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04/19/2010 - Packet : Completeness Review •TIGARD for Boards, Commissions and Committee Records CITY OF TIGARD Planning C o mlsslon Name of Board, Commission or Committee 04--ACk,— ?r) I �� Date of Meeting I have verified these documents are a complete copy of the official record. Doreen Laughlin Print Name "-LA-e'd"12' Signature 8-17-11 Date " City of Tigard E d Planning Commission Agenda TIGARD MEETING DATE: April 19, 2010; 7:00 p.m. MEETING LOCATION: City of Tigard—Town Hall 13125 SW Hall Blvd.,Tigard, OR 97223 1. CALL TO ORDER 7:00 p.m. 2. ROLL CALL 7:00 p.m. 3. COMMUNICATIONS—7:02 p.m. 4. CONSIDER MINUTES 7:10 p.m. 5. WORK SESSION— 7:12 p.m. CD WORK PLAN MATRIX RELATING TO PC GOALS 6. WORK SESSION —7:45 p.m. TRANSPORTATION SYSTEM PLAN UPDATE #1 7. ADJOURNMENT 9:15 p.m. PLANNING COMMISSION AGENDA—APRIL 19, 2010 City of Tigard I 13125 SW Hall Blvd.,Tigard,OR 97223 I 503-639-4171 I www.tigard-or.gov I Page 1 of1 CITY OF TIGARD PLANNING COMMISSION Meeting Minutes April 19, 2010 1. CALL TO ORDER President Walsh called the meeting to order at 7: 02 pm. The meeting was held in the Tigard Civic Center,Town Hall, at 13125 SW Hall Blvd. 2. ROLL CALL Present: Commissioners Anderson, Doherty, Gaschke, Hasman, Muldoon,Vice President Vermilyea, and President Walsh (7); Alternate Commissioners Schmidt and Shavey (2) Apologies: Commissioners Caffall and Fishel (2) Absent: None Staff Present: Darren Wyss, Sr. Planner; Doreen Laughlin, Sr. Administrative Specialist;Judith Gray, Sr. Transportation Planner, and Susan Hartnett, Assistant Community Development Director Others Present: Gretchen Buehner, Council Liaison 3. COMMUNICATIONS President Walsh brought a memo to the commissioners' attention. It was dated March 29th, and was from the City Arborist,Todd Prager. Walsh noted that Prager was asking the commission to select up to two members for consideration by Council to serve on the Urban Forestry Code Revisions Citizen Advisory Committee (UFCR CAC). Walsh asked if anyone was interested in volunteering for this committee. Alternate Commissioner Don Schmidt volunteered as a primary member,while President Walsh said he would be available as a secondary member;however,he is also a member of the Tree Board and, therefore,may not be able to attend all the meetings. No other communications were noted at this time. I:\LRPLN\Planning Commission\2010 PC Packets\419-10-2 WS's-CD Workplan Matrix;TSP Update No.1\Records Division Packet\2-tpc minutes 4-19-10.doc Page 1 of 8 4. CONSIDER MEETING MINUTES March 15th Meeting Minutes: President Walsh asked if there were any additions, deletions, or corrections to the minutes; there being none, Walsh declared the minutes approved as submitted. 5. WORK SESSION— CD WORK PLAN Susan Hartnett, Assistant Community Development Director spoke to this topic. She said, per the commissions' request, she had taken Ron Bunches memo regarding the Planning Commission work plan and made it more specific so far as projects and timelines, and in the form of a matrix. The matrix gives a good picture of what's going on up into 2011. The TSP is detailed with the timeline - as the dates are set already. Others are not as specific but a bit more general— and spoken of as in "seasons" — summer,winter, fall, etc. She explained that the light gray background on the items indicates less certainty - or questions still pending— where we're not sure of when, or if,we'll be getting to it. As a side note, Hartnett said she wasn't sure if the commissioners were aware of this, but the City is dealing with revenue shortfalls and has had to lay off some staff. She reported that the planners are all on full-time - in large part because there is so much going on with regard to Council goals. She said the work program is still moving (fluid). For example, since creating the Matrix, staff had spoken with Council and come up with an additional work program component which they're calling "regulatory reform." In addition, under land use projects on the second page of the matrix,is a use category update and minor sign code amendments. That will be folded into an umbrella, looking more broadly at the development code and where some structural changes are that may be beneficial. Staff will be coming back to the commission to discuss that after having a workshop with Council in May. QUESTIONS FROM COMMISSIONERS OF STAFF Walsh asked for more information with regard to staff changes, such as notification in the form of a memo or email. He would like staff to catch the commission up on what's going on - especially since it could affect the timing of things - another reason being that they may be asked by citizens/neighbors about the changes. Hartnett said she will forward the details by way of a memo first thing in the morning. Walsh also asked about the possibility of receiving (on a regular basis) some sort of chart or tabbed document showing where they're at on the Comprehensive Plan itself— from the 500 foot level—not the 10 foot level—perhaps by section— (or goal). He said "Where does that lay out—what about the next year, two years, five years? We may be talking about 2011, or even 2015." Hartnett said there are some goals that are considered "on-going." She said we could start by parsing out those that are ongoing, and putting them aside - as a "this is sort of how we do our business" - and then those that have a specific achievable goal - start to I:\LRPLN\Planning Commission\2010 PC Packets\419-10-2 WS's-CD Workplan Matrix;TSP Update No.1\Records Division Packet\2-tpc minutes 4-19-10.doc Page 2 of 8 think about the timing for those. She said she would work with Doreen Laughlin and the Long Range Planning intern on that. DISCUSSION REGARDING THE MATRIX (& TIGARD TRIANGLE) Walsh opened up the meeting to questions regarding the "Future Projects Matrix" (Exhibit A) that Hartnett had presented. Commissioner Vermilyea commented:I don't see the Tigard Triangle area plan on the matrix anywhere— why? Hartnett: We talked about submitting a TGM (Transportation Growth Management) grant for that and got push-back from both Metro and ODOT about doing another TGM grant when we have several going on. We are looking to do some changes in the Tigard Triangle that we think are consistent with recognizing its potential future as a mixed-use center— for example—tomorrow night at council we will talk about the potential to expand the Town Center designation to that Tigard Triangle area— at least get our "nose under the tent"— so that we are being consistent with our message to Metro about our interest in high capacity, and our willingness to support high capacity. I don't think we're ready both from a regional perspective as well as what our staffing capacity is to take that on in this coming fiscal year. I imagine it would be in the work program for the next fiscal year. We probably could add it as a grayed item if that would make you more comfortable to see it on the list—but it'd be pretty vague in terms of what we think it might look like. Vermilyea: Here's my concern -we've raised the Tigard Triangle Plan as a top priority of this commission for the past three years running. Council has recognijed that that's apriority. We've run into problems in terms of trying to figure out what we want to do with the Triangle. From a planning standpoint, the recession has actually been good from the Triangle's point of view because development hasn't outpaced our ability to try to guide growth there. If we're ever going to get ahead of development in that area, we have to start planning for it, and we have to do it now. I made it clear that the next thing we wanted to focus on after the Comp Plan update, which is now almost two years ago, was the Tigard Triangle Plan. We have yet to even begin to start thinking about when we're going to do that. And frankly, that frustrates me because I think we've been pretty consistent about the desire to start on that process. I don't know if we need to take a look and take some things off of this list but I feel strong that this—the Tigard Triangle - needs to be on the list of things we are going to do over the next 18 months to 2 years. If we don't, we are going to lose a vital opportunity. I cannot state it any more clearly than I just have. I'm not happy that this is not on the list. Walsh said he is in agreement with this. He would like to see it happen as well. Hartnett: I'd like to respond to this. There are a couple of things happening at the regional level that need to shake out a bit before we can begin to make an effective plan for the Tigard Triangle. I think some of the high capacity transit issues, particularly in terms of preliminary alignment discussions, need to take place and the discussions that are just beginning at the regional and state level about the transportation planning rule, and modifying its effect on areas like the Tigard Triangle, is essential. As long as we are I:\LRPLN\Planning Commission\2010 PC Packets\419-10-2 WS's-CD Workplan Matrix;TSP Update No.1\Records Division Packet\2-tpc minutes 4-19-10.doc Page 3 of 8 constrained by the floor area ratios that we currently are, because of the trip generation issues,we are not going to create an effective plan for that very precious piece of land. I don't disagree with that. I think there's time and, as I said,we could add this to the Matrix— I can't speak for Ron (Bunch) but I don't think he would disagree with me saying that in the next 18 months we will begin working on this but I don't see it, realistically, being well underway in the next 18 months. That's just realistic in terms of what the other priorities are and the work that's already underway through two other TGM grants. We really need to be careful to not stretch ourselves too thin and not be able to complete that work, because if we don't,we're less likely to get future grants and we really will need help financially to undertake a project of that scope. Commissioner Vermilyea: What we've been hearing for several years— that we can't do anything in the Triangle because we have a Trip Cap... because we have the ODOT problem._ we have the 72nd Avenue bridge problem... and now we're hearing we're constrained because we don't know where high capacity transit is going to go. HCT is not a done deal. So— to me, if we continue to use that line of thinking we are essentially ceding control of the process to entities that don't necessarily have this community in their best interest. They have other interests. I understand the issue with respect to the parking ratios agencies but we need to send the message that we are moving forward with an important part of our community, and this is what we want it to look like. ODOT and TriMet and Metro—I'm sure that_plan will have to be modified at some point;whatever it ends up being but we ought to be coming up with what is our ideal, irrespective of those other things. If we need to nyodi6 it to deal with the realities of those situations down the road, that's fine. We've been pounding on this mantra now for three years;that we want to begin planning in that area. I feel the Commission is not being heard and we have got to start making progress. A good start is putting it on the Matrix. Councilor Buehner interjected: "There has been discussion among the council members that we do need to get on to the Triangle. I happen to agree with Commissioner Vermilyea, personally. I have felt there's been some sort of disconnect between staff and both the commission and at least three of the councilors about this issue; that we really do need to start looking at it. I would rather put off the Downtown Circulation Plan and get started on the Triangle, if I were in the place to make those decisions. But I'm putting out that this issue has come up at Council Workshop as well." Judith Gray, Sr. Transportation Planner, said that she is working with the scopes of work for the upcoming high capacity transit station area study. She said "There is no scope yet for the multi-modal refinement studies that are planned for the corridors, but as we are developing those scopes,it is my intent that quite a bit will be looked at in the Triangle. This is exactly what the discussion was with ODOT, and from Metro as well,when they said -it seems redundant at best—because the HCT station area plan is going to include a wide swath of at least 60% of the Triangle. So while it won't be called that, it's going to be a big part of it so I think we're going to be able to begin those planning steps about land use, connectivity, and general circulation will be a big part of these upcoming studies. It had to take that direction to not be in conflict. I:\LRPLN\Planning Commission\2010 PC Packets\419-10-2 WS's-CD Workplan Matrix;TSP Update No.1\Records Division Packet\2-tpc minutes 4-19-10.doc Page 4 of 8 Vermilyea: This is the first time I'm hearing about this process. I think this information should have been communicated to the commission quite some time ago. I'm disappointed that this is the first we're hearing about it. There seems to be some disconnect going on in terms of communication as to what our priorities are and what's the progress on those things. Walsh: Since the Tigard Triangle is not on the agenda tonight and we really need to move this along-I propose a briefing a paper prepared—it doesn't have to be very long- on where we're at on the Triangle so we can get some background on this and everyone up to speed. Let's schedule some time for some discussion on this using the briefing as a basis at an upcoming meeting. Hartnett: We can do that. Doherty: We try to hide the Triangle, it seems. We've not had a briefing since I've been here - on the Triangle. We do need to hear the information—whether we like the plans or not. Hartnett: To do this will be helpful and show you how it's weaving through; being able to call out a number of these projects that have some overlap with the Triangle - to sort of crosscut it in a different direction and pull the Triangle out and talk about it and how it affects all these others may be a good thing too; to look at it from that direction as well. Vermilyea: I'm concerned that we have many ad hoc projects—I want to see the Triangle Plan drive the projects— not the projects drive the Plan. I feel it's a bit like the tail is wagging the dog right now. MATRIX REVISION REQUESTS At this point, President Walsh had some comments about the set-up of the Matrix. He said `Td ask that it be modified in a couple of different ways:Modift the far right column - the Comp Plan references— they're not useful at this level—I would rather have a status column with some bold points of where we're at... a priority column... and I'm missing the overall picture. If everything was laid down in chronological order—that would be helpful-perhaps a calendar form. I don't mind the time references being kind of vague—that's perfectly understandable." Hartnett: I'd like to integrate this with your monthly Planning Commission calendar. Walsh: I would like some idea of the sire of a project—Say... 2 full time equivalents for 6 months versus a project that is a month and a half at a full time equivalent. If we can add some sense of the staffing requirement— that would help us. I:\LRPLN\Planning Commission\2010 PC Packets\419-10-2 WS's-CD Workplan Matrix;TSP Update No.1\Records Division Packet\2-tpc minutes 4-19-10.doc Page 5 of 8 6. WORK SESSION —TIGARD TRANSPORTATION SYSTEM PLAN UPDATE NO. 1 Darren Wyss, Senior Planner, and Judith Gray, Sr. Transportation Planner, led this portion of the meeting. Wyss said this workshop is the first of three workshops on the adoption of the Draft 2035 Transportation System Plan (version 2). He mentioned that sections 6 & 7 were missing from the TSPv2 and said copies of those sections had been distributed to the commissioners to add to their binders. [Laughlin will mail the missing sections to the two commissioners who had to miss this meeting—Fishel and Caffall]. Wyss reviewed the schedule from the memo dated April 5th. He gave a short list of what staff was hoping to receive from the commissioners at the three workshops: • We would hope the commissioners come prepared with questions / suggestions; • Concentrate on policy/investment aspects more than informational components; and • While staff encourages and appreciates attention to scrivener's errors, they would prefer these be done at a time other than the actual workshop, for instance, via a quick phone call, or email. Wyss said,with regard to scrivener's errors, Commissioner Shavey had called him to advise that he had found a couple of numbers that were off, and also asked that staff present a glossary of acronyms —which Wyss will do. Everyone agreed that was a good suggestion. Wyss then reminded the commissioners of how the public had been involved in this project. He noted there had been two public forums, an open house, and a Citizen Advisory Committee (CAC); a good amount of feedback had been gathered from the public. Both Commissioners Walsh and Vermilyea had felt it important to allow public comment at these 3 workshops, so staff agreed to allow anyone from the public who wished to speak, to have time to do so at these workshops. Judith Gray (Sr. Transportation Planner) gave a brief recap of what the TSP actually is. Her recap closely mirrored section 1 of the document "Introduction." She said the TSP is a useful tool to take a really high level (50,000 foot), long-range look at how we anticipate growth and to, early on,identify what the needs are going to be and how we can meet those future needs. She noted that since it is such a long-range plan, at such a high level, it doesn't get into the details that people sometimes want to look at, but it might point us in the direction that might make it a priority. For example, the bicycle element of the TSP does not constitute a bicycle plan but it might show us that that is a priority. This plan typically gets updated every 5 to 8 years. The current TSP was adopted in 2002. This has a 25-year planning horizon knowing that before we reach that timeframe we'll be looking at it again. Because this is an update,we weren't starting from scratch. We built on past planning activities. We took that 2002 TSP, reviewed it, looked at other plans that had been adopted in the interim for the City— for example, the Hwy 99W Improvement Plan and the Downtown Circulation Plan (which is well underway though not yet adopted). The Metro I:\LRPLN\Planning Commission\2010 PC Packets\419-10-2 WS's-CD Workplan Matrix;TSP Update No.1\Records Division Packet\2-tpc n ioutes 4-19-10.doc Page 6 of 8 Regional Transportation Plan Update is following almost a parallel path so we have been coordinating with that through their staff and just generally being involved with that - also with TriMet,Washington County, all these other planning activities. Gray spoke a bit on the changing emphasis onto management of our existing infrastructure - whereas earlier TSPs were really focused on infrastructure investments. Hopefully,you'll see in this TSP some more emphasis on management,in addition to those infrastructure investments. She also explained the organization of the material, and the fact that there are 3 volumes to be "reader friendly." Volume 2 is an appendix that includes some planning information that would be of use to some people. It includes some of the specific implementation changes that would have to happen for the development code, some other plans, etc. She said it was made as a separate document because it isn't anything that is specifically being adopted as the TSP. Volume 3 is separate as a "courtesy to readers." This is information that is available—all the technical memos that were developed and produced in the development of the TSP. It's available. It's 600 pages and is available if anyone wants to look at it. Wyss explained that this would become chapter 12, the "Transportation" chapter, of the Comprehensive Plan. He suggested they approach this chapter in the same way the other chapters had been reviewed in the past. At this point, just as in the past when going over the various Comprehensive Plan chapters,Wyss started at section one and lead the commissioners through the document by goals and policies. There was a lengthy session of suggestions and comments from the commissioners. Wyss and Gray took note of changes that were suggested. After the commissioners went over the document, Wyss explained that at the March 30th Council presentation, the councilors had identified a few things they believed would improve the document. He said these ideas were to: • Expand the language addressing the future growth maps in the document- growth being defined as housing units and jobs. (It shows no growth in the Downtown area in the model that was run. Council had a concern that we have aspirations for the Downtown. So we will expand the language around our aspirations for the Downtown. It wouldn't affect the model one way or the other.) • Better define short-, mid-, and long-term projects. • Include a new map that shows what our aspirations are for growth for the Downtown area. Wyss said they will get that developed and bring to the commission for review at the next meeting. I:\LRPLN\Planning Commission\2010 PC Packets\419-10-2 WS's-CD Workplan Matrix;TSP Update No.1\Records Division Packet\2-tpc minutes 4-19-10.doc Page 7 of 8 PUBLIC COMMENT: No one from the public was present to comment. 7. ADJOURNMENT President Walsh adjourned the meeting at 9:30 pm. Doreen Laughlin,Planning Commission Secretary ATTEST: President David Walsh I:\LRPLN\Planning Commission\2010 PC Packets\419-10-2 WS's-CD Workplan Matrix;TSP Update No.1\Records Division Packet\2-tpc minutes 4-19-10.doc Page 8 of 8 City of Tigard TIGARD Memorandum To: President Walsh and Members of the Planning Commission From: Todd Prager,Associate Planner/Arborist Re: Appointment of Urban Forestry Code Revisions Citizen Advisory Committee (UFCR CAC) Members Date: March 29, 2010 At your April 19, 2010 meeting the Planning Commission will be asked to select up to two of its members for consideration by Council to serve on the UFCR CAC. We recognize that Planning Commission members already have significant time commitments in volunteering for the City of Tigard, but we feel your participation on the UFCR CAC will greatly benefit the future code and help the adoption process go much more smoothly. The UFCR CAC will be a fifteen-member committee that may include representatives of the Planning Commission,Tree Board,Parks and Recreation Advisory Board,Transportation Advisory Committee, development interests, environmental interests,landscape/arborist professionals, and three citizens at large with a preference for those with technical knowledge in urban forestry issues. The mission of the Citizen Advisory Committee will be to: (1) Create an environment conducive to multiple and diverse opinions and ideas; (2) Review and comment on draft code language prepared by staff; (3) Ensure the urban forestry code is consistent with and supportive of the applicable goals, policies, and actions measures in the Comprehensive Plan and the recommendations in the Urban Forestry Master Plan; and (4) Promote public understanding of the proposed urban forestry code. Over the next year, to achieve the above mission the Citizen Advisory Committee will: (1) Convene at least six meetings conducted by a third party project facilitator; (2) Convene at least one facilitated workshop to promote public understanding and receive meaningful public input; (3) Consider all written and oral input received by the public; (4) Seek to achieve general consensus on code provisions,if consensus cannot be reached then decisions will be made by a majority vote; (5) Assure respect and consideration of the viewpoints of others; and (6) Recommend Council removal and replacement of members unwilling or unable to adhere to the protocol described above. Schedule The first meeting of the UFCR CAC will be in late May/early June. The schedule is still conceptual at this point, but there will likely be about 15 meetings (represented by the diamonds below) with the final meeting in the summer of 2011. Assessment Project Kickoff • Current Codes Draft Code Revisions Peer Review Adoption Process • Tree Groves ♦ . ♦ ♦ ♦ ♦ O ♦ ♦ O • 0 4.> v Spring 2010 Summer 2010 Fall 2010 Winter 2010-11 Spring 2011 Summer2011 Background: Urban Forestry Code Revisions In the summer of 2008, Council adopted the City's first Urban Forest section of the Comprehensive Plan which establishes broad goals,policies, and action measures to update Tigard's tree and forest related programs and regulations. Prior to beginning work on these updates, Council accepted the City's first Urban Forestry Master Plan in the fall of 2009. The Urban Forestry Master Plan was developed through a public process that involved analysis of past and present urban forest conditions, extensive interviews of stakeholders and the public to gauge community preferences, and specific recommendations and timelines for code revisions and program creation to achieve the community's urban forestry goals. Council's top priority for implementing the Comprehensive Plan as recommended by the Urban Forestry Master Plan is to revise the urban forest related code provisions in the City's development and municipal codes. In order to ensure representation of a broad set of viewpoints, Council has decided to form an Urban Forestry Code Revisions Citizen Advisory Committee to advise staff during the update. " City of Tigard I TIGARD Memorandum To: Tigard Planning Commission From: Darren Wyss, Senior Planner Re: Economic Opportunities Analysis Advisory Committee Date: March 29, 2010 Periodically, cities and counties are required to evaluate their comprehensive plans and land use regulations through a process called Periodic Review (ORS 197.628-644 and OAR 660,Division 25). On May 20, 2008,the Oregon Department of Land Conservation and Development (DLCD) notified the City of the commencement of Periodic Review for Tigard. Staff then developed a Periodic Review work program,which was presented to the Planning Commission on January 5, 2009 and to City Council on January 27, 2009. Council approved the work program and directed staff to submit the documents to DLCD. One of the included work program tasks is to complete an Economic Opportunities Analysis (EOA) for the City.An updated EOA will satisfy Periodic Review requirements related to Statewide Planning Goal 9: Economic Development. An EOA will also help provide the necessary findings for potential updates to the Tigard Zoning Map regarding employment lands. Having adequate future employment lands is an important component of implementing the Tigard Comprehensive Plan. The City has secured a DLCD Periodic Review grant for$35,000 to complete an EOA.A consulting firm will be hired to perform the work,while the grant directs the City to form an advisory committee to review the consultant's work and make recommended changes. As the Commission will be involved in the legislative process related to all Periodic Review work tasks,it makes sense to use the Commission as the advisory committee. The advisory committee will meet three or four times over the next year during regular Commission meetings. Staff will bring more information to the Commission's May 17`h meeting, including the scope of work, timelines, and consulting firm selected to complete the EOA. In the meantime, if you have any questions about Periodic Review or the Economic Opportunities Analysis,please contact me at 503-718-2442 or Darren(a�tigard-or.gov. Future Projects Matrix Tigard Planning Commission March 25, 2009 Staff Schedule Planning Associated Comp Plan Project/Activity Type of Item Timeframe Contact Funding Drivers Associated Projects Commission City Council Goals Policies/Recommended Action Goals Measures (RAM) TRANSPORTATION PLANS AND STUDIES Briefing March 2010 1.Implement Comprehensive Plan Statewide Land Use Planning Goal 12 a. Complete the Transportation System Policy 2.1.20 — Downtown Circulation RAM 2.1.iv Grant Plan (TSP) and begin area plans Tigard 2035 Plan #3 Complete and Policies 6.1.3, 6.1.5 Judith Gray TGM Grant contract (Tigard Triangle, 99W Corridor,etc.) Transportation Workshops April/May 2010 Implement Comp RAMS 6.1.iii,6.1.v System Plan expires Included as Periodic Plan Policy 9.1.10 3/31/2010 Long Term Goal Review Work Task Policy 10.2.2 Continue pursuing opportunities to Policy 13.1.1 Public Hearings Summer 2010 reduce traffic congestion Policies 15.4.1, 15.4.2, 15.4.4, 15.4.5 Briefing Summer 2010 Tigard 2035 2.Implement Downtown Urban General Fund Transportation System Renewal Downtown CCAC Plan b.Adopt Downtown Circulation Plan Policies 15.4.1, 15.4.2, 15.4.4, 15.4.5 Workshops Fall 2010 Sean Farrelly RAM 15.4.i, 15.41, 15.4.iii, 15.4.iv, 15.4.v, Circulation Plan Urban Renewal review 5 Year Goal 15.4.vi, 15.4.vii, 15.4.viii, 15.4.xi Funds Downtown Urban Obtain Ash Street railroad crossing in Renewal downtown Public Hearings Winter 2010 Winter 2010 1. Implement Comprehensive Plan Interstate 5/99W Multi a. Complete the Transportation System Briefings Spring 2011 Modal Refinement Plan Summer 2011 Plan (TSP) &begin area plans Policies 9.1.5,9.1.6,9.1.10, 9.3.1, 9.3.2 Sean Farrelly Funding Alternatives for (Tigard Triangle, 99W Corridor,etc.) RAM 9.1.xii, 9.3.v, 9.3.vi, Grant Highway 99W HCT c. Continue to promote and plan for Policies 10.1.5, 10.2.2, 10.2.5, Pacific Hwy High Workshops Fall 2011 Judith Gray TGM Grant contract Alternatives Analysis 99W Light Rail RAM 10.1iv, 10.1.v, 10.1.vi, 10.1.xii Capacity Transit Land expires Policies 12.1.1, 12.1.2, 12.1.5,12.1.7,12.3.1, Use Plan General Fund 5 Year Goal-Explore Metro 6/30/2011 Tigard Triangle 12.3.2, 99W Urban Renewal District RAM 12.3.i, 12.3.iii, 12.3.iv, 12.3.v Public Hearings Winter 2011 Downtown Urban Long Term Goal Renewal g Continue pursuing opportunities to reduce traffic congestion Note: Projects with grey tinted backgrounds are notyet certain due to outstanding issues such as pending budget authori<ations,finalization of project scope, or the adoption of intergovernmental agreements. 1 Future Projects Matrix Tigard Planning Commission March 25, 2009 Staff Schedule Planning Associated Comp Plan Project/Activity Type of Item Timeframe Contact Funding Drivers Associated Projects Commission City Council Goals Policies/Recommended Action Goals Measures (RAM) Westside Trail Master Briefing Fall 2010 Plan Development Tigard Pathways Duane Grant 10/11, #3 Complete and Master Plan Roberts TGM Grant contract Rail-to-Trail Implement Comp 1. Implement Comprehensive Plan Policies 8.1.1, 8.2.1 Steve Martin expires Plan RAM 8.2.i Presentation/ 6/30/11 Tigard 2035 Winter 2011 Workshop Transportation System Plan Street Circulation Requested in Study&Connectivity Presentation Winter 2011 Judith Gray General Fund budget TSP Update 1. Implement Comprehensive Plan Policy 12.1.2 Inventory Interstate 5/99W Metro is Multi-Modal Briefings 2010-11 Judith Gray currently seeking Pending Highway 99W/Barbur Refinement Plan TGM funding HCT LAND USE PROJECTS Summer 2010 Policies 1.2.5, 1.2.6 Briefing Winter 2010 Policies 2.1.1,2.1.2,2.1.4,2.1.7,2.1.12,2.1.14, Spring 2011 2.1.20,2.1.21,2.1.22,2.1.24,2.2.1-11 a,2.3.1-11 RAM 2.1.ii,2.1.iii,2.1.xv,2.2.i,2.2.viii,2.3.i, 2.3.ii,2.3.iii,2.3.v Tigard 2035 Policies 5.1.1, 5.1.3,5.1.4,5.1.5, 5.1.6, 5.1.7, Workshop Summer 2011 Transportation System 5.1.10, 5.1.11, 5.1.12,5.1.13 Plan RAM 5.1.i, Policies 6.1.6, 6.2.4 Pacific Hwy High RANI 6.2.iii Capacity Transit Land Council #3 Complete and 1. Implement Comprehensive Plan Policies 7.1.10, 7.1.13 Urban Forestry Code I Todd Prager General Fund approved Use Plan Implement Comp a. Update Tree Code Policies 8.1.2, 8.1.6, 8.1.10, 8.1.11, 8.1.12, Revisions timeline Downtown Urban Plan 8.1.14, 8.1.16, 8.1.17, 8.1.19, 8.1.21 Renewal RAM 8.1.xi Policies 10.2.1, 10.2.3, 10.2.5, 10.2.7, 10.2.8, Public Hearing Summer 2011 Tigard Pathways Master 10.2.9 Plan RAM 10.2.iv Policies 12.2.7, 12.2.8 Policy 13.1.13 RAM 13.1.i Policies 15.3.1, 15.3.3, 15.4.5 I Note: Projects with grey tinted backgrounds are notyet certain due to outstanding issues such as pending budget authori<ations,finalization of project scope, or the adoption of intergovernmental agreements. 2 Future Projects Matrix Tigard Planning Commission March 25, 2009 Staff Schedule Planning Associated Comp Plan Project/Activity Type of Item Timeframe Funding Associated Projects Commission City Council Goals Policies/Recommended Action Contact Drivers Goals Measures (RAM) Briefing Spring 2010 John Floyd #3 Complete and TDC Use Category Workshop Summer 2010 Gary General Fund Completion Implement Comp 1. Implement Comprehensive Plan Policies: 2.1.2,2.1.3,2.1.6 ,2.1.7,2.1.20,9.2.1, Update Pagenstecher by Fall 2010 Plan 9.2.2RAM: 2.I.vi,2.1.xiv Public Hearing Fall 2010 Potential for Minor Sign Code Dick Policy 2.1.24 Amendments Public Hearing Spring 2010 Bewersdorff General Fund additional Policy 9.2.2 applications Policies,5.1.1, 5.1.7,5.1.8, 5.1.13 Mitigation Land Bank Briefing Susan Policies 6.2.2, 6.2.4 Project for CWS Workshop 2011 Hartnett General Fund RAM 6.2.ii Policies 11.1.1, 11.1.2, 11.1.3, 11.1.6, ASR Wellhead Briefing Susan Policy 2.1.11 Protection Program Workshop 2013 Water Fund Hartnett Policy 5.1.9 Public Hearing OTHER MAJOR PLANS AND STUDIES Summer 2010 Economic Advisory Committee Fall 2010 Opportunities Meetings Winter 2010 Grant Analysis Winter 2011 Periodic Review contract Included as Periodic #3 Complete and 1.Implement Comprehensive Plan Statewide Land Use Planning Goal 9 (Planning Darren Wyss Implement Comp Polices 2.1.7,2.1.20, 9.2.1, 9.2.2, 9.2.3 Commission will act Workshops Spring 2011 Grant expires Review Work Task as Advisory 5/31/2011 Plan RAM 9.1.ii, 9.1.v Committee) Public Hearing Spring 2011 Must be #3 Complete and Public Facility Plan Briefings Winter 2011 Darren Wyss General Fund completed Included as Periodic Implement Comp 1. Implement Comprehensive Plan Policies 11.1.2, 11.2.2, 11.3.2, 14.2.6 by Spring Review Work Task Plan RAM 2.1.iv 2013 Periodic Review Must be #3 Complete and Housing completed Included as Periodic 1. Implement Comprehensive Plan Policies 2.1.1,2.1.20, 10.1.2, 10.1.7, Briefings Fall 2010 Darren Wyss General Fund Implement Comp Review/Population by Spring Review Work Task Plan RAM 10.1.2 Projections 2013 Note: Projects with grey tinted backgrounds are not yet certain due to outstanding issues such as pending budget authori<ations,finalization of project scope, or the adoption of intergovernmental agreements. 3 City of Tigard • TIGARDy Memorandum To: President Dave Walsh and Planning Commission Members From: Judith Gray, Senior Transportation Planner Darren Wyss, Senior Planner Re: Transportation System Plan Update Workshop #1 Date: April 5, 2010 On Monday,April 19th, the Planning Commission will hold the first of three workshops on the draft Tigard 2035 Transportation System Plan (TSP). The goal of the workshops is for the Commission to review the TSP, ask and discuss questions, and make any necessary changes before holding a public hearing to make a recommendation to City Council. Each workshop is scheduled for 90 minutes. Staff proposes dividing the TSP sections across the three workshops to help the Commission focus its review of the somewhat large document and make the process efficient and effective. Here is staffs proposal: April 19, 2010 Workshop #1 Section 1: Introduction Section 2: Goals/Policies Section 3: Transportation Planning Toolbox May 3, 2010 Workshop #2 Section 4: Development of the 2035 TSP (Discussion focus: Changes from existing TSP) Section 5: Transportation System Plan (pgs. 56 to 74) Section 5: Transportation System Plan (Multi-Modal Improvement Projects section) (Discussion focus:Arrive with projects identified you feel will need special attention at next workshop) May 17, 2010 Workshop #3 Section 5: Transportation System Plan (pgs. 75 to 112) (Discussion focus:Projects identified at Workshop #2 and Timeframes) Section 6: Transportation Funding Element (not included,will be distributed separately) Section 7: Implementation Plan (not included, will be distributed separately) Staff is distributing the document two weeks in advance of the meeting, to give Commissioners time to review the three sections we'll be focusing on at the first workshop. Please pay particular attention to the Goals/Policies (Section 2) as they will be adopted as the final updated chapter (Attachment 1) in the Tigard Comprehensive Plan. They set the policy stage for the City's transportation future and are a very important part of the TSP. When reviewing the document, please keep in mind that staff acknowledges the TSP will need a thorough editorial review and will perform one before the public hearing scheduled for June 7th. Staff suggests focusing your review/discussions on die content related to policy and investments. Any errors Commissioners identify can be collected outside the workshops. Additionally, the yellow-highlighted text references the Regional Transportation Plan (RTP), which is also beginning the legislative process through Metro. The highlighting simply will allow staff to quickly identify RTP references and change them as needed. Staff looks forward to working with and providing the necessary support for the Commission to become comfortable with the TSP, and forward a document to City Council with a recommendation for adoption. This is a great opportunity for the Commission to put its stamp on a document that will provide a solid plan for the multi-modal needs of the community for the next 25 years. As always, if you have any questions that you would like to discuss before the workshop, please feel free to contact either Judith at Judith@tigard-or.gov tigard-or.gov or 503-718-2557 or Darren at darren @tigard-or.gov or 503-718-2442. See you on Monday, April 19th. Attachment 1 April 5, 2010 Goal 12: Transportation (Tigard Comprehensive Plan language) An important tool for a community to use when preparing for future growth is a Iong range transportation plan. It acts as the principal document for staff, decision makers, and the public to identify the function, capacity, and location of future facilities, direct resources to transportation projects, and provide the community with the level of investment that will be needed to support anticipated development within the community. The goals and policies contained in this chapter were developed to guide the long range planning, development, and management of the City's transportation system. They incorporate and build upon previous 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. Coordination with the City's regional partners is particularly important to the successful implementation of these policies. Goal 12: Transportation "To provide and encourage a.cafe, convenient, and economic tran.portation system." The 2035 Tigard Transportation System Plan (2035 TSP), an update of the previously adopted plan,was initiated in 2008 and completed in 2010. The completion of the 2035 TSP satisfies the requirements for Goal 12 and 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 2035 TSP supports that vision, addresses community needs, communicates the City's aspirations, and conforms to state and regional policies. The Oregon Revised Statutes require that the transportation plan 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 the 2035 TSP was guided by Oregon Revised Statute 197.712 and the Department of Land Conservation and Development (DLCD) Transportation Planning Rule (TPR) contained in Oregon Administrative Rule 660- 012. 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. City of Tigard 1 Goal 12:Transportation Planning Commission Workshop Tigard 2035 TSP Additional requirements were adopted by the Oregon Legislature in 2009 in Oregon House Bill 2001 -jobs &Transportation Act QTA). 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 emissions. Precise implementation measures and evaluation technologies are still under development. However, these elements were integrated in concept in the 2035 TSP. The 2035 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 2035 TSP has been developed in close coordination with the RTP in order to ensure consistency at the state and regional levels. Additionally, transportation planning in Tigard is shaped by opportunities and constraints as much as by transportation needs. Growth within Tigard and the surrounding area increases travel demand and associated congestion, while the built environment also 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 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 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. Key Findings • The City's Transportation System Plan must comply with the Transportation Planning Rule (Oregon Administrative Rule 660-012) and Metro's Urban Growth Management Functional Plan. • Transportation System Management (TSM) can be an effective way to improve existing street function rather than adding travel lanes. • Motor vehicle travel is now, and will continue to be, the primary mode of travel in the community, but creating better opportunities for alternative modes is essential to an effective future transportation system. • Compact development, transit access, and local circulation are important to support investments in high capacity transit service. City of Tigard 2 Goal 12:Transportation Planning Commission Workshop Tigard 2035 TSP Ni Connectivity in Tigard is challenged because of Hwy. 217, Interstate 5, the railroad, natural features, and dead end streets. Improving connectivity will maximize the investment in the existing transportation system. • Current development patterns result in highly directional travel demand. • Land use patterns that shorten home-to-work trips,support transit, and make walk/bike trips more viable can help reduce congestion. • Transportation challenges have a direct affect upon the development potential of the Tigard Triangle, Downtown, and the Washington Square Regional Center. • State owned highways provide critical access to Tigard, but congestion contributes to neighborhood cut through traffic. • Limited east-west connections mean widening the existing routes could improve traffic flow, but such improvements must be balanced with the benefits of local traffic and impacts borne by the local community. Goal: 12.1 Develop mutually supportive land use and transportation plans to enhance the livability of the community. Policies: 1. The City shall plan for a transportation system that meets current community needs and anticipated growth and development 2. The City shall prioritize transportation projects according to community benefit, such as safety,performance, and accessibility, as well as the associated costs and impacts. 3. The City shall maintain and enhance transportation functionality by emphasizing multi-modal travel options for all types of land uses. 4. The City shall promote land uses and transportation investments that promote balanced transportation options. 5. The City shall develop plans for major transportation corridors and provide appropriate land uses in and adjacent to those corridors. 6. The City shall support land use patterns that reduce greenhouse gas emissions and preserve the function of the transportation system. 7. The City shall strive to protect the natural environment from impacts derived from transportation facilities. 8. The City shall mitigate impacts to the natural environment associated with proposed transportation construction or reconstruction projects. City of Tigard 3 Goal 12:Transportation Planning Commission Workshop Tigard 2035 TSP 9. The City shall coordinate with private and public developers to provide access via a safe, efficient, and balanced transportation system, 10. The City shall require all development to meet adopted transportation standards or provide appropriate mitigations. Recommended Action Measures: i. Create commercial nodes within residential neighborhoods to provide residents with opportunities to walla or bike for non-commute travel purposes. ii. 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. iii. Review and update development code requirements for on-site motor vehicle parking. iv. Review and update development design guidelines to promote pedestrian- friendly commercial areas. v. 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. vi. Work with State and Regional partners to identify and evaluate multi-modal mobility/performance standards for major transportation facilities. Goal: 12.2 Develop and maintain a transportation system for the efficient movement of people and goods. Policies: 1. The City shall manage the transportation system to support desired economic development activities. 2. The City shall design streets to encourage a reduction in trip length by improving arterial, collector, and local street connections. 3. The City shall design arterial routes, highway access, and adjacent land uses in ways that facilitate the efficient movement of people, goods and services. 4. The City shall cooperate with the railroads in facilitating rail freight service to those commercial and industrial businesses within the city that depend on railroad service. City of Tigard 4 Goal 12:Transportation Planning Commission Workshop Tigard 2035 TSP 5. The City shall develop and maintain an efficient arterial grid system that provides access within the City, and serves through traffic in the City. 6. 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. 7. The City shall adopt and maintain transportation performance measures. 8. The City shall require the provision of appropriate parking in balance with other transportation modes. 9. 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. 10. The City shall design the transportation system to provide connectivity between Metro designated centers, corridors, employment and industrial areas. Recommended Action Measures: i. Conduct a citywide connectivity and circulation study to identify potential circulation improvements for street systems serving Tigard. ii. 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. iii. Review and update/clarify, as warranted, development code requirements for new roadway or pedestrian/bicycle connections as part of land development. Goal: 12.3 Provide an accessible,multi-modal transportation system that meets the mobility needs of the community. Policies: 1. The City of Tigard shall continue to support the existing commuter rail and bus service in Tigard and will seek opportunities for increased service frequency. 2. The City of Tigard will engage with regional partners to support development of High Capacity Transit on the Pacific Highway-99W corridor. City of Tigard 5 Goal 12:Transportation Planning Commission Workshop Tigard 2035 TSP 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. Recommended Action Measures: i. Develop parking management plans for Downtown,Tigard Triangle, Washington Square Regional Center, and other areas to support economic development and a balanced transportation system. ii. Identify and adopt mode split targets that achieve and exceed Metro targets for regional centers, town centers, and downtown Tigard. iii. 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. iv. Create a more complete network of pedestrian facilities by identifying and prioritizing gaps within the current sidewalk and trail system. v. Develop pedestrian and bicycle corridors to neighborhoods, schools, parks, recreation users, activity centers and transit stops. vi. Prioritize transit,pedestrian, and bicycle investments in areas serving a high proportion of disadvantaged or transit dependent communities. City of Tigard 6 Goal 12:Transportation Planning Commission Workshop Tigard 2035 TSP vii. Fill in gaps in the bicycle network to provide for greater citywide bicycle mobility. viii. Develop bicycle routes that connect neighborhoods, schools, parks, recreation users, and activity centers. ix. Develop a bicycle signage program to help cyclists find routes on relatively level terrain with low traffic volumes. x. 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. xi. Improve the comfort, convenience, and safety for transit users through bus shelters, seating, signage, and other bus stop/station features. xii. Provide local transit connector service linking residential neighborhoods with transit stations/stops, employment and retail centers, schools, and recreational areas. xiii. Work with Metro and other regional partners to advance High Capacity Transit in the Pacific Highway-99W/Barbur Boulevard corridor. Goal: 12.4 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 make street maintenance a funding priority. 6. The City shall develop a program to monitor,prioritize, and mitigate high accident locations within the community. City of Tigard 7 Goal 12:Transportation Planning Commission Workshop Tigard 2035 TSP 7. The City shall maintain a neighborhood traffic management program to addresses 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. Recommended Action Measures: i. Prioritize intersection improvements to address safety deficiencies as identified through state, county, and city crash data reporting systems. ii. Continue to implement neighborhood traffic management techniques to promote safety and livability in residential neighborhoods. iu. 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.) Goal: 12.5 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/or any other transit providers serving Tigard, to improve transit service to, from, through, and within Tigard. Recommended Action Measures: i. Partner with Regional and County transportation planning organizations to leverage statewide and federal transportation funding for local projects. City of Tigard 8 Goal 12: Transportation Planning Commission Workshop Tigard 2035 TSP ii. 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. iii. Work with state and regional partners to develop alternative mobility standards in order to accommodate desired land development changes. City of Tigard 9 Goal 12:Transportation Planning Commission Workshop Tigard 2035 TSP City of Tigard 2035 Transportation System Plan Tigard, Oregon Adoption Draft, Version 2 April 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 April 2010 This project was partially funded by a grant from the Transportation and Growth Management (TGM) Program, a joint program of the Oregon Department of Transportation (ODOT) and the Oregon Department of Land Conservation and Development (DLCD). This TGM grant is financed, in part, by federal Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), local government, and the State of Oregon funds. 2035 Transportation System Plan -Adoption Draft Version 2 April 2010 Table of Contents Table of Contents Section 1 Introduction 14 Section 2 Goals and Policies 22 Section 3 Transportation Planning Toolbox 30 Section 4 Development of the 2035 TSP 42 Section 5 Transportation System Plan 56 Section 6 Transportation Funding Element 114 Section 7 Implementation Plan 126 Section 8 References 128 v April 2010 2035 Tigard Transportation System Plan - DRAFT Table of Contents List of Figures Figure 4-1 Environmental Resources 44 Figure 4-2 Environmental Justice Populations 45 Figure 4-3 Forecast Growth in Households 47 Figure 4-4 Forecast Growth in Employment 48 Figure 5-1 Plan Area Map 57 Figure 5-2 Roadway Functional Classification Map 63 Figure 5-3 Truck Routes 64 Figure 5-4 Future Roadway Improvements 76 Figure 5-5 Future Travel Lanes/Right of Way Needs 77 Figure 5-6 Future Pedestrian Network 79 Figure 5-7 Future Bicycle System 81 Figure 5-8 Future Transit System 84 Figure 5-9 Transportation Improvements (Near Term Projects) 100 Figure 5-10 Transportation Improvements (Near-Term & Mid-Term Projects) 101 Figure 5-11 Transportation Improvements (All Projects) 102 Figure 5-12 Tigard Triangle Planned Facilities 105 Figure 5-13 WSRC Planned Facilities 108 Figure 5-14 Downtown Planned Facilities 110 vi 2035 Transportation System Plan -Adoption Draft Version 2 April 2010 Table of Contents List of Tables Table 3-1 Single Occupancy Vehicle (SOV) Mode Shares 30 Table 3-2 Neighborhood Traffic Management Performance 38 Table 4-1 2035 Household and Employment Projections 46 Table 4-2 Qualitative Rating System 51 Table 5-1 Potential TSM Strategies for Tigard 69 Table 5-2 TDM Strategies and Typical Implementing Roles 70 Table 5-3 City of Tigard Travel Aspiration Mode Shares 71 Table 5-4 Future Plans & Studies 74 Table 5-5 Transit Strategies and Typical Implementing Roles 83 Table 5-6 Multi-modal Project Improvement List 86 Table 6-1 Future City Transportation Revenues For Capital Projects (2009 Dollars) 114 Table 6-2 Forecast Non-City Transportation Revenues For Captial Projects (2009 Dollars) 115 Table 6-3 Transportation Project Cost Summary by Priority 116 Table 6-4 Financially Constrained Project List 117 vii April 2010 2035 Tigard Transportation System Plan - DRAFT Table of Contents List of Exhibits Exhibit 1 Alternatives Analysis and Project Evaluation Sieves 50 viii 2035 Transportation System Plan -Adoption Draft Version 2 April 2010 Table of Contents Appendices (Under Separate Cover) VOLUME 2 TECHNICAL APPENDIX Appendix A TSP and Implementing Ordinance Compliance Appendix B Neighborhood Trails Plan Appendix C Tigard Metro Regional Mobility Corridors Appendix D TSMO Projects on Tigard Regional Mobility Corridors Appendix E Draft Implementation Measures VOLUME 3 TECHNICAL APPENDIX Technical Memo #1 Plans and Policy Review Technical Memo #2 Goals and Objectives Technical Memo #3 Base Year Conditions Analysis Technical Memo #4 Transportation Needs & Deficiencies Technical Memo #5 Transportation Systems Solutions ix April 2010 2035 Tigard Transportation System Plan - DRAFT Table of Contents Preface The progress of this plan was guided by the Project Management Team (PMT) made up of City of Tigard staff with input from the Oregon Department of Transportation (ODOT). The project was also guided by a Technical Advisory Committee (TAC), Citizens Advisory Committee (CAC), City Council and Planning Commission. The TAC provided guidance on technical aspects of the 2035 Tigard Transportation System Plan (2035 TSP) and consisted of staff members from the surrounding communities. The CAC ensured that the needs of people in the community of Tigard are incorporated in the 2035 TSP. The CAC consisted of Tigard residents who provided input throughout the process. Membership of these different groups is shown below. City of Tigard Project Management Team Marah Danielson Judith Gray ODOT Region 1 Senior Planner City of Tigard, Senior Transportation Planner Mike McCarthy, P.E. Darren Wyss City of Tigard, Senior Project Engineer City of Tigard, Senior Planner City Council Craig Dirksen, Mayor Marland Henderson Nick Wilson, Council President Sydney Webb Gretchen Buehner Planning Commission David Walsh,President Karen Fishel Jeremy Vermilyea,Vice President Timothy L Gaschke Tom Anderson Stuart Hasman Rex Caffall Matthew Muldoon Margaret Doherty x 2035 Transportation System Plan -Adoption Draft Version 2 April 2010 Table of Contents Kittelson & Associates, Inc. Elizabeth Wemple, P.E. Susan Wright, P.E. Associate Engineer Senior Engineer Michael Houston Shaun Quayle,P.E. Transportation Analyst Engineer Wen Si Casey Bergh Transportation Analyst Engineering Associate Angelo Planning Group DJ Heffernan Shayna Rehberg,AICP Project Manager Planner Technical Advisory Committee Matt Crall Kaaren Hofmann DLCD, Regional Representative City of Tualatin, Civil Engineer Steve L. Kelley Jabra Khasho Washington County, Senior Transportation City of Beaverton, Transportation Engineer Planner Margaret Middleton Karen Mohling City of Beaverton, Senior Transportation Tualatin Valley Fire&Rescue, Deputy Fire Planner Marshal Josh Naramore Jessica Tump Metro,Associate Transportation Planner TriMet, Planner Citizen Advisory Committee Stu Hasman Gary Jelinek Cindy Padilla Jennifer Stanfield Christopher Warren Randy Wooley xi April 2010 2035 Tigard Transportation System Plan - DRAFT Table of Contents City of Tigard Review Team Ron Bunch Gus Duenas,P.E. Community Development Director Development Engineer Susan Hartnett Dennis Koellermeier,P.E. Assistant Community Development Director Public Works Director Ted Kyle, P.E. Kim McMillan, P.E. City Engineer Engineering Manager Craig Prosser Brian Rager, P.E. City Manager Assistant Public Works Director xii Section 1 Introduction April 2010 2035 Tigard Transportation System Plan - DRAFT Introduction Introduction Purpose of the Plan The 2035 Tigard Transportation System Plan (2035 TSP) is a long-range plan is an important 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. 14 2035 Tigard Transportation System Plan - DRAFT April 2010 Introduction The Tigard Transportation Planning Environment Transportation planning in Tigard is shaped by opportunities and constraints as much as by transportation needs. Growth within Tigard and in the surrounding areas increases travel demand and associated congestion. The built environment makes major roadway expansions costly to construct. At the same time that these costs rise, competition is high for scarce transportation funding resources. There is also a greater awareness of the negative impacts that come from creating an environment geared toward reliance on personal automobile travel. There is growing concern about greenhouse gas (GHG) emissions as well as dependency on foreign oil and rising fuel costs. Reliance on automobile travel instead of active transportation, such as walking and cycling, is also one culprit in the rise of obesity, including among children. While there are myriad strategies to combat these issues, a critical role for transportation is the provision of a balanced, multi-modal transportation system. These challenges - the built environment, high costs, limited funding, environmental impacts, and personal health issues - were significant in shaping the 2035 Tigard TSP. At the same time, they helped direct the plan toward opportunities to integrate Tigard's transportation system with regional and state investment plans; to promote land use patterns that support those investments; to minimize impacts to the local community; and, to provide Tigard residents with options for personal, recreational, and commute travel. Some of the specific issues and opportunities that influenced the development of the 2035 TSP are summarized below. Transportation System Management - Making the Existing System Work Better As the challenges of roadway expansions are increasing, new technologies and practices are being employed to improve the functioning and operations of existing transportation resources through a wide array of management measures. The broad term for these measures is Transportation System Management (TSM). There is growing emphasis at the national, state and regional levels for increasing the application of TSM measures. Examples include improved traffic signal and system coordination; transit priority treatments on congested corridors; travel demand management strategies to shift demand toward other modes or time periods; and, access management measures to streamline traffic flow on major corridors. These can be effective ways to improve existing streets rather than adding travel lanes. Multi-Modal System Planning - Providing Travel Options Motor vehicle travel is now and will continue to be the primary mode of travel serving Tigard within the 2035 TSP horizon. As such, future transportation investments in Tigard must support a safe and reliable roadway system to accommodate current and forecast demand. However, many people are realizing benefits - cost savings, quality of life, community connection, health and fitness, and sustainability-of walking, cycling, carpooling, or using public transit. In order to meet the future travel needs of the community, increased transit, walk, and bike shares are essential to the future transportation system in Tigard, as much as adding expensive roadway capacity for 15 April 2010 2035 Tigard Transportation System Plan - DRAFT Introduction increased demand. This will be accomplished through a combination of strategic investments and partnerships that are identified in this Plan, including regional plans calling for multi-modal refinement plans in key corridors, such as Pacific Highway-99W. Transit Investments - Public Transit Connections Tigard has a tremendous opportunity to gain federal, state, and regional investments for significant transit improvements. The opening of the Westside Express Service (WES) commuter rail line in early 2009 was a first step in establishing urban rail as a transit option for Tigard residents and employees. As a further step to major transit infrastructure, TriMet and Metro have identified the Pacific Highway-99W/Barbur Boulevard corridor as the next priority for high capacity transit(HCT) service in the region. The process of developing HCT will include several years of planning, engineering, and design to ensure that future land development,transit access, and local circulation will support transit investments. Connectivity - Local Mobility Connectivity in Tigard is severely challenged by Highway 217, I-5 and the WES commuter/freight rail line as well as Fanno Creek, Bull Mountain, and other natural features. These challenges are exacerbated by a built environment that precludes efficient connections through the prevalent use of cul-de-sacs and other dead-end streets. Such limited service roadways are attractive for neighborhoods because they limit traffic volumes and travel speeds. However, they contribute to inefficiency in the circulation system and over-reliance on major arterials. One of the priorities of the 2035 TSP is to identify and preserve potential opportunities for future connectivity improvements in order to protect and maximize the function of the existing transportation network. Land Use Patterns - Developing for Efficient Transportation The types, intensities, and locations of different land uses are major determinants of travel patterns. Land use patterns in the City of Tigard and surrounding areas are suburban in character, with residential areas separated from commercial areas and a relatively low density of development overall. This development pattern results in travel demand that is highly directional according to typical weekday peak periods. Tigard has adopted plans for a more compact urban form in several areas including downtown, and the Washington Square Regional Center (WSRC). The 2035 TSP supports such land use strategies to mitigate the strain on the roadways by shortening home-to- work trips, supporting transit service, and making walk/bike trips more viable for work, shopping, and other activities. Major Roadways - I-5, Highway 217, and Pacific Highway-99W Tigard is at the juncture of three major state highways: Pacific Highway-99W, Highway 217, and 1-5. While they serve as important access routes to and from Tigard, they also pose significant barriers and constraints. Highway 217 and 1-5 are both limited access freeways. Because they are under ODOT jurisdiction, the City has no direct operational authority over them. Access to and from Tigard is provided by the ramp interchanges, which are also governed by ODOT. Both highways provide critical access to 16 2035 Tigard Transportation System Plan - DRAFT April 2010 Introduction and from Tigard. However, congestion is commonplace along the highways and at interchanges. Plans for widening have not moved forward largely due to significant costs. Without capacity and operational improvements, congestion on these facilities results in regional traffic cutting through Tigard as a detour route. Pacific Highway-99W is a statewide highway and freight route carrying more than 50,000 vehicles per day on some sections through Tigard. Given these designations, the highway plays a critical role in regional and statewide mobility, providing a primary connection between the Willamette Valley and the Oregon Coast and cities in between. Traffic on the segment within Tigard is divided nearly evenly between local trips and through traffic. Because it is an at-grade roadway, the high through traffic has a significant impact on adjacent properties. Heavy traffic results in traffic congestion, compromises the pedestrian and bicycle environment, and creates challenges for transit service. The limited capacity for additional traffic threatens to limit development opportunities in Tigard. Strategies for this important highway must balance the needs for statewide and regional travel, along with potential local impacts. These include direct improvements to the highway to improve traffic operations as well as connectivity improvements within Tigard to reduce reliance on Pacific Highway-99W for local travel. Many opportunities to address these competing needs have been explored in earlier planning and engineering studies, which have been incorporated into the 2035 TSP. Continuous east-west travel on Tigard streets is primarily served by Durham Road and Bonita- McDonald-Gaarde. These routes are frequently constrained during weekday peak periods, with predictable traffic flow reflecting the housing/jobs development patterns in Tigard and the region. To an extent, these roads provide connections between I-5 and neighboring cities. While widening these roadways could improve traffic flow, the evaluation of such improvements must be balanced with the benefits for local and through traffic, and the impacts to be borne by the local community. Special Areas Three areas within Tigard -- Tigard Triangle, WSRC, and Downtown — represent considerable growth opportunities but also significant transportation challenges. Even when bounded by significant transportation facilities, congestion is an issue for trips to, from, and through these areas. For this reason, an emphasis on mixed-use development that supports transit, walking, and cycling trips is a critical focus of transportation planning for these areas. They are addressed separately in the main chapter of this TSP. Plan Background/Regulatory Context The Oregon Revised Statutes require that the TSP be based on the current Comprehensive Plan land uses and that it provide for a transportation system that accommodates the expected growth in population and employment that will result from implementation of the land use plan. Development of this TSP was guided by Oregon Revised Statute (ORS) 197.712 and the Department of Land Conservation and Development (DLCD) administrative rule known as the Transportation Planning Rule (TPR, OAR 660-012). 17 April 2010 2035 Tigard Transportation System Plan - DRAFT Introduction The TPR requires that alternative travel modes be given consideration along with the automobile, and that reasonable effort be applied to the development and enhancement of the alternative modes in providing the future transportation system. In addition, the TPR requires that local jurisdictions adopt land use and subdivision ordinance amendments to protect transportation facilities and to provide bicycle and pedestrian facilities between residential, commercial, and employment/institutional areas. It is further required that local communities coordinate their respective plans with the applicable county,regional, and state transportation plans. Further requirements were adopted by the Oregon Legislature in 2009 in Oregon House Bill 2001 - Jobs & Transportation Act (JTA). Among the chief changes introduced in JTA is an emphasis on sustainability. JTA requires the development of a least cost planning model, as well as planning for reduction in greenhouse gas (GHG) emissions. Precise implementation measures and evaluate technologies are still under development. However, these elements were integrated in concept in the development of the TSP. The TSP was also prepared consistent with the Portland Metro 2035 Regional Transportation Plan (RTP)which is expected to be adopted in summer 2010. 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 Appendix A in the Volume 2 Technical Appendix. Planning Work Foundation The development of the TSP began with a review of the local and statewide plans and policies that guide land use and transportation planning in the City. In addition to the previous adopted transportation plan(2002), the TSP incorporates the following other transportation planning efforts: • Washington Square Regional Center Plan (1999) • Washington County 2020 Transportation Plan(2002) • Tigard Downtown Improvement Plan(2005) • Metro Highway 217 Corridor Study (2006) • Tigard Highway 99W Improvement and Management Plan(2007) • Tigard Downtown Circulation Plan(2010) • Metro 2035 Regional Transportation Plan(anticipated in 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; 18 2035 Tigard Transportation System Plan - DRAFT April 2010 Introduction • Assistance and review of agency representatives in the agencies on a Technical Advisory Committee (TAC),including three committee meetings; • Two public forums and one open house; • Targeted outreach with local community and service organizations; and, • Public hearings as part of the adoption process. Through these types of public involvement and outreach, the citizens of Tigard were provided with opportunities to identify their priorities for future transportation projects within the City through a variety of forums. The City's website, as well as an e-mail list of interested citizens,businesses, City staff, boards/commissions, and agencies, was used to announce public meetings, disseminate information, and solicit input/feedback from the community. In addition, City staff met with the City Council to present each of the five technical memorandum leading up to the TSP document. ORGANIZATION OF THE TSP The entire 2035 Tigard TSP is comprised of a main document (Volume 1) as well as two volumes of technical appendices. 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. Section 3 provides a transportation planning "toolbox" which helps define some of the terms and concepts that are integrated into the 2035 TSP. Section 4 summarizes the process that was undertaken to develop the 2035 TSP, including the screening and evaluation of transportation strategies and projects. Section 5 includes specific policy guidelines and standards, as well as multi- modal improvement projects to address existing and forecast transportation needs. Section 6 provides the funding element of the TSP. This section also lists the financially constrained project list. Finally, Section 7 outlines changes in the Tigard codes and policies that will be required to implement the 2035 TSP. 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. 19 April 2010 2035 Tigard Transportation System Plan - DRAFT Introduction This page intentionally left blank. 20 Section 2 Goals and Policies April 2010 2035 Tigard Transportation System Plan - DRAFT Goals and Policies Goals and Policies The 2035 Tigard Transportation System Plan (2035 TSP) goals and policies stated in this section were developed at the outset of the planning process and were used to guide the City's long range vision for the transportation system. They incorporate and build upon existing transportation goals and policies and prior plans adopted by the City. They also integrate regional and statewide planning rules and policy, including the requirement for a multi-modal, balanced approach to transportation policy. The goals and policies reflect the guidance received from the Citizen Advisory Committee, the Technical Advisory Committee, and the Planning Commission during the planning process. The transportation goals and policies identify the intent of the City to accomplish certain results. They relate to one another and are obligations the City wishes to assume. They also provide the necessary link to the transportation element of the Tigard Comprehensive Plan and their purpose and function have been coordinated with the balance of the Tigard Comprehensive Plan to ensure consistency. As outlined in further detail in the Tigard Comprehensive Plan, the goals are general statements indicating a desired end; while policies identify the City's position and a definitive course of action that will contribute to achieving the goal'. The general transportation goals of the 2035 TSP are: Goal 1—Land Use and Transportation Planning Coordination Goal 2—Transportation Efficiency Goal 3—Multi-Modal Transportation System Goal 4—Safe Transportation System Goal 5—Interagency Coordination Additionally, strategies 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 other jurisdictions 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. 22 2035 Tigard Transportation System Plan - DRAFT April 2010 Goals and Policies GOAL 1 — LAND USE & TRANSPORTATION COORDINATION Develop mutually supportive land use and transportation plans to enhance the livability of the community. Policies The City shall plan for a transportation system that meets current community needs and anticipated growth and development. The City shall prioritize transportation projects according to community benefit, such as safety, performance, and accessibility, as well as the associated costs and impacts. The City shall maintain and enhance transportation functionality by emphasizing multi-modal travel options for all types of land uses. The City shall promote land uses and transportation investments that promote balanced transportation options. The City shall develop plans for major transportation corridors and provide appropriate land uses in and adjacent to those corridors. The City shall support land use patterns that reduce greenhouse gas emissions and preserve the function of the transportation system. The City shall strive to protect the natural environment from impacts derived from transportation facilities. The City shall mitigate impacts to the natural environment associated with proposed transportation construction or reconstruction projects. The City shall coordinate with private and public developers to provide access via a safe, efficient, and balanced transportation system. 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 • The City shall manage the transportation system to support desired economic development activities. • The City shall design streets to encourage a reduction in trip length by improving arterial, collector, and local street connections. 23 April 2010 2035 Tigard Transportation System Plan - DRAFT Goals and Policies • The City shall design arterial routes,highway access, and adjacent land uses in ways that facilitate the efficient movement of people, goods and services. • The City shall cooperate with the railroads in facilitating rail freight service to those commercial and industrial businesses within the city that depend on railroad service. • The City shall develop and maintain an efficient arterial grid system that provides access within the City, and serves through traffic in the City. • 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. • The City shall adopt and maintain transportation performance measures. • The City shall require the provision of appropriate parking in balance with other transportation modes. • 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. • 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 • The City of Tigard shall continue to support the existing commuter rail and bus service in Tigard and will seek opportunities for increased service frequency. • The City of Tigard will engage with regional partners to support development of High Capacity Transit on the Pacific Highway-99W corridor. • The City shall design and construct transportation facilities to meet the requirements of the Americans with Disabilities Act. • The City shall develop and maintain neighborhood and local connections to provide efficient circulation in and out of the neighborhoods. • The City shall require development adjacent to transit routes to provide direct pedestrian accessibility. • The City shall develop and implement public street standards that recognize the multi- purpose nature of the street right-of-way. 24 2035 Tigard Transportation System Plan - DRAFT April 2010 Goals and Policies • The City shall design all projects on Tigard city streets to encourage pedestrian and bicycle travel. • The City shall require sidewalks to be constructed in conjunction with private development and consistent with adopted plans. • 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. • The City shall require appropriate access to bicycle and pedestrian facilities for all schools, parks,public facilities, and commercial areas. GOAL 4 — SAFE TRANSPORTATION SYSTEM Maintain and improve transportation system safety. Policies • The City shall consider the intended uses of a street during the design to promote safety, efficiency, and multi-modal needs. • The City shall coordinate with appropriate agencies to provide safe, secure, connected, and desirable pedestrian,bicycle, and public transit facilities. • The City shall require new development to provide safe access for all modes to and from a publicly dedicated street. • The City shall develop access management strategies for arterial and collector streets to improve safety in the community. • The City shall make street maintenance a funding priority. • The City shall develop a program to monitor,prioritize, and mitigate high accident locations within the community. • The City shall maintain a neighborhood traffic management program to addresses issues of excessive speeding and through traffic on local residential streets. • The City shall require safe routing of hazardous materials consistent with federal and state guidelines. • 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. 25 April 2010 2035 Tigard Transportation System Plan - DRAFT Goals and Policies Policies • 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. • The City shall collaborate with other transportation providers to develop, operate, and maintain intelligent transportation systems,including coordination of traffic signals. • The City shall coordinate with TriMet, and/or any other transit providers serving Tigard,to improve transit service to, from, through, and within Tigard. STRATEGIES The following identifies specific strategies to implement the goals of the 2035 Tigard Transportation System Plan. TABLE 2-1 STATEGIES FOR IMPLEMENTING TRANSPORTATION SYSTEM PLAN GOALS Additional Strategy Goals i Supported Goal 1:Transportation&Land Use Planning Coordination Create commercial nodes within residential neighborhoods to provide residents with opportunities to walk or 1 (2,3) bike for non-commute travel purposes. Encourage non-auto-dependent development with mixed uses and higher densities in targeted areas,such as 1 (2,3) along Pacific Highway,in the Downtown,and in the Washington Square Regional Center. Review and update development code requirements for on-site motor vehicle parking. 1 (2,3) Review and update development design guidelines to promote pedestrian-friendly commercial areas. 1 (2,3) Identify,evaluate and adopt City of Tigard performance standards that promote safe and efficient access and 1 (2,3) mobility for walk,bike and transit modes as well as personal automobile travel. Work with State and Regional partners to identify and evaluate multi-modal mobility/performance standards for 1 (2,3) major transportation facilities. Goal 2:Transportation Efficiency Conduct a citywide connectivity and circulation study to identify potential circulation improvements for street 2(1,3) systems serving Tigard. Create a comprehensive inventory of street stubs,unimproved right-of-way,and other potential future roadway 2(1,3) connections. 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 2(1,3) pedestrian/bicycle connections as part of land development. Goal 3:Multi-Modal Transportation System Develop parking management plans for Downtown,Tigard Triangle,Washington Square Regional Center,and 3(1,2) other areas to support economic development and a balanced transportation system. Identify and adopt mode split targets that achieve and exceed Metro targets for regional centers,town centers, 3(1,2) and downtown Tigard. Review and update,as warranted,street design standards to ensure that public right of way is planned, 3(1,2) designed,and constructed to provide safe and comfortable facilities for all travel modes and adequate drainage and treatment for storm water. 26 2035 Tigard Transportation System Plan - DRAFT April 2010 Goals and Policies Create a more complete network of pedestrian facilities by identifying and prioritizing gaps within the current 3(2,4) sidewalk and trail system. Develop pedestrian and bicycle corridors to neighborhoods,schools,parks,recreation users,activity centers 3(1,2,4) and transit stops. Prioritize transit,pedestrian,and bicycle investments in areas serving a high proportion of disadvantaged or 3(1,2,4) transit dependent communities. 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 users,and activity centers 3(1,2,4) Develop a bicycle signage program to help cyclists find routes on relatively level terrain with low traffic volumes. 3(2,4) Engage with regional planners and service providers to support transit as a travel option with increased 3(1,2,5) frequency for buses,high capacity transit,and WES commuter rail. Improve the comfort,convenience,and safety for transit users through bus shelters,seating,signage,and 3(4,5) other bus stop/station features. Provide local transit connector service linking residential neighborhoods with transit stations/stops,employment 3(1,2) and retail centers,schools,and recreational areas. Work with Metro and other regional partners to advance High Capacity Transit in the Pacific Highway- 3(5) 99W/Barbur Boulevard corridor. Goal 4:Safe Transportation System Prioritize intersection improvements to address safety deficiencies as identified through state,county,and city 4(3,5) crash data reporting systems. Continue to implement neighborhood traffic management techniques to promote safety and livability in 4(1,2,3) residential neighborhoods. Improve pedestrian crossing treatments at high traffic volume streets and/or locations with high levels of 4(1,3) pedestrian demand(e.g.,schools,retail centers,transit stops,etc.) Goal 5: Inter-Agency Coordination Partner with Regional and County transportation planning organizations to leverage statewide and federal 5(1,2,3,4) transportation funding for local projects. Work with regional and state partners to mitigate negative impacts to Tigard from high traffic volumes traveling 5(1,2,3,4) through Tigard on state facilities,including capacity enhancements on Highway 217 and Interstate 5. Work with state and regional partners to develop alternative mobility standards in order to accommodate 5(1,2,3,4) desired land development changes. 27 April 2010 2035 Tigard Transportation System Plan - DRAFT Goals and Policies This page intentionally left blank. 28 Section 3 Transportation Planning Toolbox April 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox Transportation Planning Toolbox Several major roadways are showing significant capacity issues with resulting traffic congestion during several hours of a typical weekday. These capacity issues are expected to worsen as population and employment growth add to travel demand. At the same time, increases in roadway capacity through widening existing roads or constructing new roads are often prohibitively expensive in terms of construction costs, right of way acquisition, and impacts to adjacent properties. While expansion of roadway capacity is a component of the 2035 Tigard Transportation System Plan (2035 TSP), a greater emphasis is placed on measures to manage the existing roadway system and to increase the convenience and viability of alternative travel modes. This section summarizes the range of alternative solutions within the transportation planning toolbox in addition to traditional roadway widening projects that were considered during the development of the 2035 TSP. They include solutions to enhance the quality and availability of pedestrian, bicycle, and transit systems in order to shift travel demand toward a more balanced system.Also included are measures to improve the traffic operations on the existing system. TRAVEL MODES The City of Tigard, in partnership with state, regional, and neighboring jurisdictions, recognizes the importance of providing a balanced transportation system. In order to meet the current and future travel needs of the community, increased transit, walk, and bike shares are essential to the future transportation system in Tigard, as much as adding roadway capacity for increased demand. As part of the 2035 Regional Transportation Plan (RTP) and the 2040 Growth Concept, Metro identified maximum share targets for Single Occupancy Vehicle (SOV) travel for Tigard overall, as well as for the designated Centers. Metro's travel demand model estimates base year and forecast mode shares as a function of several factors, including street connectivity, transit availability and parking pricing. Table 3-1 shows the SOV shares used in Metro's 2005 and 2035 travel demand model, as well as the maximum SOV share in the 2040 Growth Concept. TABLE 3-1 SINGLE OCCUPANCY VEHICLE (SOV) MODE SHARES Metro Model Metro 2040 Tigard Area Target 2005 2035 (Maximum) Citywide 50% 49% 40-50% Washington Square Regional Center 47% 46% 45-55% Tigard Town Center (Downtown) 54% 51% 45-55% Durham Road Town Center 53% 51% 45-55% Tigard Triangle 50% 49% 55-60% 30 2035 Tigard Transportation System Plan - DRAFT April 2010 Transportation Planning Toolbox As Table 3-1 shows, the Metro model indicates that base year and forecast SOV shares are within the target range under the 2040 Growth Management plan. However, the model shows only slight improvements over the 25-year planning period. This reflects a forecast condition that assumes generally consistent conditions related to transit, parking pricing, and connectivity. As those conditions evolve to be more supportive of transit, walk, and bike travel, the share of SOV trips should be lower. LAND USE The types and intensities of land uses are significant factors influencing travel demand and mode choice. Low-density development tends to correlate with high motor vehicle travel demand, whereas dense, mixed-use developments have been found to result in shorter trips and more balanced travel mode uses. Land use patterns in the City of Tigard and surrounding areas are suburban in character, with residential areas separated from commercial areas and a relatively low density of development overall. Based on current zoning and growth projections, most residential growth will occur in the west side of Tigard and south in the neighborhoods around Durham and Beef Bend Road. Employment growth is forecast to occur near major roadways, especially near Highway 217. The primary areas of mixed-use zoning are the Washington Square Regional Center (WSRC) and Tigard Triangle. The City has adopted plans to significantly increase housing density in downtown. These planned changes in downtown, along with the strategies identified below, could move more houses close to jobs, increase mixed use development, and help mitigate the strain on the east-west roadways by shortening home-to-work trips, supporting transit service, and making walk/bike trips more viable for work, shopping, and other activities. CONNECTIVITY Multi-modal connectivity describes the network characteristics related to frequency of and distance between connections. A well-connected network minimizes the need for out-of-direction travel while supporting efficient dispersal of travel demand among multiple parallel travel ways. Connectivity improvements for pedestrian/bicycle networks are also effective enhancements to the transportation system, including improved access to transit. A common example of efficient roadway connectivity is the traditional grid system, with north-south and east-west streets spaced at generally equal distances. In Tigard, the existing major roadways, along with topography, natural resources, and land development patterns preclude this type of network on a large scale. However, it is possible to plan for improved connectivity by preserving right of way for future connections and prioritizing funding to alleviate existing and future bottlenecks at key crossing locations. 31 April 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox TRANSPORTATION DEMAND MANAGEMENT Transportation Demand Management (TDM) measures include any method intended to shift travel demand from single occupant vehicles to non-auto modes or carpooling, or travel at less congested times of the day. Some common examples of TDM strategies include programs such as carpool matching assistance or flexible work shifts; parking management strategies; direct financial incentives such as transit subsidies; or facility or service improvements, such as bicycle lockers or increased bus service. Some of the most effective TDM strategies are best implemented by employers and are aimed at encouraging non-SOV commuting. Strategies include preferential carpool parking, subsidized transit passes, and flexible work schedules. Cities and other public agencies can play a critical role in support of TDM through provision of facilities and services, as well as development policies that encourage TDM. ENHANCING AND INCREASING NON-AUTO TRAVEL MODES The following summarizes improvements to the pedestrian, bicycle, and transit systems that enhance the quality of the service provided and if implemented with the SOV demand reducing solutions described above, will likely result in increased travel by pedestrian, bicycle, and transit modes. Pedestrian System Pedestrian facilities are the elements of the network that enable people to walk safely and efficiently on the transportation system. The pedestrian network includes walkways (sidewalks, mixed-use trails) as well as safe crossing. Each plays a role in developing a comprehensive pedestrian network which can promote both walking trips and multi-modal trips such as using a combination of walking and transit to complete a trip. There are several different types of pedestrian crossing treatments available, each applicable under a different range of factors. A brief description of the various pedestrian crossing types is provided below. Unmarked Crosswalks-Under Oregon law, pedestrians have the right-of-way at any unsignalized intersection. Marked Crosswalks-Marked crosswalks are painted roadway markings that indicate the location of a crosswalk to motorists. Marked crosswalks can be accompanied by signs, curb extensions and/or median refuge islands, and may occur at intersections or at mid-block locations. Pedestrian Hybrid Signal - The pedestrian hybrid signal is a pedestrian-actuated hybrid signal that would interrupt traffic on the roadway to provide a signalized protected crossing for pedestrians at an otherwise unsignalized location. Pedestrian hybrid signals are included in the new 2009 Manual of Uniform Traffic Control Devices (MUTCD, Reference 1). Signalized Intersection - Signalized intersections typically include a WALK signal that can be automatically triggered or push button actuated. This option would require review of signal 32 2035 Tigard Transportation System Plan - DRAFT April 2010 Transportation Planning Toolbox warrants according to the MUTCD to determine if a signal is warranted at an intersection based on the number of pedestrian crossings. Rectangular Rapid Flashing Beacon—RRFBs consist of user-actuated amber LEDs, which have an irregular flash pattern similar to emergency flashers on police vehicles. These supplement warning signs at unsignalized intersections or mid-block crosswalks. Raised Pedestrian Refuge — This option provides a pedestrian refuge in the roadway median, allowing a two-stage crossing to occur if needed. Grade-Separated Crossing — Grade-separated crossings are either underpasses or overpasses that allow pedestrians to entirely avoid conflicts with automobiles when crossing a busy roadway. When used as part of a multi-use path, grade-separated crossings also accommodate bicycles. Bicycle System Bicycle facilities are the elements of the network that enable cyclists to safely and efficiently travel on the transportation system. These facilities include public infrastructure (bicycle lanes, mixed-use trails, signage and striping) as well as off-road facilities (secure parking, changing rooms and showers at worksites). Each plays a role in developing a comprehensive bicycle network. Many different bicycle facility types are needed to create a complete bicycle network that connects people to their destinations and allows cyclists to feel safe riding. Currently, Tigard's bicycle network primarily includes bicycle lanes, shared roadways and multi-use paths. In some locations where bicycle lanes are provided specific conditions such as high motor vehicle volumes and travel speeds compromise the quality of the bicycle facility. In these locations, wider bike lanes or buffers (wider striping, barriers, or medians) separating bicycles from vehicle traffic may be appropriate. Types of Bicycle Facilities Brief descriptions of the various bicycle facility types are provided below. Shared-roadway—Any roadway without dedicated bicycle facilities is a shared roadway. In Tigard, shared roadways include all public streets without striped bicycle lanes. Where traffic volumes are low, shared roadways are generally safe and comfortable facilities for cyclists. Low-Traffic Bikeway (aka Bike Boulevard) — Low-traffic bikeways are also known as bike boulevards and provide high-quality bicycle facilities on continuous street corridors with low vehicular traffic volumes. Typically, low-traffic bikeways are made on local streets, which are configured to prioritize bicycle trips and reduce through automobile trips. Local automobile access is retained. Bicycling conditions are improved by reducing stop signs to a minimum along the route and providing way-finding information specific to bicyclists. Low-traffic bikeways are best used when they parallel major roadways and can provide cyclists with a low-volume alternative route. Low-traffic bikeways are used extensively in Portland, and 33 April 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox recent rider surveys there indicate that cyclists overwhelmingly prefer them compared to major streets with bicycle lanes. Bicycle Lane — Bicycle lanes are striped lanes on the roadway dedicated for the exclusive use of bicycles. Typically, bicycle lanes are placed at the outer edge of pavement (but to the inside of right-turn lanes and/or on-street parking). Bicycle lanes improve bicycle safety, improve cyclist security, and if comprehensive can provide direct connection between origins and destinations. Bicycle Crossings Bicycle crossing treatments are used to connect bike facilities at high traffic intersections, trailheads, or other bike routes. Typical treatments include bicycle detectors at traffic signals, bicycle only signals, or preferential movements for bicyclists such as only allowing bikes to make a through movement. Bicycle Parking Bicyclists also benefit from several other types of bicycle support facilities, such as secure bicycle parking, either open or covered U-shaped racks, and storage lockers for clothing and gear. The City currently requires bicycle parking to be included in new developments as a condition of approval and TriMet buses are outfitted with bicycle racks that allow cyclists to bring their bikes with them on transit. Allowing bicycles on transit vehicles increases the range of trips possible by both transit and bicycling, and reduces cyclists'fears of being stranded in the event of a mechanical or physical breakdown. Multi-Use Pathways Multi-use pathways are other facilities dedicated to pedestrians and bicyclists. These pathways have an integral role in recreation, commuting, and accessibility for residents. Tigard's off-street trails are generally concentrated along several greenways located within the City. The most notable of these trails is the Fanno Creek Greenway which traverses the full length of the City. Trails are also located along the Tualatin River and the Pathfinder-Genesis Trail. Additionally, planned regional pathways are being developed to connect Tigard with other communities in the Portland metro area. While these pathways serve and connect several neighborhoods in Tigard, there are some remaining gaps in these facilities. The Tigard Neighborhood Trails Plan (adopted in 2009) focuses on multi-use pathways at a neighborhood scale and developed a list of 42 recommended projects that are generally one to two blocks in length. These projects seek to improve opportunities for walking, bicycling and using transit by creating short cut-through routes that provide access to local destinations. A complete list of the projects from the Neighborhood Trails Plan is included in Appendix B of the Volume 2 Technical Appendix. While the Neighborhood Trails Plan addressed short, local connections, there are additional city and region-wide multi-use trails that are in various stages of planning and construction. In particular, the Tiedeman/Main Rail Trail has been identified for converting a nearly three-quarter mile inactive railroad right-of-way adjacent to Tigard Street from Tiedeman to Main Streets. 34 2035 Tigard Transportation System Plan - DRAFT April 2010 Transportation Planning Toolbox Conversion to a multi-use trail will provide an attractive alternative to Tigard Street for pedestrians and bicyclists, and will also be a direct connection to downtown and the transit station. Transit System Transit service is an important part of a balanced transportation system, providing an alternative to private automobile travel for distances too far to walk or bike. TriMet is the transit service provider for the City of Tigard. The City's partnership with TriMet, as well as with regional planners is essential to development of a more comprehensive transit system. The City can also play a direct role in improving transit service by providing services that support transit use, such as transit stop amenities and good pedestrian connections. Supporting an environment in which transit is a preferred travel option for the Tigard community requires more than direct investments in transit service. Land use, connectivity, and streetscape features have a major influence on the cost effectiveness of transit service and will help Tigard get more out of its available transit investments. For this reason, potential local strategies to improve transit service include planning for land uses that are transit supportive, in addition to providing appropriate facilities and connections to transit. TRANSPORTATION SYSTEM MANAGEMENT Transportation System Management (TSM) refers to a wide range of strategies that improve operations of an existing roadway system, but without roadway widening. TSM measures can be focused on improving transportation "supply" through enhancing capacity and efficiency, typically with advanced technologies to improve traffic operations. Or they may be focused on reducing transportation demand through promoting travel options and ongoing programs intended to reduce demand for drive alone trips, especially during peak travel periods. Several TSM strategies are identified for application in Tigard in existing plans, including the 2035 RTP and the Highway 99W Improvement and Management Plan (Highway 99W Plan). Some of the key strategies identified for consideration in Tigard are summarized below. Signal Retiming/Optimization Signal retiming and optimization refers to updating timing plans to better match prevailing traffic conditions and coordinating signals. Timing optimization can be applied to existing systems or may include upgrading signal technology, including signal communication infrastructure or signal controllers or cabinets. Signal retiming can reduce travel times and be especially beneficial to improving travel time reliability. Signal retiming could also be implemented to improve or facilitate pedestrian movements through intersections by increasing minimum green times to accommodate pedestrian crossing movements during each cycle in high pedestrian or desired pedestrian traffic areas, eliminating the need to push pedestrian crossing buttons. Bicycle movements could be facilitated by installing bicycle detection along major bicycle routes. Signal upgrades often come at a higher cost and usually require further coordination between jurisdictions. 35 April 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox Advanced Signal Systems Advanced signal systems incorporate various strategies in signal operations to improve the efficiency of a transportation network. Strategies may include coordinated signal operations across jurisdictions as well as centralized control of traffic signals. Advanced signal systems can reduce delay, travel time and the number of stops for vehicles, while potentially increasing average vehicle speed. In addition, these systems may help reduce vehicle emissions and have a high impact on improving travel time reliability. The detection system, controller hardware, and software required at intersections depend on the signal system strategy. In order to implement an advanced signal system, the existing hardware and software on the roadways would be updated. The signal controllers on Pacific Highway have recently been updated to newer type 2070 controllers; however many of the remaining signals in Tigard operate older model 170 traffic controllers. Of the 79 signals in the City of Tigard, 47 are owned and maintained by ODOT; the rest are maintained by Washington County. These agencies would take the lead in signal upgrades and implementing advanced signal systems. Any strategies that may be implemented would require coordination among the City of Tigard and the jurisdictions that own and operate the signals. Advanced signal systems may be applied to several innovative control strategies. The costs of these systems vary as a function of the types of controllers, programming needs and detection needs. Implementing any of these systems in Tigard would require coordination with ODOT and/or Washington County.Alternative signal systems include: • Adaptive or active signal control systems improve the efficiency of signal operations by actively changing the allotment of green time for vehicle movements and reducing the average delay for vehicles. Adaptive or active signal control systems require several vehicle detectors at intersections in order to detect traffic flows adequately, in addition to hardware and software upgrades. • Traffic responsive control uses data collected from traffic detectors to change signal timing plans for intersections. The data collected from the detectors is used by the system to automatically select a timing plan best suited to current traffic conditions. This system is able to determine times when peak-hour timing plans begin or end; potentially reducing vehicle delays. • Transit signal priority systems use sensors to detect approaching transit vehicles and alter signal timings to improve transit performance. This improves travel times for transit, reliability of transit travel time, and overall attractiveness of transit. The City of Portland has the only system of bus priority in the region, which is applied on most of the major arterial corridors throughout the city. Real-Time Traveler Information Traveler information consists of collecting and disseminating real-time transportation system information to the traveling public. This includes information on traffic and road conditions, general public transportation and parking information, interruptions due to roadway incidents, 36 2035 Tigard Transportation System Plan - DRAFT April 2010 Transportation Planning Toolbox roadway maintenance and construction, and weather conditions. Traveler information is collected from roadway sensors, traffic cameras, vehicle probes, and recently media access control (MAC) devices such as cell phones or laptops. Data from these sources are sent to a central system and subsequently disseminated to the public so that drivers track conditions specific to their route and can provide historical and real-time traffic conditions for travelers. When roadway travelers are supplied with information on their trips, they may be able to avoid heavy congestion by altering a travel path, delaying the start of a trip, or changing which mode they choose to use. This can reduce overall delay and fuel emissions. Traveler information projects can be prioritized over increasing capacity on roadway, often with high project visibility among the public. Real-Time Transit Information Transit agencies or third-party sources can disseminate both schedule and system performance information to travelers through a variety of applications, such as in-vehicle, wayside, or in- terminal dynamic message signs, as well as the Internet or wireless devices. Coordination with regional or multimodal traveler information efforts can increase the availability of this transit schedule and system performance information. TriMet has implemented this through its Transit Tracker system. These systems enhance passenger convenience and may increase the attractiveness of transit to the public by encouraging travelers to consider transit as opposed to driving alone. They do require cooperation and integration between agencies for disseminating the information. Access Management Access management describes a practice of managing the number, placement, and movements of intersections which provide access to adjacent land uses. These access points are considered in context with the traffic flow, safety, capacity, and speed on the surrounding road system. Within developed areas, access management strategies may include shared or consolidated access points, restrictions on access point movements (medians, channelized movements), or closing access points. Access management provides several potential benefits, such as reducing crashes and crash rates and increasing capacity on the main roadway by maintaining vehicle flows and speeds. In addition, well deployed access management strategies can greatly improve travel conditions for pedestrian and bicycles. Eliminating the 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. 37 April 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox Neighborhood Traffic Management Neighborhood Traffic Management (NTM) is a term that has been used to describe traffic control devices typically used in residential neighborhoods to slow traffic or possibly reduce the volume of traffic. NTM is descriptively called traffic calming due to its ability to improve neighborhood livability. Tigard has done extensive work in the way of testing and implementing NTM measures such as speed humps, chokers, pavement texturing, circles, chicanes and other elements. The following are examples of neighborhood traffic management strategies that have been applied in Tigard: • speed wagon(reader board that displays vehicle • narrow streets speeds) • closing streets • speed humps • photo radar • traffic circles • on-street parking • medians • selective enforcement • landscaping and street trees neighborhood watch •• chokers (narrow roadways in short sections) • curb extensions A wide range of traffic control devices are being used throughout the region, including such devices as chokers, medians, traffic circles and speed humps. Also, NTM may be considered in an area-wide manner to avoid shifting impacts between areas and should only be applied where a majority of neighborhood residents agree that it should be done. Research of traffic calming measures demonstrates their effectiveness in reducing vehicle speeds. Table 3-6 summarizes nationwide research of over 120 agencies in North America. TABLE 3-2 NEIGHBORHOOD TRAFFIC MANAGEMENT PERFORMANCE Speed Reduction(MPH) Volume Change(ADT) No.of Public Measures Studies Low High Ave. Low High Ave. Satisfaction Speed Humps 262 1 11.3 7.3 0 2922 328 79% Speed Trailer 63 1.8 5.5 4.2 0 0 0 90% Diverters 39 - - .4 85 3000 1102 72% Circles 26 2.2 15 5.7 50 2000 280 72% Enforcement 16 0 2 2 0 0 0 71% Traffic Watch 85 .5 8.5 3.3 0 0 0 98% Chokers 32 2.2 4.6 3.3 45 4100 597 79% Narrow Streets 4 5 7 4.5 0 0 0 83% SOURCE: Survey of Neighborhood Traffic Management Performance and Results, ITE District 6 Annual Meeting, by R S. McCourt, July 1997. 38 2035 Tigard Transportation System Plan - DRAFT April 2010 Transportation Planning Toolbox Typically, NTM receives a favorable reception by residents adjacent to streets where vehicles travel at speeds above 30 MPH. However, NTM can also be contentious because it may be perceived by one neighborhood as just moving the problem from one neighborhood to another rather than solving it. Traffic calming may also be perceived as impacting emergency travel or raising liability issues. A number of streets in Tigard are identified in the functional classification as neighborhood routes. These streets are typically longer than the average local street and might otherwise attract cut-through traffic. These may be appropriate locations for consideration of NTM applications. 39 April 2010 2035 Tigard Transportation System Plan - DRAFT Transportation Planning Toolbox 40 Section 4 Development of the 2035 TSP April 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP Development of the 2035 TSP The 2035 Tigard Transportation System Plan(2035 TSP)builds on past planning efforts as well as an updated analysis of existing conditions, forecast needs, and a multi-step evaluation of improvement options. The analysis of transportation needs was coupled with a detailed review of relevant state, regional, and local plans and policies. Parallel to these phases was a public involvement process to gain input on key issues and concerns and to inform the community regarding the outcomes of the process. This section summarizes the regulatory context, the foundation of previous planning, the public involvement process, and the key findings of the baseline, forecast, and alternatives analysis. The section is organized as follows: • 2008 Baseline Conditions Analysis • 2035 Forecast Analysis • Alternative Analysis • 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 3-1 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. 42 2035 Tigard Transportation System Plan - DRAFT April 2010 Development of the 2035 TSP Socioeconomic Conditions An evaluation of socioeconomic conditions was conducted as part of the environmental justice analysis for transportation needs. The analysis was conducted in order to meet the needs and avoid undue adverse impacts to certain populations when examining potential transportation improvements. Census data were used to evaluate census blocks within the planning area based on percentages of the population comprised of one or more of the following populations: • Minority groups-people who did not self-identify as White-Non Hispanic • Low-income residents - people who earned between 0 and 1.99 times the federal poverty level in 1999 • Seniors-people 65 years of age or older in 2000 • Non-English speakers-people who stated that they did not speak any English at all in 2000 • People with disabilities - people five years or older with any type of disability: sensory, physical, mental, self-care, go-outside-the-home, or employment. Under the Metro 2035 RTP definition, an area has "'significant' environmental justice populations if it has more than 2.5 times the regional average for that population. Within the Tigard planning area, no significant minority or disabled populations were identified; however several Block Groups were identified for significant non-English-speaking, senior, and low-income populations. These areas are depicted in Figure 3-2. The existence of significant environmental justice populations was considered in the evaluation of potential transportation projects both for the capacity to meet needs as well as for potential negative impacts of new facilities. It is notable that there is a gap in transit service on Hall Boulevard between Pacific Highway 99W and Locust Street in the vicinity of considerable low income residents. Transit dependent residents of these neighborhoods must walk along Hall Boulevard to get to the nearest bus stops. While the City is not a provider of transit service, pedestrian and bus stop amenities in this vicinity should be considered priorities in order to improve transit access for these neighborhoods. Details of this and other aspects of the 2008 Base Conditions Analysis are provided in Technical Memorandum #3 in the Volume 3 Technical Appendix. 43 Ha TAYLORS FERRY RD 0 \ Figure 4-1 .1 4 .■ r' iii ° s` N C W 1 —1— r _f_ - I- ' r _ - r Environmental Gs 2 ,t,n.., ��.� Resources W 11/ FERRY RO. 9G�y a Cr O i. SCROLLS w 2V - f - ,ro is , - Tigard Urban OAK ST +�°a s "t' Planning Area cn PINE ST .� �Jv j W �"" .q " """."." _ Water Bodies ��64;7,1, NI 7I �o Q �-f f � PFAFFLE ST ® Wetland Inventory �P �' ® Goal 5 Resources 0� ��g P Q HAINES J j e <«��,.„4 ,,O''' 2=�:f N= :'• Floodplain \Ili ea WALNUT ST r � f "&DARTMOUTH ST■ q 111 1 � 5 } ' Other Map Elements t "I+FLY : 1 NUT ST P( _Y Se....n.1 WA J�e�aTG yy _ TC ® �<�yT 6R�y ��R Transit Center o — sr 92i sT Tigard City Boundary x i a ` sT gum + _ _ _ r _ 1 �, ,� Other Rail Lines i i .os )il f_ r h T WALL '9/r�O` L9 irao.n:n.nn. r�.n .....mmv s p,,,e GAARDEST MCDONALDSTj. GTF =. '' .r�� i- tip.' . yi�. }� { eM� ,I . . - ,_ ,_ - y„ BONITARD 'e� ' „ti BULL MOUNTAIN RD -- I BONITA RD I <— ., 2 1 "'"""s 1: ,,,,,e1,7 ,,f, 8, . w,„„ ,...,,, 5 I .ic, r, __, 5 z _%0 , D f p 1 Q O• A■ ii � w BEEF BEND T-- — -'DURHAM RD- i— Q�' . ^ `� w - �� h e Ly 'a �I W l €, 05 ,_ z f� f".�• �- **The information represented on this 14 C' map is current as of February 28,2010. Revisions will be made as new decisions .` or amendments occur to alter the content ,yi 015 03 of the p , 06 map. 1A `++,\n Miles Sources:City of Tigard,Metro 2008 RL1S Lite Q w i TAYLORS FERRY RD cc Figure 4-2 F •D' r N 2,7. P. Environmental �k _� Justice Populations 2 LOCUST ST b[iun., yrnro u acs,� Q _ �� Tigard Urban SCHO��S FERRY RD () 9G� a ` _ ' OAK ST � �x Planning Area 1,91 >O �� _ PINE ST ■ ii yi'""ll,.r.•�rnlr,� "'� Significant Populations* C' NI `%; - j Low-Income q- ¢ � �� PFAFFLE ST ++'++ 5 = P W .+++++ Non-English Speaking 03,. ,, ' P, , $' HAINES.ST NIIIIrp 4� o�� l \ -0 7 Senior a, .4 • ,, 11''‘ Significant Areas WALNUTS r NUT ST ;++.,--'` �.^-�.'� DARTMOUTH ST_ S'm m 4111. Way �P TC a Other Map Elements - I -- ,i/T� e� .,�� tiUN�� T C �s sa ++�.i.I R'�gso��G FRST Transit Center _ / aF « :+.:'+..'.:.;+ r r�� . Tigard City Boundary III r + + 1r �,,, .... y,� �� ,� Other Rail Lines MIMI 5 7nn�re' + rya « 8 +'f+ ,217 )15 L X03 '�� 7 / 'CF. WAULST �'� ��- ti'9�- . +bny u7lPirrmf mmn Y �.�." GAARDE ST - MCDONALD.ST,.' '.. \• ' Rau 5 _ { 4± IMMI l L ++Mimi ++ �i• TAN RD NITA RD } ■ Ell w C c -, a t. tt: tZ Q ++++++:+ ..,,...,“ : ,.3; ,::::it:44-jaggip=1:** • "" 4444 1 tai > O . WW ' ++++ ,r; : +s.•I.�•• �ff•••••� : •• ' Q i iii `\ " BEEF BEND i1. ••{'•DURHAM RD • •••• L eiuuuc Q , aEnr,"""++ r n,nn,,,rn "'�•,,, f _ o **The information represented on this f Z map is current as of February 28,2010. ,,,�: F '^ Revisions will be made as new decisions —� o or amendments occur to alter the conten El 0.15 0.3 0..6 S ��`+� ��` € . of the map. 3n,,■rS ; Miles *Significant environmental justice populations are based on the Metro 2035 Update definition: Census Block Groups with more than 2.5 times the regional average for that population. Note:Block Groups highlighted in yellow represent areas where two or more significant populations are identified. Sources:2000 Census,2008 RLIS Lite April 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP 2035 FORECAST ANALYSIS Development of long-term (year 2035) transportation system forecasts relied heavily on the Metro Travel Demand Model. The model predicts future travel needs based on forecast housing and population. The model also incorporates planned improvements to the transportation system. Future transportation conditions were evaluated based on the forecast travel demand and planned improvements. Technical Memorandum #4: Transportation Needs and Deficiencies included in the Volume 3 Technical Appendix. Metro currently uses 2005 household (single family units, mixed-use units) and employment (retail jobs and "other") data as its base and has developed year 2035 household and employment forecasts. Year 2035 forecasts include estimates of future households and employment within the Tigard planning area. The population and employment data for both 2005 and 2035 are summarized in Table 4-1. TABLE 4-1 2035 HOUSEHOLD AND EMPLOYMENT PROJECTIONS 2005 2035 Growth, 2005-2035 Households Employment Households Employment Households 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. 46 Figure 4-3 z N Forecast 3■ z,r TAYLORS FERRY RD Household Growth t. 2005 to 2035 / - ` Tigard Urban ■ J a Planning Area 2 - _ - LOCUST ST nm, D ■■ w W J OLDS FERRY R NI, 4 c� O scH i • o ` = OAK ST ,,y. Change in Households Per Acre ; ■U \' rt .� �� * PI"EST 1 I I Negative or No Change is _ I - 0 to 0.5 HH/Acre %� 0.5 to 1.5 HH/Acre �o 'Y ` �� PFAFFLE sr 1.5 to 2.5 HH/Acre P j HAINF.S ST P �o ,�' g -more than 2.5 HH/Acre N/ALNUTST 6, �, DARTMOUTH ST Other Map Elements WI N a yVALN �T �... J `3P\♦`� a . ,.:G �q ti eo�ti♦♦ "�N2i� T. Transit Center r= Lr6,, y, FRsr, Tigard City Boundary —_ sr g tY n r ♦♦ do ■ ++++F Other Rail Lines 99W''. ♦t V\ F in„F `�A'17RA?" ♦'♦,G 217 i *4n � _ WALL ST ♦♦FS, i RO r"n° nnn �� ♦co 8 J Syq� d. -L�� :, .:"': ♦ a a�nr. GAARDE ST Q'1 MCDONALD ST �LT�P RQ �,Y � 111 .. t BONITA RD BONITA RD ��=,, BULL MOUNTAIN RD Ct �,I ■_ w Q ■■ a o a. m g r i o■ 5 Q / SELF BEND RD DURHAM RD iyk� • a,nI r o z i ,■ "a.n••", ..:.,, ,.,,. nun,,, , +2 _._ 1 '� gin: 's� In.n.l�t9 3��„o` i 15 **The information represented on this map is current as of February 28,2010. i,- Revisions will be made as new decisions poi Jill— miliiHinv I , or amendments occur to alter the content ' _— 0 02 0.4 0.8 of the map. ■ Miles ■ Note:Forecast household growth is based on data obtained from Metro and does not reflect recent Tigard plans for increased development in downtown. : Figure 4-4 1- z Forecast , TAYLORS FERRY RD Employment Growth 2005 to 2035 y'"'s Tigard Urban 2 J �e' \ LOCUST ST. .c`."1"�""' :�:v Planning Area s SCNO"S FERRY RD 9G� _ __—. _- _ \. `,. 11-'? OAK sr'� ,--- Change in Jobs Per Acre .1 t+ _. - I Negative or No Change a II J 0 to 1 Job/Acre is a - 4 — r - •-- I ,� A RFARELE ST , � 1 to 3 Jobs/Acre e - I Z , wrs ST 3 to 5 Jobs/Acre _ g P� ° :� �� more than 5 Jobs/Acre•ill �` ra�7 WALNUT �•� DARTMOUTH ST ST li 'r •�'•o �5� > U Other Map Elements ��.n• � yJALNUT,±T eyP� S a "11111.' o iry° l2-747T B�,,4. NvN2j%, l T C Transit Center Y „ sT♦ 1 Tigard City Boundary 49 r. o� f , 99W ♦p �� s +EH+ Other Rail Lines •♦♦ lad Via.. r1 �S\ W All ST ••.s ° c J '?o,,,,,,,, :nr'3e � -� yn::n::u:�. i-. �" v..-. 9yy '—L...1,117-4, Rr. 1 :y v■rt:.•i _ y,ur GAARDE ST 4r MCDONALD ST cs 1 O a inz Jcu l,f ' Q `u` , mmO NT IN RD - BONITA RDA BONITA RD iinquL BULL M ME ■ J■ ■ ei G r un.... a �. .4.f..„, .•, . O 2 J BEEF BEND RD - DURHAM RD - Q� �� 5 w _ O°? Oa W E� I1.;.l I:11 S 1 E � �n:ut E 5 '\ 1 N+�c ., **The information represented on this __ map is current as of February 28,2010. G Revisions will be made as new decisions -__— ■,,� - I— ! or amendments occur to alter the content ,I - - - 0 0.2 0.4 0.8 of the map. Miles Note:Forecast employment growth is based on data obtained from Metro and does not reflect recent Tigard plans for increased development in downtown. 2035 Tigard Transportation System Plan - DRAFT April 2010 Development of the 2035 TSP It should be noted that the City of Tigard plans for increased residential uses in Downtown Tigard which is not reflected in Figure 4-3. The City has adopted plans to significantly increase housing density in downtown,but these projections were not incorporated into the Metro model data. These planned changes in downtown, along with the City's land use strategy to increase mixed-use development could 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 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. 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: 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; 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. 49 April 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP Exhibit 1 Alternatives Analysis and Project Evaluation Sieves Result: Draft TSP Refined Project List and Set Draft Priorities (Input tram TAC,CAC,staff,city council) 7 Evaluated Draft Preferred Plan (operations analysis) 6 Identified New protects (qualitative project gols•based evaluation) 5 Reviexed Number and Feasibility of Bridge Structure Iqualrtative project goals based evaluation) s 4 Evaluated Indual Projects Iqualifative project 9oals•based ev Evaluated Alternative Str aluation) 3 (0�rations anal ategies Evaluated Ysis) 2 scenario 1 a operations anald?celled()2 Start with: 5lS) 1 Project List from Previous Planning Efforts Step 3 — Evaluation of Individual Projects Individual projects were evaluated both quantitatively and qualitatively. Major roadway capacity increases were modeled to determine the level of travel demand that would be accommodated or otherwise impacted by the project. In addition, a series of evaluation criteria were developed from the goals identified in Section 2. The seven criteria for screening and prioritizing project alternatives were: multi-modal mobility, system capacity, consistency with local/regional plans, safety, cost- effectiveness, environmental resources, and environmental justice. The evaluation criteria were applied to new projects, projects being considered for removal from the TSP and projects that were otherwise considered critical or notable. The rating method used to evaluate each project is illustrated in Table 4-2. 50 2035 Tigard Transportation System Plan - DRAFT April 2010 Development of the 2035 TSP TABLE 4-2 QUALITATIVE RATING SYSTEM Goal Rating Meaning • Significantly improves transportation options, or connectivity within a mode Multi-Modal Moderately improves transportation options, or connectivity within a mode Mobility O Does not change transportation options or connectivity • Project improves system capacity System Capacity Project does not significantly change system capacity O Project decreases system capacity Consistency with • Included as part of other local jurisdiction, regional, and/or state plans other jurisdiction O• Not mentioned but consistent with the intent of other plans Local, Regional Plans 0 Inconsistent with local jurisdiction, regional, and/or state plans Provides a safety enhancement in an area with noted safety deficiency or an • area with significant pedestrian and/or bicycle traffic. Safety O Provides a safety enhancement to one or more modes of travel. O Provides no improvement or negative impacts to overall system safety. • Provides significant increases in mobility compared to the relative cost. Cost - Provides reasonable increase in mobility compared to the cost. Effectiveness O Provides little increase in mobility compared to the cost. • Enhances parks, wetlands, or other environmentally sensitive areas Environmental O Does not impact environmentally sensitive areas Resources O Impacts environmentally sensitive areas • Enhances transportation options for designated population neighborhoods Environmental No obvious impact to designated population neighborhoods Justice O Negatively impacts designated population neighborhoods 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 51 April 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP within the planning horizon as well as those that should be include for the purpose of long-term right-of-way protection. This review identified existing plans for a total of seven grade-separated crossings. The individual project evaluations in Step 3 were supplemented with the overall review of the number of costly grade-separated crossing proposed. On that basis, the following crossings have been removed from the TSP or modified: • Northern Washington Square Regional Center Crossing (Hwy 217 crossing) was modified to a pedestrian and bicycle connection only • Wall Street Extension (railroad crossing) was removed due to cost effectiveness and potential environmental justice impacts as described as part of Step 3 • Dartmouth Street — Hunziker Connection (over Hwy 217) was removed due to cost and redundancy with the Hunziker Street—Hampton Street Connection • Durham Road Extension under I-5 was not included due to limited system benefits and cost effectiveness. The following crossings were recommended to remain in the 2035 TSP: • Northern Washington Square Regional Center Crossing (as pedestrian/bike connection only) • Southern Washington Square Regional Center Crossing • Hunziker Street—Hampton Connection over Highway 217. Step 5 Step 5 of the alternatives analysis included evaluation of potential new roadway projects that would benefit overall multi-modal system operations. Two of the notable new projects in the 2035 TSP include the North Dakota-Pfaffle Neighborhood Route and North Dakota Realignment. These projects are envisioned to occur in tandem with or subsequent to realignment of Tiedeman to the west away from the North Dakota/Greenburg Road intersection. 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. 52 2035 Tigard Transportation System Plan - DRAFT April 2010 Development of the 2035 TSP 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. 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. 53 April 2010 2035 Tigard Transportation System Plan - DRAFT Development of the 2035 TSP 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. 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. 54 Section 5 Transportation System Plan April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan Transportation System Plan This section presents the multi-modal Transportation System Plan for the City of Tigard. The purpose of the Plan is to support the vision and goals presented in Section 2 by logically providing for the systematic care and expansion of the City's multi-modal transportation system. The Tigard 2035 Transportation System Plan presented below provides the policy and regulatory framework to guide the expansion of the system and the prioritized list of actions and improvement projects to meet the future travel needs within the community. The Transportation System Plan is organized into the following major sub-sections: • State and regional planning context; • Policy/regulatory elements for management and design of roadways; • Future modal system plans for the roadway,pedestrian,bicycle, and transit systems; • Summary of all planned projects and project priorities; • Transportation plans for Special Areas including Downtown, the Tigard Triangle, and Washington Square Regional Center; and, • Modal plans for the rail, air,water, and pipeline systems. PLAN AREA The City of Tigard is located within urban Washington County and the three county (Multnomah, Clackamas, and Washington Counties) Metro Service District. Tigard's current boundaries are generally defined by Scholls Ferry Road to the north, I-5 to the East, the Tualatin River to the south, and SW Barrows Road and extend as far as SW 154th Avenue to the west. Figure 5-1 presents a map of the area included in the Tigard 2035 Transportation System Plan which includes the City of Tigard and sections of unincorporated Washington County that are part of the Tigard Urban Planning Area. These unincorporated areas are required to be included in the 2035 TSP by the Transportation Planning Rule. The Highway 217 interchange at Scholls Ferry Road is also shown in the figure even though it is in the City of Beaverton, but is included in this study because its operations effect adjacent intersections within Tigard. Directly west of the Tigard planning area is the West Bull Mountain Planning Area (Areas 63 and 64) which was brought into the urban growth boundary in 2002. That area is being planned under a separate effort being led by Washington County and is, therefore, excluded from the Tigard Planning Area of this TSP. 56 TAYLORS FERRY RD Figure 5-1 .....\21 r -7`W+ - 4- ' --.N Transportation ii. 4.,:,.. �a , 1 System Plan ,r 2 ' j i �. _ nrr, • Boundaries z --M,,.;�,�... 6'6. I. W -_ 4 v -, LOCUST ST SGHOULS FERRY R� f ! 9GF i w 2 Tigard Urban is,_ a - J i� p ��, OAK ST � - ,� _.� •0 ,r �" PINE ST Planning Area u) ' ° ni a W Tigard City Boundary ®— ? ■rr■rr•Urban Planning Area e- _' _� f' i; PFAFFLE ST W Recent City Annexations S� �- "� _ _ R Q HAINES.ST QO - w _ r--:.N-u,- �( ��P t �y o ct- P p f oe- ��«, N = Other Map Elements WALNUT I ''',. �� r r ST r— DARTMOUTH ST TC r O Transit Center .«s J! wAI-NUT S1 I - i-_. F .SPA a -' HH+ Other Rail Lines MII..- T I - sT a — — Vii+ o 3 �,. _ ( F1 - , �.. - � WALLST *cis 217; 1 G +°o R q�O rt ...k '7..,a∎,.,,.,,.,n".w i . simi GAARDE ST QP GT 3 'Q' _ 1 7- MCDONALD STi s<s a • ire ■:'i — f 1 S - ( 4-- ,-- _+-- �9 w.i a . ,_ I — yiI ∎ 4 e 7c ,........IL e °V I_ _ �_ _'-�7-, c I J 1 BONITA RD �' T 1 BULL MOUNTAIN RD -- — — _ BONI ARD 3� ! I .ns■i�■ra�MQ s «.i.uw. � •+ f r ��Lam : o ■ _ ` - , i..s i. i ,rte f'f- 1+L �' y�Q RasuwAuarr■i+ ,r,w i BEEF BEND RD` — �� DURHAM RD k, "r o m 2 --,-- N,. lh I r! i 1 .,,,,,..„,,,,,, i! **The information represented on this • map is current as of February 28,2010. 0, Revisions Revisions will be made as new decisions + 0 0.15 0.3 0.6 or amendments occur to alter the■ �j ■r of content of the map. _ : Miles April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan STATE AND REGIONAL PLANNING CONTEXT While the focus of the 2035 Tigard Transportation System Plan (2035 TSP) is the transportation system within the Tigard Urban Planning Area, the transportation facilities within the 2035 TSP area also have an important role in the state and regional transportation system. In keeping with Goal 5 for the 2035 TSP regarding inter-agency coordination, the 2035 TSP is consistent with the requirements of statewide and regional transportation plans and policies. Facilities Three major regional transportation facilities traverse the City of Tigard: Interstate 5, Highway 217, and Pacific Highway-99W. These facilities are state highways under the jurisdiction of the Oregon Department of Transportation (ODOT) and are subject to the operational and design requirements placed by the state. Plans for improvements to the highways and interchanges, as well as changes to adjacent land uses and access points must be developed in a manner consistent with ODOT plans, guidelines, and standards. Further, each of these facilities delineates a Regional Mobility Corridor in Metro's 2035 Regional Transportation Plan (RTP) (Reference 2). The corridors, while anchored by major roadway facilities, also encompass local streets and multi-modal facilities. Metro's Mobility Corridor Atlas identifies the following four corridors connecting to Tigard: • Corridor 2 North: includes the area surrounding 1-5 and Pacific Highway-99W connecting Tigard to Portland Central City. This corridor area includes I-5 between Portland and Tualatin, and Pacific Highway 99W between Portland and King City. • Corridor 3 South: includes the area surrounding I-5 and Pacific Highway 99W, connecting Tigard to Tualatin,Wilsonville, and Sherwood. • Corridor 19: includes the area around Highway 217 connecting Tigard to Beaverton and Hillsboro (via Highway 26) as well as Lake Grove to the east. • Corridor 20: includes the area surrounding Highway 99W connecting Tigard to Sherwood and Newberg, as well as Tualatin and portions of Wilsonville. By identifying and managing multi-modal corridors, Metro is shifting transportation planning away from a focus on facilities and toward a focus on providing connections using a system of modal options. A Metro summary of existing conditions for each of these Regional Mobility Corridors is provided in Appendix C of the Volume 2 Technical Appendix. Multi-modal refinement plans for each of these corridors are included in the 2035 RTP. Metro has identified Corridor 2 as one of two top priority corridors for refinement plans and is seeking funding to begin this effort. 58 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan LAND USE PLANNING & DEVELOPMENT The types and intensities of land uses are closely correlated with travel demand and mode choice. Land use patterns in the City of Tigard and surrounding areas are suburban in character, with residential areas separated from commercial areas and a relatively low density of development overall. The majority of land in Tigard is zoned for residential uses, with commercial zoning primarily along Pacific Highway and in the Tigard Triangle, and industrial primarily along the WES commuter rail track south of Pacific Highway. This development pattern results in travel demand that is highly directional according to typical weekday peak periods. Specifically, there are relatively sharp peaks in travel demand during weekday commute hours, with predictable peak period traffic flowing away from residential neighborhoods in the morning and returning in the evening. Land use strategies that support non-automobile travel choices while retaining the suburban residential character throughout most of Tigard are described below. Potential Further Plan or Study: Support Commercial Nodes in Residential Areas Commercial nodes in residential areas would provide residents with the opportunity to take non- work trips by bike or walking. These neighborhood commercial (N-C) nodes could include small restaurants, coffee shops, or neighborhood retail. This could be accomplished by allowing neighborhood-commercial as a permitted or conditional use in residential zones, or through designating specific nodes on the City's comprehensive plan map as neighborhood commercial. The N-C designation currently exists within the City. Potential Further Plan or Study: Support Non-Auto-Dependent Development Mixed-use developments combine housing, retail, employment, and other land uses together in a single development project. Such developments have been found to reduce automobile trips by supporting higher frequency transit service and promoting pedestrian and bicycle travel. Urban areas with mixed uses and higher densities should be promoted in targeted areas, such as along Pacific Highway, in the Downtown2, 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. 59 April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan and mixed uses, as well as design elements that make walking and bicycling safe, convenient, and comfortable. Amending Tigard's existing zoning to allow higher density developments may present challenges with respect to meeting ODOT performance standards for adjacent state highways. The Transportation Planning Rule (OAR 660-12-0600)which requires that amendments to adopted plans must not cause an affected roadway to fail to meet performance standards, or if the forecast roadway operations are already failing to meet performance standards, the plan amendment must not further degrade performance. This is a known issue in downtown, Washington Square Regional Center, along Pacific Highway, and in the Tigard Triangle, and may also arise in other areas near state highways or freeway interchanges. There are numerous measures that can be taken in the land use planning and design process to reduce trip generation from increased development. These include: • Parking management, including pricing and time limits; • Reduced parking requirements or parking maximums for new development; • Improved facilities for pedestrian and bicycle access and circulation; • Complementary mix of land uses; • Improved connectivity for motor vehicles as well as for bicycles and pedestrians; and, • Transportation system management (TSM) measures to improve traffic operations without significant capacity expansions. The above measures are an effective approach to reducing traffic impacts from increased development. Additional transportation mitigations are primarily focused on improving general transportation conditions for all travel modes. While these measures may be pursued for their own merit, they are also identified as an option for transportation mitigations where increased density results in higher trip generation: • Access management to improve general traffic operations on arterials and collectors; and, • Mitigation of known safety and access deficiencies for motor vehicles, transit, pedestrians, and/or bicycles. The City will continue to work with Metro and ODOT to develop transportation and land use strategies that support Tigard transportation and community development goals, Metro's 2040 growth concept, and ODOT performance standards. Greenhouse Gas Emissions In 2007 the Oregon legislature adopted the following statewide targets for greenhouse gas emissions (GHGs) among all sectors, including energy, solid waste,buildings, and transportation: 60 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan • 2010: stop increases in GHG emissions • 2020: ten-percent reduction in GHG emissions (from 1990 levels) • 2050:fifty-percent reduction in GHG emissions (from 1990 levels) This was followed by the adoption of House Bill 2001 (Jobs and Transportation Act, or JTA) in 2009, which focuses on reducing GHG emissions from light-duty vehicles. The technology and methodology to measure GHG emissions for specific transportation plans and projects is still under development. These next steps have been adopted by the legislature and by Metro as a priority for further transportation planning activities. Successful GHG reductions can result from reducing vehicle miles traveled (VMT) per capita; increased transit, bike, and pedestrian travel; and shorter trips due to compact, mixed-use development. The City of Tigard incorporates these concepts and objectives in the 2035 TSP and actively seeks opportunities for their fulfillment in the Downtown, WSRC, Pacific Highway corridor, and Tigard Triangle. POLICY/REGULATORY ELEMENTS The following section includes the policy and regulatory elements of the transportation system that guide development review and project development in Tigard. Functional Classifications The functional classification of a roadway defines the primary role in terms of providing mobility and access. An individual street's classification directs the design and management of the roadway, including right of way needs, the number of travel lanes and other cross-section elements, and access management standards. Figure 5-2 shows the functional classification for each roadway in Tigard. The City of Tigard functional classification policies include the following designations: • Freeway • Collector • Principal Arterial • Neighborhood Routes • Arterial • Local Streets Freeway Freeways are state facilities that provide the highest level of regional mobility and connectivity. These roadways usually extend across several jurisdictions and are often characterized by limited access points and high travel speeds. In Tigard, I-5 and Highway 217 are access controlled freeways. Principal Arterials In Tigard, principal arterial streets are major state facilities that provide a high level of regional mobility and connectivity, provide access to freeways via interchanges, but also serve local trips to and from major commercial, residential, industrial, and institutional areas. Principal Arterial streets 61 April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan maintain mobility as a priority.Access control is very important on Principal Arterials although full freeway access control is not feasible due to the need to provide access to the arterial and collector street system. In Tigard, Pacific Highway is a principal arterial street. Arterial Streets Arterial streets serve to connect and support the freeway and principal arterial system. These streets link major commercial, residential, industrial, and institutional areas. Arterial streets are typically spaced about one mile apart, and maintain mobility as a priority. Access control is important on arterial routes, but not to the extent of principal arterial systems. Many of these routes connect to cities surrounding Tigard and commonly provide access to freeways via interchanges. Collector Streets Collector streets provide both access and mobility within and between residential and commercial/industrial areas. Collectors differ from arterials in that they provide more of an intra- city circulation function, do not require as extensive control of access (compared to arterials), and provide access to residential neighborhoods. These roadways distribute trips to and from the neighborhood and local street system. Neighborhood Routes Neighborhood routes are usually longer than local streets and provide connectivity to collectors or arterials. Neighborhood routes have greater connectivity and are used by residents in the area to get into and out of the neighborhood, but do not serve citywide/large area circulation. Traffic from cul-de-sacs and other local streets may connect to neighborhood routes for access to higher order streets. Local Streets Local Streets have the primary function of providing access to immediate adjacent land. These streets typically have several driveways and are not intended for long-distance trips. Through traffic on local streets is discouraged by design. Truck Routes Freight trucks need to travel to and from the freeway system to their destinations. The state and local agencies designate truck routes to help channelize freight traffic to the most desirable routes for trucks and to ensure that the system is designed to accommodate necessary freight movement. I-5, Highway 217, and Highway 99W are designated statewide freight routes, while Hall Boulevard, Beef Bend Road, Scholls Ferry Road, Upper Boones Ferry Road and sections of Durham Road and 72nd Avenue are City of Tigard designated freight routes. Figure 5-3 shows the designated Freight Routes in Tigard. 62 IN % •••rTAYLORS FERRY RD Figure 5-2 IN/1/41,, w -0..".\2' Aar— EN - 'J N Roadway' : ® 11- W Functional �. ! a Q Classification li ♦♦ co ,- Tigard Urban Planning Area <9 ••♦, W •• •••� 2 LOCUST ST .....� g C\_ko _5 FERRY RD �`�,♦�• Q i .r S ♦ Wp M' OAK ST - i • v •♦1it._ v PriErArteI- .nuu,un,u,nu" I Ar• f . •• , ,.. C • o > I I I Neighborhood F �O Q �� PFAFFLE ST r` & � �I , Q > HAINES.ST Local Z O otv, ♦♦� ••'o ■• Special Transportation co P�� / �� \�� Area(STA), Ilk S � 1 •••■ Future Roadways N iii WALNUT T I `l' DARTMOUTH ST ` X11..1 .5.• Y 4 _ Other Map Elements ,.n.l� _ t UT ST- QJ i cc i 1 i ., _.ir.......4. . �m au WALK �' a TC _r,�� , GLq< .6'SS h(i�� = O Transit Center. ....... .,., . . , ,.....- •.. La am.•-■, ••,- i mai. ky gm_ E- ?u�u.u�"��LUr Q �� •� ��T ST tiy9 /�FRST Tigard City Boundary• . . • ++++� Other Rail Lines. vil , 1 i 0 _ x al cli,....4 IR 11114r • • VII sir • AALDST AArr Oak immoralli • GAAR�T QP G�6,p •� I Ir BONITA RD ig i po..,i.4 • loom Loire MOUNTAIN RD L1. .1 o :74 1,1 r� 11111 1 Q w - �uu� Lunuuuu a o a A N Q Q ' i I.J �. ' V�imir F F= , m �,. J 1 1 O0 i.or �Il.,,ala/.,..�m il r11.1.....1_ dr .-:...- • � �11111Mk1=1 1 1 co BEEF BEND RD ^- DURHAM RD ' "� .,a..,., ,nnnu wink. ■ W DO Quu 5 = z MI ipj- •o C�wuo�rnnwmnumnmgn rq,'',,, • .�1 ma tioAfaX e . •1� our ♦ z **The information represented on this map is current as of February 28,2010. .`�°4E I © Revisions will be made as new J,,�� 0 0.125 0.25 0.5 decisions or amendments occur to .r° t ■ alter the content of the map. a ■ Miles ce� d"° w� i TAYLORS FERRY RD Figure 5-3 2■ : L U re 5 a , Truck 0 �s ; w L v L " �. w.. Routes FERRY RD 9G��•• < VO Ill■ =MIKES Tigard Urban SGHOLLS.� �a .. irsi ii dillirialli ��`*et ��i '� rid■�� ur'- Planning Area iri U ��' PINE ST - S . I`E nn.mmnmmC ■. I f - Truck Routes W �o I, .i ^ .. PFAFFLE ST '� Other Map Elements 6-- 17),f of gQ�/,��' Q jj1T ��a`� ivy ••• �� _ T� Transit Center ' \...\ill �� Tigard City Boundary LI Ill UT ST I DARTMOUTH ST , - i V r , �5� � Other Rail Lines F WALNUT ST �p�♦ y o �e z. " u- `G�C��T ST eG��y�Li �GN2jt�Rsr Y . -\.� -1_61 sT. ■ c, - Arne •i .�„oat or T.�'w' as' �� WALLSf ♦♦�c zn I 71 T- Rosh, - - g,0-"".,, „ ,,. el........,. C,4 •o� "�/ . • ""n z ,...r.\� GAARDE ST QP ALT . %. - BULL MOUNTAIN RD �. BONITA RD BONITA RD Ire i imi Q AU; -= p a mal La— CNI Z 1 ? m D W•..,,..,... jr■ilk E, allillii . Ar.Ili. •e 7,Y = � � _�1 �� ok N 4 , : ,-- ow 2 Q....4. .. - if BEEF BEND RD •DURHAM RD ' �� I •.m z > BOO 7 imi �� 5 �--�QQ ... ¢ ■ �� x a rronnu S.. ,Y\....nnnn.,......7, ''' t� 1 \:� a **The information represented on this y] map is current as of February 28,2010. i .i a""�_ rqa / Revisions will be made as new decisions i - �e d U 0.75 0.3 0.6 or amendments occur to alter the i ■....,,I :.0'� v m content of the map. ■ • ■ , City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan This system provides connections with truck routes serving areas within and outside of Tigard making efficient truck movement and the delivery of raw materials, goods, services and finished products possible. These routes are generally found in and serve areas where there are concentrations of commercial and/or industrial land uses. The highest non-freeway truck volumes in Tigard are on Pacific Highway-99W. In addition, Scholls Ferry Road, Hall Boulevard, and 72nd Avenue also carry relatively high truck volumes. Street Design Standards (Cross Sections) Roadways in Tigard are the primary means of mobility for residents, serving the majority of trips over multiple modes. Pedestrians, bicyclists, public transit, and motorists all use public roads for the vast majority of trips. Therefore, it is increasingly important to plan, design, and build new roadways in a manner that improves multi-modal access and mobility. The City of Tigard street design standards ensure that all new streets are constructed as "complete streets" and include facilities for pedestrians and bicycles and also provide drainage and landscaping where appropriate. Because they are reviewed and updated periodically, the City of Tigard's street design standards are located in the city's Community Development Code section 18.800 Street and Utility Improvement Standards. Pedestrian and Bicycle Facilities The typical roadway cross sections include the following elements: right-of-way, number of travel lanes, parking, bicycle and pedestrian facilities, and other features such as landscape strips. The standards represent the preferred cross-sections for each roadway designation and should be the minimum for new roadways and reconstructed roadways with adequate space available. All roadway improvements should include provision of sidewalks and bicycle facilities per the street design standards. Landscape Requirements Street design standards in the Community Development Code (Section 18.810) include landscaping requirements intended to mitigate the environmental and visual impacts that transportation infrastructure has on the surrounding community.All new and improved roadways are required to include street trees and landscaping consistent with guidelines in the development code and should consider incorporating public art, bioswales and other aesthetic/environmental treatments that improve livability and protect the environment. Potential Further Plan or Study Review and update, as warranted, street design standards for efficient multi-modal access and circulation. Specific design standards already identified for the Tigard Triangle, Washington Square Regional Center, Pacific Highway and Downtown should be included that have been adopted as part of area plans. These should be consulted when working within these areas. 65 April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan Intersection Performance Standards Traffic conditions at intersections are typically measured in terms of their ability to accommodate traffic demand (volume-to-capacity, or v/c ratios) and the average delay experienced by drivers (level of service, or LOS). Performance standards for intersections are established by the agency with ownership over the roadway. Intersections on state facilities (Pacific Highway, Hall Boulevard, segments of Scholls Ferry Road, and freeway ramp intersections) are identified in the Oregon Highway Plan (OHP). Washington County should be consulted for standards for County roadways. The City of Tigard street improvement standards are provided in 18.810 of the development code. Alternative Mobility Standards The City of Tigard shares the state and regional goals of providing a balanced transportation system that reduces reliance on automobiles. Among the highly effective strategies to achieve this goal are land use strategies that promote compact urban form that encourage walking, cycling, and transit use. At the same time, intersection performance standards are linked to trip generation and limit the development potential of an area. In this way, the intersection performance targets can effectively preclude the land use strategies needed to support the multi-modal transportation goals. At this writing, Metro and ODOT are working with local jurisdictions to develop strategies that meet the land use vision within the requirements of the state Transportation Planning Rule (TPR). The City of Tigard is participating in these discussions which are aimed at identifying alternative mobility standards that will protect the function of the state highways as well as other state and regional transportation goals. The City further recognizes that the quality of a transportation system can be measured in many ways, including reliability, safety, and multi-modal mobility. Potential Further Plans or Studies Alternative mobility standards are one anticipated outcome of the regional mobility corridor refinement plans identified in the RTP. Safety Transportation has no higher objective than safety. Historic crash data from roadways within Tigard reveal that the highest crash locations are consistently on state or county roads, including Pacific Highway, Scholls Ferry Road, and the Highway 217 and I-5 ramp intersections. Such data were used as a key criterion in the evaluation of potential improvement projects for the 2035 TSP. In addition to including safety issues as a primary factor in identifying and prioritizing transportation investments, safety considerations are incorporated in the City's design standards for transportation facilities. These include design standards for intersections, traffic control devices, and street cross section elements. 66 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan ODOT and Washington County have adopted programs to identify safety deficiencies based on crash frequencies and types. The City will continue to consult Washington County and ODOT rankings for crash locations. Potential Future Plan or Study Review high crash locations along with State and County safety tracking and ranking programs. Determine whether a city Traffic Safety Mitigation System is warranted as a supplement to the County and State systems. Access Management Standards Access management refers to a set of measures regulating access to streets, roads, and highways, from public roads and private driveways. Such measures may include minimum distances between highway approaches, as well as turning movement or other restrictions. Access management is an effective means to maximize efficient traffic flow and minimize conflict points due to vehicle turning movements. Access management standards vary depending on the functional classification and purpose of a given roadway. Roadways on the higher end of the functional classification system (i.e., arterials and collectors) tend to have higher spacing standards, while facilities such as neighborhood routes and local streets allow more closely spaced access points. Chapter 18.705 of the Tigard Development Code identifies access requirements and restrictions on City of Tigard facilities. Access spacing standards for ODOT facilities should be obtained from the Oregon Highway Plan (Reference 3).Access spacing standards for Washington County facilities are identified in the county's development code under Roadway Access (501-8.5). Connectivity Street connectivity standards are provided in the Tigard Development Code (18.810.H). The street connectivity standards are consistent with the Regional Transportation Functional Plan which requires full street connections with spacing of no more than 530 feet, with a maximum 200-foot length for cul-de-sacs. Section 18.810.040 further specifies maximum perimeter for blocks of 2,000 feet and requires that that bicycle and pedestrian connections be provided at no more than 330-foot spacing. Exceptions to these requirements can be made for several reasons, including environmental or topographical constraints or the built environment. East-west connectivity in Tigard is severely challenged 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. 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. 67 April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan 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 arterials 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. 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. 68 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan TABLE 5-1 POTENTIAL TSM STRATEGIES FOR TIGARD Roadway Strategy Source Highway 217 Variable Speed Limits, Variable Message Signs, Highway 217 Interchange Plan Shoulder Widening Transit Priority treatments Metro Draft TSMO Plan Pacific Highway Active Corridor Management, including upgrade of Currently underway by ODOT/City signal controllers, wireless detection, and updated timing plans. Transit priority, with queue bypasses at several Highway 99W Plan locations Access management Highway 99W Plan High capacity transit Regional High Capacity Transit System Plan Scholls Ferry Install integrated corridor management RTP Financially Constrained Project Road equipment. List Arterial corridor management with adaptive signal Metro Draft TSMO Plan timing and transit signal priority Hall Boulevard Arterial corridor management with transit priority Metro Draft TSMO Plan Access management Tigard 2002 TSP 72nd Avenue Arterial corridor management Metro Draft TSMO Plan Durham Road Arterial corridor management Metro Draft TSMO Plan The complete list of TSMO projects for the Regional Mobility Corridors in Tigard are provided in Appendix D of the Volume 2 Technical Appendix. Travel Demand Management Travel Demand Management, or Transportation Demand Management (both TDM) measures include any method intended to shift travel demand from single occupant vehicles to non-auto modes or carpooling, travel at less congested times of the day, or help people reduce their need to travel altogether. Given the significant motor vehicle capacity deficiencies under forecast conditions, an increase in transit, walk, and bike mode shares is as essential to the future transportation system in Tigard as adding roadway capacity. Further, effective TDM measures would help reduce the scope and scale of the deficiencies. While many TDM strategies are most effectively implemented by employers, there are numerous strategies that cities can implement or support with other agencies. These provision of facilities (sidewalks, bicycle lanes, transit amenities) and management of existing resources (parking). Another critical role that cities play is in the policies related to development activities. Through support, incentive, and mandate, cities can ensure that new development supports a balanced transportation system. Several broad TDM strategies are summarized in Table 5-2. The table also identifies typical implementation roles. 69 April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan TABLE 5-2 TDM STRATEGIES AND TYPICAL IMPLEMENTING ROLES TRANSPORTATION TDM STRATEGY CITY MANAGEMENT DEVELOPERS TRIMET EMPLOYERS METRO STATE ASSOCIATION Public Parking Management P 5 S S Flexible Parking Requirements P S S Access Management * P S P Connectivity Standards* P 5 S P Pedestrian Facilities P 5 S S Bicycle Facilities P 5 S Transit Stop Amenities 5 S P S Parking Management P S S Limited Parking Requirements P S S Carpool Match Services 5 P 5 Parking Cash Out 5 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 • Bike sharing at transit-oriented developments, large employers, colleges, hotels, and significant transit stops in the Beaverton to Tigard Corridor 70 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan The complete list of TSMO projects for the Regional Mobility Corridors in Tigard are provided in Appendix D. Travel Mode Share Targets As noted in the Transportation Planning Toolbox discussion, improvements in local connectivity, transit availability, and parking management including pricing are some of the factors that will reduce the reliance on single occupant vehicle (SOV) travel, and support more active transportation choices. These changes are consistent with Tigard's land use and transportation objectives. As such, Tigard has developed Aspiration Maximum SOV targets that are more ambitious than the 2040 Growth Management targets. These are summarized in Table 5-3. TABLE 5-3 CITY OF TIGARD TRAVEL ASPIRATION MODE SHARES Metro 2040 Aspiration Illustrative Non-SOV Shares Area Max SOV* Maximum Target SOV Carpool Transit Walk Bike Citywide 40-50% 50% 39% 5% 4% 2% Washington Square Regional Center 45-55% 40% 35% 10% 10% 5% Tigard Town Center (Downtown) 45-55% 40% 35% 10% 10% 5% Durham Road Town Center 45-55% 45% 39% 8% 5% 3% Tigard Triangle 55-60% 45% 39% 8% 5% 3% *SOV = single-occupant-vehicle As shown in Table 3-2, 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. 71 April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan Parking Parking in Tigard is provided by the City as well as private property owners. Privately owned parking is typically "accessory" parking which is developed on-site in support of a specific development. Accessory parking is typically restricted to the employees, residents, customers, guests or others associated with a specific property. Accessory Parking New land uses are required to provide on-site parking to accommodate their own parking demand in order to protect surrounding land uses from over flow parking impacts. The amount of parking required is expressed in the form of parking ratios in the development code (see 18.765 of the Development Code). The Tigard parking ratios incorporate minimum and maximum ratios, consistent with the requirements of the 2040 Growth Management Functional Plan. Although the intent of parking is to accommodate all impacts on site, accessory parking can also encourage single occupancy vehicle (SOV) travel which increases traffic volumes on the roadways. This is contrary to the multi-modal aspirations of the City. Further, surface parking requires large paved areas which negatively impact the pedestrian environment, storm water run-off, and urban character, at the same time that they increase development costs and reduce development opportunities. In some areas, it is appropriate to reduce parking minimums or to impose maximums for new development. Total parking supply could also be reduced by allowing and promoting shared parking among neighboring property owners. Tigard recently modified the development code for Downtown to remove minimum parking requirements for new developments. Reduction in parking requirements should be considered part of the overall approach to TDM and will be most effective if undertaken in conjunction with other activities, such as improved transit, pedestrian, and bicycle services,and a larger role for public parking. In addition to privately owned accessory parking, there are several park-and-ride lots serving transit routes, including the downtown transit center. The locations and ownership of the existing park-and-ride lots include the following: • Downtown Commuter Rail/Transit Center-TriMet • Pacific Highway 99W at SW 74th Ave-TriMet • Pacific Highway 99W at Bull Mt Road-Christ the King Lutheran Church • SW Hall/SW Nimbus Commuter Rail-Union Pacific right of way • Progress (Highway 217/Scholls Ferry Road)-ODOT right of way • Tualatin (Lower Boones Ferry Road near 1-5)-ODOT right of way 72 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan Public Parking Public parking in Tigard is generally limited to curb parking on public streets. Curb parking in Tigard is most prevalent on local streets serving residences and in downtown. Most of the parking is unrestricted, though there are some time limits for curb parking in downtown. In areas identified for more urban development character, such as downtown, it will be necessary for the City to ensure an active role in managing public parking resources to ensure that they support community and neighborhood goals. Potential Future Plans &Studies Develop or update parking management plans for Downtown, Washington Square Regional Center, and the Tigard Triangle. Review and update, as warranted, parking minimum and maximum ratios in the development code, including variance opportunities and requirements. 73 April 2010 2035 Tigard Transportation System Plan - DRAFT Transportation System Plan 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. TABLE 5-4 FUTURE PLANS & STUDIES Project Purpose Support commercial nodes in residential Identify opportunities for neighborhood commercial(N-C)in residential neighborhoods to areas promote walk/bike trips. Promote mixed-use compact urban form Promote mixed use developments with a compact urban form and limited footprint in developments. order to support an efficient transportation system. Urban areas with mixed uses and higher densities should be promoted in targeted areas,such as along Pacific Highway,in designated Centers and in the Triangle. Circulation/connectivity study and inventory Inventory,evaluate,and prioritize multi-modal connectivity gaps. Identify opportunities for improvements through development or city-initiated projects. Update street cross section guidelines Review,consolidate,and update street cross section guidelines for general application and for Downtown,Tigard Triangle,and Washington Square Regional Center. Conduct a mode-split survey and develop a Develop and conduct a travel mode survey;develop a tracking plan and system tracking plan Traffic safety mitigation system Review high crash locations;review state and county tracking and ranking systems; determine a City system for evaluating and prioritizing safety mitigations.A desired outcome will be a partnership with the state and county. Pedestrian crossing improvement plan Review current pedestrian crossing challenges and identify potential improvements, including a system for prioritizing improvements. Pedestrian system plan Develop a city-wide pedestrian system plan Bicycle system plan Develop a city-wide bicycle system plan Multimodal level of service(MMLOS) Conduct a pilot project to identify current MMLOS in targeted areas;evaluate potential analysis improvements;and investigate MMLOS operating standards for Tigard Multimodal access plans for Tigard Triangle Develop a multi-modal access inventory,assessment,and plan for future needs for the Triangle Multimodal access plan for WSRC Review and update,as needed,the WSRC Master Plan with an emphasis on multimodal access. Development code parking requirements Review current parking minimum and maximum ratios with respect to special areas and updates multi-modal goals. Review variance opportunities and requirements. Special area parking management plans Develop or update parking management plans for Downtown,Washington Square Regional Center,and the Tigard Triangle. 72nd Avenue Corridor Study Review current plans for widening and improvements on 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. 74 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan MULTI-MODAL IMPROVEMENT PROJECTS The purpose of the Tigard 2035 TSP is to support the goals and policies presented in Section 2 by logically providing for the systematic care and expansion of the multi-modal transportation system. This TSP provides a list of improvement projects to meet the future travel needs within the community. These projects will supplement the policy and management strategies in this TSP. Approximately 145 individual improvements were identified to address existing and future transportation needs and deficiencies. These projects were evaluated at a planning level and serve as direction for further planning of transportation investments. While some of these improvements are warranted under existing conditions, in other cases projects are identified to address the transportation needs to accommodate forecast growth. In some cases, the planning-level assessment has identified a specific proposed treatment; however, a more detailed analysis will be required to identify any environmental, topographic, right-of-way, or other construction constraints and to identify specific treatments and alignments. The identified projects include site-specific low-cost improvements, such as bicycle lanes and pedestrian crossing improvements, as well as larger scale projects (e.g., interchange improvements or freeway overcrossings) needed to address issues on State or County roadways. These larger projects will require a leadership role by state, county, and/or regional partners, but would be supported by the City. Improvement projects for the roadway, pedestrian, bicycle, and transit systems are illustrated in Figures 5-4 through 5-8. Table 5-6 follows the individual modal system maps and includes the estimated project timelines and costs. Roadway Network The roadway system serves is intended to serve all modes when built to meet current design standards. All new roads, widening, or other major roadway improvements will include pedestrian and bicycle facilities consistent with the City's street standards. As such, many projects identified as roadway improvements represent significant improvements to the bicycle, pedestrian, and transit systems. Figure 5-4 shows the planned roadway network, including new roadways, improvements to existing roads, and intersection projects. The most numerous type of roadway project is the intersection improvement. These may include such treatments as traffic signals installation or modifications, roundabouts, or turn lanes. 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. 75 I DOWNTOWN •Alk .. I ` TAYLORS FERRY RD Figure 5-4 INSET U . 25 J ' �`'`.. — Q�� N Future 1 '�``♦ 86a I I r ;--- i MI Roadwa ♦ _. • ■ o Roadway ♦ lizi I •, l �y�� ® Improvements ♦♦♦♦ •♦ SF�� ♦ 1 P hilla Tigard Urban 86b ♦♦♦ GAO\\ %� ■ :. Planning Area C •GGC G w`122 �m �2 11.i glii I P\�� ^ 4 °q I �, ENGLEWOOD PARKe � Q \�, 58 V ' � .% y ® w _ Existing Facilities • r 66a 14i I 0 w ,�. 1 j 0 m �p■■ OAK ST - `-.f..% tS �G ® \1 > t < ` i m 111111111111111111.111 PINE ST Major Roads • �g CFA Q ••• • ■ -:66d Local Roads• . W.m ♦ �9i "� T i Future Fac hes 1 FANNO CR PARK 1 J NORTH DAKOTA ST Q •♦ Itiliiii., _ CO Road Improvement • wr ® ® F +�+' • PFI TSM (includes pedestrian T.._ ..._ ..._ ..._ ... _.._ ..._ ..._ ..._ ... ..._ �._ Q Q SUMMER LAKE PARK ® 1. 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A....::...::.:m,,,, I % a:,:c\ GAARDE ST MCDONALD ST-; ``�I QO e E' _ �F - 5on',r �� 46 — Pv� i\ iF E "E,uq TiT;IITA RD.■E II.111 ,� 1 p d:Bill i o rn �.n.nU.u.n.nn,.0 R. , RD .�.3 • � -� if B EEF BEND DURM � _ - �401I �� if e1e- run. a Q �' rte.. \oo� �V a i-i u-, ``'' L.L. r l l ti:�I D an, i U w y ,QFe > '� Q a `v�� _ N **The information represented on this S ,mss '., f1�� map is current as of February 28,2010. ( Revisions will be made as new decisions i ` ' or amendments occur to alter the content 3 `JJ a 0 0.15 0.3 06 of the map. pun�� '-..uO ,i P L f / Miles 3 i April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan 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. 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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. 80 DOWNTOWN TAYLORS FERRY RD Figure 5-7•INSET J i 11. 1111 "� Th q ® g37- 8s T'< a♦ ` , � w N Future /� . ♦ O. Q Bicycle LvOODARD PARK *M6 86a I 0- o ' M2 + �: 11 Network • � 3 �T a i ■111 AO'* C% ► 1 -/- 4 8 y ilSa... 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' Miles ■ "., April 2010 2035 Tigard Transportation System Plan -DRAFT Transportation System Plan Potential Further Plans and Studies Develop a city-wide bicycle system plan. Transit System Transit service is an important part of a balanced transportation system, providing an alternative to private automobile travel for distances too far to walk or bike. Supporting transit as a preferred travel option for the Tigard community requires more than direct investments in transit service. Land use, connectivity, and streetscape features have a significant influence on the cost effectiveness of transit service and will help Tigard get more out of its available transit investments. For this reason planning for land uses that are transit supportive is necessary, in addition to providing appropriate facilities and connections to transit. Regional Rail Transit Service As part of the 2035 RTP update, Metro identified the Barbur Boulevard/Highway 99W corridor as the next priority for potential High Capacity Transit (HCT) service, along with expanded service hours and frequency on WES commuter rail. The City of Tigard supports the Southwest Corridor HCT priority and increased service on the existing Westside Express Service (WES) commuter rail. A local contribution to planning work for the Southwest Corridor HCT service is included in the financially constrained project list with an estimated cost of $5,000,000. A major focus of the preliminary planning will address land uses and pedestrian/bicycle connectivity to support transit investments. Tigard Transit Connector As development revives and accelerates in Downtown and in the Tigard Triangle, and in connection with the upcoming Southwest Corridor HCT service, the City of Tigard will evaluate implementation of a local connector transit service. This service could connect residential neighborhoods with the Tigard Triangle, Downtown, and/or the Washington Square Mall in order to accommodate local access and connections to regional transit. The service should have schedules coordinated with other transit service (e.g. WES and Tri-Met bus service)to and from Tigard. Table 5-5 shows several strategies and potential improvements for Transit service in Tigard. The table identifies which entities would be in a Primary role (identified with a "P") and which would be in a Support role (identified with an "S"). As the major transit provider in the region, TriMet would be the Primary implementer of most of the service enhancements. In most cases, the City of Tigard is in a Support role for direct transit enhancements and a Primary role for transit supportive infrastructure. 82 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan TABLE 5-5 TRANSIT STRATEGIES AND TYPICAL IMPLEMENTING ROLES Washington Improvement City TriMet Beaverton County Metro ODOT Increase WES frequencies and days of S P S S S S service Support high capacity transit (HCT) S P S S S service along/parallel to Pacific Highway Provide a new Tigard Connector service P S S Improve Transit stop amenities S P S Create a bike hub at the Downtown P S transit center P: Primary role; S: Secondary/Support role Figure 5-8 shows the future transit network. The main elements of the future transit plan include higher frequencies on the existing Westside Express Service (WES), Southwest Corridor HCT service on Pacific Highway,more transit stop amenities, a bike hub at the Tigard Transit Center, and a connector transit service. These direct service amenities are intended to be developed in conjunction with land use and pedestrian access improvements to support transit use. 83 Q P To Local TAYLORS FERRY RD p Commuter Rail Neighborhoods Figure 5-8 k'4, to Hall/Nimbus Station and Beaverton TC • 2 W N Future O,' Q , To Portland ! I Transit i Eh 1.111 . _ _ _ _ _ `N..` Network To Local ! 9 ,I•I rl rl�lr II�II rr ri Neighborhoods 21 'f Tigard Urban I G 17, 1 O ;� a ;; To Sunset TC J6 CGS j = mom Planning Area rr�� m pLLSERYRD ENGLEWOODPARK 9` Q tv76 p 43 •�.,SCH w 2v OAK ST ': Existing Facilities i 62� 7 °Q p ` v •.. PINE ST -� - Transit Walkable Area i i dlW' _ v 15a: `! �i •}.... To Portland WES Rail i / . --N.- ,.o (� NORTH DAKOTA ST V.w �, Q \" 64 Frequent Service x > SUMMER LAKE PARK RushHour Service cc s:1 � � PFAFLE ST . j 4• _ z .... P Park and Ride i WALNUT - f. • DARTMOUTH ST UT ST Wo Increase �� B-� Bike Hub at ` Future Facilities i 4WES Service .. \� HCT Corridor di.„...; NORTNVIEWPARK S' �Tlgard TC,, — IIPjpK WALNUT 45 `_\ \�5 e��' y��`� = O Transit Project .U.t1-.- q■II■Ili a 4' �. a sF _,1 ►�F 4/TST. 'Sy/ FR ST Other Map Elements i ST Tigard City Boundary II 1 _f IN _■ Q 1 i t' .. 4' 784 • Water Ill 0 Ai/ Mill...•• ' �� 4' �� FANNO CR PARK Parks ��. \.„,, , �_ �� "r �` �`�0 ® To Lake ■ RO ' ••` -. ��V `, ST *9) Oswego and S� :... ... r ;...........ti U� � WALL 2i1, I Portland 1r■rull■II■4 .. • q� a.i :$..,• . ..r' F l J QQ `` MCDONALD ST i' NALD ST ('s\ irkkilltS4,4ZINWS 4-v, 4 ) f BONITA PARK. M i, �r 11- ♦ 38 ■ , I— BONITA RD e — 'BUILL1OUNTAIN RD '■u■n■ul lIIYIIH > L. I i Q r... a CC'_ Q® , Qr p e gib. ‘,.;::- i ' 441-11;1■101111. D 0 : II "I l , i, 1 li" -, CasilMillii \ 2 tr ' • -'....._ ' , 1 4 -gni __I , ,,...,,, 1. ................. BEEF BEND RD ;• DURHAM B RD F 3 �� 3 w pp j ' ¢A 0 . � °z i .•�QQ Q ( In ro I.. ;.Y it 11 COOK •PARK ♦ s 5 **The information represented on this •• 1.1 r'Zi / ,..:"............_'. ........,......H.......T.N.....,........._ , ` ; Commuter Rail +•ter• map is current as of February 28,zoto. i To King City ! ■ to Tualatin Station Revisions will be made as new and Sherwood • 0 0.125 0.25 0.5 decisions or amendments occur to j • alter the content of the map. i. �� .. •'O• +° • To Tualatin i� \ _\ • Miles City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan SUMMARY OF TRANSPORTATION INVESTMENTS The projects illustrated in Figures 5-4 through 5-8 are summarized in Table 5-6. Table 5-6 shows all of the projects organized by primary travel mode. However, it should be noted that all roadway improvements will include bicycle and pedestrian facilities consistent with the City's street cross- section standards. 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. Improvement Time-Lines & Priorities 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 will 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 in part to reflect the estimated timing of the actual need as well as availability of project funding. To a limited degree, these project divisions reflect priorities to meet anticipated needs. Near-Term Projects These improvements are warranted under existing conditions or are expected to be warranted within a relatively short time frame (i.e., approximately five-year). 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 anticipated to be warranted within the 20-year planning horizon and should be constructed as opportunities allow and will be potential conditions of approval for new development. Long-Term Projects These projects will be needed to accommodate anticipated long-term growth but may not be financially feasible within the 25-year planning horizon. 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. The project timelines identified in Table 5-2 are depicted in Figure 5-9, Figure 5-10, and Figure 5-11. The first figure shows only near-term projects; Figure 5-10 shows the combined Near-Term and Mid-Term projects. Figure 5-11 shows all of the planned projects. 85 86 TABLE 5-6 MULTI-MODAL PROJECT IMPROVEMENT LIST Project Special Related Cost ID Name Project Type Description3 Area Project Timeframe Projects Estimate Roadway Projects OR 217/72nd Ave Complete interchange reconstruction 4 Interchange Interchange with additional ramps and Tigard ODOT Near-Term 4, 23 $30,000,000 Improvements Improvement overcrossings. Triangle I-5/OR 217 interchange Interchange 5 from 72nd Ave to Bangy Improvement Interchange Improvements ODOT Near-Term $81,500,000 Road Widen bridge to 6 lanes to provide 2nd 6 Upper Boones Ferry/ Interchange westbound through lane, 2nd ODOT Near Term $20,000,000 I-5 northbound Improvement northbound left-turn lane, eastbound separate through and left-turn lanes. Realign/reconfigure/widen Durham Road, Upper Boones Ferry Road/72nd Avenue intersections/roadway to accommodate traffic flow between Durham Road and Interstate 5. Widen Upper Boones Durham Road/Upper Road Widening 7 Boones/72"d realignment and/or A refinement study is needed to Tigard Long-Term 7, 8, 9, 10 $7,200,000 and widening Reconfiguration address specific alignment of Durham and Upper Boones Ferry and alignment of southern Durham Road and 72nd Ave. As part of this project Upper Boones Ferry Road from Durham to Sequoia Parkway should be widened to 5 lanes. Upper Boones Ferry Road Widen Upper Boones Ferry from lower 8 Widening between upper Road Widening 72nd Avenue to upper 72"d Avenue. Tigard Near-Term 7, 8, 9, 10 $1,000,000 72nd Ave and lower 72 9 Upper Boones Ferry/ Intersection Eastbound right turn lane ODOT/Tigard Near-Term 7, 8, 9, 10 $500,000 I-5 southbound Improvement 3 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan Project Special Related Cost ID Name Project Type Description" Area Project Timeframe Projects Estimate 10 72nd/Upper Boones Ferry Intersection Intersection Improvements Tigard Near-Term 7, 8, 9, 10 $1,000,000 Improvement Hall/Hunziker/Scoffins Intersection Realign offset intersection to cross 11 intersection Realignment Realignment intersection to alleviate congestion and ODOT/Tigard Near-Term $5,000,000 safety issues. Realign Tiedeman and/or North Dakota between Tigard Street and North 12 Tiedeman Realignment at Road Dakota to form a T Intersection at Tigard Near-Term 12, 13, 14, $6,000,000 North Dakota Realignment North Dakota west of the railroad 56, 58 tracks. Greenburg/North Dakota After realignment of Tiedeman 13 Intersection Geometry Intersection (Project: #12) realign remaining legs WSRC Tigard Near-Term 12, 13, 14, $3,500,000 Improvements Realignment to conventional form. 56, 58 North Dakota-Pfaffle New Road/ Pfaff le-North Dakota east west connection with Hwy 217 over crossing 12,Highway 217 over Intersection WSRC Tigard Long-Term , 13, 14, $15,000,000 crossing Realignment to provide a neighborhood route (See 56, 58 Projects: #12 and #13). Ash Ave Railroad Crossing Extend Ash Avenue across the railroad Tigard/ODOT 17 (Burnham to Commercial) New Road tracks from Burnham to Commercial Downtown Rail Near-Term $3,000,000 Street. - 18 Ash Ave Extension New Road Extend Ash Avenue from Maplewood, Downtown Tigard Near-Term $5,000,000 (Maplewood to Burnham) across Fanno Creek, to Burnham. 19 Atlanta Street Extension New Road Extend Atlanta Street west to Tigard Tigard Mid-Term $3,800,000 Dartmouth Street Triangle 21 Hall Boulevard Extension New Road Extend south to Tualatin across the ODOT/Tigard Long-Term $60,000,000 Tualatin River Hwy 217 Over-crossing at 22 Washington Square New Road Provide a new connection from Nimbus WSRC Tigard Long-Term $25,000,000 Regional Center- to Locust Cascade Plaza 4 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 87 88 Project Special Related Cost ID Name Project Type Descriptions Area Project _ Timeframe Projects Estimate Hwy 217 over crossing Connect Hunziker Road to 72nd 23 Hunziker-Hampton New Road Avenue—requires over crossing over ODOT/Tigard Mid-Term 4, 23 $30,000,000 Connection ORE 217—removes existing 72nd Ave/Hunziker intersection _ Improvements to distribute east/west Oak-Lincoln-Locust Street traffic between Locust and Oak Streets Collector System and improve accessibility to Lincoln 24 (Washington Square New Road Center commercial district. Includes WSRC Tigard Mid-Term $3,000,000 Connectivity Lincoln Street extension to Oak Street. Improvements) (Lincoln Street portion anticipated to be constructed by development) 25 Taylors Ferry Road New Road Extend to Oleson Road WSRC Washington Mid-Term $4,390,000 Extension County 27 Walnut to Ash Avenue New Road Extend Walnut east of Pacific Hwy-99W Downtown Tigard Near Term $14,000,000 Extension to meet Ash Avenue. 29 68th Avenue Road Widening Widen to 3 lanes between Tigard Tigard Mid-Term $10,000,000 Dartmouth/I-5 Ramps and south end Triangle 31 72nd Avenue Widening: Road Widening Widen to 5 lanes Tigard Tigard Mid-Term 31, 32, 33, $10,000,000 Ore 99W to Dartmouth Triangle B15, P19 32 72nd Avenue Widening: Road Widening Widen to 5 lanes, including bridge Tigard Tigard Mid-Term 31, 32, 33, $25,000,000 Dartmouth to Hunziker Triangle B15, P19 33 72nd Avenue Widening: Road Widening Widen to 3 lanes Tigard Long-Term 31, 32, 33, $15,000,000 Hunziker to Durham B15, P19 35 Beef Bend Road Complete Street Complete 3-lane section from 131st to Washington Mid Term $2,280,000 Complete Street 150th. County 36a Bonita Road Widening Road Widening Widen to 5-lanes from Hall to 72nd Tigard Near-Term $20,000,000 36b Bonita Road Widening Road Widening Widen to 5-lanes from 72nd Avenue to Tigard Mid-Term $25,000,000 city limits east of I-5 (Bangy) Complete 5-lane section from Costco to Tigard 37 Dartmouth St. Widening Road Widening 72nd Ave (small section missing in Triangle Tigard Near Term $320,000 eastbound direction only) 5 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan Project Special Related Cost ID Name Project Type Description6 Area Project Timeframe Projects Estimate Widen to 4 lanes plus turn lanes and Tigard 38 Dartmouth St. Widening Road Widening sidewalks between 72nd Avenue and I Triangle Tigard Near-Term $4,410,000 39 Durham Road Widening Road Widening Widen to 5-lanes from Pacific Hwy 99W Tigard Mid-Term $21,200,000 to Hall Blvd. Widen to 5 lanes (total, both directions) between Hall Boulevard and 40 Durham Road Widening Road Widening Upper Boones Ferry Road. Add 2nd Tigard Mid-Term $21,090,000 southbound left-turn lane at the intersection of Hall/Durham. 41 Greenburg Rd. Widening Road Widening Widen to 4 lanes adjacent to cemetery WSRC Washington Mid-Term $3,780,000 County _ Greenburg Rd. Widening, Shady Lane to N. Dakota, Widen to 5 43 South of Hwy 217 to N. Road Widening lanes. Includes bridge replacement. WSRC Tigard Mid Term $6,000,000 Dakota 44 Greenburg Road Widening Road Widening Tiedeman to OR 99W, Widen to 5 lanes Tigard Mid Term $15,000,000 N. Dakota to 99W with bikeways and sidewalks 45a Hall Boulevard Widening, Road Widening Widen to 3 lanes; build sidewalks and WSRC ODOT/Tigard Near Term $3,500,000 Oleson to 99W bike lanes; safety improvements Hall Boulevard Widening, Widen to up to 5 lanes, depending on 45b, 45c, 45b Highway 99W to Fanno Road Widening corridor plan Downtown ODOT/Tigard Near-Term 45d, 45e, $2,500,000 Creek P20 Hall Boulevard Widening, Widen to up to 5 lanes, depending on 45b, 45c, 45c Fanno Creek to McDonald Road Widening corridor plan ODOT/Tigard Mid-Term 45d, 45e, $2,500,000 Street P20 Hall Boulevard Widening, Widen to up to 5 lanes, depending on 45b, 45c, 45d McDonald Street to Bonita Road Widening corridor plan ODOT/Tigard Mid-Term 45d, 45e, $1,500,000 Road P20 Hall Boulevard Widening, Widen to up to 5 lanes, depending on 45b, 45c, 45e Bonita Road to Durham Road Widening corridor plan ODOT/Tigard Near-Term 45d, 45e, $3,000,000 P20 46 McDonald Street Road Widening Widen to three lanes with sidewalks, Tigard Near-Term $8,000,000 Widening, 99W to Hall bike lanes, and safety improvements 6 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 89 90 Project Special Related Cost ID Name Project Type Description? Area Project Timeframe Projects Estimate Scholls Ferry Rd Widen to 7 lanes between OR 217 and ODOT/ 47a Widening, Hwy 217 to Road Widening 121st Avenue and improve Washington Long-Term $19,700,000 121st intersections County Scholls Ferry Rd ROW ROW preservation for potential 7 lanes Washington 47b preservation, Road Widening between 121st Avenue and Barrows County Long-Term $8,000,000 121st to SW Barrows Road, improve intersections 49 Pfaffle St/Hall Blvd Intersection Traffic signal or other intersection ODOT/Tigard Near-Term $500,000 Improvement treatment 50 68th/Atlanta/Haines Intersection Traffic signal and turn lanes where Tigard Tigard Near-Term $500,000 Improvement necessary Triangle 51 68th/Dartmouth Intersection Install traffic signal and add turn lanes Tigard ODOT/Tigard Near-Term $500,000 Improvement where necessary Triangle 52 72nd/ Dartmouth Intersection Traffic signal and intersection widening Tigard Tigard Near-Term $1,100,000 Improvement Triangle 53 121st/ North Dakota Intersection Traffic signal Tigard Mid-Term $500,000 Improvement 54 135th Avenue/ Intersection Intersection Improvements Tigard Near-Term $400,000 Walnut Street Improvement ODOT 56 Greenburg/Oleson/Hall Intersection Intersection Improvements WSRC Near-Term 12, 13, 14, $3,000,000 Improvement 56, 58 /WACO 58 Greenburg/Washington Intersection Install Boulevard treatment at WSRC ODOT/WACO Near Term 12, 13, 14, $500,000 Square Road Improvement Greenburg/Washington Square Road 56, 58 60 Hall/McDonald Intersection Add southbound right turn lane from ODOT/Tigard Near-Term $400,000 Improvement Hall Blvd to McDonald Street. Install a traffic signal at Main Street/Tigard Street. Project need 62 Main Street/Tigard Street Intersection should be reevaluated after Highway Downtown Tigard Near-Term $350,000 Improvement 99W/Greenburg Road/Hall Boulevard improvements and Main Street improvements are completed. 64 North Dakota/ 125th/ Intersection Intersection improvements WACO/Tigard Mid-Term $1,500,000 Scholls Ferry Rd Improvement 7 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan Project Special Related Cost ID Name Project Type Description8 Area Project Timeframe Projects Estimate 65 Tiedeman Street/Tigard Intersection Intersection Improvements with Tigard Near Term $750,000 Street Improvement sidewalks and bike lanes Provide increased capacity at priority intersections, including bus queue bypass lanes in some locations, Hwy 99W Intersection Intersection improved sidewalks, priority pedestrian See 66a - 66 Improvements Improvement crossings, and an access management ODOT Near Term 660 plan, while retaining existing 4/5-lane facility (plus auxiliary lanes) from I-5 to Durham Road. Provide signal interconnect from I-5 to Durham Road (Metro TSMO plan Signal includes Arterial Corridor Management 66a Pacific Highway 99W Improvements and transit signal priority for the entire ODOT/Tigard Near-Term $2,500,000 corridor through Tigard with adaptive signal control from Highway 217 to the eastern city limits). Highway 217 SB Intersection Intersection capacity improvements 66b Ramps/Highway 99W Improvement such as a 2nd right turn lane from off ODOT Near-Term $8,000,000 ramp Highway 217 NB Intersection Intersection capacity improvements 66c Ramps/Highway 99W Improvement such as a second northbound left turn ODOT Near-Term $8,000,000 lane Intersection improvements such as dual northbound through lanes on 99W 66d Pacific Highway 99W/I-5 Intersection and dual lanes for I-5 ramps to reduce Tigard ODOT Near-Term $5,000,000 SB Improvement confusion, congestion and related Triangle accidents Intersection improvements such as 66e Pacific Highway 99W/68th Intersection added turn lanes, protected left-turns Tigard ODOT/Tigard Near-Term $1,000,000 Ave Improvement at 68th Triangle 8 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. 91 92 Project Special Related Cost ID Name Project Type Description9 Area _ Project _ Timeframe Projects Estimate Intersection improvements such as 66f Pacific Highway Intersection added turn lanes, a southbound right Tigard ODOT/Tigard Near-Term $2,000,000 99W/72nd Ave Improvement turn pocket Triangle 66g Pacific Highway Intersection Intersection improvements -Turn lanes Tigard ODOT/Tigard Near-Term $8,000,000 99W/Dartmouth St. Improvement and auxiliary lanes Triangle Intersection improvements such as an additional eastbound and westbound 66h Pacific Highway 99W/Hall Intersection through lane on 99W (CIP 95005), Downtown ODOT/Tigard Near Term $6,500,000 Boulevard Improvement exclusive left-, through-, and right-turn lanes on each side street approach (CIP 95031). Intersection improvements such as Pacific Highway Intersection exclusive turn lanes on both Greenburg 66i 99W/Greenburg Improvement Road and Main street approaches, Downtown ODOT/Tigard Near-Term $6,000,000 Road/Main Street additional eastbound and westbound through lane on Pacific 99W. 66j Pacific Highway 99W/ Intersection Intersection improvements such as ODOT/Tigard Near Term $1,500,000 Walnut Street Improvement additional turn lanes Pacific Highway 99W/ Intersection Intersection improvements such as a 66k Gaarde Street/McDonald Improvement third through lane on Pacific Hwy-99W ODOT/Tigard Near-Term $8,000,000 Street and additional turn lanes. 661 Pacific Highway 99W/ Intersection Intersection improvements such as a ODOT/Tigard Near Term $2,000,000 Canterbury Improvement left turn lane Intersection improvements such as a Pacific Highway 99W/ Intersection ODOT/Washin 66m Beef Bend Road Improvement southbound right turn lane (on Pacific gton County Near-Term $1,500,000 Hwy 99W) 66n Pacific Highway 99W/ Intersection Intersection improvements such as a ODOT/Tigard Near Term $1,500,000 Durham Road Improvement additional turn lanes Implement access management 66o Pacific Highway 99W Access strategies and median projects ODOT Near Term $6,000,000 Access Management Management identified in the Highway 99W Plan (related to roadway project #66) 9 All road projects include bicycle and pedestrian facilities, consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan Project Special Related Cost ID Name Project Type Description10 Area Project Timeframe Projects Estimate Highway 217 NB On- ramp/Scholls Ferry Intersection 82 Road/Washington Square Improvement Intersection Improvements WSRC ODOT Near-Term $5,000,000 Road Interchange Improvement Add an eastbound through lane on Hall Blvd. from Pamelad Road to Greenburg Hall Boulevard, Road that removes the right-turn lane 85 Washington Square Road Widening drop at Pamelad Road and ends as a WSRC ODOT/Tigard Near-Term $500,000 Regional Center right-turn lane at Greenburg Road. This completes the five-lane section on Hall Blvd. from Scholls Ferry Road to Greenburg Road. Construct a 2-3 lane roadway generally 92 Dartmouth Beveland New Road along the 78th Ave. alignment from Tigard Tigard Mid-Term $1,400,000 Connection Dartmouth to Beveland Triangle 93 Highway 217/Greenburg Intersection Add a right-turn lane from Greenburg WSRC ODOT Mid Term $5,000,000 Intersection Improvement to SB Higway 217 North Dakota at Fanno Replace existing bridge over Fanno Bridge 95 Creek Bridge Replacement Creek along North Dakota to include Tigard Near-Term $2,500,000 Replacement sidewalks Complete Streets (Upgrade with Pedestrian/Bicycle Facilities) 121st Avenue Upgrade 121st Avenue to a 2-lane 34 Complete Street Walnut Complete Street roadway with sidewalks and bicycle Tigard Near-Term $1,580,000 to Gaarde lanes between Walnut and Gaarde Street 121st Avenue Complete Upgrade 121st from Walnut Street to 84 street, Walnut to N Complete Street North Dakota Street- two lanes with Tigard Near-Term $380,000 Dakota turn lanes where necessary plus bike _ lanes and sidewalks _ Widen to 2 with turn lanes where 48 Walnut Street Complete Complete Street necessary from 116th to OR 99W Tigard Near Term $7,000,000 Street including sidewalks, bicycle lanes, and safety improvements 10 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification. 93 94 Project Special Related Cost ID Name Project Type Descriptionll Area Project Timeframe Projects Estimate Provide 2 travel lanes, turn lanes where necessary, on-street parking, 86a Main Street Green Street Complete Street good sidewalks, and lots of pedestrian Downtown Tigard Near-Term $3,500,000 (Phase I) friendly amenities on Main Street from the railroad tracks south to Highway 99W. Provide 2 travel lanes, turn lanes Main Street Green Street where necessary, on-street parking, 86b (Phase II) Complete Street good sidewalks, and lots of pedestrian- Downtown Tigard Near-Term $2,000,000 friendly amenities on Main Street from the railroad tracks north to Hwy 99W Install bike lanes and construct Washington 88 80th Avenue Complete Street sidewalks on both sides of the street County Mid-Term $1,350,000 from Taylor's Ferry Road to Oak Street Install sidewalks on both sides of the Washington 89 Taylor's Ferry Rd Complete Street street from Washington Drive to 62nd County Long-Term $3,220,000 Avenue Install sidewalks on both sides of the Washington 90 Oak Street Complete Street street from Hall Boulevard to 81st County Mid-Term $1,710,000 Avenue Install bike lanes and sidewalk on both 91 92nd Avenue Complete Street sides of street from Durham Road to Tigard Mid-Term $800,000 Cook Park Upgrade with turn lane, pedestrian,Boones Ferry Road Washington 94 south of Durham Complete Streets bicycle facilities and consistent with County/Tigard Mid-term $2,000,000 City of Durham planned improvements. Bicycle Projects Tigard Transit Center Provide bicycle hub at Tigard Transit B1 Bicycle Hub Bicycle Facilities Center Downtown Tigard/TriMet Mid-Term $50,000 B2 Bonita Road Bike Lane Install eastbound bike lanes from 72nd Tigard Near-Term $200,000 Avenue to I-5 Bridge B5 98th Avenue Bike Lane Install bike lanes on both sides of Tigard Near-Term $150,000 street from Murdock to Durham Road 11 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan Project Special Related Cost ID Name Project Type Description12 Area Project Timeframe Projects Estimate Install bike boulevard treatments on B11 O'Mara Street Bike Boulevard both sides of O'Mara from McDonald Tigard Long-Term $60,000 Street to Hall Boulevard Install bike boulevard treatments on B12 Frewing Street Bike Boulevard both sides of the street from Pacific Tigard Long-Term $130,000 Hwy-99W to O'Mara Street Install bike lanes on both sides of the Washington 41, 43, 56, B13 Greenburg Road Bike Lane street from Hall Boulevard to Cascade WSRC County/ODOT Near-Term 58 $3,600,000 Avenue Install bike facilities on both sides of 31, 32, 33, B15 72nd Avenue Bike Lane the street from Pacific Hwy-99W to Tigard Near-Term B15, P19 $2,000,000 South City Limits B16 Upper Boones Ferry Road Bike Lane Install bike lanes on both sides of Tigard Mid-Term 7, 8, 10 $1,000,000 street from I-5 to Durham Road B18 Bull Mountain Road Bike Bike Lane Install bike lanes on both sides of WACO Mid Term $800,000 Lanes street. B23 79th Avenue Bike Boulevard Install bike boulevard treatments from Tigard Mid-Term $130,000 Bonita Road to Durham Road Install bike boulevard treatments on B24 Fanno Creek Drive Bike Boulevard both sides of the street from the Fanno Tigard Mid-Term $100,000 Creek Trailhead to Bonita Road B25 Murdock Street Shared-lane Install shared lane markings from 96th Tigard Near-Term $10,000 Avenue to Pacific Hwy-99W Install bike lanes on both sides of the B30 Locust Street Bike Lanes street from Hall Boulevard to 80th WSRC WACO Mid-Term $450,000 Avenue B32 Pacific Hwy 99W Bike Bike Lane Gaps Fill in gaps in Bike lanes along Pacific Tigard/ODOT Near-Term $500,000 Lanes Hwy-99W BC3 Bonita Road at 79th Crossing at 79 Tigard Improvement on Bonita Road Tigard Near-Term $30,000 at 79 Tiedeman at Fanno Creek Trail Crossing improvements including trail BC4 realignment, curb cuts, pavement Tigard Mid-Term $200,000 Trail Realignment markings, and signage 12 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification. 95 96 Project Special Related Cost ID Name Project Type Description13 Area Project Timeframe Projects Estimate BC5 Tiedeman at Fanno Creek Crossing Crossing improvements including curb Tigard Near Term $20,000 Trail cuts, pavement markings, and signage Mixed-use Path Projects M1 Hunziker Link to Lake 10-foot wide Linkage to Kruse Way Trail in Lake Tigard/Lake Mid Term $2,010,000 Oswego paved pathway Oswego Oswego Complete gaps along the Fanno Creek M2 Fanno Creek Trail 10-foot wide multiuse path from the Tualatin River Tigard Mid Term $3,000,000 paved pathway to Tigard Library and from Pacific Hwy- 99W to Tigard Street M3 Tualatin River Trail 10 foot wide Complete multiuse path from Cook Tigard Mid-Term $1,250,000 paved pathway Park to the Powerlines Corridor M4 108th Street Crossing of Pedestrian New bridge crossing north-south over Tigard/Tualatin Mid Term $740,000 Tualatin River Bridge the Tualatin River near 108th Avenue 10 foot wide New regional multiuse path, and in M5 Westside Trail paved pathway Tigard will connect from Beaverton to Tigard Mid-Term $1,920,000 the Tualatin River Trail • Convert a segment of inactive railroad M6 Tiedeman Avenue/Main 10-foot wide right-of-way adjacent to Tigard Street Downtown Tigard Near Term $1,250,000 Street Rail Trail paved pathway from Tiedeman Avenue to Main Street to a multiuse path Washington Square New pedestrian and bicycle bridge over M7 Regional Center Highway 10 foot wide Hwy 217 from Nimbus Avenue to WSRC Tigard/WACO Long-Term $3,700,000 217 Pedestrian/Bike Over paved pathway Scholls Ferry Road Crossing Neighborhood Trail Neighborhood Formalize neighborhood trail M8 Connections - Various trails connections throughout the city Tigard Near-Term $1,100,000 locations Pedestrian Projects North Dakota Street Complete gaps in sidewalks on North P1 Sidewalks Sidewalk Gaps Dakota from 121st Avenue to Tigard Near-Term $810,000 Tiedeman. Tiedeman Avenue Install sidewalks on both sides of the P3 Sidewalks Sidewalk Gaps street from Fanno Creek Trail to North Tigard Near-Term $1,400,000 Dakota-Greenburg 13 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan Project Special Related Cost ID Name Project Type Description14 Area Project Timeframe Projects Estimate P5 Pacific Hwy-99W Sidewalk Gaps Complete gaps in sidewalk from ODOT Near Term $1,300,000 Sidewalks McDonald to south city limits P6 Bull Mountain Road Sidewalk Gaps Complete gaps in sidewalk from Pacific WACO Mid Term $2,580,000 Sidewalks Hwy- 99W to Roshak Road Complete gaps in sidewalk, mainly P7 Roshak Road Sidewalks Sidewalk Gaps between 158th Terrace and Bull WACO Mid-Term $640,000 Mountain Road Install sidewalk on both sides of the P9 Hunziker Street Sidewalks Sidewalk Gaps street from 72nd Avenue to Hall Tigard Mid-Term $700,000 Boulevard Washington Square Pedestrian Improve sidewalks, lighting, crossings, P10 Regional Center Improvements bus shelters, and benches in WSRC WSRC Tigard Mid Term $3,900,000 Pedestrian Improvements Install sidewalks on both sides of the P16 Tigard Street Sidewalk street from 115th Avenue to Pacific Tigard Near-Term $1,200,000 Hwy-99W Install sidewalks on both sides of the P18 Commercial Street Sidewalk street from Main Street to Lincoln Downtown Tigard Near-Term $400,000 Street P19 72nd Avenue Sidewalk Complete gaps in sidewalk from Pacific Tigard Near-Term 31, 32, 33, $2,500,000 Hwy 99W to Bonita Road B15, P19 Complete gaps in sidewalk from 45b, 45c, P20 Hall Boulevard Sidewalk Hunziker Street to Durham Road ODOT/Tigard Near-Term 45d, 45e, $1,800,000 P20 Install sidewalk on both sides of street P23 72nd Avenue Sidewalk from Upper Boones Ferry Road to Tigard Near-Term $800,000 Durham Road Install sidewalk on both sides of street P24 Benchview Terrace Sidewalk Gaps for missing sections west of Greenfield Tigard Mid-Term $1,200,000 Drive P25 79th Avenue Sidewalk Gaps Install sidewalk on both sides of street Tigard Mid-Term $800,000 from Bonita Road to Durham Road Install sidewalk on both sides of street P27 Murdock Street Sidewalk Gaps from 96th avenue to Pacific Highway- Tigard Mid-Term $570,000 99W 14 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification. 97 98 Project Special Related Cost ID Name Project Type Description15 Area Project Timeframe Projects Estimate Install sidewalk on both sides of street P29 150th Avenue New Sidewalk from Bull Mountain Road to Beef Bend WACO Mid-Term $900,000 Road Install sidewalk on both sides of street P30 97th Avenue Sidewalk Gaps from McDonald Street to Murdock Tigard Near-Term $400,000 Street Install sidewalks on both sides of the P31 Garrett Street Sidewalk street from Pacific Highway-99W to Tigard Near-Term $160,000 Ash Avenue Install sidewalk on both sides of street P33 Greenfield Drive New Sidewalk for missing section south of Benchview Tigard Mid-Term $280,000 Terrace Crosswalk on McDonald at Pedestrian Pedestrian/bike improvements at PC3 O'Mara and 98th Ct Signing/Striping unsignalized intersection at Tigard Near-Term $50,000 McDonald/O'Mara/98 Ct Improve sidewalks, lighting, crossings, Tigard Town Center bus shelters and benches throughout Pedestrian the downtown including: Pacific PC7 (Downtown) Pedestrian Facilities Highway 99W, Hall Blvd, Main Street, Tigard Near-Term $4,880,000 Improvements Hunziker, Walnut and neighborhood streets. Greenburg/95th Raised Construct pedestrian/bike PC9 Pedestrian Refuge and Pedestrian improvements at the existing Tigard Mid-Term $50,000 Marked Crosswalk Signing/Striping unsignalized crosswalk at Greenburg/95th Transit Projects Transit Stop Amenity Support existing high frequency bus service on the Pacific Highway-99W T2 Improvements on Transit Amenities corridor by providing benches, shelters, Tigard/TriMet Near-Term $400,000 Highway 99W and real-time information at bus stops Provide local connector service serving T3 Tigard Connector Service Transit Tigard Triangle to Downtown, and/or Tigard Tigard/TriMet Long Term in the Tigard Triangle Connector the Washington Square Mall and Triangle potentially residential areas. 15 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification. City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan City of Tigard 2035 Transportation System Plan -DRAFT April 2010 Transportation System Plan Project Special Related Cost ID Name Project Type Description16 Area Project Timeframe Projects Estimate High Capacity Transit Local contribution for planning and T4 Planning Local Transit TriMet Near-Term $5,000,000 Contribution alternatives analysis for HCT Transportation System Management Arterial Corridor Provide Arterial Corridor Management TSM1 Upper Boones Ferry Road Management along Corridor #2 (I-5) in the Metro Tigard Mid-Term $1,300,000 TSMO Plan Provide Arterial Corridor Management TSM3 72nd Avenue Arterial Corridor on 72nd Avenue along Corridor #2 (I- Tigard Tigard Mid Term $1,600,000 Management 5) near the Upper Boones Ferry Road Triangle Interchange in the Metro TSMO Plan Provide Arterial Corridor Management TSM4 72nd Avenue Arterial Corridor along Corridor #19 (Hwy 217) in the Tigard Tigard Mid-Term $1,700,000 Management Metro TSMO Plan Triangle Arterial Corridor Provide Arterial Corridor Management TSM5 Durham Road Management along Corridor #2 (I-5) in the Metro Tigard Near-Term $1,400,000 TSMO Plan Arterial Corridor Provide Arterial Corridor Management TSM6 Durham Road Management along Corridor #19 (Hwy 217) in the Tigard Mid-Term $1,500,000 Metro TSMO Plan Provide Arterial Corridor Management TSM9 Hall Boulevard Arterial Corridor and Transit Signal Priority on Hall WSRC ODOT/Tigard/ Mid Term $3,700,000 Management Boulevard from Highway 217 to Pacific Beaverton Highway-99W Arterial Corridor Provide Arterial Corridor Management TSM10 Hall Boulevard Management from Pacific Highway-99W to the south ODOT/Tigard Near-Term $1,900,000 terminus ODOT/Washin TSM11 Scholls Ferry Rd Arterial Corridor Provide Arterial Corridor Management gton Mid Term $4,200,000 Management from River Road to Hall Boulevard County/Beaver ton/Tigard 16 All road projects include bicycle and pedestrian facilities,consistent with the street design standards for the street classification. 99 DOWNTOWN .. i v Figure 5-9 TAYLORS FERRY RD INSET ®g3Z , w Ass I W 1 N M6 A7 1 86a I x Transportation• .8,, �. ./ — 0 liii Improvements ilif TC 1 , o0 SI*: 3 61 - %� :: Tigard Urban 0 ill■ O,� Gs J ct .... 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J Parks,if/ 111111.4.1W -9,....." 4 'Jr*. -,,,,., I MI ,a w 4_,0 9„,.,, A midi! . zinitwille uu■n■n■n� BEND RD . M2 EI BEEF B .. TSM DURHAM RD 4 10 iiiiiroliam 39 40 r L T5M i (o5� E s■ / :■iw' �7 rOQ•1 in. le, le < t<Q 55 z I I H ♦•�••0..§e N J 1 .�1 �- ' 0 N '' i IG'A J3 O z e ♦i �J ��' ) �� I �••• Tualatin River M4 • 't COOK PARK •w 5 **The information represented on this Crossing i Tonquin Trail map is current as of February 28,2010. le ”"t r Revisions will be made as new ALL PROJECTS to Tualatin 0 0.125 0.25 0.5 �„ ! - u decisions or amendments occur to alter r�"�,- ' '�••• ' Miles the content of the map. 0 _ �r a City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan SPECIAL AREAS The following section identifies the three areas within the City -- Tigard Triangle, Washington Square Regional Center, and Downtown -- with growth opportunities but also significant transportation challenges. Each of the three areas is described below, including a summary of current transportation challenges and following by strategies for infrastructure investments which are depicted in Figures 5-12 through 5-15. In addition to improvement projects, this 2035 TSP identifies non-SOV mode split targets for the Tigard Triangle that are higher than required by the Metro RTP (see Table 3-2). 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 103 April 2010 City of Tigard 2035 Transportation System Plan - DRAFT Transportation System Plan Pacific Highway via 72nd Avenue,Dartmouth Street and 68th Parkway;the Highway 217/72nd Avenue interchange; the northbound I-5 interchange with Haines Street; and, the southbound I-5 interchange with Dartmouth Street. Access to and from the Tigard Triangle area is and will remain a critical issue to the success of the Tigard Triangle area. The majority of employees and customers traveling to the area on City streets access the Tigard Triangle area off of Pacific Highway. There is considerable congestion on Pacific Highway in the vicinity of the Tigard Triangle and this congestion is forecast to worsen with future development and regional growth. A second issue with the Tigard Triangle relates to non-auto mobility/circulation to/from and within the area. The Triangle area as a whole is generally sloping downward from Pacific Highway and I-5 to Highway 217. The topography makes pedestrian and bicycle transportation more difficult. These conditions are worsened by incomplete bicycle and pedestrian systems within the Triangle. At the broadest level, options for improving access to the Tigard Triangle area fall into the following categories: • Provide additional intersection and roadway capacity improvements to improve traffic operations at the boundary streets. • Minimize additional roadway capacity infrastructure investment and focus on travel demand management(TDM) programs. • Provide better facilities for alternative modes (transit,bicycles,pedestrians, etc.) • Create a mix of critical additional capacity and implementing TDM programs. Infrastructure Investments Figure 5-12 shows the planned roadway improvement projects related to access to the Tigard Triangle. Within the Triangle, the improvement projects include several capacity enhancements to existing roadways, extension of Atlanta Street to connect 68th Avenue and Dartmouth, and a new Highway 217 overcrossing connecting to Hunziker Street to Hampton Street. The Atlanta Street extension and Hunziker Street overcrossing would provide needed additional circulation options for auto and non-auto modes of transportation within the Tigard Triangle. In addition, the Hunziker Street overcrossing would provide an additional access to the Tigard Triangle area from the south and west. 104 90 Figure 5-12,...\6 lit 6d ' - �■■■■■■■■■■■.■:e : 410 i"'�""""""■■•■■■■■■" 66e N Tigard Triangle ■ Planned ■ ■ . . I w �3ti : Improvements > Lo Q ; Tigard Urban 66f Planning Area • I • _r- CO i LLI • Existing Facilities II •■ 14 � 4g PFAFFLE ST 66o > Major Roads a 3 Q TSM Local Roads z 3 • Multi-Use Path ■ 66g I 3 Future Facilities ■ ■ ■ 19 50 � � ■ • • I ATLANTAST 0 Intersection Project HAINES ST ■ i Roadway Project i 66c 31 II ■ HCT Corridor 66b : �Sl • • • ■ Neighborhood Path ■ 66h ■ Road Improvements DARTMOUTH ST ' / �nJ� <1 ■ Road Improvement 0 66 (includes pedestrian Y and bike facilities) Complete Streets 7 I (adds sidewalks and 86a _c) bike lanes) Sidewalk Lo • 7,.. 32 Y a � Bike Lane • • Bike Boulevard 0: $g b�CJ New Facilities ,: /_ A P�� '. �� • • • • New Road �1` • (includes pedestrian �� and bike facilities) � <9&");// .V.� �F,4S BEVELAND ST ' Multi-Use Path • (� ; Other Map Elements � �0 • TC Transit Center �� 1� ' %� p9 ■ 4 in:.... ■■■■ Tigard City Boundary G /` 1 N Water ' 1 ■ Parks / �`,� v I : TSM Q Ui 10 FO CR PARK M 1 N B 4111:1 / rl 1 la o 11 ■ S� CO M ; **The information represented on this • map is current as of February 28,2010. • 2 Revisions will be made as new - decisions or amendments occur to alter 5 the content of the map. April 2010 City of Tigard 2035 Transportation System Plan - DRAFT Transportation System Plan The plan also includes widening 72nd Avenue (arterial) and Dartmouth Street(collector) to five lanes. Without careful design of both facilities, these could end up functioning as a surrogate for I-5 travel and could become significant pedestrian and bicycle barriers within the Tigard Triangle.An initial step toward realizing these projects is a corridor study (see Table 5-3) to review street cross sections and potential parallel routes. Specific project considerations for the Tigard Triangle can be found in Technical Memorandum #5 in the Volume 3 Technical Appendix. Washington Square Regional Center The Washington Square Regional Center (WSRC) is the only designated Regional Center in the City of Tigard. It is primarily designated for mixed-use development and is an area of the City with significant forecast job growth. Some of the highest job growth in the WSRC is on the west side of Highway 217 both in Tigard (south of Scholls Ferry Road) and Beaverton (north of Scholls Ferry Road). This is why the Washington Square Regional Center (WSRC) Plan, completed in 1999, included major infrastructure investments aimed at connecting the Washington Square Mall with the land uses on the west side of Highway 217. The WSRC is criss-crossed by Highway 217, Scholls Ferry Road, and Greenburg Road and partially bounded by Hall Boulevard and Fanno Creek. Travel in and out of the area is primarily funneled through the Highway 217/Scholls Ferry Road and Highway 217/Greenburg Road interchanges and the Scholls Ferry Road/Hall Boulevard intersection. All of these facilities are under the jurisdiction of either ODOT or Washington County and currently experience significant peak hour congestion and queuing. The WSRC has a transit center at Washington Square served by TriMet Routes 43, 45, 56, 62, 76, and 78 connecting it to the Beaverton, Sunset, Tigard, and Lake Oswego Transit Centers, as well as the City of Tualatin and downtown Portland. It also has a Westside Express Service (WES) commuter rail station located on the west side of Highway 217 near Hall Boulevard. Although all of the major facilities in the WSRC have sidewalks (with the exception of segments of Greenburg Road), the size, traffic volumes, and design of all of the intersections and roadways within the WSRC do not create a very desirable environment for pedestrians to travel within the WSRC. Similarly, the absence of bicycle lanes on Greenburg Road and around of the Highway 217 ramp terminals on Scholls Ferry Road compromise cycling access to the WSRC. The WSRC is an important regional center in Tigard and Washington County. Multi-modal access and accommodation of growth continue to be priorities. Options for improving access to the WSRC area fall into the following categories: • Provide better facilities for alternative modes (transit,bicycles,pedestrians, etc.) • Focus on travel demand management (TDM) programs to optimize existing roadway infrastructure. • Provide intersection and roadway capacity improvements to improve traffic operations at the boundary streets. 106 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan Additionally, the WSRC Master Plan is identified for a review and potential update (See Table 5-3). Infrastructure Investment Figure 5-13 shows the planned improvement projects serving the WSRC vicinity. The 1999 WSRC Plan proposed two bridges and roadways to connect the WSRC across Highway 217 to reduce the magnitude of this barrier: the northern crossing extended from Washington Square Mall Road across Highway 217 connecting to Cascade Avenue; the southern crossing conceptually extending Locust Street across Highway 217 to Nimbus Avenue. The connectivity benefits of these two roadway extensions would be enhanced by extending Nimbus Avenue south roughly parallel to the WES Commuter Rail tracks to Greenburg Road. Although these facilities would provide secondary circulation to Highway 217 and improve multi-modal access to the Washington Square Area, they are not considered feasible due to their high cost and likely significant environmental impacts. As shown in Figure 5-13 the 2035 TSP modifies the northern crossing for pedestrians and bicyclists only but is not identified as a vehicle connection due to cost and constructability constraints. Other infrastructure improvements planned within the WSRC include the southern Highway 217 crossing connecting Nimbus Avenue to Locust Street, pedestrian improvements throughout the WSRC, bicycle lanes on Greenburg Road, street connectivity enhancements on Oak Street, Lincoln Street, and Locust Street, and intersection and roadway capacity enhancements on Greenburg Road, Scholls Ferry Road, and Hall Boulevard. Specific project considerations can be found in Technical Memorandum#5 in the Volume 2 Technical Appendix. Downtown The City of Tigard is committed to creating a downtown that is active, has a compact urban form, and provides multi-modal access and circulation. Public investments and planning activities for downtown are intended to provide a catalyst for economic development. Significant growth in downtown is planned for both employment and housing uses. Downtown is primarily located south of Pacific Highway between Hall Boulevard and Fanno Creek but also extends north of the Pacific Highway near Greenburg Road and Hall Boulevard. Pacific Highway and Hall Boulevard are the primary access routes to the downtown area. Pacific Highway currently experiences significant peak hour congestion and queuing which also impacts travel on Hall Boulevard. The Pacific Highway viaduct over the railroad tracks creates a grade separation between Pacific Highway and Main Street and limits both access and visibility to the Downtown from the highway. Downtown Tigard has a transit center which is served by Trimet Routes 12, 45, 64, 76, and 78 connecting it to the Beaverton Transit Center, Sherwood, Lake Oswego, Tualatin, and downtown Portland. The Tigard Transit Center is also served by WES Commuter Rail. The existing transit service available to Downtown Tigard, combined with future plans to enhance WES service and provide high capacity transit along the Pacific Highway corridor, position Downtown to have transit service that can support increased employment and residential growth in the area despite existing congestion along Pacific Highway. 107 Figure 5-13 I WSRC I I Planned Improvements I Tigard Urban 111 Planning Area I Existing Facilities Major Roads Local Roads 81 Multi-Use Path I Future Facilities - J CC O Intersection Project • Roadway Project W • �l 0 / HCT Corridor TAYLORS FERRY RD •_2_5_j• • • • ■ Neighborhood Path \ (� 8 89 ■ Road Improvements Co M7 S m W Road Improvement (includes pedestrian Q _ and bike facilities) L ■ i / - Complete Streets 'I tr s t H sidewalks and I • - - - bike lanes) i Sidewalk -7.- 1114 ' E Bike Lane CO i■ti Bike Boulevard tai CO - P 1 o Q New Facilities• Ir*_ 111 d : LE Eh • • • • • New Road �/� n ■� _s, (includes pedestrian �� t . , 1 and bike facilities) igli TSM * — • -GF , • 2 / 2 B30 • • • Multi-Use Path ERRY � 11 ENGLEWOOD PARK , • ill Q OU�S F W w ® V Other Map Elements SGH &JJ 2 b • 64 OAK ST TO Transit Center• 47 . • Q 24 24 ----1 90 .... Tigard City Boundary �'(n / ■. Water �\ ' U / ■M. 1 �1■ Parks; jui 0\ , wL■+ -7- L) ,_ 1 1 v,------ ''- ■ ■ ■--- L W 3`L NORTH DAKOTA ST —■ as , I 41..' er 53 P1 P1 'PC8 13 z ' • ado 1 SUMMER LAKE PARK ■ Vi i . /4 '• v W TSM PFAFFLE ST 66o > Ii_I . 7 C ■ 49 Q 3 ,_ _ 7„ p 16 66g N r -( **The information re resented on this / I 'Cr 65 TSM �� a 19 • ■1� p i • • • map is current as of February 28,2010. ■ 9 2 Revisions will be made as new • M6 66c . decisions or amendments occur to alter ■ �� Q� the content of the map. „.„-------__ __ — .. —It 4 A _66h, City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan Although Pacific Highway and Hall Boulevard have sidewalks and bicycle lanes (with the exception of a few gaps in the sidewalk system on Hall Boulevard), the lack of local and collector street connectivity and existing roadway geometry within the downtown area do not create a very desirable environment for pedestrians and bicyclists to travel within the downtown. At the broadest level, options for improving access to the downtown area fall into the following categories: • Improve local and collector roadway connectivity to and within Downtown. • Provide better facilities for alternative modes (transit,bicycles, pedestrians, etc.) • Enhance intersection capacity on Pacific Highway to increase access the ability to cross and access Pacific Highway from Walnut Street, Greenburg Road, and Hall Boulevard. Infrastructure Investment Figure 5-14 shows the additional multi-modal improvement projects related to the Downtown area which include Main Street streetscape improvements, a mixed-use trail along the rail corridor, and Ash Street extensions east across the railroad tracks and west and north to Pacific Highway. Specific project considerations can be found in Technical Memorandum #5 in the Volume 2 Technical Appendix. 109 ooy� P16 65 Figure 5-15 �TSMI 9 Downtown ,��/ — 66c Planned Q' , Im rovements /, 0/ C3'I Tigard Urban Q' Fs Q I 66 b Planning Area . " s' ---- �p� � • kV - \ Existing Facilities kM 6 . �� 66 h Major Roads' S-- ��,(� X32 Local Roads ��/ `� • • II Multi-Use Path 66i WO ODA RD PA' ARK is , �'9j ii Future Facilities lillitilliP 111 gip "q/4 A Intersection Project 76 %/ /A7 , #/ Roadway Project I 8 86 HCT Corridor M2 , - • I • • • • Neighborhood Path iiir Road Improvements 62 p , Road Improvement 5 (includes pedestrian and bike facilities) 86� Complete Streets 111 : (adds sidewalks and �� bike lanes),/ Sidewalk ��/ , \ `A` . \��j�, Bike Lane �� 0‘ `�` �/�/� Bike Boulevard PC �/ . New Facilities • • ■ New Road (includes pedestrian TO � A and bike facilities)% . Multi-Use Path O 66j (9 N Other Map Elements �, • „ TC Transit Center 9^,w, ' . - . t !/ ■■■■ Tigard City Boundary yVV 27 L Water Op CO Parks V Qy — �� s i L io 4111 -111' 01 riljt �.<7j QC.) , **The information represented on this in map is current as of February 28,2010.I II�f' Revisions will be made as new 0 0.025 0.05 0.1 decisions or amendments occur to alter j B 1 1 J Miles the content of the map. ,/1\ City of Tigard 2035 Transportation System Plan - DRAFT April 2010 Transportation System Plan ADDITIONAL TRAVEL MODES This section summarizes the planned facilities for rail, air, water and pipeline needs in the City of Tigard. Rail Railroad tracks traverse Tigard from its northern boundary to the southeast where the tracks cross the Tualatin River into the City of Tualatin and further south (parallel to I-5 to just north of Salem). Another set of tracks,just south of Bonita Rd., turns east to Lake Oswego/Milwaukie and Southeast Portland. North of Tigard, the tracks go on into Beaverton and Hillsboro. They are both owned by Portland &Western(P&W), a sister company of Willamette &Pacific(W&P) Railroad. Presently all the grade crossings of the railroad and roadways in Tigard are controlled by gated crossings. There are a few private crossings which are not gated. Grade separation of the railroad crossings has not been determined to be necessary at any of the existing crossings. The highest volume at-grade crossing in Tigard is on Scholls Ferry Road. Because of the close proximity of the rail crossing to the Highway 217 interchange, potential future improvements on Highway 217 should consider the operational need of Scholls Ferry Road south of Highway 21717. 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. 111 April 2010 City of Tigard 2035 Transportation System Plan - DRAFT Transportation System Plan grade-separated crossings for pedestrians and bicyclists. Currently, Grant Avenue ends at Tigard Street near the railroad tracks, directly across from 95th Avenue. There is a worn path across the tracks connecting these two roadways. There is another demand trail where Katherine Street ends at the west side of the railroad tracks. In addition to crossings with existing demand, additional connections across the railroad tracks to the Tigard Transit Center would benefit pedestrians and bicyclists accessing transit lines. Currently, there are two connections on either side of the transit center, at Main Street and Hall Boulevard,but these crossings are nearly 1,500 feet apart. Any potential crossings needed for future multi-use pathways, for instance connecting the Fanno Creek Trail with regional destinations such as the Tigard Triangle and the Washington Square Regional Center will need to be coordinated with ODOT Rail to ensure consistency with their policies. Air Tigard is served by the Portland International Airport, located in Northeast Portland on the Columbia River. The Portland International Airport is a major air transportation and freight facility, which serves Oregon and Southwest Washington. It provides a base for over twenty commercial airlines and air freight operations. Ground access to Portland International Airport from Tigard is available by automobile, taxi and shuttle, and light rail which is not located in Tigard but has connecting service in Tigard via bus and the Westside Express Service. Tigard is also served by the Portland-Hillsboro Airport, a general aviation facility located in the north central portion of the Hillsboro. The airport facility is owned and operated by the Port of Portland as part of the Port's general aviation reliever system of airports. The Port of Portland maintains a Master Plan for this facility. No airports exist or are expected within the City in the future. Therefore, no policies or recommendations in this area of transportation are provided for Tigard. Water The Tualatin River is located along the southern border of Tigard. It is used primarily for recreational purposes. No policies or recommendations in this area of transportation are provided. 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. 112 Tigard Planning Commission - Roll Call Updated February 1,2010 Hearing/Workshop Date: j4-/i CO Starting Time: 1.;0 2- COMMISSIONERS: David Walsh (President) Jeremy Vermilyea (Vice President) Tom Anderson Rex Caffall Margaret Doherty Karen Fishel Timothy Gaschke Stuart Hasman Matthew Muldoon Donald Schmidt (Alternate) VRichard Shavey (Alternate) STAFF PRESENT: Dick Bewersdorff Ron Bunch Gary Pagenstecher Doreen Laughlin Cheryl Caines John Floyd t/ Judith Gray Duane Roberts L/5usan Hartnett Sean Farrelly Gus Duenas IV"-Darren Wyss Todd Prager Marissa Daniels Mike McCarthy CITY OF TIGARD PLANNING COMMISSION Meeting Minutes April 19,2010 1. CALL TO ORDER President Walsh called the meeting to order at 7: 02 pm. The meeting was held in the Tigard Civic Center,Town Hall, at 13125 SW Hall Blvd. 2. ROLL CALL Present: Commissioners Anderson, Doherty, Gaschke, Hasman, Muldoon,Vice President Vermilyea, and President Walsh (7); Alternate Commissioners Schmidt and Shavey (2) Apologies: Commissioners Caffall and Fishel (2) Absent: None Staff Present: Darren Wyss, Sr. Planner; Doreen Laughlin, Sr. Administrative Specialist;Judith Gray, Sr. Transportation Planner, and Susan Hartnett, Assistant Community Development Director Others Present: Gretchen Buchner, Council Liaison 3. COMMUNICATIONS President Walsh brought a memo to the commissioners' attention. It was dated March 29th, and was from the City Arborist,Todd Prager. Walsh noted that Prager was asking the commission to select up to two members for consideration by Council to serve on the Urban Forestry Code Revisions Citizen Advisory Committee (UFCR CAC). Walsh asked if anyone was interested in volunteering for this committee. Alternate Commissioner Don Schmidt volunteered as a primary member,while President Walsh said he would be available as a secondary member; however, he is also a member of the Tree Board and, therefore,may not be able to attend all the meetings. No other communications were noted at this time. \\TIGDL+PT\Tigdept\LRPLN\Planning Commission\2010 PC Packets\4-19-10\2-tpc minutes 4-19-10.doc Page 1 of 8 4. CONSIDER MEETING MINUTES March 151h Meeting Minutes: President Walsh asked if there were any additions, deletions, or corrections to the minutes; there being none,Walsh declared the minutes approved as submitted. 5. WORK SESSION— CD WORK PLAN Susan Hartnett,Assistant Community Development Director spoke to this topic. She said, per the commissions' request, she had taken Ron Bunches memo regarding the Planning Commission work plan and made it more specific so far as projects and timelines, and in the form of a matrix. The matrix gives a good picture of what's going on up into 2011. The TSP is detailed with the timeline - as the dates are set already. Others are not as specific but a bit more general— and spoken of as in "seasons" — summer,winter, fall, etc. She explained that the light gray background on the items indicates less certainty - or questions still pending— where we're not sure of when, or if,we'll be getting to it. As a side note, Hartnett said she wasn't sure if the commissioners were aware of this, but the City is dealing with revenue shortfalls and has had to lay off some staff. She reported that the planners are all on full-time - in large part because there is so much going on with regard to Council goals. She said the work program is still moving (fluid). For example, since creating the Matrix, staff had spoken with Council and come up with an additional work program component which they're calling "regulatory reform." In addition, under land use projects on the second page of the matrix, is a use category update and minor sign code amendments. That will be folded into an umbrella, looking more broadly at the development code and where some structural changes are that may be beneficial. Staff will be coming back to the commission to discuss that after having a workshop with Council in May. QUESTIONS FROM COMMISSIONERS OF STAFF Walsh asked for more information with regard to staff changes, such as notification in the form of a memo or email. He would like staff to catch the commission up on what's going on - especially since it could affect the timing of things - another reason being that they may be asked by citizens/neighbors about the changes. Hartnett said she will forward the details by way of a memo first thing in the morning. Walsh also asked about the possibility of receiving (on a regular basis) some sort of chart or tabbed document showing where they're at on the Comprehensive Plan itself— from the 500 foot level—not the 10 foot level—perhaps by section-- (or goal). He said "Where does that lay out—what about the next year, two years, five years? We may be talking about 2011, or even 2015." Hartnett said there are some goals that are considered "on-going." She said we could start by parsing out those that are ongoing, and putting them aside - as a "this is sort of how we do our business" - and then those that have a specific achievable goal - start to \\TIGDRPT\Tigdept\LRPLN\Planning Commission\2010 PC PacketA4.19.10\2-tpc minutes 4.19.10.doc Page 2 of 8 think about the timing for those. She said she would work with Doreen Laughlin and the Long Range Planning intern on that. DISCUSSION REGARDING THE MATRIX (& TIGARD TRIANGLE) Walsh opened up the meeting to questions regarding the "Future Projects Matrix" (Exhibit A) that Hartnett had presented. Commissioner Vermilyea commented: I don't see the Tigard Triangle area plan on the matrix anywhere-- why? Hartnett: We talked about submitting a TGM (Transportation Growth Management) grant for that and got push-back from both Metro and ODOT about doing another TGM grant when we have several going on. We are looking to do some changes in the Tigard Triangle that we think are consistent with recognizing its potential future as a mixed-use center— for example— tomorrow night at council we will talk about the potential to expand the Town Center designation to that Tigard Triangle area—at least get our "nose under the tent"— so that we are being consistent with our message to Metro about our interest in high capacity, and our willingness to support high capacity. I don't think we're ready both from a regional perspective as well as what our staffing capacity is to take that on in this coming fiscal year. I imagine it would be in the work program for the next fiscal year. We probably could add it as a grayed item if that would make you more comfortable to see it on the list—but it'd be pretty vague in terms of what we think it might look like. Vermilyea: Here's my concern - we've raised the Tigard Triangle Plan as a top priority of this commission for the past three years running. Council has recognized that that's a priority. We've run into problems in terms of trying to figure out what we want to do with the Triangle. From a planning standpoint, the recession has actually been good from the Triangle's point of view because development hasn't outpaced our abili y to try to guide growth there. If we're ever going to get ahead of development in that area, we have to start planning for it, and we have to do it now. I made it clear that the next thing we wanted to focus on after the Comp Plan update, which is now almost two years ago, was the Tigard Triangle Plan. We have yet to even begin to start thinking about when we're going to do that. And frankly, that frustrates me because I think we've been pretty consistent about the desire to start on that process. I don't know if we need to take a look and take some things off of this list but I feel strongly that this— the Tigard Triangle - needs to be on the list of things we are going to do over the next 18 months to 2years. If we don't, we are going to lose a vital opportunity. I cannot state it any more clearly than I just have. I'm not happy that this is not on the list. Walsh said he is in agreement with this. He would like to see it happen as well. Hartnett: I'd like to respond to this. There are a couple of things happening at the regional level that need to shake out a bit before we can begin to make an effective plan for the Tigard Triangle. I think some of the high capacity transit issues, particularly in terms of preliminary alignment discussions, need to take place and the discussions that are just beginning at the regional and state level about the transportation planning rule, and modifying its effect on areas like the Tigard Triangle, is essential. As long as we are constrained by the floor area ratios that we currently are, because of the trip generation \\TIGDL'PT\Tigdept\1.4LPLN\Planning Commission\2010 PC Packets\4-19-10\2-tpc minutes 4-19-10.doc Page 3 of 8 issues,we are not going to create an effective plan for that very precious piece of land. I don't disagree with that. I think there's time and, as I said, we could add this to the Matrix — I can't speak for Ron (Bunch) but I don't think he would disagree with me saying that in the next 18 months we will begin working on this but I don't see it, realistically, being well underway in the next 18 months. That's just realistic in terms of what the other priorities are and the work that's already underway through two other TGM grants. We really need to be careful to not stretch ourselves too thin and not be able to complete that work, because if we don't, we're less likely to get future grants and we really will need help financially to undertake a project of that scope. Commissioner Vermilyea: What we've been hearing for several years— that we can't do anything in the Triangle because we have a Trip Cap... because we have the ODOT problem... we have the 72114 Avenue bridge problem... and now we're hearing we're constrained because we don't know where high capacity transit is going to go. IICI.is not a done deal. So— to me, if we continue to use that line of thinking, we are essentially ceding control of the process to entities that don't necessarily have this community in their best interest. They have other interests. I understand the issue with respect to the parking ratios agencies but we need to send the message that we are moving forward with an important part of our communiy, and this is what we want it to look like. ODOT and TriMet and Metro—I'm sure that plan will have to be modified at some point;whatever it ends up being, but we ought to be coming up with what is our ideal, irrespective of those other things. If we need to modifi it to deal with the realities of those situations down the road, that's fine. We've been pounding on this mantra now for three years;that we want to begin planning in that area. I feel the Commission is not being heard and we have got to start making progress. A good start is putting it on the Matrix. Councilor Buehner interjected: "There has been discussion among the council members that we do need to get on to the Triangle. I happen to agree with Commissioner Vermilyea, personally. I have felt there's been some sort of disconnect between staff and both the commission and at least three of the councilors about this issue; that we really do need to start looking at it. I would rather put off the Downtown Circulation Plan and get started on the Triangle,if I were in the place to make those decisions. But I'm putting out that this issue has come up at Council Workshop as well." Judith Gray, Sr. Transportation Planner, said that she is working with the scopes of work for the upcoming high capacity transit station area study. She said "There is no scope yet for the multi-modal refinement studies that are planned for the corridors, but as we are developing those scopes, it is my intent that quite a bit will be looked at in the Triangle. This is exactly what the discussion was with ODOT, and from Metro as well,when they said - it seems redundant at best—because the HCT station area plan is going to include a wide swath of at least 60% of the Triangle. So while it won't be called that, it's going to be a big part of it so I think we're going to be able to begin those planning steps about land use, connectivity, and general circulation will be a big part of these upcoming studies. It had to take that direction to not be in conflict. \\TIGDRPT\Tigdept\LRPLN\Planning Commission\2010 PC Packets\4-19-10\2-tpc mimes 4-I9-10-doc Page 4 of 8 Vermilyea: This is the first time I'm hearing about this process. I think this information should have been communicated to the commission quite some time ago. I'm disappointed that this is the first we're hearing about it. There seems to be some disconnect going on in terms of communication as to what our priorities are and what's the progress on those things. Walsh: Since the Tigard Triangle is not on the agenda tonight and we really need to move this along-I propose a briefing;a paper prepared—it doesn't have to be very long- on where we're at on the Triangle so we can get some background on this and everyone up to speed. Let's schedule some time for some discussion on this using the briefing as a basis at an upcoming meeting. Hartnett: We can do that. Doherty: We try to hide the Triangle, it seems. We've not had a briefing since I've been here -on the Triangle. We do need to hear the information— whether we like the plans or not. Hartnett: To do this will be helpful and show you how it's weaving through; being able to call out a number of these projects that have some overlap with the Triangle - to sort of crosscut it in a different direction and pull the Triangle out and talk about it and how it affects all these others may be a good thing too; to look at it from that direction as well. Vermilyea: I'm concerned that we have many ad hoc projects—I want to see the Triangle Plan drive the projects— not the projects drive the Plan. I feel it's a bit like the tail is wagging the dogfight now. MATRIX REVISION REQUESTS At this point, President Walsh had some comments about the set-up of the Matrix. He said `Td ask that it be modified in a couple of derent way:Modigv the far right column -the Comp Plan references— they're not useful at this level—I would rather have a status column with some bold points of where we're at... a priority column... and I'm missing the overall picture. If everything was laid down in chronological order— that would be helpful-perhaps a calendar form. I don't mind the time references being kind of vague— that's perfectly understandable." Hartnett: I'd like to integrate this with your monthly Planning Commission calendar. Walsh: I would like some idea of the site of a project—Say... 2 full time equivalents for 6 months versus a project that is a month and a half at a full time equivalent. If we can add some sense of the staffing requirement— that would help us. \\TIGDEPT\Tigdept\].RPLN\Planning Commission\2010 PC Packets\4.19-10\2-tpc minutes 4.19-IO.doc Page 5 of 8 6. WORK SESSION —TIGARD TRANSPORTATION SYSTEM PLAN UPDATE NO. 1 Darren Wyss, Senior Planner, and Judith Gray, Sr. Transportation Planner, led this portion of the meeting. Wyss said this workshop is the first of three workshops on the adoption of the Draft 2035 Transportation System Plan (version 2). He mentioned that sections 6 & 7 were missing from the TSPv2 and said copies of those sections had been distributed to the commissioners to add to their binders. [Laughlin will mail the missing sections to the two commissioners who had to miss this meeting—Fishel and Cattail]. Wyss reviewed the schedule from the memo dated April 5th. He gave a short list of what staff was hoping to receive from the commissioners at the three workshops: • We would hope the commissioners come prepared with questions / suggestions; • Concentrate on policy/investment aspects more than informational components; and • While staff encourages and appreciates attention to scrivener's errors, they would prefer these be done at a time other than the actual workshop, for instance, via a quick phone call, or email. Wyss said, with regard to scrivener's errors, Commissioner Shavey had called him to advise that he had found a couple of numbers that were off, and also asked that staff present a glossary of acronyms —which Wyss will do. Everyone agreed that was a good suggestion. Wyss then reminded the commissioners of how the public had been involved in this project. He noted there had been two public forums, an open house, and a Citizen Advisory Committee (CAC); a good amount of feedback had been gathered from the public. Both Commissioners Walsh and Vermilyea had felt it important to allow public comment at these 3 workshops, so staff agreed to allow anyone from the public who wished to speak, to have time to do so at these workshops. Judith Gray (Sr. Transportation Planner) gave a brief recap of what the TSP actually is. Her recap closely mirrored section 1 of the document "Introduction." She said the TSP is a useful tool to take a really high level (50,000 foot), long-range look at how we anticipate growth and to, early on, identify what the needs are going to be and how we can meet those future needs. She noted that since it is such a long-range plan, at such a high level, it doesn't get into the details that people sometimes want to look at, but it might point us in the direction that might make it a priority. For example, the bicycle element of the TSP does not constitute a bicycle plan but it might show us that that is a priority. This plan typically gets updated every 5 to 8 years. The current TSP was adopted in 2002. This has a 25-year planning horizon knowing that before we reach that timeframe we'll be looking at it again. Because this is an update, we weren't starting from scratch. We built on past planning activities. We took that 2002 TSP, reviewed it, looked at other plans that had been adopted in the interim for the City— for example, the Hwy 99W Improvement Plan and the Downtown Circulation Plan (which is well underway though not yet adopted). The Metro \\TIGD11PT\Tigdcpt\LRPLN\Planning Commission\2010PC Packets\1-19-1D\2-tpc minutes 4-l9-l0.don Page 6 of 8 Regional Transportation Plan Update is following almost a parallel path so we have been coordinating with that through their staff and just generally being involved with that- also with TriMet,Washington County, all these other planning activities. Gray spoke a bit on the changing emphasis onto management of our existing infrastructure - whereas earlier TSPs were really focused on infrastructure investments. Hopefully, you'll see in this TSP some more emphasis on management, in addition to those infrastructure investments. She also explained the organization of the material, and the fact that there are 3 volumes to be "reader friendly." Volume 2 is an appendix that includes some planning information that would be of use to some people. It includes some of the specific implementation changes that would have to happen for the development code, some other plans, etc. She said it was made as a separate document because it isn't anything that is specifically being adopted as the TSP. Volume 3 is separate as a "courtesy to readers."This is information that is available-- all the technical memos that were developed and produced in the development of the TSP. It's available. It's 600 pages and is available if anyone wants to look at it. Wyss explained that this would become chapter 12, the "Transportation" chapter, of the Comprehensive Plan. He suggested they approach this chapter in the same way the other chapters had been reviewed in the past. At this point,just as in the past when going over the various Comprehensive Plan chapters,Wyss started at section one and lead the commissioners through the document by goals and policies. There was a lengthy session of suggestions and comments from the commissioners. Wyss and Gray took note of changes that were suggested. After the commissioners went over the document, Wyss explained that at the March 30th Council presentation, the councilors had identified a few things they believed would improve the document. He said these ideas were to: • Expand the language addressing the future growth maps in the document - growth being defined as housing units and jobs. (It shows no growth in the Downtown area in the model that was run. Council had a concern that we have aspirations for the Downtown. So we will expand the language around our aspirations for the Downtown. It wouldn't affect the model one way or the other.) • Better define short-, mid-, and long-term projects. • Include a new map that shows what our aspirations are for growth for the Downtown area. Wyss said they will get that developed and bring to the commission for review at the next meeting. \\TIGDEPT\Tigdept\LRPLN\Planning Commission\2010PCPackets\4-19-10\2-t pc minutes.1-19-10 Page 7 of 8 PUBLIC COMMENT: No one from the public was present to comment. 7. ADJOURNMENT President Walsh adjourned the meeting at 9:30 pm. Doreen Laughlin,Planning Co • 'ssion Secretary Apr,� ATTEST: P -sid- • P avid Walsh \\TIGDEPT\Tigdept\LAPLN\Planning Commission\2010 PC Packets\4-19-10\2-tpc minutes 4-19-10.doc Page 8 of 8 Future Projects Matrix Tigard Planning Commission March 25, 2009 Staff Schedule Planning Associated Comp Plan Project/Activity Type of Item Timeframe Contact Funding Drivers Associated Projects Commission City Council Goals Policies/Recommended Action Goals Measures (RAM) TRANSPORTATION PLANS AND STUDIES Briefing March 2010 1.Implement Comprehensive Plan Statewide Land Use Planning Goal 12 a. Complete the Transportation System Policy 2.1.20 — Downtown Circulation RAM 2.1.iv Grant Plan (TSP) and begin area plans Tigard 2035 Plan #3 Complete and Policies 6.1.3, 6.1.5 Judith Gray TGM Grant contract (Tigard Triangle, 99W Corridor,etc.) Transportation Workshops April/May 2010 Implement Comp RAMS 6.1.iii,6.1.v System Plan expires Included as Periodic Plan Policy 9.1.10 3/31/2010 Long Term Goal Review Work Task Policy 10.2.2 Continue pursuing opportunities to Policy 13.1.1 Public Hearings Summer 2010 reduce traffic congestion Policies 15.4.1, 15.4.2, 15.4.4, 15.4.5 Briefing Summer 2010 Tigard 2035 2.Implement Downtown Urban General Fund Transportation System Renewal Downtown CCAC Plan b.Adopt Downtown Circulation Plan Policies 15.4.1, 15.4.2, 15.4.4, 15.4.5 Workshops Fall 2010 Sean Farrelly RAM 15.4.i, 15.41, 15.4.iii, 15.4.iv, 15.4.v, Circulation Plan Urban Renewal review 5 Year Goal 15.4.vi, 15.4.vii, 15.4.viii, 15.4.xi Funds Downtown Urban Obtain Ash Street railroad crossing in Renewal downtown Public Hearings Winter 2010 Winter 2010 1. Implement Comprehensive Plan Interstate 5/99W Multi a. Complete the Transportation System Briefings Spring 2011 Modal Refinement Plan Summer 2011 Plan (TSP) &begin area plans Policies 9.1.5,9.1.6,9.1.10, 9.3.1, 9.3.2 Sean Farrelly Funding Alternatives for (Tigard Triangle, 99W Corridor,etc.) RAM 9.1.xii, 9.3.v, 9.3.vi, Grant Highway 99W HCT c. Continue to promote and plan for Policies 10.1.5, 10.2.2, 10.2.5, Pacific Hwy High Workshops Fall 2011 Judith Gray TGM Grant contract Alternatives Analysis 99W Light Rail RAM 10.1iv, 10.1.v, 10.1.vi, 10.1.xii Capacity Transit Land expires Policies 12.1.1, 12.1.2, 12.1.5,12.1.7,12.3.1, Use Plan General Fund 5 Year Goal-Explore Metro 6/30/2011 Tigard Triangle 12.3.2, 99W Urban Renewal District RAM 12.3.i, 12.3.iii, 12.3.iv, 12.3.v Public Hearings Winter 2011 Downtown Urban Long Term Goal Renewal g Continue pursuing opportunities to reduce traffic congestion Note: Projects with grey tinted backgrounds are notyet certain due to outstanding issues such as pending budget authori<ations,finalization of project scope, or the adoption of intergovernmental agreements. 1 Future Projects Matrix Tigard Planning Commission March 25, 2009 Staff Schedule Planning Associated Comp Plan Project/Activity Type of Item Timeframe Contact Funding Drivers Associated Projects Commission City Council Goals Policies/Recommended Action Goals Measures (RAM) Westside Trail Master Briefing Fall 2010 Plan Development Tigard Pathways Duane Grant 10/11, #3 Complete and Master Plan Roberts TGM Grant contract Rail-to-Trail Implement Comp 1. Implement Comprehensive Plan Policies 8.1.1, 8.2.1 Steve Martin expires Plan RAM 8.2.i Presentation/ 6/30/11 Tigard 2035 Winter 2011 Workshop Transportation System Plan Street Circulation Requested in Study&Connectivity Presentation Winter 2011 Judith Gray General Fund budget TSP Update 1. Implement Comprehensive Plan Policy 12.1.2 Inventory Interstate 5/99W Metro is Multi-Modal Briefings 2010-11 Judith Gray currently seeking Pending Highway 99W/Barbur Refinement Plan TGM funding HCT LAND USE PROJECTS Summer 2010 Policies 1.2.5, 1.2.6 Briefing Winter 2010 Policies 2.1.1,2.1.2,2.1.4,2.1.7,2.1.12,2.1.14, Spring 2011 2.1.20,2.1.21,2.1.22,2.1.24,2.2.1-11 a,2.3.1-11 RAM 2.1.ii,2.1.iii,2.1.xv,2.2.i,2.2.viii,2.3.i, 2.3.ii,2.3.iii,2.3.v Tigard 2035 Policies 5.1.1, 5.1.3,5.1.4,5.1.5, 5.1.6, 5.1.7, Workshop Summer 2011 Transportation System 5.1.10, 5.1.11, 5.1.12,5.1.13 Plan RAM 5.1.i, Policies 6.1.6, 6.2.4 Pacific Hwy High RANI 6.2.iii Capacity Transit Land Council #3 Complete and 1. Implement Comprehensive Plan Policies 7.1.10, 7.1.13 Urban Forestry Code I Todd Prager General Fund approved Use Plan Implement Comp a. Update Tree Code Policies 8.1.2, 8.1.6, 8.1.10, 8.1.11, 8.1.12, Revisions timeline Downtown Urban Plan 8.1.14, 8.1.16, 8.1.17, 8.1.19, 8.1.21 Renewal RAM 8.1.xi Policies 10.2.1, 10.2.3, 10.2.5, 10.2.7, 10.2.8, Public Hearing Summer 2011 Tigard Pathways Master 10.2.9 Plan RAM 10.2.iv Policies 12.2.7, 12.2.8 Policy 13.1.13 RAM 13.1.i Policies 15.3.1, 15.3.3, 15.4.5 I Note: Projects with grey tinted backgrounds are notyet certain due to outstanding issues such as pending budget authori<ations,finalization of project scope, or the adoption of intergovernmental agreements. 2 Future Projects Matrix Tigard Planning Commission March 25, 2009 Staff Schedule Planning Associated Comp Plan Project/Activity Type of Item Timeframe Funding Associated Projects Commission City Council Goals Policies/Recommended Action Contact Drivers Goals Measures (RAM) Briefing Spring 2010 John Floyd #3 Complete and TDC Use Category Workshop Summer 2010 Gary General Fund Completion Implement Comp 1. Implement Comprehensive Plan Policies: 2.1.2,2.1.3,2.1.6 ,2.1.7,2.1.20,9.2.1, Update Pagenstecher by Fall 2010 Plan 9.2.2RAM: 2.I.vi,2.1.xiv Public Hearing Fall 2010 Potential for Minor Sign Code Dick Policy 2.1.24 Amendments Public Hearing Spring 2010 Bewersdorff General Fund additional Policy 9.2.2 applications Policies,5.1.1, 5.1.7,5.1.8, 5.1.13 Mitigation Land Bank Briefing Susan Policies 6.2.2, 6.2.4 Project for CWS Workshop 2011 Hartnett General Fund RAM 6.2.ii Policies 11.1.1, 11.1.2, 11.1.3, 11.1.6, ASR Wellhead Briefing Susan Policy 2.1.11 Protection Program Workshop 2013 Water Fund Hartnett Policy 5.1.9 Public Hearing OTHER MAJOR PLANS AND STUDIES Summer 2010 Economic Advisory Committee Fall 2010 Opportunities Meetings Winter 2010 Grant Analysis Winter 2011 Periodic Review contract Included as Periodic #3 Complete and 1.Implement Comprehensive Plan Statewide Land Use Planning Goal 9 (Planning Darren Wyss Implement Comp Polices 2.1.7,2.1.20, 9.2.1, 9.2.2, 9.2.3 Commission will act Workshops Spring 2011 Grant expires Review Work Task as Advisory 5/31/2011 Plan RAM 9.1.ii, 9.1.v Committee) Public Hearing Spring 2011 Must be #3 Complete and Public Facility Plan Briefings Winter 2011 Darren Wyss General Fund completed Included as Periodic Implement Comp 1. Implement Comprehensive Plan Policies 11.1.2, 11.2.2, 11.3.2, 14.2.6 by Spring Review Work Task Plan RAM 2.1.iv 2013 Periodic Review Must be #3 Complete and Housing completed Included as Periodic 1. Implement Comprehensive Plan Policies 2.1.1,2.1.20, 10.1.2, 10.1.7, Briefings Fall 2010 Darren Wyss General Fund Implement Comp Review/Population by Spring Review Work Task Plan RAM 10.1.2 Projections 2013 Note: Projects with grey tinted backgrounds are not yet certain due to outstanding issues such as pending budget authori<ations,finalization of project scope, or the adoption of intergovernmental agreements. 3 Section 6 Transportation Funding Element April 2010 City of Tigard 2035 Transportation System Plan - DRAFT 68Transportation Funding Element Transportation Funding Element The 2035 Tigard Transportation System Plan (2035 TSP) includes projects under the jurisdiction of the city, state, county, and other local jurisdictions. By extension, transportation capital improvements are typically funded through a combination of state, city, county, and private funds. This section documents Tigard's projected transportation revenues and estimated project costs, as well as summarizing other potential revenue sources. ESTIMATED TRANSPORTATION REVENUES Tigard's transportation revenues were projected based on historic trends. Available funds are typically split between operating expenditures (i.e maintenance, services, materials) and capital expenditures (i.e. new roadways, or pedestrian/bicycle facilities). The majority of the projects included in this document are considered capital expenditures. Table 6-1 provides a summary of the funding types available, the forecast revenues and the potential application of these revenues (operating, capital, or maintenance). As shown, the City of Tigard currently estimates revenues for transportation from 2011 to 2035 to be approximately $1,750,000 per year (2009 dollars) for capital expenditures. TABLE 6-1 FUTURE CITY TRANSPORTATION REVENUES FOR CAPITAL PROJECTS (2009 DOLLARS) Forecast Typical Use of Forecast Annual Percentage of Annual City Funds (Operating City Capital Total Forecast Source Revenues or Capital) Revenues Capital Revenues State Motor Vehicle Fund $3,000 0001 Operating (75%),000' 000' 27.3% Capital (25%) County Gas Tax $200,000 Operating (7 $50,000 1.8% Capital (25°5%)/o) City Gas Tax $650,000 Capital (100%) $650,000 23.6% TIF&TDT $300,000 Capital (100%) $300,000 10.9% 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 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. 114 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 68Transportation Funding Element • The State Motor Vehicle fund has provided and will likely continue to provide the most significant portion of the funding for Tigard's transportation system. A major component of the State Motor Vehicle fund is a fuel tax (per gallon). • Together, the City and County Gas Taxes provides the second largest source of transportation funding to the city. It should be noted that House Bill 2001 passed in the 2009 legislative session prohibits cities from raising fuel taxes between 2009 and 2014. Although the gas tax is recessive as vehicle efficiency increases, this is expected to be balanced out by the anticipated overall increase in vehicle miles traveled projected within the city. • Transportation Impact Fees (TIFs) and Transportation Development Taxes (TDTs) are an excellent source of revenues for growth-required needs, but TIFs and TDTs are only collected on development activity, so the revenues stream from TIFs and TDTs are volatile depending on market conditions. • The MSTIP is the Washington County Major Streets Transportation Improvement Program. The majority of county-funded road improvement projects are paid for via MSTIP using local property taxes. It is difficult to project how much MSTIP funds will be spent on county roads within the City of Tigard on any given cycle. The amount provided above represents an anticipated annual average. Bonds were not considered as a potential revenue source as they do not increase revenue; rather, they allow the city to spend several years' worth of anticipated revenues over a short period of time. In addition to the general revenue sources identified in Table 6-1, Washington County and ODOT typically allocate funding to projects within the City on their facilities. Estimates of annual revenues that are not at the discretion of the City but that are spent on roadway facilities within the City are shown Table 6-2. TABLE 6-2 FORECAST NON-CITY TRANSPORTATION REVENUES FOR CAPITAL PROJECTS (2009 DOLLARS) Forecast Annual Percentage of Non-City Capital Total Forecast Revenues Non-City Capital Source Revenues MSTIP Funds used in City $500,000' 50% Potential State/Federal Fees used in City $500,000' 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 Project specific. Amount listed is an estimate based on historical annual average. 115 April 2010 City of Tigard 2035 Transportation System Plan - DRAFT 68Transportation Funding Element ESTIMATED TRANSPORTATION PROJECT COSTS The estimated costs of the comprehensive multimodal improvements identified in Section 5 are summarized in Table 6-3. TABLE 6-3 TRANSPORTATION PROJECT COST SUMMARY BY PRIORITY PRIORITY PROJECT COST Near-Term $297,191,500 Mid-Term $207,595,000 Long-Term $151,810,000 TOTAL $656,577,000 As shown in the table, the total project costs far exceed the forecast transportation revenue that will be available to the City over the planning horizon. There are several reasons for the significant discrepancy between anticipated City resources and estimated costs. 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. Further, 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. FINANCIALLY CONSTRAINED PLAN The "illustrative" project list provided in Section 5 was further evaluated to identify the highest priority projects could potentially be funded with anticipated funds from regional, state, and federal sources. This is referred to as the financially constrained project list and is summarized in Table 6-4. This list includes projects under the sole jurisdiction of the City of Tigard as well as projects that would require the City's financial participation in joint projects with ODOT and Washington County. This list of projects was developed to be consistent with the financially constrained project list in the RTP Update. The projects in the "Financially Constrained Project List" should be looked at as an illustration of the City's current funding priorities but one that will change over time. Table 6-4 represents a list of projects that can be considered reasonably likely to have funding over the next 25 years.As noted above,this list will change over time. 116 2035 Tigard Transportation System Plan - DRAFT April 2010 68Transportation Funding Element TABLE 6-4 FINANCIALLY CONSTRAINED PROJECT LIST Project ID Name Project Type Jurisdiction Planned Funding Cost Estimate Near-Term Projects 4 OR 217/72nd Ave Interchange Interchange Improvement ODOT RTP (10599) $19,537,000 Improvements Durham Road Realignment at Upper Boones Road Widening and/or 7 Tigard RTP 10768( ) $7 200,000 Ferry Road intersection Reconfiguration 8 Upper Boones Ferry Road widening at 72nd Road Widening Tigard RTP (10768) $3,000,000 9 Upper Boones Ferry/I-5 southbound Intersection Improvement ODOT/Tigard RTP (10768) $2,000,000 10 72nd/Upper Boones Ferry intersection Intersection Improvement Tigard RTP (10768) $2,000,000 11 Hall/Hunziker/Scoffins intersection Intersection Realignment ODOT/Tigard RTP (11223) $5,000,000 Realignment 12 Tiedeman Realignment at North Dakota Road Realignment Tigard RTP (11224) $6,500,000 13 Greenburg/North Dakota Intersection Intersection Realignment Tigard RTP (11224) $4,000,000 Geometry Improvements 17 Ash Ave Railroad Crossing (Burnham to New Road Tigard/ODOT RTP (11225) $3,000,000 Commercial) Rail 34 121st Avenue Complete Street, Walnut to Complete Street Tigard New $1,580,000 Gaarde 38 Dartmouth Street Widening, 72nd to I-5 Road Widening Tigard $4,412,000 RTP (10759) 46 McDonald Street Widening, Pacific Hwy-99W Road Widening Tigard Ti to Hall RTP (11217) $8,000,000 48 Walnut Street Complete Street Complete Street Tigard $7,000,000 RTP (11229) 54 135th Avenue/ Walnut Street Intersection Intersection Improvement Tigard RTP (New) Tigard $400,000 Improvement CIP 56 Greenburg/Oleson/Hall Intersection Intersection Improvement ODOT/Washingt RTP (10769) $3,000,000 Improvement on County 117 118 Project ID Name Project Type Jurisdiction Planned Funding Cost Estimate 58 Greenburg/Washington Square Road Intersection Improvement ODOT/WACO RTP (10769) $1,000,000 Intersection Improvement 60 Hall/McDonald Intersection Improvement Intersection Improvement ODOT/Tigard New $400,000 Intersection Improvement 65 Tiedeman Street/Tigard Street Intersection Intersection Improvement Tigard New $750,000 Improvement 85 Hall Boulevard, North of Greenburg Road Widening ODOT/Tigard New $500,000 95 North Dakota at Fanno Creek Bridge Bridge Replacement Tigard $2,500,000 Replacement 45a Hall Boulevard Widening, Oleson to 99W Road Widening ODOT/Tigard RTP (11220) $3,500,000 45b Hall Boulevard Widening, Highway 99W to Road Widening ODOT/Tigard RTP (11220) $2,500,000 Fanno Creek 45e Hall Boulevard Widening, Bonita Road to Road Widening ODOT/Tigard RTP (11220) $3,000,000 Durham 66a Pacific Hwy 99W Signal Improvements ODOT/Tigard ODOT STIP (16373) $2,500,000 RTP (10770) 66b Highway 217 SB Ramps/Pacific Hwy 99W Intersection Improvement ODOT RTP (10770) $8,000,000 66c Highway 217 NB Ramps/Pacific Hwy 99W Intersection Improvement ODOT RTP (10770) $8,000,000 66d Pacific Hwy 99W/I-5 SB Intersection Improvement ODOT RTP (10770) $5,000,000 66e Pacific Hwy 99W/68th Ave Intersection Improvement ODOT/Tigard RTP (10770) $1,000,000 1 66f Pacific Hwy 99W/72nd Ave Intersection Improvement ODOT/Tigard RTP (10770) $2,000,000 66g Pacific Hwy 99W/Dartmouth St. Intersection Improvement ODOT/Tigard RTP (10770) $8,000,000 66h Pacific Hwy 99W/Hall Boulevard Intersection Improvement ODOT/Tigard RTP (10770) $6,500,000 66i Pacific Hwy 99W/Greenburg Road/Main Intersection Improvement ODOT/Tigard Tigard CIP, RTP $6,000,000 Street (10770) City of Tigard 2035 Transportation System Plan - DRAFT April 2010 68Transportation Funding Element City of Tigard 2035 Transportation System Plan - DRAFT April 2010 68Transportation Funding Element Project ID Name Project Type Jurisdiction Planned Funding Cost Estimate 66j Pacific Hwy-99W/Walnut Street Intersection Improvement ODOT/Tigard RTP (10770) $1,500,000 66k Pacific Hwy-99W/Gaarde Street/McDonald Intersection Improvement ODOT/Tigard RTP (10770) $8,000,000 Street 661 Pacific Hwy-99W/Canterbury i Intersection Improvement ODOT/Tigard RTP (10770) $2,000,000 66m Pacific Hwy-99W/Beef Bend Road Intersection Improvement ODOT/WACO RTP (10770) $1,500,000 66n Pacific Hwy-99W/Durham Road Intersection Improvement ODOT/Tigard RTP (10770) $1,500,000 66o Pacific Hwy-99W Access Management Access Management ODOT RTP (10770) $6,000,000 86a Main Street Green Street (Phase I) Complete Street Tigard Tigard CIP, ODOT $3,500,000 STIP (15600) 86b Main Street Green Street (Phase II) Complete Street Tigard New $2,000,000 B1 Tigard Transit Center Bicycle Hub Bicycle Facilities Tigard/TriMet RTP (11221) $50,000 B13 Greenburg Road Bike Lane Bike Lane WACO/ODOT RTP (10612) $3,600,000 B2 Bonita Road Bike Lane Bike Lane Tigard RTP (11221) $200,000 B25 Murdock Street Bicycle Treatments Shared-lane Tigard RTP (11221) $10,000 B32 Pacific Hwy 99 Bike Lanes Bike Lane Gaps Tigard/ODOT RTP (11221) $500,000 B5 98th Avenue Bike Lane Bike Lane Tigard RTP (11221) $150,000 BC3 Bonita Road at 79`h Crossing Tigard RTP (11221) $30,000 BC5 Tiedeman at Fanno Creek Trail Crossing Tigard RTP (11221) $20,000 M6 Tiedeman Avenue/Main Street Rail Trail 10-foot wide paved pathway Tigard Tigard CIP; RTP $1,250,000 (11227 M8 Neighborhood Trail Connections Various Neighborhood trails Tigard RTP (11227) $1,100,000 locations P1 North Dakota Street Sidewalks Sidewalk Gaps Tigard RTP (11226) $810,000 119 120 Project ID Name Project Type Jurisdiction Planned Funding Cost Estimate P16 Tigard Street Sidewalks Sidewalk Tigard RTP (11226) $1,200,000 P18 Commercial Street Sidewalks Sidewalk Tigard RTP (11226) $400,000 P20 Hall Boulevard Sidewalks Sidewalk ODOT/Tigard Tigard CIP (Partial) $1,800,000 P3 Tiedeman Avenue Sidewalks Sidewalk Gaps Tigard RTP (11226) $1,400,000 T2 Transit Stop Amenity Improvements on Transit Amenities Tigard/TriMet New $400,000 Pacific Hwy-99W T4 High Capacity Transit Planning, Phase 1 Transit Trimet RTP (11222) $500,000 rMid-Term Projects 23 Hwy 217 over-crossing - Hunziker-Hampton New Road Tigard/ODOT Connection RTP (10751) $9,635,000 Washington Square Connectivity 24 Improvements (Oak-Lincoln-Locust Street New Road Tigard $1,000,000 Collector System) RTP (10746) 25 Taylors Ferry Road Extension (Washington New Road Washington $4,390,000 County) County RTP (10567) 27 Walnut to Ash Avenue Extension New Road Tigard RTP (10754) $14,000,000 31 72nd Avenue Widening: Ore 99W to Road Widening Tigard $10,000,000 Dartmouth RTP (10755) 32 72nd Avenue Widening: Dartmouth to Road Widening Tigard $7,500,000 Hunziker RTP (10755) 39 Durham Road Widening, Pac Hwy to Hall Road Widening Tigard $21,200,000 RTP (10764) 40 Durham Road Widening, Hall to Upper Road Widening Tigard $21,090,000 Boones RTP (10753) 43 Greenburg Road Widening, South of Hwy Road Widening Tigard ODOT STIP (11436); $6,000,000 217 to N. Dakota RTP 10748 49 Pfaffle St/Hall Blvd Intersection Intersection Improvement ODOT/Tigard New $500,000 Improvement 91 92nd Avenue Complete Street Complete Street Tigard New $800,000 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 68Transportation Funding Element City of Tigard 2035 Transportation System Plan - DRAFT April 2010 68Transportation Funding Element 45c Hall Boulevard Widening, Fanno Creek to Road Widening ODOT/Tigard RTP (11220) $2,500,000 McDonald Street 45d Hall Boulevard Widening, McDonald Street to Road Widening ODOT/Tigard RTP (11220) $1,500,000 Bonita Road B15 72nd Avenue Bike Lanes Bike Lane Tigard RTP (11221) $2,000,000 B16 Upper Boones Ferry Road Bike Lanes Bike Lane Tigard RTP (11221) $1,000,000 B18 Bull Mountain Road Bike Lanes Bike Lane WACO RTP (11221) $800,000 B23 79th Avenue Bike Treatments Low-Traffic Bikeway Tigard RTP (11221) $130,000 B24 Fanno Creek Drive Bike Treatments Low-Traffic Bikeway Tigard RTP (11221) $100,000 B30 Locust Street Bike Lanes Bike Lanes Washington RTP (10611) $450,000 County BC4 Tiedeman at Fanno Creek Trail Trail Realignment Tigard RTP (11221) $200,000 M2 Fanno Creek Trail 10-foot wide paved pathway Tigard Tigard CIP; $3,000,000 RTP (11227) M5 Westside Trail 10-foot wide paved pathway Tigard RTP (11227) $1,900,000 P10 WSRC Pedestrian Improvements Pedestrian Improvements Tigard RTP (10749) $2,000,000 P30 97th Avenue Sidewalk Gaps Sidewalk Gaps Tigard RTP (11226) $400,000 PC7 Tigard Town Center (Downtown) Pedestrian Pedestrian Facilities Tigard RTP (10760) $4,880,000 Improvements PC9 Greenburg/95th Raised Pedestrian Refuge Ped Signing/Striping Tigard RTP (11226) $50,000 and Marked Crosswalk T5 High Capacity Transit Planning, Transit Trimet RTP (11222) $1,500,000 Phase 2 TSM11 Scholls Ferry Rd TSMO (Washington County) Arterial Corridor Management ODOT/Tigard RTP (10602) $4,200,000 121 122 Project ID Name Project Type Jurisdiction Planned Funding Cost Estimate Long-Term Projects 22 Hwy 217 Over-crossing at Washington New Road Tigard $25,000,000 Square Regional Center - Cascade Plaza RTP (10747) 47a Scholls Ferry Rd Widening, Hwy 217 to Road Widening ODOT/Washingt $19,700,000 121st (Washington County) on County RTP (10596) B11 O'Mara Street Bike Lane Tigard RTP (11221) $60,000 B12 Frewing Street Bike Lane Tigard RTP (11221) $130,000 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 68Transportation Funding Element April 2010 2035 Tigard Transportation System Plan - DRAFT 68Transportation Funding Element 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, 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, 123 April 2010 City of Tigard 2035 Transportation System Plan - DRAFT 68Transportation Funding Element 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. State Bicycle-Pedestrian Grants'$ ODOT's Bicycle and Pedestrian Program administers two grant programs to assist in the development of walking and bicycling improvements: local grants and Small-Scale Urban Highway Pedestrian Improvement (SUPI) programs. For both these grants, cities that have adopted plans with identified projects will be in the best position to receive grants. Cities and counties can apply for local grants for bicycle and pedestrian projects within the right-of-way of local streets. Local grants up to $100,000 are shared 80% State and 20% local. Projects that consider the needs of children, elderly, disabled, and transit users are given special consideration. In the SUPI process, cities and counties help ODOT identify sections of urban highways where improvements are needed. Examples of eligible projects include: • completing short missing sections of sidewalks; • ADA upgrades; • crossing improvements (e.g., curb extensions, refuges, crosswalks); and, • intersection improvements (e.g., islands and realignment) SUPI projects are located on highways that have no modernization projects scheduled for the foreseeable future. Projects that have a local funding match are typically viewed the most favorably because this indicates strong local support. Projects on highways that cost more than $100,000, require right-of-way, or have environmental impacts need to be submitted to ODOT for inclusion in the STIP. Cities and counties can apply annually for bike path or sidewalk grants of projects they have selected. Grants for projects on local street systems have a match of 20 percent and projects next to state highways have a lower match requirement. Bicycle-pedestrian grants are generally below $125,000 per project. Project evaluation and selection is made annually statewide by the Statewide Bicycle/Pedestrian Committee. is Source:http://www.oregon.gov/ODOT/HWY/BIKEPED/docs/mainstreethandbook.pdf 124 City of Tigard 2035 Transportation System Plan - DRAFT April 2010 68Transportation Funding Element 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. 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. 125 Section 7 Implementation Plan April 2010 2035 Tigard Transportation System Plan - DRAFT 7Blmplementation Plan Implementation Plan The Transportation Planning Rule (TP), as codified in OAR 660-012-0020(2)(h), requires that local jurisdictions identify land use regulations and code amendments needed to implement the TSP and include them as the implementation element of the TSP. To that end, recommended changes to the City's planning regulations need to implement the TPS are provided in Technical Memorandum #6: Draft Implementation Plan in Volume 2 of the Technical Appendix. The implementation measures are based primarily on policy and code deficiencies that were identified in the Document Review and Issues Report (Issues Report), Technical Memorandum 2 in Volume 2 of the Technical Appendix, which assessed the consistency of the existing Tigard TSP and Community Development Code with regulatory requirements. The implementation measures also reflect projects and recommendations in the TSP as well as discussions with project team members. The recommended implementation measures address the needs of the transportation dependent and disadvantaged; system connectivity; ways of supporting and promoting walking, biking, and taking transit; and the treatment of transportation facilities in the land use planning and permitting process. Most of the measures involve changes to the Tigard Community Development Code (TCDC), or"code." The implementation measures that reflect strategies identified in the TSP emphasize maximizing the capacity of existing and recommended facilities, and in particular encouraging modes other than driving alone because an increase in transit, walk, and bike mode shares is essential to the future transportation system in Tigard. These measures constitute a combination of potential amendments to the City's code or Comprehensive Plan, as well as additional planning, and administration and programming to be coordinated by the City. 127 Section 8 References References 1. FHWA.Manual on Uniform Traffic Control Devices. 2003. 2. Metro,2035 Regional Transportation Plan. 2010. 3. ODOT. Oregon Highway Plan.July 2006 update.