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City Council Packet - 06/28/2016 ;i . • City of Tigard Tigard Business Meeting—Agenda TIGARD TIGARD CITY COUNCIL&LOCAL CONTRACT REVIEW BOARD MEETING DATE AND TIME: June 28, 2016 - 6:30 p.m. Study Session; 7:30 p.m. Business Meeting MEETING LOCATION: City of Tigard-Town Hall- 13125 SW Hall Blvd.,Tigard, OR 97223 PUBLIC NOTICE: Anyone wishing to speak on an agenda item should sign on the appropriate sign-up sheet(s). If no sheet is available, ask to be recognized by the Mayor at the beginning of that agenda item. Citizen Communication items are asked to be two minutes or less. Longer matters can be set for a future Agenda by contacting either the Mayor or the City Manager. Times noted are estimated;it is recommended that persons interested in testifying be present by 7:15 p.m. to sign in on the testimony sign-in sheet. Business agenda items can be heard in any order after 7:30 p.m. Assistive Listening Devices are available for persons with impaired hearing and should be scheduled for Council meetings by noon on the Monday prior to the Council meeting. Please call 503-718-2419, (voice) or 503-684-2772 (TDD -Telecommunications Devices for the Deaf). Upon request, the City will also endeavor to arrange for the following services: • Qualified sign language interpreters for persons with speech or hearing impairments;and • Qualified bilingual interpreters. Since these services must be scheduled with outside service providers,it is important to allow as much lead time as possible. Please notify the City of your need by 5:00 p.m. on the Thursday preceding the meeting by calling: 503-718-2410 (voice) or 503-684-2772 (1'DD -Telecommunications Devices for the Deaf). SEE ATTACHED AGENDA VIEW LIVE VIDEO STREAMING ONLINE: http://live.tigard-or.gov CABLE VIEWERS: The regular City Council meeting is shown live on Channel 28 at 7:30 p.m.The meeting will be rebroadcast at the following times on Channel 28: Thursday 6:00 p.m. Sunday 11:00 a.m. Friday 10:00 p.m. Monday 6:00 a.m. 111 u City of Tigard TIGARD Tigard Business Meeting—Agenda TIGARD CITY COUNCIL&LOCAL CONTRACT REVIEW BOARD MEETING DATE AND TIME: June 28,2016 - 6:30 p.m. Study Session; 7:30 p.m. Business Meeting MEETING LOCATION: City of Tigard-Town Hall- 13125 SW Hall Blvd.,Tigard, OR 97223 6:30 PM •STUDY SESSION A. COUNCIL LIAISON REPORTS 6:30 p.m. estimated time B. RECEIVE ECONOMIC DEVELOPMENT UPDATE 6:45 p.m. estimated time C. DISCUSS THE LEAGUE OF OREGON CITIES' PROPOSED STATE LEGISLATIVE PRIORITIES 6:55 p.m. estimated time D. RECEIVE BRIEFING ON METRO EQUITABLE HOUSING PLANNING AND DEVELOPMENT GRANT APPLICATION 7:00 p.m. estimated time •EXECUTIVE SESSION: The Tigard City Council may go into Executive Session. If an Executive Session is called to order,the appropriate ORS citation will be announced identifying the applicable statute. All discussions are confidential and those present may disclose nothing from the Session. Representatives of the news media are allowed to attend Executive Sessions, as provided by ORS 192.660(4),but must not disclose any information discussed. No Executive Session may be held for the purpose of taking any final action or making any final decision. Executive Sessions are closed to the public. 7:30 PM 1. BUSINESS MEETING A. Call to Order B. Roll Call C. Pledge of Allegiance D. Call to Council and Staff for Non-Agenda Items 2. CITIZEN COMMUNICATION (Two Minutes or Less,Please) A. Follow-up to Previous Citizen Communication B. Citizen Communication—Sign Up Sheet 3. CONSENT AGENDA: (Tigard City Council and Local Contract Review Board) These items are considered routine and may be enacted in one motion without separate discussion. Anyone may request that an item be removed by motion for discussion and separate action. Motion to: 7:35 p.m. estimated time A. CONSIDER RESOLUTION WAIVING TEMPORARY SIGN PERMIT FEES FOR TIGARD LITTLE LEAGUE B. LCRB - CONSIDER POLICE VEHICLE PURCHASE C. LCRB - CONSIDER WATER QUALITY TESTING SERVICES CONTRACT AWARD •Consent Agenda-Items Removed for Separate Discussion:Any items requested to be removed from the Consent Agenda for separate discussion will be considered immediately after the Council/City Center Development Agency has voted on those items which do not need discussion. 4. CONSIDER RESOLUTION TO REAPPOINT PARK AND RECREATION ADVISORY BOARD ALTERNATE MEMBERS 7:40 p.m. estimated time 5. INFORMATIONAL PUBLIC HEARING: CONSIDER RESOLUTION APPROVING BALLOT TITLE LANGUAGE FOR A SW CORRIDOR BALLOT MEASURE FOR THE NOVEMBER 2016 BALLOT 7:45 p.m. estimated time 6. NON AGENDA ITEMS 7. EXECUTIVE SESSION: The Tigard City Council may go into Executive Session. If an Executive Session is called to order, the appropriate ORS citation will be announced identifying the applicable statute. All discussions are confidential and those present may disclose nothing from the Session. Representatives of the news media are allowed to attend Executive Sessions, as provided by ORS 192.660(4), but must not disclose any information discussed. No Executive Session may be held for the purpose of taking any final action or making any final decision. Executive Sessions are closed to the public. 8. ADJOURNMENT 9:00 p.m. estimated time City of Tigard Tigard City Council Meeting Agenda enda TIGARD June 28, 2016 CITY COUNCIL STUDY SESSION A. COUNCIL LIAISON REPORTS 6:30 p.m. estimated time B. ECONOMIC DEVELOPMENT UPDATE 6:45 p.m. estimated time C. DISCUSS THE LEAGUE OF OREGON CITIES' PROPOSED STATE LEGISLATIVE PRIORITIES 7:00 p.m. estimated time D. RECEIVE BRIEFING ON METRO EQUITABLE HOUSING PLANNING AND DEVELOPMENT GRANT APPLICATION 7:10 p.m. estimated time Council Meeting Calendar June 7 Tuesday Council/City Center Development Agency Meeting- 6:30 p.m., Town Hall 14"- Tuesday Council Business Meeting- 6:30 p.m., Town Hall 21* Tuesday Council Workshop Meeting 6:30 p.m., Town Hall - CANCELLED 28" Tuesday Council Business Meeting-6:30 p.m., Town Hall July 5 Tuesday _ - - e- - .. -- - - • - -- '- : —CANCELLED 12" Tuesday Council Business Meeting- 6:30 p.m., Town Hall 19" Tuesday Council Workshop Meeting - 6:30 p.m., Town Hall 26* Tuesday Council Business Meeting-6:30 p.m., Town Hall August 2 Tuesday _ - - !- - . . --- ' gcncy Mccting- CANCELLED 9* Tuesday Council Business Meeting-6:30 p.m.,Town Hall 11 Thursday Council Summer Outreach, Cook Park,Bishop-Scheckla Pavilion (6-8 p.m.) 16* Tuesday Council Workshop Meeting-6:30 p.m., Town Hall 23* Tuesday Council Business Mccting 6:30 p.m., Town Hall-CANCELLED Regularly scheduled Council meetings are marked with an asterisk (*). AIS-2461 B. Business Meeting Meeting Date: 06/28/2016 Length (in minutes): 15 Minutes Agenda Title: Economic Development Update Submitted By: Lloyd Purdy, Community Development Item Type: Receive and File Meeting Type: Council Workshop Mtg. Public Hearing: No Publication Date: Information ISSUE Update on economic development project and programs for the first half of calendar year 2016. STAFF RECOMMENDATION /ACTION REQUEST No council action required. KEY FACTS AND INFORMATION SUMMARY The attached memo provides an update and highlights on seven economic development projects that comprise the majority of work of Tigard's economic development team over the last six months. Economic Development Projects •Hunziker Infrastructure •Tigard's Table •Enterprise Zone •Connect Oregon VI Proposal •Tigard Downtown Alliance •Delta Planning/State of Place •Business Retention and Expansion •Economic Development Data Overall, this work covers a wide range of activity, some of which is traditional. Several of these programs are more innovative in the economic development profession. Infrastructure development with developers is fairly standard practice. Developing partnerships with local firms and supporting their growth is more innovative. Cultivating community and economic capacity in downtown Tigard and targeted sectors - like food and beverage entrepreneurs -is even more innovative. Success in this range of activity includes active partnerships with agencies like Greater Portland Inc.,WorkSource and colleagues in neighboring cities. OTHER ALTERNATIVES N/A COUNCIL GOALS, POLICIES,APPROVED MASTER PLANS The projects and programs outlined in this update are consistent with the City of Tigard's Comprehensive Plan Goal 9 and the 2011 Economic Opportunity Analysis. This work also supports the City's Strategic Vision Goal 2, Objectives one and two that help "ensure development advances the vision" of a more walkable,interconnected and healthy city. Strategic Vision Goal 2,Objective 1: Make best use of undeveloped and underdeveloped land to increase the value of the city. Strategic Vision Goal 2, Objective 2: Market Tigard,build a healthy business climate that attracts, serves and employs more Tigard residents. DATES OF PREVIOUS COUNCIL CONSIDERATION July 21,2015 Economic Development Update September 8,2015 Update from GPI September 22,2015 US Department of Commerce EDA grant October 27, 2015 Enterprise Zone Expansion November 17, 2015 Economic Development Update March 15,2016 Economic Development Update Attachments Ec Dev 2016 Q2 Update IIICity of Tigard Memorandum A TIGARD To: Mayor John Cook and City Council From: Lloyd Purdy, Economic Development Manager Re: Economic Development Update Date: June 6, 2016 Hunziker Infrastructure Project Hunziker Infrastructure: 30% Design In April, engineering consultancy MSA completed 30% Design for the Hunziker Infrastructure Project. Total construction costs are estimated to be $7 million to convert Wall Street (currently a two lane private drive) into a fully functioning public street that connects to Tech Center Drive. Design work has stopped until the EDA notifies the city about grant funding. Hunziker Infrastructure: EDA Grant On April 11, economic development staff responded to an EDA Seattle regional office request for clarification and greater detail beyond the information allowed in the grant submission. This request for clarification included a conference call with EDA staff in March. Tigard's response included more extensive details on 22 follow up questions from EDA's regional staff in Seattle. On May 10, the City of Tigard received notification that the EDA grant reviewers had 13 more questions to be answered before the EDA would reconsider the proposal at an upcoming meeting. Questions focused on project impacts, budget and coordination with other Federal agencies. A full response to those 13 questions was completed by June 2. On June 2, economic development staff responded to an EDA regional office request for further details on the Hunziker Infrastructure Project. In preparation for this response the scope, budget and timeline for the project were adjusted to align more consistently with EDA funding priorities. This includes a simplified project with a direct connection to near term private-sector investments. The updated project proposed to the EDA ends at the property line of the "Trammell Crow" site and covers $4.5 million in infrastructure expenses with local match and EDA funding. Notification from the EDA is expected in July 2016. 1of1 Hunziker Infrastructure: ROW EDA staff reaffirmed their preference that property values not be included as in-kind match, nor should federal funding or matching funds be used to acquire property for the Hunziker Infrastructure Project. This change in grant criteria required a change in the scope, budget and grant proposal. It also requires acquiring right-of-way with alternate funds. Three property appraisals were completed to develop estimates for right-of-way acquisition. These appraisals were shared with council in executive session on May 17. ROW may be a reimbursement expense for the funding committed to this project from the State of Oregon. Spending this funding on ROW reduces the amount of state funding dedicated to construction and as matching funds for the EDA grant. Public/Private Partnership Trammell Crow and the Fields Estate removed the privately owned rail spur in April. Trammell Crow has been an active partner in the 30% Design phase. As Trammell Crow moves forward with a development timeline and the city gains clarity regarding project funding, a development agreement will be used to outline roles and responsibilities for the partnership. Developer Holland Partners is no longer in negotiation with the Fields Estate for the 22 acres on the mixed-use employment zoned Hunziker Hillside. Tigard's Table: Cultivating Tigard's Food and Beverage Entrepreneurs The food and beverage entrepreneurs that Tigard's economic development team bring together at a recurring discussion group called "Tigard's Table" met to talk about food carts and the idea of a new food and beverage inspired event called "A Taste of Tigard." A project leadership team has been invited to a follow-up meeting in June to begin planning this event. The overall idea is to focus attention on food and beverage entrepreneurs with a connection to Tigard. In concept, the event would introduce residents to food and beverage entrepreneurs who operate in Tigard, live in Tigard, or have a strong connection to Tigard. The format would be a street festival style event dedicated strictly to food and beverage products. Residents would be invited to take a "tasting tour" of products from Tigard based firms like Zuniga Salsa, Baily's Burgers, Koi Fusion, Bon Baguette, Dad's Kitchen, McClesky Cellars, and Cascade Organics. These firms are just seven examples of existing Tigard food and beverage firms/entrepreneurs from different stages of the local food industry. Tigard's economic development team is developing a business model for a food and beverage business incubator that includes commercial kitchen space for producers and micro restaurant space for restaurateurs. The economic development team is calling this "Project Spork." The preliminary business plan will include use of space and program cost/revenue alternatives. Tigard's economic development team is also cooking up one more project focused on food and beverage entrepreneurship. Given the city's existing mix of food and beverage entrepreneurs, in 2016, it will be time to award the "Golden Fork" award recognizing excellence in entrepreneurism for this business sector. The idea is to invite nominations for the Golden Fork award from the community. Applications will be reviewed by the Tigard's Table team. 2 Enterprise Zone No activity. One firm has completed their application but has not yet submitted. Connect Oregon VI Proposal This request for funding for the Tigard Street Trail continues to receive high marks at each level of review. The Mayor has been instrumental in this process. An announcement from ODOT is expected in August. Tigard Downtown Alliance The Tigard Downtown Alliance hosted the third annual Downtown Tigard Art Walk in May. A new piece of artwork was installed on private property (12405 Main Street)just before the event. The installation of this new sculpture was coordinated by the TDA; pairing a willing artist loaning a piece of sculpture to a willing property owner as host. Also new this year, the Downtown Art Walk included artists on the sidewalk with art for sale and art being created on the first Saturday of the event. Again this year, the pop-up art gallery was a core component of the Downtown Art Walk. The pop-up gallery, self-guided tour, and sidewalk art sale will all be considered as components in next year's Downtown Art Walk. On April 29, the TDA hosted a very successful downtown walking tour for bankers, brokers, builders and business owners. A large group of more than 30 downtown stakeholders participated. This tour introduced the changes that have taken place downtown to leaders in real estate and development from around the region. The TDA's preliminary application for an AmeriCorps staffer was well received. The TDA has been invited to participate in the process and interview as a candidate location. This first round of review will take place in June/July. An AmeriCorps staffer for the TDA could start as early as September. In June, the TDA will host the third annual bus trip. This year the TDA is taking downtown stakeholders and friends of downtown to downtown Hillsboro. Of particular interest in downtown Hillsboro: • A completed transit-oriented development project • A transforming Main Street with an interesting retail mix • A civic plaza used for events Delta Planning & State of Place Every year the economic development team produces data and analysis that help communicate general economic activity in Tigard. Since January, staff have been working with four graduate students from Portland State University and a consultant to develop metrics that can be used to put a dollar value on public and private sector investment and enhancements in the Tigard Triangle. The four graduate students from Delta Planning presented their project and findings to council on May 24. The final report from State of Place will be completed by the end of June. This will include an analysis that shows how retail rents, office rents, sales and housing prices in the Tigard Triangle change given specific investments and changes in the State of Place Index Score. The State of Place Index Score for the Tigard Triangle is 33. For comparison purposes, the score for Main Street 3 Tigard is 66. In May, the graduate student team from Delta Planning gave a presentation to City Council. On June 6, they submitted their final written report. Business Retention and Expansion On March 22, the economic development team met with Tigard business owners for the first quarter's business roundtable at City Hall. This lunch meeting focused on SBIR funding (Small Business Innovation Research). The federal SBIR program supports small businesses by partially funding the initial stages of their business growth while bringing their technology or ideas to market. The program provides almost $3 billion annually to small businesses throughout the United States. Oregon businesses typically compete for and receive an average of$45 million in these innovation funds each year. One Tigard firm, AYUMETRIX, is now pursuing SBIR funding. On June 15, business leaders from manufacturing firms in Tigard were invited to tour the PCC Sylvania campus education hub and MakerSpace. This is the first time the campus has opened up a tour opportunity to businesses with a city partner as cohost. Working with PCC staff, Tigard's economic development team extended the invitation to both Beaverton and Tualatin. This tour was an opportunity for local firms to learn about PCC Sylvania's workforce development training and programs for employees. Data Graphics illustrating Tigard's four primary business sectors have been updated with the most currently available data from the Oregon Employment Department. These graphics segment the local economy into four categories -- Management and Professional Services, Administrative Services, Traded Sector and Supply Chain and Consumer Related. Thegraphics use these four categories to show: • Number of firms in each sector • Number of employees in each sector • Average annual salary in each sector Supplemental graphics show average commuting distance of residents in the workforce, commuting trends and growth in employment compared to other cities. There has been no substantive change in the trends documented by these graphics since they were first created two years ago. 4 W orking in Tigard Workforce Commuting in Tigard SUPPLEMENT' aPACKET FOR G (DTEi OFSeMSESEi TtIG • 4.01 7 3 1 Employees commute Residents commute into Tigard 20,965 out of Tigard / s res% ��gata hts -►ve and work•r Source:April 2016 U.S. Census and American Community Survey W orking in TigardAverage Annual Salary by Sector and Percentage of Total Wages Jobs in the Management and Professional and Trade and Supply Chain sectors are among the highest paid in Tigard, averaging $65,000—$68,000 annually. 29% 20% 14% Management Administrative Trade and Consumer and Professional Services Supply Chain Related $68,635 $35,590 $65,284 $26,035 Average Salary by Sector - -- Source: 2014 Oregon Employment Department szW orking in Ti gar d Average Commuting Distance of Tigard Residents IMM Oft ISO 411*i 753% /o 25 to 50 miles 0o 50 miles • 10 to 24 miles • • I I • • Source:April 2016 U.S. Census and American Community Survey • • • W orking in Tigard 'it Employment Growth by City 2010-2014 Tigard's employment growth of 12% is competitive with neighboring cities in the Portland-Metro region, coming in slightly higher than Portland and equal to Beaverton in the 2010-2014 period. 19% 15% 12% 12% 10% a Sc o o -D ° a� :acs mi ca - > '- }, _, ca z - ea o - 2 m i= 0 , Source: 2014 Oregon Employment Department c W orking in Ti gar d at Types of Jobs in Tigard Percentage and Total Employees by Sector Jobs in Tigard are well balanced across its four primary business industries, with the greatest number of jobs in the Administrative Services sector. 26% 27% 21% 26% , _,A0 Anal • k 1 p- 'Iir ilia Ali tali • Management Administrative Trade and Consumer and Professionals Services Supply Chain Related 10,866 11,665 9, 122 10,857 Total Number of Employees by Sector Source: 2014 Oregon Employment Department „Ab. W orking in Tigard Types of Businesses in Tigard Number of Firms by Sector The largest sector of Tigard firms can be classified as Management and Professional, while the Consumer Related sector comprises the smallest. 32% 27% . . • 23% . � . ■■■■■ . ■■■■■ 18% . . ■■■■■ • . ■■■■■■■ • • ■■■■■■■ I 1 MI III II MINIS "I'll” MI �� II '► 1• 1111111111 ■■ . ■ I 1111 Management Administrative Trade and Consumer and Professional Services Supply Chain Related 947 787 691 541 Total Number of Firms by Sector - Source: 2014 Oregon Employment Department AIS-2751 C. Business Meeting Meeting Date: 06/28/2016 Length (in minutes): 10 Minutes Agenda Title: Discuss the League of Oregon Cities' Proposed State Legislative Priorities Prepared For: Kent Wyatt,City Management Submitted By: Kent Wyatt, City Management Item Type: Update,Discussion,Direct Staff Meeting Type: Council Business Meeting - Main Public Hearing: No Publication Date: Information ISSUE Discuss the proposed state legislative priorities from the League of Oregon Cities. STAFF RECOMMENDATION /ACTION REQUEST Develop a consensus opinion on the top four legislative priorities for the 2017 state legislative session. KEY FACTS AND INFORMATION SUMMARY The Oregon State legislature is scheduled to convene on February 1,2017.The League of Oregon Cities (LOC) is requesting city participation and input in creating a set of specific legislative targets that reflect the issues of greatest importance to cities. The LOC has identified 29 legislative objectives that span a variety of issues. Cities are asked to submit their top four legislative priorities Tigard's state legislative priorities for the 2016 session included: affordable housing,property tax reform, transportation funding, and local control related to marijuana dispensaries. Later in the year, city staff will provide a draft state legislative agenda for the 2017 session. The draft agenda may overlap with the legislative issues brought forth by the League of Oregon Cities. OTHER ALTERNATIVES Submit input to the LOC with less than four legislative priorities. COUNCIL GOALS, POLICIES,APPROVED MASTER PLANS N/A DATES OF PREVIOUS COUNCIL CONSIDERATION N/A Attachments LOC Legislative Priorities Tigard State Legislative Agenda-2016 'I IL " i LEAGUE of Oregon CITIES 1201 Court Street NF., Suite 200 • Salem, Oreton 97301 (503) 588-6550 • (800) 452-0338 • Fax: (503) 399-4863 www.orcities.org June 6, 2016 Dear Chief Administrative Official: For the past three months, eight policy committees have been working to identify and propose specific actions as part of the League's effort to develop a pro-active legislative agenda for the 2017 session. They have identified 29 legislative objectives as set forth in the enclosed ballot and legislative recommendation materials. These objectives span a variety of issues and differ in the potential resources required to seek their achievement. Therefore, it is desirable to prioritize them in order to ensure that efforts are focused where they are most needed. Each city is being asked to review the recommendations of the policy committees and provide input to the LOC Board of Directors as it prepares to adopt the League's 2017 legislative agenda. After your city council has had the opportunity to review the 29 proposals and discuss them with your staff, please return the enclosed ballot indicating the top four issues that your city council would like to see the League focus on in the 2017 session. The deadline for response is July 22, 2016. The board of directors will then review the results of this survey of member cities, along with the recommendations of the policy committees, and determine the League's 2017 legislative agenda. Your city's participation and input will assist the board in creating a focused set of specific legislative targets that reflect the issues of greatest importance to cities. Thank you for your involvement, and thanks to those among you who gave many hours of time and expertise in developing these proposals. Do not hesitate to contact me or Craig Honeyman, Legislative Director, with questions. Sincerely, 411 Michael J. " Cauley Executive Director Helping Cities Succeed INSTRUCTIONS 1. Each city should submit one form that reflects the consensus opinion of its city council on the top four legislative priorities for 2017. 2. Simply place an X in the space to the left of the city's top four legislative proposals (last pages of the packet). 3. The top four do not need to be prioritized. 4. Return by July 22nd via mail, fax or e-mail to: Paul Aljets League of Oregon Cities 1201 Court St. NE, Suite 200 Salem, OR 97301 Fax — (503) 399-4863 paliets@orcities.org Thank you for your participation. City of: Please mark 4 boxes with an X that reflect the top 4 issues that your city recommends be the priorities for the League's 2017 legislative agenda. Legislation Community Development A. Needed Housing Assistance Program ❑ B. Natural Hazard Land Use Reform ❑ C. DOGAMI Disaster Mapping ❑ D. Floodplain Technical Assistance ❑ Energy E. Green Energy Technology Requirement ❑ F. Funding Public Energy Projects ❑ G. Updates to Oregon Energy Code ❑ Finance and Taxation H. Property Tax Reform - Market Value/ Local Control n I. Property Tax Reform - Fairness and Equity ❑ J. Local Lodging Tax ❑ K. Nonprofit Property Tax Exemption ❑ L. Marijuana and Vaping Taxes ❑ General Government M. Restore Recreational Immunity ❑ N. Increase Local Liquor Fees O. Marijuana Legalization Implementation ❑ P. Mental Health Investments ❑ Q. Qualification Based Selection ❑ Human Resources R. Subsidy for Retiree Health Insurance Repeal ❑ S. PERS Reform ❑ T. Arbitration Reform ❑ U. Veterans Preference Clarifications ❑ Telecommunications V. Rights of Way ❑ W. Franchise Fees ❑ X. 9-1-1 Emergency Communications ❑ Y. Technology Funding ❑ Transportation Z. Transportation Funding and Policy Package Water/Wastewater AA. Funding Water System Resilience ❑ BB. Enhanced Prescription Drug Take-Back ❑ CC. Water Supply Development Fund ❑ Community Development Legislation Background A. Needed Housing Assistance Program Cities are looking for new ways to serve the needs of a variety of people needing housing options and putting more Create state grants and technical assistance to cities resources toward housing projects. However,there is a need working to develop housing development programs for state resources and assistance in implementing these directed at new or innovative mans of providing programs. Funds that cities could access could be used to housing solutions for low-income or senior assist in land purchases for leasing for long-term low income populations. housing, incentives for creating single story housing for seniors,tiny housing development, and planned developments that serve a range of incomes. Technical assistance to other cities should help a city determine what programs or planning options are available tools to help cities reach the goals set in the comprehensive plan. B. Natural Hazard Land Use Reform As science has better located some hazards areas and as regulations impact the expected development of other areas, Create process for communities to move the UGB cities need to find ways to respond more efficiently to from an identified hazard area to resource lands and address long-term planning for development. This requires a planning for replacing significant urban areas lost after simplification of the process for changing the location of a natural disaster. development, including adding new areas to the UGB,to account for lost development capacity. There also needs to be a streamlined process for a city to identify areas of new development should a disaster remove a large portion of the buildable land supply if a disaster should strike. C. DOGAMI Disaster Mapping The Oregon Department of Geology and Mineral Industries (DOGAMI) provides a number of technical resources to cities Increase funding for DOGAMI to complete to identify hazards that could impact development. The comprehensive disaster mapping of cities, including department is also an integral partner in creating plans for landslide and floodplain risk identification, and the emergency response for many disasters that could occur natural hazard related evacuation planning for in the state. Increasing funds for comprehensive maps will additional potential risks such as tsunami or wildfire help with long-term planning for hazard mitigation, resilience, inundation. and survival. D. Floodplain Technical Assistance Because of the recent release of the Biological Opinion from the National Oceanic and Atmospheric Administration Provide DLCD funding for technical assistance to cities Fisheries Service related to the National Flood Insurance implementing required changes to floodplain Program's potential to impact endangered species, there is a development management practices from FEMA. need for cities to receive significant assistance in implementing any changes required by the Federal Emergency Management Agency. As the federal process moves forward, the state must provide resources to help cities update comprehensive plans and development codes. This issue will have a number of impacts and assistance in the form of model codes, staff resources, grants, and other expertise will be necessary for cities trying to implement any changes or additional work. Energy Legislation Background E. Changes to 1.5 Percent Green Energy Oregon statute currently requires public contracting agencies to Technology Requirement invest 1.5%of the total contract price for new construction or major renovation of certain public buildings on solar or Advance legislation to statutorily modify the geothermal technology. The requirement allows for offsite existing "1.5 percent green energy technology technology, but only if the energy is directly transmitted back to for public buildings" requirement to allow for the public building site and is more cost-effective than onsite alternative investment options such as offsite installation. solar or community solar projects. Removing the requirement that an offsite project be directly connected to the public building project could result in increased flexibility for local governments to invest in solar projects that are more cost-effective and provide for increased solar energy generation. In addition, the League will work to allow 1.5 percent funds to be invested in alternative projects that provide a greater economic or social return on investment. As an example, a city could use the funds on a community solar project to benefit low- income residents rather than being required to invest in solar generation at the site of the public building project. F. Funding for Public Energy Projects There are programs that exist in Oregon for the purpose of incentivizing energy projects including renewable energy Support enhanced incentives for public energy generation, alternative fuel vehicles, and energy efficiency. projects including grants for technical Programs such as the Business Energy Tax Credit (BETC), which assistance,feasibility studies and resource was discontinued in 2014, and the State Energy Loan Program recovery projects for energy and fuel have been important tools for incentivizing energy projects for generation. local governments. However, as a result of scrutiny over the administration of these incentives including private loan defaults, these programs are either no longer available, such is the case with the BETC program, or are at risk of being discontinued. It is critical for municipalities to have ongoing access to incentive opportunities as energy projects can be difficult to pencil-out and even more difficult for smaller communities to finance. The state of Oregon should take into consideration that loans for public energy projects, including cities, are lower-risk and should not be penalized in light of recent scrutiny. In addition, investments in these projects often result in environmental, social and economic benefits including long-term savings for taxpayers and reductions in greenhouse gas emissions. The League will work to enhance funding, including grants for technical assistance and feasibility studies for communities that currently do not have access to resources. The League will also advocate for incentives for energy and fuel generation projects. Examples of projects that warrant funding incentives include methane capture for fuel or energy generation, investments in community solar projects, renewable energy generation, and energy efficiency improvements. 5 Energy (Continued) Legislation Background G. Require Updates to Oregon Energy Code Oregon's statewide energy code for commercial and residential buildings is an important tool for achieving greenhouse gas Require the Oregon Building Codes Division reductions through decreased energy consumption while helping (BCD)to engage in more frequent review of the to ensure that Oregonians are able to more efficiently and state's energy code to reduce greenhouse gas affordably heat their homes and businesses. Federal law requires reductions and ensure that Oregonians can each state to certify that their state energy code is equivalent to more affordably and efficiently heat their federal model energy codes. While Oregon was once a leader in homes and businesses. energy code adoption and implementation, the state is now in a position of falling behind the federal code. This is due, in large part, to a decision made by the Oregon Building Codes Division in 2013 which changed the code cycle from a three-year update to a six-year update. Major code changes, including adoption of national codes, will now occur every six years with minor changes occurring every three years. This change will impact Oregon's ability to keep pace with federal standards and new technologies in energy efficiency. The League will work to support efforts to align new construction building codes with the state's climate goal timelines. In addition, the League will support efforts to establish a periodic review schedule to ensure that Oregon more frequently updates the state energy code in order to reflect federal code requirements. Also, the League will encourage the state to set specific targets for increased energy efficiency in residential and commercial building construction with specific goals for increasing energy efficiency standards for affordable housing projects and increasing use of net-zero and passive house building requirements. Finally, the League will work to require BCD to make regular reports back to the legislature to update on energy code implementation and goals. 6 Finance and Tax Legislation Background H. Property Tax Reform—Market Value/Local Property taxes are regulated largely by Measure 5 (1990)and Control Measure 50 (1997), as provided in the Oregon Constitution. Measure 50 established a new method for assessing A legislative constitutional referral to reform the property, discounting the assessment at 10 percent of the property tax system: real market value and calling this assessed value. Assessed value is capped at an annual growth limit of 3 percent. As a a) to achieve equity,transitions to a market state total, due to the limits and market changes, the gap based property tax valuation system;and between real market value and assessed value has now b) to restore choice, allows local voters to adopt grown to nearly 25 percent over the past 20 years. This gap tax levies and establish tax rates outside of varies widely on a property by property basis, creating current constitutional limits in their taxing considerable property tax inequities for properties that sell jurisdictions. for similar prices in a city. In short, Oregon property taxes have become disassociated from real market value and the result is considerable inequity. For FY 2014-15, 60 percent of cities, 97 percent of counties, and 89 percent of school districts had some compression. This means that the Measure 5 caps of$5 per$1000 for education and $10 per$1000 for general government on real market value have been exceeded in most taxing jurisdictions. The caps are over 25 years old and were set low as voters were anticipating a sales tax to be coupled with it. Voters can no longer vote for the services they desire due to these caps. With looming PERS costs increases, paying for services with the present restrictions will become very difficult in some cities. I. Property Tax Reform—Fairness and Equity There are some adjustments to the property tax process and calculations that can be done statutorily. These include A bill that pursues statutory modifications to the altering the changed property ratio statute and the statutory existing property tax system that enhances the discount given to property owners who pay their taxes by fairness and adequacy of the current system. November 15th. New property is added to the tax rolls using a county-wide ratio (assessed value to real market value)for determining the discount to apply to the real market value and that could be changed statutorily to a city-wide ratio in taxing districts who elect the change. 7 Finance and Tax (Continued) Legislation Background J. Local Lodging Tax State law restricts how local lodging tax revenues may be expended. Post 2003, any new taxes or any tax increase A lodging tax bill,the outcome of which,would: requires a 70 percent revenue dedication to tourism promotion or tourism-related facilities. In addition, state a) Provide jurisdictions greater flexibility to statute provides that cities may not lower the actual spend local lodging tax revenue to plan for percentage of lodging tax revenues that were dedicated to and provide services and infrastructure tourism prior to 2003. This means that cities have varied related to tourism; percentages of restricted local lodging taxes revenues. These b) Reduce or eliminate the required numbers are arbitrary as they were set based on reimbursement charge that a lodging tax circumstances in 2003 that have often greatly changed. In collector is allowed to retain for filing a local addition,the legislative history shows that the legislature lodging tax return;and intended to provide some revenue flexibility and provide that c) Improve efficiency and collection of local certain infrastructure (roads, sewer lines, etc.) would qualify lodging taxes in cooperation with the state. as tourism-related but the statutes need revision and clarification. State law requires local governments to provide a 5 percent collector reimbursement charge if they impose a new lodging tax or tax increase after January 1, 2001. This is a deduction from the taxes that would otherwise be due. The state also provides a 5 percent collector reimbursement charge for state lodging taxes. In addition, local governments that had a reimbursement charge, must continue it. Thus, cities have very different reimbursement requirements—some are at zero, others are at 5 percent, and some are in between. When coupled with the state deduction, the deduction seems too generous. The Oregon Department of Revenue now collects state lodging taxes throughout the state and could collect and enforce local lodging taxes at the same time if given statutory authority. Local governments could then enter into voluntary agreements with the state to delegate the collection. This option could make collection much more efficient and cost- effective for some local governments. In addition, cities continue to struggle with collections and auditing, particularly from online companies and private home rentals(through Airbnb, etc.) and this area of the law could be improved. 8 Finance and Tax (Continued) Legislation Background K. Nonprofit Property Tax Exemption Nonprofit organizations that are charitable, literary, benevolent or scientific are provided a property tax Clarify and reform the statutory property tax exemption that will cost more than $194 million in the 2015- exemption provided to nonprofit entities to address 17 biennium. In addition, exemptions for the property of cost-benefit concerns for the continued full exemption nonprofit religious organizations costs more than$113 in light of cost of city services provided to nonprofits million for the biennium. For many cities, much of the city is and the changing services and business models of exempt from property taxes due to the public property some nonprofit entity types. exemption and these nonprofit exemptions. This includes hospitals, nursing homes, etc. The Legislature has formed a work group to look at the nonprofit property tax exemption issue as the nature and number of nonprofits is changing and the administration of the exemption has become complex for county tax assessors. Nonprofit entities require significant services, including transportation,water, sewer, police, fire, etc. Thus,the legislature is looking at property taxes more as a service tax and considering how the full exemption could be adjusted to have nonprofits pay for their fair share of costs of services or otherwise meet a benefit test for continuing an exemption. L. Marijuana and Vaping Taxes There are no revenue use restrictions on local marijuana taxes, but the local marijuana tax rate is capped at 3 percent. Defend against restrictions and preemptions regarding There are no restrictions on local governments imposing a local marijuana and vaping taxes and advocate for vaping tax. The state has not imposed a tax on vaping appropriate state shared revenue levels and products to date but is considering a tax. Often when the distribution formulas for state marijuana taxes and state imposes a tax (for example, cigarette or liquor), the potential vaping taxes. state preempts local governments from also imposing a tax. 10 percent of state marijuana taxes will be distributed to cities after state administrative costs. Distributions will be made per capita for revenues received prior to July 1, 2017. After July 1,they will be distributed based on the number of the various marijuana licenses issued in a city. Cities that prohibit establishments for recreational marijuana producers, processors,wholesalers or retailers will receive no state shared revenue. Likewise, cities that prohibit a medical marijuana grow site or facility will receive no state shared revenue. 9 General Government Legislation Background M. Restore Recreational Immunity ORS 105.682 grants that a land owner is not liable for any personal injury, death or property damage that arises out Cities should enjoy protection from unreasonable of the use of their land for recreational purposes as long as litigation when offering recreational opportunities to no fee is charged in order to access that property. This the public. statute allows cities to operate parks and trails without fear of lawsuit. However, in the recently decided Oregon Supreme Court case,Johnson v Gibson, It was held that even though the landowner may be immune from liability,their employees are not. As a result, two employees of the City of Portland were found liable for injuries sustained by a jogger in a park, employees who are indemnified by their employer. The practical effect of this ruling is that the immunity previously enjoyed by cities that allowed for robust park development have been eroded to the point of being non- existent. This priority directs LOC staff to seek to amend the ORS 105.682 to restore that immunity. N. Increase Local Liquor Fees ORS 471.166 allows cities to adopt fees that are "reasonable and necessary to pay expenses" associated Cities play an important role in the review and the review and investigation of liquor license applicants. investigation of liquor license applicants and should However, the same statute limits the amounts of those be able to recoup costs associated with that role. fees to between $25 and $100 depending on the license or approval being sought by the applicant. This priority is to pursue changes to this statue that allow cities to recoup the actual costs associated with performing their role in the liquor licensing process and allowing for periodic increases. 10 General Government (Continued) Legislation Background 0. Continue Marijuana Legalization Implementation One of the promises made by marijuana legalization advocates is that illicit sales and production of marijuana Allow for civil enforcement of marijuana laws. would shift into a legalized and regulated market. This has Ensure equitable distribution of marijuana shared occurred to a large extent but many producers and revenues. retailers continue to seek the financial benefits or Eliminate limitations on shared revenue use. participation in the marijuana industry while avoiding the inconvenience of its regulatory framework. This priority seeks legislation that gives the Oregon Liquor Control Commission (OLCC) the same civil and administrative authority to prevent unlicensed sales and production of marijuana as it has in regards to liquor. Beginning in 2017, state shared revenue from marijuana will be distributed to cities based in the number of OLCC licensed commercial marijuana entities exist in their jurisdiction. This priority is to alter that arrangement so that is it distributed on a per capita basis to ensure equitable distribution among cities that are incurring costs. Measure 91 required that money distributed by the state to cities be used exclusively for costs associated with marijuana legalization. Tracking a dollar though a city's general fund and determining if a service was related to marijuana is inefficient if not impossible, and is not imposed for the receipt of liquor revenue. This priority is to advocate for legislation that removes this burden. P. Protect Mental Health Investments Made in 2015 The Legislature increased access to mental health care and expanded existing, proven programs designed to de- Oregon made significant and strategic investments in escalate police contacts with the mentally ill. Those protecting and caring for the mentally ill in 2015 that programs could be vulnerable in a difficult budget should be maintained. environment made challenging by increased PERS rates. This priority is defensive in nature and seeks to preserve investments that are improving the lives of mentally ill Oregonians. Q. Remove Qualification Based Selection Mandate Cities are currently required to use a procurement method that prevents the consideration of cost when contracting Cities should be allowed to consider cost when making with architects and engineers for public improvements. initial contract award decisions when hiring architects Instead, cities must base their initial selection for these and engineers. services based solely on qualifications and can only negotiate the price after an initial selection is made. This mandate is not a cost effective means for procuring services and is poor stewardship of the public's dollars. This priority is to seek the removal of this mandate. 11 Human Resources Legislation Background R. Repeal Requirement to Subsidize Retiree Health ORS 243.303 mandates that local governments provide Insurance retirees with access to health insurance and requires that they be placed in the same risk pool as active employees. Public employers should not subsidize the health As retirees are approximately 2.5 times more expensive to insurance of former employees when reasonable,cost insure than active employees this mandate results in competitive options exist. employers and current employees subsidizing the health insurance costs of former employees. This subsidization, according the Government Accounting Standards Board, must be shown on an audit as long term liability,thus creating an inaccurate perception of a city's financial condition. Further, this requirement could be described as anachronistic as individuals are now able to purchase health insurance under the Affordable Care Act. This priority is to eliminate ORS 243.303 from Oregon's laws. S. PERS Reform The PERS unfunded liability stands at$22 billion and employer rates are anticipated to approach 30 percent of PERS benefits should be adjusted where legally payroll in the coming biennium. Rates are expected to allowable and investments should be maximized to remain at that level for the next twenty years. This is not ensure a sustainable and adequate pension system. sustainable. This priority is to seek any equitable changes to benefits that will reduce employer rates while not pursuing options that are legally tenuous or counterproductive. Additionally, changes are to be sought to the investment portfolio that will maximize returns through improved risk management and efficiencies. 12 Human Resources (Continued) Legislation Background T. Arbitration Changes Currently under the Public Employee Collective Bargaining Act, contested employee discipline matters must be Public employers should have greater influence over submitted to an outside arbitrator for adjudication. the disciplining of their employees. Decisions by arbitrators are binding unless the conduct was a violation of public policy as defined by the state,there was serious criminal conduct or an egregious inappropriate use of force. This priority is to seek the following changes to the statue: • Arbitrator decisions should also comply with local policies; • Decisions should comply with policies related to any inappropriate use of force a; • Arbitrator decisions should recognize all criminal misconduct related to employment not just "serious"; • Employer disciplinary decisions as it regards employees who are supervisors as defined by the EEOC and BOLI should be given more weight. U. Veterans Preference Clarifications The State of Oregon requires and the League agrees that honorably discharged veterans deserve special Requirements that veterans be given preference in consideration in public sector hiring. However, statutes public sector hiring should be clear and unambiguous describing how this is to be accomplished are unclear and for the benefit of veterans and employers. ambiguous. Vague statutes do not serve the interests of employers or veterans. This priority seeks a clear definition of"preference" in the statute, ensure that recently separated veterans receive the consideration necessary for them to successfully enter the workforce and establishes clarity as to when the preference is to be applied. 13 Telecommunications, Cable & Broadband Legislation Background V. Rights of Way In its commitment to the protection of Home Rule and local control, the League consistently opposes restrictions on the Oppose legislation that preempts local authority to rights of cities to manage their own affairs. From time to manage public rights-of-way and receive time, in the context of franchise fee and rights-of-way compensation for their use. management authority discussions, proposals to restriction to this authority arise. These include a statewide franchise policy and revenue collection system as well as limiting the ability of cities to charge fees of other government entities. This is contrary to local government management authority, the ability to enter into agreements with service providers either by agreement/contract or ordinance and to derive revenues from business fees charged to users of public rights- of-way. W. Franchise Fees Oregon statute currently contains a discrepancy between how cities collect franchise fees from incumbent local To ensure market fairness and equity, prepare exchange carriers(ILECs) and competitive local exchange legislation for possible introduction repealing ORS carriers (CLECs). ORS 221.515 limits cities collecting franchise 221.515 (HB 2455 -7 in 2013, and HB 2172 in 2015)to fees from ILECs to a maximum of 7 percent of revenues remove franchise fee rate and revenue restrictions derived from dial-up services, which represents only a portion which currently apply to incumbent local exchange of ILEC total revenues due to the addition of a broader array carriers but not to competitive local exchange carriers. of customer services. There is no such rate cap or revenue restriction on CLECs, hence the discrepancy. In the past the League has worked with CLECs to "level the playing field." Repeal of ORS 221.515 would accomplish that. X. 9-1-1 Emergency Communications The League worked with other stakeholder groups in 2013 to extend the sunset date on the statewide 9-1-1 emergency Support legislation enhancing the effectiveness of the communications tax to January 1, 2022 (HB 3317). In 2014, state's emergency communications system through an the League also worked to pass legislation including prepaid increase in the 9-1-1 tax and/or a prohibition of cellular devices and services under the 9-1-1 tax(HB 4055). legislative "sweeps"from accounts managed by the As concerns mount with regard to disaster preparedness and Oregon Office of Emergency Management. recovery and as new upgrades to communications technology becomes available, it is apparent that state and local governments do not have the resources necessary to address challenges or take advantage of opportunities. Additional funding is needed and the practice of periodically sweeping funds out of the state's emergency management account for other uses should cease. It is worthy of note that the practice of"sweeps" disqualifies the state from receiving federal funds for emergency communications. It is unknown how many federal dollars have been foregone as a result of this policy. 14 Telecommunications, Cable & Broadband (Continued) Legislation Background Y. Technology Funding The deployment of broadband throughout the state of Oregon is critical to economic development, education, Seek additional funding to assist for cities in: health and the ability of citizens to link with their governments. Additional funding, from various sources, • Increasing high speed broadband deployment including the state and federal government, needs to be and close the digital divide. allocated for this purpose. The need becomes even more • Purchasing upgraded emergency management acute when consideration is given to the certainty of a major communications equipment. seismic event. Often federal assistance comes with the • Providing local match money for federal requirement of a state or local match which is problematical funding programs,such as high speed for cities. A state mechanism for providing matching fund broadband deployment. assistance would be helpful to those communities seeking to take control of their broadband destiny. 15 Transportation Legislation Background Z. Comprehensive, Multi-modal Transportation Maintenance and preservation needs have outpaced the Funding and Policy Package resources available for streets, roads and highways. In its March, 2016 Infrastructure Survey Report the League The League of Oregon Cities proposes that identifies a $3.7 billion capital need for highway and non- transportation infrastructure be raised to the same highway transportation projects ($2.6 billion highway/$1.1 level of importance as other utilities,and be funded at billion non-highway). In addition, the report shows,for the a level capable of maintaining appropriate standards 120 cities that participated, an aggregated street budget of operation and service.Therefore,the League will shortfall for operations and maintenance of approximately help draft and advocate for a comprehensive, inter- $217 million per year. Safety and disaster resilience were modal and statewide transportation funding and cited as major challenges and needs by most cities. Cities policy package that: also expressed support for a voluntary jurisdictional transfer program (the sensible alignment of highway facilities and 1. Provides a significant increase in resources management responsibility) provided the availability of available for the preservation and adequate funding to facilitate the transfer and to maintain maintenance of city streets by: the asset. • Substantially increasing the state gas tax Given the threat that inadequate funding represents to and licensing and registration fees. investments already made in the transportation system, the • Indexing the state gas tax. League will insist on a transportation package that increases • Continuing efforts to identify and and makes more sustainable the ability of all government implement alternative funding jurisdictions to preserve and maintain these assets. mechanisms(VMT,tolling, public-private Notwithstanding its emphasis on the need to preserve and partnerships, etc.). maintain existing streets, the League of Oregon Cities agrees • Disaster resilience and seismic upgrades that the state's transportation system and the policy and for all transportation modes. funding programs that support it must be multimodal and • The completion of transportation projects statewide in scope. The League will therefore work to pass begun but not yet completed due to lack legislation in 2017 that addresses funding and policy of funding or changes in funding criteria. initiatives relating to all modes (streets, bike/ped,transit, rail, • Providing additional funding for voluntary aviation and marine) and in so doing address such issues as: jurisdictional transfer. • Funding transportation enhancements • Connectivity and capacity(especially truck such as bike-ped facilities. mobility/rail) • Increasing funding for the statutory • Safety for all users across all modes Special City Allotment program while • Resiliency and recovery(seismic retrofit across all maintaining the 50%-50%ODOT/city split. modes) • Repealing the referral requirement(2009 • Jobs and economic development Jobs and Transportation Act)on cities • Impact on climate change seeking to create/increase local gas tax. • Active transportation and public health • Transportation access available on an equitable basis 2. Addresses statewide needs relating to to all Oregonians intermodal transportation through: • Continuing and extending ConnectOregon • Ensuring adequate new revenues for • Additional funding for transit operations program/equipment such as the Oregon Department and capital projects. of Motor Vehicles technology upgrade • Additional funding for freight rail capital • Creative solutions to ongoing challenges (dedicated projects and operations (ConnectOregon, non-roadway fund, increased local authority to fund short-line rail and transload facilities). transit, bike-ped funding, etc.) 16 • Additional funding for passenger rail 1 • Maximizing local benefits of the federal FAST Act in operations, equipment and capital Oregon projects (federal matching money and AMTRAK Cascades). 3. Does not: • Preempt local government ability to self- generate transportation revenues for street maintenance and preservation. • Change the dedication of State Highway Fund dollars to highway, road and street projects contained in Article 8, Section 3a of the Oregon Constitution. • Reduce cities 20%share of the State Highway Fund. • Create unfunded mandates requiring cities to undertake specific programs,such as greenhouse gas reduction scenarios. • Further complicate the planning and regulatory process that currently governs the project delivery process. 17 Water & Wastewater Legislation Background AA. Funding for Water System Resilience In general, Oregon's drinking water and wastewater systems are woefully underprepared for a catastrophic earthquake Secure dedicated funding for water and wastewater event. Restoration of water supply following such an event is system resilience and emergency preparation. This critical for fire suppression,first aid, and for human health would include additional funds to plan for and and safety. In 2013,the Oregon Resilience Plan provided upgrade water systems to increase seismic resiliency estimates for service recovery of water and wastewaters and funding to better position communities to better systems in the event of a Cascadia earthquake under current prepare for water supply shortages due to drought, infrastructure conditions. According to the plan,the climate change or other emergency scenarios. estimated the timeframe for service recovery in the valley ranges from one to twelve months. For the coast, service recovery is estimated between one to three years. In addition to risks associated with significant natural disaster events, recent drought conditions in Oregon have demonstrated the need for emergency supply planning and coordination with other water users to better address water supply challenges. It is critical that communities are able to acquire alternative and back-up water supplies from multiple sources in order to better prepare for supply shortages or emergency situations, such as natural disasters or supply contamination. The League will work to identify and secure low-interest loans or grants to seismically upgrade drinking water and wastewater system infrastructure and to help ensure that these systems are more resilient and better positioned to respond to water supply shortages resulting from drought, climate change, natural disasters, or other system failures. 18 Water & Wastewater (Continued) Legislation Background BB. Promote an Enhanced Prescription Drug Take- Unused prescription drugs are problematic from both a public Back health and safety perspective as well as from a water quality perspective. Drug take-back programs help to ensure that Advocate for enhanced prescription drug take-back unused prescription drugs are properly disposed of which program funding and additional collection locations to keeps them from being abused, keeps them out of the hands reduce contamination of water from unwanted of children,and keeps them from entering Oregon's prescription drugs. waterways. Unwanted prescription drugs are often flushed down the toilet and despite wastewater treatment systems,y can end up contaminating lakes, streams and rivers. In 2014, U. S. Drug Enforcement Administration (DEA) expanded the types of locations allowed to accept unwanted medications including retail pharmacies and drug manufacturers. Prior to 2014, drug-take back programs were primarily supported through police department drop boxes. The challenge in expanding prescription drug take-back programs is now focused on the cost of transporting unused drugs from the take-back location to the disposal site and in educating the public about responsible disposal opportunities. The League will work with a variety of stakeholders, including public health advocates, to identify additional funding mechanisms to increase drug take-back collection locations across Oregon. Funding should support the transportation and responsible disposal of unused prescription drugs. Funds should also be dedicated for enhanced education of disposal opportunities and the establishment of convenience standards to ensure that all Oregonians have reasonable access to drug take-back locations. CC. Increased Funding for Water Supply Development According to a survey conducted by the League, Oregon's water and wastewater infrastructure needs for cities alone Support additional water supply funding through the are estimated to be $9 billion over the next twenty years. In state's Water Supply Development Account. addition, the survey identified 66 percent of respondent cities as being in need of additional water supply storage. The 2015 drought highlighted the need for additional investments in water supply infrastructure, including storage and water delivery system efficiencies. Additional storage project investments are not only critical for adequate drinking water supply, they are an important tool for supplementing streamflows and habitat restoration. The League will work to secure additional funding for existing water supply development programs. This includes support for feasibility grants and for the state's Water Supply Development Account which provides funding for water supply storage, reuse, restoration and conservation projects. 19 "Icw'' Oregon's 2016Regular Legislative Session: . .i_ _ . ilk February 2—March 5 Fil i.., • . 4. ._ :, : m II Sen.Ginn Burdick Rep.Margaret Doherty7 rz '`' il l .- Y g * ...r�� � +�� SENATE DISTRICT 18 HOUSE DISTRICT 35 � 900 Court St.NE,S-213 900 Court St.NE,H-282 "She flies with her own wings."-Judge Jessie Quinn Thornton Salem,OR 97301 Salem,OR 97301 sen.ginnyburdick@ rep.margaretdoherty@ state.or.us state.or.us Oregon uses a system of single-member districts to elect its legislators.Each of the 90 members represent a designated 2016 senatorial or representative district,meaning each Legislative Agend.a ldl representative.Representative districts have a population of about 63,850;Senate districts contain about 127,700 people.These district lines are redrawn every ten years. Tigard, Oregon Tigard City Council NI , ; Mayor Council President John Cook Jason Snider r Councilor Councilor Councilor Marland Henderson Marc Woodard John Goodhouse councilmail@tigard-or.gov City of Tigard .14 . q 13125 SW Hall Blvd.,Tigard,OR 97223 T1GARD www tigard-or.gov Affordable Housing Transportation • Support opportunities to meet the • Support passage of a comprehensive affordable housing needs of the transportation funding and policy package community and to improve the quality to address multi-modal needs with a of life for its low-income residents. priority of maintaining and preserving existing infrastructure. Economic Development and Land Use • Support legislative priorities that address traffic congestion, economic development • Support funding and policies to facilitate and jobs. for brownfield mediation and clean-up. • Request funding for improvements to • Advocate for legislative funding of the SW Hall Boulevard — Burnham Street to Oregon Transportation Forum on Climate Durham Road. This project will add turn Smart Communities lanes at key intersections, illuminate, add transit stop amenities and fill in the Finance sidewalk gap along Hall Boulevard from downtown Tigard to Durham Road. • Property Tax Reform: Sidewalks along Hall Boulevard are one of ► Support referral to voters that would the top priorities identified by citizens to allow local control of temporary make the city more walkable. property tax outside of statewide caps; Request Amount:$7,100,000 ► Support an amendment of the state constitution that would reset a property's Other Focus Areas assessed value to its real market value at the time of sale or construction; • Advocate for legislative changes that ► Support a statutory change regarding will clarify and enhance public safety the way new property is added to the and local control related to marijuana tax rolls to provide the option of dispensaries. applying a city-wide changed property • Support increased resources for persons ratio to new property. with mental health issues, especially in • Allow for price comparison when procuring crisis situations. the services of architects and engineers. • Oppose preemption of the ability of cities to manage and receive compensation for the use of public ROW. • Advocate for a change to the current fiscal year (July 1 to June 30) as mandated by state law to a calendar that better coincides with the legislative session. •fes+ r' Oregon's 2016 ff. li Regular Legislative Session: C February 2 — March 5 1 -, i' 1 t Mrn , ■ 1i. , . Sen.Ginny Burdick Rep.Margaret Doherty ` SENATE DISTRICT 18 HOUSE DISTRICT 35 ` —� �� = -__ ,.:nggl ~"b , 900 Court St.NE,S-213 900 Court St.NE,H-282 "Slie./lier with her own wings."-Judge Jessie Quinn Thornton Salem,OR 97301 Salem,OR 97301 sen.ginnyburdick@ rep.margaretdoherty@ state.or.us state.or.us Oregon uses a system of single-member districts to elect its legislators.Each of the 90 members represent a designated 2016 senatorial or representative district,meaning each Legislative Agenda representative.Representative districts have a population of about 63,850;Senate districts contain about 127,700 people.These district lines are redrawn every ten years. Tigard Oregon Tigard City Council i 119 Mayor Council President John Cook Jason Snider 111 [11 PIII Councilor Councilor Councilor Marland Henderson Marc Woodard John Goodhouse councilmail@tigard-or.gov City of Tigard ` • 13125 SW Hall Blvd.,Tigard,OR 97223 TIGARo www tigard-or.gov SUPPLEMENTAL PACKET FOR z -d ' a o/' (DATE OF MEETING _5-->i_,4 e6 Sess 0� /' Pm 6 Affordable Housing Transportation • Support opportunities to meet the • Support passage of a comprehensive affordable housing needs of the transportation funding and policy package community and to improve the quality to address multi-modal needs with a of life for its low-income residents. priority of maintaining and preserving existing infrastructure. Economic Development and Land Use • Support legislative priorities that address traffic congestion, economic development • Support funding and policies to facilitate and jobs. for brownfield mediation and clean-up. • Request funding for improvements to • Advocate for legislative funding of the SW Hall Boulevard — Burnham Street to Oregon Transportation Forum on Climate Durham Road.This project will add turn Smart Communities lanes at key intersections, illuminate, add transit stop amenities and fill in the Finance sidewalk gap along Hall Boulevard from downtown Tigard to Durham Road. • Property Tax Reform: Sidewalks along Hall Boulevard are one of ► Support referral to voters that would the top priorities identified by citizens to allow local control of temporary make the city more walkable. property tax outside of statewide caps; Request Amount:$7,100,000 ► Support an amendment of the state constitution that would reset a property's Other Focus Areas assessed value to its real market value at the time of sale or construction; • Advocate for legislative changes that ► Support a statutory change regarding will clarify and enhance public safety the way new property is added to the and local control related to marijuana tax rolls to provide the option of dispensaries. applying a city-wide changed property • Support increased resources for persons ratio to new property. with mental health issues, especially in • Allow for price comparison when procuring crisis situations. the services of architects and engineers. • Oppose preemption of the ability of cities to manage and receive compensation for the use of public ROW. • Advocate for a change to the current fiscal year(July 1 to June 30) as mandated by state law to a calendar that better coincides with the legislative session. AIS-2739 D. Business Meeting Meeting Date: 06/28/2016 Length (in minutes): 5 Minutes Agenda Title: Briefing on Metro Equitable Housing Planning and Development Grant Application Submitted By: Sean Family,Community Development Item Type: Update, Discussion,Direct Staff Meeting Type: Council Workshop Mtg. Public Hearing No Newspaper Legal Ad Required?: Public Hearing Publication Date in Newspaper: Information ISSUE Staff requests Council's direction on whether to submit a full application to Metro's Equitable Housing Planning and Development Grant Program for a project to address the impacts of the SW Corridor on affordable housing. STAFF RECOMMENDATION /ACTION REQUEST Staff recommends directing staff to prepare a resolution approving application for Metro's Equitable Housing Planning and Development Grant Program. KEY FACTS AND INFORMATION SUMMARY The City of Tigard is participating in the regional Southwest Corridor Plan with the goal of bringing light rail transit to Tigard's designated Town Center(Downtown Tigard and the Tigard Triangle) by 2025. Existing unregulated low income housing in these areas may be displaced both by construction of the light rail infrastructure,and by the rising rents that will result from high quality transit service. Much of the current housing stock in the Town Center could be described as "de-facto" affordable housing: older buildings with lower than average rent that are not designated as permanently affordable units. To mitigate the potential effects of displacement, staff submitted a letter of interest to Metro's Equitable Housing Planning and Development Grant Program to fund the SW Corridor Affordable Housing Predevelopment project. The Tigard Southwest Corridor Affordable Housing Predevelopment project is for predevelopment feasibility assistance that will lead to: • Engagement with Town Center residents at risk of displacement to determine equitable solutions for affordable housing. • Identification of opportunity sites for affordable housing development near the proposed SW Corridor station locations in Downtown Tigard and the Tigard Triangle. • An affordable housing funding analysis to support an anti-displacement strategy. • A model relocation program for residents impacted by SW Corridor rail alignments and expected rental market price escalation. • Building capacity and community leadership for affordable housing tenants and advocates. The City of Tigard is proposing to partner with three non-profits on the project. Community Partners for Affordable Housing (CPAH), dedicated to the development of permanendy affordable is interested in utili7ing a public-private partnership to develop and maintain affordable housing in Tigard.The Community Housing Fund's goal is to secure new sources of capital, and make those funds available in strategic investments to create and preserve affordable housing in Washington County. 1000 Friends of Oregon advocates for affordable housing solutions throughout the state.All three nonprofits would provide technical assistance on the project and have representatives serving on the project advisory committee. On June 8, 2016 staff submitted a letter of interest to Metro's Equitable Housing Planning and Development Grant Program to fund$50,000 toward this project. The city proposed approximately$10,000 of in-kind match of staff time. Metro will review the letters of interest and notify eligible projects to submit applications by July 1. A full application requires a council resolution authorizing the application submittal. This will be formally requested at the July 26 council meeting. OTHER ALTERNATIVES Council could direct staff not to submit the full application. COUNCIL OR CCDA GOALS, POLICIES, MASTER PLANS Tigard Comprehensive Plan Housing Goal 10.1: Provide opportunities for a variety of housing types to meet the diverse housing needs of current and future city residents. Special Planning Areas: Downtown Goal 15.2 Facilitate the development of an urban village Policy 6: New housing in the downtown shall provide for a range of housing types,including ownership, workforce, and affordable housing in a high quality living environment. DATES OF PREVIOUS CONSIDERATION First time for council's consideration Fiscal Impact Cost: 60,000 Budgeted (yes or no): yes-match Where Budgeted (department/program): Community Development Additional Fiscal Notes: The grant request is for$50,000. The city has proposed approximately$10,000 of in-kid match (staff time). Attachments No file(s)attached. AGENDA ITEM NO. 2 - CITIZEN COMMUNICATION DATE: June 28, 2016 (Limited to 2 minutes or less, please) The Council wishes to hear from you on other issues not on the agenda and items on the agenda, but asks that you first try to resolve your concerns through staff. This is a City of Tigard public meeting, subject to the State of Oregon's public meeting and records laws. All written and oral testimony becomes part of the public record. The names and addresses of persons who attend or participate in City of Tigard public meetings will be included in the meeting minutes, which is a public record. s�oke, C/U,-i n Gi 172Piti co-/mYIG(191 la NAME, ADDRESS & PHONE TOPIC STAFF Please Print CONTACTED Name: �kC_ Q 2• ‘ Also, please s.ell our name as,t sou I ds, if it will help the prAiding .fficer pronounce: Address 23 c 5 1 k City _ \ t State A Zip —J W Phone No. SC, ` 3 k--.3 - 5I (0"Z Name: Also, please spell your name as it sounds, if it will help the presiding officer pronounce: Address City State Zip Phone No. Name: Also, please spell your name as it sounds, if it will help the presiding officer pronounce: Address City State Zip CITIZEN COMMUNICATION I:\ADM\CITY RECORDERS\coo City Recorder-Records Resources and Policies\CCSignup\citizen communication 160628.doc AIS-2753 3.A. Business Meeting Meeting Date: 06/28/2016 Length (in minutes): Consent Item Agenda Title: Consider Resolution Waiving Temporary Sign Permit Fees for Tigard Little League Prepared For: Liz Lutz Submitted By: Liz Lutz, Finance and Information Services Item Type: Motion Requested Meeting Type: Consent Agenda Public Hearing No Newspaper Legal Ad Required?: Public Hearing Publication Date in Newspaper: Information ISSUE Does the Tigard City Council find the benefit to the community of waiving the temporary sign permit fees for the Tigard Little League to hang two banners outweigh the$126 financial hardship to the city? STAFF RECOMMENDATION / ACTION REQUEST Consider resolution waiving$126 of permit fees for the Tigard little League. KEY FACTS AND INFORMATION SUMMARY On May 31,2016,Ryan Smith from Tigard Little League emailed the city to request a waiver of permit fees charged to hang two banners (text of email attached).According to the Master Fees and Charges Schedule, Temporary Sign Permits are$63 per sign. They are requesting the city waive fees for two signs, totaling a fee waiver of$126. The Tigard Municipal Code Section 3.32.070 authorizes council to waive fees for non-profits. The text of the TMC is as follows: 3.32.070 Exemptions. The City Council is authorized to waive or exempt the fee or charge imposed upon an application or for the use of city facilities and services,if a nonprofit organization requests such a waiver in writing and the council determines that community benefit for the proposed activity outweighs the financial burden on the city. The waiver or exemption shall not excuse the nonprofit organization from compliance with other requirements of this code. Tigard Little League is a qualifying non-profit.They have made their request to waive fees in writing. If council determines that the benefit to the community outweighs the loss of$126 in permit fees, then council is authorized to waive the fees. OTHER ALTERNATIVES City Council could deny the request. COUNCIL OR CCDA GOALS, POLICIES, MASTER PLANS Tigard citizens are involved in the community and participate effectively. Programs and activities are available in the community to meet the needs of a diverse population. DATES OF PREVIOUS CONSIDERATION The Tigard City Council approrved the waiver of banners for Tigard Little League on November 25, 2014. Fiscal Impact Cost: $126 Budgeted (yes or no): No Where Budgeted (department/program): NA Additional Fiscal Notes: Approval of this resolution will reduce the City of Tigard General Fund revenues by$126. Attachments Resolution Waive Request Letter CITY OF TIGARD, OREGON TIGARD CITY COUNCIL RESOLUTION NO. 16- A RESOLUTION WANING $126 IN TEMPORARY SIGN PERMIT FEES FOR TIGARD LI1'1'LE LEAGUE WHEREAS, Tigard Municipal Code 3.32.070 authorizes City Council to waive fees for non-profits when the request is made in writing and council determines that the community benefit outweighs the financial burden to the city;and WHEREAS, Tigard Little League has requested in writing the waiver of fees for two temporary sign permits; and WHEREAS,The Master Fees and Charges states that the fee for temporary sign permits is$63 per sign;and WHEREAS,council determines that the community benefit outweighs the$126 financial burden to the city. NOW,THEREFORE,BE IT RESOLVED by the Tigard City Council that: SECTION 1: Tigard Little League receives a waiver of$126 in temporary sign permit fees. SECTION : This resolution is effective immediately upon passage. PASSED: This day of 2016. Mayor-City of Tigard A 1'1'EST: City Recorder-City of Tigard RESOLUTION NO. 16- Page 1 111911 ) ITO t i ! s. F !e F♦ c: ; ! r\-- i May 15, 2016 Dear Ms. Lutz, I am contacting you in hopes to receive a waiver from the City of Tigard for banner permits. Tigard Little League is a non-profit organization that has served kids in Tigard ages 5-12 for over 60 years. We are always looking for ways to keep expenses down to offer the lowest registration fees possible to benefit all the families in our community Waiving the fee will allow us to use more funds towards equipment, coach training and field maintenance. We would like to put up two banners announcing registration: • One banner on the corner of Durham Road and Hall Boulevard on the Tigard High School fence • One banner on the corner of Tiedeman Avenue and Walnut Street on the Fowler Middle School fence The banners would be displayed from December to January in accordance with school district and city requirements. Please let me know if you need any further information and we appreciate your consideration of this request. Sincerely, 4 . . p Rya Smit iP Tigard Little League President AIS-2757 3. B. Business Meeting Meeting Date: 06/28/2016 Length (in minutes): Consent Item • Agenda Title: Purchase Authorization - Police Vehicles Prepared For: Joseph Barrett Submitted By: Joseph Barrett,Finance and Information Services Item Type: Motion Requested Meeting Type: Consent Agenda - LCRB Public Hearing No Newspaper Legal Ad Required?: Public Hearing Publication Date in Newspaper: Information ISSUE Shall the Local Contract Review Board authorize the purchase of six (6) new police vehicles? STAFF RECOMMENDATION / ACTION REQUEST Staff recommends the Local Contract Review Board authorize the purchase of the new police vehicles and authorize the City Manager to take the necessary steps to execute the purchase. KEY FACTS AND INFORMATION SUMMARY Every year, the Police Department (PD) reviews its vehicle inventory with Fleet. In order to maintain vehicles efficiently and economically, each vehicle type is evaluated based on a set of criteria: mileage,lifecycle replacement year, and maintenance costs inception to date. For patrol vehicles, this is 75,000 miles and four years of service and for detective vehicles this is 75,000 and six years of service. In both cases operation and maintenance costs are taken into consideration as well. As part of the Police Department's FY 2016-17 approved base budget,Police intends to purchase six (6) vehicles. Three (3) Ford Crown Victorias (2009 (1) and 2010 (2) models) in the patrol fleet and one (1) 2011 Chevy Tahoe will be replaced with 2017 Police Interceptor Ford Explorers. PD will also replace one (1) service vehicle, a 2007 Chevy Blazer. Service vehicles are unmarked and purposefully not all the same make and model. This allows them to be used in an undercover or covert capacity in a way that marked patrol car cannot. In collaboration with Fleet, the PD has been in the process over the past several budget cycles to standardize the patrol fleet by shifting entirely to Ford Explorers. There are economies of scale in terms of initial outfitting, as well as ongoing operations and maintenance by shifting to a more uniform patrol fleet. The Ford Explorer has worked well in this capacity as it allows officers to navigate more safely in all types of weather and has greater space for guns and other police equipment. Ingress and egress is much easier for officers which reduces lower back injuries and increases officer safety. In addition, the PD will expand its patrol fleet by one (1) Ford Explorer. That is, one vehicle will be purchased without replacing an older vehicle. The expansion was originally planned to alleviate wear and tear on the existing patrol fleet as many vehicles are currently driven seven days a week. The additional vehicle will also help to accommodate the three (3) new patrol officers that have been identified in the FY 2016-17 Approved Budget process. The patrol fleet will be evaluated again next year where it is anticipated that at least one more inventory expansion will be needed next year to fully accommodate staff expansion. As with the majority of the vehicles in the city's fleet, these vehicles will be purchased through an existing State of Oregon contract with Landmark Ford that is open to a permissive cooperative purchases. This manner of purchase assures the city receives competitive pricing via bulk volume and saves the city the cost and time of preparing a formal solicitation that would likely lead to higher pricing. The estimated cost of the vehicles is $151,260 for the five Ford Explorers ($30,252/each) and an estimated $30,000 for the yet to be identified vehicle to replace the service Chevy Blazer. The total cost for the purchase of the vehicles is anticipated to be$181,260. OTHER ALTERNATIVES The Local Contract Review Board may reject this purchase and direct staff to issue an Invitation to Bid for the vehicles or direct staff to stretch the life of the current vehicles. COUNCIL GOALS, POLICIES,APPROVED MASTER PLANS DATES OF PREVIOUS COUNCIL CONSIDERATION The Local Contract Review Board discussed this purchase at their June 14, 2016 business meeting and voted to include this item on consent. Fiscal Impact Cost: $181,260 Budgeted (yes or no): Yes Where budgeted?: General Fund Additional Fiscal Notes: The estimated cost of the vehicles is $151,260 for the five Ford Explorers ($30,252/each) and an estimated $30,000 for the yet to be identified vehicle to replace the service Chevy Blazer. The total cost for the purchase of the vehicles is anticipated to be$181,260. The Police Department has funds appropriated for the purchase in their operating budget in the General Fund for FY 2016-2017. Attachments No file(s) attached AIS-2758 3. C. Business Meeting Meeting Date: 06/28/2016 Length (in minutes): Consent Item Agenda Title: Contract Award -Water Quality Testing Services Prepared For: Joseph Barrett Submitted By: Joseph Barrett, Finance and Information Services Item Type: Motion Requested Meeting Type: Consent Agenda- LCRB Public Hearing No Newspaper Legal Ad Required?: Public Hearing Publication Date in Newspaper: Information ISSUE Shall the Local Contract Review Board award a contract for water quality analytical testing services to Alexin Analytical for an anticipated$225,000 over five years? STAFF RECOMMENDATION / ACTION REQUEST Staff recommends the Local Contract Review Board award the contract for the city's water quality analytical testing service needs to Alexin Analytical and authorize the City Manager to take the steps necessary to execute the contract. KEY FACTS AND INFORMATION SUMMARY The city has the need for a contractor to provide analytical services related to water quality testing. The Contractor will provide specified laboratory services within the appropriate or required turnaround times. The Contractor shall assure the accuracy and precision of laboratory results related to the work performed. The major tasks of this work shall be as follows: 1.Analysis in accordance with the Oregon Environmental Laboratory Accreditation Program 2.Reporting within six calendar days of sample collection. The city issued a Request for Proposal for the work in late April 2016. Upon closing, the city received proposals from three firms. The firms,and their scores from the evaluation team (out of 300) are as follows: •Alexin Analytical (290) •Eurofins Eaton Analytical (281) •ALS Analytical (245) As Alexin Analytical was determined to best meet the current needs of the city for this project, staff will be recommending Alexin receive the contract award from the Local Contract Review Board. Alexin has been the city's contractor for this work under the previous contract as well. The contract will be for an estimated $45,000 each year for possibly five years. The total cost is not anticipated to exceed$225,000 over the life of the contract. OTHER ALTERNATIVES The Local Contract Review Board may reject the proposals and direct staff to reissue the Request for Proposal for the service. COUNCIL GOALS, POLICIES,APPROVED MASTER PLANS DATES OF PREVIOUS COUNCIL CONSIDERATION The Local Contract Review Board discussed this contract at their June 14,2016 business meeting and authorized this award to be placed on consent. Fiscal Impact Cost: $225,000 Budgeted (yes or no): Yes Where budgeted?: Water Fund Additional Fiscal Notes: The contract will be for an estimated$45,000 each year for possibly five years. The total cost is not anticipated to exceed $225,000 over the life of the contract. The Water Division budgets for this cost annually in their operations in the Water Fund. Attachments No file(s)attached. AIS-2723 4. Business Meeting Meeting Date: 06/28/2016 Length (in minutes): 5 Minutes Agenda Title: Reappointment of Park and Recreation Advisory Board Alternate Members Prepared For: Steve Martin,Public Works Submitted By: Steve Martin, Public Works Item Type: Resolution Meeting Type: Council Business Meeting -Main Public Hearing: No Publication Date: Information ISSUE Shall Council reappoint two Park and Recreation Advisory Board (PRAB) alternate members to serve one more year as alternates until PRAB applications are taken next year? STAFF RECOMMENDATION /ACTION REQUEST Staff recommends reappointment of the the two alternates. KEY FACTS AND INFORMATION SUMMARY There are no PRAB member terms expiring in 2016,and no new members are needed at this time.As such, staff is requesting that two alternates be considered for an additional year. Both current alternate members, Timothy Pepper and Sara Darland, are interested in continuing as alternate members for another year. PRAB Member Appointment Process Voting PRAB members serve four year terms,but the terms only expire in three out of four years. 2016 is a "fourth year" in which no PRAB member terms expire. Alternates serve one year terms and are only appointed during the interviews for PRAB members. OTHER ALTERNATIVES Council could choose to not reappoint the two alternate PRAB members, and have no alternate members on the PRAB Board. COUNCIL GOALS, POLICIES,APPROVED MASTER PLANS The Park and Recreation Advisory Board was formed to make recommendations to the Council on matters related to Parks and Recreation. The PRAB is also the citizen board responsible for making decisions related to the city's tree codes,as required for Tree City USA status. DATES OF PREVIOUS COUNCIL CONSIDERATION Council appointed the current alternates in July 2015 to one year terms,when PRAB members were last appointed. Attachments PRAB Alt Resolution CITY OF TIGARD, OREGON TIGARD CITY COUNCIL RESOLUTION NO. 16- A RESOLUTION TO REAPPOINT TIMOTHY PEPPER AND SARA DARLAND TO ONE YEAR TERMS AS PARK AND RECREATION ADVISORY BOARD ALTERNATE MEMBERS WHEREAS, no applications for new PRAB members have been recruited for 2016, as no PRAB member terms expire this year;and WHEREAS,Alternate members are appointed to serve one year terms;and WHEREAS, Timothy Pepper and Sara Darland have expressed an interest as continuing on the PRAB as alternate members for one year;and WHEREAS,Timothy Pepper and Sara Darland have been productive and contributing as alternate members of the PRAB,and have faithfully fulfilled their obligations as alternates. NOW,THEREFORE,BE IT RESOLVED by the Tigard City Council that: SECTION 1: Timothy Pepper and Sara Darland be reappointed to serve one year terms as PRAB alternate members. SECTION : This resolution is effective immediately upon passage. PASSED: This day of 2012. Mayor-City of Tigard ATTEST: City Recorder-City of Tigard RESOLUTION NO. 12- Page 1 AIS-2713 5. Business Meeting Meeting Date: 06/28/2016 Length (in minutes): 75 Minutes Agenda Title: Informational Public Hearing: Consideration of a Resolution Approving Ballot Title language for a SW Corridor Ballot Measure for the Nov Ballot Prepared For: Marty Wine Submitted By: Carol Krager, Central Services Item Type: Resolution Meeting Type: Council Public Hearing- Informational Business Update, Discussion,Direct Staff Meeting- Main Public Hearing No Newspaper Legal Ad Required?: Public Hearing Publication Date in Newspaper: Information ISSUE Consider adoption of two ordinances and a resolution adopting ballot title language, and referring an Authorization Ordinance to voters at the November 8,2016 election, to comply with Section 53 of the City of Tigard Charter authorizing approval of light rail service to Tigard. STAFF RECOMMENDATION /ACTION REQUEST Staff recommends adoption of a Procedural Ordinance,Authorization Ordinance, and Resolution adopting ballot title language and referral of an Authorization Ordinance to voters to comply with Charter Section 53. Council is requested to consider: 1.Adoption of the Procedural Ordinance 2.Adoption of the Authorization Ordinance,subject to Section 4,which makes the ordinance effective only upon voter approval 3.Passage of the Resolution submitting the Authorizing Ordinance to the voters for approval KEY FACTS AND INFORMATION SUMMARY The City of Tigard Charter Section 53 states that the City of Tigard, as a matter of public policy, opposes construction of a new high capacity transit corridor within the city boundary unless voter approval is first obtained. The Southwest Corridor High Capacity Transit Project is proceeding under regional direction to construct a MAX light rail line that would link Tualatin, downtown Tigard, and Portland with fixed rail service. The project would improve mobility in the corridor for thousands of regional employees and residents,and would lay the groundwork for Southwest Corridor communities to achieve local land use visions. In Tigard, aspirations for the walkability and development of the Downtown and Triangle districts are especially reliant on future high capacity transit. A light rail transit project in the Southwest Corridor is needed to address the following issues: •Transit service to places where people need or want to go is limited,and demand for transit is increasing due to growth. •Limited street connectivity and gaps in pedestrian and bicycle networks create barriers and unsafe conditions for transit access and active transportation. •Travel is slow and is not reliable on congested roadways. •The regional transportation network needs to maximize the ability of future development to meet local and regional goals. On June 13, 2016, the Southwest Corridor Steering Committee endorsed a few alignments for environmental review.These alignments generally travel through the Tigard Triangle and downtown Tigard before heading south to Bridgeport, although there are options that would have trains terminate their routes in downtown Tigard and at Bridgeport. There continue to be alternatives along this general route and these will be studied in the environmental review phase,which would begin this winter, subject to Tigard voters support for the project. To comply with Section 53 of the City Charter, the City Attorney has prepared two ordinances, a resolution and a draft ballot title. A Procedural Ordinance is drafted to clarify definitions and procedures for implementing Section 53. An Authorization Ordinance is drafted for voter approval which allows city support for the project and authorizes changes to land use regulations to accommodate siting of the project.A resolution is drafted for council to adopt ballot title language and refer the Authorization Ordinance (if approved), to the voting public. In further compliance with Section 53, the city's website is being modified to provide detailed information about the authorization ordinance and the project generally. The information to be updated on the city's website is attached to this agenda item summary. The documents under review for this action have been slightly modified from those discussed at the June 7 CCDA meeting. Staff and the City Attorney have updated the ordinances and ballot title language to reflect direction provided by the CCDA at that meeting,which was informed by public testimony. The resolution has been prepared since the June 7 meeting. It is required to formally refer the ballot title and,in this case, the Authorization Ordinance, to voters. OTHER ALTERNATIVES Council may elect to forego action on any or all of the draft legislation under review. The implications of inaction would be most likely missing the November election date, delaying the Southwest Corridor environmental review schedule and possibly delaying or jeopardizing the Southwest Corridor funding schedule. Short of foregoing action, council may offer amendments to the ordinances and resolution. In light of project and election schedule issues,it would be advisable to keep such amendments fairly simple and straightforward so that staff and the city attorney could review them and offer comment prior to or at the hearing on June 28th. The public would also then have an opportunity to weigh in on proposed amendments. COUNCIL OR CCDA GOALS, POLICIES, MASTER PLANS Tigard Strategic Plan: Vision "To be the most walkable community in the Pacific Northwest where people of all ages and abilities enjoy health and interconnected lives." Goal 1. "Facilitate walking connections to develop an identity." Objective 2. "The trail system is used for all kinds of trips." - "The walking/transit connection is creatively engaged." - "The transit waiting experience is improved." - "Sidewalks are part of the plan,especially in relation to connections to transit stops." Goal 2. "Ensure development advances the vision." Tigard City Council Goals and Milestones 2015-17 Goal 2. "Make Downtown Tigard a Place Where People Want to Be" Tigard City Center Urban Renewal Plan: Goal 3. "Downtown's transportation system should be multi-modal, connecting people,places and activities safely and conveniently." Goal 5. "Promote high quality development of retail, office and residential uses that support and are supported by public streetscape,transportation,recreation, and open space investments." Tigard Comprehensive Plan: Special Planning Areas: Downtown Goal 15.1. "The City will promote the creation of a vibrant and active urban village at the heart of the community that is pedestrian oriented,accessible by many modes of transportation,recognizes natural resources as an asset,and features a combination of uses that enable people to live,work,play, and shop in an environment that is uniquely Tigard." Goal 15.4. "Develop comprehensive street and circulation improvements for pedestrians,automobiles, bicycles,and transit." Policy 1. "The downtown shall be served by a complete array of multi-modal transportation services including auto, transit,bike,and pedestrian facilities." Policy 2. "The downtown shall be Tigard's primary transit center for rail and bus transit service and supporting land uses." Economic Development Goal 9.1. "Develop and maintain a strong, diversified,and sustainable local economy." Policy 10. "The City shall strongly support,as essential to the region's economic future, the development of efficient regional multi-modal transportation systems throughout the Portland Metropolitan area." Housing Goal 10.1. "Provide opportunities for a variety of housing types to meet the diverse housing needs of current and future City residents." Policy 5. "The City shall provide for high and medium density housing in the areas such as town centers (Downtown),regional centers (Washington Square), and along transit corridors where employment opportunities, commercial services, transit,and other public services necessary to support higher population densities are either present or planned for in the future." Transportation Goal 12.1. "Develop mutually supportive land use and transportation plans to enhance the livability of the community." Policy 3. "The City shall maintain and enhance transportation functionality by emphasizing multi-modal travel options for all types of land uses." Policy 4. "The City shall promote land uses and transportation investments that promote balanced transportation options." Policy 5. "The City shall develop plans for major transportation corridors and provide appropriate land uses in and adjacent to those corridors." Tigard Transportation System Plan: Goal 3. Multi-modal Transportation System "Provide an accessible,multi-modal transportation system that meets the mobility needs of the community." Policy 2. "The city shall engage with regional partners to support development of high capacity transit serving the Tigard area." Tigard High Capacity Transit Land Use Plan: Serves as a tool for implementing Tigard's vision for HCT stations. DATES OF PREVIOUS CONSIDERATION June 7,2016: City Center Development Agency discussed draft Procedural and Authorization Ordinances and deliberated on draft ballot title language. Public testimony was taken. September 1,2015: Southwest Corridor/Downtown Zoom-in. July 21,2015: Presentation of Southwest Corridor Planning Progress. Resolution No. 15-05 on February 10,2015, authorizing an IGA to fund ongoing planning and public involvement activities related to the Southwest Corridor Plan. Resolution No. 14-11 on February 11,2014, opposing ballot measure 34-210, a measure to adopt Tigard policy opposing new HCT projects. Resolution No. 13-43 on October 8, 2013,endorsing the Southwest Corridor Plan and shared investment strategy. Resolution No. 13-42 on September 24, 2013, submitting to the voters a proposed charter amendment to be considered at the March 11,2014 special election. Resolution No. 12-33 on August 21,2012, submitting to the voters a proposed charter amendment which would require a public vote prior to imposing new local taxes or fees to fund light rail construction. Attachments Procedural Ordinance Authorization Ordinance Resolution Site Map for Website Public Comment Received after june 7 2016 lune 7 2016 Public Hearing Comments AgendaQuick©2005-2016 Destiny Software Inc.,All Rights Reserved CITY OF TIGARD,OREGON TIGARD CITY COUNCIL ORDINANCE NO.16- AN ORDINANCE TO PROVIDE A PROCEDURE FOR IMPLEMENTATION OF TIGARD CITY CHARTER SECTION 53C. RELATING TO CONSTRUCTION OF A NEW HIGH-CAPACITY TRANSIT CORRIDOR PROJECT. WHEREAS, the City of Tigard City Council has authority to adopt definitions for terms left undefined or otherwise ambiguous in the Tigard City Charter;and WHEREAS, Tigard City Council has authority and responsibility to implement provisions of the Tigard City Charter;and WHEREAS, Tigard City Charter Section 53 contains ambiguous or undefined terms and lacks procedures for implementation of some of its requirements;and WHEREAS, the Tigard City Council intends to adopt definitions and procedures for the purpose of implementing Tigard City Charter Section 53;and WHEREAS, the City Council desires to establish a public process to determine if an authorization ordinance proposed under Charter Section 53 complies with the requirements of the Charter. NOW,THEREFORE,THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1. An Ordinance of the City of Tigard is hereby created as follows: Charter Section 53 Procedural Ordinance SECTION A. Purpose. Definitions are created and a procedure is imposed for the purpose of interpretation and implementation of Tigard City Charter Section 53 relating to new high-capacity transit corridor projects within the City boundary. The purpose of the implementation procedure is to assure that any authorization ordinance referred to the voters under Charter Section 53 is in conformance with the requirements of that Section. The purpose of the definitions is to clarify any ambiguities that may exist regarding the words and phrases within Tigard City Charter Section 53. SECTION B. Definitions. As used in Tigard City Charter Section 53,the following definitions shall apply: 1. "Accurately summarizes the information required"means that the ballot title approved by the City Council shall: a. Contain a link to a website where Charter required information is available. Page 1 - Ordinance No. 16 50014-74648 Final Procedural Ordinance re clarifying Charter definitions and procedures.docxlDRF/6/22/2016 b. Provide the estimated total amount of road capacity that would be reduced by the new high-capacity transit corridor,as that phrase is defined in Section B.9. and quantified in Appendix A of this Ordinance. c. Describe in general terms any increases in housing density or changes to land use regulations that will be proposed to site or otherwise accommodate the new high- capacity transit corridor,as described in Section B.3 and B.4 of this Ordinance. d. Provide projected public cost of the entire high-capacity transit corridor project based upon information from the government responsible for constructing the project,as described in Section B.6 of this Ordinance. e. Be based on the information and data issued by TriMet at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council. 2. "Authorization Ordinance"means the authorization ordinance described in Section 53 of the City of Tigard Charter which,subject to voter approval,authorizes the City of Tigard to support a new high-capacity transit corridor project and contains the information required in Charter Section 53C. 3. "Changes to land use regulations within the City that will be proposed to site or otherwise accommodate the new high-capacity transit corridor"means the amendments to the City comprehensive plan,zoning map,or development code that may be required to site or accommodate the new high-capacity transit corridor project within the City of Tigard. 4. "Increases in housing density"means changes to zoning maps, comprehensive plan maps, zoning district text or comprehensive plan text,which have the effect of authorizing a greater number of housing units. 5. "New high-capacity transit corridor project"means a proposal or proposed options to extend light rail transit service to Tigard,including to downtown Tigard. For the purposes of the Authorization Ordinance, the new high-capacity transit corridor project shall include the plans,designs,and descriptions of the proposal or proposed options issued by TriMet for the Authorization Ordinance. 6. "Projected public cost of the entire high-capacity transit corridor project"means the estimated capital cost estimate for a new high-capacity transit corridor project issued by TriMet for use in an Authorization Ordinance. 7. "Public rights-of-way that could otherwise provide additional road capacity at a future date" means right-of-way within an estimated five miles of the City of Tigard that at the time the Authorization Ordinance is referred for a vote is in public ownership,not improved for general public use as a transportation facility, and,based on the criteria set forth in Section 7 of Appendix A,potentially can be used in the future to site one or more additional vehicular lanes that provide additional road capacity. 8. "Roadway within five miles of the City that currently permits public motor vehicle traffic" means any public right-of-way within five miles of the City boundary line which at the time the Authorization Ordinance is referred to the voters by the Tigard City Council permits motor vehicle traffic. Page 2 - Ordinance No. 16 50014-74648 Final Procedural Ordinance re clarifying i ing Charter definitions and procedures.doca\DRF/6/12/20l6 9. "Total amount of road capacity that would be reduced by the new high-capacity transit corridor"means: a. For roadways that currently permit public motor vehicle traffic: a comparison of the roadway capacity prior to construction of the new high-capacity transit corridor project to the roadway capacity after project construction is completed. b. For public rights-of-way that could otherwise provide additional road capacity at a future date: a comparison of the acreage that could provide additional road capacity at a future date which is available prior to construction of a new high-capacity transit corridor project to the acreage available after project construction is complete. SECTION C. General Provisions. 1. Required Information. The information required by Section 53 of the City's Charter to meet the requirements for the Authorization Ordinance and the ballot title shall be based on information and data available at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council.The calculation of factors described in Appendix A shall be based on the conceptual plans and designs issued by TriMet for the new high- capacity transit corridor project options endorsed by the Southwest Corridor Steering Committee at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council. 2. Roadway Capacity Information. All roadway capacity information required for the Authorization Ordinance and ballot measure shall be based on the methodology of Section D. of this Ordinance as determined by a qualified traffic engineer and contained in a written report of the results of application of Section D. 3. Corridor Housing Redevelopment. Increases in the number of housing units in Tigard caused by the siting or accommodation of a high-capacity transit corridor,including increases that replace units lost to corridor construction or that take advantage of increased transportation capacity provided by a new high-capacity transit corridor,shall not be considered an increase in housing density if the increased number of units are permitted by zoning codes adopted prior to voter approval of the Authorization Ordinance. The City may not increase housing density by changing zoning or comprehensive plan maps or text for the purpose of siting or otherwise accommodating a new high-capacity transit corridor without voter approval. SECTION D. Methodology to determine roadway capacity impacts. The roadway capacity determinations required by this Ordinance and Tigard City Charter Section 53 shall be based on the methodology described in Appendix A to this ordinance (Methodology to Estimate the Total Amount of Road Capacity Reduced by a New High-Capacity Transit Corridor) (which is attached and incorporated herein by reference.) SECTION E. Authorization Ordinance Approval Procedure. Before referring an authorization ordinance to the voters,the City Council shall determine whether the proposed ordinance satisfies the requirements of Tigard City Charter Section 53 and the definitions of this ordinance. The decision to refer may be made at a regular or special meeting of the City of Tigard City Council and the public will be permitted the opportunity to present written or oral testimony on the proposed ordinance at or prior to such meeting. Page 3 - Ordinance No. 16 _ 50014-74648 Final Procedural ordinance re clarifying Charter definitions and procedures.docxlDRF/6/11/1016 SECTION 2. The sections, subsections, paragraphs and clauses of this ordinance are severable. The invalidity of one section, subsection,paragraph,or clause shall not affect the validity of the remaining sections,subsections,paragraphs and clauses. SECTION 3. The City Council finds that the immediate availability of the procedure provided in this Ordinance is necessary to assure that the Authorization Ordinance required by Charter Section 53C.can be considered by voters in November,2016. SECTION 4. For the reasons set forth in Section 3,an emergency is declared to exist and this Ordinance takes effect upon adoption by the City Council and signature of the Mayor. PASSED: By vote of all Council members present after being read by number and title only,this day of ,2016. Carol A.Krager,City Recorder APPROVED: By Tigard City Council this day of ,2016. John L.Cook,Mayor Approved as to form: City Attorney Date Page 4- Ordinance No. 16 50014-74648 Final Procedural Ordinance re clarifying Charter definitions and procedures.docxtDRF/6/12/2016 APPENDIX A METHODOLOGY TO ESTIMATE THE TOTAL AMOUNT OF ROAD CAPACITY REDUCED BY A NEW HIGH-CAPACITY TRANSIT CORRIDOR 1. Purpose The provisions in this methodology will be used to fulfill the requirement in City of Tigard Charter Section 53.0 to include in an Authorization Ordinance the estimated impact of a new high-capacity transit corridor project (such as a proposed light rail transit extension to Tigard) on the capacity of roadways and the future potential capacity of unused public rights-of-way within five miles of the boundary of the City of Tigard. 2. Definitions: A. Alignment Option means a proposed high-capacity transit route or proposed route options sanctioned by the Southwest Corridor Project Steering Committee at the time the Authorization Ordinance is referred to the voters by the Tigard City Council, or a phase thereof, including the track alignment, associated pedestrian and bicycle facilities, and other ancillary facilities or improvements included in the conceptual plan or design for such Alignment Option. B. Critical Direction means the direction of the main thoroughfare (i.e.; Barbur Boulevard, I-5) that has the highest Volume to Capacity Ratio in a Peak Hour. C. Critical Intersection means an intersection or other capacity-limiting feature (e.g.; where two lanes merge) identified by the Traffic Engineer on an Existing Roadway that has a forecasted (2035) Volume-to-Capacity Ratio of greater than 0.90. D. Existing Roadway means a public roadway within five miles of the City of Tigard that permits general vehicular traffic at the time of the Authorization Ordinance is referred to the voters by the City of Tigard Council that may be affected by an Alignment Option. E. Increased Person Trip Capacity means for an Alignment Option the estimated difference between the Person Trip Capacity of the Total Radial Corridor with the Alignment Option and the Person Trip Capacity of the Total Radial Corridor without the Alignment Option. F. Metro Transportation Model means the input data and outputs encompassed in the suite of transportation computer models employed by Metro to forecast regional travel, including without limitation the digitized road network, the general capacity and length of highway links, and the traffic volume forecasts. G. Motor Vehicle Capacity means for a signalized roadway or highway the estimated maximum number of motor vehicles that can pass through a Critical Intersection in the Critical Direction in the Peak Hour. H. Needed Distance from Centerline means the estimated distance (width) from the existing centerline of an Existing Roadway required to fully comply with applicable Wage June20 , 2016 design standards or criteria (including cross-section specifications) if one or more additional auto lanes were added at a future date to the Existing Roadway. I. Net Motor Vehicle Capacity Reduction means for an Alignment Option the estimated net change in Motor Vehicle Capacity of an Existing Roadway taking into account reductions in capacity (caused by displaced motor vehicle lanes, reduced green time at traffic signals due to increased conflicting pedestrian movements and other factors) and any increase in motor vehicle capacity due to the reduced volume of on-street buses associated with the Alignment Option or changes to traffic signalization. J. Peak-Hour means the one hour period of an average weekday that exhibits the highest volume of traffic. AM Peak Hour refers to the morning hour with the highest traffic volume and PM Peak Hour refers to the afternoon hour with the highest traffic volume. K. Percentage Increase in Person Trip Capacity means the Increased Person Trip Capacity caused by an Alignment Option expressed as a percentage. L. Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity means for an Alignment Option the estimated percent by which the total Motor Vehicle Capacity in the Radial Corridor is reduced by an Alignment Option. M. Percentage Reduction in Tigard Subarea Motor Vehicle Capacity means for an Alignment Option the estimated percent by which the Alignment Option reduces motor vehicle capacity in the Tigard Subarea. N. Person Trip Capacity means for an Alignment Option the estimated maximum number of persons that can pass through a Critical Intersection in the Critical Direction in motor vehicles or high-capacity transit. O. Radial Corridor means the aggregation of the following three major auto travel routes within Metro's Mobility Corridor #2 (Portland-Tigard-Tualatin): Barbur Boulevard-99W-72nd Avenue, Interstate-5, and Macadam Avenue-OR 43-Boones Ferry Road. P. Reduced Motor Vehicle Capacity of a Critical Intersection means the difference between the Motor Vehicle Capacity of the Critical Intersection without an Alignment Option minus the Motor Vehicle Capacity of the Critical Intersection with the Alignment Option. Q. Reduced Motor Vehicle Capacity of Unused Public ROW means the estimated amount that the Motor Vehicle Capacity of the Unused Public ROW is reduced by the introduction of an Alignment Option, measured in acres. R. Standard Practice means the use of assumptions, data, and methods commonly used in the traffic engineering profession by registered engineers and that take into account the definitions and provisions described in this ordinance, the conceptual level of engineering/design available for Alignment Options, the absence of plans 2IPage June20 , 2016 for adding lanes on Unused Public ROW, and the conceptual nature of other data and information at the time the Authorization Ordinance is referred to the voters, as determined by the Traffic Engineer. S. Tigard Subarea means the subarea created by drawing a boundary line approximately five miles in all directions from the boundary of the City of Tigard. T. Total Radial Corridor Motor Vehicle Capacity means the estimated aggregate Motor Vehicle Capacity of the three major routes in the Radial Travel Corridor. U. Total Tigard Subarea Motor Vehicle Capacity means the estimated length-weighted total of the motor vehicle capacity on all roadway segments included in the Metro Transportation Model that are within the Tigard Subarea. V. Traffic Engineer means a Professional Engineer licensed in Oregon and specializing in traffic engineering. W. Traffic Engineer Report means a report signed and sealed by a Traffic Engineer in conformance with this Section. X. Unused Public Right-of-Way (ROW) means right-of-way proximate to an Alignment Option that, at the time the Authorization Ordinance is referred for a vote, is in public ownership and is not improved for general public use as a transportation facility. Y. Useful Unused Public ROW means the estimated surface area, measured in acres, of Unused Public ROW potentially capable of providing additional motor vehicle capacity at a future date as determined by the criteria in Section 7 of this Appendix A. Z. Unused Public ROW Map means one or more maps portraying for an Alignment Option the general location of the (I) Useful Unused Public ROW used by high- capacity transit (i.e.; the Reduced Motor Vehicle Capacity of the Unused Public ROW) and (H) Unused Public ROW used by the Alignment Option that does not impact the potential future motor vehicle capacity available from Unused Public ROW. AA. Vehicle Lane Impact Map means one or more maps portraying the general location of vehicular lanes on Existing Roadways that would be displaced or that would be added for general public traffic by an Alignment Option. BB. Volume to Capacity Ratio, or V/C Ratio, means the forecasted volume of traffic at a location divided by the motor vehicle capacity at the location, and represents the sufficiency of an intersection to accommodate vehicular demand. A V/C Ratio less than 0.90 or less generally indicates that capacity is adequate and significant traffic queues and delays are not anticipated. A V/C Ratio of 1.0 generally indicates unstable traffic flow, excessive delay, and traffic queuing. Intersection V/C Ratios are based on critical lane groups which constrain the operations of a traffic signal, as described in the Highway Capacity Manual. 3IPage June20 , 2016 3. General Provisions A. The calculation of factors described in this Appendix A shall be based on information and data available at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council. The calculation of factors described in this Appendix A shall be based on the conceptual plans of the Alignment Options sanctioned by the Southwest Corridor Steering Committee at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council. Any revisions to Alignment Options, plans, designs, data, assumptions, or any other information used to prepare the information described herein or used in the Traffic Engineer Report following approval of an Authorization Ordinance shall not invalidate or nullify the approval of the Authorization Ordinance. B. The Traffic Engineer Report shall be posted on a website prepared or caused to be prepared by the City of Tigard. 4. Traffic Engineer's Report A. A Traffic Engineer's Report shall be prepared by a Traffic Engineer documenting for the Alignment Option estimated to have the greatest impact and the Alignment Option estimated to have the least impact on Motor Vehicle Capacity and/or Unused Public Right-of-Way,as applicable, the following: a. A Vehicle Lane Impact Map b. An Unused Public ROW Map c. For each Existing Roadway potentially having its Motor Vehicle Capacity reduced by the Alignment Option the following shall be estimated: i. Motor Vehicle Capacity at each Critical Intersection without the Alignment Option; ii. Motor Vehicle Capacity at each Critical Intersection with the Alignment Option; and iii. Reduced Motor Vehicle Capacity for each Critical Intersection. d. For each applicable Alignment Option, the following shall be estimated: i. Net Motor Vehicle Capacity Reduction; ii. Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity; iii. Percentage Reduction in Tigard Subarea Motor Vehicle Capacity; iv. Increased Person Trip Capacity; v. Percentage Increase in Person Trip Capacity; and vi. Reduced Motor Vehicle Capacity of the Unused Public ROW. B. In preparing the Traffic Engineer's Report, the Traffic Engineer shall employ the methodologies described herein and shall use Standard Practice for identifying other assumptions, data, and methodologies as the Traffic Engineer determines are necessary or appropriate for the required analyses. 4IPage June20 . 2016 C. The Traffic Engineer's Report shall be signed and sealed by a Traffic Engineer. D. The Traffic Engineer's Report shall be posted on a website prepared or caused to be prepared by the City of Tigard. 5. Methodology to Estimate Motor Vehicle Capacity Impacts on Existing Roadways A. The Traffic Engineer shall estimate or cause to be estimated each factor described in this Section 5 for the Alignment Option with the greatest impact on Motor Vehicle Capacity and for the Alignment Option with the least impact on Motor Vehicle Capacity. B. Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on of Existing Roadways shall be estimated as follows: a. The Traffic Engineer shall identify Critical Intersections on Existing Roadways for the year 2035 AM Peak Hour and PM Peak Hour. b. The Motor Vehicle Capacity of each Critical Intersection on an Existing Roadway shall be estimated by the Traffic Engineer for the AM Peak Hour and PM Peak Hour in the year 2035, in the Critical Direction, for prevailing average weekday traffic and roadway conditions for the Existing Roadway without the Alignment Option and the Existing Roadway with the Alignment Option. For each Critical Intersection, the Traffic Engineer shall estimate the Reduced Motor Vehicle Capacity of the Critical Intersection calculated as the difference of the Motor Vehicle Capacity of the Critical Intersection without the Alignment Option minus the Motor Vehicle Capacity of the Critical Intersection with the Alignment Option. The Motor Vehicle Capacity of the Existing Roadway shall be the estimated Motor Vehicle Capacity of the Critical Intersection exhibiting the highest Reduced Motor Vehicle Capacity (i.e.; the greatest decrease in Motor Vehicle Capacity) among all Critical Intersections assessed by the Traffic Engineer. c. For an Alignment Option, the Net Motor Vehicle Capacity Reduction on an Existing Roadway shall be calculated as (I) the Motor Vehicle Capacity of the Existing Roadway without the Alignment Option, minus (II) the Motor Vehicle Capacity of the Existing Roadway with the Alignment Option, minus (III) the capacity freed-up for motor vehicle traffic on the Existing Roadway by relocating on-street transit vehicles to the separated guideway in the Alignment Option. For the calculation the Net Motor Vehicle Capacity Reduction of an Alignment Option, the capacity freed-up for motor vehicle traffic shall be calculated as the product of multiplying (I) the difference of forecasted 2035 Peak Hour, Peak Direction on-street bus volume with the Alignment Option minus forecasted 2035 Peak Hour, Peak Direction on- street bus volume without the Alignment Option, by (II) the bus-auto capacity equivalence factor identified by the Traffic Engineer. 5IPage June20 , 2016 d. A Vehicle Lane Impact Map shall be prepared portraying for Existing Roadways the general location of vehicular lanes that are impacted by the Alignment Option. C. The Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity shall be estimated as follows: a. The Motor Vehicle Capacity of each of the roadway routes constituting Metro's Mobility Corridor #2 shall be estimated in segments (or at cutlines) identified by the Traffic Engineer, the capacity of each segment for each roadway shall be the capacity shown for such segment on such roadway in the Metro Transportation Model except that more specific capacities may be used for roadway segments abutting Alignment Options (such as Barbur Boulevard),where more detailed traffic capacity information is available. b. The Total Radial Corridor Motor Vehicle Capacity for each segment (i.e. at each cutline) shall be the sum of the Motor Vehicle Capacity for each segment for each of the three major motor vehicle travel routes within Metro Mobility Corridor #2. The Total Radial Corridor Motor Vehicle Capacity, taking into account all segments, shall be the Total Radial Corridor Motor Vehicle Capacity for the segment (or at the cutline) having the lowest total capacity. c. The Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity of an Alignment Option shall be calculated as the fraction, expressed as a percentage, resulting from dividing (I) the Net Motor Vehicle Capacity Reduction for the Alignment Option by (II) the Total Radial Corridor Motor Vehicle Capacity. D. Total Tigard Subarea Motor Vehicle Capacity and the Percentage Reduction in Tigard Subarea Motor Vehicle Capacity shall be estimated as follows: a. The Tigard Subarea shall be established as an area with a boundary that is five miles from the boundary of the City of Tigard. b. Using data from the Metro Transportation Model, the length and bi- directional capacity of each link shall be determined for all roadway links coded in the Metro Transportation Model that are located within the Tigard Subarea. c. The Total Tigard Subarea Capacity shall be calculated as the aggregate sum of the weighted capacity of each link within the subarea, where the weight for a link is calculated as the length of the link. The Total Tigard Subarea Capacity shall be calculated for each applicable Alignment Option and for a scenario without any Alignment Option. d. For each applicable Alignment Option, the Percentage Reduction in Tigard Subarea Motor Vehicle Capacity shall be estimated as the fraction, expressed as a percentage, resulting from: (I) calculating the difference between Total Wage June20 , 2016 Tigard Subarea Capacity with the Alignment Option minus the Total Tigard Subarea Capacity without the Alignment Option, and dividing the difference by (II) the Total Tigard Subarea Motor Vehicle Capacity without the Alignment Option. 6. Methodology to Estimate Person Trip Capacity Impacts A. The factors described in this Section 6 shall be calculated for the Alignment Option with the greatest impact on Motor Vehicle Capacity and for the Alignment Option with the least impact on Motor Vehicle Capacity. B. The Person Trip Capacity of the Radial Corridor shall be calculated for each applicable Alignment Option and a scenario without an Alignment Option by summing (I) the person trip capacity of the roadways in the Radial Corridor with, when applicable, the Alignment Option plus, when applicable, (II) the person trip capacity of high-capacity transit in the Alignment Option. In doing so: a. The person trip capacity of the roadways in the Radial Corridor shall be calculated as the product of multiplying (I) the Total Radial Corridor Motor Vehicle Capacity by (II) an average Peak Hour auto occupancy rate estimated by the Traffic Engineer;and b. The person trip capacity of high-capacity transit shall be calculated as: i. (I) The estimated maximum number of transit vehicles or consists that can be operated in the Peak Hour on the Alignment Option multiplied by (II) the person capacity of high-capacity transit in the Alignment Option;minus ii. (I)The forecasted reduction in the volume of on-street buses eliminated by high-capacity transit multiplied by (II) the person capacity of a regular bus. C. The Increased Person Trip Capacity of an Alignment Option shall be calculated as the numeric difference of the Person Trip Capacity of the Radial Corridor with the Alignment Option minus the Person Trip Capacity of the Radial Corridor without the Alignment Option D. The Percentage Increase in Person Trip Capacity of an Alignment Option shall be the fraction, expressed as a percentage, calculated as (I) the Increased Person Trip Capacity of the Alignment Option, divided by (II) the Person Trip Capacity of the Radial Corridor without the Alignment Option. 7. Methodology to Estimate Reduced Motor Vehicle Capacity of Unused Public ROW A. The Traffic Engineer shall estimate or cause to be estimated the Reduced Motor Vehicle Capacity of the Unused Public ROW for the Alignment Option with the greatest impact on Unused Public ROW and for the Alignment Option with the least impact on Unused Public ROW. 7IPage June20 , 2016 B. For each applicable Alignment Option, the location of Unused Public ROW impacted by the Alignment Option shall be identified using the conceptual plans of the applicable Alignment Options and property ownership records or databases. C. For each applicable Alignment Option, the Useful Unused Public ROW shall be identified as follows: a. The roadway design standards or criteria (including cross-section specifications) applicable to expanding the number of lanes on the Existing Roadway shall be identified; cross-sections shall include the width of all bicycle facilities, sidewalks, shoulders, medians, or other features needed to comply with the design standard or criteria. b. The Needed Distance from Centerline shall be estimated for Existing Roadways that may in the future potentially expand onto Unused Public ROW as the width (measured from the centerline of the Existing Roadway) of a cross-section needed for the added lane or lanes that is required to comply with any applicable design standards or criteria. c. Useful Unused Public ROW shall be estimated as the area of Unused Public ROW underlying an Alignment Option: i. Where the outer boundary (measured from the existing centerline of the Existing Roadway) of the Unused Public ROW equals or exceeds the outer boundary (measured from the existing centerline) of the Needed Distance from the Centerline required to add an auto lane or lanes; and ii. If the Existing Roadway to be expanded is a freeway or throughway (i.e.; I-5), where the potential added lane or lanes either (I) extends along the Existing Roadway for a distance of at least one-half of one mile or (II) materially addresses a capacity-reducing systems bottleneck identified in the Traffic Engineering Report; or iii. If the Existing Roadway to be expanded is not a freeway or throughway (i.e., Barbur Boulevard), addresses a systems bottleneck identified in the Traffic Engineering Report. D. For each applicable Alignment Option, the Reduced Motor Vehicle Capacity of the Unused Public ROW shall be the area (measured in acres) of Useful Unused Public ROW that would be displaced by the Alignment Option. In making this calculation, the area used by bicycle and pedestrian facilities incorporated in an Alignment Option shall not count as Reduced Motor Vehicle Capacity of the Unused Public ROW for roadway expansions that are subject to jurisdictional design standards or criteria that require that such bicycle and pedestrian facilities as part of a roadway expansion. Wage June20 , 2016 CITY OF TIGARD, OREGON TIGARD CITY COUNCIL ORDINANCE NO. 16- AN AUTHORIZATION ORDINANCE TO ALLOW SUPPORT FOR SITING OF A NEW HIGH-CAPACITY TRANSIT CORRIDOR FOR LIGHT RAIL TRANSIT SERVICE WHICH INCLUDES DOWNTOWN TIGARD,RELA 1'LD AMENDMENTS TO THE COMPREHENSIVE PLAN AND LAND USE REGULATIONS,PROVIDING REQUIRED INFORMATION AND OTHER ACTIONS. WHEREAS, the City of Tigard City Charter, Section 53A. includes a policy that requires the City to oppose the construction of a new high-capacity transit corridor within the City boundary unless voter approval is first obtained;and WHEREAS, an extension of light rail transit service to and within the City of Tigard is being considered and such light rail extension constitutes a new high-capacity transit corridor under Section 53A. of the Tigard City Charter; and WHEREAS,voter approval of an authorization ordinance (under City of Tigard Charter Section 53) allowing the City to support the proposed light rail extension will substantially facilitate the development and construction of the light rail extension;and WHEREAS, the City of Tigard City Charter Section 53C. provides that the City may not amend its comprehensive plan or land use regulations to accommodate a new high-capacity transit corridor project unless the project has first received voter approval of an authorization ordinance;and WHEREAS, changes to City of Tigard land use regulations are required to accommodate the proposed light rail extension to the City of Tigard,including downtown Tigard;and WHEREAS, the Tigard City Council desires to refer the authorization ordinance required under Charter Section 53C. to the voters of the City of Tigard for voter approval on November 8,2016. NOW,THEREFORE,THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: A City of Tigard ordinance is hereby created as provided as follows: NEW HIGH-CAPACITY'TRANSIT CORRIDOR AUTHORIZATION ORDINANCE SECTION A. City of Tigard support for a new high-capacity transit corridor in the City of Tigard boundary, including downtown Tigard, is allowed. The City shall send letters notifying the public officials listed in City Charter Section 53D. of this support. Page 1 - Ordinance No. 16- 50014-74648 Final Anthon ng Ordnann. copy.do o r CAK/6/22/7016 SECTION B. The City of Tigard is authorized to make changes to the comprehensive plan and land use regulations to allow: (I) light rail to cross wetlands with proper mitigation protecting natural areas, habitat, and water quality; and (II) a light rail maintenance facility to be sited in specified industrial zones. SECTION C. The following describes aspects of the new high-capacity transit corridor project, which would extend light rail service to the City of Tigard, including downtown Tigard ("Project") as required by City of Tigard City Charter, Section 53C.: 1. Road Capacity: The total change in road capacity as a result of the new high-capacity transit corridor is described in the attached Appendix A and incorporated herein by reference. 2. Housing Density: Increases in housing density are not required to site or otherwise accommodate a new high-capacity transit corridor. 3. Land Use Regulations and Comprehensive Plan: Changes anticipated to be proposed to land use regulations or the comprehensive plan to accommodate light rail are limited to: (I) allowing light rail to cross wetlands with proper mitigation protecting natural areas, habitat, and water quality;and (II) allowing a light rail maintenance facility to be sited in specified industrial zones. 4. Projected Public Cost: the current projected public cost of the entire Project is $2.4-2.8 billion. No new or increase in City of Tigard fees or taxes is proposed for the light rail project under Tigard City Charter Section 52. SECTION D. The information in this Authorization Ordinance is based on (I) information and data available at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council and (II) the light rail corridor project options sanctioned by the Southwest Corridor Steering Committee at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council. SECTION 2: The City Council of the City of Tigard finds that this Authorization Ordinance satisfies the requirements of Tigard City Charter Section 53 and Ordinance SECTION 3: The sections, subsections,paragraphs and clauses of this ordinance are severable. The invalidity of one section,subsection,paragraph or clause shall Page 2 - Ordinance No. 16-_ 50014-74648FinalAxUwntrngOrdinance- Copy.dorx\CAK/6/22/2016 not affect the validity of the remaining sections, subsections,paragraphs and clauses. SECTION 4: This ordinance shall be effective upon certification by the County Elections official that it has received voter approval at an election conducted on November 8,2016. PASSED: By vote of all Council members present after being read by number and title only, this day of ,2016. Carol A. Krager, City Recorder APPROVED: By Tigard City Council this day of , 2016. John L. Cook,Mayor Approved as to form: City Attorney Date Page 3 - Ordinance No. 16- 50014-74648Final AHthantmOrdmane- Copy.docr\CAK/6/22/2016 APPENDIX A Roadway Capacity Reduction Analysis June 20,2016 Appendix A 50014-74648 Final Axlharifing Ordinana- Capy.d ax\CAK/6/22/2016 MEMORANDUMD KS S720 SW Washington St SOO .• ���� Suite nd, -• Portland,OR 97205 4`r 1,.;44/ 503 243 3500 DATE: June 20, 201b 2 ••I www dksassociates cam TD: City of Tigard xPIRE;I: � FROM: Peter L.Coffey,PE SUBJECT: Impacts on Road Capacity of Southwest Corridor Light Rail Transit Project Options The City of Tigard Charter requires the City to oppose any high-capacity transit project,such as the proposed options to extend light rail service to Tigard,unless the voters first approve an authorization ordinance supporting the project. The Charter also creates requirements for what must be included in the authorization ordinance. One requirement is that the ordinance must describe the total amount of road capacity or potential future road capacity that may be reduced by the project options. The Charter requirement does not call for a comprehensive analysis of the impacts and benefits of the light rail options on the road network,it solely focuses on the reduction in road or potential road capacity within the five mile radius around the City of Tigard boundary.A reduction in public right-of- way that is not currently used for a roadway but that could potentially be available for new road or highway lanes in the future must be addressed,whether or not there is any plan for the additional road or highway lanes. Thus the Charter requires road capacity to be measured on a spatial(or area)basis and to consider the capacity of unused rights-of-way on which no roadways are currently planned.To address the unique requirements of the Charter,the City enacted an ordinance that established the"Methodology to Estimate the Total Amount of Road Capacity Reduced by a New High-Capacity Transit Corridor,"which sets in the city's laws a definitive and transparent approach to addressing the Charter requirement regarding road capacity. This report Is prepared in accordance with city's required methodology,and uses the terms defined therein.The analysis is based on alignment options, information,and data available at the time the authorization ordinance is referred to the voters by the City Council 1 he analysis and findings of this analysis do not supplant the need for future traffic analysis that will be done for the Environmental Impact Statement. The report finds that while causing a slight loss of road capacity along the overall transportation corridor between Tigard and Portland,the proposed light rail options cause substantial increase in the person- trip capacity of the overall transportation corridor between Tigard and Portland.No loss of existing road capacity occurs in Tigard,although light rail options use some unused right-of-way,primarily alongside Appendix A 50014-74648 FinalAxthariing Ordnance-Coyy.dorx\CAK/6/12/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 2 of Interstate 5 that potentially could be available for added lanes should additional lanes be planned in the future. None of the light rail options impact Pacific Highway in Tigard. Background Traffic Analysis of Barbur Boulevard Corridor This analysis of the capacity impacts of the Southwest Corridor light rail options on existing roadways focuses on Barbur Boulevard because it is the existing roadway(as opposed to possible future roadways, which are addressed separately later in this report)affected by the proposed light rail options between Tigard and Portland. No lanes on Interstate 5 nor on Pacific Highway in Tigard are impacted by the proposed light rail options,except to the extent that the light rail options may attract more riders and thereby reduce auto traffic on these facilities.' There have been several recent traffic analyses of the Southwest Corridor and Barbur Boulevard in connection with the proposed options to extend light rail to Tigard that evaluated the corridor from downtown Portland to Tigard and Tualatin. ' These previous traffic analyses concluded that key signalized intersections in the year 2035 will either continue to operate within mobility targets'or will not significantly worsen from 2035 No-build conditions with the addition of light rail along Barbur Boulevard. The City of Portland recently adopted the Barbur Concept Plan for the six-mile Barbur Boulevard corridor from Portland's Central City to the Tigard city limit. Key provisions of this plan are to"establish safe and comfortable conditions for active transportation"in the corridor, "complete pedestrian and bicycle connections and access to transit throughout the corridor,"and "prioritize active transportation improvements on Barbur."'`To make Barbur Boulevard more pedestrian-and bicycle-friendly,the traffic signals on Barbur Boulevard will need to devote more "green time"for cross-streets to make it easier for pedestrians and bicyclists to cross Barbur Boulevard.Consequently there will be less"green time"for the north-south motor vehicle traffic on mainline Barbur Boulevard.This change in signal timing along Barbur Boulevard results in decreases in Motor Vehicle Capacity,and is anticipated whether or not light rail is extended to Tigard. Along Interstate 5,all existing lanes remain in each direction and along Barbur Boulevard,south of the Naito Parkway confluence,two through lanes remain in each direction. SW Corridor Supplemental Refinement Traffic Impact Analysis Executive Summary Traffic Report,DKS Associates, March 16,2016 and Final SW Corridor Traffic Analysis and Operations Memorandum,DKS Associates,July 29,2014. Mobility targets measured through a volume to capacity ratio(v/c ratio). Barbur Concept Plan,City of Portland,April 2013(page 481;Resolution No.37014,adopted by City Council April 24,2013. Appendix A 50013-74648 FinalAnlhontng Ordinance-Copy.do e\CAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20, 2016 Page 3 Motor Vehicle Capacity Impacts on Existing Roadways The Vehicle Lane Impact Map, provided as Figure 1.shows the general location of vehicular lanes on Existing Roadways that will be displaced or that will be added for general public traffic by an Alignment Option.As shown, while there are no impacts along Interstate 5 or on Pacific Highway in Tigard, some use of existing lanes occur in locations along Barbur Boulevard in Portland.However,the changes in the configuration of lanes on Barbur Boulevard may not directly translate into a material change in the Motor Vehicle Capacity of Barbur Boulevard,as the operations of the intersections along Barbur Boulevard must also be taken into consideration. The design of intersections (including traffic signals)along arterial roadways and interchanges along freeway segments (where weaving and merging conditions exist)are major considerations in determining the Motor Vehicle Capacity of these facilities. Intersections and interchanges are typically the controlling bottlenecks of traffic flow and the ability of a roadway system to efficiently carry traffic is generally diminished in these areas.The main consequence of a bottleneck is an immediate reduction in capacity of the roadway. For arterial roadways such as Barbur Boulevard.the controlling bottlenecks are signalized intersections,and the most congested of these intersections are referred to as Critical intersections. Net Motor Vehicle Capacity Reduction on Existing Roadways Using the recent traffic analyses for the SW Corridor,'the Barbur Boulevard corridor was assessed to identify Critical intersections associated with the proposed Alignment Options. Since Interstate 5, Pacific Highway in Tigard,and other corridor routes are not impacted by any Alignment Option,there was no need to assess Critical intersections on those facilities. Intersections on Barbur Boulevard were identified as Critical Intersections if the overall intersection Volume to Capacity Ratio(V/C Ratio)forecasted for the year 2035 was greater than 0.90.The following intersections met this criterion • Barbur Boulevard and 60" Avenue(AM peak) • Barbur Boulevard and Capitol Highway(AM and PM peak) • Barbur Boulevard and 24`"Avenue/I-S SB Off-Ramp (AM peak) SW Corridor Supplemental Refinement Traffic impact Analysis Executive Summary Traffic Report.DKS Associates, March 16,2016 and Final SW Corridor Traffic Analysis and Operations Memorandum,DKS Associates,July 29,2014.' The 4"'Avenue/Caruthers Street+Broadway intersection in downtown Portland is controlled by downstream congestion at the 6"'Avenue/Broadway intersection,the on-ramp to(-405 and other downstream congestion locations.The reconfiguration of this intersection does not impact the Motor Vehicle Capacity of the roadway system in this area of closely spaced traffic signals.The downstream constraint l6"/Broadway)is not changed by this project,Therefore,the 41"Avenue,Caruthers Street:Broadway intersection was not considered a Critical Intersection for this analysis. Appendix A 50014-74648 Final Authorizing Ordinance-Copy.don-\CAK/6/22/2016 SW Corridor of Vehicle Lane Impact Map 1 -South Portland r_. 1 Af Wr+;sWaf FAM )a. M ir.i ' ill e Ytand. p / 7 284 r2v:a.4 rn • N i 28a v.�r `fi .a w,,,,r,1 xr 4., 2C0z SNA M.." 4 V 3-PCC T"..`w" 2-Old Barbur Y, I Scar v2 f c 4-Downtown ! Tigard / aIT 1 4Ad :I,IPO �.. j \ 834 \.. — -- sAd\Toon caw 6-Tech Center 5Ah to Bridgeport ecu,. sat no...1 I 9 i cif Legend V Includes all CtnaM Options toe.., € ; Option Maintains existing through lane(s) t Option Converts one vehicular through lane Option Converts center vehicular turn lane s@ 58h --- Option Adds at LRT lane only-No vehicle one impacts Option Adds new vehicular lm(s)-vehicle lane increase iNote:Light blue lines indicate areas Light Rail would not be \0s0' in a roadway but in its own Rights of Way(ROW) Figure 1 .M 20164)6--15 Appendix A 50014-74648 Final Auchan iag Ordaaare-Copy.doa\CAK/6/22/2016 impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 5 • Barbur Boulevard and 197 Avenue/Capitol Hill Road(AM and PM peak) • Barbur Boulevard and Terwilliger Boulevard(AM and PM peak) • Barbur Boulevard and Hamilton Street(AM peak) • 47 Avenue and Caruthers Street/Broadway(AM peak)' Motor Vehicle Capacity and Volume to Capacity(V/C)Ratios for each of the Critical Intersections were estimated,using the practices described in the Highway Capacity Manual,'for the 2035 No-Build (without an Alignment Option)and the 2035 system with Alignment Options(with light rail transit). During the AM Peak-Hour(future year conditions)traffic volumes are very directional on Barbur Boulevard with northbound volumes approximately two-to-four times greater than southbound traffic volumes and V/C Ratios for the northbound through movements are also significantly higher than for the southbound movements (see Table 1A and Table 1B).Therefore,Motor Vehicle Capacity reductions for the AM Peak Hour were evaluated in the northbound(critical)direction. During the PM peak hour (future year conditions)traffic volumes were relatively balanced in both directions and therefore Motor Vehicle Capacity reductions were evaluated in both directions on Barbur Boulevard. Tables 1A and 1B show the estimated reduction in the Motor Vehicle Capacity of each Critical Intersection along Barbur Boulevard caused by the Alignment Options. Reduced Motor Vehicle Capacity is calculated as the difference of the Motor Vehicle Capacity of the Critical intersection without the Alignment Option minus the Motor Vehicle Capacity of the Critical Intersection with the Alignment Option.To illustrate the range of potential impacts of the Alignment Options,Table 1A shows results for the Alignment Option having the greatest impact on Motor Vehicle Capacity on Barbur Boulevard and Table 18 shows results for the Alignment Option with the least impact. The Motor Vehicle Capacity impacts of Alignment Options on the Critical Intersections are used to determine the overall Motor Vehicle Capacity impact on the Barbur Boulevard corridor.Alignment Options impact the overall Motor Vehicle Capacity of a roadway in two distinct ways (il changes in the physical configuration and traffic signalization of Critical Intersections,as described above,and(o) changes in the volume of on-street buses on Barbur Boulevard. With the introduction of light rail,some buses currently operating on Barbur Boulevard are no longer required because they are replaced by light rail vehicles operating on a dedicated right-of-way.This makes additional Motor Vehicle Capacity 'The 4'f Avenue/Caruthers Street/Broadway intersection in downtown Portland is controlled by downstream congestion at the 6"'Avenue.'Broadway intersection,the on-ramp to 1-405 and other downstream congestion locations The reconfiguration of this intersection does not impact the Motor Vehicle Capacity of the roadway system in this area of closely spaced traffic signals.The downstream constraint 16"'/Broadway)is not changed by this project.Therefore,the 4" Avenue/Caruthers Street/Broadway intersection was not considered a Critical intersection for this analysis. 2000 Highway Capacity Manual,Transportation Research Board,Special Report 209,2000,Chapter 16, Washington DC,2000. Appendix A 50014-74648 Final AnlhoritngOriiaanmCopy.doa\CAK/6/22/2016 Table 1A-Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on Existing Roadways(Barbur Boulevard) (Alignment Option with Greatest Impact on Motor Vehicle Capacity) Mrs 49404.Capacity 11.1 Mato.vr.d. A.i4.944. ..+l+.w'+COMM5 s«Atr.Wrwell.. NadM..rmr.ar., ..594,4....l.r.a,co Capacity M... N.Moto. A4...d bwdta Nerd N.MMw Ate.W.4 Yaatmat YI.7M Yew.. *date.Mato. Mt M 01440. 4.o...Waldo 1/p la VOWS. No wily' N.waw' 0494..' Option' NO Ovid' Ne Faye apnea' OM.' *did.capacity N.I.otM.at Capacity Capacity r r allm r Ca..4y 70k94 94o"" Candty' 9/41011' Cap.aty' 9/,IMN' Cap.g9'.2.■M' Capacity' ./..w.' rlrs.rrOls.' Mos.' .dem..' .....eta....' I,.4' bNr.tae' PM Ptak Nem mw MAN SW WWI Pre(Neat 995Y 1 a SW Caccia!Not , 40M 001 IMO 2.11 aw 24105 1041 1192', 24 (1st: .) 14 II SW Marto,4'..11.ry 99wla)apim1.O 1gJ19t Ina Ca I054 ..aJ 1atS ..4Nat 47 OM19214 1M� lar 110 t» SW a.t"r NW PM 94441 a SW Inv011iO lo.. lilt 101 114u 1.i) 10.34 O./a 1414 at! Io. 24 170 leu 14 ;.5 1M Pea IN.Rap 44M1 SW 11460 tM(14.49*I N_Otn IS IA i Y 1504 092 ' aM ' 0.M 9) 24 1 ' OW capital N (Hwy 99W)A SW capWI ISJ1 549 1504 0.90 ' 0o. ON Il 14 t1; ' SW Baba Na(.ay 99W)11YZOO1904Vamp 12CM 2410 0.90 ' OA) 1041 1111 14 III: t i ` SW44441.(144499441 a C.41110116111111C.4111011611111C.41110116111111/11114, INA 0.95 1bb 145 ' 1041 . 44* 110 20 111, sl i SW 1000,Nati NNW 99W111SW 1....IIU.r 41d 165/ 1m 1591 aM ' 10M 1021 bap 24 at OtW debar Noe(Nay 99W)4 SW N..Mbn L.. 1416 111 Mal 1.2 ' 0.25 OA 124 14 V.0 i ` i yN...7MS Pp.oleo Mao Coo>Cot..,4M to co 044!mod MM..4t want O.0 440 rwebm•*mood am-.I.SW COM.Spatonow41M er4 NM, r.l.a1..9.n ww..ana w'4a 1854•.1004.441044M.a..9w.. No.1:.apact4ardtoo.a.Iee.,...13m Mo.OQ 440_In Mot la 7014wJ 7111,4 SW Nom II A""'yes...Y.4_O.ueq.NnNY•MeYn•I IJ C4.0 t01c 444".444C0.Oa..Y....,4rnis.DM 44.4441A.71 7014. trentYupdratWnaM4 WM..btMard.n..11 M.7mfpW Ma.A►s arm .a.9a..9 u.AYa.ooa d I W Moo a9..+tlieaa..7 mt. w1N.aa 4Iran•.4...y nrN..M N NPNPN i 1+e4^..aitoiCa m.t:9aawroMown.orsoco obantamPor...itcootmadw iNIMWes 9.Yd.OMa4A9as.t�5.1r..ic 011. 0.004.0.9.00 TM.Ne.1111410.1044 Yisrw•N.Mm WOO.Caputo firma r.170 t..ewr.rvaa..a a V.r i.w.a.rara...rY.w....an w-no.a•.401 p.,4... ..Inch Opo Ya.r Or w too w ea..rrw.d..Wn.ISO lott.YI.114.4 Mia J:done Tatar 4awesim loam Tr..ratn....on rwn...we<ao.4.,•ot wool...maw Nr./Mhaat r 4rwmat boa..1/.NN4Yett.m.at0 paw•A.rWla.a Opo. wind*110,44.4 a w naeeq.40.r to aw an r oara wan oar.coot 10.1..334,4.w .o.tomo....a otwa.wwloa Mer AY pe.Pao.wteaM..acWi.Capacity r.•wwer.sen.t..p in acme an nal run.. 00.51w44'Ne Palled Mor Cana.'.ltaa n Ay,4mr Orbi•,••Yae+rw Ona'..H. .mood Mao WNW CAM.N d moos..oadio b WIC Cs elta I iw IMO).coon anti tkNW twwM.mwaro r....Yap.M Moot WI40a CyYt9:Mk 6 Orin Nota 4 J11e.eM D.Yaa CiwA9 2CatiC,Y7 dr,.n..Ya..N9 let Ma.Wad 044040.1 1044'4K 41.0.1WM•toCsan9 ty.nl Nate a ea,..4 Ya.I.ere.,Cama.Mo.may.doltio r.twon.lid ant.Capra,tom No.Il Com.,4.o.4 oodpot.. D10W M Mt pooIo.for Mitts affic alio.n a.4..4..o.on 91444 t4YwgeM 304Ma.t6M.axi 4W-a,Inl*,neo w law T.me..ewe.1 ron.nl am s *'* P.ca tournine to 0Aadwt.0 ea.m o ld 4.n 0e at,tot oett two 1.r rot NCM S.104wma.am...waw...Mott N AU MO.1a.up.:er(114.0”1,1...1 e.44.00 rap. maim.,ea°Mod&noalan rM.MAW all ti pea r.nre r.0*Mall um s+.,an mk...ab.laae..M.Oram r.r.r4..e woos.r..,.:.e.,4«.n/0..4.94.,eau &.moo ao W.w..a. Appendix A 50014-74648 Final Auhariting On*'nanre-Copy.dotx\G4K/6/22/2016 Table 1B-Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on Existing Roadways(Barbur Boulevard) (Alignment Option with Least Impact on Motor Vehicle Capacity) Maa VAwte Comity Na M.Y.WNd. N.40140 NaM+aw Uw.eOai y.Nhb..r.l 01114040 N**bm.M Or.alan 0.1<S*.r.r OO coke. (-apace!.Medal Na Maw 110.00 4o.O93 Na Msmr 42149.0 aOrNw.a M wwr. 0144 Maar 110h WI.O. Motor 044141. UI II WMsae No FIN' No 104' WNW' UOUen' N.WNWNo-OMI.. MIT U ' WNW v10 M Cavaco werColo d19 w el C y 240404a *Om*.d ‘30342Ncnn01 M' 3.4043.404319,e.aloo" .y.ry' W.**. t W. .k U.e.' a0.<h'Oh Nam' [orate ./<t .' 44r. trade W. ' Ir*arrs... .' alsr' U...' Frra..' PM Po*Now clew IMP, SW Valor mala oewy wall 4 sW I er•Woor Foe 11M Iui Ilk I:. Isax ul9 1424 011 194 :4 110 t5: 44 ISO NM Pear Imw I.w Mai SW Soda Oho(Hwy WWI O SW Iennloer OM0 1951 ILO 1,9.2 019 0* * 0431 m 44 41 * f..oarbw*.1)IMy99W)ISW1<.rrxIarOwl 4914 1.22 1402 I0t • aI% a 0.31 124 24 100 TM ow 1401 Pew Nor Moto W.WIe Cow*.Pool.Mr NANO'looPow Lamm A"C•44.1 Yursssas'*wow Som II SW fords 1.awrr.r0.Uanerr.M T(WM h eruwa woo vMr wrwsib�lbw..NYwYMtl worm/.Ow Note VOo,*1.9Os!wow trmrWrT-W.-M.vr.MS 4ois.*n Ns..II 1014pro::Pow 1* NOM O<tr*A:wnvlM...vow cr..*rnwaar.weMru C.,4 TOM NWS.a'.I Oe wens 110,0.rd.0..0R Suwon,:h M,MIA bra�^.aai drool.Woo WbrVJwranMr.r1MSaMbr.4Fd P w woo*r[h no'd'e Ora :101 W111410K..1•, rasp 44141111.* tytl.Ponwalw s moo. 049.4%mitt oaa.<.imnvec.n..mown MUM tcard4n b. TII•WMw'W.d.0 ,,Itrn.rea gwtI41n 14<u Ynnureb. `.4'mww/C dswnwww, .11—o so Moothew a.lMlswr.n ss on,aro m�10*W ono Tr.l.w0.'.MIMIMaY..aPolm..Mway.MNfyar11 Pan** (a.110 Note 1:Powwam.o.Nwwew Ucawons.?e.«an.w.*te arM.rr*M..m 04.4.1'w*rme roto 001. eaONa.1w W*M1M..1N.ar w*0'wwtl Mara ttl;ra...4tl1.e9Fa �r.I..r w r NM pooh r 01449Illeco..No-.,adrm.woo«w w .awr wow.1Y N'Ma*sown. ow.au s Y Meer.rood et awk wok Reaewe.*was la Oa AU owl Iwr wYW °m op IMO.,h.-mat.* nml(1*4 n.a.r1k.1.071M0* W W.srw M M Wawa. 7.4.wor.`No O.AC4,4.Tow o"whoa ar 4rN.....owwn'.'4N*.N.VyH.o rota l'� mh W •Maw NOON *avow mows No MN[away owso ft* Msao.Pwl¢.ao..040..4 so Paw IoW Wow a Maw 101140 hwoe.ew.N 4449 xvxulO Na.NNklowool OPaoihP*N. 1ar.a1 •44'49^) Maw W1**fo*4T1 a.4"ix are.IV.o...te c.a..,its. NomotwMas.N PoIrrCrc:.M.n,r<.Awna....N.ra al l..e mew caw.Iw 10011 f..*W.P m reN.l4Nwr twos we Ml.ww how'war MVP PO,w w s are wry 41Mowl an Soho lain..weft .vMO.ww/.Aws 406.6.+410 mo se rM.Ors*e4*wr..Mod M14,P.41.190. arw m cosh No*b r.*wawa roar.we 4w..V..ra.MMo Woo N Nob%:10.4'''4 anam Tlsweb.,OWN,W*4M rNor.14na,9.4.000 Pon 044'0111*. woWO.S M OM*MrclW OW.Orr'WeMe 44444.51I.w MN IOAF*1Wres re *Wok PO**41 00*0t431044 w.<Woo*.*a.*h NNW*.we..4'16.4Ir Me, .1.041w lobo.*1104141 Appendix A 50014-74648 FinalAatboliting Ord/nanfe-Capy.docr\CAK/6/2212016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 8 available on Barbur Boulevard for auto and truck traffic.The composite effect of these impacts is referred to in this analysis as the Net Motor Vehicle Capacity Reduction. In calculating the Net Motor Vehicle Capacity Reduction caused by an Alignment Option,the reduction in the overall corridor capacity of Barbur Boulevard is estimated as the highest Reduced Motor Vehicle Capacity among all of the evaluated Critical Intersections for the Alignment Option. The capacity made available to truck and auto traffic by reducing the volume of on-street buses is estimated by multiplying the reduction in the forecasted 2035 Peak Hour,Peak Direction on-street bus volume caused by the Alignment Option by the bus-auto capacity equivalence factor(1 bus uses capacity of 2 autos).These factors yield the following estimated Net Motor Vehicle Capacity Reduction on Barbur Boulevard in year 2035: - Northbound PM Peak Hour 170 vehicles per hour' - Southbound PM Peak Hour. 160 vehicles per hour' - Northbound AM Peak Hour: 100 vehicles per hour10 to 190 vehicles per hour81 As mentioned earlier,the Alignment Options do not impact motor vehicle capacity on Interstate 5 or Pacific Highway in Tigard. Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity The estimated Net Motor Vehicle Capacity Reduction on Barbur Boulevard can best be understood in the context of the overall transportation corridor serving travel between Tigard and Portland.While there are many routes that may be used to travel between Tigard and Portland,this analysis uses the three major routes included in Metro's Mobility Corridor#212 as the overall Portland Central City to Tigard/Tualatin motor vehicle corridor.As shown in Figure 2,Metro's Mobility Corridor#2 includes: • Interstate S(shown in blue in Figure 2) • SW Barbur Boulevard (99W),then along Pacific Highway and 72"Avenue(shown in red in Figure 2) • SW Macadam Avenue/OR 43/A Avenue/Boones Ferry Road(shown in yellow in Figure 2) Using the Metro Transportation Model and more detailed estimates for some segments of Barbur Boulevard,the aggregate Motor Vehicle Capacity for each of four segments of each of the three routes 170 vehicles per hour for both the most and least impactful Alignment Options. °160 vehicles per hour is rounded up from 156 or 159 vehicles per hour,and is the same for the Alignment Options with the least and greatest impact on Motor Vehicle Capacity. 1°100 vehicles per hour for the Alignment Option with the least impact on Motor Vehicle Capacity. 11 190 vehicles per hour is rounded up from 186 vehicles per hour for the Alignment Option with the greatest impact on Motor Vehicles Capacity. "http:-.www.oregonmetro.gov/mobility-corndors-atlas Appendix A 50014-74648 FinalAnlhonzing Ordinance.Copy.doe\CAK/6/22/2016 •1V . .. /" i .Portland— --\,:- e f"..t. .) • 1 .. I y. • "yi! 1 • 1. . - . t • re. '1r0 • I •• - • •. • Terwilliger r;Prr 1 - Y 1 1 • .0 - Crossroads a. - •1 n,. 4., • ,lii•1 i 1 -• V • 1 6 • •• i� ,.. c,„ 7'ga der. . - ,. ,' d I 1. •I 1, • `•i. :.r. , -uC •.•_ -t , I ..may. , ti r • ' ' V 1 •...• 1 •1 . II. 4r•• ;• ,Bridgeport Figure 2 Village Metro Mobility Corridor #2 • - ii Appendix A 50014-74648 Final AxUwrilirtq Oniman,-Copy.docx\CAK/6/22/2016 Table 2 - Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity Motor Vehicle Capacity(peak Hour). Nunn Segment: Mia Sar bur Segment: Tigard Segment: South Segment Metro's Mobility Corridor 42' Portland Segment: Crossroads 0H217/Kruse Ierwilliger Iiger- CI rossroads OR217/Kruse Bridgeport Vlll ate 8e-1 Ku. Barbur Blvd Pacific!two 12nd 1600' 1,700' 900 900 Blue Koate •Irterstatc] 6,300 6,300 6 300 1,200 y chop M.o 1e •Macadam/CN 41 A Avenue Snores leery _.201 !0V 1 4t11 1,400 1 Wal Radial Corridor Motor Vehicle Capacity 9,100 11./00 14,6004 9,SO0 Iotas Radiai — Net Motor Net Iutal Rada ucycentate leductlor Corridor Motor Vehicle Capacity Corridor Moto• icy l owl Radial Corridor Vehicle Capacttyc Reductions Vehicle CapacityMotor Vehicle Capacity Alignment Option with Greaten Impact on Motor Vehicle 1.600 186 9,414 ... Alignment Orator with lent.mead u••rvY.r.rrt VentcpN.Si�.: :/U d 4.10 1..'4 Note 1:Moto'Vence CapacM based on Metro's Transportat on Mode measured in i./ccs ow how,n Crtca Onreetnn tuners as nowt Metro has defined a series of Mobility Corridors(http://www.orgorenetro.g a/mobility corridors atlas)for the region Note 2.and for the Portland Central City to Tigard/Tualatin condor(Mobility Corridor 21 three parallel routes(Including Barbur Boulevard)have been considered part of the Mobility Corridor.The three roues re shown in Figure 2 and listed in the above Table. Note l:Capacity based on Highway Capacey Manual e4ay111 a corridor egnalaed rnte'actions Total Radial Corridor Motor Vehicle Capacity for the segment having the lowest total capacity.The yellow highlighted cell Note 4:shows the lowest segment capacity and hence the Total Radial Corridor Motor Vehicle Capacity winch Is 8.600 vehicles per hour. Note S:Net Motor Vehicle Capacity Reduction values obtained horn Table lA(largest'Net Motor Vehicle Capacity Reduction' value)and Table 18(largest'Net Motor Vehicle Capably Reduction'va,,rl Note 6:Without Alignment Option Note 7.Net Total Radial Corridor Motor Vehicle Capacity is the Total Radial Condor Matur Veniuie l.apavly n"us the Net Motor Vehicle Capacity Reduction. Appendix A 50074-74648 Final AuthodrIg Ordinaero-Copy.don\CAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 11 comprising Metro Mobility Corridor#2 was estimated(see Table 2).The aggregate Motor Vehicle Capacity of each segment was estimated by summing the Motor Vehicle Capacity of the three routes in each segment(see Table 2).The controlling Total Radial Corridor Motor Vehicle Capacity is estimated as the capacity of the segment with the lowest aggregate Motor Vehicle Capacity,which in this case is the Tigard Segment between Crossroads(Capitol Highway)and OR 217 with an aggregate Motor Vehicle Capacity of 8,600 vehicles per hour per direction. The Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity is the Net Motor Vehicle Capacity Reduction of an Alignment Option(from Table 1A and Table 16)divided by the Total Radial Corridor Motor Vehicle Capacity(8,600 vehicles per hour).To estimate the range Net Motor Vehicle Capacity Reduction of the Alignment Options,the largest value from Table 1A(190 vehicles per hour- rounded)and the largest value from Table 18(170 vehicles per hourl were used_ As shown in Table 2,the combination of the changes in traffic signalization(which are planned with our without light rail)and the lane displacements and additional changes in traffic signalization caused by the Alignment Options reduce the motor vehicle capacity on the main facilities serving Tigard-Portland traffic by about a two percent(2%)(the high and low estimates round to about same percent). Percentage Reduction in Tigard Subarea Motor Vehicle Capacity Section 53 of the City of Tigard Charter focuses on an area that extends five miles from the boundary of the City of Tigard.To consider Motor Vehicle Capacity impacts in this context,a Tigard Subarea was created as an area with a boundary that is five miles in all directions from the boundary of the City of Tigard. While the capacity of each(non-local)roadway link in the Tigard Subarea is available from the Metro Transportation Model, a methodology is required to determine the composite capacity within the Tigard Subarea.The Total Tigard Subarea Vehicle Capacity was estimated as the aggregate sum of the weighted capacity of each link coded in the Metro Transportation Model within the subarea.The weight for a link was calculated as the length of the link.The length and bi-directional capacity of each link was derived from the Metro Transportation Model.The length-weighted capacity of the Tigard Subarea was calculated for the No Build scenario(without any Alignment Option)and a scenario with an Alignment Option and the Percentage Reduction in Tigard Subarea Motor Vehicle Capacity was estimated as the percentage difference in these scenarios. As shown in Table 3,the Alignment Options are estimated to decrease the length-weighted Motor Vehicle Capacity of the Tigard Subarea by about 0.03 percent(3/100th of 1%).This value will be similar for any of the Alignment Options. Appendix A 50014-74648 Final Ardboeling Ordinann-Copy.docc\CAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 12 Table 3 - Percentage Reduction in Tigard Subarea Motor Vehicle Capacity Total Tigard Subarea Percentage Reduction in Tigard {Length-Weighted}Capacity Subarea Motor Vehicle Capacity No Alignment Option (No Build) 1,600,864 Not Applicable Alignment Option 1,600,399 0.03% Note 1:The Total Tigard Subarea Capacity is calculated by using the length and bi-directional capacity of each link coded in the Metro Transportation Model located within five miles of the City of Tigard.The Total Tigard Subarea Capacity is calculated as the aggregate sum of the weighted capacity of each link within the subarea,where the weight for a link is calcu ated as the ,ength of the link. Person Trip Capacity Impacts The Motor Vehicle Capacity measures evaluated above describe only part of the overall transportation capacity impact of the proposed light rail options to Tigard and Tualatin.While Motor Vehicle Capacity is slightly impacted in limited locations on Barbur Boulevard,these impacts are mitigated by the added Person Trip Capacity from introducing light rail into the corridor.The impacts on travel(whether by motor vehicle or transit)can be measured as Person Trip Capacity,which estimates the maximum number of persons that can pass through a Critical intersection in the Critical Direction in motor vehicles or on transit. The Person Trip Capacity of the Radial Corridor was determined for Alignment Options with the greatest impact on Motor Vehicle Capacity and the least impact on Motor Vehicle Capacity, as well as for a scenario without an Alignment Option(No-Build).Table 4 shows the steps utilized to determine the Percentage increase in Person Trip Capacity.The Increased Person Trip Capacity on transit resulting from the introduction of the light rail options was determined by multiplying the estimated maximum number of light rail trains that can be operated in the Peak Hour by the person capacity of a light rail train,and then subtracting the person capacity of the on-street buses that were removed from Barbur Boulevard due to light rail. The Person Trip Capacity in motor vehicles was estimated by multiplying the Net Total Radial Corridor Motor Vehicle Capacity from Table 2 by an assumed vehicle occupancy rate of 1.4. The increased Person Trip Capacity of the Radial Corridor is the sum in the Radial Corridor of the increased person trip capacity on transit and the decreased person trip capacity in motor vehicles. The Percentage increase in Person Trip Capacity is estimated to be 36 to 37 percent for all Alignment Options(the high and low estimate round to about the same percentage).Thus,while the introduction of light rail reduces the Motor Vehicle Capacity of the Radial Corridor by about 2%, it increases the Person Trip Capacity of the Radial Corridor by about 36 to 37 percent. Appendix A 50014-74648 Final Antboritrng Ordrnann-Copy.docx\CAK/6/22/2016 Table 4-Person Trip Capacity Impacts Pet son Trip Capacity of Nigh Capacity Transit M Direction - Inueaein Transit Ir c'i.mght Pal Person Capacity /ran Set Perron Person Capacity Potion trip Capacity honor 1�ac:Pre Per We Bag Capayaty per Number of Buses Nrmlbet of Persons Redsfcto,Ilom Per Hour Due to Mgr Options '1 -�' transit Tran' How Removed Par Nose hr Burr Buses)Per hour Capacity transit' • Option wen(neatest Impact Moto Vehicle Capacity •LI 266 5,320 12 56 672 4.648▪nment Option wen least Impact un or vehicle Capacity 'II 266 5,320 1! S6 672 4.648 Person Trip CepelNy Impacts fiat Alignment Options Person lap NK1ease In Person Net Total Radial Capacity of Trp Caoacay or Pet tentage Increase Corridor Moto Assumed ValsKk Radial Candof Alignment Options ,n Person Trp Vehicle Capacity' Occupancy Rate' Per Hour Per Noun' Capwty10 No Allgnmenl Option I440 Budd) 8,600 14 12,040 - 0% Alignment Option with Greatest Impact on Mole Vehicle Capx4Y 8,414 1 a 16,428 4.388 36% Alignment Option with Least Impact on Motor Vehicle Capacity 8'430 14 15,450 4,410 371 Note 1.Assumed headway of 3 minutes pet light rag Dan per direr on resulting in 20 ight fall trans per hour per direction for the Alignment Option Note 2:Assumed two-consist light rad trains which can accommodate 264 persons(seating and standing) Note 3: The forecasted reduction in the 2035 volume of am-sheet buses eliminated by ht y transit a 12 buses per hose per direction Nae 4.Assumed 40 foot standard bus which can accommodate Sb persons(seating and star ) Increase In Transit Person lip Capacity Per How Due to Min Capacity Transit equals Transit Person Capacity POI Mow minus Person Capacity Reduction Note S. Ilium Buses)POI Noun Note 6:See Table 2 to.'Net total Radial Corridor Mora Vehicle Capacity'to different Algnment Option. Nae 7:An average Pea Mow auto occupancy rate for the candor is 1.4 persons peg vehicle which is consistent with the Metro transportation Model. Nora B:Person Inp Capacity of Radial Cardor Pet gout equals Net Total Radial Corridor Motor Vehicle Capacity times Assumed Vehicle Occupancy Rate plus Increase In Person Trip Capacity Per Mora Due to ugh Capacity Transit Increased Person Trip Capacity of en Alignment Option shall be calculated as the numeric difference of the Person lisp Capacity of the Radial Corrldor with Not 9:the Alignment Option mins the Person hip Capacity of the Radial Corridor without the Aagmnent Option Note]O,The Percentage Increase in Person Slot Capacity of an Alignment Option is ap the fraction,eiessed as a percentage.calculated as(I)the Increased Pelson Trip Capacity of the Aagnment Option.divided by(1R)the Parson Trip Capacity of the Radial Corridor without the Alignment Option. Appendix A 50014.74648 FinalAnlborking Ordinance-Copy.dorx\CAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 14 Reduced Motor Vehicle Capacity of Unused Public ROW Section 53 of the City of Tigard Charter includes a requirement to describe the reduction in road capacity caused by the displacement(by the light rail options)of"public rights-of-way that could otherwise provide additional road capacity at a future date."These are not lanes or roads that currently exist and, in the affected parts of the Southwest Corridor,there are not any planned lanes or roads to serve as a basis for estimating such impacts. As a practical matter,there are many constraints to adding Motor Vehicle Capacity to either Interstate 5 or Barbur Boulevard.The most significant constraint may be a lack of right-of-way in the necessary (bottleneck)locations.Adding a travel lane along Interstate 5 will require widening the roadway for an additional travel lane or lanes and widening the shoulders on both sides of the roadway to bring them up to ODOT/US DOT standards. It also likely requires reconstruction of all interchanges, reconstruction of many bridges and overpasses which connect surface streets over 1-5, substantial new walls and most likely an adjustment to the roadway alignment to straighten out some of the curved sections to provide adequate sight distance meeting current standards_ In addition to the reconstruction challenges,this will require ODOT to obtain additional right-of-way that they do not currently own. Along Barbur Boulevard, expanding capacity from today's conditions requires not only additional travel lanes at bottleneck locations,but the addition of standard-width sidewalks,bicycle facilities,ADA treatments, water quality facilities,and other improvements to bring the roadway up to applicable standards. Reduced Motor Vehicle Capacity of Unused Public ROW To address this Charter requirement,the Reduced Motor Vehicle Capacity of the Unused Public ROW was estimated for the Alignment Options with the greatest and least impact on Unused Public ROW that "could otherwise provide additional motor vehicle capacity at a future date." This does not include all public right-of-way in the corridor currently not being used for a transportation facility(Unused Public ROW),as much of the Unused Public ROW is too small to accommodate a new lane or road and/or is located where a new lane or road cannot efficiently function.The Reduced Motor Vehicle Capacity of the Unused Public ROW only considers Unused Public ROW that "could otherwise provide additional motor vehicle capacity at a future date,"which is referred to as Useful Unused Public ROW in this analysis. For each applicable Alignment Option, Useful Unused Public ROW was identified as follows' • The roadway design standards or criteria (including cross-section specifications) applicable to expanding the number of lanes on the roadway was identified; cross-sections include the width of all bicycle facilities, sidewalks, shoulders, medians, or other features needed to comply with the design standard or criteria. • Based on the cross-section required to comply with applicable design standards or criteria, the width (i.e.; distance from the centerline of the roadway) of Unused Public ROW needed to added one or more lanes was determined. Appendix A 50014-74648 FinalAnthovZing Ordinance-Capy.daav\CAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 15 • Useful Unused Public ROW was identified as the area of Unused Public ROW displaced by an Alignment Option "where The width of the Unused Public ROW is sufficient to accommodate one or more additional lanes in compliance with applicable design standards and criteria,and If the roadway to be expanded is a freeway or throughway(i.e., I-5),the location of the Unused Public ROW either(I) extends along the roadway for a distance of at least one- half of one mile or(II)addresses a system bottleneck; or If the roadway to be expanded is an arterial (i.e., Barbur Boulevard), the location of the Unused Public ROW addresses a system bottleneck. The location of Useful Unused Public ROW and Unused Public ROW impacted by the Alignment Options was identified, based on the criteria described above. Figure 3 shows the Unused Public ROW for the highest impact scenario while Figure 4 shows the Unused Public ROW for the lowest impact scenario. Table 5 shows the Reduced Motor Vehicle Capacity of Unused Public ROW,which is measured by the area(in acres)of Useful Unused Public ROW displaced by the Alignment Option. Table 5 - Reduced Motor Vehicle Capacity of Unused Public ROW l (Measured in Acres) Low' High ' Unused Public ROW underlying Alignment Option 4 28.3 33.9 Reduced Motor Vehicle Capacity of Unused Public ROW due to 1.3 5.0 Alignment Option s Unused Public ROW Impacted by Alignment Option that does not 27 0 28.9 Reduce the Potential Future Motor Vehicle Capacity of the ROW Note 1 Unused Public Right-of-Woy(ROW)is right-of-way underlying an Alignment Option that is currently in public ownership and is not improved for general public use as a transportation facility.Useful Unused Public ROW is Unused Public ROW potentia'Iv available for future Motor Vehicle Capacity. Note 2 Low estimates are for Alignment Options that have the least impact on Useful Unused Public ROW(Alignment Options Nos.lAb/2Ba,2Ca,3Ca v2,4Bg/4Ce/4Bh,4Bh/5Ah/5Bh) Note 3 High estimates are for Alignment Options that have the greatest impact on Useful Unused Public ROW(Alignment Options Nos.lAt/28a,2Cf/2ce,3Cb,4BgJ4Aj 5Ad/5Ah/5Bh) This analysis only identified Useful Unused Public ROW that would be used by an Alignment Option;it did not estimate the total amount of Useful Unused Public ROW in the Radial Corridor or the Tigard Subarea. Appendix A. 500 14-7464 8 FinalAalhortzng Ordinance-Capy.dorx\CAK/6/2212016 impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 16 Note 4 The amount of Unused Public ROW that is impacted by an Alignment Option,whether or not the amount of potential future Motor Vehicle Capacity on such ROW is impacted. Note 5 Reduced Motor Vehicle Capacity of Unused Public ROW estimates the amount that potential future road capacity is reduced,measured in acre,by constructing an Alignment Option on Unused Public ROW Thus,the Alignment Options are estimated to displace 1.3-5.0 acres of public ROW could potentially provide additional motor vehicle capacity at a future date. Keep in mind that this estimate does not consider all of the practical limitations of providing additional lanes. Appendix A 50014-74648 Final Anlhoeking Ordinance-Copy.do x\CAK/6/22/2016 SW Corridor £i,,, Unused Public ROW Highest Impact 1-South Portland f Scenario . 1A 4 '-. • 0. 1Ab F 28e t 2ei i f; Sr_ ig, a s...eomw 3-PCC ,..r., 2Ce 2-Old Barbur 3Cb, .w P /3Ca v2 l ,r 4-Downtown Tigard _ I /1 °`c .' 0 � r.h. 1 4Ad t Ill _- ----71A,' s'' 4u /0.4%. /`•'� . 4C. •% ow 1, 5A4 ?may. 5-Tech Center sir ,` 5Ati t.. to Bridgeport 581 Highest Impact to Unused Useful ROW 4 InduMs options:1AI/2Ba,2Cf2Cs,3Cb,48y44 SAdISA0V5Bh 9 - No inspect on potential for future nvehicle capacity-26.9 acres C Potential Impart on Useful Unused Public ROW-5.0 acres a (Reduced Motor VehicleCapacity of Unused Public ROW) o g 58h E. ri, Note:Public Rights of Wry(ROW)highlighted in color are marentty unoccupied by transportation related facilities.These areas wound be ! ubmore laed by one or e of the identieed(1Ab-for example)potential 9 se* alignment optima The alignment option toot pn*R whipped includes transit 4 / facilities as well as associated roadway,bicycle and pedestnan lacilrties. Figure 3 ..., 015M'5 Appendix A 50014-74648 Final Authorizing Ordnance-Copy.docr\C4K/6/22/2016 SW Corridor a{sem Unused Public ROW Lowest Impact 1-South Portland Scenario x 1A1 were bodo• MO* bob, 1 t lease 2B/ t>tarti„t, e.. { vaans i � rarN� �2C1 2C/ Sy.ytla.r. a 3-PCC ""`" 2C0 2-Old Barbur 3Cb ,. Haw 3Ca v2 4-Downtown c �~ Tigard +" led •4M Aft, S !Ad $\ ,4Cel te l nmasa 6-Tech Center \\„ 6M to Bridgeport /ar %o r Sel Lowest Impact to Unused Useful ROW Includes options:1AIY213a.2Ca.3Ca v2,489/4Ce/4811,4B1V5AN58h tarts I --- J No Impact on potential for future motor vehicle caity•27.0 edea .P'g Ai Potential Impact on Useful Unwed Public ROW-115 (Reduced Motor Vehicle Capacity of Unwed Public ROW) 8hNate:Public Rights of Way(RON')highlighted in color are currently 604' unoccupied by transportation related facilities. These areas would be utilized by one or more of the identified(tAb•for example)potential Jo" p options. The alignment alignment gn option foot print mapped includes transit S � facilities as well as associated roadway,ecycle and pedestrian facilities. Figure 4 2016-06-15 Appendix A 50014-74648 FinalAnthori#ng Ordinantt-Capy.docx\CAK/6/22/2016 CITY OF TIGARD, OREGON TIGARD CITY COUNCIL RESOLUTION NO. 16- A RESOLUTION OF THE TIGARD CITY COUNCIL SUBMITTING TO THE VOTERS A PROPOSED AUTHORIZING ORDINANCE TO BE CONSIDERED AT THE NOVEMBER 8, 2016 EJECTION, WHICH WOULD AUTHORIZE SITING AND CONSTRUCTION OF A HIGH- CAPACITY CORRIDOR PROJECT IN THE CITY OF TIGARD WHEREAS, the City of Tigard City Charter ("Charter"), Section 53A, requires the City to oppose the construction of a new high-capacity transit corridor within the City boundary unless voter approval is first obtained;and WHEREAS, the Charter, Section 53C, provides that the City may not amend its comprehensive plan or land use regulations to accommodate the siting of a new high-capacity transit corridor project if the project has not first received voter approval at an election on an authorization ordinance;and WHEREAS, after due consideration, the Tigard City Council has decided to forward to the voters a proposed authorization ordinance,to allow the siting and construction of a high-capacity corridor project. NOW,THEREFORE,BE IT RESOLVED by the Tigard City Council that: SECTION 1: An election is hereby called in and for the City of Tigard, Washington County, Oregon, for the purpose of submitting to the legal voters the question of whether or not to enact an ordinance allowing City support for extending MAX light rail service to Tigard,including downtown Tigard. SECTION 2: The measure election hereby called shall be held in the City of Tigard on the 8th day of November, 2016. The election shall be conducted by mail pursuant to ORS 254.465 and 254.470. SECTION 3: The Tigard City Council authorizes the mayor, the city manager (each an "authorized representative") or a designee of the authorized representative to act on behalf of the City of Tigard and to take such further action as is necessary to carry out the intent and purposes herein in compliance with the applicable provisions of law. SECTION 4: Pursuant to ORS 250.285 and ORS 254.095, the Tigard City Council directs the city elections officer to file a Notice of City Measure Election in substantially the form of Exhibit A with the Washington County Elections Office, unless, pursuant to a valid ballot title challenge, the Tigard City Council certifies a different Notice of City Measure Election be filed, such filing shall occur no earlier than the eighth business day after the date on which Exhibit A is filed with the city elections officer and not later than September 8,2016. SECTION 5: The city elections officer is further instructed to publish notice of receipt of the ballot title in a newspaper of general distribution in compliance with ORS 250.275(5). SECTION 6: Pursuant to ORS 251.345, the Tigard City Council directs the city manager to prepare a Measure Explanatory Statement for publication in the county voters' pamphlet; said statement shall be filed with the Washington County Elections Office at the same time the Notice of City Measure Election is filed by the city elections officer. Page 1 -RESOLUTION NO. 16- 50014-36799 Final Referral resolution.docx ICAK/6/27/2016 SECTION 7: The Act, containing the full proposed authorization ordinance, is attached hereto as Exhibit B and included in this resolution by reference. SECTION 8: This resolution is effective immediately upon passage. PASSED: This day of,2016. Mayor-City of Tigard ATI EST: City Recorder-City of Tigard Page 2-RESOLUTION NO. 16- 50014-36799 Final Referral resolution.docxlCAK/6/222016 • f 7 EXHIBIT A Notice of Measure Election SEL 802 C><ty rev 1/14:ORS 250 035,250.041, �J 250.275,250.285,254.095,254.465 Notice Date of Notice I Name of City or Cities I Date of Election City of Tigard November 8,2016 The following is the final ballot title of the measure to be submitted to the city's voters. Final Ballot Title Notice of receipt of ballot title has been published and the ballot title challenge process has been completed. Caption 10 words which reasonably identifies the subject of the measure Allow City to support extending light rail service to Tigard. Question 20 words which plainly phrases the chief purpose of the measure Shall Tigard enact an ordinance allowing City support for extending MAX light rail service to Tigard, including downtown Tigard? Summary 175 words which concisely and impartially summarizes the measure and its major effect Tigard's Charter requires the City to oppose proposed MAX light rail service to Tigard ("Project")without voter approval. A yes vote approves the authorization ordinance, satisfies Charter allowing City support for Project, including service to downtown Tigard, and land use amendments. A no vote maintains Charter's opposition. City land use regulations would be amended to allow light rail maintenance yards in specified industrial zones and allow light rail to cross wetlands with proper mitigation. No housing density increase is proposed to accommodate the Project. The estimated $2.4-2.8 billion Project would only be built if federal grants are secured. Ordinance does not impose or increase any fees or taxes. No traffic lanes or contiguous properties on Pacific Highway in Tigard are impacted. Project includes sidewalk, bicycle, and road improvements in Tigard. The total amount of road capacity on existing roadways along the route is reduced by 0.03%; unused public right-of-way is reduced by 5 acres. See www.tigard-or.gov/swc for authorization ordinance and details on Project. Explanatory Statement 500 words that impartially explains the measure and its effect,if required attach to this form If the county is producing a voters'pamphlet an explanatory statement must be submitted for any measure referred by the city governing body and if required by local ordinance,for an, initiative or referendum. Measure Type I County producing voters'pamphlet Local ordinance requiring submission I Explanatory statement required ®Referral ®Yes ❑No Not applicable ®Yes ❑ Initiative ❑Yes ❑No ❑No ❑Yes ❑No ❑ Yes ❑No El Referendum ❑Yes 0 No El Yes ❑No ❑Yes ❑No Authorized City Official Not required to be notarized -*By signing this document, I hereby state that I am authorized by the city to submit this Notice of Measure Election and I certify that notice of receipt of ballot title has been published and the ballot title challenge process for this measure completed. Name I Title I Work Phone Signature I Date Signed Exhibit A 50014-36799 Final Referral resolution.docxlCAK/6/22/2016 Exhibit B CITY OF TIGARD, OREGON TIGARD CITY COUNCIL ORDINANCE NO. 16- AN AUTHORIZATION ORDINANCE TO ALLOW SUPPORT FOR SITING OF A NEW HIGH-CAPACITY TRANSIT CORRIDOR FOR LIGHT RAIL TRANSIT SERVICE WHICH INCLUDES DOWNTOWN TIGARD,RELATED AMENDMENTS TO THE COMPREHENSIVE PLAN AND LAND USE REGULATIONS,PROVIDING REQUIRED INFORMATION AND OTHER ACTIONS. WHEREAS, the City of Tigard City Charter, Section 53A. includes a policy that requires the City to oppose the construction of a new high-capacity transit corridor within the City boundary unless voter approval is first obtained;and WHEREAS,an extension of light rail transit service to and within the City of Tigard is being considered and such light rail extension constitutes a new high-capacity transit corridor under Section 53A. of the Tigard City Charter;and WHEREAS,voter approval of an authorization ordinance (under City of Tigard Charter Section 53) allowing the City to support the proposed light rail extension will substantially facilitate the development and construction of the light rail extension;and WHEREAS, the City of Tigard City Charter Section 53C. provides that the City may not amend its comprehensive plan or land use regulations to accommodate a new high-capacity transit corridor project unless the project has first received voter approval of an authorization ordinance;and WHEREAS, changes to City of Tigard land use regulations are required to accommodate the proposed light rail extension to the City of Tigard,including downtown Tigard;and WHEREAS, the Tigard City Council desires to refer the authorization ordinance required under Charter Section 53C. to the voters of the City of Tigard for voter approval on November 8, 2016. NOW,THEREFORE,THE CITY OF TIGARD ORDAINS AS FOLLOWS: SECTION 1: A City of Tigard ordinance is hereby created as provided as follows: NEW HIGH-CAPACITY TRANSIT CORRIDOR AUTHORIZATION ORDINANCE SECTION A. City of Tigard support for a new high-capacity transit corridor in the City of Tigard boundary, including downtown Tigard, is allowed. The City shall send letters notifying the public officials listed in City Charter Section 53D. of this support. SECTION B. The City of Tigard is authorized to make changes to the comprehensive plan and land use regulations to allow: (I) light rail to cross wetlands with proper Page 2 - Ordinance No. 16- 50014-74648 Final Referral resolution.docxlCAK/6/22/2016 mitigation protecting natural areas, habitat, and water quality; and (II) a light rail maintenance facility to be sited in specified industrial zones. SECTION C. The following describes aspects of the new high-capacity transit corridor project, which would extend light rail service to the City of Tigard, including downtown Tigard ("Project") as required by City of Tigard City Charter, Section 53C.: 1. Road Capacity: The total change in road capacity as a result of the new high-capacity transit corridor is described in the attached Appendix A and incorporated herein by reference. 2. Housing Density: Increases in housing density are not required to site or otherwise accommodate a new high-capacity transit corridor. 3. Land Use Regulations and Comprehensive Plan: Changes anticipated to be proposed to land use regulations or the comprehensive plan to accommodate light rail are limited to: (I) allowing light rail to cross wetlands with proper mitigation protecting natural areas, habitat, and water quality; and (II) allowing a light rail maintenance facility to be sited in specified industrial zones. 4. Projected Public Cost: the current projected public cost of the entire Project is $2.4-2.8 billion. No new or increase in City of Tigard fees or taxes is proposed for the light rail project under Tigard City Charter Section 52. SECTION D. The information in this Authorization Ordinance is based on (I) information and data available at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council and (H) the light rail corridor project options sanctioned by the Southwest Corridor Steering Committee at the time the Authorization Ordinance is referred to the voters by the City of Tigard Council. SECTION 2: The City Council of the City of Tigard finds that this Authorization Ordinance satisfies the requirements of Tigard City Charter Section 53 and Ordinance SECTION 3: The sections, subsections,paragraphs and clauses of this ordinance are severable.The invalidity of one section, subsection,paragraph or clause shall not affect the validity of the remaining sections, subsections,paragraphs and clauses. SECTION 4: This ordinance shall be effective upon certification by the County Elections official that it has received voter approval at an election conducted on November 8, 2016. Page 3 - Ordinance No. 16- 50014.74648 Final Referral resolution.docx CAK/6/22/7016 PASSED: By vote of all Council members present after being read by number and title only, this day of ,2016. Carol A. Krager, City Recorder APPROVED: By Tigard City Council this day of _, 2016. John L. Cook, Mayor Approved as to form: City Attorney Date Page 4 - Ordinance No. 16- 50014-74648 Final Referral resolulion.dooKAK/6/11/1016 APPENDIX A Roadway Capacity Reduction Analysis June 20, 2016 Appendix A 50014-74648 Final Referral resolution.docx\CAK/6/22/2016 . el/ D KS � 1 , t 20 SW Washington St. MEMORANDUM tW4,Win1104i / u,teS a 7 Portland,O 9 20, Cs/7 2 •';I 503.243.3500 DATE: June 20, 2016 .7/ www dksassociatescorn TO: City of Tigard ` FROM: Peter 1.Coffey, PE SUBIECT. Impacts on Road Capacity of Southwest Corridor light Rail Transit Project Options. The City of Tigard Charter requires the City to oppose any high-capacity transit project,such as the proposed options to extend light rail service to Tigard,unless the voters first approve an authorization ordinance supporting the project. The Charter also creates requirements for what must be included in the authorization ordinance.One requirement is that the ordinance must describe the total amount of road capacity or potential future road capacity that may be reduced by the project options. The Charter requirement does not call for a comprehensive analysis of the impacts and benefits of the light rail options on the road network,it solely focuses on the reduction in road or potential road capacity within the five mile radius around the City of Tigard boundary.A reduction in public right-of- way that is not currently used for a roadway but that could potentially be available for new road or highway lanes in the future must be addressed,whether or not there is any plan for the additional road or highway lanes. Thus the Charter requires road capacity to be measured on a spatial for area)basis and to consider the capacity of unused rights-of-way on which no roadways are currently planned.To address the unique requirements of the Charter,the City enacted an ordinance that established the"Methodology to Estimate the Total Amount of Road Capacity Reduced by a New High-Capacity Transit Corridor,"which sets in the city's laws a definitive and transparent approach to addressing the Charter requirement regarding road capacity. This report is prepared in accordance with city's required methodology,and uses the terms defined therein.The analysis is based on alignment options,information,and data available at the time the authorization ordinance is referred to the voters by the City Council The analysis and findings of this analysis do not supplant the need for future traffic analysis that will be done for the Environmental Impact Statement. The report finds that while causing a slight loss of road capacity along the overall transportation corridor between Tigard and Portland,the proposed light rail options cause substantial increase in the person- trip capacity of the overall transportation corridor between Tigard and Portland.No loss of existing road capacity occurs in Tigard,although light rail options use some unused right-of-way,primarily alongside Exhibit B 50014-36799 Final Referral resolution.docx\CAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20, 2016 Page 2 of Interstate 5 that potentially could be available for added lanes should additional lanes be planned in the future. None of the light rail options impact Pacific Highway in Tigard. Background Traffic Analysis of Barbur Boulevard Corridor This analysis of the capacity impacts of the Southwest Corridor light rail options on existing roadways focuses on Barbur Boulevard because it is the existing roadway(as opposed to possible future roadways, which are addressed separately later in this report)affected by the proposed light rail options between Tigard and Portland. No lanes on Interstate S nor on Pacific Highway in Tigard are impacted by the proposed light rail options, except to the extent that the light rail options may attract more riders and thereby reduce auto traffic on these facilities.' There have been several recent traffic analyses of the Southwest Corridor and Barbur Boulevard in connection with the proposed options to extend light rail to Tigard that evaluated the corridor from downtown Portland to Tigard and Tualatin.2 These previous traffic analyses concluded that key signalized intersections in the year 2035 will either continue to operate within mobility targets or will not significantly worsen from 2035 No-build conditions with the addition of light rail along Barbur Boulevard. The City of Portland recently adopted the Barbur Concept Plan for the six-mile Barbur Boulevard corridor from Portland's Central City to the Tigard city limit. Key provisions of this plan are to"establish safe and comfortable conditions for active transportation"in the corridor, "complete pedestrian and bicycle connections and access to transit throughout the corridor,"and "prioritize active transportation improvements on Barbur."'To make Barbur Boulevard more pedestrian-and bicycle-friendly,the traffic signals on Barbur Boulevard will need to devote more"green time"for cross-streets to make it easier for pedestrians and bicyclists to cross Barbur Boulevard.Consequently there will be less"green time"for the north-south motor vehicle traffic on mainline Barbur Boulevard.This change in signal timing along Barbur Boulevard results in decreases in Motor Vehicle Capacity,and is anticipated whether or not light rail is extended to Tigard. 'Along Interstate 5,all existing lanes remain in each direction and along Barbur Boulevard,south of the Naito Parkway confluence,two through lanes remain in each direction. 'SW Corridor Supplemental Refinement Traffic impact Analysis Executive Summary Traffic Report,DKS Associates, March 16,2016 and Final SW Corridor Traffic Analysis and Operations Memorandum,DKS Associates,July 29,2014. 'Mobility targets measured through a volume to capacity ratio(v/c ratio). ` Barbur Concept Plan,City of Portland,April 2013(page 481;Resolution No.37014,adopted by City Council April 24,2013. Exhibit B 50014-36799 Final Referral res of ution.docx I CAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20, 2016 Page 3 Motor Vehicle Capacity Impacts on Existing Roadways The Vehicle Lane impact Map, provided as Figure 1,shows the general location of vehicular lanes on Existing Roadways that will be displaced or that will be added for general public traffic by an Alignment Option.As shown, while there are no impacts along Interstate 5 or on Pacific Highway in Tigard,some use of existing lanes occur in locations along Barbur Boulevard in Portland. However,the changes in the configuration of lanes on Barbur Boulevard may not directly translate into a material change in the Motor Vehicle Capacity of Barbur Boulevard.as the operations of the intersections along Barbur Boulevard must also be taken into consideration. The design of intersections (including traffic signals)along arterial roadways and interchanges along freeway segments (where weaving and merging conditions exist)are major considerations in determining the Motor Vehicle Capacity of these facilities. Intersections and interchanges are typically the controlling bottlenecks of traffic flow and the ability of a roadway system to efficiently carry traffic is generally diminished in these areas.The main consequence of a bottleneck is an immediate reduction in capacity of the roadway. For arterial roadways such as Barbur Boulevard,the controlling bottlenecks are signalized intersections,and the most congested of these intersections are referred to as Critical intersections. Net Motor Vehicle Capacity Reduction on Existing Roadways Using the recent traffic analyses for the SW Corridor,'the Barbur Boulevard corridor was assessed to identify Critical intersections associated with the proposed Alignment Options. Since Interstate 5, Pacific Highway in Tigard,and other corridor routes are not impacted by any Alignment Option,there was no need to assess Critical intersections on those facilities. Intersections on Barbur Boulevard were identified as Critical Intersections if the overall intersection Volume to Capacity Ratio(V/C Ratio)forecasted for the year 2035 was greater than 0.90.The following intersections met this criterion- • Barbur Boulevard and 60`r Avenue(AM peak) • Barbur Boulevard and Capitol Highway(AM and PM peak) • Barbur Boulevard and 24° Avenue/I-5 SB Off-Ramp(AM peak) SW Corridor Supplemental Refinement Traffic Impact Analysis Executive Summary Traffic Report.DKS Associates, March 16,2016 and Final SW Corridor Traffic Analysis and Operations Memorandum,DKS Associates,July 29,2014.` The 41.Avenue?Caruthers Street/Broadway intersection in downtown Portland is controlled by downstream congestion at the 6°i Avenue/Broadway intersection,the on-ramp to 1-405 and other downstream congestion locations The reconfiguration of this intersection does not impact the Motor Vehicle Capacity of the roadway system in this area of closely spaced traffic signals.The downstream constraint(6"vBroadwayl is not changed try this project.Therefore,the 4" Avenue/Caruthers Street/Broadway intersection was not considered a Critical intersection for this analysis. Exhibit It B 50014-36799 Final Referral resolution.docxICAW6/22/2016 SW Corridor 44t°. -".. Vehicle Lane ) Impact Map 1 -South Portland IAV e n..aa..,a tn I (au. ; ,"-......, '..\ 4 i v..ot 2Ba r F ..s i t/, M+sa.,v, 2Cf S ,0 :::, 3-PCC G T.dx.I.ry 2G 2-Old Barbur 3Cb `.__ Mw ./ _ 3Ca�Pv2 4-Downtown - - 1 Tigard 446 / p 1 4Ad €-:LIQ 7 l }lI 4Ce L— \\ 4Bli, 5Ad\TunDew ` 5-Tech Center 5An to Bridgeport n„.y n.,..., c) 56f e 1 1 , Legend 7 Includes all Curets Options nteufir �vft/F Option Maintains existing through lane(s) 4;\ R Option Converts one v ocular through lane 43 Option Converts center vehicular turn lane k SM Option Adds an LRT lane only-No vehicle lane impacts Option Adds new vehicular tants)•vehicle lane increase i .."0” Note:Light blue lines indicate areas light Rail would not be `� in a roadway ten in its own Rights of Way(ROW) Figure 11' MO _I46.44 201,5-0 6-15 Exhibit B 50014-35799 Final Referral resolution.docx)CAK/6/22/2016 impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 5 • Barbur Boulevard and 191'Avenue/Capitol Hill Road (AM and PM peak) • Barbur Boulevard and Terwilliger Boulevard(AM and PM peak) • Barbur Boulevard and Hamilton Street(AM peak) • 4`.Avenue and Caruthers Street/Broadway(AM peak)• Motor Vehicle Capacity and Volume to Capacity(V/C)Ratios for each of the Critical Intersections were estimated,using the practices described in the Highway Capacity Manual, for the 2035 No-Build (without an Alignment Option)and the 2035 system with Alignment Options(with light rail transit). During the AM Peak-Hour(future year conditions)traffic volumes are very directional on Barbur Boulevard with northbound volumes approximately two-to-four times greater than southbound traffic volumes and V/C Ratios for the northbound through movements are also significantly higher than for the southbound movements (see Table 1A and Table 1B) Therefore,Motor Vehicle Capacity reductions for the AM Peak Hour were evaluated in the northbound(critical)direction. During the PM peak hour (future year conditions)traffic volumes were relatively balanced in both directions and therefore Motor Vehicle Capacity reductions were evaluated in both directions on Barbur Boulevard. Tables 1A and 1B show the estimated reduction in the Motor Vehicle Capacity of each Critical Intersection along Barbur Boulevard caused by the Alignment Options. Reduced Motor Vehicle Capacity is calculated as the difference of the Motor Vehicle Capacity of the Critical intersection without the Alignment Option minus the Motor Vehicle Capacity of the Critical Intersection with the Alignment Option.To illustrate the range of potential impacts of the Alignment Options,Table 1A shows results for the Alignment Option having the greatest impact on Motor Vehicle Capacity on Barbur Boulevard and Table 1B shows results for the Alignment Option with the least impact. The Motor Vehicle Capacity impacts of Alignment Options on the Critical Intersections are used to determine the overall Motor Vehicle Capacity impact on the Barbur Boulevard corridor.Alignment Options impact the overall Motor Vehicle Capacity of a roadway in two distinct ways: (I)changes in the physical configuration and traffic signalization of Critical Intersections,as described above,and(n) changes in the volume of on-street buses on Barbur Boulevard.With the introduction of light rail,some buses currently operating on Barbur Boulevard are no longer required because they are replaced by light rail vehicles operating on a dedicated right-of-way.This makes additional Motor Vehicle Capacity 'The 4th'Avenue/Caruthers Street/Broadway intersection in downtown Portland is controlled by downstream congestion at the 6°i Avenue?Broadway intersection,the on-ramp to 1-405 and other downstream congestion locations.The reconfiguration of this intersection does not impact the Motor Vehicle Capacity of the roadway system in this area of closely spaced traffic signals.The downstream constraint(6° Broadwayl is not changed by this project.Therefore,the 4" Avenue/Caruthers Street/Broadway intersection was not considered a Critical intersection for this analysis. '2000 Highway Capacity Manual,Transportation Research Board,Special Report 209,2000,Chapter 16. Washington DC,2000. Exhibit B 50014-36799 Final Referral resol ution.docx I CA K/6/22/2016 Table lA-Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on Existing Roadways(Barbur Boulevard) (Alignment Option with Greatest Impact on Motor Vehicle Capacity) Mate.rrtk41:eadte Ne.Mal.,whir.C Ndusee Nanlra440w9.ae. sesalebe.?1e 0rallen rarthboula 01406. s0Waowr Op.wr0 (apache/read 11.9 Maw IWu.M Camden Na Meter Mawr M8144.1 04 .eel Mapes! Ilaaed Meer UP Iv wba9 Maw 514c4 Up F wade Pe tate' Ne well 009149' Op11ere Ne w?l' He Solid' Optlet' WPM' Veld.*1:ap.Mr Melo$p r C4•444e 4aawne.4 NOW..r Garr wrwao" Caparne 9/t 1r4' Capacity' 9/U Napa' Caea9'Wn par' Capacity. r/c a91e' el Yeenee.' &Pei 904049..' rer11w9..' Yew' 1 4.amw.' PM peak Near(err bas( SW Serb.grey(laws 990)12W(apbl ler 19B 041 1466 0.15 2492 ,014 gbh 0.93 Ilia: 24 I:.' ( .4 44 SW SaabsMM e/l (Mee WPM w1.../I IPIV ('lb Has 04 U11 24l t1f2S :1. Ill 1.91 191 la :d I9 f ,t 119 SW Sart.MM(Hoe 990)12W Isnot ea.1.240 1114 109 1)x1 :.11 :4411 U/0. 1424 La. 144 14 I10 awl ,4 I54 1M Ie&Ire(9W*AI SW lark.Owl(Hera 99011101« 1594 091 I509 0.91 4.10 ' 0.14 92 24 n SW sat.19W(Mary 990)a sW(apd iso 4541 019 1504 0240 ' n./ 01 • 0 II 24 .2 4W Yang 119$(Ihry 910)a]4dl55001 ,.. tn/ 090 2410 0.90' 1 u.41 0.41 111': 24 I 1/. SW Saabs MM(Nre 99W1&(spool w 94/19ci,. 194. 091 9114 105 045 1 0.4 410 2a 1! SW garb.110(Me999W1 a SW Ie.eWp.r MM 16'./ 120 1592 Ole . au ' a12 65 24 2. SW garbs/IM(Hee 9VW111W Haman.5rese le 14 122 1492 102 , 0.11 ' dal 114 4 .0, it..x 0019 Peal Mau Vane Whom rax4l,r.aa fp 0.123.9e044 1140.4•19 U.aya•wu 0.6.1•411...aelalWsee.11SW Conde.5.M4m.n.al ern.-.r.Tie. a4.kab9.waal••w1•9541/1411./.11.11.1.014141/10.40/49 wN 900*!. 0..MpW.4*DA.w S.w,ale 11I114 heel 0115 Aelauatti Med,le70190411 Feel SW44rere Oe4 .arson.waw ala'sarp 00r.494 MM a wawa.ei 11 Candor nag/.09490s awl Owe Sang Ma+ceadueo 0S afaoriMK Ir,191014 blo1e11,wr Naas,ewe.der,/4Wla,M4IMN9adrlm9pawlraa.4wo na.ar nrd.aelaindene laws.a gaingaine.a 144 e alnMawowe)w faWY. bac44n a 44014 perste.aow9ee Ta a Aseraelra,.rxrg se erten aa.a„nwvaw,a acenunen kW..dcr•adAThe lee Nog V..atwr19444194Nbr.ea?Y.Y re lee Deka.0eal.l 4a.na?.arayedaa ase11.bra-ael5014.e9,ranIW4K.r.arb.0,a.gr91.1009*? ...as bow ti*.YNpue.•der Wer Val.r r,..ap leB?dr1 r.110 Hotel &re dew ca....a lots/as T 'trat.ua..4 la.wwucfm 44['4.00x1 tne nae 'bee/p_.,4 pw brehNMa.+.br werNarar9 pr'a.11 ees.4.PM alla�,alra.a e.el M,odse9+Klee mrtn dead:aell9.atea.•alre 94,..90 Mrwwesx pa.la.Np.M gal bera.w*.eSa ownes.1.e nta,VMN4 par Paw n..t r.>x4xd a...a1lata seaax._ WIT*W Mw hate rM9ppN1l Medea Ca►eM rasa.waha.s,tpW 1na.Yawnla am gel Wal.. Orr h,vn.'No{w:d•it,he farm a'.4ew.afaw,ea Mtn•.'tlyrw,.0..w:pN agreedawe wt.*flew el wl.r.aela,urn b hate rape..nwld Wk.2 aperrM.jpv ba/rneuN,a nee nM drawl Iowa w Mawr yds.Capes,need,a Opeon Note a 44err 0abw Cewr.l. Xa/1Ca V) dr Ml>,..'[ante,•M Valor 401.11/0444911,d VK Rawl'teal we to rawer 19pl Petr a.gr,aaa4 bow 994,0.CapxF Vete,aa99ee.er.o9aan anal.Borg Caaaer lfa9 Nod II raw,ra a.n9.r.ulwe. 44230 N W pr hew Now 1091•aR al..ata wry 4Ma13aa es 4W 1118.ar4 ted n*Oebeu,a M.w1 9. ..r,l.nWe lee bare.net arra.mar 1e...004 sank as,. Wr*4 Caw" e N naradeh94&ellen are alu Yra:a00 ter.akar k lion S:....4...•1106116.0.1 40.144,0.May 4.45/rN her."Pa:41 44saa 0..9.0.9.14.4 x N 234&6404 a&Med Oard•e w.0u1.1 N M pr new,904 10231 tlaw2ere,weft nee Me.r*balaads/Wedredgers*0.23 rota"a0rte,Mn1van sere;sawn.,acre &.90691 entries Y,4.. Exhibit B 50014-36799 Final Referral resolution.d ocxICAK/6/2222016 Table 1B-Motor Vehicle Capacity and Net Motor Vehicle Capacity Reduction on Existing Roadways(Barbur Boulevard) (Alignment Option with Least Impact on Motor Vehicle Capacity) Motor VOW.OW4I3 Mt MAW Velddl4 N 144.030,, 11.0604.100430' Swatbe..a 0k.ctbn 114006.0010.4011. 5.1011ke..d 000.011.,, 401 111104.00�d *30114,«3 0Ilp.e.e t hors&Maw C*O4dtt New/ Na Maw .Vehicle fa044Mf 1 Na 4. 114.11,41? N.Md' 00003 011141 00 So.' No 0414.' w ti V4b.f4 Maw W+W W F op0.al. Option' 000041 Va11d.C*M.10f rbotlsnd C*01+d•f Caws*,al OY1.btgnd (awdN 14191,01 Iele.ac . ' C44.1N' ./.11.10' (40.04we .h 000' Ca4wr0'*/*1,40' 9.4'4.93 ./.0000' 34 00400010' &woe 11.41I01.n' bMwabn' Wm' 034940..' 3M Rook 3401(fat.0101 .4 M10tur Svc mt.0451 S SW 109011rtw Orr. 1114 1.01 1140 III 1604 01 1414 001 114 /4 110 161 24 104 RM P00 MOM 06a 1 30) 40004*Wr 501410*0WW1 4 SW 1eoa*40er 0040 1651 tID 2044 O0k ' 0 0.11 M 24 41 t e 1 WI arbor btd 1043499W(O SW Iwnldlun Vee* 1616 141 4M4� 101 w ' 0.14 114 K 100 Tr w 0®S for lbw Mew 0.140000444.10.1.Mw 4e*1404.01.., c mor a'G,.o tv..an:t...c-00,901.m..I;l Co.'a,SaK.ere.1.O*M.n.er*irV•+ 340«000.00104 ww*.o•.w*el*1O..Itl 004.0.4000.034341,,0 Neel 01-0,0144440'M1ww.e Surn-444 T-alt.Mart.tol wto.uer.400;n 16 XI.oro:I 14 41,W Nle 6,004440114,Y......s'MOtr"'«M 49005 Uwe oral MarMrl..a 11 Cow.Tarlo kw*.and Cow*.Moro.waw.O.s.tvr.r.a. !.r...14 40.0.0.011.1.llootosiftb,0144las w*LIw.*ba. waw.0.4400.01.4.0,0041 tam a lbw ow*.e.swrl1 waft .a.tlb Raw*Y..4f weld. aroma' T o4'*.40o neow41YMY�'..*.w0Wuarnw 40.4vwn 00100,k cmer94.W TO.Nr Maw WM.[MM*frbryMnrtlnlMYtN Crew brrwnbs ........0•0104 000 0*ttMw tlN*TIM 0.tar.ere or oro*40%00 0010 710 0.40 . ...d Pit 044, .Iw Maw vMkr 0010099 ot.n 1>.1/6 Nob l:s>w....aw 44900434000.0.0Twwsla01ne.ewUa�nrur6M axa wr,,0.044,w« 1b1e/'aY00~'kwwt..5.3340,00 0101Now 00,00.20 145,,01.9..0.awn N.haw 1.e'00 Ma kw rww0 io.en.101 r.1trai.rv.:es 0010Ir a 4e.044w4faw.0l..wwn«.ww4 mat taa-a4444.400000'0..ow.ldf.M rwRM M.kMw M4Mwrldratw.Coosa.4ewoahow'.leas .re cor4.w34.Mira.motto ae.t 34040004 1043,.4.4.,4. tO11N0.'Ne OJd'rd.Sbr4'4.90,an M.Omm30401''.'YOm.w'.No.&it No 3105.1:00101.40 oto RMI d1441,04b Yob WOW*CAP., 00030' 34.n.r4.4Va1MComdl.a 10,00..4o4.N00eMC4.r*f 202X.1 1 Nolors11`4.Fw..el0o.l0+[Mst. 4.00000'044«11.'1«Mrw Vawr Caw.)4.YR ora'MMn.U 00bet•ON. Nob 4:0010.04 nue 00..0 Caws'131.04 401,04 d.r4ma0M Y In Uey Co.,Iw Nor 1/ 0100 ow*Ai path both roar 10111•att...e,..we own Wens.00r44.b low.*f MR0120..4.ww.a1v..weary toe to tow ow.4.4rw M•..113.40hv'd wK.Mona. /'Mnrr Ca*tS W.Ice the,,0,,300,0 p.m we w 9103101011,Mew Ova Or Nae 0:so./....14.40.1....,Owns 0.4.4Ir4 Ir.a.:000,0,4.0.01.two.4.04.01.11. ,44,00440 Y 0400401,00.0 any 1.a W 6w wI..41w 1134!0151 nal,.ekww 404.40*aim to Mr atm..atd twa«e 04.4:19..bo0nethere',,01,.04 O4.. abaft.Oar.1044.04 Exhibit B 50014-36799 Final Referral resolution.docxlCAK/622/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 8 available on Barbur Boulevard for auto and truck traffic.The composite effect of these impacts is referred to in this analysis as the Net Motor Vehicle Capacity Reduction. In calculating the Net Motor Vehicle Capacity Reduction caused by an Alignment Option,the reduction in the overall corridor capacity of Barbur Boulevard is estimated as the highest Reduced Motor Vehicle Capacity among all of the evaluated Critical Intersections for the Alignment Option. The capacity made available to truck and auto traffic by reducing the volume of on-street buses is estimated by multiplying the reduction in the forecasted 2035 Peak Hour,Peak Direction on-street bus volume caused by the Alignment Option by the bus-auto capacity equivalence factor(1 bus uses capacity of 2 autos).These factors yield the following estimated Net Motor Vehicle Capacity Reduction on Barbur Boulevard in year 2035: - Northbound PM Peak Hour: 170 vehicles per hours - Southbound PM Peak Hour 160 vehicles per hours - Northbound AM Peak Hour: 100 vehicles per hour`°to 190 vehicles per hour" As mentioned earlier,the Alignment Options do not impact motor vehicle capacity on Interstate 5 or Pacific Highway in Tigard. Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity The estimated Net Motor Vehicle Capacity Reduction on Barbur Boulevard can best be understood in the context of the overall transportation corridor serving travel between Tigard and Portland.While there are many routes that may be used to travel between Tigard and Portland.this analysis uses the three major routes included in Metro's Mobility Corridor#2"as the overall Portland Central City to Tigard/Tualatin motor vehicle corridor.As shown in Figure 2. Metro's Mobility Corridor#2 includes: • Interstate S(shown in blue in Figure 2) • SW Barbur Boulevard(99W),then along Pacific Highway and 72"Avenue(shown in red in Figure 2) • SW Macadam Avenue/OR 43/A Avenue/Boones Ferry Road(shown in yellow in Figure 2) Using the Metro Transportation Model and more detailed estimates for some segments of Barbur Boulevard,the aggregate Motor Vehicle Capacity for each of four segments of each of the three routes 170 vehicles per hour for both the most and least impactful Alignment Options. 160 vehicles per hour is rounded up from 156 or 159 vehicles per hour,and is the same for the Alignment Options with the least and greatest impact on Motor Vehicle Capacity. 1° 100 vehicles per hour for the Alignment Option with the least impact on Motor Vehicle Capacity. " 190 vehicles per hour is rounded up from 186 vehicles per hour for the Alignment Option with the greatest impact on Motor Vehicles Capacity. 17 http://www.oregonmetro.gov/mobility-corndors-atlas Exhibit B 50014-36799 Final Referral resolution.docxICAW6/22/2016 7. !S.'.. . s . . _ D p.. ".Portland• — • r . 1 r, t 1 fi a R N.. I. . i' a . , c • • , ;••�i r tif • • t• - 3 Terwilliger .; - • - • •. r Crossroads - *. a • ., I, �`. .. •.„, • 13. • • , • • 1' I r•• 1. - Tigard: • • :•t t.61 3• : Y 4..• 4 ` .r,I •; `yq. • • •1. • . , ' . , N . t• � • • .. •• r — I rr. Br d 'Bridgeport Figure 2 2_ p . "+ Village Metro Mobility Corridor #2 If . ;+ 1 Exhibit B 50014-36799 Final Referral resolution.docxlCAK/6/22/2016 Table 2 - Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity Motor Vehlde raprtty(Peak How)' Mid bar bu' 4u't.,Segment: 'igard Segment: South Segment Segment. Metro's Naky Corridor 1/21Por!land t1 Terwilliger Crossroads OR217/kruse I r PvrlIllger OR217/kruse Bridgeport Village Crossroads Red Route Ilarbur blvd PacMc!hey•72nd it' 1.70i1t 900 900 blue Route Irterstate S 6,300 6,_100 6,300 7,200 venue Route Macadam/OR 413 A Avenue Booms ferry 1200 100 1.400 1,400 total Radial Corridor Motor Vehicle Capadty 9,100 11,700 0MG' 1,500 Iota)Radial Net Motor Net total Radial pereenuse Raducgon Corridor Motor Vehicle Capacity Corridor Motor M total Redid Corridor Vehicle Capacity' Reduction' Vehicle Capacity' Motor Vehicle Capacity Alignment Option with Greatest Impact on Motor Vehicle 8.600 186 8,414 2-2% Alignment Option with Leat impact on Motor Vehicle 8.600 110 8.430 2-OM Nate 1:Moto'Vence rape[?,bases on Metro's rransavtAton Model measures in uehtces pe,hoe in Grua Direction behalf a nmol Metro has defined a series of Mobility Cnrndon(hrtp://wuw.oregonnetrogov/mobility-corndors atlas)for the region and for the Portland Central City to Tigard/Tualatin corridor(Mobility Corridor 2)three parallel routes(Including Barbur Note 2.Boulevard)have been considered part of the MobilityCorridor.The three routes re shown In Figure rgura 2 and listed M the above table. Note 3:Capacity bores on rrrghwer capacty Manusl ma yes or ccrrdor so/hall/0d nteTactro',s total Radial Corridor Motor Vehicle Capacity for the segment having the lowest total capacity.the yellow highlighted cell Note 4:shows the lowest segment capacity and hence the'?tel Radial Corridor Motor Vehicle Capadty which h8,600 vehicles per how. Note S:Net Motor Vehicle Capacity Reduction values obtained Ram later 1A)largest'Net Motor Vehicle Capadty Reduction' value)and table 18(largest'Net Motor Vehicle Capacity Reduction'value). Note 6:Wahout Nachman!Option Note 7:Net total Radial Corridor Motor Vehicle Capacity Is the 'otal Radial Corridor Motor Vehicle Capacity minus the Net Matin Vehicle Capacity Reduction. Exhibit B 50014-36799 Final Referral resolution.docxICA K/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20, 2016 Page 11 comprising Metro Mobility Corridor U2 was estimated(see Table 2).The aggregate Motor Vehicle Capacity of each segment was estimated by summing the Motor Vehicle Capacity of the three routes in each segment(see Table 2).The controlling Total Radial Corridor Motor Vehicle Capacity is estimated as the capacity of the segment with the lowest aggregate Motor Vehicle Capacity,which in this case is the Tigard Segment between Crossroads(Capitol Highway)and OR 217 with an aggregate Motor Vehicle Capacity of 8,600 vehicles per hour per direction. The Percentage Reduction in Total Radial Corridor Motor Vehicle Capacity is the Net Motor Vehicle Capacity Reduction of an Alignment Option(from Table 1A and Table 18/divided by the Total Radial Corridor Motor Vehicle Capacity(8,600 vehicles per hour).To estimate the range Net Motor Vehicle Capacity Reduction of the Alignment Options,the largest value from Table 1A(190 vehicles per hour- rounded)and the largest value from Table 1B(170 vehicles per hour)were used. As shown in Table 2,the combination of the changes in traffic signalization (which are planned with our without light rail)and the lane displacements and additional changes in traffic signalization caused by the Alignment Options reduce the motor vehicle capacity on the main facilities serving Tigard-Portland traffic by about a two percent(2%)(the high and low estimates round to about same percent). Percentage Reduction in Tigard Subarea Motor Vehicle Capacity Section 53 of the City of Tigard Charter focuses on an area that extends five miles from the boundary of the City of Tigard.To consider Motor Vehicle Capacity impacts in this context,a Tigard Subarea was created as an area with a boundary that is five miles in all directions from the boundary of the City of Tigard_ While the capacity of each(non-local)roadway link in the Tigard Subarea is available from the Metro Transportation Model,a methodology is required to determine the composite capacity within the Tigard Subarea.The Total Tigard Subarea Vehicle Capacity was estimated as the aggregate sum of the weighted capacity of each link coded in the Metro Transportation Model within the subarea.The weight for a link was calculated as the length of the link.The length and bi-directional capacity of each link was derived from the Metro Transportation Model.The length-weighted capacity of the Tigard Subarea was calculated for the No Build scenario(without any Alignment Option)and a scenario with an Alignment Option and the Percentage Reduction in Tigard Subarea Motor Vehicle Capacity was estimated as the percentage difference in these scenarios. As shown in Table 3,the Alignment Options are estimated to decrease the length-weighted Motor Vehicle Capacity of the Tigard Subarea by about 0.03 percent(3/100"'of 1%).This value will be similar for any of the Alignment Options. Exhibit B 50014-36799 Final Referral resolution docx lCA K/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 12 Table 3 - Percentage Reduction in Tigard Subarea Motor Vehicle Capacity Total Tigard Subarea Percentage Reduction in Tigard {Length-Weighted}Capacity Subarea Motor Vehicle Capacity No Alignment Option (No Build) 1,600,864 Not Applicable Alignment Option 1,600.399 0.03% Note 1:The Total Tigara Subarea Capacity is calculated by using the length and bi-directional capacity of each link coded in the Metro Transportation Model ocated within five miles of the City of Tigard.The Total Tigard Subarea Capacity Is ca''culated as the aggregate sum of the weighted capacity of each link within the subarea,where the weight for a link is calcu ated as the length of the link. Person Trip Capacity Impacts The Motor Vehicle Capacity measures evaluated above describe only part of the overall transportation capacity impact of the proposed light rail options to Tigard and Tualatin.While Motor Vehicle Capacity is slightly impacted in limited locations on Barbur Boulevard.these impacts are mitigated by the added Person Trip Capacity from introducing light rail into the corridor.The impacts on travel (whether by motor vehicle or transit)can be measured as Person Trip Capacity,which estimates the maximum number of persons that can pass through a Critical Intersection in the Critical Direction in motor vehicles or on transit. The Person Trip Capacity of the Radial Corridor was determined for Alignment Options with the greatest impact on Motor Vehicle Capacity and the least impact on Motor Vehicle Capacity, as well as for a scenario without an Alignment Option (No-Build).Table 4 shows the steps utilized to determine the Percentage Increase in Person Trip Capacity,The Increased Person Trip Capacity on transit resulting from the introduction of the light rail options was determined by multiplying the estimated maximum number of light rail trains that can be operated in the Peak Hour by the person capacity of a light rail train,and then subtracting the person capacity of the on-street buses that were removed from Barbur Boulevard due to light rail. The Person Trip Capacity in motor vehicles was estimated by multiplying the Net Total Radial Corridor Motor Vehicle Capacity from Table 2 by an assumed vehicle occupancy rate of 1.4.The increased Person Trip Capacity of the Radial Corridor is the sum in the Radial Corridor of the increased person trip capacity on transit and the decreased person trip capacity in motor vehicles. The Percentage increase in Person Trip Capacity is estimated to be 36 to 37 percent for all Alignment Options(the high and low estimate round to about the same percentage).Thus, while the introduction of light rail reduces the Motor Vehicle Capacity of the Radial Corridor by about 2%, it increases the Person Trip Capacity of the Radial Corridor by about 36 to 37 percent. Exhibit B 50014-36799 Final Referral resolution.docx ICAW6/22/2016 Table 4-Person Trip Capacity Impacts Person Trip Caged ly of NM CareNy Tame Per OhsQMm Entrees*in Transit I or tight RMI Person Capacity transit Person Person Capacity Person f rip Capacity Transit trains Pei Pet Lase Rail Capacity per Number of Buses Number of persons Reduction(from Per Now Due to Nigh Alignment Options Hour' Transit from' How Removed Per naw' Per Bus' Buses)Per Mow Capacity Transit' element Option with Caeatest Impact 20 266 5,320 12 S6 672 4,648 on Moto.Vehicle Capacey e Alignment nment Option withleast Impact on Moly Verscle Capacity 20 266 5.120 12 Sb 672 4,648 Person Trip Capacity Impacts lar Airmen.Option. Poston Trip Increase in Person Nes Total Radial Capacity of Trip Capacityof Percentage Increase Condor Moto' Assumed Vehicle Radial Cando. Alignment Opboes in Person Trip Vehicle Capacity' Occupancy Rate' Per Hour' Per hour' Capacotyu Alignment Optbn Into1 Build) 8,600 4 12,040 - *nitwit Option with Greatest Impact Motes Wlwle Capacey 8414 t.a 16,428 4.388 36 ynment Option with Least Impact on as Vehicle Capacity 8'440 1 4 16,450 4,430 3 Note 1.Assumed headway of 3 merutes per light tail train per drecton resulting m 20 lyhl'al team per how pet duection for the Alignment Option Nae 2.Assumed two-consist hghl rail trams which can accommodate 266 persons(seating and sanding) Note 3. The forecasted'eduction in the 2035 volume of ors-street buses elannated by high-capacity llama is 12 buses pet how per detection Note A.Assumed 40 rout standard bus which can Accommodate S6 per sons(seating and sundry) Increase in Transit Person Trip Capacity Pet how Due to Nigh Capacity Iroise equals transit Person Capacity Per Now MMus Person Capacity Reduction Nae S-(from Buses)Per now Note 6.See table 2 for'Net Total Radial(condor Moot Vehicle Capacity'to different Alignment Option. Note!.An reef age Peal Now auto occupancy rate for the condo 6 1.4 persons per vehicle which is consistent with the Me1to Transportation Model. Nae B.Person Trip Capacity of Radial Candor Per flour equals Net Total Radial Condor Motor Vehicle Capacity tomes Assumed Vehicle Occupancy Rate plus Increase M Person imp Capacity Pet Now Due to NKh Capacity Transit Mcreased Person Trip Capacity of an Ahriman!Option sisal be calculated as the numeric diflerence of the Person Tnp Capacity of the Radial Condor with Note 9.the Al r.men(Option mows the Person Trip Capacity of the Radial Corridor without the Alignment Option Note 10.the Percencage Increase M Person Try Capacity of an Alignment Option n the fraction,*wormed as a t»nentage,calculated as(I)the Increased Person Top Capacity of 0me ARgrwnetnt Option.divided by Ill)the Person Trip Capacity of the Radial condor without the Alyrwnent Option. Exhibit B 50014-36799 Final Referral resol ufion.docxlCAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 14 Reduced Motor Vehicle Capacity of Unused Public ROW Section 53 of the City of Tigard Charter includes a requirement to describe the reduction in road capacity caused by the displacement(by the light rail options)of"public rights-of-way that could otherwise provide additional road capacity at a future date."These are not lanes or roads that currently exist and,in the affected parts of the Southwest Corridor,there are not any planned lanes or roads to serve as a basis for estimating such impacts. As a practical matter,there are many constraints to adding Motor Vehicle Capacity to either Interstate 5 or Barbur Boulevard.The most significant constraint may be a lack of right-of-way in the necessary (bottleneck) locations.Adding a travel lane along Interstate 5 will require widening the roadway for an additional travel lane or lanes and widening the shoulders on both sides of the roadway to bring them up to ODOT/US DOT standards. It also likely requires reconstruction of all interchanges,reconstruction of many bridges and overpasses which connect surface streets over 1-5,substantial new walls and most likely an adjustment to the roadway alignment to straighten out some of the curved sections to provide adequate sight distance meeting current standards. In addition to the reconstruction challenges,this will require ODOT to obtain additional right-of-way that they do not currently own. Along Barbur Boulevard, expanding capacity from today's conditions requires not only additional travel lanes at bottleneck locations,but the addition of standard-width sidewalks,bicycle facilities,ADA treatments,water quality facilities,and other improvements to bring the roadway up to applicable standards. Reduced Motor Vehicle Capacity of Unused Public ROW To address this Charter requirement,the Reduced Motor Vehicle Capacity of the Unused Public ROW was estimated for the Alignment Options with the greatest and least impact on Unused Public ROW that "Could otherwise provide additional motor vehicle capacity at a future date." This does not include all public right-of-way in the corridor currently not being used for a transportation facility(Unused Public ROW),as much of the Unused Public ROW is too small to accommodate a new lane or road and/or is located where a new lane or road cannot efficiently function.The Reduced Motor Vehicle Capacity of the Unused Public ROW only considers Unused Public ROW that "could otherwise provide additional motor vehicle capacity at future dote,"which is referred to as Useful Unused Public ROW in this analysis. For each applicable Alignment Option, Useful Unused Public ROW was identified as follows. • The roadway design standards or criteria (including cross-section specifications) applicable to expanding the number of lanes on the roadway was identified; cross-sections include the width of all bicycle facilities, sidewalks, shoulders, medians, or other features needed to comply with the design standard or criteria. • Based on the cross-section required to comply with applicable design standards or criteria, the width (i.e.; distance from the centerline of the roadway) of Unused Public ROW needed to added one or more lanes was determined. Exhibit B 50014-36799 Final Referral resolution.docxlCAK/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20, 2016 Page 15 • Useful Unused Public ROW was identified as the area of Unused Public ROW displaced by an Alignment Option ''where The width of the Unused Public ROW is sufficient to accommodate one or more additional lanes in compliance with applicable design standards and criteria,and If the roadway to be expanded is a freeway or throughway(i.e., 1-5), the location of the Unused Public ROW either (I) extends along the roadway for a distance of at least one- half of one mile or(II)addresses a system bottleneck; or If the roadway to be expanded is an arterial (i.e., Barbur Boulevard), the location of the Unused Public ROW addresses a system bottleneck. The location of Useful Unused Public ROW and Unused Public ROW impacted by the Alignment Options was identified, based on the criteria described above. Figure 3 shows the Unused Public ROW for the highest impact scenario while Figure 4 shows the Unused Public ROW for the lowest impact scenario. Table 5 shows the Reduced Motor Vehicle Capacity of Unused Public ROW,which is measured by the area lin acres)of Useful Unused Public ROW displaced by the Alignment Option. Table 5 - Reduced Motor Vehicle Capacity of Unused Public ROW' (Measured in Acres) Low' High ' Unused Public ROW underlying Alignment Option 4 28.3 33.9 Reduced Motor Vehicle Capacity of Unused Public ROW due to Alignment Option ' 1.3 5.0 Unused Public ROW Impacted by Alignment Option that does not 270 28.9 Reduce the Potential Future Motor Vehicle Capacity of the ROW Note 1 Unused Public.Right-of-Way(ROW'is right-of-way underlying an Alignment Option that is currently in public ownership and is not improved for general public use as a transportation facility.Useful Unused Public ROW is Unused Public ROW potentially available for future Motor Vehicle Capacity. Note 2 Low estimates are for Alignment Options that have the 'east impact on Useful Unused Public ROW(Alignment Options Nos.lAb/28a,2Ca,3Ca v2,48g/4Ce/48h,4Bh/5Ah/58h) Note 3 High estimates are for Alignment Options that have the greatest impact on Useful Unused Public ROW(Alignment Options Nos.1Af/2Ba,2Cf/2Ce,3C b,4Bg/4Aj 5Ad/SAh/5Bh) "This analysis only identified Useful Unused Public ROW that would be used by an Alignment Option;it did not estimate the total amount of Useful Unused Public ROW in the Radial Corridor or the Tigard Subarea. Exhibit B 50014-36799 Final Referral resolutio n.do cx I CA K/6/22/2016 Impacts on Road Capacity of the Southwest Corridor Light Rail Transit Project Options June 20,2016 Page 16 Note 4 The amount of Unused Public ROW that is impacted by an Alignment Option,whether or not the amount of potential future Motor Vehicle Capacity on such ROW is impacted_ Note5 Reduced Motor Vehicle Capacity of Unused Public ROW estimates the amount that potential future road capacity is reduced,measured in acre,by constructing an Alignment Option on Unused Public ROW Thus,the Alignment Options are estimated to displace 1.3-5.0 acres of public ROW could potentially provide additional motor vehicle capacity at a future date. Keep in mind that this estimate does not consider all of the practical limitations of providing additional lanes. Exhibit B 50014-36799 Final Referral resolution.docxlCAK/6/22/2016 SW Corridor =6 IY, Unused Public ROW Highest Impact 1-South Portland Scenario v 1Af 1Ab u rr,.w , 2Ba fared Nay aw 28e 14 2C•Zivame eras 3 3•PCC r5" � xe 2-Old Barbur 3Cb w. 4-Downtown i" a... • • Tigard / , 4Ad 4Ai • 4R1' 4Ce 4811 5Ad O W -1 5-Tech Center • SPA I to Bridgeport faeY a.... 581 6 $dI f, ef Highest Impact to Unused Useful ROW Includes options:1Afr2Ba,2C1r2Ce.3Cb.4Bgi4Aj,5AdI5AN58h Maws d p --- No impact on potential for future motor vehicle capacity-28.9 acres APotential Impact on Useful Unused Rblu ROW-5.0 acres (Reduced Motor Vehicle Capacity of Unused Public ROW) 5811 44" Nolo:R.N.Rights of Way(ROW)highlighted in color are currently yr^ unoccupied by transportation related facilities.These areas would be utilized by one or more of the identified(1Ab-for example)potential � alignment options. The alignment option bot print napped includes posit Yd\r facilities as well as associated roadway bicycle and pedeatnun facilities. Figure 3 inn 2016-0.5-15 Exhibit B 50014-36799 Final Referral resolution.docxlCAIVG/22/2016 SW Corridor Fos Unused Public ROWS 1 -South Portland 3 Lowest Impact Scenario 1 1Af .,,,,..talo* 01.8u 1 ma. fi limagaa torr. A i BM Ma.fs, e.t s i 1 e Q+' u..„,„,,... 2Cf 2Ce :ng Goan g, A 3 3-PCC """''"" ./ 2Ce 2-Old Barbur Ica P .1i 4-Downtown Tigard a a t 40' 38d ''rt. .0" — - ,cc Ani l r n� ' 4Ad� , t`• i i 1111 4i 4Al 400,1 4. Ba \ ''tom b 4Ce 481i 5Ad 6-Tech Center . 5An e,. e,. to Bridgeport 5Br S' ;. i iLowest Impact to Unused Useful ROW V Includes options:1Ab/2Ba.2Ce,3Ce v2,4BQr4Col413h.4B1V5AIV58h ,Ar y No inlaid potential fa future motor vehicle capacity-27.0 aes 40 C Potential Impact on Useful Unused Public ROW-1.25 (Reduced Motor Vehicle Capacity of Unused Public ROW) / Note:Public Rights of Way(ROW)highlighted in color are currently unoccupied by transportation related facilities.These areas would be P utilized by one a more of the identified(1Ab•for example)potential alignment options. The alignment option fool print mapped includes transit fie. facilities as well as associated roadway.bicycle and pedestrian facilities. Figure 4J 2016-06-1C. Exhibit B 50014-36799 Final Referral resol ution.do cx(CA K/6/22P2016 Sitemap for Southwest Corridor Webpage: All items outlined in the table will provide links to content—either PDF files as attachments, separate web pages or items that will drop down below each topic. The links will appear on the Southwest Corridor Webpage: http://www.tigard-or.gov/city hall/southwest corridor plan.php. November Election FAQs • Ballot Title • Authorization Ordinance • Procedural Ordinance Project FAQs Project Maps • Light Rail Transit Corridor • Route Options,Triangle and Downtown Tigard Ballot Measure Information • City Charter, Section 53 • Road Capacity Impact • Land Use Impact • Projected Public Cost Tigard Links Project Links Carol Krager From: Joanne Bengtson Sent: Thursday,June 09, 2016 3:41 PM To: Carol Krager; Kelly Burgoyne Cc: Liz Newton Subject: FW: SW Corridor Project - Comments on Ballot Measure Comments for the public record From: Kevin Watkins [mailto:kwatkinspdx0gmail.com] Sent: Thursday, June 09, 2016 3:31 PM To: John Cook Subject: SW Corridor Project - Comments on Ballot Measure Mayor John Cook: I wanted to follow-up on my verbal comments regarding the upcoming SW Corridor ballot measure. (Recall that I made comments at the June 7th meeting.) I believe that the language for the ballot measure should be very clear in what it does not do. As I understand the process, a "YES" vote on this ballot measure does not commit the citizens of Tigard to a specific funding responsibility; a special vote will be required to authorize funding later in the project when more planning is completed. The language in the ballot measure should make this point in order to minimize confusion. Thanks again for the opportunity to provide comments and please contact me if you have any questions. Kevin Watkins 11330 SW Viewmount Ct. Tigard, OR 97223 971.404.4859 DISCLAIMER: E-mails sent or received by City of Tigard employees are subject to public record laws. If requested, e-mail may be disclosed to another party unless exempt from disclosure under Oregon Public Records Law. E-mails are retained by the City of Tigard in compliance with the Oregon Administrative Rules"City General Records Retention Schedule." 1 Public Comments from June 7, 2016 CCDA/Council Meeting Public Hearing on SW Corridor: Carine Arendes,City Center Advisory Commission Chair,9524 SW North Dakota Street,Tigard,OR,said she appreciated the public hearing and was not speaking so much to the ballot language,but to the importance of having a light rail station downtown,which is the scope of the CCAC. According to the city's budget we are adding over 200 homes annually and Tigard's population is expected to grow by 500 people,or 1 percent annually. Over the course of 20 years that means about 10,000 more people living in Tigard and they will need housing. The city currently has policies to preserve single-family neighborhoods and provide a wide range of housing options. One way to accommodate the expected population growth is to create new neighborhoods such as River Terrace but we cannot expand indefinitely. It is also expensive to expand new services to River Terrace so most of that housing ends up on the high end of the affordability scale and does not really encourage a wide range of housing types such as townhouses,duplexes and apartments.What else can we do?Look for other opportunities to provide housing that is more affordable and compact in areas where we already have service or in other words,infill development. This is why the downtown has been identified as a place for infill and why we prioritize adding housing in the downtown area. Not many live downtown and certainly not as many as could live there in the future. The city has made recent investments to activate downtown;however,one of the most important amenities is having a rapid and reliable transit system. Having a downtown light rail station would be a valuable amenity and would make living downtown more attractive. It would make it possible for people to live without a car, which costs the average American at least$8,000 a year according to a study by AAA. Even those who commute by car like to have the option of using light rail for getting to special events,concerts or a Timbers game. A light rail station downtown makes it more likely that people living there will have fewer cars and more people will find the area an attractive place to live. Since having a light rail station in the downtown will increase the desire to live there we can also expect the rents may increase which would help ensure that the compact,multi-family housing that we have been planning for will pencil out for developers.A light rail station makes sense in the downtown and people living there will help accommodate the city's expected growth,protect existing neighborhoods and create activity on downtown streets including economic activity for downtown businesses. A light rail station downtown will make it easier and more likely that people will work,shop and come without a car to events downtown,which makes the scarce parking on Main Street available for those who really need it. In addition, the SW Corridor shared investment projects for bicycle and pedestrian improvements will support using active modes to access downtown. An accessible downtown is an active downtown. She summarized that the SW Corridor light rail line and shared investment program will support alternatives to personal vehicle use downtown which in turn supports the higher density options that we want for the area. Downtown will benefit from increased activity related to the light rail station and increased accessibility for residents,employers and visitors. A downtown light rail station offering rapid and reliable transit will help make downtown Tigard a more attractive place for people to live,work,play and shop. Elise Shearer,9980 SW Johnson Street,Tigard,OR spoke on the proposed ballot measure. She asked that council keep the ballot measure language as clear and simple as possible about a vote on light rail as well as answering requirements in the short statement. We know the SW Corridor is about a lot more projects than just light rail. That can be gone into within the explanatory statement and hopefully citizens will read the entire thing. Support for light rail coming into Tigard will allow the other contingent projects to be built. Without it,nothing will come into our city and we let down the five other communities currently driving through Tigard as well. Tigard is the hub of the SW Corridor wheel. If light rail is not built as a transportation alternative to relieve the traffic congestion which we deal with now(and will only get worse in the future)we let down future generations for whom we are entrusted to plan. Tim Esau, 12247 SW 114th Terrace,Tigard, OR. Mr. Esau thanked the council for putting this measure together in the spirit of the ballot measure and the change to Charter Section 53. He said council knows what his activities were on that and he appreciated them seeking to fulfill the spirit of that Charter change. He has done the FOIA (Freedom of Information Act)records requests to follow up and appreciates the city putting out the statements as required in the Charter language. Pertaining to the ballot title he thought the succinct title statement is great. The city is pretty much hitting the points item by item but it is not clear what the amendments to land use,impacts to wetlands and impacts to industrial zone are. It does not say what they are just that they happen and he would like to seem quantification or clarification on what that means. The ballot also states that no traffic lanes on Pacific Highway will be impacted yet the drawings still show it running down Pacific Highway,not necessarily in Tigard. He gets that it veers off but Pacific Highway runs all the way to Portland and it is disingenuous to say it doesn't run on Pacific Highway,when in fact it does, within the five mile range,or at least crosses it.He said council needs to be clear on that. While the impacts of 2 to 5 percent capacity reductions along the roadways are cited,there is language thrown in about adding capacity in Tigard and reducing it in Portland. That does not clarify the actual amounts and from his perspective looks like Tigard is trying to slant the ballot title in that regard. His main concern is Portion A of the original Charter change where it states that the City of Tigard as a matter of public policy should oppose construction of new high capacity transit. That portion has not been clarified in any of the ordinances and the definition of oppose would be a good item to add to Section B. It seems to him that the city council does not know what"oppose construction"means because construction can cover many phases of planning,preparation,preliminary engineering,right of way access,etc.,and he has yet to see any opposition on the part of the city to live up to the spirit of that part of the Charter. Kevin Watkins, 11330 SW Viewmount Court,Tigard,OR said he was present to gather information in order to understand this process better. He is involved with the TTAC but is representing himself tonight. Transportation projects are sobering because there is a lot of uncertainty and they are very capital intensive. Now we are looking at a very large transportation project with huge amounts of capital,lots of lead time,and a lot of uncertainty now and well into the future. These are daunting challenges for all of us and Tigard citizens will need to grapple with this. He said the question cannot be dodged and he commended the council for taking this head on. His hope is that the in the ballot measure council keeps a clear,straightforward focus and factual information. Focus on the task at hand so people can base their decision on factual information rather than misinformation. He said he is asked about this often and there is a great deal of interest in the community. Robert Van Vlack, 15585 SW 109th Avenue,Tigard,OR. He said being a member of the Tigard Transportation Advisory Commission got him to do a lot of transportation reading and studying. He said there is information put out by an advisor talking about how light rail reduces auto capacity on the roads but other studies suggest the opposite. Light rail actually takes people off the buses and puts them onto light rail. He mentioned that while he understands the opportunities for redevelopment light rail in the downtown would bring such as multi-family housing.But he also sees that members of other communities-Tualatin, Sherwood and maybe even Newberg—are going to be travelling to downtown to catch the light rail. He does not know where all those cars will park.A huge influx of cars into downtown Tigard may create a larger problem than we have already. Mayor Cook said the public would have more opportunities to provide input. They can email or send a letter to council or come and testify at the public hearing on June 28,2016. Carol Krager From: Councilmail Councilmail Sent: Monday, June 27, 2016 10:12 PM To: John Goodhouse; Marc Woodard; Marland Henderson; John Cook; Jason Snider; Council Email Dump; Marty Wine Subject: FW: Comments on revised proposed Ballot TitleQTmPLEMENT L PACKE1, FOR ` ,2G (DATE OF MEETING) From: Tim E Sent: Monday, June 27, 2016 10:11:18 PM (UTC-08:00) Pacific Time (US &Canada) To: Kenny Asher; Councilmail Councilmail Subject: Comments on revised proposed Ballot Title Council Members&Mr.Asher, I'm submitting my feedback so that it will be part of the record as I am not able to attend the meeting tomorrow 6/28 due to a schedule conflict. My initial comments and concerns presented at the CCDA session on 6/7 were as follows,with comments on the new SEL 802 preceded by "ON THE NEW VERSION:"below: As I said at the meeting,on first blush the initial SEL 802 Notice of Measure Election(city)Ballot Title proposal as discussed on 6/7 was near acceptable as written.Overall,it appears to fit the spirit of the requirements outlined in the Tigard City Charter Section 53. On face,the City is seeking to address most of the elements of Section 53. Specifically,I've verified point D,and the Ballot filing seeks to address points B and C with the following concerns: -It did not describe the changes to land use regulations in any detail: Will we lose wetlands?How will they be impacted?Will we lose our industrially-zoned land base in the City?This is a resource that we should not give up lightly.Reducing available revenue generating land in the City limits will cost the city income.ON THE NEW VERSION: -There is no quantification of the additional housing density,it simply cited that it would be added.ON THE NEW VERSION:The doc says there would be NO CHANGE?!?Why the sudden change?!! -ON THE NEW VERSION:Cites an estimate of$2.4-$2.8 billion,where the original was$2.0-$2.4 billion.How can we trust this number if it has gone up$400 Million dollars in two weeks!?! What will the final cost be?! -The document cites there would be no traffic lanes on Pacific Highway,but Pacific Highway runs all the way to downtown Portland.While the current routes do not show on Pacific Highway in Tigard,it does run on Pacific Highway.ON THE NEW VERSION:Now this section is citing the addition of sidewalk,bicycle,and road improvements in Tigard,which is more of a promotional text seeking to compel the voter to support rather than factually stating the impacts. -The assertion is that the Project will add road capacity by 2%which seemed markedly low.It seems to fail to address the Section 53 requirement to identify impacts within 5 miles of Tigard.ON THE NEW VERSION:Now it has dropped to 0.03%!Another miscalculation?! This inspires little confidence that we are actually being given a valid number.Not only that it now seems like a nonsensical,it is a number that voters would likely not be able to internalize.This seems deceptive. ON THE NEW VERSION: The document no longer addresses the fact that a YES vote would be approving Authorization Ordinance.The ballot should NOT refer to a dynamic resource like a website where details could change on a whim.I will challenge this with the county if this stands. My biggest concern around this entire process is that the City of Tigard seems to have overlooked Part A of Section 53.Clearly the word "oppose"needs to be included in the supporting documentations definitions,because there seems to be a great deal of misunderstanding around what it means to"oppose construction of a new high-capacity transit corridor within the city boundary."Construction is more than just putting shovels in the dirt.There are many phases to the process of construction including planning,right of way acquisition,utility relocation,preliminary engineering and more--all in support of the actual construction. 1 I think the current configuration of the present ballot measure is sorely stilted and simply incorrect in too many ways.If left as is,will have not choice but to challenge it with the County. Sincerely, Tim Esau 12247 SW 114th Ter. Tigard,OR 97223 DISCLAIMER: E-mails sent or received by City of Tigard employees are subject to public record laws. If requested, e-mail may be disclosed to another party unless exempt from disclosure under Oregon Public Records Law. E-mails are retained by the City of Tigard in compliance with the Oregon Administrative Rules"City General Records Retention Schedule." 2 SUPPLEMENTAL PACKET FOR ®(O/a Sr/0.0 17 From: Kenny Asher<KennyA@tigard-or.gov> (DATE OF MEETING) Date:June 28, 2016 at 7:55:49 AM PDT To: Marty Wine <Marty@tigard-or.gov>, "Tim Ramis (External)" <Tim.Ramis@jordanramis.com>, Shelby Rihala <shelby.rihala@lordanramis.com> Subject: Fwd: Proposed Legally Compliant Ballot Title FYI. Marty I'll be in around 10 this morning. K. Sent from my iPhone Begin forwarded message: From: Eric Winters<eric@ericwinters.com> Date:June 28, 2016 at 7:48:52 AM PDT To:<kennya@tigard-or.gov> Cc:<timesau@gmail.com>, <crino9850@comcast.net> Subject: Proposed Legally Compliant Ballot Title Dear Mr. Asher, Please find the attached alternative ballot title we discussed yesterday. I would ask that you please share this with members of the City Council prior to tonight's meeting to consider adoption of ballot title language to authorize construction of a new high-capacity transit corridor project under the requirements of Section 53 of the Tigard City Charter. As the attorney principally responsible for drafting Section 53 of the Tigard City Charter, I believe that the currently proposed authorization ordinance is defective because it doesn't include the necessary elements under Section 53 and because it contains misleading information in violation of state law governing the drafting of unbiased ballot titles. In 2014,the voters of the City of Tigard amended their City Charter to officially oppose construction of any "new high-capacity transit corridor"that does not first receive voter approval. The term "high capacity transit" commonly refers to a federally subsidized transit project that includes light rail or bus rapid transit. The charter amendment specifically included "any portion of regional transit system proposed for development within the City that reduces available road capacity in favor of light rail, rail transit or exclusive bus lanes." The term "road capacity" is specifically defined to include "any roadway within five miles of the city that currently permits public automobile traffic or any public rights-of-way that could otherwise provide additional road capacity at a future date." Notice to voters requires the city to describe the "total amount of road capacity that would be reduced by the new high-capacity transit corridor." The proposed ballot title fails to provide voters with appropriate notice. Nowhere in it can voters find any indication of the "amount" of proposed reduction to existing "roadway within five miles of the city that currently permits public automobile traffic". An "amount" is a quantity of something. Under the City Charter the amount of lost roadway could be described in feet, meters, kilometers or miles (the specific unit of measurement is not specified). The ballot title does not provide a quantity however, instead it provides a ratio (0.03%0) of reduced "motor vehicle capacity" using a formula that was not required by the City Charter and effectively obscures the very information that voters were seeking when they passed the charter amendment—namely, how much of the roads that Tigard drivers currently use will be lost to the project. Secondly,the ballot title uses language that does not reflect the terms passed by Tigard voters. The charter amendment requires "opposition" to any"new high-capacity transit corridor" as a matter of "public policy." If this ordinance is to change that position it must effectively describe that change. Nowhere in the caption, question or summary does the phrase "high-capacity transit" appear even though it is central to the charter language recently passed by voters. Furthermore,the phrase "Allow City to support extending light rail service to Tigard" does not indicate that voters are being asked to reverse public policy with regard to a "high-capacity transit corridor"that will run through the city. Finally, purpose of the notice provisions in the charter amendment was to require the city to clearly disclose the impacts of a proposed HCT project on lost roadway, new land use regulations and public expense. The measure does not sufficiently describe the projected public cost of the project because it implies that it will be paid for with federal grants. Federal funding for projects like are matched to local funding sources. In the case of Portland Milwaukie Light Rail Project,federal grants accounted for only half the costs of the project. The rest needed to be cobbled together from regional partners. Tigard has been identified as a regional partner in this project and will likely be required to contribute to the pot of local funding. The amount is undetermined at this time (as is the percentage of federal matching funds). It is misleading to describe federal funds as a source of the projected cost without mentioning the matching local funds that Tigard to which will be required to contribute. I believe the attached file complies with the city charter and state election law. It does not include a total measurement (in miles) of lost roadway because it doesn't appear to be listed in the official report by Peter L. Coffey, PE. I would ask the City's transportation department to calculate the total number of street miles that will be lost to the construction of this project within a five mile radius of the boundary of the City and plug it in to the appropriate portion of the summary. Thank you for considering this, I intend to provide additional testimony at tonight's meeting. Eric C. Winters,Attorney 30710 SW Magnolia Avenue Wilsonville OR, 97070 (503)454-0828 (office) (503) 754-9096 (cell) (866) 867-5451 (fax) DISCLAIMER: E-mails sent or received by City of Tigard employees are subject to public record laws. If requested, e-mail may be disclosed to another party unless exempt from disclosure under Oregon Public Records Law. E-mails are retained by the City of Tigard in compliance with the Oregon Administrative Rules"City General Records Retention Schedule." Legally Compliant Ballot Title Caption (10 words): Approval of new high-capacity transit corridor project within Tigard Question (20 words): Shall voters authorize construction of a high-capacity transit corridor project to build a MAX light rail line through Tigard? Summary (175 words): In 2014,Tigard voted to oppose construction of any new high-capacity transit corridor project within its city boundary unless voter approval was first obtained. Passing this measure provides voter approval of a new high-capacity transit corridor project ("Project") and authorizes the City to begin Project siting. The Project would construct a new MAX light rail line from Portland to Tualatin with service in Tigard. Project construction would reduce x.x miles of existing roadway within five miles of Tigard and 5 additional acres that could be otherwise available for future roadways. The Project requires amending land use regulations to permit light rail maintenance yards in specified industrial zones and to allow crossing of wetlands with proper mitigation. The Project's projected public cost is estimated at $2.4-2.8 billion and would be funded with federal grants and local funding sources. The amount of Tigard's required contribution to the Project is unestablished. Any new city tax or fee increase to fund Project construction would be proposed to voters at a later date. A detailed Project description available at www.tigard-or.gov/swc. • Kelly Burgoyne From: Joanne Bengtson Sent: Tuesday, June 28, 2016 9:21 AM SUPPLEMENTAL PACKET To: Carol Krager; Kelly Burgoyne Subject: FW: Comments on revised proposed Ballot Title FOR (DATE OF MEETING) From:Tim E [mailto:timesau@gmail.com] Sent: Monday,June 27, 2016 10:31 PM To:Joanne Bengtson <Ioanne@tigard-or.gov> Subject: Fwd: Comments on revised proposed Ballot Title Since Liz is out of the office and not forwarding to Councilmail box.... Thanks, Tim Forwarded message From: Tim E <timesau@gmail.com> Date: Mon, Jun 27, 2016 at 10:11 PM Subject: Comments on revised proposed Ballot Title To: kennya@tigard-or.gov, Councilmail Councilmail <CouncilMail@tigard-or.gov> Council Members&Mr.Asher, I'm submitting my feedback so that it will be part of the record as I am not able to attend the meeting tomorrow 6/28 due to a schedule conflict. My initial comments and concerns presented at the CCDA session on 6/7 were as follows,with comments on the new SEL 802 preceded by "ON THE NEW VERSION:"below: As I said at the meeting,on first blush the initial SEL 802 Notice of Measure Election(city)Ballot Title proposal as discussed on 6/7 was near acceptable as written.Overall,it appears to fit the spirit of the requirements outlined in the Tigard City Charter Section 53. On face,the City is seeking to address most of the elements of Section 53. Specifically,I've verified point D,and the Ballot filing seeks to address points B and C with the following concerns: - It did not describe the changes to land use regulations in any detail: Will we lose wetlands?How will they be impacted?Will we lose our industrially-zoned land base in the City?This is a resource that we should not give up lightly. Reducing available revenue generating land in the City limits will cost the city income.ON THE NEW VERSION: -There is no quantification of the additional housing density,it simply cited that it would be added. ON THE NEW VERSION:The doc says there would be NO CHANGE?!?Why the sudden change?!! -ON THE NEW VERSION:Cites an estimate of$2.4-$2.8 billion,where the original was$2.0-$2.4 billion. How can we trust this number if it has gone up$400 Million dollars in two weeks!?! What will the final cost be?! -The document cites there would be no traffic lanes on Pacific Highway,but Pacific Highway runs all the way to downtown Portland. While the current routes do not show on Pacific Highway in Tigard,it does run on Pacific Highway.ON THE NEW VERSION:Now this section is citing the addition of sidewalk,bicycle,and road improvements in Tigard,which is more of a promotional text seeking to compel the voter to support rather than factually stating the impacts. -The assertion is that the Project will add road capacity by 2%which seemed markedly low. It seems to fail to address the Section 53 requirement to identify impacts within 5 miles of Tigard.ON THE NEW VERSION:Now it has dropped to 0.03%! Another miscalculation?! This inspires little confidence that we are actually being given a valid number.Not only that it now seems like a nonsensical,it is a number that voters would likely not be able to internalize.This seems deceptive. 1 a Y Ott Ti-iE NEW VERSION:The document no longer addresses the fact that a YES vote would be approving Authorization Ordinance.The ballot should NOT refer to a dynamic resource like a website where details could change on a whim.I will challenge this with the county if this stands. My biggest concern around this entire process is that the City of Tigard seems to have overlooked Part A of Section 53.Clearly the word "oppose"needs to be included in the supporting documentations definitions,because there seems to be a great deal of misunderstanding around what it means to"oppose construction of a new high-capacity transit corridor within the city boundary."Construction is more than just putting shovels in the dirt.There are many phases to the process of construction including planning,right of way acquisition,utility relocation,preliminary engineering and more--all in support of the actual construction. I think the current configuration of the present ballot measure is sorely stilted and simply incorrect in too many ways.If left as is,will have not choice but to challenge it with the County. Sincerely, Tim Esau 12247 SW 114th Ter. Tigard,OR 97223 DISCLAIMER: E-mails sent or received by City of Tigard employees are subject to public record laws. If requested, e-mail may be disclosed to another party unless exempt from disclosure under Oregon Public Records Law. E-mails are retained by the City of Tigard in compliance with the Oregon Administrative Rules"City General Records Retention Schedule." 2 • Carol Krager From: Joanne Bengtson Sent: Tuesday,June 28, 2016 5:03 PM SUPPLEMENTAL PACKET To: Carol Krager FOR ) aol6 Subject: FW: responses to Mr.Winters and Mr. Esau (DA E OF MEETING) From: Marty Wine Sent:Tuesday,June 28, 2016 5:01 PM To:Councilmail Councilmail<councilmail@tigard-or.gov> Cc: Kenny Asher<KennyA@tigard-or.gov>;Tim Ramis (External)<Tim.Ramis@jordanramis.com> Subject: Fwd: responses to Mr. Winters and Mr. Esau Mayor and Councilors, Tonight you will hear testimony from Eric Winters and Tim Esau regarding the Southwest Corridor ballot measure. I thought you should also see that TriMet staff have prepared some responses to concerns. I wanted you to know of this in advance it tonight's meeting. Thanks- Marty Sent from my iPhone Begin forwarded message: From: "Markgraf,Tom" <markgrat@TriMet.org> Date:June 28, 2016 at 4:07:47 PM PDT To: 'Marty Wine'<MartyPtigard-or.gov> Subject: FW: responses to Mr. Winters and Mr. Esau Below are responses to questions raised by Mr. Winters and Mr. Esau. The responses are by TriMet staff. Responses to Eric Winters arguments 1. Ballot title should include roadway capacity in feet, meters,etc. rather than as percentage. • Charter doesn't specify that the capacity must be measured in feet, meters, etc. It says "amount"—giving the city council the option of selecting that measure they feel best represents the true impacts of the project. 1 • • A percentage is an amount. Cambridge English Dictionary defines"percentage" as"an amount of something often expressed as a number out of 100". • Charter specifies that the ballot title it must define the amount of roadway capacity reduced. It does not say the amount must be described in measure of area but as a measure of roadway capacity. Measures of areas such as feet, meters, etc. are not measures of roadway capacity, as defined by traffic engineers, so to use area measures in the ballot title would be both technically incorrect and inconsistent with the language of the charter. • Using a percentage change in roadway capacity provides more context for voters to understand the practical impacts of the light rail construction. Few, if any experts on transportation, let alone average voters,would be able to tell you how many feet, meters etc. of existing roadway capacity exist within five miles of the city. One would need to know that number in order to judge the practical impact of a change expressed only in feet, meters, etc. Communicating the change to capacity as a percentage provides the necessary context to understand the practical impact. • Right of way is expressed as a measure of area because right of way is not a measure of capacity but a measure of area. It is not possible to provide an accurate assessment of roadway impact associated with the potential changes to right of way without substantial subjective speculation.Therefore including such numbers would not be appropriate in a ballot title. • The raw numbers, should voters be interested in those, are available on the web site. 2. Ballot title should include "high capacity transit" in language. • High Capacity Transit encompasses more than one type of public transportation mode. High capacity transit includes light rail, bus rapid transit, subways, monorail, etc. Light rail is a specific mode within the broader definition of high capacity transit. The city council is not seeking approval for all of these modes, only light rail. By specifying light rail, the city is providing voters with a more precise question—shall the city allow a light rail project to serve Tigard. Since no other high capacity transit options are being studied, it is more accurate and precise to specify that the measure is specifically about light rail. • If the ballot measure used the phrase high capacity transit instead of light rail the city would be subject to the challenge that they were trying to obscure the fact that the ballot measure specifically authorizes the extension of light rail to Tigard. • The ballot measure would not allow the city to extend all forms of high capacity transit to Tigard. For example, if the measure were to pass, the city could not extend a bus rapid transit line or some other high capacity transit mode to Tigard because all of the factors listed in the measure such as roadway capacity, cost and land use impacts would all be incorrect for those other modes. • Ballot titles must describe in plain language the major effect of passage. The major effect of passage of this measure is that the city will be authorized to approve light rail to Tigard. If 2 r the measure passes, the city will not have the authority to extend any high capacity transit to Tigard other than light rail. 3. Ballot measure does not address change to public policy to oppose high capacity transit. • The ballot summary clearly addresses this issue by stating that existing charter language requires the city to oppose light rail. The ballot summary clearly states that a yes vote on the measure would overturn that policy and a no vote would maintain that policy. • The ballot summary correctly differentiates between all high capacity transit modes and light rail. This measure only satisfies the charter as it relates to a light rail project, not to all high capacity transit projects. • It would be incorrect and inaccurate for the ballot title to state that the measure overturned the city's policy of opposing high capacity transit projects.The charter's requirement that the city continue to oppose other forms of high capacity transit, other than light rail, until voter approval is secured, would still stand. 4. The measure doesn't sufficiently describe the cost. • The charter requires that the measure must describe the "projected public cost of the entire...project". The ballot title clearly does this. • The measure also states that there are specific conditions that must exist before the project can be built—specifically,that federal matching funds must be secured. This is a major effect of the ballot measure and is therefore appropriate to include in the ballot title. • The charter does not require that the ballot title list all sources of potential funding for the project, only its total cost. The finance plan for the project will not be developed for some time so it is not appropriate nor would it be accurate to include any further specifics beyond that which is known,that the project will not move forward without federal matching funds. • Any statement in the ballot title relating to whether the city will or will not contribute any funding to the project would be pure speculation. Such speculation is inappropriate for a ballot title. • Section 52 of the charter provides that the city must seek voter approval for any fee or tax increase to construct light rail. The question of city funding would be appropriately addressed in a measure under that provision. 5. The project impacts Barbur in Portland and that would cause impacts on Pacific Highway in Tigard, so the statement that Pacific Highway isn't impacted is incorrect. • Charter requires that the ballot measure identify the "total amount of roadway capacity that would be reduced" by the light rail project within a five mile radius. The changes to Barbur Boulevard reduce the roadway capacity within that radius by 3/100ths of a percent and the ballot title accurate reflects that impact. • The ballot title does not say there will be no impacts on Pacific Highway in Tigard. It says "no traffic lanes or contiguous properties on Pacific Highway in Tigard are impacted". This is 3 entirely accurate—while roadway capacity will be reduced by 3/100ths of a percent,there will be no impacts on lanes or property on Pacific Highway in Tigard. • Because ballot titles are, of necessity short,there isn't sufficient space to include a description of each individual change to roadways that various alignment options under study might require. Therefore,the city wisely included all those specifics on a website where voters can see detailed maps of each potential change. They can also see that no • Ballot titles must describe in plain language the major effect of passage. One of the important issues in any discussion about light rail in Tigard is whether the project would take any lanes off of Pacific Highway in Tigard. One of the major effects of passage of this measure is that it does not approve the taking of any lanes on Pacific Highway in Tigard— therefore it is appropriate and accurate to include a statement that it does allow impacts to Pacific Highway in the ballot title. Responses to Tim Esau 1. The measure doesn't describe changes in land use in detail. • Charter requires description of any increase in housing density if needed to locate light rail. No changes are required and ballot title so states. • Ballot title accurately states that changes to allow the project to build a maintenance yard and cross wetlands would be needed. • Charter does not require that an economic analysis or detailed wetlands mitigation plan be included in the ballot measure. Specific details of the wetlands or industrial lands land use changes will be defined as project development proceeds. 2. Why the change in housing density/project cost from draft? • Numbers in the draft ballot title were placeholders that were updated for the final ballot title. DISCLAIMER: E-mails sent or received by City of Tigard employees are subject to public record laws. If requested, e-mail may be disclosed to another party unless exempt from disclosure under Oregon Public Records Law. E-mails are retained by the City of Tigard in compliance with the Oregon Administrative Rules"City General Records Retention Schedule." 4 SUPPLEMNTAL PACKET FOR Q7 a-6/b Richard Shavey (DATE OF MEETING) 11371 SW Sycamore PI. Tigard, OR 97223 Public Testimony before the Tigard City Council Tigard City Hall 13125 SW Hall Blvd. Tigard,OR 97223 7:30 pm 6/28/2016 The Shaveys are a one car family. My wife and I both worked. One would have the car and one would ride the transit. This would alternate or change depending on the schedule of events. When we were shopping to buy a house, living near the MAXX or near a transit stop was always the top criteria for the location of our home. A number of years ago, I figured out that it costs$7,400/year(including gasoline, insurance, parking and maintenance) to operate a car. I decided I would rather have$7,400 in my pocket and ride the transit. $7,400 is a lot of money and we could see a lot of Blazer games and travel a lot and still have money left in our pockets. Today the costs are even higher. The U.S. Department of Transportation estimates it costs$8,698/year to operate a car. An annual transit pass costs$1,100 or$308 for honored citizens. I have to admit. I had the best of all worlds, because my company would give me an annual transit pass to ride the transit to work. I worked in downtown Portland and rode the transit every day. I enjoyed sitting and reading or having a conversation with someone and letting the driver deal with the stress of the road. There is one car less on the streets today because we have been choosing to ride the transit. The citizens of Tigard are spending millions of dollars and thousands of volunteer hours to develop a 21St Century Downtown Neighborhood. Tigard is ripe for good development and a light rail station would make a difference in whether that would happen. We don't want to miss this opportunity for development of our 21st Century Neighborhood. Opportunity costs are real and can hurt a community. We must remember that the Southwest Corridor was originally seen as necessary to serve Tigard and cities beyond. To make Tigard a branch of the line is not acceptable. The light rail as originally planned must pass directly to Tigard Downtown and then on to other destinations. There are 20,000 people coming into the area. Congestion isn't getting any better and transit is a big part of the solution. How much does you commute cost (or save) society? Every time you travel you put money into the system, but you also cost the system. Your contribution to and burden on the system differ depending on how you travel. For example, when you ride the bus you pay a fare—money into the system. Your burden on the system includes the cost of operating the bus, and less obvious impacts like emissions and noise pollution. By looking at the ratio of what we put in versus what we cost the system, we see that different ways of traveling are more subsidized than others. If walking costs you$1, society PAYS$0.01 If biking costs you $1, society PAYS$0.08 If bussing costs you$1, society PAYS$1.50. If driving costs you$1, society PAYS$9.20. Driving a car is expensive and it is very highly subsidized by society. I love the MAXX and strongly support Light Rail High Capacity Transit directly into Downtown Tigard. The cost information above is from a paper presented in Tigard by Jeff Speck of Jeff Speck&Associates LLC. on July 8, 2015. 0, Richard Shavey Diana Shavey 11371 SW Sycamore Pl. --71" 4, Portland.OR 97223-5714 :i r; .••' ,-- si o co N. co (7) rs- to co 0 L) How much does fell your commute cost IF WALKING aniX SOCIETY COSTS YOLI • MID PAYS ' • or save) society? $1 A . .. , Every time you travel you-put money into fa socivry the-system,but you also cost the system. IF .BIKINIt r , PAV‘ ' Your c:ontribution to and burden on the COSTS YOU ra _ 4, , ,i „..z, ( system differs depending on how you $1 $0.08 > travel, , a) 1.0 ca For example,when yeti ride the bus you SOCIETY 11:BUSSING op. u) pay a fare-money into the system.Your cos-rs you -0 PAYS co burden on the system includes the cost of c $1 (t5 operating the bus,and also less obvious $1.50 0 impacts like emissions and noise pollution. By looking at the ratio of what we put in ***111 a versus what we cost the system,we see 14 in that different ways of travelling are more IF DRIVING 6, SOCIETY '4 su.bsidizecl than others. COSTS you ri r PAYS dill** co 44** c li : ,,: I `L.'.0 SUPPLEMENTAL PACKET Marty Wine FOR Lclag-/°°//' (UAL r, Ow MEETING) From: Steve DeAngelo <steve@cateringbydeangelos.com> Sent: Tuesday,June 28, 2016 6:11 PM To: Kenny Asher;Councilmail Councilmail Cc: Sean Farrelly; Lloyd Purdy; 'Markgraf, Tom'; Marty Wine Subject: SW Corridor Public Comment to be added to record for 6-28-2016 Mayor Cook, Council & Staff, As a business owner, resident, property owner and concern citizen of Tigard, I urge you all to take the necessary steps in connecting Tigard to the rest of the region by bringing light rail to our downtown. I am certain there will be opposition in regards to this matter. Our region, our city and our future generations are at stake with this most important matter. I believe voting for SW corridor will do the following at least: Assist in relieving congestion Offers alternative connectivity to our region Add economic impact Improve alternative transportation options with our developing downtown Create better pedestrian and bicycle alternatives which aligns with the visioning for Tigard Add safety improvements to many parts of Tigard Add art enhancements at station stops as done with other line Offers development opportunity associated with Transit Oriented Development projects (TOD) Potentially increases tax base for the URD Thank you for your consideration to my comments. Respectively submitted, Steve DeAngelo, President DeAngelo's Catering & Events 9037 S.W. Burnham Street Tigard, Oregon 97223 503-620-9020 Office 503-620-3964 Fax I AND EVENr DeANGELO'S *** SINCE 1962 **1.0.000. 1 www.cateringbydeangelos.com lik...----00 IM ‘,74.,,-,60iNt; Pktv 0.,.,, 1(7.u:et I itt -A. P ni is 1 E 1. . r INTERNATIONAL •if)' CExnL .1N,,,./.1N,,,./v '' � SPECIAL EVENTS SOCIETY •, `�ID1DL'�Ci , U E u a F R 10 PL,%P:N R 2 AGENDA ITEM No. 5 Date: June 28, 2016 PUBLIC HEARING TESTIMONY SIGN-UP SHEETS Please sign on the following page(s) if you wish to testify before City Council on: CONSIDERATION OF A RESOLUTION APPROVING BALLOT TITLE LANGUAGE FOR A SW CORRIDOR BALLOT MEASURE FOR THE NOVEMBER BALLOT Due to Time Constraints City Council May Impose A Time Limit on Testimony AGENDA ITEM No. 5 Date: June 28, 2016 PLEASE PRINT Proponent- (Speaking In Favor) Opponent-(Speaking Against) Neutral Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. 1395b c 1") — � q-5 805u) )7..Z, ru lea. o /61° nGp.R\) A-WI Name,Address&Phone No. Name, Address&Phone No. Name,Address&Phone No. l ILS��! n/t ,1 �J/�.c- ttOW) D eN-t i t.t fry /4///�/ L(% � �/IO�P� `� ' S w l v y l,vortA-r1/4M0 0A ‘77a7 4�� ��U gA'?15F 51(3c� Name, dress&Phon No. Name,Address&Phone No. Name,Address&Phone No. . ca Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. 11544 6 Six.) kMairJ c9-- Ti c 1 OK dj ? 2-23 563- U31 -( uo83 Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. �C�ctkc yn I^Aarr4I i 37idl) +441 g p_pcS bi .17093 3 alb-golf Name, Addres &Pho e No. Name, Address&Phone No. Name,Address&Phone No. eAr Vi /5 5-5- v l/'l —74,4441 . � '12/. 94s-7 AGENDA ITEM No. 5 Date: June 28, 2016 PLEASE PRINT Proponent- (Speaking In Favor) Opponent- (Speaking Against) Neutral Name,Address&Phone No. Name, Address&Phone No. Name,Address&Phone No. di 2A-1 G D 12KsE►-i 1 4 RQ cls-ZZ 3-03- 6'ii — Z� Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. r#17 02,75 sw 17-2- 3 3t) Name, d ref&Pr one No. Name,Address&Phone No. Name,Address&Phone No. ROC(4 ( ) Gerry.., Vror Name,AddressPhone No. Name,Address&Phone No. Name,Address& Phone No. alAIL �VC� air cgc(CI) Det\ Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. reffj.„4- loiA04-, 31 0 No nt4411ki O11u Name,Address&Phone No. Name, Address&Phone No. Name,Address&Phone No. .Tv 'i I ur L, Li K o `r a �� AGENDA ITEM No. 5 Date: June 28, 2016 PLEASE PRINT Proponent- (Speaking In Favor) Opponent- (Speaking Against) Neutral Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. t*/1604(ar-7r›L't 1 Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. Raeiit&-es make_ Cpl p, 13t Z3 4(o atae -119a44 / 9s � a_ dip 5-u3 -24'3 1-1-05`, Name,Address&Phone No. Name, Address&Phone No. Name,Address&Phone No. Name, Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. Name, Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. Name,Address&Phone No. SUPPLEMENTAL PACKET FOR /' - V --2°/•6 (DATE OF MEETING) • +•g MORRISON . • � • ntown BELMONT ••.• tia ortland 611EAT PLACES • O 4 I' Barbur or Naito +a _ s / ••• DIVISION Light Rail Alignment - k). Options Proposed for PATTON Marques m ~•. r. ``; Environmental Review i ` ())/� y G . HOEGATE DRAI l 6!/1//16 ITON HILLSDALEJG wZs q.. 1 i' 1 W 3 CAPITOL t i 3 ALLEN Branch service or direct route Hillsdale 9'1 '` through Tigard VERMONT 3 8 8C Direct route Branch service o a v Burlin ame4 DENS options options i o Multnomah 9 3 �`� Village x Cl14:4: 1"lowntown MLKT� N /��J j1P'�LOpS FERµJTACOMA P a Tigard terminus O TAYLORS FERRY r ~s \ rbur Barbur Boulevard e TrCenteransit or adjacent to 1-5 ee , Bridgeport Bride geport p e Village Village S z H e terminus terminus i y y e S 4 O STEPHENSON 4d PCC a'' Downtown � Sylvania i tx Tigard ® Tigard 1' 4 MULTNOMAH CO. e 49! I SF. =rrgle I CLACKAMAS CO. e ir. i WI i ♦ —, i pp-1 GAARDE , Clinton crossing, I PROSE ,R� Ash Avenue,orct Kruse No Wall Street SNI TAWay Npr♦Adjacent to freight a o• rail or adjacent to 1-5 `yrs • SOUTHWEST CORRIDOR LIGHT RAIL c . .— Light Rail Alignment Options DURHAM EXISTING B i sport JEAN .•••1 MAX Light Rail z ... WES Commuter Rail o • /' • - . Streetcar TUALATIN O8 __ 0 6' CO Z a s r-a –r ...... Aerial Tram a a CHILDS 1�C � ---- Urban Growth Boundary Downtown 3 " I I ., TiLalatin NYRERG T 0 1 miles r b i� BORLAND r „,,_' Alit:11/ 711.4aPIN/111/a.. 'Moo Trot ';.-'11, , g. ' ••-4...,",1 fVSIl:ir, 4il4 .. ga• W. i,• to r •- ,• — C3 .k,• Portland r Light Rail Alignment Options * Proposed for Environmental Review: , , A AC ..4 t i. 11111 0 $iAi tioi >,, 64 i Downtown Tigard ATLANA rr,t .. ', HAINES V... 4. • A V1;4 • th ilP: 4. .,.. '1, .,„ - .11?t ititti AapioW, Clinton crossing BAYLOR ,1 , 0,.....-. 1 - • 11. . I{Selk za, ito.4 ., tad .4 ;., branch or direct route d.1 * 6/20/16 i liotla • AZ: t, rr. le-7 ti , fliV _, u % 1; <tx iiiii -.,-; , I A... G4:',",,,: lit * CLINTON ,_ 111. 11111 III, b 3 -• s °4 • .4. ......,‘...tdo • ke.co •;.` 4. .4 ile. 4 , * T . ,..,,, *lc .., 0 ..... u E, OZ 5j :Br Irk', ,:f it., _7"*. 4•1e' 04,0-6, tia....... `t•kdor lot rt., .. - 0 mo.491 oh . I-. ,,,.,, iii .., ,.....00 . Tigard ,,,z 0-110 Triangle , 4 .„: 1111%0-. s in- A-A4ILV-...4- '...'... ,.... Downtown 'it.* Tigard ip r - -• ,..r ,Alt 'I ', c-• 4 S'o, (-` C4 ...lb, . . liv , _ 4•-•• II.tk 4 I u 15 IA ' • .4, 4 .4 „4:so, 49 OP • 4 114rt 11. 1 'l • t 4 * •,l'F. 954% 4,411 fr:i>016 t . .1, # ‘;j• • ' C4e , Ash Avenue i ...-,.• ‘ . , , • 4,.. ,&011`4:. 4,,,t, • ikt I . I 4111 . )1. BEVELAND '' r , • . , • 474- branch or direct route , . - .i , '4 4g. ip. ,p4v7b., *. N.,' 4ett` 4r.* ... -*. ' t.''. N \ ' .ii! 4 iiiiii mil' 7. • , . WI , s.z -. ..• ., a -•1° - , , . ' 1 -3..,(P.' , -. Wall Street 415/ b me ...4 f' ....,;,. `..•- %.411 ; ti 141A•t ab is ' ). %IF *174. , • '''• branch route only ,„ se/ • ., ‘4004,,, .,,,e / kr 1 dirlita- 11414 -..re,i, lir 00111 „if,. i —_, 'Illit '&8619141. SOUTHWEST CORRIDOR LIGHT RAIL OPTIONS t i-4 T #1' !, lir li ' mii,11 a . & * s '4114•11 4 mS m Branch route alignment and station options V .. . , ; . ” *.tione 'ME IN -.."."f . — I.-i-4 .... ... ,„, ... • ', _z• - . Bridgeport Village mS m Direct route alignment and station options zi '',.. ' .. 1" • . . .... r. , *• , 4. "KM (via branch route)i • • %,,., • - EXISTING TRANSIT ---, - , - *1.41'.., I-a--.,': it .4t•-g __- fil tt 1 - , ire WES Commuter Rail . . Ilii SOW .i % Bridgeport Village Note:This map is based on current design assumptions oI • I , , . < (via direct route) Alignments and station locations are subject to change %mile t • through the environmental review process. — • 1 SW Corridor Sp14, Unused Public ROW Highest Impact 1 -South Portland Scenario edger,11Af R...hare..,. °Hsu lAb' 2M CM.rol H+y ... V.T. i 1 2B ijit s 0 14 h r ` 2Cf 3-PCC y ye r,,,..e+l ' 2-Old Barbar v. s v2 ///3 1 '. r 4-Downtown - Tigard ; 1 3 124 _el Manta �' , Rim "e /7— t _ 1 • 481111 6Ad`,Ted`c.eaer 5-Tech Center \� 6Ah) to Bridgeport Some 800114 iaf t5 ! I ti I Highest Impact to Unused Useful ROW 1 ,, Includes options:1Af128a,2CfI2Ce,3Cb,4Bg/44 6Ad/6AhI6Bh Diatom No impact on potential for tutus motor vehicle capacity•26A acres ig Potential Impact on Useful Unused Public ROW-5.0 acres (Reduced Motor Vehicle Capacity of Unused Public ROW) ap 68h i. Note:Public Rights of Way(ROW)highlighted In color are currently e"" unoccupied by transportation related facilities. These areas would be Ire utilized by one or moof the Identified(lAb•for example)potential p alignment options. The alignment option foot print mapped includes transit 8 / facilities as well as associated roadway,bicycle and pedestrian facilities. Figure 30 100 A. 2000 2016-06-15 City of Tigard, Oregon Affidavit of Posting In the Matter of the Proposed Ordinance(s) STATE OF OREGON ) County of Washington ) ss. City of Tigard ) I lu r r"U L°t-1 n , being first duly sworn, by oath, depose and say: I posted in the following public and conspicuous places, a copy of Ordinance Number(s) , which were adopted at the City Council meeting of Jy,ne 3 8 r Lo(b , with a copy(s) of said Ordinance(s) being hereto attached and by reference made a part hereof, on the� ay of , 201(- . 1. Tigard City Hall, 13125 SW Hall Blvd., Tigard, Oregon 2. Tigard Public Library, 13500 SW Hall Blvd., Tigard, Oregon 3. Tigard Permit Center, 13125 SW Hall Blvd., Tigard, Oregon Signature oCPerson w P(4formed Posting Subscribed and sworn before me this i) 1+day of , 201 r'o by �--.� OFFICIAL STAMP CAROL ANN KRAGER NOTARY PUBLIC - OREGON et"g-1 — 'r COMMISSION NO. 924954 Notary Public - State of Oreg n M'f COMMISSION EXPIRES FEBRUARY 10,2018 I:\ADM\CITY RECORDERS\FORMS\AFFIDAVIT OF POSTING-ORDINANCE.DOC