05/21/1992 - Packet/Cancellation Notice NOTICE
THE MAY 21, 1992
99W TASK FORCE
MEETING
HAS BEEN CANCELLED
THE NEXT MEETING WILL BE HELD
ON JUNE 25, 1992
BR/Croce l.Mtg
May 8, 1992
To 99W Task Force:
This letter is to inform you that the 99W Task Force meeting for
May has been cancelled.
The next meeting will be June 25th, which will be an "open house"
on the proposed interium improvements. In the meantime, Ted Keasey
and Randy Wooley will be meeting with individual property and
business owners who would be directly impacted by the proposed
interium improvements. A summary of those meetings will be mailed
to you with your June agenda.
Tentatively, we are anticipating that the Task Force will complete
their discussion and provide a recommendation to the City Council
on the interim improvements at either their June 25th or July 23rd
meeting. We are also anticipating that the Task Force will
provide a recommendation to the Council on the "Kittleson
alternative" this summer. Starting in September, we should be
ready to discuss whether or not to develop a "conceptual design
plan" for the 99W corridor.
By the way, if any of you are interested in the type of plan that
was developed for MacAdam Avenue or Powell Blvd. , I now have copies
of those plans in my office. Call me if you would like the chance
to puruse those documents.
I know you're disappointed (NOT) to have the May meeting cancelled,
but we'll see you again in June. If you have any questions or
comments in the meantime, please call either myself or Randy
Wooley.
Si rely,
E Murph
Communit D velopment Director
ejm/99W.Sch
cc: Ted Keasey
Bill Ciz
'P Executive Office
25600 S.W. Parkway Center Drive
MITHWllsonviue, Oregon 97070
NOME FURNISMINGS.INC. (503) 682-3222
April 22, 1992
Mr, Ernest R. Munch
111 S.W. Oak Street
Suite 300
Portland, OR 97204
Dear Ernie,
I apologize that I cannot attend Thursday's 99W Task Force Meeting. Unfortunately, I
have a conflict which cannot be changed.
You noted in your letter of April 22 the construction of a raised median on 99W,
whioh would have a devastating impact on our Tigard store.
You are probably well aware of the retailing adage that the three most important
elements of retailing are location, location, location. We know the adage rings true.
When we moved from the lower section of Park 2.17 to our current location with
improved freeway visibility, our sales increased by over 50%.
I would hope that the Task Force recognizes that roughly 90% of our customers come
from north of Garden Place, The median would deny a left turn and make it much
more difficult to find the entrance to our store. The businesses located on 99W are
there because of the high number of cars that pass by their stores, With the
construction of the median, those businesses will be negatively impacted from a
financial perspective. When that happens, the businesses take a second look at their
economic viability. Many will close, many will move,and eventually there will be
negative impact on the value of the property. Taking it one step further, it follows that
the next deterioration is felt within the community.
I realize that the median is the simplest solution to the traffic problem. But in the long
run, it could be the most expensive, i.e., 99W simply becomes a traffic conduit to
move people to and from the southern and northern parts of Tigard. It will not be
functional as a traffic accommodator to help consumers drive throughout the
community.
'1r PR-23-1992 14:20 FROM 5M1IH'b hunt rUMIl. --
Mr. Ernest Munch
Page 2
April 22, 1991,-
At this point, Smith's is asking that the issue be studied more from a comprehensive
perspective. A hasty decision could dramatically change the viability of businesses and
the duality of the community within close proximity to the subject changes.
Sincerely,
SMITH'S HOME FUR 15130,7-�S; INC.
alt Mulvey
Chief Operating Officer
WM:cmf
TOTAL P.02
COMMITTEE FOR TIGARD'S TRANSPORTATION ALTERNATIVES
11960 S.H. Pacific Highway, Tigard, Oregon 97223
April 23, 1991
Michal Wert , Manager, Project Development,
Division of Highways, Region 1
Oregon Dept. of Transportation
9002 S.E. McLo_ughlir Blvd.
Milwaukie, OR 97222
RE: PROPOSED LOCAL BYPASS OF 99W FOR TIGARD VIA THE DARTMOUTH
EXTENSION AND COLLECTOR-DISTRIBUTOR INTERFACE WITH HWY 217.
Dear Michal:
This letter is to thank you for your kind attention and
assistance during our April 13 meeting with Judy Fessler and
myself. I believe our discussion was constructive and very
helpful to all concerned in understanding the issues involved
in our proposal to extend Dartmouth across Hwy 217 and to add
a collector-distributor "interface" along Hwy 217 between the
I-5 and 99W interchanges.
In order to not lose sight of what was accomplished during
that meeting I would like to summarize the various points
which at least from my perspective seemed most important.
There may be other ,points which are not covered here which
you may also wish t�- make note of and I invite you to do so.
(1 ) Our proposal to add a collector-distributor interface
along Hwy 217 between the I-5 and 99W interchanges does not
constitute an "interchange" and therefore does not fall
within ODOT' s policy of limiting new interchanges on full
access controlled highways . This is because the proposed
collector-distributor interface reduces rather than increases
the exits to and from Hwy 217 and therefore will help rather
than hinder the free flow of traffic on Hwy 217.
(2) The need for an overcrossing of Hwy 217 connecting the
Haines Street exit on I-5 directly with Hall Blvd. via the
Dartmouth Extension , together with the possibility of an
interchange with Hwy 217, was first explored by ODOT in the
1988 study entitled "TIGARD TRIANGLE TRAFFIC CIRCULATION
ANALYSIS" , which among other things, concluded :
"By the year 2010, or when development reaches
approximately 50 percent of the development
potential , a niw access , either over or under
Highway 217 , c >nnecting Hunzicker and Hall
Boulevard , muse_ be constructed ." (p. 17 ; emphasis
added)
(3) The ODOT study also projects an "211 level of service at
the proposed connection of Dartmouth with 99W, even when
widened to six lanes, without additi )nal access from across
Hwy 217. On the other hand , service on 99W would improve to a
"D" or an "E" level , merely by making the connection between
Dartmouth and Hunziker via an overcrossing of Iiwy 217.
(4) Although focused on the Tigard Triangle, 1988 ODOT study
point out that the development of the Dartmouth Extension
from the IIaines Street exit on I-5, together with a simple
overcrossing connecting Dartmouth with Hunzicker and
ultimately Hall Blvd . , would provide significant relief to
the congestion on Pacific Highway 99`d:
"With the new connection there would (be) a
20% reduction in traffic volumes on 99W east
of Highway 217 during (the) 2015 forecast year .
Similar reductions are found on Dartmouth
Street and on 78th Avenue leading to 99W." ( p. 14)
Our own analysis confirms ODOT' s conclusions except that we
find that the Dartmouth extension across Hwy 217 to Hall
Blvd . will attract many more trips than ODOT found in 1988.
(5) ODOT has changed the design for the interchange on Hwy
217 at 72nd Avenue ("Alternate A") from what was shown at the
public hearings , to include a new structure across Hwy 217 ,
connecting Hampton Street with Hunziker Road through the Phil
Lewis School yard and severing the present connection of
Hunziker to 72nd . Our proposal would relocate that structure
away from the Phil Lewis School to the proposed extension of
Dartmouth to Hunziker (and eventually to Hall Blvd . ) , thus
killing two birds with one stone: (a) providing the necessary
access to the Triangle from Hunziker and (b) avoiding
increased traffic in the vicinity of the Phil Lewis School .
(6) The future feasibility of the proposed interface with
Highway 217 depends on making adegnnte provision for the
development of collector-distributor lanes flanking Highway
217 between Pacific highway and 72nd , particularly in the
design of the future structure that will carry 72nd Avenue
across Hwy 217 . If the span of that structure is not long
enough to accommodate the proposed collector-distributor
system, then that option would no longer be feasible. We
have requested therefore that ODOT provide assistance to
determine the additional cost , if any , of doing that, before
proceeding into final design of the 7 Avenue
ov ssing.
Sincer ly ,
airy Bissett,
cc. Judy Fessler Acting Secretary
99W Task Force
DATA FOR
99W TASK FORCE
April 23, 1992
BASIC FREEWAY SEGMENTS 3-9
Sir
;
Illustration 3-5. Level-of-service A. Illustration 3-8. Level-of-service D.
ur _
"
i,
Illustration 3-6. Level-of-service R Illustration 3-9. Level-of-service E.
, r
Illustration 3-7. Level-of-service C. Illustration 3-10. Level-ofscrvice F
Level or Service for Signalized Intersections
Level of service for signalized intersections is defined in terms
of delay. Delay is a measure of driver discomfort, frustration,
fuel consumption, and lost travel time. SpeciAcalhy, level-of.
service criteria are stated in terms of the average stopped delay
per vehicle for a 15-min analysis period.The criteria are.given
in Table 9-1.
Delay may be measured in the field, or may be estimated
using procedures presented later in this chapter. Delay is a
complex measure, and is dependent on a number of variables,
including the quality of progression,the cycle length,the green
ratio, and the v/c ratio for the lane group or approach in
question.
Level-of-service A describes operations with very low delay,
i.e.,less than 5.0 sec per vehicle.This occurs when progression
is extremely favorable,and most vehicles arrive during the green
phase.Most vehicles do not stop at all.Short cycle lengths may
also contribute to low delay.
TABLE 9-1. LEVEL-0F-SERVICE CRITERIA FOR SIGNALIZED INTER-
SECTIONS
STOPPED DELAY
PER VEHICLE
LEVEL OF SERVICE (SEC)
A $5.0
B 5.1 to 15.0
C 15.1 to 25.0
D 25.1 to 40.0
E 40.1 to 60.0
F >60.0
Level-of-service B describes operations with delay in the range
of 5.1 to 15.0 sec per vehicle. This generally occurs with good
progression and/or short cycle lengths.More vehicles stop than
for LOS A, causing higher levels of average delay.
Level-of-service C describes operations with delay in the range
of 15.1 to 25.0 sec per vehicle.These higher delays may result
from fair progression and/or longer cycle lengths. Individual
cycle failures may begin to appear in this level.The number of
vehicles stopping is significant at this level,although many still
pass through the intersection without stopping.
Level-of-service D describes operations with delay in the range
of 25.1 to 40.0-sec per vehicle. At level D,•the influence of
congestion becomes more noticeable. Longer delays may result
from some combination of unfavorable progression, long cycle
lengths, or high v/c ratios. Many vehicles stop, and the pro-
portion of vehicles not stopping declines. Individual cycle fail-
ures are noticeable.
Level-of-service E describes operations with delay in the range
of 40.1 to 60.0 sec per vehicle.This is considered to be the limit
of acceptable delay. These high delay values generally indicate
poor progression, long cycle lengths, and high v/c ratios. In-
dividual cycle failures are frequent occurrences,
Level-of-service F describes operations with delay in excess of
60.0 sec per vehicle. This is considered to be unacceptable to
most drivers. This condition often occurs with oversaturation,
i.e., when arrival flow rates exceed the capacity of the intersec-
tion.It may also occur at high v/c ratios below 1.00 with many
individual cycle failures.Poor progression and long cycle lengths
may also be major contributing causes to such delay levels.
1992 LEVEL OF SERVICE (LOS) FOR 99W/HALL INTERSECTION
CONDITION LOS
Existing intersection E
With widening of north leg only D-E
With widening of south leg only D
With widening of both north & south legs D
With addition of third eastbound lane D*
With widening of north & south lane plus
addition of third eastbound lane C*
*Assumes that the eastbound lane extends from Greenburg Road to the southbound
ramps of Highway 217.
rw/99W-LOS
N
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99W AT GARDEN PARK HALL AT GARDEN PARK
%BACKUP % BACKUP
PEAK UP TO BEY ND PEAK UP TO BEYOND
TIME HOUR DIR INTX INTX TIME HOUR DIR INTX INTX
4:15-4:30 WB 34/28 38 4:15-4:30 NB 0 0
EB 22/60 18 SB 0 0
4:30-4:45 WB 37/34 29 4:30-4:45 XXX NB 0/3 0
EB 21/61 18 SB 0 0
4:45-5:00 WB 38/22 40 4:45-5:00 XXX NB 34/33 33
EB 22/57 21 SB 0 0
5:00-5:15 XXX WB 23/38 39 5:00-5:15 XXX NB 19/17 64
EB 13/57 30 SB 0 0
5:15-5:30 XXX WB 36/29 35 5:15-5:30 XXX NB 17/15 68
EB 9/58 33 SB 0 0
5:30-5:45 XXX WB 38/39 23 5:30-5:45 NB 83/17 0
EB 18/58 24 SB 0 0
5:45-6:00 XXX WB 25/60 15 5:45-6:00 NB 84/13 3
EB 2067 13 SB 0 0
6:00-6:15 WB 16/84 0 6:00-6:15 NB 0 0
EB 16/84 0 SB 0 0
OREGON DEPARTHM [IF TRAIWORTATZON City TIGA_Rn __ County WASHINGTON
HIGHWAY DMSIW
TRAFFIC XcrmH Intersection of
Auramm and -GARDEN PL, WARNER AVF,
Cmusm
Dumm Highway and No. PACIFIC HWY, W, NRE 99V
Sam M.P. R•73 Period Fr. 01/01/87 To 12/31/91
K,y-Sr--,,.t. 04/1A/92
LEGEND
• Person Wed . � - 8.73
--Ped Killed ( 1 1� r 3
O Person hS _ 3
4-——Ped In.). _
!K—Prop—t,, D.%,pe a,ly c
14
colusson - Rear-end V •-�
---CvUtsson
CoUbkm _ sz #� i1*0
A*atttp lift Tern f (L
WARNER AVE. GARDEN AVE.
85 l �
lic,01TI1 O `O
° �
o
� Y.
T $ IT
y- Ur. U00
a O
0
0
a--——Path of Pedestrrun Y
H Path of VeNds
'4-----Path of A,r+al
�—VeNde lbvtv 3
E • V~v Stopped k
—i VeNde iadav -
99 ^ 8.75
� Properly Parked j,
® ImproprHy Parked #3
44-C lVeNde Qver-tr+td
4/16/92 OREGON STATE HIGHWAY DIS„TION - PLANNING SECTION P,. _ 1 '
ACCIDENT SUMMARIES BY YEAR
TIGARD HIGHWAY 1W, PACIFIC HWY. WEST
WASHINGTON MP 8.73 TO 8.75 01/01/87 TO 12/31/91
NON- PROPERTY
FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER- OFF-
YEAR COLLISION TYPE ACDTS ACDTS ONLY ACDTS KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION ROAD
1987 ANGLE 1 1 1 1 1 1
1987 REAR-END 1 1 2 1 1 1
1987 1URNING MOVEMENTS 1 1 2 1 1 1 1 1 2
YEAR TOTAL 3 1 4 4 3 1 3 1 4
1988 REAR-END 1 3 4 1 1 3 2 2 2
1988 TURNING MOVEMENTS 2 1 3 6 2 1 2 1 2
YEAR TOTAL 3 4 7 7 3 4 4 3 4
1989 SIDESWIPE-OVERTAKING 1 1 1 1
1989 TURNING MOVEMENTS 4 5 9 7 8 1 8 1 8
YEAR TOTAL 4 6 10 7 9 1 9 1 8
1990 REAR-END 1 1 3 1 1 1
1990 SIDESWIPE-OVERTAKING 3 3 3 3 1
1990 TURNING MOVEMENTS 2 6 8 4 6 2 8 7
YEAR TOTAL 3 9 12 7 9 3 11 1 9
199•. REAR-ENC
1991 TURNING MOVEMENTS 2 7 9 4 4 5 6 3 4
YEAR TOTAL 2 8 10 4 1 4 6 7 3 5
FINAL TOTALS 15 28 43 2.9 1 28 15 34 9 30
REPORT EZSUMSI
•
ACCIDENT SUMMARY - PACIFIC HIGHWAY 'WEST 01W)
t�cloeNss REPoRTE� 'Tb p.M.v.) LEGEND- _TYPE OF Acc10ENT
MISE POSTS 8. 55 TO g.85 A ..
ANGLE
YEARS 1988, 1989, ( 1T: TURNING
R • REPQ END
S , s►oF- SWIPE
P • PEAESTMAN
(-- 9 RCC 1 A EI-A S VEA 31 ACC.tOENTS PfiZ
1, 000 000 VE 41 CLE - MIL-Es I,000ODO VENtCLE-M1Lf,$
WY 217 N.& RAMPS FEW`?. 217 5.8. RANDS . GAPDEN PLACF- µA1.1 $LVD,
T
T
T
T
T
R T
R T R
R K T R
T R R
R T K k
K TR T
R TR T R K TPA
R R TR R T R K TR TRA
R TK R R R TR KS TR T T TK S T R Q TRS TRA K TRS KS
R TR R R Rs L TR TR TRS A S VS TTR T TR T TRS TRSP TAP TRS TRS T S
S,SS 8s4 867 6,58 8,54 $.6o &61 U2 9.6? 6.64- 8.65 6.66 8.67 a.6S 9,69 8.70 6.71 6,72 8.73 8.74 6.7s 5.76 8.77 9.70 8,79 8,80 g,81 8,82 $.63 6,64 &&Br
PACIFIC HIGHWAY WEST ( 99 W) , MILEPOST
POSSIBLE PROJECT:
CAPACITY IMPROVEMENTS (traffic congestion relief)
Re-stripe 99W (Greenburg to 217) $ 25,000
Add turn lanes on Hall approaches 233,000
Modify 99W/Hall signals 100,000
$ 358,000
SAFETY IMPROVEMENTS:
Install median barrier (Hall to 217) $ 13,000
Construct alternate access to Warner Ave. 215,000
$ 228,000
TOTAL PROJECT $ 586,000
Say $600,000
dj/projects.dp
MSD/emme/2 : 2010 AUTO VOLUMES (EVENING PEAK HOUR)
WESTERN C0RRID0R (HWY 99W, HWY 217 AND
THE PR0P0SED DARTM0UTH EXTENSI0N>
_____________________________________________________________
W/0 99 WIDENING W/ 99 WIDENING
2550 2700 2677 3106 3006
Rol
1�4
-HWY99W->
2272
-DARTM0UTH---- ----->
1 646 1 700
77NN
SCENARIO 5019 SCENARIO 5015
(no other change) (no other change)
2050 2334 2575 *2670 2647 3066
+ 5 2628 2453
.71005 1175 1538 1783
112,0 1704
761 1057 1408 736 1011 1365
SCENARIO 5016 SCENARIO 5017
(m/ overcrossing ; (m/ overcrossing ;
w/o interface) w/o interface)
2261 2034 2610 2826 2426 3064
95:2-
1936 1303 1 7 17e2
7 2267 21
1375
1153 1370 1351 1125 1273 1216
SCENARIO 5018 SCENARIO 5020
(m/ overcrossing ; (m/ overcrossing ;
m/ interface) m/ interface)
PRESENTATION TO TIGARD'S
99W TASK FORCE
AGENDA
OVERVIEW OF THE KITTELSON PROPOSAL
RESPONSE TO ISSUES RAISED BY ODOT
SUMMARY OF PROPOSAL BENEFITS
SUMMARY OF PROPOSAL BENEFITS
No additional interchanges on Highway 21'7
,r Four fewer access points to Highway 217
✓ Better accessibility and connectivity (via C-D road)
Elimination of weaving on Highway 217
t Reduced mainline volumes on Highway 217
,r Improved level of service on Highway 217
✓ No additional crossings of Highway 217
J A corridor rather than a facility focus
Summi" RY OF ISSUES RAISED
BY ODOT
The primary purpose of the Dartmouth Extension is to improve
local circulation
Even with the Dartmouth Extension in place, there will still be a
need to widen Highway 99W
Connecting the Dartmouth Extension to Highway 217 is
unacceptable. To do so would jeopardize the operation of
Highway 217
The City should request that Metro conduct a subarea analysis,
but without including a possible connection to Highway 217—J
CIRCULATION IMPACTS OF
THE KITTELSON PROPOSAL
THE PROPOSAL IMPROVES LOCAL CIRCULATION
THE PROPOSAL ALSO ADDS CAPACITY TO THE REGIONAL
TRANSPORTATION SYSTEM
10 THE PRIMARY PURPOSE OF THE PROPOSAL IS TO
ADDRESS SYSTEM-WIDE NEEDS, AND NOT TO FOCUS
SOLELY ON INDIVIDUAL FACILITIES
NEED FOR WIDENING 99W
11 HIGHWAY 99W WILL EXPERIENCE CAPCITY DEFICIENCIES
THROUGH TIGARD IF:
-- No improvements are made
-- The Dartmouth Extension is constructed
-- Highway 99W is improved to 6 lanes
-- The Western Bypass option is adopted
-- The arterial improvement option is adopted
-- The HOV option is adopted
IT IS INAPPROPRIATE TO JUDGE THE DARTMOUTH
EXTENSION ACCORDING TO CRITERIA THAT ARE NOT ALSO
APPLIED TO THE OTHER ALTERNATIVES
IMPACTS OF THE KITTELSON PROPOSAL
ON HIGHWAY 217
N OUR ANALYSIS INDICATES
-- Less weaving
-- Fewer merge/diverge conflicts
-- Reduced mainline volume
-- Improved peak-hour levels of service
-- Increased speed
-- Benefits to critical sections of 99W
ODOT'S CONCLUSIONS ARE BASED ON A COMPLETELY
DIFFERENT OPTION WHICH DOES NOT INCLUDE ANY
INTERFACE OR CONNECTION WITH HIGHWAY 217
m
SUMMARY
1 THE DARTMOUTH EXTENSION/HIGHWAY 217 INTERFACE
PROVIDES BOTH SYSTEM-WIDE AND LOCAL BENEFITS
AVAILABLE CAPACITY WILL ALWAYS BE INSUFFICIENT TO
MEET PROJECTED DEMAND UNTIL 99W IS VIEWED AS A
CORRIDOR RATHER THAN AS A SINGLE FACILITY
THE PROPOSED FREEWAY/SURFACE STREET INTERFACE
IMPROVES HIGHWAY 217 OPERATING CHARACTERISTICS,
AND DOES NOT DEGRADE THEM
M THE CITY SHOULD REQUEST THAT METRO CONDUCT A
COMPREHENSIVE SUBAREA ANALYSIS, CONSIDERING
BOTH THE LOCAL AND THE REGIONAL STREET SYSTEM
t R 4
t
Description of Park 217
and
Proposed Improvements to Highway 99W
submitted by
Smith's Home Furnishings and Spieker Partners
to the
Tigard 99W Task Force
June 24, 1992
Prepared by
ERNEST R. MUNCH
ARCHITECT URBAN PLANNER
111 S.W.OAK STREET, SUITE 300
PORTLAND,OREGON 97204
PHONE: (503) 224-1282
FAX: 224-7931
f
Description of Park 217
Park 217 is a 256,000 square foot business park owned by Spieker
Partners. The first phase of development was begun in the early 1980's.
Subsequent buildings were constructed until 1990. The park is nicely
landscaped and well maintained, with an occupancy rate of approximately
97%.
The principal tenants include Smith's Home Furnishings, (46,550
square feet); Keystone/NEA, (29,762 square feet); Synektron, (29,675
square feet); Automated Office Systems, (41,715 square feet); Crestec
Portland,, Inc., (15,235 square feet); and Contract Furnishings,
(14,400 square feet). In all, 681 people are employed by 20 firms in Park
217. The county tax roles lists its assessed value as $10,441,570.
Like any retail establishment, Smith's Home Furnishings is both
location and access sensitive. Its business increased 50% after it moved
from one location in Park 217 to its present location closer to 99W.
Ninety percent of the customers from Smith's arrive from the north.
Construction of a raised median preventing left turns directly into Garden
Place from 99W would be disastrous without first improving access to the
store in some other way.
f ,
Improvements to Highway 99W
as
Proposed by Smith's Home Furnishings and Spieker Partners
1. Construct a one way frontage road, (Park Place) from the
intersection of 99W and the Highway 217 southbound on ramp to
Garden Place. Allow access to Highway 217 from this new street.*
2. Construct a raised median in the center of 99W only if item #1 is
implemented.
3. Support a Tigard sub-area transportation analysis sponsored by
Metro.
4. Undertake a broad, long range study of 99W and its relationship the
Tigard Community, in order to guide future improvements to that
roadway.
* The estimated construction cost of the new frontage road is $314,000.
Note that ODOT has proposed spending $369,000 for right of way and the
construction of access improvements for three businesses (employing a
total of 12 people), five apartment units and one house north of 99W which
would be impacted by construction of the proposed median.
� T
Proposal
submitted by
Smith's Home Furnishings and the Spieker Partnership
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Proposal
submitted by
Smith's Home Furnishings and the Spieker Partnership
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8 B`�SMACIYAN-DARN ELL, ` IC.
\D1 ENGINEERING AND PLANNING
Transportation. Traffic, Municipal, Transit
319 SW Washington,Suite 906 Portland, Oregon 97204 (503)227-1666
May 5, 1992
Mr. Ernie Munch
111 SW Oak Street
Portland, OR 97204
Subject : Smith ' s Home Furnishings traffic access on Highway 99W
in Tigard , Oregon.
Dear Ernie :
Per your request , I have analyzed the impact of an alternate
access to Smith' s Home Furnishings in the vicinity of the SR-217
interchange at Highway 99W. This proposed project would include :
- Construction of a southbound frontage road from the inter-
section of Highway 99W and the southbound SR 217 access ramp
into the business park where Smith ' s Home Furnishings is
located . The freeway ramp would be designed to peel off
from this frontage road ; and
- Construction of a median on Highway 99W which would limit
turning movements at SW Garden Place/Warner Avenue to
right-in/right-out operations only.
Analysis was conducted of PM peak hour traffic operations for
existing conditions and for conditions with the proposed modifi-
cations. This analysis was focused on the intersections of
Highway 99 with Hall Boulevard and with the southbound SR 217
on/off ramps . Analysis was also conducted of recent accident
history at the intersection of Highway 99W with SW Garden
Place/Warner Avenue. The analysis methodologies and results are
presented in the following paragraphs .
PM Peak Hourly Capacity Analysis
PM peak hour capacity analysis was conducted using the Passer II
software program and traffic volume data which was collected by
ODOT and provided by yourself . A field check of existing inter-
section geometry was conducted by BDI staff . Results of this
analysis indicate that the intersection of Hall Boulevard with
Highway 99W currently operates at level of service (LOS) "E" with
average delays of just over 40 seconds per vehicle during the PM
peak hour . The intersection of Highway 99W with the southbound
SR 217 ramps currently operates at LOS " C" during this time
period , with average vehicular delays of between 15 and 16 sec-
onds per vehicle .
Mr . Ernie Munch
May 5, 1992
Page two
The proposed project would result in no change in level of serv-
ice at either of the intersections analyzed . However , a slight
increase in average vehicular delay would occur at both loca-
tions . Average delays at the intersection of Highway 99W with
the southbound SR 217 ramps would increase to just over 18 sec-
onds per vehicle , while average delays at the Highway 99W/Hall
Boulevard intersection would increase to just under 41 seconds
per vehicle . Capacity analysis results are summarized in the
following table and the traffic volumes used for analysis have
been included in the attached figure .
PM Peak Hour Capacity Analysis Summary
Existing With Project
Average Average
Intersection Delay LOS Delay LOS
Highway 99W @ Southbound 15. 5 C 18. 1 C
SR 217 Ramps
Highway 99W @ Hall Boulevard 40. 4 E 40. 8 E
Analysis of Accident Data
Based on information collected by ODOT and provided by yourself,
accident analysis was conducted . This data indicated that , be-
tween January 1 , 1987 and December 31 , 1991 , there were 43 re-
ported accidents at the intersection of Highway 99W and Garden
Place/Warner Avenue . An accident rate of 0. 26 accidents per
million entering vehicles was calculated for this intersection
over the five year period . These accidents resulted in 28 in-
juries and no fatalities . This is a very low accident rate and
would not be indicative of significant problems. By way of
example , the City of Portland generally begins to assess accident
problems at an intersection when the rate reaches 1 . 00.
Analysis of the data provided also indicates that 30 of the 43
reported accidents were types which could be prevented by the
proposed median . If the proposed median had been in place during
the five year period covered by our analysis , the existing acci-
dent rate would have fallen to approximately 0. 08 accidents per
million entering vehicles.
\B
\D\1
Mr. Ernie Munch
May 5, 1992
Page three
I hope that the analysis presented in this letter is sufficient
to meet your needs at this time . If you have any questions or
require further analysis please feel free to contact me.
Sincerely,
BASMACIYAN-DARNELL, INC.
Anne Sylvester P. E.
Principal Transportation Engineer
Attachment
I
BMACIYAN DARNEL, INC.
Project No. 9,203 09 Date By Checked
Project Description SmAs Home. Fua.nmbi-a9s Trrza-PAc- Access
N�
4C
or-� 89
II
46- 1311 e� S 96 11 x---1405
r2 4'Is�, t� 1, 70
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29 in c
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}�M Pia L Awa. fadfic volumes ti►4k 10A4posed PLojec .
Consulting Engineers
June 4, 1992
Mr. Ernie Munch
111 SW Oak Street, Suite 300
Portland, OR 97204
RE: Park 217 Frontage Road Project
Dear Ernie:
We have reviewed the schematic plans for the proposed frontage road along SR 217 east of
Highway 99W. The proposed Frontage Road will provide access to Park 217 and the SR 217
ramp.
The frontage road will consist of a one-way road with a 5 foot sidewalk on the south side.
The project will also include the construction of a two-way street connecting the Frontage
Road to the cul-de-sac at Garden Place.
The estimated construction cost for this road is $280,000. This includes a 20% estimating
contingency. The estimated additional consultant costs for civil engineering, soils report and
traffic study is $34,000. The total cost of the project would be $314,000.
Enclosed is an itemized cost estimate for your review.
If you have any questions or require further information, please call me.
Very truly yours,
Robert J. Grummel, P.E.
RJG/be
Enclosure
92038.9
707 S.W Washington St . Suite 600 Portland. OR 97205-3523 (503) 22 7-325 1 Fax (503) 227-7980
Portland Seattle Los Angeles
kpff
Consulting Engineers
COST ESTIMATE 707 SW Washington, Suite 600
Portland, OR 97205
TITLE: .�p.-t:�- Z)-1 (503) 227-3251
HEADING: JOB NO:
CALC. BY: DATE: (i- -�1Z PROJECT:
Page_ of _
UNIT UNIT
ITEM DESCRIPTION MEASURE COST TOTAL
4. I Jr 04'�
333 Y C�
7 YP
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232,-7
Examples of
Frontage Roads
in the
Portland Metropolitan Area
Similar to that Proposed by
Smith's Home Furnishings and the Spieker Partnership.
Restricted Direction of Frontage Street Preceding Number of
Access Travel on Hwy. Cross Street Accidents
Hwy. 1989-1991
1. I-5 North North Bound N. Missouri N. Alberta 3
2. I-5 North South Bound Minnesota N. Alberta 1
3. I-405 East Bound NW. Vaughn/ NW. 23rd Ave. 2
Extension NW. Thurman
4. I-405 North Bound NW. 15th Ave. NW. Glisan 0
5. I-405 South Bound NW. 16th Ave. NW. Everett 0
6. I-405 South Bound SW. Taylor SW 13th Ave. 0
7. Hwy 26 West Bound SW. Murry St. SW. 20th Ave. 1
8. I-405 East Bound SW. Broadway SW. Jackson 9**
9. I-405 West Bound SW. 6th Ave. SW. Broadway 8
10. I-405 East Bound SW. 5th Ave. SW. Jackson 0
11. I-5 South South Bound SW. Sheridan SW.Montgomery 0
12. I-5 South North Bound SW. 20th SW. Spring Garden 0
13. I-5 South North Bound SW. Huber SW. Capitol Hwy. 2
14. I-5 North North Bound N.Williams NE. Broadway 3
15. I-84 West Bound NE. 33rd Ave. NE. Broadway 0
16. I-84 West Bound NE. Halsey NE. 82nd Ave. 0
* Source: ODOT.
** The accident count rises to 21 if the intersection of Broadway and Jackson is included.
The higher rate is due primarily to drivers disregarding the traffic signal at that location.
v •
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9. I-405 West Bound SW. 6th Ave. SW. Broadway
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12. I-5 South North Bound SW. 20th SW. Spring Garden
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13. I-5 South North Bound SW. Huber SW. Capitol Hwy.
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14. I-5 North North Bound N. Williams NE. Broadway
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15. I-84 West Bound NE. 33rd Ave. NE. Broadway
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16. I-84 West Bound NE. Halsey NE. 82nd Ave.
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♦ N
�4
MEMORANDUM
CITY OF TIGARD, OREGON
TO: 99W TASK FORCE
FROM: ED MURPHY, COMMUNITY DEVELOPMENT DIRECTOR
DATE: April 13, 1992
SUBJECT: MEETING
THIS IS A REMINDER THAT THE 99W TASK FORCE WILL MEET ON
THURSDAY, APRIL 23, 1992 AT 7:00 PM IN TOWN HALL ROOM.
REMINDER
99W TASK FORCE AGENDA
APRIL 23, 1992
7:00 P.M.
71GARD CITY HALL - TOWN HALL
13125 SW HALL BLVD
TIGARD, OREGON 97223
1. Call to Order/introductions
2. Roll Cali: Clark _ Cook _ Deuth _ Eddy _
Edwards _ Hawley _ Holland _ Moore _
Reilly — Schwartz _ Schweitz _
Alternates: Carver _ Hopkins
3. Visitor's Agenda and Comments
4. Approval of minutes from March 19, 1992
5. Staff report by ODOT/City on information requested.
6. Consideration of methods for discussing any proposed interim
improvements with property/business owners.
7. Updated on "Subarea Analysis" Proposal. - (Randy Wooley)
8. Recommendation of interim improvements to Council/ODOT.
9. Presentation of Dartmouth Extension/217 - Response to ODOT's
Analysis/statement. - (Kittleson)
10. Other Business
11. Adjourn
brY99YagendAst
Our conclusion regarding the primary purpose of the Dartmouth
extension are derived from the "Tigard Triangle Traffic Circulation
Analysis", performed by the Transportation Analysis Unit in 1988. The
purpose of this analysis is stated in the introduction:
"Several recent studies have examined access to the
Tigard Triangle and all have concluded that there are
potential future capacity deficiencies on existing routes
leading to and from the Triangle. After reviewing the
results of these studies, and since some of the deficien-
cies would be on state facilities, the City of Tigard
requested the Oregon Department of Transportation
(ODOT) to conduct a study to determine the extent of
capacity deficiencies and develop recommendations for
improvements. The study and recommendations would
lead to the adoption of a transportation plan for the
Triangle area."
This concern for local circulation and access is supported by the unit's
1991 select link analysis, shown below on Table 1 and 2 from that
report.
TABLE 1
Dartmouth Traffic Volume (Origin)
Peak Hour
Volume on Hwy. % From Tigard % From
Option 217 O-Xing Triangle I-5 N.
1 0 - -
2 1210 67% 31%
3 1235 66% 27%
4 1530 56% 41%
5 1615 56% 38%
2
TABLE 2
Dartmouth Traffic Volume (Destination
PM Peak Hour
Hour Vol.
on 99W Tigard Hwy. 217
Hwy. 217 West Central North of Hall Blvd. All
Option O-Xing Walnut Area 99W South Other
1 0 - - - - -
2 1210 18% 15% 25% 23% 19%
3 1235 14% 21% 26% 23% 16%
4 1530 45% 10% 16% 11% 18%
5 1615 39% 16% 16% 12% 17%
These two statements taken in the context of my letter are meant to
convey to the Tigard committee the unlikelihood of the Department
funding the construction of the Dartmouth extension in its entirety. It
is not meant to be, as you seem to have assumed, a statement of
criticism to the overall utility of the proposed facility, or even to the
Department's ultimate willingness to make some contribution to its
construction.
My letter supports this message by laying out some of the reasons for
it; that is, 1) the Department has a continued responsibility for the
operation of 99W which, in our opinion, is likely to involve future
capital investment requirements in Tigard, and 2) financial resources
will constrain the Department's ability to contribute to improvements
to local circulation and access, such as in the Tigard Triangle.
My comment regarding connecting the Dartmouth extension to
Highway 217 is a similar expression to the committee of the unlikeli-
hood of such a connection in the immediate future. In combination,
this reflects our current interchange policy on full access controlled
highways(currently under revision in Salem), the status of the Westside
Bypass Study and the RTP update, which will designate the future of
Highway 217, and the lack of a planning "vehicle" by which to
consider proposals for a CD Road/interchange system for the highway
such as you have proposed.
3
Finally, my comment about environmental impacts is merely a
reflection of how traffic increases on local streets can become serious
neighborhood issues for local government of which the committee
should be aware.
I know that you and others have worked hard to look at alternatives to
improve not only access to the Tigard Triangle, but overall traffic
circulation in the Tigard area. Although you may be frustrated, I
encourage you to continue in your efforts to improve the local
transportation system with the City of Tigard. You have proposed
some good ideas for improvements which I believe merit further
investigation.
Ted W. Keasey, P.E.
Project Team Manager
TWK:po
cc: Don Adams
Mike Wert
Jef Kaiser
Dave Williams
Larry Bissett
Neil Handyside, CH2M Hill
Randy Wooley, City of Tigard
Steve Clark, Times Publication
w1aW311c
4
14FKITTELSON & ASSOCIATES, INC.
TRANSPORTATION PLANNING/TRAFFIC ENGINEERING
ILXN610 SW ALDER,SUITE 700•PORTLAND.OREGON 97205•(503)228-5230•FAX(503)273-8169
f 1l(-J"VAY DiV., REGION i
Hal Uper Prci Dev Mgr_
t k'_•.._ trat Anlys Proi.QualAssur_
February 24, 1992 , Env/TeamsMgr
FEB _
Safety Off
Fed Aid Mgr Geology Mgr
Project NO. : P10 .00 Reg SJ Asst Assur Spec
ra:on;9 Oiher
Mr. Ted W. Keasey, P .E.
Oregon Department of Transportation
9002 SW McLoughlin Boulevard
Milwaukie, Oregon 97222
SUBJECT: Dartmouth Extension
Dear Mr. Keasey:
On February 19, you wrote a letter to Randy Wooley related to the
above subject and containing the following comments :
" . . .building the Dartmouth Extension will delay the need to
widen Highway 99W a few years, but widening will still be
necessary. "
"Connecting the Dartmouth Extension to Highway 217 is
unacceptable . We find no benefit to the operation of
Highway 217 if additional access is allowed. "
"All of the proposals I have seen, including the Dartmouth
Extension, greatly improve local traffic circulation.
However, there would be serious impacts to the environment
and to the residents of Tigard. . .the redistributed traffic
loads on Hall Boulevard, Durham Road, and McDonald Street
would affect many residents and is difficult to mitigate. "
"Although there is some benefit to Highway 99W by reducing
the traffic load on the highway, the primary purpose of the
Dartmouth Extension is to improve local traffic
circulation . "
Each of these comments is in direct conflict with the results of
our own detailed analysis, of which you have been kept informed.
Mr . Ted Keasey
February 24, 1992
Page Two
As you know, we have provided ODOT with a substantial amount of
technical documentation supporting our findings throughout the
several years that we have been involved in this process . Since
you represent the Oregon Department of Transportation, I believe
you have a similar duty to either provide substantial,
quantitative, and credible technical evidence supporting your
statements as quoted above, or to withdraw them. Thus, the
purpose of this letter is to present you with a formal
opportunity to provide me with any supporting information you may
have, and to demonstrate why our own analysis is not valid.
We have made very sincere efforts over the past several years to
perform a comprehensive and objective analysis of the available
alternatives . Working with the Committee for Tigard' s
Transportation Alternatives, we have also attempted to bring both
the City and ODOT into the process of recognizing and dealing
with the inherent relationships that exist between regional
transportation, local transportation, and local land use
decisions. This has been a burden far exceeding that which
private citizens could normally be expected to bear. Given this
history of sincere effort on our part, I am frustrated by the
tone and content of your letter, Ted. Further, I am disappointed
that you would make such statements to Randy Wooley and the
99W Task Force without also informing Larry Bissett, Neil
Handyside, or myself. This is especially disappointing
considering our combined history of involvement and interest in
this project, and our own efforts to keep you and all other
interested parties informed at all stages of our analysis .
Since you should already have the technical documentation
necessary to support your statements to Randy Wooley, I would
like to receive such documentation no later than Friday, March 6 .
Mr. Ted Keasey
February 24, 1992
Page Three
Finally, Ted, you should be aware that neither I nor Larry
Bissett are representing either Gordon R. Martin or Gordon S .
Martin in this matter. You may, however, address your response
to either Larry or myself.
Sincerely,
Waynetpal
itte son
Princ
cc: Neil Handyside (CH2M Hill)
Larry Bissett (Systems Research Group)
Richard Kadyk (Chairman, Committee for Tigard' s
Transportation Alternatives)
Steve Clark (Chairman, 99W Task Force)
Randy Wooley (City of Tigard)
_X
of l
March 16, 1992
DEPARTMENT OF
TRANSPORTATION
Neil Handyside, P.E.
CH2M Hill HIGHWAY DtvlsloN
2020 S.W. Fourth Avenue, Second Floor Region I
Portland, Oregon 97201 C603-1458
FILE CODE:
Subject: I-5 @ Hwy. 217/Kruse Way Interchange
Dartmouth Extension/C.D. Roads on Hwy. 217
We appreciate your efforts to improve traffic circulation in the Tigard
Triangle area. I know you have spent considerable time in developing
the collector/distributor (C-D) road system you have proposed for
Highway 217. The concerns expressed in your February 7, 1992 letter
were reviewed and our response is as follows.
We also had the same concerns Joel Leisch had about grades, and the
horizontal and vertical clearance under the 72nd Avenue structure.
Preliminary reviews by both our own staff and the design consultant,
Howard Needles Tammen & Bergendoff (HNTB), confirmed there
should be adequate clearance under the structure for our proposed
design. As the preliminary design is refined, minor adjustments in the
alignment and grades may be needed. However, this is a normal part
of the design process and is expected.
In reviewing your C-D road concept for Highway 217 and how it
affects the I-5 @ Hwy. 217/Kruse Way Interchange design, it is clear
that some changes would need to be made if your plan was implement-
ed as proposed. The majority of these changes affect the design of the
second construction phase of our project. Since we do not expect
Phase 2 construction to begin for at least 10 years, there is a great deal
of time to modify our design should a C-D road system for Highway
217 be adopted in the Regional Transportation Plan (RTP).
Of more pressing concern is how your C-D road system affects the first
construction phase of our project. We are faced with the dilemma of
whether or not we should design for something that may or may not
happen. It would be nice if we could plan for every contingency, but
limited resources require us to decide what the best investment of
public funds should be. We simply cannot design our facilities to
9002 SE hIcLoughlin
Milwaukie,OR 97222
(503) 653-3090
734-1850(Rev.3-91) FAX (503) 653-3267
include everyone's ideas on what they feel should be built in the future.
To do so would often add unnecessary expense and environmental
impacts to projects.
Your comments and concerns will be passed on to HNTB for consider-
ation during their preliminary design effort. However, at this point, we
will not be making major changes to the design of our project to
specifically accommodate the C-D road system proposed for Highway
217. Our design is consistent with the RTP, which does not include
these C-D road improvements. To provide for these specific improve-
ments implies that we accept the proposal as the best way to handle
traffic in the future. Our position is that connecting the Dartmouth
extension to Highway 217 is unacceptable.
I applaud your intent to improve the overall traffic circulation in the
Tigard area. Although much of the traffic in Tigard depends on the
State highway system for local circulation, we do not believe this
condition should be augmented with new access to Highway 217.
Local circulation is not the State's responsibility, rather, it is the local
government's. Therefore, I encourage you to work with the local
government officials to find the solution that will best help local traffic
circulation, then work towards getting it included in the RTP.
If you have any additional concerns, you may call me at 653-3180.
Ted W. Keasey, P.E.
Project Team Manager
TWK:po
cc: Don Adams
Michal Wert
Jef Kaiser
Dave Williams
Hans Conradt, HNTB
Wayne Kittelson, Kittelson & Assoc.
Larry Bissett
Randy Wooley, City of Tigard
nhtl-0312e
�- Engineers
Planners
Economists
® Scientists
Portland Office
February 7, 1992
PDX32425.A0
Mr. Ted Keasey
Project Coordinator
Highway Division HI VI- AY DiV., REGION Z
9002 S.E. McLoughlin Blvd. itcgion Eng Traf Oper Prof oev r.:gr_
Milwaukie, Oregon 97222 Traf Ant" Roj.Qu:fAssur�
C^n•i SIRE:wiTeams
FEB ! ! :.;�� —
i'ut k Aif ^_-- S316ty(Xf
Dear Mr. Kealey: Fed Aid 1.1gr Geology Mgr
.V-$S,-,Mgt— Re^S:f Asst Assur Spec
Subject: Highway 217/Kruse Way Tro;"i� atm
Tigard Triangle
As you know, we have been looking for ways to improve traffic in the "Tigard
Triangle" area. At our meeting on October 9, 1991, we presented a plan to add an
overcrossing of Highway 217 at Dartmouth and a collector/distributor (CD) system on
Highway 217. It is our opinion that these improvements are necessary to meet the
traffic demands of the area in the future.
In our recent phone conversation, you stated that ODOT is in the process of approv-
ing Alternative A Modified as the preferred option for the Kruse Way/I-5 Inter-
change. In preparing alternatives for Highway 217, we found it necessary to modify
this plan in order to accommodate a future CD system. If your goal is to construct
Alternative A Modified as shown on the preliminary drawings, it would be desirable
to design it so as not to preclude the construction of a CD system or a widening of
Highway 217 in the future.
The following areas should be reviewed to determine if the current design can
accommodate the anticipated improvements on Highway 217:
• The 68th Avenue structure to be built over the I-5 ramps should be
designed to provide adequate room for future CD exit ramp. Such a
ramp must pass under the 68th Avenue structure and may have to be
lengthened to do so.
Serving Oregon and Southwest Washington from two tocations:
CH2M HILL Porffand Office 2020 S.W.fourth Avenue,2nd Roor,Portland,OR 97201 503.224.9190
Corvollls OHlce 2300 N.W.Walnut Bhed,P.O.Box 428,Corvallis,OR 97339 503.752.4271
PDX317.03051
Mr. Ted Keasey
Page 2
February 7, 1992
PDX32425.A0
• The Kruse Way structure over the I-5 ramps should also be designed to
provide room for the CD road. To provide access to both Highway 217
and the CD road, the configuration of the Kruse Way ramp and ramp
structure was modified.
• The 72nd overcrossing structure and the interchange ramps at 72nd
should also accommodate the widening for the CD road. Although
72nd is not part of the current construction phase, the design and con-
struction of the ramps from I-5 and Kruse Way should accommodate
the anticipated designs at 72nd.
At the October meeting, Joel Leisch expressed some concerns about the Alternative
A Modified design. In his opinion, it did not appear possible to construct the Kruse
Way northbound ramps over the I-5 ramps and.connect them to Highway 217. His
reasoning was that to cross over the I-5 ramps and under the 72nd structure would
require a minimum of 650 to 700 feet. It does not appear that there is enough room
to do this. The grades of both the I-5 ramps and the Kruse Way ramp will influence
how much distance will be required to bring this about.
The other concern mentioned at the meeting was the horizontal clearance under 72nd
Avenue. Based on the Alternative A drawing, there appear to be six lanes plus
shoulders and a median passing under the 72nd structure. It also appears that the
northbound Kruse Way ramps are merging as they pass under the structure. This will
require additional width. In addition, the southbound ramps are shown tapering out
to four lanes to provide a two-lane exit to Kruse Way. Considering the widths
necessary, the length of the 72nd structure may not accommodate all the lanes and
the necessary additional widths.
To summarize, it appears that some modification to the Alternative A Modified
design is necessary to accommodate the future needs of Highway 217, whether that
includes a CD road or additional lanes. Our intent.is to improve the overall traffic
circulation in the Tigard area, and we feel that a CD road is a.viable option to
accomplish that. Based on the traffic analysis that has been completed, the addition
of a CD road actually improves the through traffic movement on Highway 217.
In our phone conversation, you stated that the current design of Alternative A
Modified will not preclude the construction of a CD road system in the future. Based
on the concerns stated above, we feel some modifications will be necessary. Please
PDX317.03051
Mr. Ted Keasey
Page 3
February 7, 1992
PDX32425.A0
review the design that we provided you at the October meeting, and let me know if
the current design for Kruse Way can accommodate such a design.
If you would like to discuss these concerns in more detail, please call me at 224-9190.
Sincerely,
CH2M HILL
eil Handyside, P.E.
cc: Wayne Kittelson
Larry Bissett
Joel Leisch
Gordon Martin
PDX317.03051