavement Condition Index by Functional Class 80.0 75.0 — ---- x QJ M 70.0 — — -- — C Arterial Collector c 65.0 — U Commercial/Industrial c 60.0 E Residential � . M Overall a 55.0 50.0 2008 2009 2010 2011 Arterials and Collectors deteriorate rapidly because many thousands of vehicles use them every day. This results in significant costs just to keep up with regular deterioration of pavement on these major corridors. Use of slurry seals and other preventive maintenance on residential streets has allowed us to keep the good streets good, and maintain a relatively high average pavement condition on residential streets. We are slurry sealing our way around the city on an eight-year cycle in order to keep these streets in good condition as efficiently as possible. Paving Backlog There are many low-volume local streets in Tigard on which the pavement condition has deteriorated beyond the level at which a slurry seal can be effective. These streets need more extensive repairs such as pavement overlay and rehabilitation. However, as our limited funding is 2011 Pavement Condition Report—November 15,2011 Page 3 being used on higher priority projects, these streets not slated for repair until adequate funding becomes available for these repairs. In pavement management terms, these are called `backlog' streets. The table below shows how this backlog has grown in recent years: Miles of Paving Backlog 16 - - 14 12 10 8 6 -- 4 2 - p - — 2006 2007 2008 2009 2010 2011 ■Mileage at Close of Paving Season There are approximately 15 miles of these `backlog' streets on the Tigard city street system that need paving. This is approximately 10% of our total street mileage. The cost to pave these streets would be approximately $8 trillion. It is anticipated that the amount of this backlog will level off as Street Maintenance Fee revenue is fully phased in. Additional funding would be necessary to restore these streets to good pavement condition. Finance Director's Findings The Finance Director has reviewed this report and future pavement maintenance funding requirements as identified in the Pavement Management Program (PMP). Data has not changed significantly from what the Council considered after the 2010 paving season. Actual revenue collections for fiscal year 2011 were analyzed and they were sufficient to meet the annual funding level set from the street maintenance plan and the FY 2011-2012 Adopted Budget. Completion of the street maintenance fee phase-in, along with an inflationary adjustment(s),is expected to generate sufficient revenue to fund the PMP in the coming years. The 2011-2016 CIP PMP approved budget is as follows: Fiscal Year 1 2012 2013 2014 1 2015 1 2016 PMP $1,115,400 1 1,390,400 1 1,690,400 1 1,690,400 1 1,690,400 2011 Pavement Condition Report—November 15,2011 Page 4 Additionally,the split between customer types was analyzed to determine if costs were equitably split when compared to revenues collected. The allocation of the costs of the five-year plan is set in TMC 15.20.050 and is summarized as follows: Road Type Percentage of Residential Percentage of Non- Allocation Residential Allocation Arterial 62% 38% Local Commercial/Industrial 0% 100% Collector 50% 50% Neighborhood/Local 100% 0% It is important to realize the fee is based on a five-year plan and that there will be variance from one year to the next where one customer group may subsidize another in any given year; the important thing is that the program costs reflect the revenues collected by customer type over the five-year period. If they do not, the TMC instructs the Finance Director to make recommendations based on this review. The following table summarizes my findings: Total PMP Percentage Expense Related of Total Percentage Share of to Street E3xpense of Expenses Based Maintenance per the Revenue on Revenue Customer Class Fee TMC Collection Collected Variance Residential $705,000 70% 62% $623,221 $81,779 Non- Residential $296,000 30% 38% $377,779 $81,779 Total $1,001,000 $1,001,000 Tigard incurred$1,001,000 in FY 2011 in the PMP expenses related to the street maintenance fee. Based on the types of roads, (arterial, collector, etc.), that received pavement maintenance through the PMP, $705,000 (70 percent) of the PMP expenses should have been born by residential customers and $296,000 (30 percent) of the PMP expenses should have been born by non- residential customers. The actual revenues collected in FY 2011 have a slightly different split. Sixty-two percent of the revenues came from the residential sector and 38 percent of the revenues came from the non- residential sector. Based on the size of the PMP and the way revenues were collected, a more equitable split would have been for$623,221 to come from the residential sector and for $377,779 to come from the non-residential sector. During the last year, the non-residential sector subsidized the residential sector by$81,779, or eight percent of the total PMP. An eight percent variance,in one year of a five-year plan, is relatively small and does not merit a recommendation to adjust the street maintenance fee at this time. Outlook for 2012 It is anticipated that approximately$1.4 million in street maintenance fee revenue collected in fiscal year 2011-12 will be available for paving projects in the summer of 2012. Approximately $450,000 is planned to fund 14 miles of slurry seal applications. Approximately$850,000 is planned to fund 2011 Pavement Condition Report—November 15,2011 Page 5 pavement overlays on about three miles of streets in the summer of 2012. The remaining funds will be used for crack sealing,pavement analysis, engineering,inspection, and administration of the program. 2012 is expected to be a more typical paving year than the last couple of years have been. As the economy picks up,prices for asphalt, aggregate, fuel, and other key items are likely to increase. As more construction work becomes available, contractors will be less `hungry' for work and are likely to include more profit in their bids, meaning higher prices for paving work. A map (Attachment C) of the proposed 2012 pavement projects is included in this report. This map represents staffs projections as to what paving projects can be achieved with available funding in the summer of 2012. Changes in asphalt prices and the construction bidding climate may have a significant impact on the amount of work the City will be able to fund. Streets may need to be deleted from the pavement overlay list in order to keep the project within budget. On the other hand, streets could be added to the pavement overlay list if bids are lower than expected. If the projected level of work can be completed,it is anticipated that the overall pavement condition index ofTigard's city street system,which is currently 69.0,will decline to an average of 68.7. This is because the anticipated funding will not quite be enough to keep up with a year of normal deterioration of the streets due to weathering, traffic loading,and other factors. The anticipated paving backlog is also anticipated to increase slightly from 15 miles to 16 miles of unmet paving needs. Outlook Beyond 2012 Until 2013,when the street maintenance fee will be fully phased-in for a year of collections before paving season, the revenue generated is anticipated to not be sufficient to maintain the existing PCI of 69.0. The following chart depicts the actual and projected citywide Pavement Condition Index through 2016. 2011 Pavement Condition Report—November 15,2011 Page 6 BROCKMAN ST y0 Ir o�� 2012 Paving Projects Greenway - °°,k lrw et•o �° Pavement Overlay Q Crescent southridge HS S Grove Q Cemetery'r Additional Overlay if Funding Allows N r 217 = j Slurry Seal a, w 0 F6RR SCHOLL _ M 0 OS ! Scale 13125 SW Hall Blvd T�6ARpMAPS Tigard, Oregon 97223 ■ r{ 503 . 639 . 4171 wn;oi eke`•,S www.tigard-or.gov g Pa� Z Print Date:V1912012 Q. 99W Fowler MS T R Grovt t Progress metery Quarry Lake _ WAL,N(T R UNya rramo r OrekPork �d �d-0 GAA •D 'ST � ! J ML'•ONALLST BUL•SMO N•AIN-RD r �TwalityM B ITA R 3 r r I OFf� HO WQ B�EF,gEND'R' %U.HA •RD j t ��c Tigard HS - 2- .. . ..._ Qom: I Tualatin R/ver�• m to Tualatin River Park aW ' w " 99W j File Location:\\192.168.109.215\GIS_Projects\PW projects\Engineering\Hnd rea\Projects\2012 Paving Projects\2012_Paving_Projects_11x17.mxd Citywide Pavement Condition by Year 72 .-. Forecast PCI V for Fee Levels 71 Adopted X 1/5/10 'd End of 2011 70Projection C O a=+ 69 End of 2010 OProjection U \00000 � 68 — - - E _ Actual > 67 - — —-- -- Through 2011 a 66 - 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 PCI at the Close of Paving Season Long-term projections indicate the sheet maintenance fee,when fully phased-in,will allow the City to "hold the line" and maintain the average PCI at or above 67, as directed in Resolution No. 10-01. This is contingent upon asphalt prices remaining within the range of the fee's inflationary adjustment. The better than expected paving progress made in 2010 and 2011 have resulted in a current average pavement condition index of 69.0,which is better than the 67.5 forecast at the end of 2009. This better pavement condition slightly reduces the cost necessary to "hold the line."This raises our forecast from "hold the line" to a slight pavement condition index improvement from 68.7 to 68.9 in the years 2012 through 2016, as long as prices and other factors remain consistent with projections. Pavement Maintenance Background Residential Streets with Low Traffic Volumes Residential streets with low traffic volumes tend to deteriorate due to weathering.As years of rain, sun, and freeze-thaw cycles wear the pavement from the top down, the sticky asphalt binder that holds the pavement together deteriorates. In a slurry seal application, a liquid mixture of asphalt emulsion and sand is applied to the roadway. The mixture hardens as it cools and counters the effects of weathering by restoring the asphalt binder near the pavement's surface. 2011 Pavement Condition Report—November 15,2011 Page 7 Slurry seal applications cost about one-tenth as much as pavement overlays and are the most cost- effective way to extend the life of residential streets. The application is applied when a street is still in relatively good condition in order to maintain that condition for several more years. Slurry seal applications don't make streets look like new, but they do prevent further deterioration. Some streets have deteriorated to a condition that is too poor to slurry seal; these streets require pavement overlays and will be addressed as funding allows. The City's slurry seal strategy is to work on an eight-year cycle by Neighborhood Network area, slurry sealing all of the streets in that area which have fair to good pavement condition and low traffic volumes. Slurry seal projects require extensive public notification because sections of the street are closed for several hours at a time. Consolidating slurry seal streets by Neighborhood Network area improves the efficiency of both the notification process and the slurry seal application. In order to keep up with pavement deterioration on low volume residential streets,it is necessary to slurry seal about 11 miles of roadway each year. Streets with High Traffic Volumes and Streets Used by Heavy Vehicles Streets with high traffic volumes and streets used by heavy vehicles are also affected by weather,but tend to deteriorate more due to the volume and weight of vehicles using the street. Deterioration on these streets most commonly takes the form of cracking from the repeated loading of thousands of vehicles, especially heavy vehicles, each day. A pavement overlay consists of spreading a new layer (typically 2 inches thick) of asphaltic concrete pavement on top of the existing street pavement. This covers minor cracking and provides additional structure which extends the life of the roadway. Overlays are typically constructed when a street is in fair condition. Once a street deteriorates to poor condition, cracking has developed to a level where it compromises the structure of the pavement and its ability to withstand future loading. At this point reconstruction is necessary to remove and replace the cracked pavement and establish an adequate base. Such reconstruction often costs five times more than a pavement overlay. The City's current pavement overlay strategy focuses on keeping arterials, collectors, and other key connection routes in good condition. When funding rises to a level adequate to protect our investment and keep these through streets in fair or better condition, the City will then be able to address some of the non-through streets with poor pavement condition that need more extensive repair work. In order to keep up with pavement deterioration on streets with high traffic volumes, significant heavy vehicle use, or poor pavement condition, it is necessary to overlay about 3.5 miles of roadway each year. 2011 Pavement Condition Report—November 15,2011 Page 8 City of Tigard TIGARD Transportation Advisory Committee [TTAC] Meeting Summary Wednesday, February 1, 2012, 6:30 PM—8:30 PM Tigard Library, 2nd Floor Conf. Room- 13500 SW Hall Blvd,Tigard, Oregon MEMBERS PRESENT (9): Christopher Warren;Basil Christopher;Evelyn Murphy;Dennis Mitchell;Mike Stevenson;Karen Hughart; Don Schmidt; Shane Brown (alternate);Mark Bogert (alternate) MEMBERS ABSENT (2): Steven Bass;Jennifer Stanfield OTHERS PRESENT: Tim Wilson (ODOT); Elise Shearer (CCAC) STAFF PRESENT: Michael McCarthy, Sr. Project Engineer;Toby LaFrance, Finance & Information Services Director; and Twila Willson, Sr.Administrative Specialist 1. Call to order— Christopher Warren The meeting was called to order at 6:30 p.m. by Chair Christopher Warren. a. Introduce new members —New members were introduced and other committee members and staff introduced themselves and presented relevant background information. b. Roll Call—Twila Willson called the roll. c. Consider summaries of Jul 6 &Dec 7 meetings—There was no discussion and the meeting summaries were approved as presented. d. Visitor Comments -None 2. In February: 2012 Chair/Vice Chair Elections — Christopher Warren The position involves working with staff on agenda items, signing minutes, attending and conducting monthly meetings. Committee members were asked to ponder it until next month when nominations will take place and were encouraged to step forward. 3. SW Corridor Plan/Connections Team Update - Mike McCarthy The committee was briefed about the SW Corridor Plan which covers transportation improvements in areas from Portland south through Tigard andinto Sherwood. The Connections Team will be Tigard's "venue" for I:\Transportation Advisory Committee\2012\02-01-12\Summary 020112.docx Page 1 of 3 Committee members asked several questions about paving,choice of streets,and future fees. Slurry seals tend to have an 8-yr. life capacity and can be slurry sealed repeatedly before an overlay project is required. The cost is about 1/101h that of overlays. As of Jan. 1,2012, the street maintenance fee moved to the last step for increases. Tigard has 14 gas stations bringing in gas tax revenues. 6. Adjourn -The meeting was adjourned at 8:17 p.m. Twila Willson,TTAC Secretary A ST:I d1h sto er Warren, Chairman The next 77"AC meeg will be held on Wednesday,March 7, a the Tigard Lrtary 2'd Floor Conference Room, 13500 SW Hall Blvd. from 6.•30pm —8:.30pm. IA'rransportation Advisory Committec\2012\02-01-12\Summary 020112.docx Page 3 of 3 MEMORANDUM TO: Tigard Transportation Advisory Committee (TTAC) FROM: Mike McCarthy, Senior Project Engineer RE: Pacific Hwy 99W / Gaarde / McDonald Conceptual Design DATE: January 25, 2011 At your February meeting, you will have the task of considering a staff recommendation on conceptual design alternatives for the Pacific/Gaarde/McDonald intersection. In previous meetings, TTAC and Council considered eight '30,000-foot level' preliminary options and selected three options to be fleshed out for further consideration: Option A: Widen all approaches Option B: Focus widening on Gaarde and McDonald Streets Option C: Focus widening on Pacific Hwy 99W The project team has fleshed out these options in more detail, bringing us to the figurative 10,000-foot level. At this level we are considering more specific questions like the actual lane configuration of each approach. Attached are eight 11x17 sheets showing the concepts considered at this '10,000-foot' level. Each sheet shows in red the location of new construction or revised traffic configuration and provides a summary of the changes, impacts, costs, and capacity benefits of each concept. The project team recommends the following alternatives be advanced for further consideration in the design process: Concept B2: Widen the Gaarde and McDonald approaches and add a third southbound lane on Pacific Hwy/99W. Concept C2: Add a third southbound lane and northbound right and dual left turn lanes on Pacific Hwy/99W The numbers indicate that Concept B2 provides the most traffic benefit per dollar and similar safety and ped/bike benefit to the other options. Concept C2 provides good benefit per dollar, sets up 99W better for future improvements, and provides other benefits that make it worthy of further consideration. While these concepts would provide the best value for the taxpayer dollar and an appropriate level of improvement, they are both estimated to cost more than the $5 million currently set aside for this project. Additional funding would likely be necessary from the city (such as a portion of existing gas tax revenue) and/or our agency partners to construct either of these options. If no additional funding is available, the option that would likely best use this $5 million is: Concept C5: Add a third southbound lane and northbound right turn lane on Pacific Hwy / 99W The other options considered in this phase are not recommended for further study because they would either a) cost too much, b) provide less benefit than other options of similar cost, or c) would not provide enough benefit. The city and MOT are in the process of hiring a design engineering firm to further flesh out the recommended concepts and refine the cost estimates to help us choose a `winning' concept this spring. Actual construction work on this project is still a few years in the future. If you have any questions about this project, please feel free to contact me at 503-718-2462 or mikem a,tigard-or.gov. Thank you for your service to our community! Mike RECOMMENDED CONCEPTS FOR FURTHER ANALYSIS Concept B2: Widen the Gaarde and McDonald approaches and add a third southbound lane on Pacific Hwy/99W. Concept C2: Add a third southbound lane and northbound right and dual left turn lanes on Pacific Hwy/99W Pacific Highway 99W/Gaarde/McDonald Intersection Improvement Conceptual Design ' Concept B2� Widen Gaarde/McDo nald Flus Third Southbound Lane DESCRIPTION: This concept widens SW Gaarde Street and SW McDonald Street by adding one through lane and one additional left turn pocket for each approach, plus adds a southbound through lane on Hwy 99W AWN"IF V1% or +34% UP UP Number of Travel Lanes Pacific Hwy 99W., 7 Thru 4 s, YGaarde Street: McDonald Street: +1 Turn � ` ..� r ���•�' r�t�"' +1 Thru � +1 Turn '� • AVII ♦ ` M '. ` ;I i. tt • 010 � — — 4 INFORMATION t a #, Minor Impact tk, 1Properties • I '� I a • ' i Total • Ft. j sCOST ESTIMATES r ` ENGINEERING AND fit, CONSTRUCTION $3.5-5.5 Minion COST ESTIMATE: 't �I r I • f ! $1 .5-2.5 mimon• r • TOTAL + •ST ESTIMATE: $5-8Million r _ _l Pacific Highway 99W/Gaarde/McDonald ' Intersection Improvement Conceptual Design ?, Concept Ca: Widen Hwy 99W with Southbound Through Lane, Northbound Left Turn Lane, and Northbound Right Turn Lane DESCRIPTION: This concept widens Hwy 99W with one additional through lane southbound, and also adds an additional northbound left turn and separate right turn, with a second receiving lane on Gaarde Street. .�1 is , - 1. Y ' +9% +28% UP UP Number . TravelLanes Pacific Hwy 99W.* +�NB Tums Gaar. - It McDonald - _ 4414 �," is Ali' � I I •. � . $ 0 lip • O 11 T" "'A r J � RIGHT-OF-WAY INFORMATION Minor Impact t rA � � I� .t• x�,r. ' 2Major Impact _ Properties • 24,92OTotal Sq. Ft. COST ESTIMATES •jsit CONSTRUCTION $4-6 .f ' COST ESTIMATE: 4• 4 COST ESTIMATE: $2-3Million ` ►/ { r V ! TOTAL $6-9 minion COST ESTIMATE: t r ' CONCEPT RECOMMENDED FOR FURTHER CONSIDERATION IF NECESSARY TO MEET FUNDING CONSTRAINTS Concept C5: Add a third southbound lane and northbound right turn lane on Pacific Hwy / 99W Pacific Highway 99W/Gaarde/McDonald ' Intersection Improvement Conceptual Design � c Concept C5: Widen Hwy 99W with Southbound Through lane and Northbound Right Turn Pocket DESCRIPTION: This concept widens Hwy 99W with one additional through lane southbound, and provides a separate northbound right turn pocket. improvement to Overall Capacity AMq4 AM PEAK PM PEAKNumber of Travel Lanes WY t +1 SB ThruPacific H 99W., +1 NB Right �' � � ,�. ��`. �`*'. •���. 1*41 GaardeSAME r I V`, 10 L� v McDonald StreeSAME 1 r 1 100 .�A s - I 1 N I= r� ' WIL.I1 I RIGHT-OF-WAY INFORMATION 7M11nor ImpactI, I Major • . Ijll t Pr • operties Purchase Il I! 13,30OTotal Sq. , II �( COST ESTIMATES 1 ENGINEERING AND $24 `•1 ICONSTRUCTION • • a 'I�I CST ESTIMATE: V. Iii I + RIGHT-OF-WAYCOST ESTIMATE: $1 -2 mullion � M •7 ' j��l•I II ,� TOTAL 7 +• /� $3-6 minion r � f !'� �1 CONCEPTS ANALYZED BUT NOT RECOMMENDED Pacific Highway 99W/Gaarde/McDonald CONCEPT Intersection Improvement Conceptual Design P P 9 Concept A: Widen All Approaches DESCRIPTION: This concept widens both Pacific Hwy 99W and SW Gaarde Street/SW McDonald Street by adding one through lane and one additional left turn pocket for each approach. tlrtt14OP • Number ofTravel LanesPacific Hwy 99W. `• �, i, r _ 00 — ;eA,•r. +1 Turn ,. � ,tp .. . �• ' Street: +1 Thru .�y� °r I�� - • - d +1 Turn -' �^ t � • - . . McDonald - +1 Turn M JJ v 46 4,4 �. 1r ` `ice i RIGHT- •F-WAY INFORMATION23Minor Impact 4Major Impact It l� + sip Ad 2Properties Purchased V COST ESTIMATES I� 65,52OTotal Sq. Ft. ENGINEERING AND' Million COST ESTIMATE: J� I ` ' $4-7M11II11on • •TAL •< ( lCOST ESTIMATE: $ • Million r . ' r Pacific Highway 99W/Gaarde/McDonaldCONCEPT Intersection Improvement Conceptual Design 11, Concept B': Widen Gaarde/McDonald Only DESCRIPTION: This concept widens SW Gaarde Street and SW McDonald Street by adding one through lane and one additional left turn pocket for each approach, but retains the existing Hwy 99W � w a� ,tom '^1 y•' 1 #I IF, , i Number of Travel Lanes Pacific Hwy 99W. +i Thru '•� 4 ~ +1 Turn .: + \} Overall Capacity McDonald +7 ThruAM PEAK PM PEAK +1 Turn n± ` r p� A4% . �1 .v '► 1 y i' tp • 1-r . ,ter. RIGHT- •F-WAY INFORMATION .i .•� �. •\` 1\ J i 10 Minor • ^ ► 3 Major Impact COST ESTIMATES • • A-- ENGINEERINGD 1 se• � • • $2-4 minion COST ESTIMATE: 23,15OTotal Sq. Ft. RIGHT-OF-WAY $1 -2 mullion COST ESTIMATE 40.? TOTAL Pip* CST• $3-6M11II1on Pacific Highway 99W/Gaarde/McDonald ' Intersection Improvement Conceptual Design Concept C': Widen Hwy 99W Plus Northbound Left Turn DESCRIPTION: This concept widens Hwy 99W with one additional through lane in each direction, and also adds an additional northbound left turn with a second receiving lane on Gaarde Street. +28% +28% ` UP UP Number of Travel Lanes Gaar . • +1 Receiving 'r• , McDonaldSAME 4;�►�-'rN `' ut , _'y`� •.lei "�� `� •.. � • i � Y ` ��' \\ ` r 401 Ile AO Ar, fir ` ►R �••. -. .....' 1 4 - x RIGHT- AS 16 y. i Ji •F-I INFORMATION •t17M11nor Impact 2Major Impact 2Properties Purchased . 43,46OTotal Sq. Ft. COST ESTIMATES t° ENGINEERING AND I $5-8M11II1ion r •; COST ESTIMATE: j RIGHT-OF• ST ESTIMATE: > �►� �= { TOTAL 4� • $8-13 �. Wr -� '� 6, i Pacific Highway 99W/Gaarde/McDonald CONCEPT Intersection Improvement Conceptual Design Concept C3: Widen Hwy 99W with Southbound Through Lane, Northbound Left Turn Lane DESCRIPTION: This concept widens Hwy 99W with one additional through lane southbound, and also adds an additional northbound left turn, with a second receiving lane on Gaarde Street. w�•-w -w . • - • \ UP Number of Travel Lanes lilt Pohl Pacific Hwy 99W. +1 SB Thru 4" Gaarde Street: +1 Receiving " , y i McDonaldSAME * �'!I 4 q . I � it RIGHT-OF-WAY INFORMATION i '/ 6M11nor Impact 2Major Impact 40 •r0 Properties Purchased + • _.. I • 1 1 ' • • I i • ST ESTIMATES 40j'' ENGINEERING AND y ,� I1 +' !p U • • $4-6 mullion COST ESTIMATE: .4 RIGHT-OF-WAY • $1 -2 • � a f TOTAL• $5-8mulion wwrC4 ' Pacific Highway 99W/Gaarde/McDonald • Intersection Improvement Conceptual Design Concept C4: Widen Hwy 99W with Southbound Through Lane DESCRIPTION: This concept widens Hwy 99W with one additional through lane southbound. it ,E 0® ■ !.. / f` 111 �- � ,li• •�1`1{ ~ • • _ �� "1� �"�1�1 I �! r • i UP Number of Travel Lanes , LI j j Pacific Hwy 99W., • SAME .� "0 • . SAME �y" I ' A . 44 �AN 10 o� .� I �� • 0 tl, h • ell r•-3,01kit � M7 AV RIGHT-OF-WAY INFORMATION ' 40 4M1nor Impact (n rr•Yr _ � Major • 0 Properties Purchased 41 I h 5,70OTotal Sq. Ft. . . COST ESTIMATES ANDENGINEERING CONSTRUCTION $1 .5-3.5 COST ESTIMATE: • 1�1� COST ESTIMATE: $0.25-0.5 minion *V1 41�10 TOTAL $2 �. • • At�` '� '