CPA2010-00001
City of Tigard
2035
Transportation System Plan
Tigard, Oregon
Adoption Draft, Version 3
Planning Commission Recommended Draft
September 2010
City of Tigard
2035 Transportation System Plan
Tigard, Oregon
Prepared For:
City of Tigard
13125 SW Hall Boulevard
Tigard, OR 97223
(503) 639-4171
September 2010
This project was partially funded by a grant from the Transportation and Growth Management
(TGM) Program, a joint program of the Oregon Department of Transportation (ODOT) and the
Oregon Department of Land Conservation and Development (DLCD). This TGM grant is financed,
in part, by federal Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for
Users (SAFETEA-LU), local government, and the State of Oregon funds.
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Table of Contents
Section 1 Introduction ............................................................................................ 2
Section 2 Goals and Policies ................................................................................... 9
Section 3 Transportation Planning Toolbox .......................................................... 16
Section 4 Development of the 2035 TSP ............................................................... 27
Section 5 Transportation System Plan .................................................................. 42
Section 6 Transportation Funding Element ......................................................... 100
Section 7 Implementation Plan ........................................................................... 107
Section 8 Glossary .............................................................................................. 109
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List of Figures
Figure 4-1 Environmental Resources ........................................................................................ 29
Figure 4-2 Environmental Justice Populations ............................................................................ 30
Figure 4-3 Forecast Growth in Households ................................................................................ 32
Figure 4-4 Forecast Growth in Employment ............................................................................... 33
Figure 5-1 Plan Area Map ....................................................................................................... 43
Figure 5-2 Roadway Functional Classification Map ...................................................................... 49
Figure 5-3 Truck Routes ......................................................................................................... 50
Figure 5-4 Future Roadway Improvements ............................................................................... 62
Figure 5-5 Future Travel Lanes/Right of Way Needs ................................................................... 63
Figure 5-6 Future Pedestrian Network ...................................................................................... 65
Figure 5-7 Future Bicycle System ............................................................................................ 67
Figure 5-8 Future Transit System ............................................................................................ 70
Figure 5-9 Transportation Improvements (Near Term Projects) .................................................... 86
Figure 5-10 Transportation Improvements (Near-Term & Mid-Term Projects) .................................. 87
Figure 5-11 Transportation Improvements (All Projects) ............................................................... 88
Figure 5-12 Tigard Triangle Planned Facilities .............................................................................. 91
Figure 5-13 WSRC Planned Facilities .......................................................................................... 94
Figure 5-14 Downtown Planned Facilities .................................................................................... 96
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List of Tables
Table 3-1 Single Occupancy Vehicle (SOV) Mode Shares ................................................................. 16
Table 3-2 Neighborhood Traffic Management Performance .............................................................. 24
Table 4-1 2035 Household and Employment Projections ................................................................. 31
Table 4-2 Qualitative Rating System ............................................................................................ 36
Table 5-1 Potential TSM Strategies for Tigard ............................................................................... 55
Table 5-2 TDM Strategies and Typical Implementing Roles .............................................................. 56
Table 5-3 City of Tigard Travel Aspiration Mode Shares .................................................................. 57
Table 5-4 Future Plans & Studies ................................................................................................ 60
Table 5-5 Transit Strategies and Typical Implementing Roles .......................................................... 69
Table 5-6 Multi-modal Project Improvement List ........................................................................... 72
Table 6-1 Future City Transportation Revenues For Capital Projects (2009 Dollars) .......................... 100
Table 6-2 Forecast Non-City Transportation Revenues For Captial Projects (2009 Dollars) ................ 101
Table 6-3 Transportation Project Cost Summary by Priority ........................................................... 102
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List of Exhibits
Exhibit 1 Alternatives Analysis and Project Evaluation Sieves .......................................................... 35
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Appendices (Under Separate Cover)
VOLUME 2 TECHNICAL APPENDIX
Appendix A TSP and Implementing Ordinance Compliance
Appendix B Neighborhood Trails Plan
Appendix C Tigard Metro Regional Mobility Corridors
Appendix D TSMO Projects on Tigard Regional Mobility Corridors
Appendix E Draft Implementation Measures
VOLUME 3 TECHNICAL APPENDIX
Technical Memo #1 Plans and Policy Review
Technical Memo #2 Goals and Objectives
Technical Memo #3 Base Year Conditions Analysis
Technical Memo #4 Transportation Needs & Deficiencies
Technical Memo #5 Transportation Systems Solutions
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Preface
The progress of this plan was guided by the Project Management Team (PMT) made up of City of
Tigard staff with input from the Oregon Department of Transportation (ODOT). The project was
also guided by a Technical Advisory Committee (TAC), Citizens Advisory Committee (CAC), City
Council and Planning Commission.
The TAC provided guidance on technical aspects of the 2035 Tigard Transportation System Plan
(2035 TSP) and consisted of staff members from the surrounding communities. The CAC ensured
that the needs of people in the community of Tigard are incorporated in the 2035 TSP. The CAC
consisted of Tigard residents who provided input throughout the process.
Membership of these different groups is shown below.
City of Tigard Project Management Team
Marah Danielson
ODOT Region 1 Senior Planner
Judith Gray
City of Tigard, Senior Transportation Planner
Mike McCarthy, P.E.
City of Tigard, Senior Project Engineer
Darren Wyss
City of Tigard, Senior Planner
City Council
Craig Dirksen, Mayor
Nick Wilson, Council President
Gretchen Buehner
Marland Henderson
Sydney Webb
Planning Commission
David Walsh, President
Jeremy Vermilyea, Vice President
Tom Anderson
Rex Caffall
Margaret Doherty
Karen Fishel
Timothy L Gaschke
Stuart Hasman
Matthew Muldoon
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Kittelson & Associates, Inc.
Elizabeth Wemple, P.E.
Associate Engineer
Susan Wright, P.E.
Senior Engineer
Michael Houston
Transportation Analyst
Shaun Quayle, P.E.
Engineer
Wen Si
Transportation Analyst
Casey Bergh
Engineering Associate
Angelo Planning Group
DJ Heffernan
Project Manager
Shayna Rehberg, AICP
Planner
Technical Advisory Committee
Matt Crall
DLCD, Regional Representative
Kaaren Hofmann
City of Tualatin, Civil Engineer
Steve L. Kelley
Washington County, Senior Transportation
Planner
Jabra Khasho
City of Beaverton, Transportation Engineer
Margaret Middleton
City of Beaverton, Senior Transportation
Planner
Karen Mohling
Tualatin Valley Fire & Rescue, Deputy Fire
Marshal
Josh Naramore
Metro, Associate Transportation Planner
Jessica Tu mp
Tr iMet, Planner
Citizen Advisory Committee
Stu Hasman Gary Jelinek
Cindy Padilla Jennifer Stanfield
Christopher Warren Randy Wooley
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City of Tigard Review Team
Ron Bunch
Community Development Director
Gus Duenas, P.E.
Development Engineer
Susan Hartnett
Assistant Community Development Director
Dennis Koellermeier, P.E.
Public Works Director
Ted Kyle, P.E.
City Engineer
Kim McMillan, P.E.
Engineering Manager
Craig Prosser
City Manager
Brian Rager, P.E.
Assistant Public Works Director
Section 1
Introduction
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Introduction
Purpose of the Plan
The 2035 Tigard Transportation System Plan (2035 TSP) is an important long‐range planning tool
for Tigard as it prepares for future growth in the community and region. The 2035 TSP, an update
of the previously adopted plan, was initiated in 2008 and completed in 2010. The completion of the
2035 TSP is timely for two reasons. First, traffic congestion has consistently ranked as the number
one issue facing Tigard in community attitude surveys and the City is committed to finding
solutions to this issue. Secondly, the community has developed a vision for Tigard’s future and a
key component of this vision is developing an efficient and balanced multi‐modal transportation
system. The TSP ensures the vision for the transportation system meets community needs,
communicates the City’s aspirations, and conforms to state and regional policies. An effective TSP
will provide:
• A blueprint for transportation investment;
• A coordination tool with regional agencies and local jurisdictions;
• An important component of prudent and effective land use choices; and
• Answers to existing and future transportation needs related to bicycles, pedestrians, transit,
vehicles, freight, and rail.
The document meets the state requirements for a TSP and acts as a resource for staff, decision
makers, and the public. It identifies the preferred multi‐modal transportation system, consisting of
a network of facilities adequate to serve local, regional, and state transportation needs. It is the
principal document used for identifying the function, capacity, and location of future facilities,
directing resources to transportation projects, and providing the community with the level of
investment that will be needed to support anticipated development within the community.
One important task in the development of the 2035 TSP was to consider land use and transportation
efforts already completed by the City. This allowed the TSP to analyze and build upon previously
adopted plans to ensure consistency and continuity for the transportation system. Plans for
Downtown Tigard, the Washington Square Regional Center, Highway 217, and Pacific Highway‐
99W were incorporated into the TSP.
The TSP also serves as the transportation element, and as a supporting document, of the Tigard
Comprehensive Plan (Comp Plan) as required by state law. Goals and policies were identified at an
early stage of the TSP update and are adopted as the Goal 12: Transportation element of the Comp
Plan. These goals and policies will help to guide future decisions. It was important to ensure the
transportation goals and policies were coordinated with the entire Comp Plan because an
integrated land use and transportation system is essential to reaching the community’s vision. In
general, as the Comp Plan is “comprehensive” in nature, all goals and policies are intended to be
supportive of one another.
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The Tigard Transportation Planning Environment
Transportation planning in Tigard is shaped by opportunities and constraints as much as by
transportation needs. Growth within Tigard and in the surrounding areas increases travel demand
and associated congestion. The built environment makes major roadway expansions costly to
construct. At the same time that these costs rise, competition is high for scarce transportation
funding resources.
There is also a greater awareness of the negative impacts that come from creating an environment
geared toward reliance on personal automobile travel. There is growing concern about greenhouse
gas (GHG) emissions as well as dependency on foreign oil and rising fuel costs. Reliance on
automobile travel instead of active transportation, such as walking and cycling, is also one culprit in
the rise of obesity, including among children. While there are myriad strategies to combat these
issues, a critical role for transportation is the provision of a balanced, multi‐modal transportation
system.
These challenges – the built environment, high costs, limited funding, environmental impacts, and
personal health issues – were significant in shaping the 2035 Tigard TSP. At the same time, they
helped direct the plan toward opportunities to integrate Tigard’s transportation system with
regional and state investment plans; to promote land use patterns that support those investments;
to minimize impacts to the local community; and, to provide Tigard residents with options for
personal, recreational, and commute travel.
Some of the specific issues and opportunities that influenced the development of the 2035 TSP are
summarized below.
Transportation System Management – Making the Existing System Work Better
As the challenges of roadway expansions are increasing, new technologies and practices are being
employed to improve the functioning and operations of existing transportation resources through a
wide array of management measures. The broad term for these measures is Transportation System
Management (TSM). There is growing emphasis at the national, state and regional levels for
increasing the application of TSM measures. Examples include improved traffic signal and system
coordination; transit priority treatments on congested corridors; travel demand management
strategies to shift demand toward other modes or time periods; and, access management measures
to streamline traffic flow on major corridors. These can be effective wa ys to improve existing streets
rather than adding travel lanes.
Multi-Modal System Planning – Providing Travel Options
Motor vehicle travel is now and will continue to be the primary mode of travel serving Tigard
within the 2035 TSP horizon. As such, future transportation investments in Tigard must support a
safe and reliable roadway system to accommodate current and forecast demand. However, many
people are realizing benefits – cost savings, quality of life, community connection, health and
fitness, and sustainability – of walking, cycling, carpooling, or using public transit. In order to meet
the future travel needs of the community, increased transit, walk, and bike shares are essential to
the future transportation system in Tigard, as much as adding expensive roadway capacity for
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increased demand. This will be accomplished through a combination of strategic investments and
partnerships that are identified in this Plan, including regional plans calling for multi‐modal
refinement plans in key corridors, such as Pacific Highway‐99W.
Transit Investments – Public Transit Connections
Tigard has a tremendous opportunity to gain federal, state, and regional investments for significant
transit improvements. The opening of the Westside Express Service (WES) commuter rail line in
early 2009 was a first step in establishing urban rail as a transit option for Tigard residents and
employees. As a further step to major transit infrastructure, Tr iMet and Metro have identified the
Pacific Highway‐99W/Barbur Boulevard corridor as the next priority for high capacity transit (HCT)
service in the region. The process of developing HCT will include several years of planning,
engineering, and design to ensure that future land development, transit access, and local circulation
will support transit investments.
Connectivity – Local Mobility
Connectivity in Tigard is severely challenged by Highway 217, I‐5 and the WES commuter/freight
rail line as well as Fanno Creek, Bull Mountain, and other natural features. These challenges are
exacerbated by a built environment that precludes efficient connections through the prevalent use
of cul‐de‐sacs and other dead‐end streets. Such limited service roadways are attractive for
neighborhoods because they limit traffic volumes and travel speeds. However, they contribute to
inefficiency in the circulation system and over‐reliance on major arterials. One of the priorities of
the 2035 TSP is to identify and preserve potential opportunities for future connectivity
improvements in order to protect and maximize the function of the existing transportation network.
Land Use Patterns – Developing for Efficient Transportation
The types, intensities, and locations of different land uses are major determinants of travel patterns.
Land use patterns in the City of Tigard and surrounding areas are suburban in character, with
residential areas separated from commercial areas and a relatively low density of development
overall. This development pattern results in travel demand that is highly directional according to
typical weekday peak periods. Tigard has adopted plans for a more compact urban form in several
areas including downtown, and the Washington Square Regional Center (WSRC). The 2035 TSP
supports such land use strategies to mitigate the strain on the roadways by shortening home‐to‐
work trips, supporting transit service, and making walk/bike trips more viable for work, shopping,
and other activities.
Major Roadways – I-5, Highway 217, and Pacific Highway-99W
Tigard is at the juncture of three major state highways: Pacific Highway‐99W, Highway 217, and I‐5.
While they serve as important access routes to and from Tigard, they also pose significant barriers
and constraints.
Highway 217 and I‐5 are both limited access freeways. Because they are under ODOT jurisdiction,
the City has no direct operational authority over them. Access to and from Tigard is provided by
the ramp interchanges, which are also governed by ODOT. Both highways provide critical access to
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and from Tigard. However, congestion is commonplace along the highways and at interchanges.
Plans for widening have not moved forward largely due to significant costs. Without capacity and
operational improvements, congestion on these facilities results in regional traffic cutting through
Tigard as a detour route.
Pacific Highway‐99W is a statewide highway and freight route carrying more than 50,000 vehicles
per day on some sections through Tigard. Given these designations, the highway plays a critical
role in regional and statewide mobility, providing a primary connection between the Willamette
Valley and the Oregon Coast and cities in between. Traffic on the segment within Tigard is divided
nearly evenly between local trips and through traffic. Because it is an at‐grade roadway, the high
through traffic has a significant impact on adjacent properties. Heavy traffic results in traffic
congestion, compromises the pedestrian and bicycle environment, and creates challenges for transit
service. The limited capacity for additional traffic threatens to limit development opportunities in
Tigard.
Strategies for this important highway must balance the needs for statewide and regional travel,
along with potential local impacts. These include direct improvements to the highway to improve
traffic operations as well as connectivity improvements within Tigard to reduce reliance on Pa cific
Highway‐99W for local travel. Many opportunities to address these competing needs have been
explored in earlier planning and engineering studies, which have been incorporated into the 2035
TSP.
Continuous east‐west travel on Tigard streets is primarily served by Durham Road and Bonita‐
McDonald‐Gaarde. These routes are frequently constrained during weekday peak periods, with
predictable traffic flow reflecting the housing/jobs development patterns in Tigard and the region.
To an extent, these roads provide connections between I‐5 and neighboring cities. While widening
these roadways could improve traffic flow, the evaluation of such improvements must be balanced
with the benefits for local and through traffic, and the impacts to be borne by the local community.
Special Areas
Three areas within Tigard ‐‐ Tigard Triangle, WSRC, and Downtown – represent considerable
growth opportunities but also significant transportation challenges. Even when bounded by
significant transportation facilities, congestion is an issue for trips to, from, and through these areas.
For this reason, an emphasis on mixed‐use development that supports transit, walking, and cycling
trips is a critical focus of transportation planning for these areas. They are addressed separately in
the main chapter of this TSP.
Plan Background/Regulatory Context
The Oregon Revised Statutes require that the TSP be based on the current Comprehensive Plan land
uses and that it provide for a transportation system that accommodates the expected growth in
population and employment that will result from implementation of the land use plan.
Development of this TSP was guided by Oregon Revised Statute (ORS) 197.712 and the Department
of Land Conservation and Development (DLCD) administrative rule known as the Transportation
Planning Rule (TPR, OAR 660‐012).
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The TPR requires that alternative travel modes be given consideration along with the automobile,
and that reasonable effort be applied to the development and enhancement of the alternative modes
in providing the future transportation system. In addition, the TPR requires that local jurisdictions
adopt land use and subdivision ordinance amendments to protect transportation facilities and to
provide bicycle and pedestrian facilities between residential, commercial, and
employment/institutional areas. It is further required that local communities coordinate their
respective plans with the applicable county, regional, and state transportation plans.
Further requirements were adopted by the Oregon Legislature in 2009 in Oregon House Bill 2001 ‐
Jobs & Transportation Act (JTA). Among the chief changes introduced in JTA is an emphasis on
sustainability. JTA requires the development of a least cost planning model, as well as planning for
reduction in greenhouse gas (GHG) emissions. Precise implementation measures and evaluate
technologies are still under development. However, these elements were integrated in concept in
the development of the TSP.
The TSP was also prepared consistent with the Portland Metro 2035 Regional Transportation Plan
(RTP). The RTP provides a regional framework for transportation planning and investment,
including implementation of Metro’s 2040 Growth Concept. The update of the Tigard TSP has been
developed in close coordination with the 2035 RTP update process in order to ensure consistency at
the state and regional levels. A memo summarizing how the TSP and implementing ordinances are
compliant with the TPR and other regulatory requirements is provided in the Volume 2 Technical Appendix.
Planning Work Foundation
The development of the TSP began with a review of the local and statewide plans and policies that
guide land use and transportation planning in the City. In addition to the previous adopted
transportation plan (2002), the TSP incorporates the following other transportation planning efforts:
• Washington Square Regional Center Plan (1999)
• Wa shington County 2020 Transportation Plan (2002)
• Tigard Downtown Improvement Plan (2005)
• Metro Highway 217 Corridor Study (2006)
• Tigard Highway 99W Improvement and Management Plan (2007)
• Tigard Downtown Circulation Plan (2010)
• Metro 2035 Regional Transportation Plan (2010)
A complete list of the plans and policies reviewed as part of the project is included in Technical
Memorandum #1: Plans and Policy Review included the Volume 3 Technical Appendix.
Public Involvement
Public involvement for the development and review of the 2035 TSP was achieved in three ways:
• Involvement of citizens on the Community Advisory Committee (CAC) including three
committee meetings;
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• Assistance and review of agency representatives in the agencies on a Technical Advisory
Committee (TAC), including three committee meetings;
• Two public forums and one open house;
• Targeted outreach with local community and service organizations; and,
• Public hearings as part of the adoption process.
Through these types of public involvement and outreach, the citizens of Tigard were provided with
opportunities to identify their priorities for future transportation projects within the City through a
variety of forums. The City’s website, as well as an e‐mail list of interested citizens, businesses, City
staff, boards/commissions, and agencies, was used to announce public meetings, disseminate
information, and solicit input/feedback from the community. In addition, City staff met with the
City Council to present each of the five technical memorandum leading up to the TSP document.
ORGANIZATION OF THE TSP
The entire 2035 Tigard TSP is comprised of a main document (Volume 1) as well as two volumes of
technical appendices. The TSP is organized as follows:
Volume 1 is the “final report” of the 2035 TSP and includes items that will be of interest to the
broadest audience.
• Following this introduction, the goals and policies were developed to guide the City’s long‐
range vision of transportation system needs. They are included in Section 2.
• provides a transportation planning “toolbox” which helps define some of the terms and
concepts that are integrated into the 2035 TSP.
• summarizes the process that was undertaken to develop the 2035 TSP, including the
screening and evaluation of transportation strategies and projects.
• includes specific policy guidelines and standards, as well as multi‐modal improvement
projects to address existing and forecast transportation needs.
• provides the funding element of the TSP. This section also lists the financially constrained
project list.
• outlines changes in the Tigard codes and policies that will be required to implement the
2035 TSP.
• Finally, Section 8 provides a glossary of acronyms and other transportation terms.
Volume 2 includes technical information that directly supplements Volume 1, including the specific
implementing ordinances for the TSP and elements of relevant elements from related plans.
Volume 3 includes the technical memoranda that were prepared in the development of the 2035
TSP and includes the detailed data and analysis that were used to prepare the final plan.
Section 2
Goals and Policies
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Goals and Policies
The 2035 Tigard Transportation System Plan (2035 TSP) goals and policies stated in this section
were developed at the outset of the planning process and were used to guide the City’s long range
vision for the transportation system. They incorporate and build upon existing transportation goals
and policies and prior plans adopted by the City. They also integrate regional and statewide
planning rules and policy, including the requirement for a multi‐modal, balanced approach to
transportation policy. The goals and policies reflect the guidance received from the Citizen
Advisory Committee, the Technical Advisory Committee, and the Planning Commission during the
planning process.
The transportation goals and policies identify the intent of the City to accomplish certain results.
They relate to one another and are obligations the City wishes to assume. They also provide the
necessary link to the transportation element of the Tigard Comprehensive Plan and their purpose
and function have been coordinated with the balance of the Tigard Comprehensive Plan to ensure
consistency. As outlined in further detail in the Tigard Comprehensive Plan, the goals are general
statements indicating a desired end; while policies identify the City’s position and a definitive
course of action that will contribute to achieving the goal 1.
The general transportation goals of the 2035 TSP are:
Goal 1 – Land Use and Transportation Planning Coordination
Goal 2 – Transportation Efficiency
Goal 3 – Multi‐Modal Transportation System
Goal 4 – Safe Transportation System
Goal 5 – Interagency Coordination
Goal 6 – Transportation Funding
Additionally, action measures were developed that, if executed, would implement the goals and
policies. These statements refer to specific projects, standards, or courses of action the City desires
to take in regard to specific issues. The strategies are suggestions to future decision‐makers, but do
not obligate the City to accomplish them. Most of the strategies resulted from the findings in the
needs and deficiencies analysis. Others are standard transportation planning activities that either
need to be updated or would be beneficial to improving the transportation system.
1 The policies are not implementable as a land use action without inclusion in land use regulations. Therefore, land use
regulations should reflect the transportation framework developed in this section of the TSP.
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GOAL 1 – LAND USE & TRANSPORTATION COORDINATION
Develop mutually supportive land use and transportation plans to enhance the livability of the
community.
Policies
The City shall plan for a transportation system that meets current community needs and
anticipated growth and development
1. The City shall prioritize transportation projects according to community benefit, such as
safety, performance, and accessibility, as well as the associated costs and impacts.
2. The City shall maintain and enhance transportation functionality by emphasizing multi‐
modal travel options for all types of land uses.
3. The City shall promote land uses and transportation investments that promote balanced
transportation options.
4. The City shall develop plans for major transportation corridors and provide appropriate
land uses in and adjacent to those corridors.
5. The City shall support land use patterns that reduce greenhouse gas emissions and preserve
the function of the transportation system.
6. The City shall strive to protect the natural environment from impacts derived from
transportation facilities.
7. The City shall mitigate impacts to the natural environment associated with proposed
transportation construction or reconstruction projects.
8. The City shall coordinate with private and public developers to provide access via a safe,
efficient, and balanced transportation system.
9. The City shall require all development to meet adopted transportation standards or provide
appropriate mitigations.
GOAL 2 – TRANSPORTATION EFFICIENCY
Develop and maintain a transportation system for the efficient movement of people and goods.
Policies
1. The City shall adopt and maintain transportation performance measures.
2. The City shall manage the transportation system to support desired economic development
activities.
3. The City shall design streets to encourage a reduction in trip length by improving arterial,
collector, and local street connections.
4. The City shall design arterial routes, highway access, and adjacent land uses in ways that
facilitate the efficient movement of people, goods and services.
5. The City shall cooperate with the railroads in facilitating and preserving rail freight service
to existing and future businesses that depend on railroad service.
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6. The City shall develop and maintain an efficient arterial grid system that provides access
within the City, and serves through traffic in the City.
7. The City shall use strategies for access management, including the support of modifications
that bring access points into compliance or closer to compliance with applicable standards.
8. The City recognizes freight movement as being a priority of the transportation system.
9. The City shall require the provision of appropriate parking in balance with other
transportation modes.
10. The City shall strive to increase non‐single occupant vehicle mode shares through vehicle
trip reduction strategies, such as those outlined in the Regional Transportation Plan.
11. The City shall design the transportation system to provide connectivity between Metro
designated centers, corridors, employment and industrial areas.
GOAL 3 – MULTI-MODAL TRANSPORTATION SYSTEM
Provide an accessible, multi‐modal transportation system that meets the mobility needs of the
community.
Policies
1. The City shall continue to support the existing commuter rail and bus service in Tigard and
will seek opportunities for increased service frequency and passenger convenience.
2. The City shall engage with regional partners to support development of High Capacity
Transit serving the Tigard.
3. The City shall design and construct transportation facilities to meet the requirements of the
Americans with Disabilities Act.
4. The City shall develop and maintain neighborhood and local connections to provide
efficient circulation in and out of the neighborhoods.
5. The City shall require development adjacent to transit routes to provide direct pedestrian
accessibility.
6. The City shall develop and implement public street standards that recognize the multi‐
purpose nature of the street right‐of‐way.
7. The City shall design all projects on Tigard city streets to encourage pedestrian and bicycle
travel.
8. The City shall require sidewalks to be constructed in conjunction with private development
and consistent with adopted plans.
9. The City shall require and/or facilitate the construction of off‐street trails to develop
pedestrian and bicycle connections that cannot be provided by a street.
10. The City shall require appropriate access to bicycle and pedestrian facilities for all schools,
parks, public facilities, and commercial areas.
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GOAL 4 – SAFE TRANSPORTATION SYSTEM
Maintain and improve transportation system safety.
Policies
1. The City shall consider the intended uses of a street during the design to promote safety,
efficiency, and multi‐modal needs.
2. The City shall coordinate with appropriate agencies to provide safe, secure, connected, and
desirable pedestrian, bicycle, and public transit facilities.
3. The City shall require new development to provide safe access for all modes to and from a
publicly dedicated street.
4. The City shall develop access management strategies for arterial and collector streets to
improve safety in the community.
5. The City shall prioritize intersection improvements to address safety deficiencies.
6. The City shall include safety mitigation as a priority criterion in making transportation
investments.
7. The City shall enhance and maintain a neighborhood traffic management program to
address issues of excessive speeding and through traffic on local residential streets.
8. The City shall require safe routing of hazardous materials consistent with federal and state
guidelines.
9. The City shall require new transportation facilities to meet adopted lighting standards.
GOAL 5 – INTER-AGENCY COORDINATION
Coordinate planning, development, operation, and maintenance of the transportation system
with appropriate agencies.
Policies
1. The City shall coordinate and cooperate with adjacent agencies and service providers ‐‐
including Metro, TriMet, ODOT, Washington County, and neighboring cities ‐‐ when
appropriate, to develop transportation projects which benefit the region as a whole, in
addition to the City of Tigard.
2. The City shall collaborate with other transportation providers to develop, operate, and
maintain intelligent transportation systems, including coordination of traffic signals.
3. The City shall coordinate with TriMet and other transit providers serving Tigard, to
improve transit service to, from, through, and within Tigard.
GOAL 6 – TRANSPORTATION FUNDING
Fund an equitable, balanced, and sustainable transportation system that promotes the well‐
being of the community.
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Policies
1. The City shall make street maintenance a funding priority.
2. The City shall seek to invest in capital projects that leverage other infrastructure
investments.
3. The City shall seek opportunities for transportation investments that support transportation
goals of efficiency, multi‐modal access, and safety.
ACTION MEASURES
The following table summarizes strategies to implement the goals of the 2035 Tigard Transportation
System Plan.
TABLE 2-1 STATEGIES FOR IMPLEMENTING TRANSPORTATION SYSTEM PLAN GOALS
Recommended Action Measures Goals
Supported
Goal 1: Transportation & Land Use Planning Coordination
Create commercial nodes within residential neighborhoods to provide residents with opportunities to walk or
bike for non-commute travel purposes.
1 (2, 3)
Encourage non‐auto-dependent development with mixed uses and higher densities in targeted areas, such as
along Pacific Highway, in the Downtown, and in the Washington Square Regional Center.
1 (2, 3)
Review and update development code requirements for on-site motor vehicle parking. 1 (2, 3)
Review and update development design guidelines to promote pedestrian-friendly commercial areas. 1 (2, 3)
Identify, evaluate and adopt City of Tigard performance standards that promote safe and efficient access and
mobility for walk, bike and transit modes as well as personal automobile travel.
1 (2, 3, 4)
Work with State and Regional partners to identify and evaluate multi-modal mobility/performance standards for
major transportation facilities.
1 (2, 3, 4, 5)
Goal 2: Transportation Efficiency
Conduct a citywide connectivity and circulation study to identify potential circulation improvements for street
systems serving Tigard.
2 (1, 3)
Create a comprehensive inventory of street stubs, unimproved right-of-way, and other potential future roadway
connections to inform long range planning and development review.
2 (1, 3)
Review and update/clarify, as warranted, development code requirements for new roadway or
pedestrian/bicycle connections as part of land development.
2 (1, 3)
Goal 3: Multi-Modal Transportation System
Develop parking management plans for Downtown, Tigard Triangle, Washington Square Regional Center, and
other areas to support economic development and a balanced transportation system.
3 (1, 2)
Identify and adopt mode split targets that achieve and exceed Metro targets for regional centers, town centers,
and downtown Tigard.
3 (1, 2)
Review and update, as warranted, street design standards to ensure that public right of way is planned,
designed, and constructed to provide safe and comfortable facilities for all travel modes and adequate drainage
and treatment for storm water.
3 (1, 2)
Create a more complete network of pedestrian facilities by identifying and prioritizing gaps within the current
sidewalk and trail system.
3 (2, 4)
Develop pedestrian and bicycle corridors to neighborhoods, schools, parks, recreation uses, activity centers
and transit stops.
3 (1, 2, 4)
Prioritize transit, pedestrian, and bicycle investments in areas serving a high proportion of disadvantaged or
transit dependent communities.
3 (1, 2, 4, 5, 6)
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Fill in gaps in the bicycle network to provide for greater citywide bicycle mobility 3 (2, 4)
Develop bicycle routes that connect neighborhoods, schools, parks, recreation uses, and activity centers 3 (1, 2, 4)
Develop a bicycle signage program to help cyclists find routes on relatively level terrain with low traffic volumes. 3 (2, 4)
Engage with regional planners and service providers to support transit as a travel option with increased
frequency for buses, high capacity transit, and WES commuter rail.
3 (1, 2, 5)
Improve the comfort, convenience, and safety for transit users through bus shelters, seating, signage, and
other bus stop/station features.
3 (4, 5)
Provide local transit connector service linking residential neighborhoods with transit stations/stops, employment
and retail centers, schools, and recreational areas.
3 (1, 2)
Work with Metro and other regional partners to advance High Capacity Transit in the Pacific Highway-
99W/Barbur Boulevard corridor.
3 (1, 5)
Goal 4: Safe Transportation System
Review high crash locations, including state and county data, and develop a system for evaluating and
prioritizing safety mitigations.
4 (3, 5)
Continue to implement neighborhood traffic management techniques to promote safety and livability in
residential neighborhoods.
4 (1, 2, 3)
Improve pedestrian crossing treatments at high traffic volume streets and/or locations with high levels of
pedestrian demand (e.g., schools, retail centers, transit stops, etc.)
4 (1,3)
Goal 5: Inter-Agency Coordination
Partner with Regional and County transportation planning organizations to leverage statewide and federal
transportation funding for local projects.
5 (1, 2, 3, 4, 6)
Work with regional and state partners to mitigate negative impacts to Tigard from high traffic volumes traveling
through Tigard on state facilities, including capacity enhancements on Highway 217 and Interstate 5.
5 (1, 2, 3, 4)
Work with state and regional partners to develop alternative mobility standards in order to accommodate
desired land development changes.
5 (1, 2, 3, 4)
Goal 6: Transportation Funding
Periodically review and revise transportation system development charges to ensure the cost of development is
appropriately covered.
6 (1, 2, 3, 4)
Periodically review and evaluate the street maintenance fee to ensure the most appropriate and equitable
calculations are being used.
6 (2, 3, 4)
Continue to seek grant monies to plan for and develop multi-modal infrastructure improvements. 6 (2, 3, 4, 5)
Continue to submit project proposals for regional, state, and federal transportation monies to implement the
Tigard 2035 TSP.
6 (1, 2, 3, 4, 5)
Section 3
Transportation Planning
Toolbox
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Transportation Planning Toolbox
Several major roadways are showing significant capacity issues with resulting traffic congestion
during several hours of a typical weekday. These capacity issues are expected to worsen as
population and employment growth add to travel demand. At the same time, increases in roadway
capacity through widening existing roads or constructing new roads are often prohibitively
expensive in terms of construction costs, right of way acquisition, and impacts to adjacent
properties. While expansion of roadway capacity is a component of the 2035 Tigard Transportation
System Plan (2035 TSP), a greater emphasis is placed on measures to manage the existing roadway
system and to increase the convenience and viability of alternative travel modes.
This section summarizes the range of alternative solutions within the transportation planning
toolbox in addition to traditional roadway widening projects that were considered during the
development of the 2035 TSP. They include solutions to enhance the quality and availability of
pedestrian, bicycle, and transit systems in order to shift travel demand toward a more balanced
system. Also included are measures to improve the traffic operations on the existing system.
TRAVEL MODES
The City of Tigard, in partnership with state, regional, and neighboring jurisdictions, recognizes the
importance of providing a balanced transportation system. In order to meet the current and future
travel needs of the community, increased transit, walk, and bike shares are essential to the future
transportation system in Tigard, as much as adding roadway capacity for increased demand.
As part of the 2035 Regional Transportation Plan (RTP) and the 2040 Growth Concept, Metro
identified maximum share targets for Single Occupancy Vehicle (SOV) travel for Tigard overall, as
well as for the designated Centers. Metro’s travel demand model estimates base year and forecast
mode shares as a function of several factors, including street connectivity, transit availability and
parking pricing. Table 3‐1 shows the SOV shares used in Metro’s 2005 and 2035 travel demand
model, as well as the maximum SOV share in the 2040 Growth Concept.
TABLE 3-1 SINGLE OCCUPANCY VEHICLE (SOV) MODE SHARES
Tigard Area
Metro Model Metro 2040
Target
(Maximum) 2005 2035
Citywide 50% 49% 40-50%
Washington Square Regional Center 47% 46% 45-55%
Tigard Town Center (Downtown) 54% 51% 45-55%
Durham Road Town Center 53% 51% 45-55%
Tigard Triangle 50% 49% 55-60%
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As Table 3‐1 shows, the Metro model indicates that base year and forecast SOV shares are within
the target range under the 2040 Growth Management plan. However, the model shows only slight
improvements over the 25‐year planning period. This reflects a forecast condition that assumes
generally consistent conditions related to transit, parking pricing, and connectivity. As those
conditions evolve to be more supportive of transit, walk, and bike travel, the share of SOV trips
should be lower.
LAND USE
The types and intensities of land uses are significant factors influencing travel demand and mode
choice. Low‐density development tends to correlate with high motor vehicle travel demand,
whereas dense, mixed‐use developments have been found to result in shorter trips and more
balanced travel mode uses.
Land use patterns in the City of Tigard and surrounding areas are suburban in character, with
residential areas separated from commercial areas and a relatively low density of development
overall. Based on current zoning and growth projections, most residential growth will occur in the
west side of Tigard and south in the neighborhoods around Durham and Beef Bend Road.
Employment growth is forecast to occur near major roadways, especially near Highway 217. The
primary areas of mixed‐use zoning are the Washington Square Regional Center (WSRC) and Tigard
Triangle.
The City has adopted plans to significantly increase housing density in downtown. These planned
changes in downtown, along with the strategies identified below, could move more houses close to
jobs, increase mixed use development, and help mitigate the strain on the east‐west roadways by
shortening home‐to‐work trips, supporting transit service, and making walk/bike trips more viable
for work, shopping, and other activities.
CONNECTIVITY
Multi‐modal connectivity describes the network characteristics related to frequency of and distance
between connections. A well‐connected network minimizes the need for out‐of‐direction travel
while supporting efficient dispersal of travel demand among multiple parallel travel ways.
Connectivity improvements for pedestrian/bicycle networks are also effective enhancements to the
transportation system, including improved access to transit. A common example of efficient
roadway connectivity is the traditional grid system, with north‐south and east‐west streets spaced
at generally equal distances.
In Tigard, the existing major roadways, along with topography, natural resources, and land
development patterns preclude this type of network on a large scale. However, it is possible to plan
for improved connectivity by preserving right of way for future connections and prioritizing
funding to alleviate existing and future bottlenecks at key crossing locations.
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TRANSPORTATION DEMAND MANAGEMENT
Transportation Demand Management (TDM) measures include any method intended to shift travel
demand from single occupant vehicles to non‐auto modes or carpooling, or travel at less congested
times of the day. Some common examples of TDM strategies include programs such as carpool
matching assistance or flexible work shifts; parking management strategies; direct financial
incentives such as transit subsidies; or facility or service improvements, such as bicycle lockers or
increased bus service.
Some of the most effective TDM strategies are best implemented by employers and are aimed at
encouraging non‐SOV commuting. Strategies include preferential carpool parking, subsidized
transit passes, and flexible work schedules. Cities and other public agencies can play a critical role
in support of TDM through provision of facilities and services, as well as development policies that
encourage TDM.
ENHANCING AND INCREASING NON-AUTO TRAVEL MODES
The following summarizes improvements to the pedestrian, bicycle, and transit systems that
enhance the quality of the service provided and if implemented with the SOV demand reducing
solutions described above, will likely result in increased travel by pedestrian, bicycle, and transit
modes.
Pedestrian System
Pe d estrian facilities are the elements of the network that enable people to walk safely and efficiently
on the transportation system. The pedestrian network includes walkways (sidewalks, mixed‐use
trails) as well as safe crossing. Each plays a role in developing a comprehensive pedestrian network
which can promote both walking trips and multi‐modal trips such as using a combination of
walking and transit to complete a trip. There are several different types of pedestrian crossing
treatments available, each applicable under a different range of factors. A brief description of the
various pedestrian crossing types is provided below.
Unmarked Crosswalks – Under Oregon law, pedestrians have the right‐of‐way at any unsignalized
intersection.
Marked Crosswalks – Marked crosswalks are painted roadway markings that indicate the location
of a crosswalk to motorists. Marked crosswalks can be accompanied by signs, curb extensions
and/or median refuge islands, and may occur at intersections or at mid‐block locations.
Pedestrian Hybrid Signal – The pedestrian hybrid signal is a pedestrian‐actuated hybrid signal
that would interrupt traffic on the roadway to provide a signalized protected crossing for
pedestrians at an otherwise unsignalized location. Pedestrian hybrid signals are included in the
new 2009 Manual of Uniform Traffic Control Devices (MUTCD, Reference 1).
Signalized Intersection – Signalized intersections typically include a WALK signal that can be
automatically triggered or push button actuated. This option would require review of signal
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warrants according to the MUTCD to determine if a signal is warranted at an intersection based on
the number of pedestrian crossings.
Rectangular Rapid Flashing Beacon – RRFBs consist of user‐actuated amber LEDs, which have an
irregular flash pattern similar to emergency flashers on police vehicles. These supplement warning
signs at unsignalized intersections or mid‐block crosswalks.
Raised Pedestrian Refuge – This option provides a pedestrian refuge in the roadway median,
allowing a two‐stage crossing to occur if needed.
Grade‐Separated Crossing – Grade‐separated crossings are either underpasses or overpasses that
allow pedestrians to entirely avoid conflicts with automobiles when crossing a busy roadway.
When used as part of a multi‐use path, grade‐separated crossings also accommodate bicycles.
Bicycle System
Bicycle facilities are the elements of the network that enable cyclists to safely and efficiently travel
on the transportation system. These facilities include public infrastructure (bicycle lanes, mixed‐use
trails, signage and striping) as well as off‐road facilities (secure parking, changing rooms and
showers at worksites). Each plays a role in developing a comprehensive bicycle network.
Many different bicycle facility types are needed to create a complete bicycle network that connects
people to their destinations and allows cyclists to feel safe riding. Currently, Tigard’s bicycle
network primarily includes bicycle lanes, shared roadways and multi‐use paths.
In some locations where bicycle lanes are provided specific conditions such as high motor vehicle
volumes and travel speeds compromise the quality of the bicycle facility. In these locations, wider
bike lanes or buffers (wider striping, barriers, or medians) separating bicycles from vehicle traffic
may be appropriate.
Types of Bicycle Facilities
Brief descriptions of the various bicycle facility types are provided below.
Shared‐roadway – Any roadway without dedicated bicycle facilities is a shared roadway. In Tigard,
shared roadways include all public streets without striped bicycle lanes. Where traffic volumes are
low, shared roadways are generally safe and comfortable facilities for cyclists.
Low‐Traffic Bikeway (aka Bike Boulevard) – Low‐traffic bikeways are also known as bike
boulevards and provide high‐quality bicycle facilities on continuous street corridors with low
vehicular traffic volumes. Typically, low‐traffic bikeways are made on local streets, which are
configured to prioritize bicycle trips and reduce through automobile trips. Local automobile access
is retained. Bicycling conditions are improved by reducing stop signs to a minimum along the route
and providing way‐finding information specific to bicyclists.
Low‐traffic bikeways are best used when they parallel major roadways and can provide cyclists
with a low‐volume alternative route. Low‐traffic bikeways are used extensively in Portland, and
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recent rider surveys there indicate that cyclists overwhelmingly prefer them compared to major
streets with bicycle lanes.
Bicycle Lane – Bicycle lanes are striped lanes on the roadway dedicated for the exclusive use of
bicycles. Typically, bicycle lanes are placed at the outer edge of pavement (but to the inside of
right‐turn lanes and/or on‐street parking). Bicycle lanes improve bicycle safety, improve cyclist
security, and if comprehensive can provide direct connection between origins and destinations.
Bicycle Crossings
Bicycle crossing treatments are used to connect bike facilities at high traffic intersections, trailheads,
or other bike routes. Typical treatments include bicycle detectors at traffic signals, bicycle only
signals, or preferential movements for bicyclists such as only allowing bikes to make a through
movement.
Bicycle Parking
Bicyclists also benefit from several other types of bicycle support facilities, such as secure bicycle
parking, either open or covered U‐shaped racks, and storage lockers for clothing and gear. The City
currently requires bicycle parking to be included in new developments as a condition of approval
and TriMet buses are outfitted with bicycle racks that allow cyclists to bring their bikes with them
on transit. Allowing bicycles on transit vehicles increases the range of trips possible by both transit
and bicycling, and reduces cyclists’ fears of being stranded in the event of a mechanical or physical
breakdown.
Multi-Use Pathways
Multi‐use pathways are other facilities dedicated to pedestrians and bicyclists. These pathways
have an integral role in recreation, commuting, and accessibility for residents. Tigard’s off‐street
trails are generally concentrated along several greenways located within the City. The most notable
of these trails is the Fanno Creek Greenway which traverses the full length of the City. Trails are
also located along the Tualatin River and the Pathfinder ‐Genesis Trail. Additionally, planned
regional pathways are being developed to connect Tigard with other communities in the Portland
metro area. While these pathways serve and connect several neighborhoods in Tigard, there are
some remaining gaps in these facilities.
The Tigard Neighborhood Trails Plan (adopted in 2009) focuses on multi‐use pathways at a
neighborhood scale and developed a list of 42 recommended projects that are generally one to two
blocks in length. These projects seek to improve opportunities for walking, bicycling and using
transit by creating short cut‐through routes that provide access to local destinations. A complete list
of the projects from the Neighborhood Trails Plan is included in Appendix B of the Volume 2 Technical
Appendix.
While the Neighborhood Trails Plan addressed short, local connections, there are additional city
and region‐wide multi‐use trails that are in various stages of planning and construction. In
particular, the Tiedeman/Main Rail Trail has been identified for converting a nearly three‐quarter
mile inactive railroad right‐of‐way adjacent to Tigard Street from Tiedeman to Main Streets.
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Conversion to a multi‐use trail will provide an attractive alternative to Tigard Street for pedestrians
and bicyclists, and will also be a direct connection to downtown and the transit station.
Transit System
Transit service is an important part of a balanced transportation system, providing an alternative to
private automobile travel for distances too far to walk or bike. TriMet is the transit service provider
for the City of Tigard. The City’s partnership with TriMet, as well as with regional planners is
essential to development of a more comprehensive transit system. The City can also play a direct
role in improving transit service by providing services that support transit use, such as transit stop
amenities and good pedestrian connections.
Supporting an environment in which transit is a preferred travel option for the Tigard community
requires more than direct investments in transit service. Land use, connectivity, and streetscape
features have a major influence on the cost effectiveness of transit service and will help Tigard get
more out of its available transit investments. For this reason, potential local strategies to improve
transit service include planning for land uses that are transit supportive, in addition to providing
appropriate facilities and connections to transit.
TRANSPORTATION SYSTEM MANAGEMENT
Transportation System Management (TSM) refers to a wide range of strategies that improve
operations of an existing roadway system, but without roadway widening. TSM measures can be
focused on improving transportation “supply” through enhancing capacity and efficiency, typically
with advanced technologies to improve traffic operations. Or they may be focused on reducing
transportation demand through promoting travel options and ongoing programs intended to
reduce demand for drive alone trips, especially during peak travel periods. Several TSM strategies
are identified for application in Tigard in existing plans, including the 2035 RTP and the Highway
99W Improvement and Management Plan (Highway 99W Plan). Some of the key strategies
identified for consideration in Tigard are summarized below.
Signal Retiming/Optimization
Signal retiming and optimization refers to updating timing plans to better match prevailing traffic
conditions and coordinating signals. Timing optimization can be applied to existing systems or may
include upgrading signal technology, including signal communication infrastructure or signal
controllers or cabinets. Signal retiming can reduce travel times and be especially beneficial to
improving travel time reliability. Signal retiming could also be implemented to improve or facilitate
pedestrian movements through intersections by increasing minimum green times to accommodate
pedestrian crossing movements during each cycle in high pedestrian or desired pedestrian traffic
areas, eliminating the need to push pedestrian crossing buttons. Bicycle movements could be
facilitated by installing bicycle detection along major bicycle routes. Signal upgrades often come at
a higher cost and usually require further coordination between jurisdictions.
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Advanced Signal Systems
Advanced signal systems incorporate various strategies in signal operations to improve the
efficiency of a transportation network. Strategies may include coordinated signal operations across
jurisdictions as well as centralized control of traffic signals. Advanced signal systems can reduce
delay, travel time and the number of stops for vehicles, while potentially increasing average vehicle
speed. In addition, these systems may help reduce vehicle emissions and have a high impact on
improving travel time reliability.
The detection system, controller hardware, and software required at intersections depend on the
signal system strategy. In order to implement an advanced signal system, the existing hardware and
software on the roadways would be updated. The traffic signal controllers on Pacific Highway have
recently been upgraded with newer models; however many of the remaining signals in Tigard have
yet to be upgraded.
Of the 79 signals in the City of Tigard, 47 are owned and maintained by ODOT; the rest are
maintained by Wa s hington County. These agencies would take the lead in signal upgrades and
implementing advanced signal systems. Any strategies that may be implemented would require
coordination among the City of Tigard and the jurisdictions that own and operate the signals.
Advanced signal systems may be applied to several innovative control strategies. The costs of these
systems vary as a function of the types of controllers, programming needs and detection needs.
Implementing any of these systems in Tigard would require coordination with ODOT and/or
Washington County. Alternative signal systems include:
• Adaptive or active signal control systems improve the efficiency of signal operations by
actively changing the allotment of green time for vehicle movements and reducing the
average delay for vehicles. Adaptive or active signal control systems require several vehicle
detectors at intersections in order to detect traffic flows adequately, in addition to hardware
and software upgrades.
• Traffic responsive control uses data collected from traffic detectors to change signal timing
plans for intersections. The data collected from the detectors is used by the system to
automatically select a timing plan best suited to current traffic conditions. This system is
able to determine times when peak‐hour timing plans begin or end; potentially reducing
ve hicle delays.
• Transit signal priority systems use sensors to detect approaching transit vehicles and alter
signal timings to improve transit performance. This improves travel times for transit,
reliability of transit travel time, and overall attractiveness of transit. The City of Portland has
the only system of bus priority in the region, which is applied on most of the major arterial
corridors throughout the city.
Real-Time Traveler Information
Traveler information consists of collecting and disseminating real‐time transportation system
information to the traveling public. This includes information on traffic and road conditions,
general public transportation and parking information, interruptions due to roadway incidents,
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roadway maintenance and construction, and weather conditions. Traveler information is collected
from roadway sensors, traffic cameras, vehicle probes, and recently media access control (MAC)
devices such as cell phones or laptops. Data from these sources are sent to a central system and
subsequently disseminated to the public so that drivers track conditions specific to their route and
can provide historical and real‐time traffic conditions for travelers.
When roadway travelers are supplied with information on their trips, they may be able to avoid
heavy congestion by altering a travel path, delaying the start of a trip, or changing which mode
they choose to use. This can reduce overall delay and fuel emissions. Traveler information projects
can be prioritized over increasing capacity on roadway, often with high project visibility among the
public.
Real-Time Transit Information
Transit agencies or third‐party sources can disseminate both schedule and system performance
information to travelers through a variety of applications, such as in‐vehicle, wayside, or in‐
terminal dynamic message signs, as well as the Internet or wireless devices. Coordination with
regional or multimodal traveler information efforts can increase the availability of this transit
schedule and system performance information. TriMet has implemented this through its Transit
Tracker system.
These systems enhance passenger convenience and may increase the attractiveness of transit to the
public by encouraging travelers to consider transit as opposed to driving alone. They do require
cooperation and integration between agencies for disseminating the information.
Access Management
Access management describes a practice of managing the number, placement, and movements of
intersections which provide access to adjacent land uses. These access points are considered in
context with the traffic flow, safety, capacity, and speed on the surrounding road system. Within
developed areas, access management strategies may include shared or consolidated access points,
restrictions on access point movements (medians, channelized movements), or closing access
points. Access management provides several potential benefits, such as reducing crashes and crash
rates and increasing capacity on the main roadway by maintaining vehicle flows and speeds.
In addition, well deployed access management strategies can greatly improve travel conditions for
pedestrian and bicycles. Eliminating the number of access points on roadways reduces the number
of potential interruptions and conflict points between pedestrians, bicyclists, and cars.
Access management is typically adopted as a policy in development guidelines. It can be extremely
difficult to implement an access management program once properties have been developed along
a corridor. Cooperation among and involvement of relevant government agencies, business owners,
land developers and the public is necessary to establish an access management plan that benefits all
roadway users and businesses.
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Neighborhood Traffic Management
Neighborhood Traffic Management (NTM) is a term that has been used to describe traffic control
devices typically used in residential neighborhoods to slow traffic or possibly reduce the volume of
traffic. NTM is descriptively called traffic calming due to its ability to improve neighborhood
livability. Tigard has done extensive work in the wa y of testing and implementing NTM measures
such as speed humps, chokers, pavement texturing, circles, chicanes and other elements. The
following are examples of neighborhood traffic management strategies that have been applied in
Tigard:
• speed wagon (reader board that displays vehicle
speeds)
• speed humps
• traffic circles
• medians
• landscaping and street trees
• chokers (narrow roadways in short sections)
• narrow streets
• closing streets
• photo radar
• on‐street parking
• selective enforcement
• neighborhood watch
• curb extensions
A wide range of traffic control devices are being used throughout the region, including such
devices as chokers, medians, traffic circles and speed humps. Also, NTM may be considered in an
area‐wide manner to avoid shifting impacts between areas and should only be applied where a
majority of neighborhood residents agree that it should be done. Research of traffic calming
measures demonstrates their effectiveness in reducing vehicle speeds. Table 3‐2 summarizes
nationwide research of over 120 agencies in North America.
TABLE 3-2 NEIGHBORHOOD TRAFFIC MANAGEMENT PERFORMANCE
Measures
No. of
Studies
Speed Reduction (MPH) Volume Change (ADT)
Low
High
Ave.
Low
High
Ave.
Public
Satisfaction
Speed Humps 262 1 11.3 7.3 0 2922 328 79%
Speed Trailer 63 1.8 5.5 4.2 0 0 0 90%
Diverters 39 - - .4 85 3000 1102 72%
Circles 26 2.2 15 5.7 50 2000 280 72%
Enforcement 16 0 2 2 0 0 0 71%
Traffic Watch 85 .5 8.5 3.3 0 0 0 98%
Chokers 32 2.2 4.6 3.3 45 4100 597 79%
Narrow Streets 4 5 7 4.5 0 0 0 83%
SOURCE: Survey of Neighborhood Traffic Management Performance and Results, ITE District 6 Annual Meeting,
by R S. McCourt, July 1997.
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Typically, NTM receives a favorable reception by residents adjacent to streets where vehicles travel
at speeds above 30 MPH. However, NTM can also be contentious because it may be perceived by
one neighborhood as just moving the problem from one neighborhood to another rather than
solving it. Traffic calming may also be perceived as impacting emergency travel or raising liability
issues. A number of streets in Tigard are identified in the functional classification as neighborhood
routes. These streets are typically longer than the average local street and might otherwise attract
cut‐through traffic. These may be appropriate locations for consideration of NTM applications.
Section 4
Development of the 2035
TSP
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Development of the 2035 TSP
The 2035 Tigard Transportation System Plan (2035 TSP) builds on past planning efforts as well as an
updated analysis of existing conditions, forecast needs, and a multi‐step evaluation of improvement
options. The analysis of transportation needs was coupled with a detailed review of relevant state,
regional, and local plans and policies. Parallel to these phases was a public involvement process to
gain input on key issues and concerns and to inform the community regarding the outcomes of the
process. This section summarizes the regulatory context, the foundation of previous planning, the
public involvement process, and the key findings of the baseline, forecast, and alternatives analysis.
The section is organized as follows:
i. 2008 Baseline Conditions Analysis
ii. 2035 Forecast Analysis
iii. Alternative Analysis
iv. Changes from the 2002 TSP
BASELINE ANALYSIS
Once the project vision, goals, and objectives were determined as summarized in Section 2, an
inventory of the existing transportation system was developed. This inventory documented all
major transportation‐related facilities and services within the Tigard Urban Planning Area. The
data and analysis included an inventory of the roadway network, traffic conditions, safety
performance, bicycle and pedestrian facilities, and transit service, among other topics. The findings
of the technical analysis are summarized in Technical Memorandum #3 in the Volume 3 Technical Appendix.
In addition, existing conditions analysis included an inventory of natural resources and identified
areas with high proportions of population groups that might warrant specific consideration with
regard to transportation needs. These are summarized below.
Environmental Resources Evaluation
The environmental evaluation summarizes current resources within the Tigard Urban Planning
Area in order to avoid and limit adverse impacts on them in developing transportation projects.
Figure 4‐1 displays regionally significant fish and wildlife habitat that were identified as Goal 5
resources by Metro in 2005. Metro staff developed the Goal 5 inventory based on the best existing
science and data at the time and input from local agencies, resource agencies, technical review
committees, and the public. Metro staff conducted fieldwork to validate and adjust the inventory.
The habitat resources in the inventory were then ranked in importance based on their capacity to
provide benefits to fish and wildlife. The Goal 5 resources identified in Tigard are primarily
associated with the Fanno Creek system, which is a tributary of the Tualatin River that passes
through Tigard on its journey to the south. In addition to these resources, floodplain and wetland
data were summarized for inclusion in project evaluations.
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Socioeconomic Conditions
An evaluation of socioeconomic conditions was conducted as part of the environmental justice
analysis for transportation needs. The analysis was conducted in order to meet the needs and avoid
undue adverse impacts to certain populations when examining potential transportation
improvements. Census data were used to evaluate census blocks within the planning area based on
percentages of the population comprised of one or more of the following populations:
• Minority groups – people who did not self‐identify as White‐Non Hispanic
• Low‐income residents – people who earned between 0 and 1.99 times the federal poverty
level in 1999
• Seniors – people 65 years of age or older in 2000
• Non‐English speakers – people who stated that they did not speak any English at all in 2000
• People with disabilities – people five years or older with any type of disability: sensory,
physical, mental, self‐care, go‐outside‐the‐home, or employment.
Under the Metro 2035 RTP definition, an area has “‘significant’” environmental justice populations
if it has more than 2.5 times the regional average for that population. Within the Tigard planning
area, no significant minority or disabled populations were identified; however several Block
Groups were identified for significant non‐English‐speaking, senior, and low‐income populations.
These areas are depicted in Figure 4‐2.
The existence of significant environmental justice populations was considered in the evaluation of
potential transportation projects both for the capacity to meet needs as well as for potential negative
impacts of new facilities. It is notable that there is a gap in transit service on Hall Boulevard
between Pa cific Highway 99W and Locust Street in the vicinity of considerable low income
residents. Transit dependent residents of these neighborhoods must walk along Hall Boulevard to
get to the nearest bus stops. While the City is not a provider of transit service, pedestrian and bus
stop amenities in this vicinity should be considered priorities in order to improve transit access for
these neighborhoods. Details of this and other aspects of the 2008 Base Conditions Analysis are provided in
Technical Memorandum #3 in the Volume 3 Technical Appendix.
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Environmental
Resources
**Theinformationrepresentedonthis
mapiscurrentasofFebruary28,2010.
Revisionswillbemadeasnewdecisions
oramendmentsoccurtoalterthecontent
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Sources:CityofTigard,Metro2008RLISLite
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**Theinformationrepresentedonthis
mapiscurrentasofFebruary28,2010.
Revisionswillbemadeasnewdecisions
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*SignificantenvironmentaljusticepopulationsarebasedontheMetro2035Updatedefinition:CensusBlockGroupswithmorethan2.5timestheregionalaverageforthatpopulation.
Note:BlockGroupshighlightedinyellowrepresentareaswheretwoormoresignificantpopulationsareidentified.
Sources:2000Census,2008RLISLite
SignificantPopulations*
Low-Income
Non-EnglishSpeaking
Senior
SignificantAreas
2035 Tigard Transportation System Plan - DRAFT September 2010
Development of the 2035 TSP
31
2035 FORECAST ANALYSIS
Development of long‐term (year 2035) transportation system forecasts relied heavily on the Metro
Travel Demand Model. The model predicts future travel needs based on forecast housing and
population. The model also incorporates planned improvements to the transportation system.
Future transportation conditions were evaluated based on the forecast travel demand and planned
improvements. Technical Memorandum #4: Transportation Needs and Deficiencies included in the
Volume 3 Technical Appendix.
Metro currently uses 2005 household (single family units, mixed‐use units) and employment (retail
jobs and “other”) data as its base and has developed year 2035 household and employment
forecasts. Year 2035 forecasts include estimates of future households and employment within the
Tigard planning area. The population and employment data for both 2005 and 2035 are
summarized in Table 4‐1.
TABLE 4-1 2035 HOUSEHOLD AND EMPLOYMENT PROJECTIONS
2005 2035 Growth, 2005-2035
Households Employment Households Employment Households Employment
26,160 43,734 35,071 68,564 8,911 24,829
As shown in Table 4‐1, Tigard’s households are projected to increase by 8,900 between 2005 and
2035 and employment is projected to increase by approximately 24,800 jobs (34 percent and 57
percent increases, respectively). These translate to annualized growth in households of
approximately 1.1% per year and annualized growth in employment of 1.9 % per year.
Figure 4‐3 shows that the areas anticipated for the most residential growth are on the west side of
Tigard and south in the neighborhoods around Durham Road. It should be noted that West Bull
Mountain is outside of the planning area but also has significant anticipated growth in housing.
Figure 4‐4 shows that the areas anticipated for the most employment growth are concentrated along
Highway 217 including the areas around Washington Square Regional Center, downtown, the
Tigard Triangle, and Pacific Highway.
The residential and employment development patterns reflected in Figures 4‐3 and 4‐4 will have
the effect of exacerbating existing pressure on the roadway system, especially during the weekday
peak periods. The critical directions of traffic flow are generally eastbound in the morning and
westbound in the evenings, as commuters travel to and from work via the I‐5, Highway 217, Pacific
Highway and major arterials. Accommodating future residential and employment growth with a
more balanced distribution of land uses will help to alleviate strain on the transportation system
and promote a more efficient use of the roadways.
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** The information represented on thismap is current as of February 28, 2010.Revisions will be made as new decisionsor amendments occur to alter the contentof the map.
Tigard UrbanPlanning Area
Change in Households Per Acre
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Figure 4-3
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Note: Forecast household growth for the downtown reflects planning aspirations, but wasn't included in the Metro model (shown as negative or no change in the model).
!TC!TC
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** The information represented on thismap is current as of February 28, 2010.Revisions will be made as new decisionsor amendments occur to alter the contentof the map.
Tigard UrbanPlanning Area
Figure 4-4
Other Map Elements
!TC Transit Center
Tigard City Boundary
Other Rail Lines
Note: Forecast employment growth for the downtown reflects planning aspirations, but wasn't included in the Metro model (shown as 1 to 3 Jobs/Acre in the model).
Change in Employment/AcreNegative or No Change
0 to 1 Job/Acre
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Development of the 2035 TSP
34
Growth Assumptions for Downtown – Modeling Implications
The City of Tigard plans for increased residential and commercial density in Downtown Tigard, as
reflected in Figures 4‐3 and 4‐4. These planned changes in downtown, along with the City’s land
use strategy to increase mixed‐use development, are intended to mitigate the strain on the east‐west
roadways by shortening home‐to‐work trips, supporting transit service, and making walk/bike trips
more viable for work, shopping, and other activities.
The City’s aspirations for growth have not yet been incorporated into the Metro travel demand
model. As a result, the 2035 model forecast underestimates the travel demand to and from
downtown. While this is a meaningful disparity, it was determined that the potential negative
impacts of this disparity are lessened by the following considerations:
• The intent of the higher density, mixed use development is to accommodate a higher
proportion of travel demand by non‐automobile travel modes;
• The most critical need for a higher density downtown will be the provision of multiple
access points and an efficient overall circulation pattern; and,
• The current planning process for downtown includes a grid of two‐lane streets to create and
preserve a safe, efficient and pedestrian‐friendly circulation system. Larger street cross
sections would conflict with these objectives, even if travel demand modeling indicated a
desire for more automobile capacity.
• The arterial streets providing access to Downtown (Pacific Highway, Hall Boulevard,
Greenburg Road) are already planned for their maximum roadway width of five lanes. The
City does not intend to increase the roadway footprints. If the downtown growth requires
specific capacity improvements at critical intersections, those could be developed and are
not dependent on inclusion in the TSP.
Given these considerations, emphasis was placed on ensuring efficient access and connectivity for
downtown, as well as planning for improved pedestrian, bicycle, and transit access.
ALTERNATIVES ANALYSIS
Substantial effort was devoted to developing and evaluating alternatives to address existing and
future transportation needs within the Tigard Urban Planning Area. While there is a recognized
need for expanded roadway capacity in some areas, emphasis was placed on measures that provide
a balanced multi‐modal transportation system and investments that enhance the efficiency of the
existing systems.
This section provides an overview of the alternatives analysis, project evaluations, and project
prioritization that occurred in developing the preferred plan. The process, illustrated in Exhibit 7, is
described below:
2035 Tigard Transportation System Plan - DRAFT September 2010
Development of the 2035 TSP
35
Step 1 – Review of Planned Projects
Projects from previous planning documents were reviewed and analyzed. Two scenarios were
developed to distinguish between planned projects with the higher likelihood of receiving funding.
The evaluation identified which planned projects are expected to be most effective as well as areas
of continued congestion and capacity problems in spite of planned projects. Technical Memorandum
#4 in the Volume 3 Technical Appendix;
Exhibit 1 Alternatives Analysis and Project Evaluation Sieves
Step 2 – Application of TSM Strategies
Transportation System Management (TSM) strategies were applied to the forecast roadway
operations. This scenario was evaluated to determine if the magnitude of the impact of these
strategies could reduce the needs for new roadway infrastructure investments. The TSM strategies
that were modeled included 1) signal system improvements on major corridors, as planned in the
2035 RTP and 2) access management strategies on Pacific Highway, as identified in the Highway
99W Plan.
September 2010 2035 Tigard Transportation System Plan - DRAFT
Development of the 2035 TSP
36
Step 3 – Evaluation of Individual Projects
Individual projects were evaluated both quantitatively and qualitatively. Major roadway capacity
increases were modeled to determine the level of travel demand that would be accommodated or
otherwise impacted by the project. In addition, a series of evaluation criteria were developed from
the goals identified in Section 2. The seven criteria for screening and prioritizing project alternatives
were: multi‐modal mobility, system capacity, consistency with local/regional plans, safety, cost‐
effectiveness, environmental resources, and environmental justice.
The evaluation criteria were applied to new projects, projects being considered for removal from
the TSP and projects that were otherwise considered critical or notable. The rating method used to
evaluate each project is illustrated in Ta ble 4‐2.
TABLE 4-2 QUALITATIVE RATING SYSTEM
Goal Rating Meaning
Multi-Modal
Mobility
Significantly improves transportation options, or connectivity within a mode
Moderately improves transportation options, or connectivity within a mode
Does not change transportation options or connectivity
System Capacity
Project improves system capacity
Project does not significantly change system capacity
Project decreases system capacity
Consistency with
other jurisdiction
Local, Regional
Plans
Included as part of other local jurisdiction, regional, and/or state plans
Not mentioned but consistent with the intent of other plans
Inconsistent with local jurisdiction, regional, and/or state plans
Safety
Provides a safety enhancement in an area with noted safety deficiency or an
area with significant pedestrian and/or bicycle traffic.
Provides a safety enhancement to one or more modes of travel.
Provides no improvement or negative impacts to overall system safety.
Cost -
Effectiveness
Provides significant increases in mobility compared to the relative cost.
Provides reasonable increase in mobility compared to the cost.
Provides little increase in mobility compared to the cost.
Environmental
Resources
Enhances parks, wetlands, or other environmentally sensitive areas
Does not impact environmentally sensitive areas
Impacts environmentally sensitive areas
Environmental
Justice
Enhances transportation options for designated population neighborhoods
No obvious impact to designated population neighborhoods
Negatively impacts designated population neighborhoods
2035 Tigard Transportation System Plan - DRAFT September 2010
Development of the 2035 TSP
37
A notable finding from this step was that there were projects from previous planning efforts that no
longer meet the community goals. As such, the following projects were removed from the TSP:
• Nimbus Avenue Extension due to environmental impacts to Fanno Creek and related cost
effectiveness;
• Wall Street Extension due to cost effectiveness and potential environmental justice impacts;
and,
• New interchange on Highway 217 at the extension of SW 68th Avenue due to inconsistency
with the RTP and ODOT plans.
Step 4 – Review of Bridge Projects
Due to their high costs, the projects requiring bridge structures to cross highways and railroad
tracks were considered to determine if all were necessary, identify which projects were most desired
within the planning horizon as well as those that should be include for the purpose of long‐term
right‐of‐way protection. This review identified existing plans for a total of seven grade‐separated
crossings.
The individual project evaluations in Step 3 were supplemented with the overall review of the
number of costly grade‐separated crossing proposed. On that basis, the following crossings have
been removed from the TSP or modified:
• Northern Wa s hington Square Regional Center Crossing (Hwy 217 crossing) was modified to
a pedestrian and bicycle connection only
• Wall Street Extension (railroad crossing) was removed due to cost effectiveness and
potential environmental justice impacts as described as part of Step 3
• Dartmouth Street – Hunziker Connection (over Hwy 217) was removed due to cost and
redundancy with the Hunziker Street – Hampton Street Connection
• Durham Road Extension under I‐5 was not included due to limited system benefits and cost
effectiveness.
The following crossings were recommended to remain in the 2035 TSP:
• Northern Washington Square Regional Center Crossing (as pedestrian/bike connection only)
• Southern Washington Square Regional Center Crossing
• Hunziker Street – Hampton Connection over Highway 217.
Step 5
Step 5 of the alternatives analysis included evaluation of potential new roadway projects that would
benefit overall multi‐modal system operations. Two of the notable new projects in the 2035 TSP
include the North Dakota‐Pfaffle Neighborhood Route and North Dakota Realignment. These
projects are envisioned to occur in tandem with or subsequent to realignment of Tiedeman to the
west away from the North Dakota/Greenburg Road intersection.
September 2010 2035 Tigard Transportation System Plan - DRAFT
Development of the 2035 TSP
38
The North Dakota‐Pfaffle Neighborhood Route and North Dakota Realignment would provide a
much needed east‐west connection between Pfaffle and North Dakota Street over Highway 217 and
would provide an alternative to Pacific Highway and Walnut Street for travel between east and
west Tigard. Traffic calming measures could be implemented to keep travel speeds consistent with
a Neighborhood Route; however, measures to reduce traffic volumes on this route would reduce
the benefit of the crossing which will cost several million dollars.
An additional roadway project is a future north‐south connection between Dartmouth Street and
Beveland Road. This potential connection would provide an alternative route for traffic on SW 72nd
Avenue within the Tigard Triangle and may create opportunities for development on either side of
the new roadway.
Step 6
A final model run was conducted to include the results of Steps 1 through 5 including currently
funded projects, TSM strategies, and recommendations for new projects and projects to be removed
from the TSP.
Step 7
Step 7 of the alternatives analysis included identifying the finalized package of improvements for
the 2035 TSP and setting draft project priorities based on the project goals and objectives, individual
project evaluations, input from the TAC, CAC, city staff and city council.
Summaries of each of the project evaluations and the results of the Step 6 model run are included in Technical
Memorandum #5 in the Volume 3 Technical Appendix.
CHANGES FROM 2002 TSP
The following summarizes new projects added to the 2035 TSP that were not included in the 2002
TSP as well as summarizes projects that were in the 2002 TSP but have been modified in or removed
from the 2035 TSP.
New Projects
In addition to new pedestrian and bicycle projects, several new transit supportive projects have
been added to the 2035 TSP including the following:
• Transit Projects
o On‐going planning activities with TriMet and Metro to bring High Capacity Transit
parallel to the Pacific Highway‐99W/Barbur Boulevard corridor.
o Support for existing high activity bus stops by providing benches, shelters, and real‐
time information.
o A bicycle hub with additional bike racks and covered bike lockers at the Tigard
Transit Center.
2035 Tigard Transportation System Plan - DRAFT September 2010
Development of the 2035 TSP
39
o Local connector transit service in the Tigard Triangle and in connection with the
High Capacity Transit planning. This service could connect the Tigard Triangle to
Downtown, and/or the Washington Square Mall and potentially residential areas
and should be coordinated with other transit service.
• Roadway and Intersection Projects
o Pfaffle‐North Dakota east‐west connection with Hwy 217 over‐crossing to provide a
neighborhood route, connecting from 99W at 78th to Scholls Ferry Road, via N.
Dakota. Includes realignment of North Dakota at Greenburg Road to provide a
continuous east‐west connection. Requires purchase of an existing building.
o Traffic signal or other intersection treatment at Pfaffle Street/Hall Boulevard.
o New north‐south connection in the Tigard Triangle, connecting Dartmouth with
Beveland Road or Hermosa Way in order to improve local circulation within the
Triangle.
Updated Projects
Projects in the 2002 TSP were reevaluated to determine if changes or other updates were warranted.
The following summarizes the significant updates incorporated into the 2035 TSP:
• Hall Boulevard Widening, Oleson Road to Pacific Highway (Project #45a): The 2002 TSP
includes a project to widen Hall Boulevard to 5 lanes in this section. The 2035 TSP includes
this project as a 3‐lane cross‐section while filling in gaps in the sidewalk and adding
bikeways.
• Highway 217 Nimbus‐Locust Overcrossing (Project #22): The 2002 TSP identified this new
roadway to have a 5‐lane cross‐section. Due to improved multimodal facilities and travel
pattern changes in the area, the 2035 TSP includes this project with a 3‐lane cross‐section.
• Northern Washington Square Regional Center Highway 217 Crossing (Project #MUP7): The
2002 TSP identified this as a Highway 217 crossing that accommodated pedestrians,
bicycles, and vehicles. The 2035 TSP includes this crossing as multi‐use path only that does
not accommodate vehicles.
• SW 121st Avenue (Project #34) and Walnut Street widening (Project #48): The 2002 TSP
included these projects as 3‐lane cross‐sections, while the 2035 TSP includes them both as 2‐
lane streets with turn‐lanes where necessary, and bicycle and pedestrian improvements.
• Ash Avenue Extension (Projects #18 and #27): This project includes a 3‐lane cross‐section in
the 2002 TSP. Based on the desire to improve access and safety for pedestrians and bicycles
downtown, this project is included in the 2035 TSP with a 2‐lane cross‐section providing
turn‐lanes where necessary.
A corridor analysis is also identified for these projects (#18 and #27) in order to examine
design and alignment alternatives and more clearly identify the potential impacsts, but
positive and negative, of these projects.
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Other Project Notes
Scholls Ferry Road Widening from 121st to Barrows (Project #28) has been identified for ROW
preservation. The Washington County TSP shows this segment as three lanes in the future. Based
on its “Long‐term” designation and definition of long‐term projects in the 2035 TSP, widening to
seven lanes would not be conditioned upon development; however, ROW would be obtained to
preserve this option for the future.
Section 5
Transportation System
Plan
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Transportation System Plan
This section presents the multi‐modal Transportation System Plan for the City of Tigard. The
purpose of the Plan is to support the vision and goals presented in Section 2 by logically providing
for the systematic care and expansion of the City’s multi‐modal transportation system. The Tigard
2035 Transportation System Plan presented below provides the policy and regulatory framework to
guide the expansion of the system and the prioritized list of actions and improvement projects to
meet the future travel needs within the community.
The Transportation System Plan is organized into the following major sub‐sections:
• State and regional planning context;
• Policy/regulatory elements for management and design of roadways;
• Future modal system plans for the roadway, pedestrian, bicycle, and transit systems;
• Summary of all planned projects and project priorities;
• Transportation plans for Special Areas including Downtown, the Tigard Triangle, and
Washington Square Regional Center; and,
• Modal plans for the rail, air, water, and pipeline systems.
PLAN AREA
The City of Tigard is located within urban Washington County and the three county (Multnomah,
Clackamas, and Washington Counties) Metro Service District. Tigard’s current boundaries are
generally defined by Scholls Ferry Road to the north, I‐5 to the East, the Tualatin River to the south,
and SW Barrows Road and extend as far as SW 154th Avenue to the west.
Figure 5‐1 presents a map of the area included in the Tigard 2035 Transportation System Plan which
includes the City of Tigard and sections of unincorporated Washington County that are part of the
Tigard Urban Planning Area. These unincorporated areas are required to be included in the 2035
TSP by the Transportation Planning Rule. The Highway 217 interchange at Scholls Ferry Road is
also shown in the figure even though it is in the City of Beaverton, but is included in this study
because its operations effect adjacent intersections within Tigard.
Directly west of the Tigard planning area is the West Bull Mountain Planning Area (Areas 63 and
64) which was brought into the urban growth boundary in 2002. That area is being planned under a
separate effort being led by Washington County and is, therefore, excluded from the Tigard
Planning Area of this TSP.
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STATE AND REGIONAL PLANNING CONTEXT
While the focus of the 2035 Tigard Transportation System Plan (2035 TSP) is the transportation
system within the Tigard Urban Planning Area, the transportation facilities within the 2035 TSP
area also have an important role in the state and regional transportation system. In keeping with
Goal 5 for the 2035 TSP regarding inter‐agency coordination, the 2035 TSP is consistent with the
requirements of statewide and regional transportation plans and policies.
Facilities
Three major regional transportation facilities traverse the City of Tigard: Interstate 5, Highway 217,
and Pacific Highway‐99W. These facilities are state highways under the jurisdiction of the Oregon
Department of Transportation (ODOT) and are subject to the operational and design requirements
placed by the state. Plans for improvements to the highways and interchanges, as well as changes to
adjacent land uses and access points must be developed in a manner consistent with ODOT plans,
guidelines, and standards.
Further, each of these facilities delineates a Regional Mobility Corridor in Metro’s 2035 Regional
Transportation Plan (RTP) (Reference 2). The corridors, while anchored by major roadway facilities,
also encompass local streets and multi‐modal facilities. Metro’s Mobility Corridor Atlas identifies
the following four corridors connecting to Tigard:
• Corridor 2 North: includes the area surrounding I‐5 and Pacific Highway‐99W connecting
Tigard to Portland Central City. This corridor area includes I‐5 between Po r tland and
Tualatin, and Pacific Highway 99W between Portland and King City.
• Corridor 3 South: includes the area surrounding I‐5 and Pacific Highway 99W, connecting
Tigard to Tualatin, Wilsonville, and Sherwood.
• Corridor 19: includes the area around Highway 217 connecting Tigard to Beaverton and
Hillsboro (via Highway 26) as well as Lake Grove to the east.
• Corridor 20: includes the area surrounding Highway 99W connecting Tigard to Sherwood
and Newberg, as well as Tualatin and portions of Wilsonville.
By identifying and managing multi‐modal corridors, Metro is shifting transportation planning
away from a focus on facilities and toward a focus on providing connections using a system of
modal options. A Metro summary of existing conditions for each of these Regional Mobility Corridors is
provided in Appendix C of the Volume 2 Technical Appendix.
Multi‐modal refinement plans for each of these corridors are included in the 2035 RTP. Metro has
identified Corridor 2 as one of two top priority corridors for refinement plans and is seeking
funding to begin this effort.
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LAND USE PLANNING & DEVELOPMENT
The types and intensities of land uses are closely correlated with travel demand and mode choice.
Land use patterns in the City of Tigard and surrounding areas are suburban in character, with
residential areas separated from commercial areas and a relatively low density of development
overall. The majority of land in Tigard is zoned for residential uses, with commercial zoning
primarily along Pacific Highway and in the Tigard Triangle, and industrial primarily along the
WES commuter rail track south of Pacific Highway. This development pattern results in travel
demand that is highly directional according to typical weekday peak periods. Specifically, there are
relatively sharp peaks in travel demand during weekday commute hours, with predictable peak
period traffic flowing away from residential neighborhoods in the morning and returning in the
evening.
Land use strategies that support non‐automobile travel choices while retaining the suburban
residential character throughout most of Tigard are described below.
Potential Further Plan or Study: Support Commercial Nodes in Residential Areas
Commercial nodes in residential areas would provide residents with the opportunity to take non‐
work trips by bike or walking. These neighborhood commercial (N‐C) nodes could include small
restaurants, coffee shops, or neighborhood retail. This could be accomplished by allowing
neighborhood‐commercial as a permitted or conditional use in residential zones, or through
designating specific nodes on the City’s comprehensive plan map as neighborhood commercial. The
N‐C designation currently exists within the City.
Potential Further Plan or Study: Support Non‐Auto‐Dependent Development
Mixed‐use developments combine housing, retail, employment, and other land uses together in a
single development project. Such developments have been found to reduce automobile trips by
supporting higher frequency transit service and promoting pedestrian and bicycle travel. Urban
areas with mixed uses and higher densities should be promoted in targeted areas, such as in the
Downtown 2, along Pacific Highway, and in the WSRC. Non‐auto‐dependent development can be
encouraged through various policies such as parking management requirements, density
requirements or bonuses, and/or pedestrian, bicycle or transit mode design guides to integrate non‐
auto mode features and incentives directly into development.
Plan Amendments & Mobility Standards
Several land use strategies are identified in Section 3 as measures to help reduce traffic congestion
resulting from single occupancy vehicle (SOV) travel. These land use strategies are also important
in order to support transit investments, including the Southwest Corridor High Capacity Transit
(HCT) service in Tigard. In particular, transit supportive land uses tend to include higher densities
2 The City’s comprehensive plan includes considerably higher residential densities in Downtown, which were
not reflected in the Metro model.
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and mixed uses, as well as design elements that make walking and bicycling safe, convenient, and
comfortable.
Amending Tigard’s existing zoning to allow higher density developments may present challenges
with respect to meeting ODOT performance standards for adjacent state highways. The
Transportation Planning Rule (OAR 660‐12‐0600) which requires that amendments to adopted plans
must not cause an affected roadway to fail to meet performance standards, or if the forecast
roadway operations are already failing to meet performance standards, the plan amendment must
not further degrade performance.
This is a known issue in downtown, Washington Square Regional Center, along Pacific Highway,
and in the Tigard Triangle, and may also arise in other areas near state highways or freeway
interchanges. There are numerous measures that can be taken in the land use planning and design
process to reduce trip generation from increased development. These include:
• Parking management, including pricing and time limits;
• Reduced parking requirements or parking maximums for new development;
• Improved facilities for pedestrian and bicycle access and circulation;
• Complementary mix of land uses;
• Improved connectivity for motor vehicles as well as for bicycles and pedestrians; and,
• Transportation system management (TSM) measures to improve traffic operations without
significant capacity expansions.
The above measures are an effective approach to reducing traffic impacts from increased
development. Additional transportation mitigations are primarily focused on improving general
transportation conditions for all travel modes. While these measures may be pursued for their own
merit, they are also identified as an option for transportation mitigations where increased density
results in higher trip generation:
• Access management to improve general traffic operations on arterials and collectors; and,
• Mitigation of known safety and access deficiencies for motor vehicles, transit, pedestrians,
and/or bicycles.
The City will continue to work with Metro and ODOT to develop transportation and land use
strategies that support Tigard transportation and community development goals, Metro’s 2040
growth concept, and ODOT performance standards.
Greenhouse Gas Emissions
In 2007 the Oregon legislature adopted the following statewide targets for greenhouse gas
emissions (GHGs) among all sectors, including energy, solid waste, buildings, and transportation:
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• 2010: stop increases in GHG emissions
• 2020: ten‐percent reduction in GHG emissions (from 1990 levels)
• 2050: fifty‐percent reduction in GHG emissions (from 1990 levels)
This was followed by the adoption of House Bill 2001 (Jobs and Transportation Act, or JTA) in 2009,
which focuses on reducing GHG emissions from light‐duty vehicles. The technology and
methodology to measure GHG emissions for specific transportation plans and projects is still under
development. These next steps have been adopted by the legislature and by Metro as a priority for
further transportation planning activities.
Successful GHG reductions can result from reducing vehicle miles traveled (VMT) per capita;
increased transit, bike, and pedestrian travel; and shorter trips due to compact, mixed‐use
development. The City of Tigard incorporates these concepts and objectives in the 2035 TSP and
actively seeks opportunities for their fulfillment in the Downtown, WSRC, Pacific Highway
corridor, and Tigard Triangle.
POLICY/REGULATORY ELEMENTS
The following section includes the policy and regulatory elements of the transportation system that
guide development review and project development in Tigard.
Functional Classifications
The functional classification of a roadway defines the primary role in terms of providing mobility
and access. An individual street’s classification directs the design and management of the roadway,
including right of way needs, the number of travel lanes and other cross‐section elements, and
access management standards. Figure 5‐2 shows the functional classification for each roadway in
Tigard. The City of Tigard functional classification policies include the following designations:
• Freeway
• Principal Arterial
• Arterial
• Collector
• Neighborhood Routes
• Local Streets
Freeway
Freeways are state facilities that provide the highest level of regional mobility and connectivity.
These roadways usually extend across several jurisdictions and are often characterized by limited
access points and high travel speeds. In Tigard, I‐5 and Highway 217 are access controlled
freeways.
Principal Arterials
In Tigard, principal arterial streets are major state facilities that provide a high level of regional
mobility and connectivity, provide access to freeways via interchanges, but also serve local trips to
and from major commercial, residential, industrial, and institutional areas. Principal Arterial streets
September 2010 2035 Tigard Transportation System Plan - DRAFT
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maintain mobility as a priority. Access control is very important on Principal Arterials although full
freeway access control is not feasible due to the need to provide access to the arterial and collector
street system. In Tigard, Pacific Highway is a principal arterial street.
Arterial Streets
Arterial streets serve to connect and support the freeway and principal arterial system. These streets
link major commercial, residential, industrial, and institutional areas. Arterial streets are typically
spaced about one mile apart, and maintain mobility as a priority. Access control is important on
arterial routes, but not to the extent of principal arterial systems. Many of these routes connect to
cities surrounding Tigard and commonly provide access to freeways via interchanges.
Collector Streets
Collector streets provide both access and mobility within and between residential and
commercial/industrial areas. Collectors differ from arterials in that they provide more of an intra‐
city circulation function, do not require as extensive control of access (compared to arterials), and
provide access to residential neighborhoods. These roadways distribute trips to and from the
neighborhood and local street system.
Neighborhood Routes
Neighborhood routes are usually longer than local streets and provide connectivity to collectors or
arterials. Neighborhood routes have greater connectivity and are used by residents in the area to
get into and out of the neighborhood, but do not serve citywide/large area circulation. Traffic from
cul‐de‐sacs and other local streets may connect to neighborhood routes for access to higher order
streets.
Local Streets
Local Streets have the primary function of providing access to immediate adjacent land. These
streets typically have several driveways and are not intended for long‐distance trips. Through
traffic on local streets is discouraged by design.
Truck Routes
Freight trucks need to travel to and from the freeway system to their destinations. The state and
local agencies designate truck routes to help channelize freight traffic to the most desirable routes
for trucks and to ensure that the system is designed to accommodate necessary freight movement.
I‐5, Highway 217, and Highway 99W are designated statewide freight routes, while Hall Boulevard,
Beef Bend Road, Scholls Ferry Road, Upper Boones Ferry Road and sections of Durham Road and
72nd Avenue are City of Tigard designated freight routes. Figure 5‐3 shows the designated Freight
Routes in Tigard.
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This system provides connections with truck routes serving areas within and outside of Tigard
making efficient truck movement and the delivery of raw materials, goods, services and finished
products possible. These routes are generally found in and serve areas where there are
concentrations of commercial and/or industrial land uses. The highest non‐freeway truck volumes
in Tigard are on Pacific Highway‐99W. In addition, Scholls Ferry Road, Hall Boulevard, and 72nd
Avenue also carry relatively high truck volumes.
Street Design Standards (Cross Sections)
Roadways in Tigard are the primary means of mobility for residents, serving the majority of trips
over multiple modes. Pedestrians, bicyclists, public transit, and motorists all use public roads for
the vast majority of trips. Therefore, it is increasingly important to plan, design, and build new
roadways in a manner that improves multi‐modal access and mobility.
The City of Tigard street design standards ensure that all new streets are constructed as “complete
streets” and include facilities for pedestrians and bicycles and also provide drainage and
landscaping where appropriate. Because they are reviewed and updated periodically, the City of
Tigard’s street design standards are located in the city’s Community Development Code section
18.800 Street and Utility Improvement Standards.
Pedestrian and Bicycle Facilities
The typical roadway cross sections include the following elements: right‐of‐way, number of travel
lanes, parking, bicycle and pedestrian facilities, and other features such as landscape strips. The
standards represent the preferred cross‐sections for each roadway designation and should be the
minimum for new roadways and reconstructed roadways with adequate space available. All
roadway improvements should include provision of sidewalks and bicycle facilities per the street
design standards.
Landscape Requirements
Street design standards in the Community Development Code (Section 18.810) include landscaping
requirements intended to mitigate the environmental and visual impacts that transportation
infrastructure has on the surrounding community. All new and improved roadways are required to
include street trees and landscaping consistent with guidelines in the development code and should
consider incorporating public art, bioswales and other aesthetic/environmental treatments that
improve livability and protect the environment.
Potential Further Plan or Study
Review and update, as warranted, street design standards for efficient multi‐modal access and
circulation. Specific design standards already identified for the Tigard Triangle, Washington Square
Regional Center, Pacific Highway and Downtown should be included that have been adopted as
part of area plans. These should be consulted when working within these areas.
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Intersection Performance Standards
Traffic conditions at intersections are typically measured in terms of their ability to accommodate
traffic demand (volume‐to‐capacity, or v/c ratios) and the average delay experienced by drivers
(level of service, or LOS). Performance standards for intersections are established by the agency
with ownership over the roadway.
Intersections on state facilities (Pacific Highway, Hall Boulevard, segments of Scholls Ferry Road,
and freeway ramp intersections) are identified in the Oregon Highway Plan (OHP). Washington
County should be consulted for standards for County roadways. The City of Tigard street
improvement standards are provided in 18.810 of the development code.
Alternative Mobility Standards
The City of Tigard shares the state and regional goals of providing a balanced transportation
system that reduces reliance on automobiles. Among the highly effective strategies to achieve this
goal are land use strategies that promote compact urban form that encourage walking, cycling, and
transit use. At the same time, intersection performance standards are linked to trip generation and
limit the development potential of an area. In this way, the intersection performance targets can
effectively preclude the land use strategies needed to support the multi‐modal transportation goals.
At this writing, Metro and ODOT are working with local jurisdictions to develop strategies that
meet the land use vision within the requirements of the state Transportation Planning Rule (TPR).
The City of Tigard is participating in these discussions which are aimed at identifying alternative
mobility standards that will protect the function of the state highways as well as other state and
regional transportation goals. The City further recognizes that the quality of a transportation
system can be measured in many ways, including reliability, safety, and multi‐modal mobility.
Potential Further Plans or Studies
Alternative mobility standards are one anticipated outcome of the regional mobility corridor
refinement plans identified in the RTP.
Safety
Transportation has no higher objective than safety. Historic crash data from roadways within Tigard
reveal that the highest crash locations are consistently on state or county roads, including Pacific
Highway, Scholls Ferry Road, and the Highway 217 and I‐5 ramp intersections. Such data were
used as a key criterion in the evaluation of potential improvement projects for the 2035 TSP.
In addition to including safety issues as a primary factor in identifying and prioritizing
transportation investments, safety considerations are incorporated in the City’s design standards for
transportation facilities. These include design standards for intersections, traffic control devices,
and street cross section elements.
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ODOT and Washington County have adopted programs to identify safety deficiencies based on
crash frequencies and types. The City will continue to consult Washington County and ODOT
rankings for crash locations.
Potential Future Plan or Study
Review high crash locations along with State and County safety tracking and ranking programs.
Determine whether a city Traffic Safety Mitigation System is warranted as a supplement to the
County and State systems.
Access Management Standards
Access management refers to a set of measures regulating access to streets, roads, and highways,
from public roads and private driveways. Such measures may include minimum distances between
highway approaches, as well as turning movement or other restrictions. Access management is an
effective means to maximize efficient traffic flow and minimize conflict points due to vehicle
turning movements.
Access management standards vary depending on the functional classification and purpose of a
given roadway. Roadways on the higher end of the functional classification system (i.e., arterials
and collectors) tend to have higher spacing standards, while facilities such as neighborhood routes
and local streets allow more closely spaced access points.
Chapter 18.705 of the Tigard Development Code identifies access requirements and restrictions on
City of Tigard facilities. Access spacing standards for ODOT facilities should be obtained from the
Oregon Highway Plan (Reference 3). Access spacing standards for Washington County facilities are
identified in the county’s development code under Roadway Access (501‐8.5).
Connectivity
Street connectivity standards are provided in the Tigard Development Code (18.810.H). The street
connectivity standards are consistent with the Regional Transportation Functional Plan which
requires full street connections with spacing of no more than 530 feet, with a maximum 200‐foot
length for cul‐de‐sacs. Section 18.810.040 further specifies maximum perimeter for blocks of 2,000
feet and requires that that bicycle and pedestrian connections be provided at no more than 330‐foot
spacing. Exceptions to these requirements can be made for several reasons, including
environmental or topographical constraints or the built environment.
The roadway capacity limitations in Tigard are perhaps most pronounced for travel demand from
northeast to southwest, especially along Pacific Highway. Opportunities to provide new
connections are severely constrained by Highway 217, I‐5, the WES commuter/freight rail line, and
natural features such as Fanno Creek and Bull Mountain. With only a limited number of east‐west
through routes, there is considerable demand placed on a few roadways. Adding capacity to Pacific
Highway is not desired because of the significant impacts to the community in terms of added
through traffic, impacts to adjacent properties, and the greater physical barrier through the City. As
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such, a higher priority is placed on providing new connections that can work in concert with the
principal and major arterial system.
In addition to the citywide connectivity issues, many neighborhood streets systems in Tigard are
characterized by cul‐de‐sacs and stub streets. Cul‐de‐sacs and stub streets are often desired by
residents because they can limit traffic speeds and volumes on local streets. However, they also
result in indirect travel paths, longer trips (i.e. increased vehicle miles traveled), limitations to
pedestrian and bicycle mobility, and a reliance on arterials for local trips.
The most efficient transportation network is the traditional grid system, which provides multiple
route alternatives between origin/destination pairs. The connectivity barriers posed by I‐5,
Highway 217, the rail line, Fanno Creek, and Bull Mountain, combine with the built environment to
make development of such an efficient network impracticable. However, incremental
improvements can be achieved and should be sought. At the same time, opportunities to provide
alternative routes to accommodate local travel on local or collector streets should be done carefully
and thoughtfully so as not to have unforeseen negative impacts such as cut‐through travel on
undesired routes.
Connectivity improvements for pedestrian/bicycle networks are also effective enhancements to the
transportation system. Bicycle and pedestrian connectivity is important to make these travel modes
more convenient and efficient. The recently adopted Tigard Neighborhood Trails Plan identifies 42
off‐street trail projects to improve connectivity and reduce out of direction travel. These projects
will enhance informal route connections to improve non‐motorized route options.
Potential Further Plans or Studies
Conduct a citywide connectivity and circulation study to identify potential circulation
improvements for street systems serving Tigard.
Create a comprehensive inventory of street stubs, unimproved right‐of‐way, and other potential
future roadway connections. Establish a priority ranking system based on cost, barriers to
improvement, benefits for circulation, and potential other uses.
Review and update/clarify, as warranted, development code requirements for new roadway or
pedestrian/bicycle connections as part of land development.
Transportation System Management & Operations
As part of its 2035 RTP, Metro has a regional Transportation Systems Management and Operations
(TSMO) Plan that identifies TSMO strategies for facilities within Tigard. The TSMO Plan includes
implementation of Active Corridor Management (ACM) on several major corridors within and
through the City, which will improve traffic flow by expanding traveler information and upgrading
traffic signal equipment and timing. Additional strategies will include signal enhancements that
detect and prioritize transit vehicles at signalized intersections.
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The access management and TSM strategies planned in Tigard are summarized in Table 5‐1. These
include strategies identified in the Metro TSMO Plan, RTP Update, the Highway 99W Plan, and the
2002 TSP.
TABLE 5-1 POTENTIAL TSM STRATEGIES FOR TIGARD
Roadway Strategy Source
Highway 217 Variable Speed Limits, Variable Message Signs,
Shoulder Widening
Highway 217 Interchange Plan
Transit Priority treatments Metro Draft TSMO Plan
Pacific Highway Active Corridor Management, including upgrade of
signal controllers, wireless detection, and updated
timing plans.
Currently underway by ODOT/City
Transit priority, with queue bypasses at several
locations
Highway 99W Plan
Access management Highway 99W Plan
High capacity transit Regional High Capacity Transit
System Plan
Scholls Ferry
Road
Install integrated corridor management
equipment.
RTP Financially Constrained Project
List
Arterial corridor management with adaptive signal
timing and transit signal priority
Metro Draft TSMO Plan
Hall Boulevard Arterial corridor management with transit priority Metro Draft TSMO Plan
Access management Tigard 2002 TSP
72nd Avenue Arterial corridor management Metro Draft TSMO Plan
Durham Road Arterial corridor management Metro Draft TSMO Plan
The complete list of TSMO projects for the Regional Mobility Corridors in Tigard are provided in Appendix
D of the Volume 2 Technical Appendix.
Travel Demand Management
Tr a vel Demand Management, or Transportation Demand Management (both TDM) measures
include any method intended to shift travel demand from single occupant vehicles to non‐auto
modes or carpooling, travel at less congested times of the day, or help people reduce their need to
travel altogether. Given the significant motor vehicle capacity deficiencies under forecast
conditions, an increase in transit, walk, and bike mode shares is as essential to the future
transportation system in Tigard as adding roadway capacity. Further, effective TDM measures
would help reduce the scope and scale of the deficiencies.
While many TDM strategies are most effectively implemented by employers, there are numerous
strategies that cities can implement or support with other agencies. These provision of facilities
(sidewalks, bicycle lanes, transit amenities) and management of existing resources (parking).
Another critical role that cities play is in the policies related to development activities. Through
support, incentive, and mandate, cities can ensure that new development supports a balanced
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transportation system. Several broad TDM strategies are summarized in Table 5‐2. The table also
identifies typical implementation roles.
TABLE 5-2 TDM STRATEGIES AND TYPICAL IMPLEMENTING ROLES
TDM STRATEGY CITY
TRANSPORTATION
MANAGEMENT
ASSOCIATION
DEVELOPERS TRIMET EMPLOYERS METRO STATE
Public Parking Management P S S S
Flexible Parking Requirements P S S
Access Management * P S P
Connectivity Standards* P S S P
Pedestrian Facilities P S S S
Bicycle Facilities P S S
Transit Stop Amenities S S P S
Parking Management P S S
Limited Parking Requirements P S S
Carpool Match Services S P S
Parking Cash Out S S P
Subsidized Transit Passes S P S
Carsharing Program Support P S S S S
P: Primary role; S: Secondary/support role; *Primary implementation depends on roadway jurisdiction
The City of Tigard does not have a dedicated TDM program; however the Westside Transportation
Alliance (WTA) is a TMA serving Washington County. The WTA assists employers in developing,
implementing, and monitoring programs to reduce commute trips by SOV. The City of Tigard is a
member of the WTA, as are most neighboring jurisdictions and many private employers. While the
emphasis at WTA is to help employers create TDM programs, the WTA web site provides an
“information hub” that individuals can use to find out about a myriad of travel options, including
transit service, park‐and‐ride lots, bicycling, carpool matching, and other services.
The Metro 2035 RTP includes TDM strategies including parking management, providing more
bicycle facilities, and supporting Transportation Management Associations (TMAs). The TDM
projects in the Metro TSMO plan within Tigard include the following:
• Individualized marketing in the Tigard Town Center (Downtown) and adjacent
neighborhoods to encourage travel options through delivery of localized information and
services;
• Support of public‐private partnerships Transportation Management Associations (TMAs) in
regional centers and town centers to help employees and/or residents increase use of travel
options;
• Parking management at the Washington Square Regional Center and in Downtown
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• Bike sharing at transit‐oriented developments, large employers, colleges, hotels, and
significant transit stops in the Beaverton to Tigard Corridor
The complete list of TSMO projects for the Regional Mobility Corridors in Tigard are provided in Appendix
D.
Travel Mode Share Targets
As noted in the Transportation Planning Toolbox discussion, improvements in local connectivity,
transit availability, and parking management including pricing are some of the factors that will
reduce the reliance on single occupant vehicle (SOV) travel, and support more active transportation
choices. These changes are consistent with Tigard’s land use and transportation objectives. As such,
Tigard has developed Aspiration Maximum SOV targets that are more ambitious than the 2040
Growth Management targets. These are summarized in Table 5‐3.
TABLE 5-3 CITY OF TIGARD TRAVEL ASPIRATION MODE SHARES
Area
Metro 2040
Max SOV*
Target
Aspiration
Maximum
SOV
Illustrative Non-SOV Shares
Carpool Transit Walk Bike
Citywide 40-50% 50% 39% 5% 4% 2%
Washington Square Regional Center 45-55% 40% 35% 10% 10% 5%
Tigard Town Center (Downtown) 45-55% 40% 35% 10% 10% 5%
Durham Road Town Center 45-55% 45% 39% 8% 5% 3%
Tigard Triangle 55-60% 45% 39% 8% 5% 3%
*SOV = single-occupant-vehicle
As shown in Table 5‐3, Tigard aspires to achieve a lower SOV share for the designated 2040 Centers
as well as in the Tigard Triangle. These are provided as “aspiration” and “illustrative” shares rather
than targets for the following reasons:
• Metro modified its definition of SOV with the 2035 Update. In the 2004 RTP, a parent
traveling with a child was considered an SOV; in the 2035 RTP Update the definition was
changed so that this would be counted as a Carpool. However, at this writing, the mode
targets had not been updated.
• There is a desire to examine the individual factors influencing mode shares prior to confirm
that the 2005 mode share estimate is an appropriate base from which to measure change.
• The RTP identifies non‐SOV share targets only. There is an interest in looking more
specifically at other modes, including carpool, transit, walk, and bike trips in order to
inform transportation investments.
Potential Further Plan or Study: Evaluate and refine current mode split estimates using the Metro
travel demand model and/or direct surveys. Refine mode split targets, especially for designated
Centers, Corridors and the Tigard Triangle.
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Parking
Parking in Tigard is provided by the City as well as private property owners. Privately owned
parking is typically “accessory” parking which is developed on‐site in support of a specific
development. Accessory parking is typically restricted to the employees, residents, customers,
guests or others associated with a specific property.
Accessory Parking
New land uses are required to provide on‐site parking to accommodate their own parking demand
in order to protect surrounding land uses from over flow parking impacts. The amount of parking
required is expressed in the form of parking ratios in the development code (see 18.765 of the
Development Code). The Tigard parking ratios incorporate minimum and maximum ratios,
consistent with the requirements of the 2040 Growth Management Functional Plan.
Although the intent of parking is to accommodate all impacts on site, accessory parking can also
encourage single occupancy vehicle (SOV) travel which increases traffic volumes on the roadways.
This is contrary to the multi‐modal aspirations of the City. Further, surface parking requires large
paved areas which negatively impact the pedestrian environment, storm water run‐off, and urban
character, at the same time that they increase development costs and reduce development
opportunities.
In some areas, it is appropriate to reduce parking minimums or to impose maximums for new
development. Total parking supply could also be reduced by allowing and promoting shared parking
among neighboring property owners. Tigard recently modified the development code for
Downtown to remove minimum parking requirements for new developments. Reduction in parking
requirements should be considered part of the overall approach to TDM and will be most effective if
undertaken in conjunction with other activities, such as improved transit, pedestrian, and bicycle
services, and a larger role for public parking.
In addition to privately owned accessory parking, there are several park‐and‐ride lots serving
transit routes, including the downtown transit center. The locations and ownership of the existing
park‐and‐ride lots include the following:
• Downtown Commuter Rail/Transit Center – TriMet
• Pacific Highway 99W at SW 74th Ave – TriMet
• Pacific Highway 99W at Bull Mt Road ‐ Christ the King Lutheran Church
• SW Hall/SW Nimbus Commuter Rail – Union Pa c ific right of way
• Progress (Highway 217/Scholls Ferry Road) – ODOT right of way
• Tualatin (Lower Boones Ferry Road near I‐5)– ODOT right of way
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Public Parking
Public parking in Tigard is generally limited to curb parking on public streets. Curb parking in
Tigard is most prevalent on local streets serving residences and in downtown. Most of the parking
is unrestricted, though there are some time limits for curb parking in downtown. In areas identified
for more urban development character, such as downtown, it will be necessary for the City to
ensure an active role in managing public parking resources to ensure that they support community
and neighborhood goals.
Potential Future Plans & Studies
Develop or update parking management plans for Downtown, Washington Square Regional
Center, and the Tigard Triangle.
Review and update, as warranted, parking minimum and maximum ratios in the development
code, including variance opportunities and requirements.
ADDITIONAL PLANS AND STUDIES
Transportation System Plans are intended to provide a high‐level, broadly focused planning tool. In
the development of Tigard’s 2035 TSP several issues were identified that warrant additional
consideration. The results of these studies and planning efforts would implement the policies and
priorities in the 2035 TSP, update the Tigard Development Code, or constitute a more detailed look
at transportation issues related to a specific topic, mode, or geographic area. These additional
studies and plans are identified in Table 5‐4.
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TABLE 5-4 FUTURE PLANS & STUDIES
Project Purpose
Support commercial nodes in residential
areas
Identify opportunities for neighborhood commercial (N-C) in residential neighborhoods to
promote walk/bike trips.
Promote mixed-use compact urban form
developments.
Promote mixed use developments with a compact urban form and limited footprint in
order to support an efficient transportation system. Urban areas with mixed uses and
higher densities should be promoted in targeted areas, such as along Pacific Highway, in
designated Centers and in the Triangle.
Circulation/connectivity study and inventory Inventory, evaluate, and prioritize multi-modal connectivity gaps. Identify opportunities for
improvements through development or city-initiated projects.
Update street cross section guidelines Review, consolidate, and update street cross section guidelines for general application
and for Downtown, Tigard Triangle, and Washington Square Regional Center.
Conduct a mode-split survey and develop a
tracking plan
Develop and conduct a travel mode survey; develop a tracking plan and system
Traffic safety mitigation system Review high crash locations; review state and county tracking and ranking systems;
determine a City system for evaluating and prioritizing safety mitigations. A desired
outcome will be a partnership with the state and county.
Pedestrian crossing improvement plan Review current pedestrian crossing challenges and identify potential improvements,
including a system for prioritizing improvements.
Pedestrian system plan Develop a city-wide pedestrian system plan
Bicycle system plan Develop a city-wide bicycle system plan
Multimodal level of service (MMLOS)
analysis
Conduct a pilot project to identify current MMLOS in targeted areas; evaluate potential
improvements; and investigate MMLOS operating standards for Tigard
Multimodal access plans for Tigard Triangle Develop a multi-modal access inventory, assessment, and plan for future needs for the
Triangle
Multimodal access plan for WSRC Review and update, as needed, the WSRC Master Plan with an emphasis on multimodal
access.
Development code parking requirements
updates
Review current parking minimum and maximum ratios with respect to special areas and
multi-modal goals. Review variance opportunities and requirements.
Special area parking management plans Develop or update parking management plans for Downtown, Washington Square
Regional Center, and the Tigard Triangle.
72nd Avenue Corridor Study Review current plans for widening and improvements on 72nd Avenue. Identify critical
constraints, barriers, and opportunities. Incorporate travel demand relationship with Hall
Boulevard.
SW Hall Boulevard Corridor Study Review current plans for widening and improvements on SW Hall Boulevard. Identify
critical constraints, barriers, and opportunities. Incorporate travel demand relationship
with 72nd Avenue.
Ash Avenue – Walnut Street
Extension Corridor Study
Review alignment, modal, and potential phasing options for the Fanno Creek Bridge and
Walnut Extension, including circulation impacts and modal benefits.
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MULTI-MODAL IMPROVEMENT PROJECTS
The purpose of the Tigard 2035 TSP is to support the goals and policies presented in Section 2 by
logically providing for the systematic care and expansion of the multi‐modal transportation system.
This TSP provides a list of improvement projects to meet the future travel needs within the
community. These projects will supplement the policy and management strategies in this TSP.
Approximately 145 individual improvements were identified to address existing and future
transportation needs and deficiencies. These projects were evaluated at a planning level and serve
as direction for further planning of transportation investments. While some of these improvements
are warranted under existing conditions, in other cases projects are identified to address the
transportation needs to accommodate forecast growth. In some cases, the planning‐level assessment
has identified a specific proposed treatment; however, a more detailed analysis will be required to
identify any environmental, topographic, right‐of‐way, or other construction constraints and to
identify specific treatments and alignments.The identified projects include site‐specific low‐cost
improvements, such as bicycle lanes and pedestrian crossing improvements, as well as larger scale
projects (e.g., interchange improvements or freeway overcrossings) needed to address issues on
State or County roadways. These larger projects will require a leadership role by state, county,
and/or regional partners, but would be supported by the City.
Improvement projects for the roadway, pedestrian, bicycle, and transit systems are illustrated in
Figures 5‐4 through 5‐8. Table 5‐6 follows the individual modal system maps and includes the
estimated project timelines and costs.
Roadway Network
The roadway system serves is intended to serve all modes when built to meet current design
standards. All new roads, widening, or other major roadway improvements will include pedestrian
and bicycle facilities consistent with the City’s street standards. As such, many projects identified as
roadway improvements represent significant improvements to the bicycle, pedestrian, and transit
systems. Figure 5‐4 shows the planned roadway network, including new roadways, improvements
to existing roads, and intersection projects.
The most numerous type of roadway project is the intersection improvement. These may include
such treatments as traffic signals installation or modifications, roundabouts, or turn lanes. As noted
above, a more detailed analysis will be required to identify specific treatments.
“Complete Streets” projects are those that are planned to upgrade existing streets with the inclusion
of sidewalks and bicycle facilities, but without increasing motor vehicle capacity. However, any new
roadway, road extension, or roadway widening will also be multi‐modal “Complete Street” projects
that include sidewalks and bicycle facilities. Figure 5‐5 shows the future right‐of‐way needs for
existing and future roadways.
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** The information represented on thismap is current as of February 28, 2010.Revisions will be made as new decisionsor amendments occur to alter the contentof the map.
Tigard UrbanPlanning Area
Roadway Cross-Section2 to 3 Lanes4 to 5 Lanes5 Lanes + Aux. Lanes7 Lanes
Figure 5-5
Other Map Elements
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
64
Pedestrian System
Pedestrian facilities include facilities for pedestrian connectivity (sidewalks, mixed‐use trails) as
well as safe crossing locations (unmarked and marked crosswalks, crossing beacons, pedestrian
refuge islands). Each plays a role in developing a comprehensive pedestrian network which can
promote both walking trips as well as providing access to transit. Figure 5‐6 identifies the future
pedestrian network which is comprised of the existing sidewalk and multi‐use path networks, in
addition to the network that will be developed through sidewalk projects, pedestrian crossing
projects, “Complete Street” and roadway capacity projects (all of which will include sidewalks),
and future multi‐use paths projects.
The pedestrian system within Tigard includes sidewalks, multi‐use paths, and pedestrian only
paths. Arterials and collectors in Tigard generally provide sidewalks alongside the roadway, but
there are gaps in the system and locations where there are opportunities to improve pedestrian
facilities. Pedestrian improvements should be prioritized based on their ability to complete
connections between places that generate pedestrian trips such as schools and housing; housing
and transit stops; and, employment and transit stops. Multi‐use path projects are discussed in a
subsequent section because of their utility for both pedestrians and bicyclists.
Pedestrian crossing locations allow for walking trips to connect across busy roads or rail lines to
continue along pedestrian facilities. In addition to the need for sidewalks along arterial and
collector roadways, there are several high‐volume roadways that bisect Tigard and need
improvements to increase the ease and safety of pedestrian crossings. In particular, the rail corridor
near Highway 217 in Tigard is difficult for pedestrians to cross due to infrequent crossings, which
may not include proper pedestrian facilities. Access across the railroad tracks is increasingly
important with the introduction of WES commuter rail service.
Several streets (Pacific Highway‐99W, Gaarde, McDonald, Bull Mountain, Bonita, sections of Hall)
were identified as locations with challenging roadway crossing conditions for pedestrians. These
tend to be streets with relatively high traffic volumes, but infrequent signalized intersections or
other protected crossing locations. While the state of Oregon considers all unsignalized
intersections legal crosswalks, driver compliance is not consistent so that there are still challenges
for pedestrians at these locations.
Potential Further Plans and Studies
Review current pedestrian crossing challenges and identify potential improvements, including a
priority ranking for improvements.
Develop a city‐wide pedestrian system plan.
!TC!TC
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** The information represented on thismap is current as of February 28, 2010.Revisions will be made as newdecisions or amendments occur to alterthe content of the map.
Tigard UrbanPlanning Area
Figure 5-6
Future Facilities
Sidewalk
Multi-Use Path
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Existing Facilities
Sidewalk
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
66
Bicycle System
Bicycle facilities are the elements of the network that enable cyclists to safely and efficiently travel
on the transportation system. These facilities include public infrastructure (bicycle lanes, mixed‐use
trails, signage and striping) as well as off‐road facilities (secure parking, changing rooms and
showers at worksites). Some of the common types of bicycle facilities are summarized below.
Types of Bicycle Facilities
Shared‐roadway – Any roadway without dedicated bicycle facilities is a shared roadway. In Tigard,
shared roadways include all public streets without striped bicycle lanes. Where traffic volumes are
low, shared roadways are generally safe and comfortable facilities for cyclists.
Low‐Traffic Bikeway (aka Bike Boulevard) – Low‐traffic bikeways are also known as bike
boulevards and provide high‐quality bicycle facilities on continuous street corridors with low
vehicular traffic volumes. Typically, low‐traffic bikeways are made on local streets, which are
configured to prioritize bicycle trips and reduce through automobile trips. Local automobile access
is retained. Bicycling conditions are improved by reducing stop signs to a minimum along the route
and providing way‐finding information specific to bicyclists. Low‐traffic bikeways are best used
when they parallel major roadways and can provide cyclists with a low‐volume alternative route.
Bicycle Lane – Bicycle lanes are striped lanes on the roadway dedicated for the exclusive use of
bicycles. Typically, bicycle lanes are placed at the outer edge of pavement (but to the inside of
right‐turn lanes and/or on‐street parking). Bicycle lanes improve bicycle safety, improve cyclist
security, and if comprehensive can provide direct connection between origins and destinations.
Bicycle Crossings
Bicycle crossing treatments are used to connect bike facilities at high traffic intersections, trailheads,
or other bike routes. Typical treatments include bicycle detectors at traffic signals, bicycle only
signals, or preferential movements for bicyclists such as only allowing bikes to make a through
movement.
Bicycle Parking
Bicyclists also benefit from several other types of bicycle support facilities, such as secure bicycle
parking, either open or covered U‐shaped racks, and storage lockers for clothing and gear. The City
currently requires bicycle parking to be included in new developments as a condition of approval
and TriMet buses are outfitted with bicycle racks that allow cyclists to bring their bikes with them
on transit. Allowing bicycles on transit vehicles increases the range of trips possible by both transit
and bicycling, and reduces cyclists’ fears of being stranded in the event of a mechanical or physical
breakdown.
Figure 5‐7 identifies the future bicycle network which is comprised of the existing facilities as well
as the network that will be developed through bicycle lane projects, bicycle boulevard projects,
“Complete Street” and roadway capacity projects (all of which will include bicycle facilities), and
future multi‐use paths projects.
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** The information represented on thismap is current as of February 28, 2010.Revisions will be made as newdecisions or amendments occur toalter the content of the map.
Tigard UrbanPlanning Area
Figure 5-7
Future Facilities
Bike Lane
Bike Boulevard
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!TC Transit Center
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
68
Potential Further Plans and Studies
Develop a city‐wide bicycle system plan.
Transit System
Transit service is an important part of a balanced transportation system, providing an alternative to
private automobile travel for distances too far to walk or bike. Supporting transit as a preferred
travel option for the Tigard community requires more than direct investments in transit service.
Land use, connectivity, and streetscape features have a significant influence on the cost effectiveness
of transit service and will help Tigard get more out of its available transit investments. For this
reason planning for land uses that are transit supportive is necessary, in addition to providing
appropriate facilities and connections to transit.
Regional Rail Transit Service
As part of the 2035 RTP update, Metro identified the Barbur Boulevard/Highway 99W corridor as
the next priority for potential High Capacity Transit (HCT) service, along with expanded service
hours and frequency on WES commuter rail.
The City of Tigard supports the Southwest Corridor HCT priority and increased service on the
existing Westside Express Service (WES) commuter rail. A local contribution to planning work for
the Southwest Corridor HCT service is included in the financially constrained project list with an
estimated cost of $5,000,000. A major focus of the preliminary planning will address land uses and
pedestrian/bicycle connectivity to support transit investments.
Tigard Transit Connector
As development revives and accelerates in Downtown and in the Tigard Triangle, and in
connection with the upcoming Southwest Corridor HCT service, the City of Tigard will evaluate
implementation of a local connector transit service. This service could connect residential
neighborhoods with the Tigard Triangle, Downtown, and/or the Washington Square Mall in order
to accommodate local access and connections to regional transit. The service should have schedules
coordinated with other transit service (e.g. WES and Tri ‐Met bus service) to and from Tigard.
Table 5‐5 shows several strategies and potential improvements for Transit service in Tigard. The
table identifies which entities would be in a Primary role (identified with a “P”) and which would
be in a Support role (identified with an “S”). As the major transit provider in the region, TriMet
would be the Primary implementer of most of the service enhancements. In most cases, the City of
Tigard is in a Support role for direct transit enhancements and a Primary role for transit supportive
infrastructure.
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
69
TABLE 5-5 TRANSIT STRATEGIES AND TYPICAL IMPLEMENTING ROLES
Improvement City TriMet Beaverton
Washington
County Metro ODOT
Increase WES frequencies and days of
service S P S S S S
Support high capacity transit (HCT)
service along/parallel to Pacific Highway S P S S S
Provide a new Tigard Connector service P S S
Improve Transit stop amenities S P S
Create a bike hub at the Downtown
transit center P S
P: Primary role;
S: Secondary/Support role
Figure 5‐8 shows the future transit network. The main elements of the future transit plan include
higher frequencies on the existing Westside Express Service (WES), Southwest Corridor HCT
service on Pacific Highway, more transit stop amenities, a bike hub at the Tigard Transit Center, and
a connector transit service. These direct service amenities are intended to be developed in
conjunction with land use and pedestrian access improvements to support transit use.
SUMMARY OF TRANSPORTATION PROJECTS
The projects illustrated in Figures 5‐4 through 5‐8 are summarized in Table 5‐6. Table 5‐6 shows all
of the projects that were identified to address existing or anticipated needs or deficiencies. It is not
expected that all will be constructed due to limited funding for transportation investments. All
projects will require additional engineering evaluation for cost, environmental impacts, and other
constructability issues. Further, projects identified to address forecast deficiencies will need to be
reevaluated to determine whether anticipated growth and associated transportation needs have
been realized. Project descriptions and cost estimates should be considered preliminary and are
subject to a more detailed analysis and engineering. Also, projects on ODOT or Washington County
roadways are subject to the design and engineering standards of those agencies.
The projects are organized by primary travel mode; all roadway improvements will include bicycle
and pedestrian facilities consistent with the City’s street cross‐section standards. Projects referred to
as “Complete Streets” are generally roadway upgrades that will include improvements to the travel
lanes but are primarily aimed at improving pedestrian and bicycle conditions.
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
71
Project Time Lines
The transportation projects identified in this plan address existing system deficiencies as well as
forecast needs for the 2035 planning year. While the planning period is 25 years, some of the
investments would significantly influence the transportation system for multiple generations in the
future. Coupled with the inherent uncertainty in the process of long‐range planning and the
scarcity of funding for capital projects, the 2035 TSP reflects the importance of taking a measured
approach in planning for future investments. The planned transportation projects have been
divided into three categories: Near‐Term; Mid‐Term; and Long‐Term. These divisions were made
primarily to reflect the estimated timing of the actual need as well as availability of project funding.
Near-Term Projects
These improvements are warranted under existing conditions or are expected to be warranted
within a relatively short time frame. These improvements should be constructed as opportunities
and resources allow and could be considered as potential conditions of approval for new
development.
Mid-Term Projects
These improvements are expected to be warranted within the 20‐year planning horizon and should
be constructed as opportunities allow; some may be conditions of approval for new development.
Long-Term Projects
These projects will be needed to accommodate anticipated long‐term growth. Other projects that
may be warranted sooner than the 25‐year planning horizon are included as long‐term because the
costs are significant and a long‐term funding horizon is more realistic. If development occurs along
the frontage of these improvements, right‐of‐way dedications for the ultimate improvement should
be obtained; however, physical improvements including travel lanes and pedestrian and bicycle
facilities should be constructed if serving a site access or system connectivity function.
Financially Constrained Project List
In order to better reflect anticipated funding resources, a subset of the identified projects has been
included in the “financially constrained” project list in the Regional Transportation Plan (RTP)
Update. This designation is required for projects to be eligible for federal transportation funds. The
financially constrained project list includes those considered “reasonably likely” to be constructed
within the 25‐year planning horizon based on all anticipated transportation revenue sources. As
such, these projects can be included in the analysis of forecast transportation conditions as required
for plan amendments.
The projects that are included in the RTP Update are indicated in Table 5‐6. Many of these projects
are under jurisdiction of other agencies. The local projects on the financially constrained list were
selected to achieve the highest return on investment, to achieve City of Tigard goals and priorities,
and to address significant congestion and/or safety issues.
72
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t
a
S
t
r
e
e
t
w
e
s
t
t
o
Da
r
t
m
o
u
t
h
S
t
r
e
e
t
Ti
g
a
r
d
Tr
i
a
n
g
l
e
Ti
g
a
r
d
Mi
d
-
Te
r
m
Yes $3,300,000
21
H
a
l
l
B
o
u
l
e
v
a
r
d
E
x
t
e
n
s
i
o
n
N
e
w
R
o
a
d
Ex
t
e
n
d
s
o
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t
h
t
o
T
u
a
l
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n
a
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o
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s
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h
e
Tu
a
l
a
t
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n
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v
e
r
O
D
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T
/
T
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g
a
r
d
Lo
n
g
-
Te
r
m
No $60,000,000
22
Hw
y
2
1
7
O
v
e
r
-
c
r
o
s
s
i
n
g
a
t
Wa
s
h
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o
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S
q
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Re
g
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n
a
l
C
e
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t
e
r
-
Ca
s
c
a
d
e
P
l
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z
a
Ne
w
R
o
a
d
Pr
o
v
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d
e
a
n
e
w
c
o
n
n
e
c
t
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n
f
r
o
m
N
i
m
b
u
s
to
L
o
c
u
s
t
WS
R
C
T
i
g
a
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d
Lo
n
g
-
Te
r
m
Yes $20,000,000
23
Hw
y
2
1
7
o
v
e
r
-
c
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o
s
s
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n
g
-
Hu
n
z
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k
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r
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H
a
m
p
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Co
n
n
e
c
t
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o
n
Ne
w
R
o
a
d
Co
n
n
e
c
t
H
u
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z
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k
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r
R
o
a
d
t
o
7
2
n
d
Av
e
n
u
e
—
r
e
q
u
i
r
e
s
o
v
e
r
-
c
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s
s
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n
g
o
v
e
r
OR
E
2
1
7
—
r
e
m
o
v
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s
e
x
i
s
t
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n
g
7
2
n
d
Av
e
/
H
u
n
z
i
k
e
r
i
n
t
e
r
s
e
c
t
i
o
n
O
D
O
T
/
T
i
g
a
r
d
Mi
d
-
Te
r
m
Yes $10,000,000
4 Al
l
ro
a
d
pr
o
j
e
c
t
s
in
c
l
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bi
c
y
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an
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pe
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c
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s
,
co
n
s
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wi
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h
th
e
st
r
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de
s
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g
n
st
a
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d
a
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s
fo
r
th
e
st
r
e
e
t
cl
a
s
s
i
f
i
c
a
t
i
o
n
.
74
Ci
t
y
o
f
T
i
g
a
r
d
2
0
3
5
T
r
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
-
D
R
A
F
T
September 2010
Tr
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
Pr
o
j
e
c
t
ID
N
a
m
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P
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j
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c
t
T
y
p
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D
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s
c
r
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p
t
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n
5
Sp
e
c
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a
l
Ar
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a
J
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r
i
s
d
i
c
-
t
i
o
n
Ti
m
e
fr
a
m
e
Financially Constrained? Cost Estimate
24
Oa
k
-
L
i
n
c
o
l
n
-
L
o
c
u
s
t
S
t
r
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Co
l
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c
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S
y
s
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m
(W
a
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h
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g
t
o
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S
q
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Co
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c
t
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y
Im
p
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m
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s
)
Ne
w
R
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a
d
Im
p
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v
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m
e
n
t
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d
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b
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/
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tr
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f
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O
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L
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Ce
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m
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t
.
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l
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Li
n
c
o
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n
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s
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O
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k
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e
e
t
.
(L
i
n
c
o
l
n
S
t
r
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t
p
o
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a
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be
c
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s
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c
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e
d
b
y
d
e
v
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l
o
p
m
e
n
t
)
WS
R
C
T
i
g
a
r
d
Mi
d
-
Te
r
m
Yes $1,000,000
25
Ta
y
l
o
r
s
F
e
r
r
y
R
o
a
d
Ex
t
e
n
s
i
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n
Ne
w
R
o
a
d
E
x
t
e
n
d
t
o
O
l
e
s
o
n
R
o
a
d
WS
R
C
Wa
s
h
i
n
g
t
o
n
Co
u
n
t
y
Mi
d
-
Te
r
m
Yes $4,390,000
27
Wa
l
n
u
t
t
o
A
s
h
A
v
e
n
u
e
Ex
t
e
n
s
i
o
n
Ne
w
R
o
a
d
Ex
t
e
n
d
W
a
l
n
u
t
e
a
s
t
o
f
P
a
c
i
f
i
c
H
w
y
-
9
9
W
to
m
e
e
t
A
s
h
A
v
e
n
u
e
.
Do
w
n
t
o
w
n
T
i
g
a
r
d
Mi
d
-
Te
r
m
Yes $14,000,000
29
68
t
h
A
v
e
n
u
e
Ro
a
d
W
i
d
e
n
i
n
g
Wi
d
e
n
t
o
2
/
3
l
a
n
e
s
b
e
t
w
e
e
n
Da
r
t
m
o
u
t
h
/
I
-
5
R
a
m
p
s
a
n
d
s
o
u
t
h
e
n
d
Ti
g
a
r
d
Tr
i
a
n
g
l
e
Ti
g
a
r
d
Mi
d
-
Te
r
m
No $10,000,000
31
72
n
d
A
v
e
n
u
e
W
i
d
e
n
i
n
g
:
Or
e
9
9
W
t
o
D
a
r
t
m
o
u
t
h
Ro
a
d
W
i
d
e
n
i
n
g
W
i
d
e
n
t
o
4
/
5
l
a
n
e
s
Ti
g
a
r
d
Tr
i
a
n
g
l
e
Ti
g
a
r
d
Mi
d
-
Te
r
m
Yes $8,000,000
32
72
n
d
A
v
e
n
u
e
W
i
d
e
n
i
n
g
:
Da
r
t
m
o
u
t
h
t
o
H
u
n
z
i
k
e
r
Ro
a
d
W
i
d
e
n
i
n
g
W
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d
e
n
t
o
4
/
5
l
a
n
e
s
,
i
n
c
l
u
d
i
n
g
b
r
i
d
g
e
Ti
g
a
r
d
Tr
i
a
n
g
l
e
Ti
g
a
r
d
Mi
d
-
Te
r
m
Yes $7,000,000
33
72
n
d
A
v
e
n
u
e
W
i
d
e
n
i
n
g
:
Hu
n
z
i
k
e
r
t
o
D
u
r
h
a
m
Ro
a
d
W
i
d
e
n
i
n
g
W
i
d
e
n
t
o
2
/
3
l
a
n
e
s
Ti
g
a
r
d
Lo
n
g
-
Te
r
m
No $14,000,000
35
Be
e
f
B
e
n
d
R
o
a
d
Co
m
p
l
e
t
e
S
t
r
e
e
t
Co
m
p
l
e
t
e
S
t
r
e
e
t
Co
m
p
l
e
t
e
2
/
3
-
l
a
n
e
s
e
c
t
i
o
n
f
r
o
m
1
3
1
s
t
to
1
5
0
t
h
.
Wa
s
h
i
n
g
t
o
n
Co
u
n
t
y
Mi
d
-
Te
r
m
No $2,280,000
36
a
B
o
n
i
t
a
R
o
a
d
W
i
d
e
n
i
n
g
R
o
a
d
W
i
d
e
n
i
n
g
W
i
d
e
n
t
o
4
/
5
-
l
a
n
e
s
f
r
o
m
H
a
l
l
t
o
7
2
n
d
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
No $20,000,000
36
b
B
o
n
i
t
a
R
o
a
d
W
i
d
e
n
i
n
g
R
o
a
d
W
i
d
e
n
i
n
g
Wi
d
e
n
t
o
4
/
5
-
l
a
n
e
s
f
r
o
m
7
2
n
d
A
v
e
n
u
e
to
c
i
t
y
l
i
m
i
t
s
e
a
s
t
o
f
I
-
5
(
B
a
n
g
y
)
Ti
g
a
r
d
Mi
d
-
Te
r
m
No $25,000,000
37
D
a
r
t
m
o
u
t
h
S
t
.
W
i
d
e
n
i
n
g
R
o
a
d
W
i
d
e
n
i
n
g
Co
m
p
l
e
t
e
4
/
5
-
l
a
n
e
s
e
c
t
i
o
n
f
r
o
m
C
o
s
t
c
o
to
7
2
n
d
A
v
e
(
s
m
a
l
l
s
e
c
t
i
o
n
m
i
s
s
i
n
g
i
n
ea
s
t
b
o
u
n
d
d
i
r
e
c
t
i
o
n
o
n
l
y
)
Ti
g
a
r
d
Tr
i
a
n
g
l
e
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
No $320,000
38
D
a
r
t
m
o
u
t
h
S
t
.
W
i
d
e
n
i
n
g
R
o
a
d
W
i
d
e
n
i
n
g
Wi
d
e
n
t
o
4
l
a
n
e
s
p
l
u
s
t
u
r
n
l
a
n
e
s
a
n
d
si
d
e
w
a
l
k
s
b
e
t
w
e
e
n
7
2
n
d
A
v
e
n
u
e
a
n
d
I
-
5
(
6
8
th
)
Ti
g
a
r
d
Tr
i
a
n
g
l
e
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $3,000,000
39
D
u
r
h
a
m
R
o
a
d
W
i
d
e
n
i
n
g
R
o
a
d
W
i
d
e
n
i
n
g
Wi
d
e
n
t
o
4
/
5
-
l
a
n
e
s
f
r
o
m
P
a
c
i
f
i
c
H
w
y
-
99
W
t
o
H
a
l
l
B
l
v
d
.
Ti
g
a
r
d
Mi
d
-
Te
r
m
Yes $15,000,000
5 Al
l
ro
a
d
pr
o
j
e
c
t
s
in
c
l
u
d
e
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
fa
c
i
l
i
t
i
e
s
,
co
n
s
i
s
t
e
n
t
wi
t
h
th
e
st
r
e
e
t
de
s
i
g
n
st
a
n
d
a
r
d
s
fo
r
th
e
st
r
e
e
t
cl
a
s
s
i
f
i
c
a
t
i
o
n
.
Ci
t
y
o
f
T
i
g
a
r
d
2
0
3
5
T
r
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
-
D
R
A
F
T
September 2010
Tr
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
75
Pr
o
j
e
c
t
ID
N
a
m
e
P
r
o
j
e
c
t
T
y
p
e
D
e
s
c
r
i
p
t
i
o
n
6
Sp
e
c
i
a
l
Ar
e
a
J
u
r
i
s
d
i
c
-
t
i
o
n
Ti
m
e
fr
a
m
e
Financially Constrained? Cost Estimate
40
D
u
r
h
a
m
R
o
a
d
W
i
d
e
n
i
n
g
R
o
a
d
W
i
d
e
n
i
n
g
Wi
d
e
n
t
o
4
/
5
l
a
n
e
s
(
t
o
t
a
l
,
b
o
t
h
di
r
e
c
t
i
o
n
s
)
b
e
t
w
e
e
n
Ha
l
l
B
o
u
l
e
v
a
r
d
a
n
d
Up
p
e
r
B
o
o
n
e
s
F
e
r
r
y
R
o
a
d
.
A
d
d
2
n
d
so
u
t
h
b
o
u
n
d
l
e
f
t
-
t
u
r
n
l
a
n
e
a
t
t
h
e
in
t
e
r
s
e
c
t
i
o
n
o
f
H
a
l
l
/
D
u
r
h
a
m
.
Ti
g
a
r
d
Mi
d
-
Te
r
m
Yes $8,000,000
41
G
r
e
e
n
b
u
r
g
R
d
.
W
i
d
e
n
i
n
g
R
o
a
d
W
i
d
e
n
i
n
g
W
i
d
e
n
t
o
4
l
a
n
e
s
a
d
j
a
c
e
n
t
t
o
c
e
m
e
t
e
r
y
W
S
R
C
Wa
s
h
i
n
g
t
o
n
Co
u
n
t
y
Mi
d
-
Te
r
m
No $3,780,000
43
Gr
e
e
n
b
u
r
g
R
d
.
W
i
d
e
n
i
n
g
,
So
u
t
h
o
f
H
w
y
2
1
7
t
o
N
.
Da
k
o
t
a
Ro
a
d
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45
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Yes $1,500,000
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46
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Yes $8,000,000
47
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September 2010
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Financially Constrained? Cost Estimate
49
P
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Yes $500,000
50
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Yes $500,000
51
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No $500,000
52
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Yes $1,100,000
53
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No $500,000
54
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Yes $400,000
56
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Yes $3,000,000
58
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Yes $1,000,000
60
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Yes $400,000
62
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99
W
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R
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Do
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No $350,000
64
No
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W
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No $1,500,000
65
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Financially Constrained? Cost Estimate
86
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88
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89
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90
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No $1,710,000
91
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Yes $800,000
94
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Yes $50,000
B2
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Yes $200,000
B5
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Yes $150,000
11
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September 2010
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Yes $60,000
B1
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Yes $130,000
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Yes $3,600,000
B1
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Yes $2,000,000
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Yes $1,000,000
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Yes $800,000
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Yes $130,000
B2
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Yes $100,000
B2
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Yes $10,000
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Yes $450,000
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Yes $500,000
BC
3
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Yes $30,000
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Yes $200,000
12
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September 2010
Tr
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
Pr
o
j
e
c
t
ID
N
a
m
e
P
r
o
j
e
c
t
T
y
p
e
D
e
s
c
r
i
p
t
i
o
n
13
Sp
e
c
i
a
l
Ar
e
a
J
u
r
i
s
d
i
c
-
t
i
o
n
Ti
m
e
fr
a
m
e
Financially Constrained? Cost Estimate
BC
5
Ti
e
d
e
m
a
n
a
t
F
a
n
n
o
C
r
e
e
k
Tr
a
i
l
Cr
o
s
s
i
n
g
Cr
o
s
s
i
n
g
i
m
p
r
o
v
e
m
e
n
ts
i
n
c
l
u
d
i
n
g
c
u
r
b
cu
t
s
,
p
a
v
e
m
e
n
t
m
a
r
k
i
n
g
s
,
a
n
d
s
i
g
n
a
g
e
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $20,000
Mi
x
e
d
-
u
s
e
P
a
t
h
P
r
o
j
e
c
t
s
M1
Hu
n
z
i
k
e
r
L
i
n
k
t
o
L
a
k
e
Os
w
e
g
o
10
-
f
o
o
t
w
i
d
e
pa
v
e
d
p
a
t
h
w
a
y
Li
n
k
a
g
e
t
o
K
r
u
s
e
W
a
y
T
r
a
i
l
i
n
L
a
k
e
Os
w
e
g
o
Ti
g
a
r
d
/
L
a
k
e
Os
w
e
g
o
Mi
d
-
Te
r
m
No $2,000,000
M2
F
a
n
n
o
C
r
e
e
k
T
r
a
i
l
10
-
f
o
o
t
w
i
d
e
pa
v
e
d
p
a
t
h
w
a
y
Co
m
p
l
e
t
e
g
a
p
s
a
l
o
n
g
t
h
e
F
a
n
n
o
C
r
e
e
k
mu
l
t
i
u
s
e
p
a
t
h
f
r
o
m
t
h
e
T
u
a
l
a
t
i
n
R
i
v
e
r
to
T
i
g
a
r
d
L
i
b
r
a
r
y
a
n
d
f
r
o
m
P
a
c
i
f
i
c
H
w
y
-
99
W
t
o
T
i
g
a
r
d
S
t
r
e
e
t
Ti
g
a
r
d
Mi
d
-
Te
r
m
Yes $3,000,000
M3
T
u
a
l
a
t
i
n
R
i
v
e
r
T
r
a
i
l
10
-
f
o
o
t
w
i
d
e
pa
v
e
d
p
a
t
h
w
a
y
Co
m
p
l
e
t
e
m
u
l
t
i
u
s
e
p
a
t
h
f
r
o
m
C
o
o
k
Pa
r
k
t
o
t
h
e
P
o
w
e
r
l
i
n
e
s
C
o
r
r
i
d
o
r
Ti
g
a
r
d
Mi
d
-
Te
r
m
No $1,250,000
M4
10
8
t
h
S
t
r
e
e
t
C
r
o
s
s
i
n
g
o
f
Tu
a
l
a
t
i
n
R
i
v
e
r
Pe
d
e
s
t
r
i
a
n
Br
i
d
g
e
Ne
w
b
r
i
d
g
e
c
r
o
s
s
i
n
g
n
o
r
t
h
-
s
o
u
t
h
o
v
e
r
th
e
T
u
a
l
a
t
i
n
R
i
v
e
r
n
e
a
r
1
0
8
t
h
A
v
e
n
u
e
T
i
g
a
r
d
/
T
u
a
l
a
t
i
n
Mi
d
-
Te
r
m
No $740,000
M5
W
e
s
t
s
i
d
e
Tr
a
i
l
10
-
f
o
o
t
w
i
d
e
pa
v
e
d
p
a
t
h
w
a
y
Ne
w
r
e
g
i
o
n
a
l
m
u
l
t
i
u
s
e
p
a
t
h
,
a
n
d
i
n
Ti
g
a
r
d
w
i
l
l
c
o
n
n
e
c
t
f
r
o
m
B
e
a
v
e
r
t
o
n
t
o
th
e
T
u
a
l
a
t
i
n
R
i
v
e
r
T
r
a
i
l
Ti
g
a
r
d
Mi
d
-
Te
r
m
Yes $1,920,000
M6
Ti
e
d
e
m
a
n
A
v
e
n
u
e
/
M
a
i
n
St
r
e
e
t
R
a
i
l
T
r
a
i
l
10
-
f
o
o
t
w
i
d
e
pa
v
e
d
p
a
t
h
w
a
y
Co
n
v
e
r
t
a
s
e
g
m
e
n
t
o
f
i
n
a
c
t
i
v
e
r
a
i
l
r
o
a
d
ri
g
h
t
-
o
f
-
w
a
y
a
d
j
a
c
e
n
t
t
o
T
i
g
a
r
d
S
t
r
e
e
t
fr
o
m
T
i
e
d
e
m
a
n
A
v
e
n
u
e
t
o
M
a
i
n
S
t
r
e
e
t
to
a
m
u
l
t
i
u
s
e
p
a
t
h
Do
w
n
t
o
w
n
T
i
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $1,250,000
M7
Wa
s
h
i
n
g
t
o
n
S
q
u
a
r
e
Re
g
i
o
n
a
l
C
e
n
t
e
r
H
i
g
h
w
a
y
21
7
P
e
d
e
s
t
r
i
a
n
/
B
i
k
e
O
v
e
r
Cr
o
s
s
i
n
g
10
-
f
o
o
t
w
i
d
e
pa
v
e
d
p
a
t
h
w
a
y
Ne
w
p
e
d
e
s
t
r
i
a
n
a
n
d
b
i
c
y
c
l
e
b
r
i
d
g
e
o
v
e
r
Hw
y
2
1
7
f
r
o
m
N
i
m
b
u
s
A
v
e
n
u
e
t
o
Sc
h
o
l
l
s
F
e
r
r
y
R
o
a
d
WS
R
C
T
i
g
a
r
d
/
W
A
C
O
Lo
n
g
-
Te
r
m
No $3,700,000
M8
Ne
i
g
h
b
o
r
h
o
o
d
T
r
a
i
l
Co
n
n
e
c
t
i
o
n
s
-
V
a
r
i
o
u
s
lo
c
a
t
i
o
n
s
Ne
i
g
h
b
o
r
h
o
o
d
tr
a
i
l
s
Fo
r
m
a
l
i
z
e
n
e
i
g
h
b
o
r
h
o
o
d
t
r
a
i
l
co
n
n
e
c
t
i
o
n
s
t
h
r
o
u
g
h
o
u
t
t
h
e
c
i
t
y
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $1,100,000
Pe
d
e
s
t
r
i
a
n
P
r
o
j
e
c
t
s
P1
No
r
t
h
D
a
k
o
t
a
S
t
r
e
e
t
Si
d
e
w
a
l
k
s
Si
d
e
w
a
l
k
G
a
p
s
Co
m
p
l
e
t
e
g
a
p
s
i
n
s
i
d
e
w
a
l
k
s
o
n
N
o
r
t
h
Da
k
o
t
a
f
r
o
m
1
2
1
s
t
A
v
e
n
u
e
t
o
Ti
e
d
e
m
a
n
.
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $810,000
P3
Ti
e
d
e
m
a
n
A
v
e
n
u
e
Si
d
e
w
a
l
k
s
Si
d
e
w
a
l
k
G
a
p
s
In
s
t
a
l
l
s
i
d
e
w
a
l
k
s
o
n
b
o
t
h
s
i
d
e
s
o
f
t
h
e
st
r
e
e
t
f
r
o
m
F
a
n
n
o
C
r
e
e
k
T
r
a
i
l
t
o
N
o
r
t
h
Da
k
o
t
a
-
G
r
e
e
n
b
u
r
g
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $1,400,000
13
Al
l
ro
a
d
pr
o
j
e
c
t
s
in
c
l
u
d
e
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
fa
c
i
l
i
t
i
e
s
,
co
n
s
i
s
t
e
n
t
wi
t
h
th
e
st
r
e
e
t
de
s
i
g
n
st
a
n
d
a
r
d
s
fo
r
th
e
st
r
e
e
t
cl
a
s
s
i
f
i
c
a
t
i
o
n
.
Ci
t
y
o
f
T
i
g
a
r
d
2
0
3
5
T
r
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
-
D
R
A
F
T
September 2010
Tr
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
83
Pr
o
j
e
c
t
ID
N
a
m
e
P
r
o
j
e
c
t
T
y
p
e
D
e
s
c
r
i
p
t
i
o
n
14
Sp
e
c
i
a
l
Ar
e
a
J
u
r
i
s
d
i
c
-
t
i
o
n
Ti
m
e
fr
a
m
e
Financially Constrained? Cost Estimate
P5
Pa
c
i
f
i
c
H
w
y
-
9
9
W
Si
d
e
w
a
l
k
s
Si
d
e
w
a
l
k
G
a
p
s
Co
m
p
l
e
t
e
g
a
p
s
i
n
s
i
d
e
w
a
l
k
f
r
o
m
Mc
D
o
n
a
l
d
t
o
s
o
u
t
h
c
i
t
y
l
i
m
i
t
s
OD
O
T
Ne
a
r
-
Te
r
m
No $1,300,000
P6
Bu
l
l
M
o
u
n
t
a
i
n
R
o
a
d
Si
d
e
w
a
l
k
s
Si
d
e
w
a
l
k
G
a
p
s
Co
m
p
l
e
t
e
g
a
p
s
i
n
s
i
d
e
w
a
l
k
f
r
o
m
P
a
c
i
f
i
c
Hw
y
-
9
9
W
t
o
R
o
s
h
a
k
R
o
a
d
WA
C
O
Mi
d
-
Te
r
m
No $2,580,000
P7
R
o
s
h
a
k
R
o
a
d
S
i
d
e
w
a
l
k
s
S
i
d
e
w
a
l
k
G
a
p
s
Co
m
p
l
e
t
e
g
a
p
s
i
n
s
i
d
e
w
a
l
k
,
m
a
i
n
l
y
be
t
w
e
e
n
1
5
8
t
h
T
e
r
r
a
c
e
a
n
d
B
u
l
l
Mo
u
n
t
a
i
n
R
o
a
d
W
A
C
O
Mi
d
-
Te
r
m
No $640,000
P9
H
u
n
z
i
k
e
r
S
t
r
e
e
t
S
i
d
e
w
a
l
k
s
S
i
d
e
w
a
l
k
G
a
p
s
In
s
t
a
l
l
s
i
d
e
w
a
l
k
o
n
b
o
t
h
s
i
d
e
s
o
f
t
h
e
st
r
e
e
t
f
r
o
m
7
2
n
d
A
v
e
n
u
e
t
o
H
a
l
l
Bo
u
l
e
v
a
r
d
T
i
g
a
r
d
Mi
d
-
Te
r
m
No $700,000
P1
0
Wa
s
h
i
n
g
t
o
n
S
q
u
a
r
e
Re
g
i
o
n
a
l
C
e
n
t
e
r
Pe
d
e
s
t
r
i
a
n
I
m
p
r
o
v
e
m
e
n
t
s
Pe
d
e
s
t
r
i
a
n
Im
p
r
o
v
e
m
e
n
t
s
Im
p
r
o
v
e
s
i
d
e
w
a
l
k
s
,
l
i
g
h
t
i
n
g
,
c
r
o
s
s
i
n
g
s
,
bu
s
s
h
e
l
t
e
r
s
,
a
n
d
b
e
n
c
h
e
s
i
n
W
S
R
C
WS
R
C
T
i
g
a
r
d
Mi
d
-
Te
r
m
Yes $3,900,000
P1
6
T
i
g
a
r
d
St
r
e
e
t
S
i
d
e
w
a
l
k
In
s
t
a
l
l
s
i
d
e
w
a
l
k
s
o
n
b
o
t
h
s
i
d
e
s
o
f
t
h
e
st
r
e
e
t
f
r
o
m
1
1
5
t
h
A
v
e
n
u
e
t
o
P
a
c
i
f
i
c
Hw
y
-
9
9
W
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $1,200,000
P1
8
C
o
m
m
e
r
c
i
a
l
S
t
r
e
e
t
S
i
d
e
w
a
l
k
In
s
t
a
l
l
s
i
d
e
w
a
l
k
s
o
n
b
o
t
h
s
i
d
e
s
o
f
t
h
e
st
r
e
e
t
f
r
o
m
M
a
i
n
S
t
r
e
e
t
t
o
L
i
n
c
o
l
n
St
r
e
e
t
Do
w
n
t
o
w
n
T
i
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $400,000
P1
9
7
2
n
d
Av
e
n
u
e
S
i
d
e
w
a
l
k
Co
m
p
l
e
t
e
g
a
p
s
i
n
s
i
d
e
w
a
l
k
f
r
o
m
P
a
c
i
f
i
c
Hw
y
9
9
W
t
o
B
o
n
i
t
a
R
o
a
d
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
No $2,500,000
P2
0
H
a
l
l
Bo
u
l
e
v
a
r
d
S
i
d
e
w
a
l
k
Co
m
p
l
e
t
e
g
a
p
s
i
n
s
i
d
e
w
a
l
k
f
r
o
m
Hu
n
z
i
k
e
r
S
t
r
e
e
t
t
o
D
u
r
h
a
m
R
o
a
d
O
D
O
T
/
T
i
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $1,800,000
P2
3
7
2
n
d
Av
e
n
u
e
S
i
d
e
w
a
l
k
In
s
t
a
l
l
s
i
d
e
w
a
l
k
o
n
b
o
th
s
i
d
e
s
o
f
s
t
r
e
e
t
fr
o
m
U
p
p
e
r
B
o
o
n
e
s
F
e
r
r
y
R
o
a
d
t
o
Du
r
h
a
m
R
o
a
d
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
No $800,000
P2
4
B
e
n
c
h
v
i
e
w
T
e
r
r
a
c
e
S
i
d
e
w
a
l
k
G
a
p
s
In
s
t
a
l
l
s
i
d
e
w
a
l
k
o
n
b
o
th
s
i
d
e
s
o
f
s
t
r
e
e
t
fo
r
m
i
s
s
i
n
g
s
e
c
t
i
o
n
s
we
s
t
o
f
G
r
e
e
n
f
i
e
l
d
Dr
i
v
e
Ti
g
a
r
d
Mi
d
-
Te
r
m
No $1,200,000
P2
5
79
t
h
A
v
e
n
u
e
Si
d
e
w
a
l
k
G
a
p
s
In
s
t
a
l
l
s
i
d
e
w
a
l
k
o
n
b
o
th
s
i
d
e
s
o
f
s
t
r
e
e
t
fr
o
m
B
o
n
i
t
a
R
o
a
d
t
o
D
u
r
h
a
m
R
o
a
d
Ti
g
a
r
d
Mi
d
-
Te
r
m
No $800,000
P2
7
M
u
r
d
o
c
k
S
t
r
e
e
t
S
i
d
e
w
a
l
k
G
a
p
s
In
s
t
a
l
l
s
i
d
e
w
a
l
k
o
n
b
o
th
s
i
d
e
s
o
f
s
t
r
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e
t
fr
o
m
9
6
t
h
a
v
e
n
u
e
t
o
P
a
c
i
f
i
c
H
i
g
h
w
a
y
-
99
W
Ti
g
a
r
d
Mi
d
-
Te
r
m
No $570,000
14
Al
l
ro
a
d
pr
o
j
e
c
t
s
in
c
l
u
d
e
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
fa
c
i
l
i
t
i
e
s
,
co
n
s
i
s
t
e
n
t
wi
t
h
th
e
st
r
e
e
t
de
s
i
g
n
st
a
n
d
a
r
d
s
fo
r
th
e
st
r
e
e
t
cl
a
s
s
i
f
i
c
a
t
i
o
n
.
84
Ci
t
y
o
f
T
i
g
a
r
d
2
0
3
5
T
r
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
-
D
R
A
F
T
September 2010
Tr
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
Pr
o
j
e
c
t
ID
N
a
m
e
P
r
o
j
e
c
t
T
y
p
e
D
e
s
c
r
i
p
t
i
o
n
15
Sp
e
c
i
a
l
Ar
e
a
J
u
r
i
s
d
i
c
-
t
i
o
n
Ti
m
e
fr
a
m
e
Financially Constrained? Cost Estimate
P2
9
15
0
t
h
A
v
e
n
u
e
Ne
w
S
i
d
e
w
a
l
k
In
s
t
a
l
l
s
i
d
e
w
a
l
k
o
n
b
o
th
s
i
d
e
s
o
f
s
t
r
e
e
t
fr
o
m
B
u
l
l
M
o
u
n
t
a
i
n
R
o
ad
t
o
B
e
e
f
B
e
n
d
Ro
a
d
WA
C
O
Mi
d
-
Te
r
m
No $900,000
P3
0
97
t
h
A
v
e
n
u
e
Si
d
e
w
a
l
k
G
a
p
s
In
s
t
a
l
l
s
i
d
e
w
a
l
k
o
n
b
o
th
s
i
d
e
s
o
f
s
t
r
e
e
t
fr
o
m
M
c
D
o
n
a
l
d
S
t
r
e
e
t
t
o
M
u
r
d
o
c
k
St
r
e
e
t
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
Yes $400,000
P3
1
G
a
r
r
e
t
t
St
r
e
e
t
S
i
d
e
w
a
l
k
In
s
t
a
l
l
s
i
d
e
w
a
l
k
s
o
n
b
o
t
h
s
i
d
e
s
o
f
t
h
e
st
r
e
e
t
f
r
o
m
P
a
c
i
f
i
c
H
i
g
h
w
a
y
-
9
9
W
t
o
As
h
A
v
e
n
u
e
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
No $160,000
P3
3
G
r
e
e
n
f
i
e
l
d
D
r
i
v
e
N
e
w
S
i
d
e
w
a
l
k
In
s
t
a
l
l
s
i
d
e
w
a
l
k
o
n
b
o
th
s
i
d
e
s
o
f
s
t
r
e
e
t
fo
r
m
i
s
s
i
n
g
s
e
c
t
i
o
n
s
o
u
t
h
o
f
B
e
n
c
h
v
i
e
w
Te
r
r
a
c
e
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
No $280,000
PC
3
Cr
o
s
s
w
a
l
k
o
n
M
c
D
o
n
a
l
d
a
t
O'
M
a
r
a
a
n
d
9
8
t
h
C
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Pe
d
e
s
t
r
i
a
n
Si
g
n
i
n
g
/
S
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r
i
p
i
n
g
Pe
d
e
s
t
r
i
a
n
/
b
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m
p
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v
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a
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un
s
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l
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t
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a
t
Mc
D
o
n
a
l
d
/
O
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M
a
r
a
/
9
8
th
C
t
Ti
g
a
r
d
Ne
a
r
-
Te
r
m
No $50,000
PC
7
Ti
g
a
r
d
T
o
w
n
C
e
n
t
e
r
(D
o
w
n
t
o
w
n
)
P
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d
e
s
t
r
i
a
n
Im
p
r
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m
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Pe
d
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Fa
c
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Im
p
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v
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w
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l
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g
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n
g
,
c
r
o
s
s
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n
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s
,
bu
s
s
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r
s
a
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d
b
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c
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s
t
h
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g
h
o
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th
e
d
o
w
n
t
o
w
n
i
n
c
l
u
d
i
n
g
:
P
a
c
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f
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Hi
g
h
w
a
y
-
9
9
W
,
H
a
l
l
B
l
v
d
,
M
a
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Hu
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W
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n
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h
b
o
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st
r
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e
t
s
.
T
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g
a
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Ne
a
r
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Te
r
m
Yes $4,880,000
PC
9
Gr
e
e
n
b
u
r
g
/
9
5
t
h
R
a
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d
Pe
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R
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f
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g
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n
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p
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d
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s
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r
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a
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/
b
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p
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o
v
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m
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n
t
s
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t
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h
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e
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i
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n
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un
s
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g
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d
c
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o
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s
w
a
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k
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t
Gr
e
e
n
b
u
r
g
/
9
5
t
h
Ti
g
a
r
d
Mi
d
-
Te
r
m
Yes $50,000
Tr
a
n
s
i
t
P
r
o
j
e
c
t
s
T2
Tr
a
n
s
i
t
S
t
o
p
A
m
e
n
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t
y
Im
p
r
o
v
e
m
e
n
t
s
o
n
Hi
g
h
w
a
y
9
9
W
Tr
a
n
s
i
t
A
m
e
n
i
t
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e
s
Su
p
p
o
r
t
e
x
i
s
t
i
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g
h
i
g
h
f
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e
q
u
e
n
c
y
b
u
s
se
r
v
i
c
e
o
n
t
h
e
P
a
c
i
f
i
c
H
i
g
h
w
a
y
-
9
9
W
co
r
r
i
d
o
r
b
y
p
r
o
v
i
d
i
n
g
b
e
n
c
h
e
s
,
s
h
e
l
t
e
r
s
,
an
d
r
e
a
l
-
t
i
m
e
i
n
f
o
r
m
a
t
i
o
n
a
t
b
u
s
s
t
o
p
s
T
i
g
a
r
d
/
T
r
i
M
e
t
Ne
a
r
-
Te
r
m
Yes $400,000
T3
Ti
g
a
r
d
C
o
n
n
e
c
t
o
r
S
e
r
v
i
c
e
in
t
h
e
T
i
g
a
r
d
T
r
i
a
n
g
l
e
Tr
a
n
s
i
t
Co
n
n
e
c
t
o
r
Pr
o
v
i
d
e
l
o
c
a
l
c
o
n
n
e
c
t
o
r
s
e
r
v
i
c
e
s
e
r
v
i
n
g
Ti
g
a
r
d
T
r
i
a
n
g
l
e
t
o
D
o
w
n
t
o
w
n
,
a
n
d
/
o
r
th
e
W
a
s
h
i
n
g
t
o
n
S
q
u
a
r
e
M
a
l
l
a
n
d
po
t
e
n
t
i
a
l
l
y
r
e
s
i
d
e
n
t
i
a
l
a
r
e
a
s
.
Ti
g
a
r
d
Tr
i
a
n
g
l
e
Ti
g
a
r
d
/
T
r
i
M
e
t
Lo
n
g
-
Te
r
m
No $750,000
15
Al
l
ro
a
d
pr
o
j
e
c
t
s
in
c
l
u
d
e
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
fa
c
i
l
i
t
i
e
s
,
co
n
s
i
s
t
e
n
t
wi
t
h
th
e
st
r
e
e
t
de
s
i
g
n
st
a
n
d
a
r
d
s
fo
r
th
e
st
r
e
e
t
cl
a
s
s
i
f
i
c
a
t
i
o
n
.
Ci
t
y
o
f
T
i
g
a
r
d
2
0
3
5
T
r
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
-
D
R
A
F
T
September 2010
Tr
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
P
l
a
n
85
Pr
o
j
e
c
t
ID
N
a
m
e
P
r
o
j
e
c
t
T
y
p
e
D
e
s
c
r
i
p
t
i
o
n
16
Sp
e
c
i
a
l
Ar
e
a
J
u
r
i
s
d
i
c
-
t
i
o
n
Ti
m
e
fr
a
m
e
Financially Constrained? Cost Estimate
T4
H
C
T
P
l
a
n
n
i
n
g
,
P
h
1
Tr
a
n
s
i
t
La
n
d
u
s
e
p
l
a
n
n
i
n
g
a
n
d
a
l
t
e
r
n
a
t
i
v
e
s
an
a
l
y
s
i
s
f
o
r
H
C
T
Tr
i
M
e
t
Ne
a
r
-
Te
r
m
Yes $1,000,000
T5
H
C
T
P
l
a
n
n
i
n
g
,
P
h
2
Tr
a
n
s
i
t
La
n
d
u
s
e
p
l
a
n
n
i
n
g
a
n
d
a
l
t
e
r
n
a
t
i
v
e
s
an
a
l
y
s
i
s
f
o
r
H
C
T
Tr
i
M
e
t
Mi
d
-
Te
r
m
Yes $4,000,000
Tr
a
n
s
p
o
r
t
a
t
i
o
n
S
y
s
t
e
m
M
a
n
a
g
e
m
e
n
t
TS
M
1
U
p
p
e
r
B
o
o
n
e
s
F
e
r
r
y
R
o
a
d
Ar
t
e
r
i
a
l
C
o
r
r
i
d
o
r
Ma
n
a
g
e
m
e
n
t
Pr
o
v
i
d
e
A
r
t
e
r
i
a
l
C
o
r
r
i
d
o
r
M
a
n
a
g
e
m
e
n
t
al
o
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g
C
o
r
r
i
d
o
r
#
2
(
I
-
5
)
i
n
t
h
e
M
e
t
r
o
TS
M
O
P
l
a
n
T
i
g
a
r
d
Mi
d
-
Te
r
m
No $1,300,000
TS
M
3
7
2
n
d
Av
e
n
u
e
Ar
t
e
r
i
a
l
C
o
r
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d
o
r
Ma
n
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g
e
m
e
n
t
Pr
o
v
i
d
e
A
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t
e
r
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a
l
C
o
r
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a
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m
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on
7
2
n
d
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v
e
n
u
e
a
l
o
n
g
C
o
r
r
i
d
o
r
#
2
(
I
-
5)
n
e
a
r
t
h
e
U
p
p
e
r
B
o
o
n
e
s
F
e
r
r
y
R
o
a
d
In
t
e
r
c
h
a
n
g
e
i
n
t
h
e
M
e
t
r
o
T
S
M
O
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l
a
n
Ti
g
a
r
d
Tr
i
a
n
g
l
e
Ti
g
a
r
d
Mi
d
-
Te
r
m
No $1,600,000
TS
M
4
7
2
n
d
Av
e
n
u
e
Ar
t
e
r
i
a
l
C
o
r
r
i
d
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Ma
n
a
g
e
m
e
n
t
Pr
o
v
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d
e
A
r
t
e
r
i
a
l
C
o
r
r
i
d
o
r
M
a
n
a
g
e
m
e
n
t
al
o
n
g
C
o
r
r
i
d
o
r
#
1
9
(
H
w
y
2
1
7
)
i
n
t
h
e
Me
t
r
o
T
S
M
O
P
l
a
n
Ti
g
a
r
d
Tr
i
a
n
g
l
e
Ti
g
a
r
d
Mi
d
-
Te
r
m
No $1,700,000
TS
M
5
D
u
r
h
a
m
R
o
a
d
Ar
t
e
r
i
a
l
C
o
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r
i
d
o
r
Ma
n
a
g
e
m
e
n
t
Pr
o
v
i
d
e
A
r
t
e
r
i
a
l
C
o
r
r
i
d
o
r
M
a
n
a
g
e
m
e
n
t
al
o
n
g
C
o
r
r
i
d
o
r
#
2
(
I
-
5
)
i
n
t
h
e
M
e
t
r
o
TS
M
O
P
l
a
n
T
i
g
a
r
d
Ne
a
r
-
Te
r
m
No $1,400,000
TS
M
6
D
u
r
h
a
m
R
o
a
d
Ar
t
e
r
i
a
l
C
o
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i
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o
r
Ma
n
a
g
e
m
e
n
t
Pr
o
v
i
d
e
A
r
t
e
r
i
a
l
C
o
r
r
i
d
o
r
M
a
n
a
g
e
m
e
n
t
al
o
n
g
C
o
r
r
i
d
o
r
#
1
9
(
H
w
y
2
1
7
)
i
n
t
h
e
Me
t
r
o
T
S
M
O
P
l
a
n
T
i
g
a
r
d
Mi
d
-
Te
r
m
No $1,500,000
TS
M
9
H
a
l
l
B
o
u
l
e
v
a
r
d
Ar
t
e
r
i
a
l
C
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r
r
i
d
o
r
Ma
n
a
g
e
m
e
n
t
Pr
o
v
i
d
e
A
r
t
e
r
i
a
l
C
o
r
r
i
d
o
r
M
a
n
a
g
e
m
e
n
t
an
d
T
r
a
n
s
i
t
S
i
g
n
a
l
P
r
i
o
r
i
t
y
o
n
H
a
l
l
Bo
u
l
e
v
a
r
d
f
r
o
m
H
i
g
h
w
a
y
2
1
7
t
o
P
a
c
i
f
i
c
Hi
g
h
w
a
y
-
9
9
W
WS
R
C
OD
O
T
/
T
i
g
a
r
d
/
Be
a
v
e
r
t
o
n
Mi
d
-
Te
r
m
No $3,700,000
TS
M
1
0
H
a
l
l
B
o
u
l
e
v
a
r
d
Ar
t
e
r
i
a
l
C
o
r
r
i
d
o
r
Ma
n
a
g
e
m
e
n
t
Pr
o
v
i
d
e
A
r
t
e
r
i
a
l
C
o
r
r
i
d
o
r
M
a
n
a
g
e
m
e
n
t
fr
o
m
P
a
c
i
f
i
c
H
i
g
h
w
a
y
-
9
9
W
t
o
t
h
e
s
o
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t
h
te
r
m
i
n
u
s
O
D
O
T
/
T
i
g
a
r
d
Ne
a
r
-
Te
r
m
No $1,900,000
TS
M
1
1
S
c
h
o
l
l
s
F
e
r
r
y
R
d
Ar
t
e
r
i
a
l
C
o
r
r
i
d
o
r
Ma
n
a
g
e
m
e
n
t
Pr
o
v
i
d
e
A
r
t
e
r
i
a
l
C
o
r
r
i
d
o
r
M
a
n
a
g
e
m
e
n
t
fr
o
m
R
i
v
e
r
R
o
a
d
t
o
H
a
l
l
B
o
u
l
e
v
a
r
d
OD
O
T
/
WA
C
O
/
T
i
g
a
r
d
Mi
d
-
Te
r
m
Yes $4,200,000
Th
e
pr
o
j
e
c
t
ti
m
e
l
i
n
e
s
id
e
n
t
i
f
i
e
d
in
Ta
b
l
e
5‐
2 ar
e
de
p
i
c
t
e
d
in
Fi
g
u
r
e
5‐
9,
Fi
g
u
r
e
5‐
10
,
an
d
Fi
g
u
r
e
5‐11
.
Th
e
fi
r
s
t
fi
g
u
r
e
shows only near‐term
pr
o
j
e
c
t
s
;
Fi
g
u
r
e
5‐
10
sh
o
w
s
th
e
co
m
b
i
n
e
d
Ne
a
r
‐
Te
r
m
an
d
Mi
d
‐
Te
r
m
pr
o
j
e
c
t
s
.
Fi
g
u
r
e
5‐
11
sh
ow
s al
l
of
th
e
pl
a
n
n
e
d
projects.
16
Al
l
ro
a
d
pr
o
j
e
c
t
s
in
c
l
u
d
e
bi
c
y
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an
d
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d
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s
t
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a
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fa
c
i
l
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t
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e
s
,
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n
s
i
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t
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n
t
wi
t
h
th
e
st
r
e
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t
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s
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st
a
n
d
a
r
d
s
fo
r
th
e
st
r
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t
cl
a
s
s
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f
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a
t
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o
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.
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9
62
55
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10
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58
52
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SUMMER LAKE PARK
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B1
5
B1
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12
4
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d
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3
7
P3
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8
38
8
17
95
´
00.250.50.125
Miles
** The information represented on thismap is current as of February 28, 2010.Revisions will be made as newdecisions or amendments occur to alterthe content of the map.
Tigard UrbanPlanning Area
Figure 5-9
Road Improvements
Road Improvement
Complete Streets
Sidewalk
Bike Lane
Bike Boulevard
New Facilities
New Road
Multi-Use Path
Existing Facilities
Major Roads
Local Roads
Multi-Use Path
Other Map Elements
!TC Transit Center
Tigard City Boundary
Water
Parks
³HCT Corridor
Neighborhood Path
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(adds sidewalks andbike lanes)
(includes pedestrianand bike facilities)
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NORTH DAKOTA ST ¬«217
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DOWNTOWNINSET
Intersection Project##
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to Tualatin
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9
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94
95
24
´
00.250.50.125
Miles
** The information represented on thismap is current as of February 28, 2010.Revisions will be made as newdecisions or amendments occur to alterthe content of the map.
Tigard UrbanPlanning Area
Figure 5-10
Road Improvements
Road Improvement
Complete Streets
Sidewalk
Bike Lane
Bike Boulevard
New Facilities
New Road
Multi-Use Path
Existing Facilities
Major Roads
Local Roads
Multi-Use Path
Other Map Elements
!TC Transit Center
Tigard City Boundary
³HCT Corridor
Neighborhood Path
Near/Mid-TermTransportationImprovements
(adds sidewalks andbike lanes)
(includes pedestrianand bike facilities)
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NORTH DAKOTA ST ¬«217
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I
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72
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T
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L
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78TH AVE
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60
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BULL MOUNTAIN RD
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** The information represented on thismap is current as of February 28, 2010.Revisions will be made as newdecisions or amendments occur to alterthe content of the map.
Tigard UrbanPlanning Area
Figure 5-11
Road Improvements
Road Improvement
Complete Streets
Sidewalk
Bike Lane
Bike Boulevard
New Facilities
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Multi-Use Path
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Multi-Use Path
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!TC Transit Center
Tigard City Boundary
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Parks
HCT Corridor
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!TC
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City of Tigard 2035 Transportation System Plan – DRAFT September
2010
Transportation System Plan
89
SPECIAL AREAS
The following section identifies the three areas within the City ‐‐ Tigard Triangle, Washington
Square Regional Center, and Downtown ‐‐ with growth opportunities but also significant
transportation challenges. Each of the three areas is described below, including a summary of
current transportation challenges and following by strategies for infrastructure investments which
are depicted in Figures 5‐12 through 5‐15.
In addition to improvement projects, this 2035 TSP identifies non‐SOV mode split targets for the
Tigard Triangle that are higher than required by the Metro RTP (see Table 5‐3). Achieving these
targets will require integrated land use and parking management strategies.
Land Use Planning
Each of these areas is designated for significant housing and employment growth. The land in the
Tigard Triangle is zoned for commercial development (west of 72nd Avenue) and mixed‐use
development (east of 72nd Avenue). Development of commercial and residential uses in close
proximity to each other promotes walking trips for commute trips and non‐commute travel. These
opportunities can be captured by incorporating densities, mixed‐uses, design standards and other
land use strategies in the overall planning efforts for the areas.
An initial look at land use alternatives will occur with the initial phases of HCT planning.
Development patterns that support HCT ‐‐ such as mixed uses, higher densities, pedestrian
orientation ‐‐ will encourage the public investments necessary to implement HCT. As future
transportation and land uses studies for HCT move forward, they will help to identify
complementary land use and transportation investments to support HCT and other transit service
to Tigard.
Parking Management
Parking management will be a critical component of creating travel options to and from each sub‐
area. Adequate parking is essential to economic vitality; at the same time too much parking can
degrade the pedestrian environment and cause excessive physical space dedicated to parking. A
review of parking requirements and parking management measures is warranted in conjunction
with land use planning for these areas. In particular, as more emphasis and investment is directed
toward walk, bike, and transit trips, the amount of parking and the way that it is used will be
modified to support the priority purposes of each subarea.
Tigard Triangle
The Tigard Triangle is a priority opportunity for community development and economic activity.
The Triangle has long been a retail and commercial hub within the City. Today, the Triangle is zoned
for commercial and mixed‐use development and is identified as an area of significant future growth
in housing and jobs.
Although the area is bordered by three major regional roadways, in many ways those roadways
function as barriers to access the Triangle. Travel to and from the Tigard Triangle is funneled from
September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
90
Pacific Highway via 72nd Avenue, Dartmouth Street and 68th Parkway; the Highway 217/72nd Avenue
interchange; the northbound I‐5 interchange with Haines Street; and, the southbound I‐5
interchange with Dartmouth Street.
Access to and from the Tigard Triangle area is and will remain a critical issue to the success of the
Tigard Triangle area. The majority of employees and customers traveling to the area on City streets
access the Tigard Triangle area off of Pacific Highway. There is considerable congestion on Pacific
Highway in the vicinity of the Tigard Triangle and this congestion is forecast to worsen with future
development and regional growth.
A second issue with the Tigard Triangle relates to non‐auto mobility/circulation to/from and within
the area. The Triangle area as a whole is generally sloping downward from Pacific Highway and I‐5
to Highway 217. The topography makes pedestrian and bicycle transportation more difficult. These
conditions are worsened by incomplete bicycle and pedestrian systems within the Triangle.
At the broadest level, options for improving access to the Tigard Triangle area fall into the
following categories:
• Provide additional intersection and roadway capacity improvements to improve traffic
operations at the boundary streets.
• Minimize additional roadway capacity infrastructure investment and focus on travel
demand management (TDM) programs.
• Provide better facilities for alternative modes (transit, bicycles, pedestrians, etc.)
• Create a mix of critical additional capacity and implementing TDM programs.
Infrastructure Investments
Figure 5‐12 shows the planned roadway improvement projects related to access to the Tigard
Triangle. Within the Triangle, the improvement projects include several capacity enhancements to
existing roadways, extension of Atlanta Street to connect 68th Avenue and Dartmouth, and a new
Highway 217 overcrossing connecting to Hunziker Street to Hampton Street. The Atlanta Street
extension and Hunziker Street overcrossing would provide needed additional circulation options
for auto and non‐auto modes of transportation within the Tigard Triangle. In addition, the
Hunziker Street overcrossing would provide an additional access to the Tigard Triangle area from
the south and west.
!TC
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** The information represented on thismap is current as of February 28, 2010.Revisions will be made as newdecisions or amendments occur to alterthe content of the map.
Tigard UrbanPlanning Area
Figure 5-12
Road Improvements
Road Improvement
Complete Streets
Sidewalk
Bike Lane
Bike Boulevard
New Facilities
New Road
Multi-Use Path
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!TC Transit Center
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Water
Parks
³HCT Corridor
Neighborhood Path
Tigard TrianglePlannedImprovements
(adds sidewalks andbike lanes)
(includes pedestrianand bike facilities)
Intersection Project##
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September 2010 2035 Tigard Transportation System Plan - DRAFT
Transportation System Plan
92
The plan also includes widening 72nd Avenue (arterial) and Dartmouth Street (collector) to five
lanes. Without careful design of both facilities, these could end up functioning as a surrogate for I‐5
travel and could become significant pedestrian and bicycle barriers within the Tigard Triangle. An
initial step toward realizing these projects is a corridor study (see Table 5‐4) to review street cross
sections and potential parallel routes. Specific project considerations for the Tigard Triangle can be
found in Technical Memorandum #5 in the Volume 3 Technical Appendix.
Washington Square Regional Center
The Wa s hington Square Regional Center (WSRC) is the only designated Regional Center in the City
of Tigard. It is primarily designated for mixed‐use development and is an area of the City with
significant forecast job growth. Some of the highest job growth in the WSRC is on the west side of
Highway 217 both in Tigard (south of Scholls Ferry Road) and Beaverton (north of Scholls Ferry
Road). This is why the Washington Square Regional Center (WSRC) Plan, completed in 1999,
included major infrastructure investments aimed at connecting the Washington Square Mall with
the land uses on the west side of Highway 217.
The WSRC is criss‐crossed by Highway 217, Scholls Ferry Road, and Greenburg Road and partially
bounded by Hall Boulevard and Fanno Creek. Travel in and out of the area is primarily funneled
through the Highway 217/Scholls Ferry Road and Highway 217/Greenburg Road interchanges and
the Scholls Ferry Road/Hall Boulevard intersection. All of these facilities are under the jurisdiction
of either ODOT or Washington County and currently experience significant peak hour congestion
and queuing.
The WSRC has a transit center at Washington Square served by TriMet Routes 43, 45, 56, 62, 76, and
78 connecting it to the Beaverton, Sunset, Tigard, and Lake Oswego Transit Centers, as well as the
City of Tualatin and downtown Portland. It also has a Westside Express Service (WES) commuter
rail station located on the west side of Highway 217 near Hall Boulevard. Although all of the major
facilities in the WSRC have sidewalks (with the exception of segments of Greenburg Road), the size,
traffic volumes, and design of all of the intersections and roadways within the WSRC do not create
a very desirable environment for pedestrians to travel within the WSRC. Similarly, the absence of
bicycle lanes on Greenburg Road and around of the Highway 217 ramp terminals on Scholls Ferry
Road compromise cycling access to the WSRC.
The WSRC is an important regional center in Tigard and Washington County. Multi‐modal access
and accommodation of growth continue to be priorities. Options for improving access to the WSRC
area fall into the following categories:
• Provide better facilities for alternative modes (transit, bicycles, pedestrians, etc.)
• Focus on travel demand management (TDM) programs to optimize existing roadway
infrastructure.
• Provide intersection and roadway capacity improvements to improve traffic operations at
the boundary streets.
City of Tigard 2035 Transportation System Plan – DRAFT September
2010
Transportation System Plan
93
Additionally, the WSRC Master Plan is identified for a review and potential update (See Table 5‐4).
Infrastructure Investment
Figure 5‐13 shows the planned improvement projects serving the WSRC vicinity. The 1999 WSRC
Plan proposed two bridges and roadways to connect the WSRC across Highway 217 to reduce the
magnitude of this barrier: the northern crossing extended from Washington Square Mall Road
across Highway 217 connecting to Cascade Avenue; the southern crossing conceptually extending
Locust Street across Highway 217 to Nimbus Avenue. The connectivity benefits of these two
roadway extensions would be enhanced by extending Nimbus Avenue south roughly parallel to the
WES Commuter Rail tracks to Greenburg Road. Although these facilities would provide secondary
circulation to Highway 217 and improve multi‐modal access to the Washington Square Area, they
are not considered feasible due to their high cost and likely significant environmental impacts. As
shown in Figure 5‐13 the 2035 TSP modifies the northern crossing for pedestrians and bicyclists
only, but is not identified as a vehicle connection due to cost and constructability constraints.
Other infrastructure improvements planned within the WSRC include the southern Highway 217
crossing connecting Nimbus Avenue to Locust Street, pedestrian improvements throughout the
WSRC, bicycle lanes on Greenburg Road, street connectivity enhancements on Oak Street, Lincoln
Street, and Locust Street, and intersection and roadway capacity enhancements on Greenburg
Road, Scholls Ferry Road, and Hall Boulevard. Specific project considerations can be found in Technical
Memorandum #5 in the Volume 2 Technical Appendix.
Downtown
The City of Tigard is committed to creating a downtown that is active, has a compact urban form,
and provides multi‐modal access and circulation. Public investments and planning activities for
downtown are intended to provide a catalyst for economic development. Significant growth in
downtown is planned for both employment and housing uses.
Downtown is primarily located south of Pacific Highway between Hall Boulevard and Fanno Creek
but also extends north of the Pacific Highway near Greenburg Road and Hall Boulevard. Pacific
Highway and Hall Boulevard are the primary access routes to the downtown area. Pacific Highway
currently experiences significant peak hour congestion and queuing which also impacts travel on
Hall Boulevard. The Pacific Highway viaduct over the railroad tracks creates a grade separation
between Pacific Highway and Main Street and limits both access and visibility to the Downtown
from the highway.
Downtown Tigard has a transit center which is served by Tr imet Routes 12, 45, 64, 76, and 78
connecting it to the Beaverton Transit Center, Sherwood, Lake Oswego, Tualatin, and downtown
Portland. The Tigard Transit Center is also served by WES Commuter Rail. The existing transit
service available to Downtown Tigard, combined with future plans to enhance WES service and
provide high capacity transit along the Pacific Highway corridor, position Downtown to have
transit service that can support increased employment and residential growth in the area despite
existing congestion along Pacific Highway.
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** The information represented on thismap is current as of February 28, 2010.Revisions will be made as newdecisions or amendments occur to alterthe content of the map.
Tigard UrbanPlanning Area
Figure 5-13
Road Improvements
Road Improvement
Complete Streets
Sidewalk
Bike Lane
Bike Boulevard
New Facilities
New Road
Multi-Use Path
Existing Facilities
Major Roads
Local Roads
Multi-Use Path
Other Map Elements
!TC Transit Center
Tigard City Boundary
Parks
Water
HCT Corridor
Neighborhood Path
WSRCPlannedImprovements
(adds sidewalks andbike lanes)
(includes pedestrianand bike facilities)
Intersection Project##
Future Facilities
(includes pedestrianand bike facilities)
"TSM
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11
Roadway Project"##
City of Tigard 2035 Transportation System Plan – DRAFT September
2010
Transportation System Plan
95
Although Pacific Highway and Hall Boulevard have sidewalks and bicycle lanes (with the
exception of a few gaps in the sidewalk system on Hall Boulevard), the lack of local and collector
street connectivity and existing roadway geometry within the downtown area do not create a very
desirable environment for pedestrians and bicyclists to travel within the downtown.
At the broadest level, options for improving access to the downtown area fall into the following
categories:
• Improve local and collector roadway connectivity to and within Downtown.
• Provide better facilities for alternative modes (transit, bicycles, pedestrians, etc.)
• Enhance intersection capacity on Pacific Highway to increase access the ability to cross and
access Pacific Highway from Walnut Street, Greenburg Road, and Hall Boulevard.
Infrastructure Investment
Figure 5‐14 shows the additional multi‐modal improvement projects related to the Downtown area
which include Main Street streetscape improvements, a mixed‐use trail along the rail corridor, and
Ash Street extensions east across the railroad tracks and west and north to Pacific Highway. Specific
project considerations can be found in Technical Memorandum #5 in the Volume 2 Technical Appendix.
!TC
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** The information represented on thismap is current as of February 28, 2010.Revisions will be made as newdecisions or amendments occur to alterthe content of the map.
Tigard UrbanPlanning Area
Figure 5-14
Road Improvements
Road Improvement
Complete Streets
Sidewalk
Bike Lane
Bike Boulevard
New Facilities
New Road
Multi-Use Path
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!TC Transit Center
Tigard City Boundary
Parks
Water
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DowntownPlannedImprovements
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(includes pedestrianand bike facilities)
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City of Tigard 2035 Transportation System Plan – DRAFT September
2010
Transportation System Plan
97
ADDITIONAL TRAVEL MODES
This section summarizes the planned facilities for rail, air, water and pipeline needs in the City of
Tigard.
Rail
Railroad tracks traverse Tigard from its northern boundary to the southeast where the tracks cross
the Tualatin River into the City of Tualatin and further south (parallel to I‐5 to just north of Salem).
Another set of tracks, just south of Bonita Rd., turns east to Lake Oswego/Milwaukie and Southeast
Portland. North of Tigard, the tracks go on into Beaverton and Hillsboro. They are both owned by
Portland & Western (P&W), a sister company of Willamette & Pacific (W&P) Railroad.
Presently all the grade crossings of the railroad and roadways in Tigard are controlled by gated
crossings. There are a few private crossings which are not gated. Grade separation of the railroad
crossings has not been determined to be necessary at any of the existing crossings. The highest
volume at‐grade crossing in Tigard is on Scholls Ferry Road. Because of the close proximity of the
rail crossing to the Highway 217 interchange, potential future improvements on Highway 217
should consider the operational need of Scholls Ferry Road south of Highway 217 17.
A commuter rail system, linking Wilsonville and Beaverton/Hillsboro currently operates on the
P&W between Beaverton and Wilsonville. The system travels through Tigard with one stop in
downtown Tigard. The RTP has plans to increase the frequency of service on this line which is
supported by the city
Pedestrian/Bicycle Railroad Crossings
The existing freight and commuter rail corridor presents a barrier to access for pedestrians and
bicyclists in Tigard. Although new multi‐use pathways are desirable, current ODOT Rail policy
related to at‐grade crossings is to reduce the number of at‐grade rail crossings. In particular, the
2001 Oregon Rail Plan expresses a desire for a reduction in at‐grade railroad crossings within
Tigard.
There are nine at‐grade railroad crossings in Tigard, and one grade‐separated crossing at Highway
99W. Of the ten crossings, six have existing sidewalks and five have bicycle facilities. Several track
crossings are currently “demand” trails and not part of the formal or approved transportation
system. These are worn paths across the tracks and could be used as locations for potential future
17 Outside the 20 year perspective of this plan, it may become necessary to consider a grade separation of the
railroad crossing. While not part of this TSP, this concept should be considered in future planning of the
Scholls Ferry Corridor. A grade separation concept may include a viaduct Scholls Ferry Road from Highway
217 to south of Nimbus. Urban interchanges would need to be designed for Nimbus and Cascade. This
viaduct approach may preclude the need for seven lanes on Scholls Ferry Road. This type of alternatives
analysis would be necessary in the project development of any Scholls Ferry Road widening, Highway 217
widening and/or rail crossing changes.
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grade‐separated crossings for pedestrians and bicyclists. Currently, Grant Avenue ends at Tigard
Street near the railroad tracks, directly across from 95th Avenue. There is a worn path across the
tracks connecting these two roadways. There is another demand trail where Katherine Street ends
at the west side of the railroad tracks.
In addition to crossings with existing demand, additional connections across the railroad tracks to
the Tigard Transit Center would benefit pedestrians and bicyclists accessing transit lines. Currently,
there are two connections on either side of the transit center, at Main Street and Hall Boulevard, but
these crossings are nearly 1,500 feet apart.
Any potential crossings needed for future multi‐use pathways, for instance connecting the Fanno
Creek Trail with regional destinations such as the Tigard Triangle and the Washington Square
Regional Center will need to be coordinated with ODOT Rail to ensure consistency with their
policies.
Air
Tigard is served by the Portland International Airport, located in Northeast Portland on the
Columbia River. The Portland International Airport is a major air transportation and freight facility,
which serves Oregon and Southwest Washington. It provides a base for over twenty commercial
airlines and air freight operations. Ground access to Portland International Airport from Tigard is
available by automobile, taxi and shuttle, and light rail which is not located in Tigard but has
connecting service in Tigard via bus and the Westside Express Service.
Tigard is also served by the Portland‐Hillsboro Airport, a general aviation facility located in the
north central portion of the Hillsboro. The airport facility is owned and operated by the Port of
Portland as part of the Port’s general aviation reliever system of airports. The Port of Portland
maintains a Master Plan for this facility.
No airports exist or are expected within the City in the future. Therefore, no policies or
recommendations in this area of transportation are provided for Tigard.
Water
The Tualatin River is located along the southern border of Tigard. It is used primarily for
recreational purposes. No policies or recommendations in this area of transportation are provided.
Pipeline
There are high pressure natural gas feeder lines owned and operated by Northwest Natural Gas
Company along several routes in Tigard. The locations of these lines are not identified due to
potential security concerns. No future pipelines are expected within the City. No changes to policies
or investments are included in the 2035 TSP.
Section 6
Transportation Funding
Element
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Transportation Funding Element
The 2035 Tigard Transportation System Plan (2035 TSP) includes projects under the jurisdiction of
the city, state, county, and other local jurisdictions. By extension, transportation capital
improvements are typically funded through a combination of state, city, county, and private funds.
This section documents Tigard’s projected transportation revenues and estimated project costs, as
well as summarizing other potential revenue sources.
ESTIMATED TRANSPORTATION REVENUES
Tigard’s transportation revenues were projected based on historic trends. Available funds are
typically split between operating expenditures (i.e maintenance, services, materials) and capital
expenditures (i.e. new roadways, or pedestrian/bicycle facilities). The majority of the projects
included in this document are considered capital expenditures. Table 6‐1 provides a summary of
the funding types available, the forecast revenues and the potential application of these revenues
(operating, capital, or maintenance). As shown, the City of Tigard currently estimates revenues for
transportation from 2011 to 2035 to be approximately $1,750,000 per year (2009 dollars) for capital
expenditures.
TABLE 6-1 FUTURE CITY TRANSPORTATION REVENUES
FOR CAPITAL PROJECTS (2009 DOLLARS)
Source
Forecast
Annual City
Revenues
Typical Use of
Funds (Operating
or Capital)
Forecast Annual
City Capital
Revenues
Percentage of
Total Forecast
Capital Revenues
State Motor Vehicle Fund $3,000,0001 Operating (75%)
Capital (25%) $750,0001 43%
County Gas Tax $200,000 Operating (75%)
Capital (25%) $50,000 3%
City Gas Tax $650,000 Capital (100%) $650,000 37%
TIF & TDT $300,000 Capital (100%) $300,000 17%
Street Maintenance Fees $1,700,0002 Maintenance (100%) $0 0%
Annual Total $1,750,000 100%
0-5 Year Revenues $8,750,000
6-10 Year Revenues $8,750,000
11-15 Year Revenues $8,750,000
16-25 Year Revenues $17,500,000
25 Year Capital Revenues $43,750,000
1 Once State Transportation Bill takes full effect in FY 2012/2013
2 $800,000 in 2010-11, $1,175,000 in 2011-12, $1,552,000 in 2012-13, $1,700,000 each year after.
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• The State Motor Vehicle fund has provided and will likely continue to provide the most
significant portion of the funding for Tigard’s transportation system. A major component of
the State Motor Vehicle fund is a fuel tax (per gallon).
• Together, the City and County Gas Taxes provides the second largest source of
transportation funding to the city. It should be noted that House Bill 2001 passed in the 2009
legislative session prohibits cities from raising fuel taxes between 2009 and 2014. Although
the gas tax is recessive as vehicle efficiency increases, this is expected to be balanced out by
the anticipated overall increase in vehicle miles traveled projected within the city.
• Transportation Impact Fees (TIFs) and Transportation Development Taxes (TDTs) are an
excellent source of revenues for growth‐required needs, but TIFs and TDTs are only
collected on development activity, so the revenues stream from TIFs and TDTs are volatile
depending on market conditions.
• The MSTIP is the Washington County Major Streets Transportation Improvement Program.
The majority of county‐funded road improvement projects are paid for via MSTIP using
local property taxes. It is difficult to project how much MSTIP funds will be spent on county
roads within the City of Tigard on any given cycle. The amount provided above represents
an anticipated annual average.
Bonds were not considered as a potential revenue source as they do not increase revenue; rather,
they allow the city to spend several yearsʹ worth of anticipated revenues over a short period of time.
In addition to the general revenue sources identified in Table 6‐1, Wa s hington County and ODOT
typically allocate funding to projects within the City on their facilities. Estimates of annual revenues
that are not at the discretion of the City but that are spent on roadway facilities within the City are
shown Table 6‐2.
TABLE 6-2 FORECAST NON-CITY TRANSPORTATION REVENUES
FOR CAPITAL PROJECTS (2009 DOLLARS)
Source
Forecast Annual
Non-City Capital
Revenues
Percentage of
Total Forecast
Non-City Capital
Revenues
MSTIP Funds used in City $500,0001 50%
Potential State/Federal Fees used in City $500,0001 50%
Annual Total $1,000,000 100%
0-5 Year Revenues $5,000,000
6-10 Year Revenues $5,000,000
11-15 Year Revenues $5,000,000
16-25 Year Revenues $10,000,000
25 Year Revenues (Cumulative) $25,000,000
1 Project specific. Amount listed is an estimate based on historical annual average.
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ESTIMATED TRANSPORTATION PROJECT COSTS
The estimated costs of the comprehensive multimodal improvements identified in Section 5 are
summarized in Table 6‐3.
TABLE 6-3 TRANSPORTATION PROJECT COST SUMMARY BY PRIORITY
PRIORITY ALL PROJECTS FINANCIALLY
CONSTRAINED LIST
Near-Term $213,810,000 $168,330,000
Mid-Term $196,770,000 $94,760,000
Long-Term $247,310,000 $20,190,000
TOTAL $657,310,000 $283,280,000
As shown in the table, the total project costs far exceed the approximately $69 million in
transportation revenue that will be available to the City for capital improvements over the planning
horizon. There are several reasons for the significant discrepancy between anticipated City
resources and estimated costs.
First, it is understood that many of the projects identified in Section 5 will not be constructed within
the planning horizon of the TSP. However, it is valuable to identify these projects as potential
solutions to existing and forecast needs. Identifying these potential transportation improvements
helps ensure that the City preserves right of way for future projects and also that it can respond to
opportunities in transportation and land development.
Also, the majority of transportation projects will require partnerships with other agencies or private
developers. In some cases, the City may be responsible for a small percentage of project costs. This
is especially true of large projects on county or state owned facilities, such as interchanges projects
on the freeway system. In some cases projects will be constructed as part of larger developments
and will be funded in part by private developers. The financially constrained project list
incorporates potential capital from all known public and private sources.
OTHER POTENTIAL FUNDING SOURCES
There is a significant disparity between the total cost of the projects identified in the 2035 TSP and
the projected revenues. Some additional potential local transportation system funding sources the
City may wish to consider include: 1) transportation utility fees, 2) urban renewal districts and/or 3)
local improvement districts (LIDs). Each of these alternative funding sources is described below,
followed by descriptions of several state grant programs for transportation funding.
Transportation Utility Fee
The City of Tigard currently has a Street Maintenance Fee which is a form of a Transportation
Utility Fee. The City’s current fee is dedicated to street maintenance projects only. Transportation
Utility Fees are based on consideration of transportation systems as utilities just like public water,
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wastewater, or stormwater systems. Fees are typically assessed by usage (e.g., average vehicle trips
per development type). A growing number of cities in Oregon are adopting transportation utility
fees that also fund capital projects, including pedestrian and bicycle projects.
Urban Renewal District
An Urban Renewal District is an area that is designated by a community as a “blighted area” to
assist in revitalization. Funding for the revitalization is provided by urban renewal taxes, which are
generated by the increase in total assessed values in the district from the time it was first
established. Tigard has an established urban renewal districts in the downtown area of the City.
Urban Renewal dollars can be used to fund infrastructure projects such as roadway, sidewalk, or
transit improvements. Since funding relies on taxes from future increases in property value, the
City may seek to create a District where such improvements will likely result in such an increase.
Local Improvement Districts (LIDs)
Under a Local Improvement District (LID), a street or other transportation improvement is built
and the adjacent properties that benefit are assessed a fee to pay for the improvement. LID
programs have wide application for funding new or reconstructed streets, sidewalks, water/sewer
or other public works projects. The LID method is used primarily for local or collector roads,
though arterials have been built using LID funds in certain jurisdictions.
State Grant Programs
The following programs provide project specific grants for transportation funding and should be
explored on an on‐going basis.
Community Development Block Grants (CDBG)
CDBG Program funds are offered through the Federal Department of Housing and Urban
Development although administered through the state. To receive CDBG funds, cities must
compete for grants based upon a formula that includes factors such as rural/urban status,
demographics, local funding match, and potential benefits to low‐to‐moderate income residents,
including new job creation. CDBG funds can also be used for emerging public work needs.
Special Public Works Funds (SPWF) and Immediate Opportunity Funds (IOF) — Lottery Program
The State of Oregon through the Economic and Community Development Department provides
grants and loans to local governments to construct, improve, and repair public infrastructure in
order to support local economic development and create new jobs.
SPWF and IOF funds have been used in a number of cities for the construction of water, sewer, and
limited street improvements. These funds are limited to situations where it can be documented how
a project will contribute to economic development and family‐wage job creation.
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State Bicycle-Pedestrian Grants 18
ODOT’s Bicycle and Pedestrian Program administers two grant programs to assist in the
development of walking and bicycling improvements: local grants and Small‐Scale Urban Highway
Pedestrian Improvement (SUPI) programs. For both these grants, cities that have adopted plans
with identified projects will be in the best position to receive grants. Cities and counties can apply
for local grants for bicycle and pedestrian projects within the right‐of‐way of local streets. Local
grants up to $100,000 are shared 80% State and 20% local. Projects that consider the needs of
children, elderly, disabled, and transit users are given special consideration.
In the SUPI process, cities and counties help ODOT identify sections of urban highways where
improvements are needed. Examples of eligible projects include:
• completing short missing sections of sidewalks;
• ADA upgrades;
• crossing improvements (e.g., curb extensions, refuges, crosswalks); and,
• intersection improvements (e.g., islands and realignment)
SUPI projects are located on highways that have no modernization projects scheduled for the
foreseeable future. Projects that have a local funding match are typically viewed the most favorably
because this indicates strong local support. Projects on highways that cost more than $100,000,
require right‐of‐way, or have environmental impacts need to be submitted to ODOT for inclusion in
the STIP. Cities and counties can apply annually for bike path or sidewalk grants of projects they
have selected. Grants for projects on local street systems have a match of 20 percent and projects
next to state highways have a lower match requirement. Bicycle‐pedestrian grants are generally
below $125,000 per project. Project evaluation and selection is made annually statewide by the
Statewide Bicycle/Pedestrian Committee.
ODOT Transportation Enhancement Program
The ODOT Transportation Enhancement program provides federal highway funds for projects that
strengthen the cultural, aesthetic, or environmental value of the transportation system. The funds
are available for twelve “transportation enhancement activities,” which are categorized as:
• Pedestrian and Bicycle projects;
• Historic Preservation related to surface transportation;
• Landscaping and Scenic Beautification; and
• Environmental Mitigation.
18 Source: http://www.oregon.gov/ODOT/HWY/BIKEPED/docs/mainstreethandbook.pdf
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The Enhancement Program funds special or additional activities not normally required on a
highway or transportation project. So far, Oregon has funded more than 150 projects for a total of
$63 million. Enhancement Grants are available through an ODOT process that awards construction
funds for three fiscal year periods at a time with applications typically due in spring. The most
recent application was in 2008 to fund projects in 2011 to 2013.
State Parks Funds
Recreational Trails Grants are national grants administered by the Oregon Parks and Recreation
Department (OPRD) for recreational trail‐related projects, such as hiking, running, bicycling, off‐
road motorcycling and all‐terrain vehicle riding. OPRD gives more than $4 million annually to
Oregon communities and has awarded more than $40 million in grants across the state since 1999.
Section 7
Implementation Plan
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Implementation Plan
The Transportation Planning Rule (TP), as codified in OAR 660‐012‐0020(2)(h), requires that local
jurisdictions identify land use regulations and code amendments needed to implement the TSP and
include them as the implementation element of the TSP. To that end, recommended changes to the
City’s planning regulations need to implement the TPS are provided in Technical Memorandum #6:
Draft Implementation Plan in Volume 2 of the Technical Appendix.
The implementation measures are based primarily on policy and code deficiencies that were
identified in the Document Review and Issues Report (Issues Report), Technical Memorandum 2 in
Volume 2 of the Technical Appendix, which assessed the consistency of the existing Tigard TSP and
Community Development Code with regulatory requirements. The implementation measures also
reflect projects and recommendations in the TSP as well as discussions with project team members.
The recommended implementation measures address the needs of the transportation dependent
and disadvantaged; system connectivity; ways of supporting and promoting walking, biking, and
taking transit; and the treatment of transportation facilities in the land use planning and permitting
process. Most of the measures involve changes to the Tigard Community Development Code
(TCDC), or “code.”
The implementation measures that reflect strategies identified in the TSP emphasize maximizing
the capacity of existing and recommended facilities, and in particular encouraging modes other
than driving alone because an increase in transit, walk, and bike mode shares is essential to the
future transportation system in Tigard. These measures constitute a combination of potential
amendments to the City’s code or Comprehensive Plan, as well as additional planning, and
administration and programming to be coordinated by the City.
Section 8
Glossary
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Glossary
ACM: Active Corridor Management: strategies to improve traffic flow by expanding traveler
information and upgrading traffic signal equipment and timing
Bio‐swale: A landscape element that captures storm water and filters pollutants before allowing the
water enters the drainage system
CAC: Citizen Advisory Committee
Complete street: Roadway optimized for multi‐modal transportation, including facilities for motor
vehicles, pedestrians and bicycles, and providing drainage and landscaping where appropriate
GHG: Greenhouse gas
HCT: High capacity transit
LOS: Level of Service; average delay experienced by motor vehicles at an intersection
Mode share: percentage of travel using a particular mode (e.g. biking, walking, driving, etc.)
Multi‐modal (transportation system): a transportation system accommodating multiple travel
modes, including motor vehicles, pedestrians, transit, and bicycles
NTM: Neighborhood Traffic Management: utilization of traffic control devices in residential
neighborhoods to slow traffic or possibly reduce the volume of traffic; also called ʺtraffic calmingʺ
OAR: Oregon Administrative Rules
ODOT: Oregon Department of Transportation
ORS: Oregon Revised Statutes
Pedestrian‐actuated: Activated by pedestrian, either by push‐button or sensor
RTP: Regional Transportation Plan: for the Portland region, the RTP is developed by Metro to
provide a regional framework for transportation planning and investment, including
implementation of Metroʹs 2040 Growth Concept
SOV: Single occupancy vehicle
TAC: Technical Advisory Committee
TDM: Travel (or Transportation) Demand Management: any method intended to shift travel
demand from single occupant vehicles to non‐auto modes or carpooling, travel at less congested
times of the day, or help people reduce their need to travel altogether
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TSMO: Transportation System Management and Operations: TSMO is the term used in Metro’s
Regional Transportation Plan (RTP) Update emphasizing corridor management measures to
improve traffic flow on arterials. Measures include strategies such as traveler information,
upgrading traffic signal equipment and timing, and signal enhancements that detect and prioritize
transit vehicles at signalized intersections
WACO: Washington County
WSRC: Washington Square Regional Center