The URL can be used to link to this page

03/21/2011 - Packet , II Completeness TIGARD Review for Boards, Commissions and Committee Records CITY OF TIGARD PLANNING COMMISSION Name of Board, Commission or Committee March 21,2011 Date of Meeting Signature Doreen Laughlin 11/6/14 Date 1s " City of Tigard TIGARD Planning Commission Agenda MEETING DATE: March 21, 2011; 7:00 p.m. MEETING LOCATION: City of Tigard—Town Hall 13125 SW Hall Blvd.,Tigard, OR 97223 1. CALL TO ORDER 7:00 p.m. 2. ROLL CALL 7:00 p.m. 3. COMMUNICATIONS 7:02 p.m. 4. CONSIDER MINUTES 7:15 p.m. 5. WORK SESSION—7:15 p.m. TRANSPORTATION PLANNING RULE 6. WORK SESSION—8:00 p.m. HIGH CAPACITY TRANSIT KICKOFF 7. BRIEFING—8:30 p.m. DOWNTOWN CIRCULATION PLAN 8. OTHER BUSINESS 9:00 p.m. 9. ADJOURNMENT 9:05 p.m. PLANNING COMMISSION AGENDA— MARCH 21, 2011 City of Tigard I 13125 SW Hall Blvd.,Tigard,OR 97223 I 503-639-4171 I www.tigard-or.gov I Page 1 of 1 C OF TI GARD PLANN ING COMMIS IC N Mc c ting Minutes Mancrl 21, 2011 CALL TO ORDER Acting F nc sidc nt Ar dcirson calk d thc msec tier.g to oridc r at i:04 p.m. The me c ting was h cld ir. thc Tigarsd Civic Cer.ten, Town Hall, at 1312.9 SW Hall Blvd. ROIL CAI L Pre 6 ent: Vice Fre siders t A nd erison Commissioners Hasman Commission en Muldoon Commissioners RIogcrs Commission en Salmidt Commis:ionet Shm cy Absent: Commis:ionen Doherty, Commis:ionen Ryan, &I Priesiccnt Walsh Staff Present: Sean Fa nnelly, R ec cv elopmc nt pnoje at Manage n;Judith Gnay, Sr. Trianspontation Plannen; Susan Harstnett, Assistant Community Development L iirciciton; and Doneen Laughlin, Sn. A dministtativ e Sr c ciialist C OMMUNI CA1 ION S Commissioners Mu]coon gave a bricif update on a training session put on by the Leagule of Orsegon Cif as that hc, Commissioners Shaviey, and Commission(n Rog ens Had attand ed in Forrest Gnova. Ha said he belileved it was worthwhila, though a bit basic. CONSIDER MEETING MINUTES ManciH 7 Meeting Minutes: Mice Priesicant And(non aslilac if thene wenn any additions, deletions, on cionnactions to the Manch i minutes; thers heir.ig nonce, And ens on deci]anec the minutes approved as slit m'ttac. WORK SESSION — TRANSPORTATION FLANKING RIUIE Judith Gnay, Sr. Triansfontatlon Planners,want oven a FowerFoint presentation (Exhibit A) giving an ovrerview of the Tnanspcntation planning Ru]a. I:\LRPII.N'➢lanning Ccmn issi,n\1011 PC Pa d ets\3-21.117 1 R;Dl On Plan;H C'1'k.droFl11'PC:mutes 3-31 11 dos F igi 1 1 of 4 COMME NITS/QUE STI ONS FROM 1 HE C OMMISSI ONE RIS Vho aetualy juts together the statistics— WG s;it stuff While a lot of this c ould I c done :inte.rir ally, bletwacn CD and Dng:nect:ing —I'm not surae was would have the softwiate. Generally) the c or sultants f ut this tog ether. S o talk Gil ut yttinA the Tlnianle in with Dcnintowr, — and kw does that lie us?Does it ta, e us Gwcy from ODC T? No — it doe sr't take us awaayl from ODOT. ODOT still owns the HigHwayls, and that's where they gat their levcriage. What it does is it give: us ]everiage to claims, outright, that Iccause of the overial] phnnirg thatwu'rie doing in the Ttlangle, we car assume efficiency in trlaiffic gc neriatlon in out devc lobmiant planning. WORE SES SION® HICH CAPACITYACl TY TRANSIT KIICEOFF uditH Gray, St. Tra n spotii a tior Hanna, gave a project ov erviiew of the T ig and HE Land U:a Plan using a IlowaarPoiint present don (Exhibit B). She said the idea of this presentation i; to let the c ommis:ion et's kr ow where the City is at with regard to thea high capacity tslansit (HCT lard use phn. Sha noted Saar Fattelly, Rlledcvclopmiert Project Mar aget, had worked on it previously with Metslo wind tee caved funding from OL 01. They'd receive d the official "notic c to procaed" in Dac amber 201(1. c He glave ar overview of the 1 I mor th projact that is a lard use plan pond toward futures high capacity transit irivcistmert:. 11-la overview included how the HCT Land Usa Tlari fits within the biioadat SW Corridor planning. It also inc ludad kayl pto'act tasks, and the type' of public irvolvemient activiticis that ate I c irig, and will c or tir uc to ba, c d. Gray said sHa a nd Scar Faruielly will be returning to tlic commission to give another' update on April 18. QUE ST I CIN S/C C MMEN TS FIR C M THE C OMMI SSIONIIERS THatc we to somci quc stions & c ommier i s tagarding c or nee tivity. It was r oted this will b a addles;c d ir a later phase. The' costs, e nvironmc ntal impact, etc. would al;o Le a ddre ssc d then. Onc of the commissiioneris a:ked how He could get mora involved ir station locations, land u;c, cite. H ci :ease He' fee's pretty remote with negate to thi;. He also wartec to know what tha schedule is foil when tHa commission will I ci askad foil some kind of recomimcindation to Council. Gray said there :is a joint mac tar g s c heckled for a nu awl, 2012. THa t w ould b a seeking an a ppm,al of the c orae ept ratHcir than an aidoptlon of the' land use plan. In tatmis of involvemiert, sHa said "'We'll giva you tagu at Lpdates. You're' certainly welcome to comic to any of tllci Citi2cn Advisory Committee meatings. Ir addition, matet:ials wi:] be aivaiilait le. ]'mi sorry if you fed remotes with tag aid to iii s. Tha work has beer. fast. Wa'v e Had a kick off mciciting with out advisory) c ommittc as and than wa ha va one additional mecitr.Ig w1 h the c ommittcic. You've tie ]lyll not m ssad mu(H. We'va not yet t cigur to iidantlfy location; of assign land use concepts to 1ho:a locafons." 1:�LRl LIQ\Planning C4mmiss ion)2(11 IC Pat ktit 341-II 1PR;I ]Cin Plan;f C11 kml'o frit CA(mutts_-21-11.dor I age2 cf 4 At this point, Susan Haritnett,Assistant Ccmmunity Development Eliector, interjected that a Tigard Triangle Workshop Planning event associated with high capacity transit be foritrcom_ng. This will be an opport unityl to bring together the Commissions' long held intertest in Tigard Triangle! planning and high capacity transit because theme will be an intersection between the two. She noted "we may not be allle to come to a pinpoint accuracy as to where those station communities might be, but ihci exercise associated with high capacity transit lard use is nc t nc ccssarily "the" specific location as much as it its the chlaractc rtistic s that will c e t e rami nc the locations. This event will likely take place sometime in the June or July tirriefname 'Hut we've riot had the opportunity to actually sit down and set a d ate yet. ' Sean Farrielly noted that, in addition to that event, a Deign Workshop is coming up or May 25th. This will he in the eviening and will he cpcn to the public. He askled that they please put that on thfair calenidars. He noted it will he Medd in the Tigard Library Community Room. Ii will be an interactive experience using some nice mapping ;oft\vtarie iocls. Het said imitation will definitely be sent out to the Planning Commission, with more cctail:. BR]EFIING— DOWNTOWN CIRCULATION HLAN Sean Fafire lly, Re development Project Manager, \\lent over a PcwerPoirt (EN hit it C) giving a Brief oveirview of the Downiowin Circulation Plan new called tile Downtown Tigard Cone c ptual Conn(c thiity Plan. He nc t ec this is a brioade r description than "Circulation Ulan." Ha said the purpose of tllei briefing is to updates thea Commission as to what's Beer going on and to Hear any preliminary feedlla ck priori to schc duliing pulllilc hearings beafore the Planning Commission. Ha noted thosei hearings will probably Ilea sometime in thea summcir. COMMENTS There were soma general dlu cos tic n s and comments regarding thlca schedule and next slaps. Farrel:ly mote d E cvcalc pmaant C oc e :language is nc eac ad, including development triggears for street improvements anc special strecat staneaids for pedestrian connactions ane privates streets; additional au two ch to property owners; arc puUl1c haaarin g s to a do pt the E ownto\\ln Cone epi ua l Connectivity Ilan into the! Tligarc 1ST'. OTHER E USINE SS —Nor ea I:'LRPLD\Pic nniug C.rrl mie 2(11 PC Packets,3-1141 TPR;D7 Circ Plan;f CIO ktaka ff\1PC)hnutas 1-21-11.doa Pagti 3 of 4 ADJOURNMEN V�ICeFresic cntAnd eri.or adjourned the met tir.g at 8:20p.mi. Doreen Loughlin,P.ainn:ng C ornmissid n c clic tary A ITE SII: Vice Priesid en t Torn A nd ersc n I:ALRPLD PI,aril Commis II ion`711111 C 1 oak to'3-11-111 PR;lIT Circ PIan;HC1 1 Inks f1\11d;Zia tads.-71-11.do! F21gco el of 4 iiii Transportation Planning Rule Purpose, Issues, Update Planning Commission March 21 , 2011 Judith Gray Senior Transportation Planner Presentation Overview • TPR Purpose • Implementation " ,, - i 4__,. ,, „„ • Issues & Shortcomings , . Air ,- .' ,-_ , ,,I, 'Ai 016. • Tools & Strategies if • On the Horizon FA '1 7 Purpose of the TPR • Oregon Administrative Rule 660-012-0000 • Balance transportation , land use, funding • Mostly transportation system plans (TSP) - Sections 660-012-0010 through -0050 Purpose of the TPR • Oregon Administrative Rule 660-012-0000 • Balance transportation , land use, funding • Mostly transportation system plans (TSP) - Sections 660-012-0010 through -0050 • 660-012-0060 : Amendments to Plan & Land Use Regulations Purpose of the TPR • TPR -0060 requirements - Land use actions cause "significant effect" - 2-part test: • Reduces performance below standards (' N OR i • If already forecast to fail, - -��- r" causes further decline Implementation 1999 OREGON HIGHWLAN Including amendments November 1999 throughAYPJauuarp 2006 • OHP sets standards 11‘,111 • TSP forecast year • Peak period conditions 60"r• Measured at intersections • Volume-to-capacity (v/c) .fin Element oft e Oregon Transportation Plan r THE OREGON DEPARTMENT OF TRANSPORTATION Implementation • OHP Performance Standards • "Lower" Standards within Metro Location Outside Within Metro Metro Pacific Hwy 0.70-0.85 0.95* Hall Blvd 0.80-0 .95 1 . 10 Centers n/a 1 . 10 *Designated "Area of Special Concern" requiring "alternative performance measure" Implementation • Traffic Impact Analysis 1 . Forecast background conditions • Growth; approved developments; planned transportation projects 11 :1) 2. Estimate trip generation • Current vs. proposed land uses 3. Analyze intersection operations • Evaluate v/c ratios 4. If significant effect, identify mitigations Issues & Shortcomings • High cost of capacity mitigations • Reinforces auto-dependence 2,.. _., , , Rx y.Mge 'UEse' --,r-,---�� y .. lit, -e • a ^Iii• t .r. (x �' _ r r FJ 7' ._-_: -.21.--;--- .,mai. -2-_-1 `" _,, - ` Y Lkw, -- N -14.11,„: _216,,, ' \,7- -1,!,. . 1 ,... f 11411- �,. `f itili iltt,, ,....._ ,. . . ot, I Issues & Shortcomings • Land Use Planning Impacts - Transportation leading land use - Limiting growth in Centers - Pushes growth out -4 - T 1 _.------_ uyua' li �„ irw r - a. , -gun 0If 'Jill 11 °; � ° = h ti p ....._ AI �� ,� t J1 k1 N,� pit Issues & Shortcomings • Doesn 't capture congested corridors . • • .. lw I 11 ill12l7---T-N- . N w! z Q9 ij, $.4.4r1: te: 41001°' co LEGEND G,94 , -00 � 0 STUDY INTERSECTIONS :4 .\\ ANALYSIS FINDINGS � DIRECTIONAL QUEUING ,� m n INTERSECTION CAPACITY ISSUES , OBSERVATIONS ,� N •�,` ARTERIAL CONGESTION 0 INTERSECTION OPERATIONS ISSUES Issues & Shortcomings • V/C gives a narrow view of performance - Only motor vehicle capacity - Limited to intersection, not system - Doesn't address walking/biking/transit - Doesn't address safety • Needs Policy Change • 7,;IA Tools & Strategies • Three basic approaches V 1 . Reduce the "V" (less traffic) C 2. Increase the "C" (more capacity) 3. Alternative mobility standard p--- !' --iqui , ,Liiia_--Ti , 'Ai .- r . i Tools & Strategies • Trip generation (V) - Mixed-use C development - Parking supply & management - Improve non- ' 41'4114Inal automobile modes • SW Corridor Plan Tools & Strategies • TPR allows 10% automatic42) credit in Centers C • RTP Functional Plan 4 30% • Trip generation study , . , ', ' ,,C l I i II'ill y1 ' _ ;.. fit. . ,, kit , Tools & Strategies • Increase capacity (C) V 7 - Turn lanes at intersections - Traffic signal improvements - Add parallel roadways i ' s, Tools & Strategies • Alternative Mobility Standards 0 - OHP still requires V/C ratio - Increase ratio; i .e. tolerate congestion - Called for in OHP and RTP for Hwy 99W - Corridor refinement plan • SW Corridor Plan _ . On the Horizon • Strategies for Tigard - Triangle Town Center designation 4 Trip generation credit K � i., „.._.,..4_ ,..: - SW Corridor & HCT plans A4 Multimodal improvements ! ` ' ' � 4 Land use planning _ .,„, - Corridor refinement plan ' 4 Alternative mobility standard On the Horizon • Statewide Efforts - HB 3379 - Joint Subcommittee on TPR/OHP • Calendar . 11 116 - January 21 Kick-Off & Panel 114) - February 15 Public Testimony ;� i ► - March 30 Recommendations On the Horizon ( My View) • Use a new Metric! • New methodologies/ 40 technology provide options - Arterial Level of Service (HCM , Travel time) - Multimodal Level of Service (HCM , new) - Highway Safety Manual (HSM , new) - Vehicle miles traveled (VMT) • Keep v/c where appropriate - : ;,...' ".'"•• -r• -,....... •••-:.-1.-- ....--.._ --.7.7--'_ -- ' ' --4` --••-......_______`t "as, „t:L41. -1.... ----1--__ - .77,1r*-1_.-,,,,,, p••• -'''_•-,. ..ortiAtio _.--, ,,---..:.::,_- „- ',Nit _ .1,7 •••••-i.L.4.'Thf --fr- b,--......,.. 11 'it — -...trpric_.f. 'WS"'- --7•:ri-''-777-1--...iraZr - ` ' ...-------'''''P •-...-1-.4 I A,. •,, • .......rj........."1. VIMPIft. •,-.6o• --- ••- i _ , -. 1 •\ _!MOW —— ...,. , -,.... YT r . - • --,, N--------,-- -',----- ., • - 1-4 ,41. io,-- '.., s .t.., Tigard HCT Land Use Plan Project Overview March 21, 2011 : . City ofTigard I High Capacity Transit Land Use Plan oeTIGARD-....___ • �=� = Presentation Summary * SW Corri• dor - The Big Picture , , \ 5 separate, related plans\o 011156.11 11111L • • Land Use Plan Overview ,...,... jr„---- vir-,,,,Ivi, is i , ., „W; ilix,:li, \ ,=woo Klik. ..- Key Project Tasks City of • Public Involvement Tigard High Capacity Transit Land Use Plan r �= SW corridor The Big Picture z,. ] ii �` , ti Portland "Barbur --1. '- Concept Plan" ko ii S17' Metro, ODOT, & A`� , `1 TriMet The _sr ,`r1,44; ,-? Na._,, "Southwest JrfZ" igrd "9 ., t..' `'1` Corridor Transit Southwest ' ilL Alternatives Analysis"' forridor City of - Plan Tigard Metro, ODOT & TriMet High "Southwest Tualatin "99W Capacity Corridor Transit Corridor „ Land Refinement Planning Use Plan Plan" -= - 16, =�► = 5 -. SW Corridor - The Big Picture , _ A . ..10-..,..., - __i ._ ,..1 ArwiLir \ • tt ` t\ .---,,' -=fai��: ,\ www.oregonmetro.gov • 2035 RTPUpdate • Introduced • 0 ta07, \C1' ' J.'. - r---W.- i —'1.- ri• v,:‘,-1 - ; ,,,..„. • Mobility Corridors __ , ...,....,, _ MI iiiiir 7, ' MI HCT System plan 2035 REGIONAL TRANSPORTATION PLAN December 13,2007 Approved by the federal H.ghway Admmasvat,on and the Federal iransd Administration on February 29,2006. kMetro I Joint Policy Advisory Committee on Transportation 1....- is\::- ..„71,,,..:7:- -_.7,-, ......... .mlr.. ii = �= SW Corridor The Big Picture wvs ift 4 ri.k:..,sty. i. .. .1,,,.,...._.1 to i I ;µF ` x-,-, • MobilityCorridors ----J `) �,,,,, Land Use Planning 4 ",' , ,, Multimodal Improvements fi Alternative Mobility Standards aj _,. i' 14. t 1` u :=, 1?Y'" Q1,. City of N, _ MEW ice: ; Tigard i 4, } , . ' ""k High y Capacity I Transit R 1 " a �' a - ` ./( +i.t� Land Use Plan } (i..._.<74..,'1,-,,,„--- - -,.—. 11 � 1 s - SW Corridor — The Big Picture a�.-i wit.... C. YNF IAS. ,,• • RIP : Mobility Corridor :"` " Remaining mobility ' `` corridor studies colo y. RhsargotO Mono:mooClark r Mobility corridor ► " ^ - countystudies underway AA ''a1. 16 • 18 17 kr: f;1�!t� Ply 1 9 {`. 23 22 ' t r1.1 �e Graslrn V '� '•+ .�. a.. qla� ` West vow 24 Hillsboro 24 Etar a,eo„ 21 4 5 �+�++r 6 wonew • 1 � �. ..�' �yar,d rrnordale 19 2 10 8 15 City of Tigard 'g"d w 11 c+d+°ys 12 M+PP/ +r 13 °comas High 20 2 Capacity Top priority: Transit 9 20 nadatlrr 7 oragoa cny' Land I" SW Corridor Use Plan 3 14 ES ES —rtei . .4.4_41111E,. r'.---..,.-„_—_..7,-.-c-,..------------ .\, • 11, = r SW Corridor The Big Picture 8641, 11%— ice; EI ;• A � � • 1982 : Early transit system plan . . . .--"--”' . ,- (7.7.--,.. ., ,‘,9 2.; ,to.-L. ...,,, . #I' NO.. - ALT ATJ,1 r it,i� 1 \' i`Ilik � -'� 'r + L I— �" rr eqt n,.r __l .s.Is, 1 .i ,. , r,. I fffffftttttt -' a •a .14Z 4 \, 1 .. `_—.15181811 dM�AY"_ .,,�" ro 1 erw.u. _ .."a 8 \'- ixt - \-ss._ ,, Camas g • " E w '< + , .,,,,= 4ID4R' � '' e r 1it ,� R,t1w..ws SUNSET LRT) K\ a ,'^ liftMN ; 01 ' \,iFor Ls i11 e ' -- ill M .a ..9 .�H \. / i4111 s . i , 1' .....-1, Graehe ''..I 'k;) ._sr:. City of ;. ,„,i,7 J,'. 1 f 1-29s I1 ,.. .A AK.,_ 1 Aye ;1.1 -r -O'A� I Tigard _ a7 �` w Fy ` .::y.m Y NlM1lweuia alley l.,, _ a Toyer 0 A, L- ........ .. 1 .''ems.OUTI'1WES tib oVkf. _� High wwawlara on ./''", ALTERNATIVE& '', r ..� Capacity • t l t'• ,„.,.,,n,r " ua.a..f , ton4 ,s 4 \ I Transit Long Range Regional ?' • Y weRlr'�~ ° TransitwaySystem 1- l , s Land Y sna Mona ,�a�°"r Use Plan ——Wit `'.fit, 1 — T 4,`"',, r 1 METRO 1982 . . . =A► = SW Corridor - The Big Picture ..:::::::: ,,,cc. iv,, ....„„...__.,,,:::::::.:.: ..:.:.:. __,,...: ,.,,..„.., ,. ...„„....„ :.:.:.:::•: :: \IJ,,,,,,, . ....At, - -:::::::::: :: , ,..,..., ,.-,,.,.,...,,..,„ ,.,: -,,,,.: r::::.:.:.:. .,- .0*...,.--_,„..,74,,...- A 4 _1. • , �- , 2009HCTSystem Plan 17 _, '�A �401111, )kj Going places :...:.(.....7 �iJ� r, ilk �i�� Adopted July 9,2449 , ,,,,..:.:,,:......:..._:. \ ti r4 _"-� -, fir+ _— :. ,_ Near term C; 1--- 4,... _il:,:ei,..:,, :..j.Tr.,...„.-,..:.„....,,,,::.:,:,,,.,..,j.J__t, regional priority ° `' '`� fillp city of i Tigard corridor„ \ High c „ �11 Capacity Transit ori` m _NIS Concepowl '-• Land d Setml Use.Pian —11i0 ... — . sem, r .?. tom_=�..j� s SW Corridor - The Big Picture . ii ..-__.8,,t. ..-1.,. ..,,___„._-_, „, ..,,1.-_,,,,„,„.‘ , .. . .- ,,,....., --,., ...„„„....„,i• i 4,4., , -� ...., .„ � • High Capacity Transit ( HCT) .,'. Dedicated right of way, fewer stops , , - , 4,.. - Higher frequency, higher travel speed, more capacity kk, itiimr----1 ,00;0 ,414 " Going I a�ces _'Asir � .`� ��' 1+� i Adopted Jvly 9,2009 ..._. r City of Tigard r 4 } \it .4 - High 6 CapacityLEGEND _ tr -.Y Transit + , _ a� w Land Use Plan f \ SW Corridor - The Big Picture 87:c. .551wo, 1 All,t,..-- ---,:t.L.-L7i:"1":. • Alternatives Analysis _,.' , S,fir, •, : . ^ - Selection of HCT type & alignment for SW Corridor ---- . \ 4):'• - — "Portland to Sherwood in the vicinity of Hwy 99w n •:41- 0, 1111k, ______ ., , ,,,.--,..,,, __________,........„,„...0°.°........ q " of . Sill- -------- ' Ea SPFE1 STIR - L. City of -: .. ‘61,411. - . 1 11 Tigard - . a •.i :,,Ancw, _,.........Dmij - _ . , I • —,.. . ....___ _ --- __ _ „as.j High k, 1 1 . 1' 1 Capacity --. Transit .. , GI , • - ' • _ - Use Plan __. ___ .-- . _ ..• . (G).2002 AteXander-F..craghead ------ .. —. -1 —a '�` �� !+ • ,, � . � r �= SW Corridor - The Big Picture fc,= .40,1 ,, ,, : „:„....„„ {e„, • 1 i -, � i=�„ Land Use Plans 16,„,,, , .! ,. ,' ', Tigard, Portland, Tualatin i'k. '' Maximize convenient access to transit ,, :,ti^ - Community aspirations i:, ,, .. ,. _._ ,. _ .-.-001,, N. r . '''. *, 744*511 '' • a ,•-• ‘1,M4' *' 1 4 ti I ,a, ' 7t.,..- / -_ '7.:,...f6 _lk . '�-E City of � i u. Tigard .. — — gill High � ' d F�. ... ji Capacity „ - � - s"' ;��_-_ Transit vw Land r '' - ai_ Use Plan -+ —t 40,_\\--, .,. ...----:______.-___.,.:.- ,i tc= 5 , SW Corridor - The BigPicture icrr .stk--- :.oi,, \_,,i,-,, ,, ...,,,,,.., , ,m,,,, , .„„al., __,.4., .--„.. . , v. ---_,,,,, .,, n ,,,,ifff We are here! '',- ' -1 Portland "Barbur #044Concept Plan `If1 ' 1 ' ''''°' Metro, ODOT, & '`"" TriMet The t -, a.., N> "Southwest JrZ" SouthwestCt Alternatives Corridor Analysis" �,f city of j Plan Tigard Metro, ODOT & TriMet High "Southwest Tualatin "99W Capacity Corridor Transit Corridor „ Land Refinement Planning Use Plan Plan" { j a; = ` 4. Land Use Plan Overview vat t i , If '.i Alt. a,J•K,4.,. _..)- dik,L.,..11,,,ja. ir:dap '--Q mid R A � State funded (TGM ) - - ,,,,,, , .,, „ , ? ..„.„...1 t'' ., ' Jointly awarded to City/Metro „eiwirpotrollikWdlia.. .1 --_:_•� „4,,I' • Consultant team support ,,......-...„.„. ;1, • Contract ends : January 2012 • •,_ . �.. ; i, _, iCity of ` s ti , • ,lb!` -Tigard 1 rSs µ High i -4 • .,, ,: tiY Capacity r.; _ Transit 4 t `y v= ,M � � ' Land W . _ Use Plan - ,.Y 't'':::;":1:1:.:'4'.4:7:-.,-..--"1:' ti .•.`. nrik .' a‘,. -7141 Land Use Plan Overview � :►E"tom , s1` kik\ Project Outcome : }' - Conceptual Station Community Plan 'Ars , - Potential Locations & Typologies - Informs the Transit Alternatives Analysis //Typology,/ , � - - A transit-oriented station community type City of - Different types within the City Tigard - Benchmarks (jobs to housing; people per acre, etc.) High Capacity Transit Land Use Plan. r` ` te`:' :. M 144. - r. fi Key Project Tasks ltts _ r rhe` s 1 . Set Up -----7\ N. _, 1 - Conduct stakeholder interviews 'o ;k, ▪ Appoint a Citizens Advisory Committee - Form a Technical Advisory Committee -- - CAC/TAC meetings (January) _ , .,-.1, v, ,„ 2 . Existing Conditions/Typologies City of - Existing Conditions Report .......... Tigard ■MINE■■■■2111 - Objectives & Evaluation Criteria11`1 ;�1�1 High Capacity E\ I■■ ■■ Transit - Tigard Typologies Memo ::■r- ` es Land - CAC/TAC meetings (March) ■ A( Use Plan E _ 11111 l ll 1c ,,,re-sc\.;:---- ---FT-07, s Key Project Tasks .,:c: i_wrx..f. ,Likkl& mil ` IV 1''°. �_ ,iuF. ' ph,,�� 3 . Typology & Corridor Analysis I4I lI . �r'°; '. _` - Station Community Locations _-,rte .lk..NV... tv4i4. 1 ` �;` - Conceptual Plan Alternatives & Evaluation - Project Design Workshop & Public Meeting (May) --� `-,lit, - CAC/TAC meetings (August) - NvNN v, 4. Finalize Plan ► 'I City of _ I Turd Preferred Alternative 1:11 I High - Open House � ft Capacity - CAC/TAC meetings 17----------,, c 7 Transit Land / \ I Use Plan ,,,,:r_.__ , -- ...Wit ' �- . Key Project Tasks te... r,.,.„..i.t..i.lk, -moi—�� • 5 . Final Concept Plan _ I% r - Joint Planning Commission/Council Work Session ,iik ; ,i . , h - Final Concept Plan Asp - Recommended Comp Plan, Zoning Map, Code changes - Continue Community Involvement City of Tigard I i pp..— woo-- Highpow— �_ Capacity Transit Land Use Plan ^ ?..c\---_--4w----- . .._-__-',. Jey2.. ,...,_ „ =- Public Involvement Activities crw--; .,..i, s„,,,;,„: ...., N-, ,_:.1114,7,--,(---,,,= • lntheScopeofWork ,..wi, is ,\z1 A., , CAC, Public Meeting, Open House .->- kik. ��fl `111111 - ,i Other Common Techniques �,,70-iCityscape; Web Site; Council Updates �141�``"`"f ‘12.'S` \ , \ "' • Enhanced Opportunities City of Videotaped CAC meetings; Email newsletter Tigard High More information is available online at : Capacity Trans it d www.tigard-or.gov/hct Use Plan 4-14 -"c _ If `'" /- 11.4„ W 'ti•. _s - r Tigard HCT Land Use Plan Project Overview Questions/Discussion 'PI ■ . City of Tigard 1 High Capacity Transit Land Use Plan TIGARD ?'-i ,° N I . i ) 53 ,..... fivN,,,,a, ..,, SW GARDEN 499 / R` c0M / C04,;,-• 'PQ& A j1464, ii � O � / 14 % „, ___ z % i .%. sw.hol 1 f ...../ .. , � ys , N, >caw • �P �fi� ` 4)11mi L ,kEq N\?, / / e *.-.----.. \ / / K-.., c N.‘ Downtówñ igird Co ceptual Connectivity Planning Commission Briefing March 21, 2011 LEWISYp LOMITA. _ _, o rPIk44 s � TNIGPLA I 1 "�+tp 1'` Study Area q� "'c l'"". ...,:,:, 4', i ''=^, Tigard Downtown Urban , / Renewal District (193 acres) r _ Limited connections `tis te• a, and connectivity ii WEs //r, Rail Station . A411(4:Silli ,ti. 9., / 1 9 're, .„ , '?-AANIA:-.-4 • \' *, Py'''Is l 1 r Tigard J 'City,8n ;, i <5 , 11 cto •_ Downtown Study Area —.._. ®uman lEnclnai msnd iswagarea Downtown Tigard Circul3bn PCar Propel 722109 Tigard Downtown Improvement Plan - . , mi _ IL / ' ,l � \ ,- �•��,; 'Ir� yv. - r . rrcuntiation .j I ��►� ,:; Documents •''yea A� �:�.� J) ', o~"4 i ry -44'.11 4s •4 °fie / 44,4 y ` • /a��. r. ` ► ,I, V C//: ///fes ../i. ., • . . A.,,, ' it--'l••••• - '4P 14. - '- \ \ , t 1 .-moi v r TYMf 1 {'//f • rra •"` �'';- •'�`.:. •\ Tigard Downtown {' 6 1 �* R Future Vision: \' 1�%,' r —a visual refinement j1�;. /j =, .4010)) � of the TIN) , • A . ' , c..,. .,.., ...,,,,,, ,•\'' " ',./-\\t'.-,:_,'•,--. L, .. -- 3--" :\',..., , \,. *.'N-Li. - ' _..„.".../11111 _ „,.:. .. ,•_„,:,. ....,_.„;,..„..,..i. ,....,. . , „.., ,...... „.„..„,4 _.7p, . ,,, ;.�i '/N) ., „,� ''moi, *' ox+`• q 4w , , 1 __:,._ \,/ /-, C \'' 6�r O vr:. p6 Ir�.r r1 66 Roadways '• .O6 Imo :. State Highway R NGORRIDOR e.-�`,� Y + G URBANREEK LAND USE W 4c"'4y, 11111111111111Ra D Sa roxi� I '\ RB�.IDENTIAL R651DEr•TOIL OFFICY'i LLIIN STREET CNICI FLE% IirDad MEDIUM E�In EMpLWMENT RETAIL EMPLCXMENTRECIf1ILL BLVD- STREET66ENT OEN5ITY gNCi RET41L Trail �IiNi� ENHANCEMENTS Conceptual Connectivity Plan Objectives • Connectivity: Foster the creation of smaller block structures, consistent with the walkable urban village envisioned by the Tigard Downtown Improvement Plan . • Circulation : Create efficient routes into and around the Downtown . • Capacity: Create parallel streets to accommodate the demand created by new Downtown development. Process to date • CCAC Principles • Consultant work • TAC • Open House • CCAC review, endorsed in October 2010 I -----N...swil. 1 greet antl parhwap r�ns�ecrions In phis * °I\ 1 $ a reawillbe.:dtsedasparl of Ne 2010 g Conceptual i z CO Update (TSP)anlariaiian d Use Plan ` llpdaie(TSPJ and HCi Land use Plan. ..k • • f S oq$', `"£• ._-- ConneConnectivity ctivity tis , ,..,s_____. skiik: „„ „.....-- , . Planork ► V' i 44 apxo, •,,,,,,,,,• .. ..,,,,,,,„,,,,, Z,,,d` Yr.8.1. R \ ~ iS lit ' '/ -, K., X • 4\ / • /\ - • 1 4 `' J r' W /p j+'• ••ry• A �' X f f LEGEND ..n.; ; v II Py. 1 Existing street I public right-of-way sp� h`' Closed street I public right-of-way A e 'w0. mi I Proposed street I,• •� As adopted in the ' l `Yr current Tigard ' '- Proposed alley hanspaSgard )c)kkoirmo(\.. semen VIAPI Existing bicycle and pedestrian connection ,.f# N ' Proposed bicycle and pedestrian connection r,•••r" r••'f �\ I -fixed alignment /Nah / � . t Proposed bicycle and pedestrian connection -exact location to be determined upon F • redevelopment -s - • Existing Trailhead Existin public transit center and WES Commuter Rail station r) - - I i ii x street and pathway ans;lions in this 1 sw rrWAs � Street Character aeawate(T ddrendHCT Land Ilse N [ Cly at Tigard Transportation System Plan Update{TSP)and HCT Land Use P an. Y f . 1/4**''''''''''''4,...,,.. .. .....4,0 h • 9 p GARr a —— : :s, \%‘ `.:,- '-'• Alpo f ... My fi LEGEND 4\ Esc y w4,,,,,,„,,Character Classification , ' •' ii Central City Urban Renewal District 9 : Upper Hall Boulevard Ism Main Street Green Street Downtown Mixed Use 1 -Downtown Collector with median r"• _ ' ,, - Downtown Mixed Use 2- Downtown Collector `\\ :4 Downtown Mixed Use 3-Downtown Local rt,,, immii Downtown Mixed Use 4-Upper Burnham ii Downtown Mixed Use 5-Lower Burnham +, :f'�°^y� i ic Urban Residential As adopted in the • Xf•♦•• Festival Street Transportation rrent / , System Plan(7SP) d •A \\n - Alley Bike/Pedestrian Connection ,r.,4 - Multi Use Trail "' '°f / 7 la . • Existing firailhead / _ Existing public transit center and WES Commuter Rail station STREET CHARACTER CLASSIFICATIONS Street Character •____.„......4. , il _- - . Q am lid b re.c.p..Pn awxieo Ch N Ilgod hasponst.on Sohn Pan r,•. Upim OM.rain r.np u.P.a. r 5 1 S `a. ir ....: ''''.66.,„:"•• . ...7....../' 46. _ :, - 'krill4 #1111Prr i . \ -' A N',6,,,,Z '. .\?-- I ‘,./N\K' Ps 10'-12' 8' 5' 19 12' 10' 5' B' 10'-12' $ I ( .."'....N\ 78'-82'ROW t� Downtown Mixed Use 1-Downtown Collector with Median .sadoaa.�a. h �p anvil "nom Sa M 1r5- • LEGEND ,.. / f 11111 Character ClassincatIon / i1 ',pm Hall emrvw / al ? i4 I Mrn sMw G,..nsr«n / UwNomrA..J Use l-Dminlo.nollxJor.¢n n.ffin Ir mill Downtown ravE.ha-Cc.N. d _wla 11 1.1.4.4 rte .Pwnt ca-al `. DP.MmmP616069«a.lkw 9 y Da.mumra.,p ere •L¢.a einamin .1 Y • IINan RnWg.rwl i f.dha5pleG I� "•B iorte�tan Compchon ani u - .—Moy �a 164 Fiii ..r.. • _m.ro rear ap .w Cm.. �. - ,h��4;y; I� �- - 0 Em+analrinresnnren v+#s i., a Rin fibra _ l Stre l Character Classi ication-Preferred Alternative Q I130.1110M1*:para conc.pu.l¢enn.cnwry rife NV NW- 4f!1 residential 10'-12' 7' 1B• 7• 10'-12' residential 52'-55'RW( Urban Residential Implementation of Plan • Plan establishes City policy and designates street connections to be adopted into TSP • Typical methods in Tigard : CIP or conditions of approval on developers • How to implement in times of scarce public resources and current economic conditions? I rest and pathway°pnnCClo�s In tris Implementation . 11111141114111,11ksw nnas � � area will be atltlressetl as part of Ne 261d g `Cey&Tigard Transportaton System PlanMap Update(TSP)and HCT land Ilse Plan. 4,.''. T9, m ; Oyes® £ k :- KY- �• _ -Y=-' Proposed streets are 5� prioritized as: 114644.4414114%<11(4.444441141' " ' ' ' ''.'' . '"'•- • SW GMp£NF-. era �` 'Ea na` - y � • PrimaryCirculation ._.: sc� wtwau ' '" O (blue) \ Cp E` ° ' `ci...?' ,, -:., SecondaryCirculation I (yellow) Asin the ' V. current Tigard ' Transportation , • Access (pink) System Plan(TSP) �►` I LEGEND ` I al Existing street h public right-of-way ?� Closed street public right-of-way mm. Proposed street ` --- Proposed alley I - Existing bicycle and pedestrian connection _ ---- Proposed bicycle and pedestrian connection `n -fixed alignment Proposed bicycle and destrien connection ' -exact location to de determined upon redevelopment Primary Circulation Secondary Circulation Access(contingent upon development) a Existing Trailhead 0 Exi n mmulVaasl tatinnand a SW urea WES Cgommuter Rail cenon Implementation Map-- 'r MAP A tt '- .. . _ Next Steps • Development Code language needed including development triggers for street improvements (which may differ from the current Tigard Development Code), and special street standards for pedestrian connections and private streets. • Additional outreach to property owners • Public hearings to adopt the Downtown Conceptual Connectivity Plan into the Tigard TSP. Questions/ Discussion Contact : , , r,..• l Sean Farrelly i i ,, .._ . a • ••� _ f , sean@tigard -or. gov ;` . men r -or. ' .� s, . i \'V 503-718-2420 vL - A mimed um realtlen lak 10'-12 8' 11' 11 8' 10'.12' nixed use resltlentlal 58'-52'ROW ,IP‘ix ote" 41, Eri*N414. 1,00 •. % -It. likogill‘ V \ • • N % I ‹,.. i ..., li zz< , NA •• • z ,do. • / \? , , e • 0- \ / / Downtown iga'rd Conceptual Connectivity Plan Planning Commission Briefing March 21, 2011 LEWIS Yp LOMITA. TANGELA o Study Area 7. NL6 e cF,, Tigard Downtown Urban g Renewal District (193 acres) off, 7) 1 Limited connections ,%,, �af011, and connectivity 1,,, WES Commuter Rail station 4v oG QH 1,1 °I r) 1 1 _1 H TiCgardyNitall 0-, stf' ? , o, Downtown Study Area urban Oow+lavn Tigard GlculA'ron Pial Propel �� 0 1121 t9 Tigard Downtown Improvement Plan % -4.1/ , 11 .,. V - ; f ---�' � Foundation -',,, 'ger let,// , , ;....Al Documents // r � � Q1 s^ nl it,;;:, .' y gr.-... 41':.\ / /:Nie j�e l i ( ► 1Y / Y L / / J/ `we ,; [out, '54'...,:24t-. '.:'"'1'..g?::',..'‘.61'''g..7. .1,11736. '111-111 '—: f ay •�� .N/A, ;,../^.,/, ..t i 71.% ,s. .•- . „..„ ,,, , . \ ,,,, Ar ../..,../-:L, , ',.. . ...., :: • -- , - .. ," 'Ck., r > V 411; ./i ir 1 .// moi ,r ��' �'�. a t"° \±,;' `1 / - t1 :, *M. "/ / ' 'w jVa A"' '., : ,•■,/' \ Tigard Downtown `� ' / $ 04 • • .`� '',.. Future Vision: + / f' s �", a visual refinement \\ �% `, ,e,.: of the TC)IP ' n / ,,,,,..... . '''.\' : ' , ti ` ///\iir \ = c-'s"-- \---:‹57,-":,1 ^s,. \\** , Cil RNs'4 ti •f 7,—,,i.-.•.,, cr // , „ ,,,,,--„,. , ( . At'' 17. 4.s , \ .04 ` 1*'''.'',,,,,:r ......"..;`,, - •i ...'" ' 1 - ' ,\'''' ..:.„.( \ •,...<": y`• \ ' - - . , . ... 4 g . OOv/ '\ �� _ o' Ni,d O y iq � State Highway Inl GRE Do *''' �p �'' URBAN GREEK R LAND USE \� 11'. , 4 „.....m„ �, .'.F +�'r �7`7A - //��AA..�� RESIDENTIAL RES lDENTIAL oFCIC'i'i I.UlIN STREET CNIC)FLEX ` �{ Railroad t�5� ,._ :ix. MEDIUM D%,,,,- ENP .,-,ENT RETAIL aztvfDIENTREHALLDL4D , �✓ 1 -�Eh� ` STREE TSCAPE DE NSIi'/ IDNAI.RETAK Trail vales ENHANCEMENTS Conceptual Connectivity Plan Objectives • Connectivity: Foster the creation of smaller block structures, consistent with the walkable urban village envisioned by the Tigard Downtown Improvement Plan . • Circulation : Create efficient routes into and around the Downtown . • Capacity: Create parallel streets to accommodate the demand created by new Downtown development. Process to date • CCAC Principles • Consultant work • TAC • Open House • CCAC review, endorsed in October 2010 , 1, . NI z r Street antl pathway nonnectians in this sw vix I $ area will be addressed as part of the 2010 Conceptual Y N Citg ofiigardTranoRaiion Sysl'm Pan .! Update(TSP)and HCT Land Use Alae. ,,.I, 9 3 nn ivit ..., ��:7------- li Co ect y „. Planorai ► 4. 21/ V'S ya' XR, ' / �`----- V sw.Mai. /< ' i ! / , c,44 ./ /IX.! '% /EP,54, � sae ,a/ ` � `'.v°'LEGEND .... �.• �p�.5Existing street/public right-of-way f.sClosed street/ public right-of-way , °ts� ' � m•I Proposed street _4 r'• As adopted inihe ' `14••• • ' wrrent Tigard -- Proposed alley iranspo 9ai cn 4 N.. Sytw.,Plan{ISP) p •�' Existing bicycle and pedestrian connection .-a--- Proposed bicycle and pedestrian connection •••"` r• ♦ I -fixed alignment /\ � ,t -l�....„l Proposed bicycle and pedestrian connection -exact location to be determined upon F Y redevelopment s4. • Existing Trailhead ,. oExistingpublic transit center and °-----� LIVES ommuter Rail station I It _ sw+MrAs ; r f Street and pathway connections in this $ area will be addressed as part of the 2010 Street CharacterL . Ckly Update(TS)gard andortatiandUseman. r'�� Update(TSP)and HCi Land Use Plan. ,7� �� ,- 4 * 4••••., — ag9 �i ^�� . fiod$ N t LEGEND •,...., , , # .. .. . tea'° `'".(,"". Character Classification +•+ Central City Urban Renewal Districtc i :I o4R "fR .' h Upper Hall Boulevard r. 9 11 Main Street Green Street k•. P: i Downtown Mixed Use 1 -Downtown Collector with median .ate. ' `.w,,o;' Downtown Mixed Use 2-Downtown Collector N. le g#' Downtown Mixed Use 3-Downtown Local fx , " Downtown Mixed Use 4-Upper Bumham +., Downtown Mixed Use 5-Lower Bumham ,.` , Urban Residential .p As adopted in the C •!• current Tigard \., Festival Street Transportation J �' System Plan(TSP) - PJley "' •••..•. Bike/Pedestrian Connection •t - Multi-Use Trail / T • Existing Trailhead O Existing public transit center and WES Commuter Rail station l STREET CHARACTER CLASSIFICATIONS Street Character ____,,,„,...4._ t _ II Qmb We!aapal al..2016 1\ ,1 ar el, hopott swrn R4x apdmillSP7 utlXCl L.Ln Xanl•^ o `3 t Ali ' i • 1 4 —. 411rill i tail . I ` lib Sill • ,r\x,„ , ..." '41‹ 10'-12' 8' 5' So' 12' 10' 5' B' 10'-12' 78IICii* 4\14 ' '-82'ROW \'^ Downtown Mixed Use 1 Downtown Collector with Median �'''''''' I 'r�P!o LEGEND J CnYad[arctetelnCeaan I f/ III —UK.'HS smewrm t v Neon$3.l3«nsra.r ——. - !Damn!Mme Use I-DaanloanCeU%tor•rdh mean I mnforn Nownt D.n1.1MM l6 [olotmn dtai - plw M M k Co.n ry .. T c ., a ..a..n. _ � _ 222 _ Street Character Classification-Preferred Alternative 1U i. _ oawea Tire conceptual cann.co114 rue ren]6eAlat 10'-12• 7• 18' T 10'-12reskienttal 52'-56'ROW Urban Residential Implementation of Plan • Plan establishes City policy and designates street connections to be adopted into TSP • Typical methods in Tigard : CIP or conditions of approval on developers • How to implement in times of scarce public resources and current economic conditions? 1 3 i Implementation sw nixes g St met and as part the 26 + ■ g area will 6e addressed as parr of the 261U .=\� g City of Tigard Transportation System Plan Map Update(TSP)and HCT Land Use Plan. .,N 't.• ; °-. yy � £ Proposed streets are , ,.. ,104446444444444(4,4444444.4444(00:000000.0.0000... E , prioritized as: 410 _ - o © • PriYrcL1atbonmarCi sw ax lt ., �. H �� at 4. ,)101* 0. ue) ©� ��` � � • Secondary Circulation . \ A y � \' ' (yellow) As adcurrePledin te 4/ �•`�. C C (pinknt Tiard Transportation • Access ) System Plan(TSP) LEGEND , 'r Existing street f public right-eT-way Closed street I public right-of-way - mm. Proposed street - --• Proposed alley - Existing bicycle and pedestrian connection •• ► 1 ---- Proposed bicycle and pedestrian connection 4.4. -teed alignment e? i Proposed bicycle and pedestrian connection -exact location to de determined upon redevelopment - - ' Primary Circulation i ' Secondary Circulation . I Access(contingent upon development) O Existing Trailheed OEei tinCgpubliotran5itcenterend swoMoev WES Commuter Rail station IME40 Implementation Map-MAP A 4• Next Steps • Development Code language needed including development triggers for street improvements (which may differ from the current Tigard Development Code), and special street standards for pedestrian connections and private streets. • Additional outreach to property owners • Public hearings to adopt the Downtown Conceptual Connectivity Plan into the Tigard TSP. Questions/ Discussion Contact : ....11.1. orr,A,III Sean Farrelly , .-- , II is sea n@ti and or. ov 11INI _ _ 0 Ake' _.,_4'. .' .\s 11 "' I. i \\ k 503-718-2420t: _ Iv itt ,...- Moil use res 03ntrdl 10 -12 8' 11' 11" 8 10-12' MEMO use resklentlal 58-82'RCM " City of Tigard TIGARD Memorandum To: Alexander Craghead, Chair, City Center Advisory Commission From: Sean Farrelly, Redevelopment Project Manager Cc: Judith Gray, Senior Transportation Planner Re: Downtown Conceptual Connectivity Plan Implementation Date: October 4, 2010 The intent of the Downtown Conceptual Connectivity Plan is to establish a framework for improved multi-modal connectivity and circulation in Downtown Tigard. There are three objectives in the proposals for new Downtown streets: • Connectivity: Foster the creation of smaller block structures, consistent with the walkable urban village envisioned by the Tigard Downtown Improvement Plan. • Circulation: Create efficient routes into and around the Downtown. • Capacity: Create parallel streets to accommodate the demand created by new Downtown development. The plan would establish City policy and would designate street connections that would be adopted into the City's Transportation System Plan (TSP) and Comprehensive Plan. The Conceptual Connectivity Plan would be implemented incrementally over the next 50 years. The plan was developed by a consultant team, led by SERA Architects,who collaborated with City staff and a technical advisory team of public agency representatives.The City Center Advisory Commission reviewed and provided input to the Plan. Typical Methods of Implementation In Tigard, plans for new streets are implemented through a mix of public and private actions. Priority street projects can be included in the City's Capital Improvement Plan. In that case, the City purchases right-of-way (ROW) from property owners and constructs the street improvements (such as it has for the Burnham Street project). Developers also can be required to construct street improvements through a condition of approval of their development application. In that case, the developer dedicates ROW for streets and constructs the street improvement that is roughly proportional to the impact of the development. Other methods for funding and constructing new streets are also used, such as through Local Improvement Districts. Downtown Conceptual Connectivity Plan Implementation There are two factors that complicate the implementation of the Conceptual Connectivity Plan in Downtown Tigard at this time: 1. Scarcity of public financial resources. The ability of cities to fund capital street projects has become more challenging. The cost to acquire ROW and construct the full Downtown street network shown in the conceptual plan is conservatively estimated at $28 million. The main sources of public funding for capital street projects are the State Motor Vehicle Fund (gas tax), Washington County gas tax, and Washington County Transportation Development Tax (TDT). The statewide gas tax revenue has not kept pace with inflation and will continue to be impacted by improved car fuel efficiency. The TDT primarily funds projects that increase transportation capacity on arterials and collectors,which excludes many of the proposed Downtown streets. Additionally, the amount of available funds is dependent on new development in Washington County. The City's general fund typically does not fund street projects. The City's Street Maintenance fee is dedicated to maintaining existing streets. The City has instituted a local 3-cent-per- gallon gas tax dedicated to the Pacific Hwy/Greenburg Road/ Main Street intersection project. However, this tax will expire when sufficient monies have been collected to pay for that specific project. Future funding of projects through new local gas taxes would be politically uncertain. The City Center Urban Renewal District has a modest maximum indebtedness of$22 million over 20 years (approximately $21.5 million remains). Street improvement projects are included in the Urban Renewal Plan. However,while some urban renewal funds will be available for street projects, there are many other competing projects in the Urban Renewal Plan. 2. Current economic conditions. The current recession and difficulty in obtaining private financing for real estate projects creates a challenging redevelopment outlook for the Urban Renewal District over the next 10 years. The type of development envisioned in the TDIP is riskier to finance, particularly in an untested market such as Downtown Tigard. Development opportunity studies have indicated that the cost of development currently exceeds the achievable rents. The cost to dedicate ROW (which reduces the amount of developable land) and construct street improvements would increase the amount of upfront capital a developer must have. This could impact the feasibility of desired projects in the short to medium terms. 2 Implementation Strategy For these reasons, the Downtown Conceptual Connectivity Plan needs to be as dynamic and flexible as possible. Staff proposes an implementation strategy to guide the plan in the short to mid-term. Prioritisation of Streets on the Circulation Plan Map The Downtown Tigard Conceptual Connectivity Plan will be considered a conceptual framework of desired connections to be implemented with new development over the next 50 years. It establishes desired basic system characteristics of circulation, connectivity, and capacity. The Downtown Conceptual Connectivity Plan Implementation Map (Map A) prioritizes roads based on whether the connection is needed for primary circulation, secondary circulation, or access. The Ash Avenue rail crossing, Scoffins/Hunziker realignment, and Commercial Street realignment are priority projects that will significantly affect circulation. Most of the remaining proposed streets on Map A are somewhat flexible. The actual alignments are dependent on the type, level of intensity, and site plan of the development. The primary circulation connections have the most potential for improving pedestrian, bicycle, and vehicle circulation. These connections also create access to properties that have a high level of redevelopment potential. As opportunities arise, specific street alignments will be identified with the intent to reflect parcel boundaries, to share the ROW dedication, and avoid creating sliver parcels. The remaining non-primary connections that appear on the conceptual framework map are needed mainly to access new development. As long as the major goals are met, the street alignments are flexible and are dependent on the development's site plan. In certain cases, these connections may also be permitted to be private streets (with public easements), provided they meet City design standards. Next Steps Among the next steps to be taken to implement the Downtown Circulation Plan: 1) Finalize the Conceptual Connectivity Plan map. 2) Integrate the Conceptual Connectivity Plan into the Transportation System Plan. 3) Draft Development Code language,including design standards for private streets and pedestrian connections to implement. 4) Prepare more detailed cost estimates to help further prioritize projects. 3 Appendix Potential Methods of Funding Street Improvements Below are potential methods of funding street improvements. How and to what extent these funding sources are used will depend on future actions by the City Center Development Agency/City Council and recommendations by the City Center Advisory Commission. 1. Urban Renewal Particularly in the early years of redevelopment, urban renewal funds should assist in paying for construction of street improvements. Urban renewal funds have already been allocated to contribute to the projects on Burnham and Main Streets. For projects that are listed in the Urban Renewal Plan (the Scoffins/Hunziker realignment and the Ash Avenue at grade crossing of the railroad), the role of urban renewal would be more significant. Urban renewal funds could be used in other strategic street projects, particularly where the cost of street improvements impact the feasibility of a potential redevelopment project. 2. Local Improvement District (LID) A Local Improvement District (LID) is a method by which a group of property owners share in the cost of transportation infrastructure improvements. Property assessments are established in a defined area by agreement of the property owners and administered by the City. This method has been used to build street and other public improvements in the Tigard Triangle, notably Dartmouth Street. This is the (simplified) process of how a Local Improvement District pays for street improvements: a) The LID is formed by agreement of the property owners. An estimated assessment is provided to the owners. b) City Council hearing and action is required to finalize the LID. c) The project is constructed. d) Assessments are collected from the property owners. The advantage of a LID is that the costs are borne by the property owners whose properties are enhanced by improved streets. Additionally, the improvements can be built in a coordinated manner. The fees that are assessed can be significant; however they can be paid out over multiple years (usually ten). The City/CCDA could also contribute funding to the LID if appropriate. 3. Development Incentives Incentives to a developer could offset the costs of the dedication of ROW and constructing street improvements. A possible incentive would be to allow a bonus of additional square footage to offset the loss of developable land. This could take the form of allowing additional building height or additional site coverage (over what is permitted in the 4 development code). Other potential incentives could be urban renewal funded low-interest loans or direct subsidy of developments that include the desired street improvements. 4. Grants For street improvements that meet certain criteria, the City could apply for grant funding. For example, the City applied for and received $425,000 in Federal Community Development Block Grant funding to pay for street improvements required for The Knoll project, including sidewalks on Hall and Hunziker. The City also applied for and received $2.5 million in grant funding from Metro to finance the Main Street Green Street project. While grant programs are competitive and not guaranteed, any future opportunities for Federal, State, or Metro grant funding for street improvements in the Downtown will be pursued. Other Policies to Assist Implementation In addition to these funding sources, the following are additional potential actions that the City/CCDA could take to influence the implementation of the Downtown Circulation Plan. Land Assembly The City/CCDA could assist in land assembly in the Urban Renewal District. Larger parcels are typically more attractive to developers. Larger parcels facilitate the construction of new streets by allowing more options for the street connections to be integrated into the site plan. High Capacity Transit The City is currently advocating for High Capacity Transit in the Pacific Highway corridor. Such a line would be expected to have a stop in the vicinity of Downtown. High Capacity Transit would likely increase the value of property in the Downtown and its attractiveness to developers. As a consequence, the increase in property values would diminish the relative cost of constructing the street improvements. 5 t, ( Aid/ 0 czv ill N SW PIHAS u) Street and pathway connections in this l ,... .\\\ oli`c :,*(0.,p. ° , area will be addressed as part of the 2010 ••,.•'� v� • °°\*Fr N City of Tigard Transportation System Plan = ` Update (TSP) and HCT Land Use Plan. J ••.� k•. 'Pam z L0 vi of 2 6' z '. .• v, vi ��F� • N .p .a •• Z S *G 0 5 p • GA .\ w� ry ,PL/1 F � S sc SW KN L 0 P 0 •, y ` o��F� �„di '''AS*, c, UNZ��F • 0 ... . ..:, 0,'4b' � % ', `, CP P ` 5 f• I <G : .•• 94, .`. i / **. ..*** 1:„ As adopted in the current Tigard Transportation System Plan (TSP) o :• . \:\%\\ LEGEND ,// ii Existing street/public right-of-way :• ,' • 11 Closed street/public right-of-way • im mi I Proposed street •' • --- Proposed alley Existing bicycle and pedestrian connection ---- Proposed bicycle and pedestrian connection /s>i, -fixed alignment 4, , t Proposed bicycle and pedestrian connection , - exact location to be determined upon • redevelopment /0 '40%.0% i0 ' tw N% I Iiho w Primary Circulation " ► • 0,14 Secondary Circulation • Access (contingent upon development) w w it ,' i O Existing Trailhead W _' OExistin public transit center and 3 • ; SW OMARA WES Commuter Rail station Implementation Map - MAP A Downtown Tigard Conceptual Connectivity Plan not®e 10.01.10 Map Proposed Type of Potential location connection connection implementation method A. Ash Avenue at Primary Public grade railroad Circulation crossing B. Scoffins/Hunziker Primary Public realignment Circulation C. Ash Avenue north Primary Private/public of Scoffins Circulation (Garden connection) D. Commercial Street Primary Public or realignment at Circulation private/public Main E. Scoffins- Primary Private/public Commercial Circulation connection F. Burnham St to rail Primary Private/public corridor Circulation connection G. Alley behind Main Primary Private/public from Burnham to Circulation the rail corridor H. Pedestrian Primary Private/public connection from Circulation Commercial to Commuter Rail track crossing Design Team Matthew Arnold,SERA Architects Allison Wildman,SERA Architects Michelle Marx,SERA Architects Beth Wemple,Kittelson&Associates Brendan Buckley,Johnson Reid Technical Advisory Committee Sean Farrelly,City of Tigard Judith Gray, City of Tigard Mike McCarthy,City of Tigard Kim McMillan,City of Tigard Darren Wyss,City of Tigard Marah Danielson,Oregon Department of Transportation Anthony Butzek,Metro Jessica Tump, TriMet City Center Advisory Commission Alexander Craghead,Chair Tom Murphy, Vice Chair Carolyn Barkley Alice Ellis Gaut Ralph Hughes Kevin Kutcher Peter Louw Elise Shearer Martha Wong Linli Pao,Alternate Phil Thornburg,Alternate Tigard City Council Craig Dirksen,Mayor Nick Wilson,Council President Gretchen Buehner Marland Henderson Sydney Webb CONTENTS Executive Summary, 3 Introduction, 5 Downtown Study Area, 6 CCAC Statement of Values, 7 Conceptual Downtown Sub-Districts, 8 Conceptual Connectivity Plan, 10 Street Character Classifications, 14 Pedestrian/ Bicycle Connections, 22 APPENDIX A: Code Provisions for Connectivity, 31 APPENDIX B:Transportation Assessment, 33 APPENDIX C: Real Estate Assessment, 39 EXECUTIVE SUMMARY Executive Summary Building off of several recent planning efforts for Tigard's traditional center,the Downtown Conceptual Connectivity Plan describes a vision for a complete system of streets and pathways that would significantly improve multi-modal access to, from,and within Downtown and organize development within a block structure better suited to intensive,urban development.The plan also puts forth street character classifications that have been tailored to meet the future context of individual street segments. The plan was developed by urban designers from SERA Architects,with technical assistance by Kittelson&Associates(traffic and transportation analysis)and Johnson Reid(market and real estate analysis), under contract with the City of Tigard.Guidance was provided by the City Center Advisory Commission(CCAC)and a Technical Advisory Committee(TAC)comprised of staff from the City of Tigard, TriMet, Metro,and the Oregon Department of Transportation. Public input was gathered on draft alternatives of the plan at a public open house in July 2009. The Downtown Conceptual Connectivity Plan divides the Downtown into several conceptual sub-districts,each with its own unique character and function within Tigard's core.These sub-districts are: Main Street Village, Hall/Pacific Hwy/99W Area,Urban Residential Neighborhood,The Heart and Civic Core,and Creekside Residential.The degree of connectivity and the character classifications for each street have been individually tailored to meet the design intent of these five conceptual sub-districts. The proposed street and pathway network would create a fine-grained block structure that is characteristic of other successful downtowns throughout the region and the nation.The new grid would be pedestrian-friendly, universally accessible,and supportive of both the existing downtown-appropriate businesses and the type and scale of development the community desires to see here in the future.While achieving the numerous benefits of network connectivity is the overarching goal of the plan,there are two key connections which should be considered top priorities of the plan.The first is Ash Avenue,which,at build-out, would extend from the residential neighborhood to the south,across Fanno Creek into Downtown,and then across the railroad tracks to connect(via the proposed Garden Place Connection)to Hall Boulevard.The Garden Place Connection,with its direct connection to Hall and its ability to facilitate access to the Urban Residential sub-district and(proximately)to Main Street,should also be considered a high priority.Other streets and pedestrian pathways are proposed to further sub-divide large parcels and create a walkable,mixed-use Downtown. Street character classifications have been provided for the streets within the Downtown study area.These character classifications are described with both text and illustrative cross-sections. In a transportation assessment of the DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 3 EXECUTIVE SUMMARY network prepared for this study, it was determined that each of these character classifications matched closely the anticipated traffic volumes in Downtown Tigard. Additional findings indicated that traffic operations at the Hall Boulevard/Garden Place intersection are estimated to exceed the available planning-level capacity for 2050. No additional changes were recommended to the roadway character classifications for either roadway.While congestion will likely occur during peak hours at this location, it is likely that congestion would be limited there during off- peak times. A real estate assessment was performed in conjunction with this study to determine the impacts the framework's implementation would have to Downtown properties and their redevelopment potential. In general, it was concluded that greater connectivity within the district would provide better access to the interior of current super-blocks,thereby making those blocks more attractive and marketable to developers.This connectivity,the relative ease of pedestrian circulation within the district,and the increased amount of street frontage would also facilitate the form of mixed-use redevelopment the City is striving for with its current development code amendments for Downtown. While this Downtown Conceptual Connectivity Plan may be adopted as a stand- alone refinement of previous planning efforts for Downtown Tigard,its alignments and cross-sections are ultimately meant to be incorporated into the City's Transportation System Plan(TSP). Depending on the nature of development,some of the alignments,widths,and cross-sections may be altered during design and construction. 4 TIGARD,OREGON INTRODUCTION Introduction Downtown Tigard is currently comprised of several large superblocks with a mix of low-to-moderate intensity retail,office, light industrial,institutional,and residential uses.Access into the district is restricted by the Pacific Hwy/99W viaduct to the northwest and Fanno Creek to the southwest.Connectivity within Downtown is hampered by both the superblocks and an active rail line that bisects the district from the northwest to the southeast. Building off of several recent planning efforts for Tigard's traditional center, the Downtown Conceptual Connectivity Plan focuses primarily on the area south of Pacific Hwy/99W,west of Hall Boulevard,and north of Fanno Creek. It describes a vision for a complete system of streets and pathways that would significantly improve multi-modal access to,from,and within the district and organize(re)development within a block structure better suited to intensive, urban development.The plan also puts forth street character classifications that have been tailored to meet the future context of individual street segments. The Downtown Conceptual Connectivity Plan seeks to actualize the concepts included in the Tigard Downtown Improvement Plan,the Downtown Streetscape Design Plan,and the Tigard Downtown Future Vision,and is meant to complement the pending Downtown Tigard Code Amendments. It has been informed further by current design efforts for improvements to both Main and Burnham Streets. The plan was developed by urban designers from SERA Architects,with technical assistance by Kittelson&Associates(traffic and transportation analysis)and Johnson Reid(market and real estate analysis), under contract with the City of Tigard.Guidance was provided by the City Center Advisory Commission(CCAC)and a Technical Advisory Committee(TAC)comprised of staff from the City of Tigard, TriMet, Metro,and the Oregon Department of Transportation. Public input was gathered on draft alternatives of the plan at a public open house in July 2009. While this Downtown Conceptual Connectivity Plan may be adopted as a stand- alone refinement of previous planning efforts for Downtown Tigard, its alignments and cross-sections are ultimately meant to be incorporated into the City's Transportation System Plan(TSP).The focus of this plan is internal circulation for Downtown;further study is needed for connections to Hall,to the potential high-capacity transit line on Pacific Hwy/99W,and to Tigard as a whole.With an approximate 50-year time horizon,implementation of the Conceptual Connectivity Plan itself(i.e.,the construction of new streets and pathways)is anticipated to occur primarily in conjunction with redevelopment,although urban renewal may play a role in specific key projects that have yet to be determined. Depending on the nature of development,some of the alignments,widths,and cross-sections may be altered during design and construction. DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 5 CCAC STATEMENT OF VALUES Statement of Values for the Downtown Conceptual Connectivity Plan At its April 22,2009 meeting,the City Center Advisory Commission(CCAC)put forth a Statement of Values for the Conceptual Connectivity Plan which reads: 1.Create a street system that will encourage people to visit and return to downtown. 2.The new street network should result in a positive impact on the environment. 3.All modes of transportation must be accommodated. 4. Encourage a pedestrian-oriented urban village in Downtown. 5.Get people into and around the Downtown, but do not enable vehicles to cut through(with the possible exception of a connection to Highway 217 via Scoffins and Hunziker.) 6.The street network should serve the uses envisioned for the future 7.The existing built form should be taken into account when planning new connections, but the greater economic interests of future development should take precedence. Design Principles for the Downtown Conceptual Connectivity Plan Over the course of the project,with input from the CCAC,the TAC,and the consultant team, additional general design principles emerged to guide the planning process.These included the following: • Maximize efficiency and ease of access for all transportation modes and for emergency services. (This principle can be realized, in part, by determining appropriate access spacing and by avoiding off-set intersections.) • Enhance accessbility for people of all ages and abilities. (Strategies for achieving this objective include keeping block sizes relatively small and providing superlative bike and pedestrian facilities.) • Create a network with a diversity of human-scaled street types that support urban places and integrate with blocks/buildings. • Link with city, regional, and national transportation networks. (Achieving this end requires careful integration of this plan with Tigard's TSP and with other local and regional planning efforts.) • Ensure the economic viability of the blocks that result from the implementation of the new street grid. DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 7 DOWNTOWN SUB-DISTRICTS Conceptual Sub-Districts For the purposes of this Conceptual Connectivity Plan,Downtown Tigard is defined by the City Center Urban Renewal Area,and is bounded approximately by Fanno Creek to the southwest, Hall Boulevard to the east,and OR 99W to the north. Drawing from previous plans and the proposed zoning code for Downtown,the area was conceptually subdivided into five separate sub-districts,defined in part by their uses and their boundaries. Each sub-district has its own distinct function,density,and mix of uses.Together they helped shape and inform the Downtown Tigard Conceptual Connectivity Plan by serving as the unique pieces of cloth that need to be stitched together to make a quilt. How future streets and paths interact with these districts provides the framework for the Conceptual Connectivity Plan and helps define the context-sensitive character of the individual street and path segments. The Conceptual Downtown Sub-Districts are: Main Street Village.This sub-district is defined by the uses along Main Street from its northern and southern intersections with Pacific Hwy/99W.This sub-district's character is defined by its traditional role as Tigard's commercial Main Street,comprised of modestly-scaled buildings, prominent pedestrian-oriented sidewalks,and active ground- floor uses. Hall/Pacific Hwy/99W Area.This large area encompasses the Pacific Hwy/99W and Hall Boulevard intersection and its corner properties,as well as the"Hall/Pacific Hwy/99W area" bounded by Hall,Scoffins,and Main Street.Today the area is largely auto-oriented commercial. In the future,the sub-district is envisioned as a dense,mixed- use regional commercial area that capitalizes on its highly visible location and access to region-serving streets and highways. Urban Residential Neighborhood.This area between Main,Scoffins,Commercial,and Hall is currently a variety of residential,commercial,office,and light-industrial uses.This sub-district is envisioned as a dense,mixed-use neighborhood that takes full advantage of its proximity to high-quality transit and the commercial and civic amenities Downtown offers. The Heart and Civic Core.A plaza,festival street,and new park will serve as Downtown Tigard's new"living room"and anchor the sub-district that will include other civic functions and institutions(including a new Police Station and a new Performing Arts Center).This mixed-use sub-district stretches along the north side of Burnham between Hall and Main Street and also includes the area south of Burnham and north of Ash. Creekside Residential.Fanno Creek establishes the southern boundary for what is envisioned to be a largely residential sub-district.The contextually-responsive character of this sub-district will be shaped by Fanno Creek,its floodplain and riparian zones,and potential for creating healthy habitat for wildlife. DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 9 CONCEPTUAL CONNECTIVITY PLAN Conceptual Connectivity Plan Today, Downtown Tigard lacks a complete network of streets and paths.The lack of connectivity and large superblocks make getting around troublesome and inefficient,especially for pedestrians.Auto traffic is concentrated on relatively few streets,and several of these therefore suffer from congestion at key times.To accommodate traffic volumes that might otherwise be dispersed over a broader network,several of Downtown's streets are built to a scale much larger than might be considered appropriate for a central business district. In addition, most Downtown streets lack adequate bicycle and pedestrian facilities. The Preferred Alternative for the Downtown Tigard Conceptual Connectivity Plan proposes a complete system of street and path alignments to best serve the future uses of the Downtown and its sub-districts.The preferred street and pathway network would create a fine-grained block structure that is characteristic of other successful downtowns throughout the region and the US.The new grid would be pedestrian-friendly, universally accessible,and supportive of both the existing downtown-appropriate businesses and the type and scale of development the community desires to see here in the future. One of the key components and top priorities of the Preferred Alternative is Ash Avenue,which would provide both an important connection to/from Downtown and a central north-south spine for the district. Downtown is currently accessed primarily via two heavily-traveled State facilities- Pacific Hwy/99W and Hall Boulevard.The Ash Avenue extension across Fanno Creek would offer a local connection between Downtown and the residential neighborhoods immediately to the south.Within the Downtown core,connecting Ash Avenue across the railroad tracks(a significant, immovable barrier to connectivity throughout the district)would provide a badly-needed, local alternative to Main and Hall running NE/SW between the various sub-districts of Downtown. Because of Downtown's current block structure and roadway configuration,as well as the relatively high cost of constructing a bridge, it is recommended that this railroad crossing be at-grade.With an additional extension of Ash Avenue north of Scoffins,the net result of these moves would be not only a new route from Hall/Garden through Downtown to the south, but also an increased cohesiveness for Tigard's central business district.Completing Ash Avenue within Downtown is recommended as the top priority connection within this plan(subordinate only to the larger goal of completing the overall network)because of this street's important role for both accessing the Downtown district and circulating within it. The proposed "Garden Place Connection"would extend from Hall Boulevard through the northeast Hall/Pacific Hwy/99W area across Scoffins to Commercial, providing another entrance into Downtown, its commercial areas,and the Urban Residential Neighborhood sub-district.This street would directly serve new development in the Hall/Pacific Hwy/99W from Pacific Hwy/99W via Hall and, DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 11 CONCEPTUAL CONNECTIVITY PLAN along with the Ash Avenue extension,would provide defined block faces within the Hall/Pacific Hwy/99W area.The new,four-legged intersection of Garden and Hall may or may not be a full access intersection; future analysis of traffic conditions and their implications will be needed to make this determination.At a minimum, however,this alignment would accommodate bicyclists and pedestrians.The Garden Place Connection is a recommended priority connection within this area because of its ability to bring people to and circulate them through the district. The Oregon Department of Transportation currently has jurisdiction over Hall Blvd and Pacific Hwy/99W. The Oregon Highway Plan(OHP)establishes the State classification for these facilities as District and Statewide,respectively,for which access management policy and standards have been established. The OHP Goal 3 Access Management policy is to manage the location,spacing,and type of road and street intersections and approaches on state highways in order to ensure safe and efficient operation consistent with the classification of highways.The OHP establishes access spacing standards related to the speed and classification of the highway to minimize the potential for conflicting traffic movements on the highways.The City of Tigard and ODOT coordinate on access management to improve the safety of these facilities.Access management tools include locating future street connections consistent with access management standards(often realized through redevelopment of properties)and establishing shared driveways for access to multiple properties. Between the Garden Place Connection and Scoffins,the Ash Extension would help meet these policy objectives by serving as a "backage road"that not only provides access to the properties south of Hall/ Pacific Hwy/99W area,but that also provides rear access to those properties that currently front(and have their access on) Hall. Further access to and through this wedge of properties would be provided by a network of pedestrian and bicycle connections. New streets and an alley in the Urban Residential Neighborhood sub-district could serve to divide an existing downtown superblock into pedestrian-scale blocks.A recommended priority project among these would be a new street running from Main to Ash to bisect the superblock between Scoffins and Commercial.This proposed street would extend beyond Ash and turn 90-degrees to connect to Commercial. Currently,the off-set intersection of Burnham/Main/Tigard and Commercial/Main cause both inefficiencies and conflicts.This plan proposes creating a new,direct connection between Burnham and Tigard northwest of Main Street,as well as a realignment of the northwest leg of Commercial in order to create a four-legged intersection with Commercial's southeast leg.This project,however,would only be pursued in conjunction with the construction of a new Pacific Highway/99W viaduct. An alley running between Scoffins and Commercial immediately east of Main Street would allow utilities and services(deliveries, recycling)to move to the rear of the buildings.Another alley is posited between Burnham and the railroad tracks along the same approximate alignment.This system would allow the pedestrian realm in front of the buildings(i.e.on Main Street)to be used for more pedestrian amenities, such as outdoor café seating,street furniture,trees and landscaping,and wider sidewalks. A proposed alley would run south of and parallel to the railroad corridor in order to provide motor vehicle access to the WES commuter station and to properties along the line. In addition to the Ash Avenue railroad crossing,two streets are planned to run between Burnham and the railroad corridor in the Heart 12 TIGARD,OREGON CONCEPTUAL CONNECTIVITY PLAN and Civic Core sub-districts.The depth of the existing block(-325'to-375'from Burnham to the proposed alley)is awkward,as it is a bit too deep from a pedestrian standpoint but not deep enough to sub-divide with an additional street parallel to Burnham.As such, pedestrian and/or bicycle connections should traverse the blocks NW/SE to allow for better sub-district connectivity. A special street-called a Festival Street in the Fanno Creek Park and Plaza Master Plan - is planned south of Burnham and north of Ash.This street is intended to serve the new community plaza and park in this location,and provide additional public space for temporary markets and festivals. New proposed pedestrian and bicycle paths also would connect through the new park to the existing Fanno Creek Trail,Ash,and Main. Since the Creekside Residential sub-district is comprised of several large lots,and given its proximity to the natural barrier of Fanno Creek and its floodplain,the area is more likely to develop as a planned unit residential development than other locations in Downtown Tigard. Thus,the connectivity strategy for this sub-district is to establish a primary east-west street between Ash and Hall,and to connect it to Burnham with new north-south streets.Additional potentially private streets and pathways would provide additional access to the sub-district. This basic framework,then,allows for network flexibility in the future as long as policies are in place to guarantee full connectivity throughout the sub-district. Equally important will be pedestrian and bicycle access to the Fanno Creek Trail,one of Downtown's prized assets.A new connection to the trail is desired approximately every 300 feet;the standards for these connections should be clearly articulated in the Development Code or other binding policy document. A project that has been in the City's planning documents for many years is also articulated in the Preferred Alternative:straightening the east leg of Scoffins to meet Hunziker directly at Hall Boulevard,thereby transforming an awkward,off-set intersection into a four-legged one. During the Downtown Tigard Conceptual Connectivity Plan process,the concept of providing a direct connection from Greenburg to Hunziker was discussed.This concept entailed extending Greenburg across Pacific Hwy/99W into the Hall/Pacific Hwy/99W area and then south to Scoffins.Southbound traffic then would turn left onto Scoffins to connect to Hunziker or right onto Scoffins to connect to Main Street. Under this scenario,the existing stretch of Main Street between Scoffins and Pacific Hwy/99W would need to be closed(at least to through traffic) due to issues with queuing,turning movements,and signal timing at the intersection with Greenburg. Because of potential technical issues,financial implications,and negative impacts to Main Street businesses,the Greenburg-to-Hunziker connection has not been included in the Conceptual Connectivity Plan's Preferred Alternative, but could be revisited in the future. The portion of the Regional Mixed Use sub-district north of Pacific Hwy/99W has been included in the study area for this particular project; however, new streets and pathways in this area will have connectivity implications that reach beyond the boundaries of the study area.Therefore, future street and pathway connections in this area will be addressed as part of the 2010 Transportation System Plan Update and as part of the Tigard High Capacity Transit Corridor Land Use Plan. DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 13 STREET CHARACTER CLASSIFICATIONS Street Character Classifications "Functional classification"is a transportation planning term often used to categorize what type of street is appropriate for a given alignment or location based on a series of quantifiable inputs or desires,such as traffic volume,mobility, speed,and access. Functional classification is usually translated into a set of standards for cross-section and roadway design and is generally applied to whole alignments or long stretches of a single roadway.Viewed from this largely technical standpoint,functional classification often ignores the context-sensitive inputs or design elements that help form the character of a street(or how a street"feels" when one travels along it). Street character,in contrast,begins with the notion of the street as a key piece of the public realm, not as just a means to move goods and people.Street character considers each street segment's immediate and potential context, including adjacent land uses and the design of those uses,the proximity of buildings to the right-of-way,and the relationship of an individual street segment to the rest of the city and the rest of the network. It also factors in the full range of both users and uses-and therefore considers not only the need to move cars,trucks, bikes,and pedestrians, but also a street's potential to host sidewalk sales,outdoor cafes, parades,festivals,etc.Although difficult to quantify and catalogue,these"livability" and "programming"inputs are crucial to consider,as they should impact every aspect of street design - including cross-section dimensions, paving materials, fixtures,and the spacing of various elements.Although they require additional visioning,planning,and input from the public,street character classifications can ultimately tell a better and clearer story about a place's character and potential. The Preferred Alternative for the Downtown Tigard Conceptual Connectivity Plan uses character classifications to determine which street types should be applied to each segment throughout downtown.These classifications endeavor to capture the desired character of the sub-districts and provide a more comprehensive view of the transportation network in Downtown Tigard.The character classifications for Downtown Tigard are shown on the map on the preceding page,and are individually described and illustrated on the following pages. Please note that these character classifications are conceptual,and are fairly general in terms of design treatments.The City is strongly encouraged to take full advantage of best practices regarding stormwater management, pedestrian-scale lighting, landscaping,the use of materials and fixtures,etc.when designing actual streetscape improvements for any of these facilities.Also note that additional turn lanes may be necessary on some street segments in order to accommodate higher traffic volumes;the needs for such turn lanes will be determined by the City Engineer. DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 15 STREET CHARACTER CLASSIFICATIONS Green Street Features t The City should continue to explore current best practices for green streets ` `-'10.4„4,10 ' and innovative stormwater management as it implements this plan and begins designing and constructing new roadways in Downtown Tigard,Green street - treatments have been included in both the Burnham Street and Main Street projects,demonstrating that the City is committed to innovative and functional ways to capture and pretreat stormwater. +' Green Streets is a term used to describe on-site stormwater management Flow-through infiltration planters with on systems that employ natural systems to handle stormwater run-off.Current street parking(Portland, OR). designs generally utilize some combination of plantings and infiltration systems, including porous pavers, bioswales,flow-through planters, rain gardens,and/ or other innovative features to capture and treat stormwater.Such systems are 111115( often supported by a more traditional storm sewer or culvert system,especially in `10 ==Li!• existing urban areas where such systems already exist and/or where right-of-way is constrained. Because local conditions vary widely,green street systems must be , K tailored for specific environments and weather patterns. In more urban settings,flow-through planters are often utilized.These planters are k,. structural, landscaped reservoirs used to collect,filter,and infiltrate stormwater *- v.. ----. - run-off.Water flows downhill into one end of the planter;pollutants settle and filter _t--- ' out as the water percolates through the planter soil and infiltrates into the ground. Flow-through infiltration planters curb If a rain event is intense enough,water exits through the planter's second curb cut, tight(Portland, OR). flows back out into the street and enters the next downstream stormwater planter. Depending on how intense a particular storm is, run-off will continue its downhill "dance"from planter to planter until all of the stormwater planters are at full capacity. If and when the stormwater planters exceed their carrying capacity,the water exits the last stormwater planter and enters the existing storm sewer system. . u �, -L._. Green street features also mayserve a traffic calmingfunction byvisually �. or physically narrowing the street and therefore encouraging drivers to drive f r ., _� — more slowly. Porous pavers can also add texture to a roadway surface,again - .- 'N_ encouraging drivers to slow down. - - . _L v -r K.. - t Pervious pavers to define the parking strip (Portland, OR). 16 TIGARD,OREGON STREET CHARACTER CLASSIFICATIONS Street Character Classification Recommended Cross-Sections 1111110, • y, 15' ® 6' 11' 14' 11' 6' 8' 15' 94'ROW Hall Boulevard-Upper Upper Hall Boulevard. Hall Boulevard is currently an ODOT facility with an emphasis on moving traffic.The cross-section here is recommended,with the understanding that further study and resolution may be needed. Upper Hall Boulevard has a right- of-way of 94 feet and the recommended cross-section includes a travel lane in either direction,a center turn lane, bicycle lanes,on-street parking on both sides of the street,and 15-foot sidewalks.A portion of the sidewalk would be dedicated to a continuous landscaping strip to help calm traffic, buffer pedestrians from motor vehicles,and provide shade.This landscaping strip can also serve as a stormwater facility with proper study and design. Future consideration may be given to varying this cross-section adjacent to the industrial-zoned properties on the east side of Hall. 4 _ •., `. • Wit 4k . . 10'-12' 8' 5' 10' 12' 10' 5' 8 10'-12' 78'-82'ROW Downtown Mixed Use 1-Downtown Collector with Median Downtown Mixed Use 1- Downtown Collector with Median. Designed to move higher volumes of traffic through a mixed- use district,this street type has three-lane cross-section that accommodates bicycles,on-street parking,and pedestrians as well as cars and trucks.A center turn lane provides turning capability at intersections but is intended to be a raised landscaped median between intersections to limit access and provide additional landscaping.Adjacent land uses are characterized by active ground-floor uses,either commercial or residential.Street trees are provided along the sidewalk ensconced with decorative grates or landscaped ground cover. DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 17 STREET CHARACTER CLASSIFICATIONS Downtown Mixed Use 2-Downtown Collector.This cross-section is410 intended for the north-south alignment of Ash Avenue,and provides a fully - .=;', multi-modal street for pedestrians, bicyclists,and motor vehicles with i` a `! `'� their own separate facilities.Ten to i we --- erg. �+1 twelve foot sidewalks provide space for " -. pedestrians and streetscape amenities. 4'. ' On-street parking serves businesses % bi• and residences fronting the street. 10' 12' 8 5' 10' 10' 5' is 10'-12 ... Bicycle lanes provide a dedicated space for bicyclists. 10-foot travel lanes 66'-70'ROW encourage slow vehicle speeds for this Downtown Mixed Use 2-Downtown Collector important downtown street. Downtown Mixed Use 3- Downtown - i = Neighborhood. In this street type, ,:';., motor vehicles each have one lane of - '{ travel that is shared with bicyclists.On- I; ~ street parking provides direct access erg "# yr to mixed-use development along the IN ice? '"'" r AI `s-`,� - t street.Sidewalks are between 10' - �, i ,. �� 12'and have street trees and other 1,.'e #,- pedestrian amenities. mixed use residential 10'-12' 8' 11' 11' 8' 10'-12' mixed use residential 58'-62'ROW Downtown Mixed Use 3-Downtown Neighborhood Downtown Mixed Use 4-Upper Burnham. This cross-section was - designed and developed in early 2009, prior to this planning project.The • cross-section includes two travel lanes, . on-street parking,and sidewalks of ��!. ... ' ,0m. - 6-1, > variable width with stormwater planters '' '- -j - `ivo ' and landscaping. Detailed plans for the r L.t `' i` street design can be found on file at Ifo- - - City Hall. Illi 12' 18 ® 11' 11' 8' 12•.18' 62'-74'ROW Downtown Mixed Use 4-Upper Burnham 18 TIGARD,OREGON STREET CHARACTER CLASSIFICATIONS Downtown Mixed Use 5- Lower 1 f Burnham.This cross-section was II designed and developed in early 2009, stl .• • prior to this planning project.The cross- '0•1 -w , section includes two travel lanes,a ,,.t fir h 1 i continuous left turn lane that includes _ ,, I ii " 1. i a median in places,on street parking, t ,,,. . _i " ' , „ : .N! and sidewalks of variable width with •: _ '�; i �, yyr�s . }•, '�� landscaping. Detailed plans for the Ls ��r street design can be found on file at City Hall. 4. 10 2 8 10' 12' 10' ® 10._12' 68'-72'ROW Downtown Mixed Use 5-Lower Burnham III Urban Residential.The urban residential street has the narrowest l; - overall cross-section.This type of street I f is suitable for use in sub-districts with predominantly residential uses.The j �:: motor vehicle travel way is a"shared" s rtF ' ' .. '` width of 18 feet,which allows most �� vehicles to safely pass one another at a �'I I l• - slow speed.On-street parking provides 4,0-6 front door access to residential units 10'-12' 7' 18' 7' 10'42' facing the street for deliveries and 52'-56'ROW visitors.Sidewalks are 10-to 12-feet Urban Residential wide with a continuous landscaping strip. DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 19 STREET CHARACTER CLASSIFICATIONS Alley.An alley is a narrow right-of-way that provides access to the back of adjacent properties.These corridors provide a place for services such as 111 kcl garbage and recycling.They also provide a place for loading and unloading at the rear of the building,where many commercial establishments keep their stock in storage.Alleys in Downtown Tigard should be 20-feet wide and constructed with permeable pavers or porous pavement to manage on-street stormwater. PERMEABLE Festival Street.A festival street is designed to be closed periodically PAVERS 20'ROW for public events,such as festivals,farmers markets,and parades.The Green Alley materials and fixtures used to construct the streetscape are typically distinct from other streets in the district;festival streets often utilize special textures, patterns,colors,and street furniture to differentiate them.The festival street will be designed and located as part of the Downtown Plaza planning process,and thus a diagram of this concept is not included in this report. Main Street Green Street. Main Street is the primary retail spine of Tigard's Downtown,and as such should accommodate high-levels of pedestrian and commercial activity.As of the writing of this report,the cross-section and plans for Main Street are being developed as part of another City process.The current streetscape concept is that nearly the full length of Main Street would be reconfigured to accommodate on- street parking,wide sidewalks,and stormwater planters.A diagram of this concept is not included in this report. 20 TIGARD,OREGON STREET CHARACTER CLASSIFICATIONS The following table presents a summary of the various features for each of the recommended downtown street types. Total Median Median On-Street Bike Lane Sidewalk Landscape Landscape Total ROW Pavement Bike Lanes Treatment Width Parking Width Width Treatment Buffer ROW Upper Hall Blvd 94' 64' turn lane 14' 8' yes 6' 15' continuous 4'-6' Main Street Green Street* Downtown Mixed Use 1-Downtown 78'-82' 58' landscape 12' 8' yes 5' 10'-12' tree wells 5'-6' Collector w/Median Downtown Mixed Use 2-Downtown 66'-70' 46' n/a n/a 8' yes 5' 10'-12' tree wells 5'-6' Collector Downtown Mixed Use 3-Downtown 58'-62' 38' n/a n/a 8' no n/a 10'-12' tree wells 5'-6' Neighborhood Downtown Mixed Use stormwater 62'-74' 38' n/a n/a 8' no n/a 12'-18' 6'-10' 4-Upper Burnham planters Downtown Mixed Use 68'-72' 48' turn lane 12' 8' no na n/a 10'-12' tree wells 5'-6' 5-Lower Burnham Urban Residential 52'-56' 32' n/a n/a 7' no n/a 10'-12' continuous 4'-6' Festival Street* Alley 20' 20' n/a n/a n/a no n/a n/a none n/a *Cross-sections and dimensions for these rights-of-way to be determined. DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 21 PEDESTRIAN / BICYCLE CONNECTIONS , ;: o' i t Pedestrian/ Bicycle Connections b 'o Included in the Downtown Conceptual Connectivity Plan is a flexible network of off-street pedestrian connections,some of which may also allow for bicycles. ,:{-- These connections would allow for greater permeability of individual blocks,and would allow non-motorists to move more efficiently across the district.The"Bike/ -- Pedestrian Connection" lines on the Conceptual Connectivity Plan maps indicate which blocks are to be bisected by such connections. It is recommended that these pedestrian connections not be permitted within one hundred feet(100') of an intersection.The precise alignments of these connections,however,will be . Ai) _ '.. -T determined in conjunction with specific redevelopment proposals.(Note:examples ,_ of development code connectivity standards can be found in the Appendix.) t ... The designs of individual pedestrian and bike/ped facilities will depend not only on transportation considerations, but also on their relationship to adjacent development. Issues and elements that should be addressed will include (at a minimum):width,vertical and horizontal clearance, lighting,crossings, Intense development with active ground- signage, pavement markings,grade separation, paving materials,street trees floor uses can create pedestrian ways and landscaping,street furniture,and the placement of public art. In addition, with a vibrant sense of place. The narrowness of this particular pedestrian consideration should be given to the building facades that front these pathways, connection is mitigated by the facade with particular emphasis on the location and proportion of doors and window articulation and multitude of uses. openings.Some connections may be open paths between buildings,some may (Bridgeport Village, Tigard, OR) be arcades,and some may cross semi-public open space ringed by development. Thus,the successful implementation of these off-street connections will be facilitated by standards set out not only in the Transportation System Plan, but also in the City's development code. The photographs that accompany this section demonstrate some of the issues described above,as well as some of the successful ways in which these issues have been addressed in other communities. ' �, _ w 'S si k1 fi 4Lrji ,:. 4& s. d'a, Clear separation of bicycle and pedestrian r:. ,. ' - ''1 ,' - , facilities-especially where volumes of r ' i. w : R ,a• a-:-4-.4%. either user group are expected to be -- 7 �+�.� - - .IL high-if often recommended to ensureIrou —_ ,, ' _ _ - ,.....1..._ -- ~ the comfort and safety of all users. This -am al En !r" separation can be achieved by the use _ R. r : - of some or all of the following physical - - '•'' , _`' _ barriers,different paving materials or _ - = , textures,different colors,or striping. E + - � (Vancouver,BC) . , ' __ -- -- 22 TIGARD,OREGON PEDESTRIAN / BICYCLE CONNECTIONS >w *GliPiStdMS OP 1 ! I tel . a � J L 1 j 1 1 i 11 ,., '''"Iii . Pedestrian through-ways can often be Arcades can provide shelter from the Wider arcades can also accommodate incorporated into building design. This weather while creating spaces their plants,benches,and outdoor cafe arcade space is lined with retail and own sense of enclosure.Clearance seating.(Celebration,FL) restaurant uses,but also provides a height is important with arcades,as direct connection between a street and a are their evening lighting and degree of pedestrian-oriented alley. (Ashland, OR) permeability.(Portland, OR) { --,........50764 kt.,...‘:..: .......,. k; ge), '- , ,Z ,Fd-yew . . ,` ,.F r }i .. , -04 .i 1 . lgo,.- , oi,.4 ... SS - !l4 w� ...Wyo..— Pedestrian yPedestrian and pedestrian/bike paths can often be used in the interstitial space between differing land uses,as between this park(left)and mixed use building(right). (New Orleans,LA) DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 PEDESTRIAN / BICYCLE CONNECTIONS ,....-:. 1,--_., .,,,,.„. , •.‘„,.: - .,,. , • •,, ,-....• . . 4, .. . . :'' ,'•,'S'3,,,A7.Yr,.., ' ' . •...t' .. ''.- '..1 '..c....f,' - . ' •-'. ''''''. ''.i.:,.; .' -...s'b;:;c:, ..; .-, . .' : ' : .4; .. 1. . ..,::•7.,*. :46,.. •A .*, ...Fi':',4,-,,..4',..-l..*• •". - 0•1.'4'.‘i' ..„4- . j . . . .., ' • =It . . .a. .... . . $4-, .--• —, ,-- li,'ye T . 4 ..-- - .0, -'.c. '.':_ . • - - ' , . ,,,- -• . _..t - __,—. . • • 4': ...;,„ t 11 101,, ,' ,, .'..., „. r_.---=-----. ...• ll .. ..., . ... • ,. ,... „ ,. ,_•____ ......,......, , .....L. __ _ i ... .., • ____ _. ..... . . .! , .. ____„........._ Pedestrian paths can also serve as open park space.Note the prominence of the benches,streetlights and landscaping.(TOP: Portland,OR;BOTTOM:Vancouver,B.C.) , 1 iz I 1•-, fleillii . '• girt ' 's.' r !Tor 10 p • L r r I, 1 1 , 1 I 111111 ro ' '. fr r Ike' . . 0 ti i I ff _ e , ,.. i ., ,_ . ,. .0,,,..., ,i , .., ..,. •... . . ,i, ii ••• __ •,..,.. „,„ . • ,_ :_,-- _.. ..•.. . __ „ . ., . hie • Ili Pi ,..7.-i.i1-_ ----- . . — ii I ' • OL _ - , ' 4 -. . _to•E.' . , _ 1111-- , • '‘,- ' 6. - - - i-jr-- - — - -• • --.. .. :_ .-7 z''- • \V AT.L.gi MO,, ,',' ,.., .. - . .1:.. i • , . 1, lax-,,,- -4. _ -,!. -, ., - - - _ ... ...: •..,4t....1,4,-- 4,. .t 4., . • - -___. _.... -. • -, / •*-e_.- .. ---.4,,ra--- — • , ,, .,:'•'I .! •, ,--,,,--- 1-- -- --' -- • --_-,- ,.. ••••.-.• ..-;--- . •,. .. • ,, • -.1: .53i.y. ,*-'-0, . '. ., . .',4i t+.41- '11‘..0. 4,,,e457 '' . •-1( 'Ai""! , ._,.., 24 TIGARD,OREGON PEDESTRIAN / BICYCLE CONNECTIONS Pedestrian(and sometimes bicycle)connections between higher-density land uses that are taller than two stories , 1111 , s i ami should be wide enough to create an inviting and safe i, U=MIti- , VI passageway for users. This can be achieved through the y: E use of building setbacks,building step backs,pedestrian ,,- scale lighting and landscape buffering.As a general rule of 4. B. l_ ,, thumb:the higher the building,the wider the accessway. e J' - a iIllii !1 ,; L. From TOP,CLOCKWISE: �& ,F f , r ,r-'T r P ° o . , ', Portland,OR;Portland, OR; p4' ""' !-w / ;'�if'�tt/ ''r' P d ;. ' ,4 _' \' Portland,OR;Seattle, WA; ,' r r �°° .E r r r Vancouver,B.C. 1 _ Y fr 1 a•l iMli �1 ,••.:.•t•• a • p S ° .� F :. Ar, r ; . iR r _• lila - , __ t'4 R {'� l.i ,,,,,,.,,,g__ ., .- y it -, , , ,, ..__--tyl 1 F-1', ,..,:*,:„. -..- NI , „ i , -No im,- - . -4 - lifi , II) ‘I\ ii°� 9 ill 1\ I 1 ¢ iv -- 4 'iii w '' 7 r �1 a' - I �. ! .41 11' . '' ., ? a. 4 1, ".y n ' r r ?. ,. . "e " e._.. I w 3 • 101 I $, t^ s..-.,.r Ima _ = DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 25 PEDESTRIAN / BICYCLE CONNECTIONS 1 -=' -' '-- ita-4 ,•-• ..•...-. 1 - .- 410 _ . • ' 1 i -tot,:# - • - -c -t--- ° / - - - 1-tog - .40 0- ' , _ _..:Nts_-_.-., " -‘t°r. il •0"- lg. • - --- 1 / , : - '••_, --.'''''-- "I4 NI i ' - , ' I„ :" ..- .,----2 .. . - VI ' .--....---' . , ,.... J...,,., . • ,4,., . I * --, -+. . ,ofia , ' ''' • 44.......r, I r. _...._—,--, t -1- II : 4 ' - -4,, ,i - `4,, ' ' ' ' KM& I ..dgeti- il 1. I 111 , I ., , 1' • i: 12 zdii L . . . ._ IiI4V • J .., , - . - ... . ..,-- '--- .. .---e- "-'• ' - Paving materials and landscaping should 111kIllillk .'' '1111111k be carefully se/ected to complement their surroundings/context.(TOP:London, iligli. ‘111LILILIkilliklailk England;RIGHT:Miami Beach,FL) - NE 1W Mi.MIL MI h. V&IL MI\ Nf it-M1 I&llik ML XI 1 Illitillif -- r-- NIL mr 1m lik'w ma mL.IT ., ,4" if - ''ik • iik ri .le ze,..e.‘11"...111p, ..... -sla..•z•,,,,„..4.7.,,,, OP` ..,...-, : . Nalkl,----- - -- --- , , A 1 #,- ,, k — - — 1-- 4 —11 1 . t' • 11, -.^.-1 -- ,•• • • 4.0. ,-1,--- II ' I f ' --, - . .. '-_* r,--7 "--' , p., - .- ''‘.- lie iiii--;72? z.'''/ '±A-7 111 101-71) •t, ' 1- .,4,-, .? , r;'--tic-',..",‘•"'-... .- ..1.-_ .. -• „Ai ..,-,4- its i__ "90 r..,- ' ,.., - 1 - ' - '.',''' a"alk .• • , . ' -.•'• — ,,.. •, wi, li'MI Ilk Mit 44% 1.• 'e' 44 I Ma IMI,Mb&, e,..:..- i in Ilk l'ik eth ••,,,i. r __ - rr,,Or 14, ' , -V . I 111111. , ,-- . Pa' I IP :2Th Pergolas provide a balance between Pr- openness and enclosure.(Bend, OR) TIGARD,OREGON 2L PEDESTRIAN / BICYCLE CONNECTIONS ff� _ v �e'� f " g yh r; f � �, ��+�'z € �� t _ _. -- `mowm ter( , 141 r i," c An inter connected series of pedestrian/ _ , 'e . , °, bicycle pathways can form an important .}--. 1 ,1.11is 1 secondary transportation network that relates to specific land uses-such as }* 1— IL school campuses(left), urban office - - - parks,or high-density residential complexes(right).(Portland,OR) x; d� 1}.44 Vjh f r x. " _ k' � ....- . e+. +r.k t `t r t key , , Y T _ Hyl l F4�M E" tilik•- 41**1400141 • Although set in a park(right),this multi-use path provides direct,secondary access to the housing units at the left.(Charlotte,NC) DOWNTOWN CONCEPTUAL CONNECTIVITY PLAN-4 OCTOBER 2010 27 APPENDIX A: CODE PROVISIONS FOR CONNECTIVITY Connectivity standards are common in municipal or county development codes,and are often represented in terms of street spacing or block size(perimeter).Given the eccentric shape of the Tigard's Downtown district,the constraints placed upon it by the state highways, Fanno Creek,and the rail line,it was determined that standard street spacing or block size was not practical for this area. However,some code provisions for pedestrian connectivity should be considered.As discussed in the preceding plan, it is recommended that,for those blocks where pedestrian connectivity is specified,those connections should not occur within 100'of any bounding street.The following are three examples of connectivity standards,and should be used for reference in considering code language for Downtown Tigard. From the State of Oregon's Model Development Code(3.4.100.G): 4.Street Connectivity and Formation of Blocks. In order to promote efficient vehicular and pedestrian circulation throughout the city,subdivisions and site developments of more than two(2)acres shall be served by a connecting network of public streets and/or accessways,in accordance with the following standards(minimum and maximum distances between two streets or a street and its nearest accessway): a.Residential Districts:Minimum of(100]foot block length and maximum of(600]length;maximum[1,400]feet block perimeter; b.(Downtown/Main Street District]:Minimum of(100]foot length and maximum of[400]foot length;maximum(1,200] foot perimeter; c. General Commercial Districts:Minimum of[100]foot length and maximum of[600]foot length;maximum[1,400]foot perimeter. From the Revised Draft(June 2009)of the Fuller Road Statoin Area Form-Based Code(Clackamas County,OR): a.Maximum Block Length:See Map 1 "Regulating Plan"for the location of future streets.New streets are intended to create blocks with a perimeter no greater than 2,200 feet. Exact location of these new streets may vary up to 50 feet, provided this provision is met.See Section 2 "Street Types"for further requirements. b.Additional Through Block Connections:In addition to the mapped streets(existing and future)illustrated in the Regulating Plan,any block face longer than 450 linear feet must provide an additional connection through the block. This additional connection may be a "D"Street or an "E"Pedestrian Street,and may be located no closer than 100 feet to an adjacent street intersection(existing or planned). These new connections are encouraged to align with other existing or planned streets where possible. (See Figure 1 for example).See 2. "Street Types"for permitted"D"and"E"Street designs. From the Rancho Cordova(CA)Form-Based Code: Folsom Boulevard Specific Plan Area(Table REQUIREMENTS BY STREET FRONTAGE STANDARD FOLSOM BOULEVARD: MAIN STREET LOCAL STREET FOLSOM BOULEVARD ARTERIAL STREET PULSE POINT Connectivity Maximum block length/perimeter:60072,000' Maximum block Maximum block length/perimeter:66072,640' Through block pedestrian connection:350 ft length/perimeter: Through block pedestrian connection 350 ft minimum 40071,500' minimum Cul de sacs prohibited Through block pedes- Cul de sacs prohibited trian connection 200 ft minimum Cul de sacs prohibited DOWNTOWN CIRCULATION PLAN-APPENDIX-3 AUGUST 2010 31 APPENDIX B: TRANSPORTATION ASSESSMENT / KITTELSON & ASSOCIATES , INC . \ TRANSPORTATION ENGINEERING / PLANNINGG 610 SW Alder Street,Suite 700,Portland,OR 97205 P 503 228 5230 503.273.8169 MEMORANDUM Date: December 22,2009 Project#: 10170.0 To: Matt Arnold SERA Architects From: Elizabeth Wemple,PE,Jamie Parks and Michael Houston Project: Downtown Tigard Circulation Plan Subject: Horizon Year Transportation Circulation As requested by SERA Architects, Kittelson & Associates, Inc. (KAI) has performed a year 2050 estimate of trip generation, distribution and traffic analysis for Tigard, Oregon. This analysis was conducted to support the City of Tigard Downtown Circulation Plan. The study area is roughly bounded by Highway 99W to the northwest, Hall Boulevard to the east, and Fanno Creek to the south and west.The area approximately corresponds to Metro's Town Center designation. METHODOLOGY Year 2050 estimates for the total development areas in downtown Tigard were provided by City staff. Downtown Tigard is expected to experience high residential, retail, and office growth between now and the horizon year of 2050. Table 1 summarizes the expected extent of total development in downtown Tigard in 2050. As shown, over 1 million square feet of retail, 532,000 square feet of office,and roughly 3,260 dwelling units are anticipated for downtown Tigard. Table 1 Year 2050 Total Downtown Build-Out Sub-Area Highway 99W- Main Street- Scoffins Street- Fanno Creek- Station Area Totals Summary Hall Boulevard Center Street Commercial Burnham Overlay Street Street Retail Area (sf) 376,500 366,625 305,250 271,700 none 1,320,075 Office Area (sf) 230,000 52,000 50,000 200,000 none 532,000 Dwelling Units 667 117 958 824 695 3,260 Trip Generation and Mode Reduction Based on the anticipated development in the study area,future person trips were estimated using the Trip Generation Manual, 8th Edition. This standard resource was published by the Institute of Transportation Engineers(ITE). In the year 2050, it is expected that a significant portion of the travel in and out of downtown Tigard will occur using non-auto modes.The Metro Regional Transportation Plan(RTP)includes DOWNTOWN CIRCULATION PLAN-APPENDIX-3 AUGUST 2010 33 Downtown Tigard Circulation Plan Project#: 10170.0 December 22, 2009 Page 2 a target for the maximum percentage of single-occupant vehicle (SOV) trips for downtown Tigard. The target is between 45 and 55 percent. Similarly, the City of Tigard has a desirable maximum SOV of 40 percent in this part of town. Both are year 2035 targets. For this analysis, we estimated that thirty percent of the person trips in and out of downtown will use non-automobile transportation (i.e., transit, bicycle, or walk) in 2050. This anticipates that in addition to the non- automobile trips, approximately 20 to 30 percent of all trips will occur by carpooling. Table 2 summarizes the estimated trip generation of the expected development in downtown Tigard, taking into consideration the anticipated reduction in vehicle trips. Table 2 Year 2050 Downtown Trip Generation Summary Daily Weekday PM Peak Hour Land Use Code Size Weekday Trips Total In Out Retail Area (sf) 820 1,320,075 sf 58,640 5,510 2,650 2,860 Office Area (sf) 710 532,000 sf 5,855 795 135 660 Dwelling Units 230 3,259 units 18,935 1,695 1,135 560 Subtotal 83,430 8,000 3,920 4,080 30% Non-Auto Mode Reduction (25,030) (2,400) (1,175) (1,225) Total 58,400 5,600 2,745 2,855 As shown in the table, downtown Tigard is expected to generate 58,400 daily trips, where 5,600 will occur during the p.m. peak hour. Of the peak hour trips, 2,745 are anticipated to be entering the downtown while 2,855 are expected to be exiting. The anticipated retail development in downtown is expected to have the largest portion of trips between the three land uses. Trip Distribution To estimate the number of vehicle trips on the proposed downtown Tigard transportation network developed by SERA Architects, the trips shown in Table 2 were assigned to the future roadway network. The trip distribution for each of the arterials in the immediate area was based on estimates developed using Metro's regional travel demand model. Table 3 shows the estimated trip distribution to the arterials. 34 TIGARD,OREGON APPENDIX B: TRANSPORTATION ASSESSMENT Downtown Tigard Circulation Plan Project#: 10170.0 December 22, 2009 Page 3 Table 3 Downtown Trip Distribution Roadway Direction Total Percent In 140 Hall Boulevard—North 5% Out 145 In 550 Highway 99W—East 20% Out 570 In 550 Hunziker Boulevard 20% Out 570 In 270 Hall Boulevard—South 10% Out 285 In 275 Highway 99W—West 10% Out 285 In 140 Ash Avenue—South 5% Out 145 In 550 Greenburg Road 20% Out 570 In 270 Garden Place 10% Out 285 In 2,745 Total 100% Out 2,855 As shown in the table, the roadways that are expected to carry the highest proportion of downtown trips are Highway 99W to the east, Hunziker Boulevard, and Greenburg Road. Vehicle trips were assigned onto the future roadway network according to the distributions shown in Table 3. In addition, background traffic (i.e. regional traffic without an origin or destination within downtown) was included in the estimate. Background traffic was estimated using demand estimates from Metro's 2035 regional travel model. It was assumed that the areas adjacent to downtown Tigard would be primarily built-out by 2035 and that little growth would occur in these areas between 2035 and 2050. For this reason, no adjustment factor was added to the 2035 background volumes. Figure 1 shows the assigned 2050 peak-hour trips (background plus trips originating/destined for downtown Tigard) on each link of the roadway network. Average daily volumes would be approximately 10 times the peak-hour volumes shown in Figure 1. DOWNTOWN CIRCULATION PLAN-APPENDIX-3 AUGUST 2010 35 y�_ , _� ___ 41,-800 J ! % g�4 GARDEN m ¥ , ®\% * ^ « . 6.« s§° &s ! / / @» . >\% o %J ®� f� a &% C� ! > 4 \ <4 ¢*§ � ! & » . \ g s� & x� > 1IT \ 45' g g . » &s © ( ! '§..' } _,mPEAK HOUR m_\m00% ^ « "ASSOCIATES,INC. 36 rGA RD,ORGO N APPENDIX B: TRANSPORTATION ASSESSMENT Downtown Tigard Circulation Plan Project#: 10170.0 December 22, 2009 Page 5 ROADWAY CHARACTER SERA Architects provided a street character classification map for the future roadway network. The following roadway characteristics correspond to the character classifications provided by SERA: • Upper Hall Boulevard: Three-lane cross-section, with bike lanes for cyclists. Assumed planning-level capacity is 20,000 vehicles per day. • Downtown Mixed Use 1 — Downtown Collector with median: Two-lane cross-section with a median for turn lanes at intersections, and bike lanes. Assumed planning-level capacity is 15,000 vehicles per day. • Downtown Mixed Use 2 — Downtown Collector: Two-lane cross-section with bike lanes for cyclists. Assumed planning-level capacity is 8,000 vehicles per day. • Downtown Mixed Use 3 — Downtown Local: Two-lane cross-section with no bike lanes. Assumed planning-level capacity is 7,000 vehicles per day. • Downtown Mixed Use 4 — Upper Burnham: Two-lane cross-section with no bike lanes similar to the Downtown Mixed Use 3, but wider sidewalks are provided. Assumed planning-level capacity is 7,000 vehicles per day. • Downtown Mixed Use 5 — Lower Burnham: Two-lane cross-section with a continuous left-turn lane and no bike lanes. Assumed planning-level capacity is 12,000 vehicles per day. • Urban Green Street 1: Two-lane cross-section similar to the Downtown Mixed Use 2, but with permeable pavers for parking. No bike lanes are provided. Assumed planning-level capacity is 7,000 vehicles per day. • Urban Green Street 2: Narrow two-lane cross-section with permeable pavers for parking. Assumed planning-level capacity is 2,000 vehicles per day. • Urban Residential: Narrow two-lane cross-section. Assumed planning-level capacity is 2,000 vehicles per day. • Alley: Narrow roadway, usually with several access points. Alleys are assumed to provide local access only and have no specific planning-level capacity. In addition, bike lanes are recommended if traffic volumes exceed 3,000 vehicles per day on roadways, particularly those with bicycle and multi use pathway connections. Based on the characteristics described above, the volumes shown in Figure 1 were compared to the thresholds for each of the character classifications shown in the proposed downtown street network provided by SERA. The projected volumes and roadway cross-sections were found to match the characteristic of the proposed street network. DOWNTOWN CIRCULATION PLAN-APPENDIX-3 AUGUST 2010 37 Downtown Tigard Circulation Plan Project#: 10170.0 December 22, 2009 Page 6 HALL BOULEVARD/GARDEN PLACE TRAFFIC OPERATIONS The traffic operations at the Hall Boulevard/Garden Place intersection were estimated under year 2050 p.m. peak hour traffic conditions. Turning movements at the intersection were based upon the link volumes shown in Figure 1. The graphic on the next page illustrates the turning volumes and lane configurations assumed at the intersection. 44 to 100 1,050 50 50 50 Hall Boulevard/ 150 Garden Place 200 250 100 200 950 150 The intersection was evaluated using critical movement analysis (CMA), a standard procedure for estimating planning-level intersection operations. The lane configurations shown above result in intersection operations that are estimated to exceed the available capacity by roughly 15 percent in the year 2050. It was found that the primary capacity constraint is the through volumes on Hall Boulevard, and additional lanes on Garden Place, such as exclusive turn lanes, result in only a slight improvement to intersection operations. Additional north and southbound lanes on Hall Boulevard bring the intersection significantly under capacity. However, while the forecasted traffic volumes at the intersection are expected to slightly exceed the available capacity with the lane configurations shown above, it results in the future congestion expected in a downtown setting. CONCLUSION Based on the findings described above, each of the character classifications shown in the proposed downtown street network provided by SERA match closely to the anticipated traffic volumes in downtown Tigard. While the traffic operations at the Hall Boulevard/Garden Place intersection were estimated to exceed the available planning-level capacity in the future year, no additional changes are recommended to the roadway character classification of either roadway. Therefore it is likely that there will be peak period congestion and/or queuing in the vicinity of this intersection. The likelihood is that the congestion will be limited to peak commuting or shopping periods, and that off peak the intersection would operate with limited congestion. We trust this memorandum summarizes the analysis and results for the future traffic circulation in Downtown Tigard. Please don't hesitate to contact us at (503) 228-5230 if you have any questions. 38 TIGARD,OREGON APPENDIX C: REAL ESTATE ASSESSMENT JOHNSON REID LAND USE ECONOMICS MEMORANDUM DATE: December 22, 2009 To: Mr. Sean Farrelly Long-Range Planning Division City of Tigard, Oregon 13125 SW Hall Blvd. Tigard, OR 97223 FROM: JOHNSON REID, LLC SUBJECT: Tigard Circulation Study, Real Estate Assessment TIGARD CIRCULATION PLAN: MARKET-BASED AND DEVELOPMENT CONSIDERATIONS JOHNSON REID assessed the effects of the proposed street network and functional classifications on the real estate market. This discussion includes the impacts on both the district as a whole and the individual properties and sub-districts affected by the placement of future streets. IMPACTS ON THE DOWNTOWN DISTRICT Connectivity: The greatest single benefit of the proposed street network from a real estate market perspective will be to improve the general connectivity within the Downtown district by extending the street grid into the existing superblocks that are prevalent in the district. Currently, the superblocks present a significant barrier to the district functioning as a successful, mixed-use neighborhood for residents or businesses. From the perspective of local residents, superblocks can prevent easy passage from Point A to Point B, instead imposing a longer trip around the perimeter. These long distances make walking and/or biking less attractive even for trips within the district. Once a district resident feels the need to drive, the natural advantage of living in the district is diminished. In other words, the driver could just as easily live in any adjacent neighborhood. The proposed street grid, adjacent to commercial amenities in the district, should encourage more local trips and enhance the desirability of residential properties and development sites located in the district itself. Most businesses benefit from more convenient customer access and increased traffic. From the perspective of businesses on and around Main Street, the proposed street system would increase DOWNTOWN CIRCULATION PLAN-APPENDIX-3 AUGUST 2010 39 ,;a accessibility from the southeast,though not directly from OR 99W. Improved access should benefit businesses with increased multi-modal traffic from within the district itself, as well as from Hall Boulevard and beyond. An extension of Ash Street over Fanno Creek would also provide access from residential neighborhoods to the southwest. Street Frontage and Access: The proposed street system will increase the linear street frontage through the district significantly, creating new mixed-use and residential streets within the superblocks. Prospective development benefits from street frontage by gaining access from the new street,enhanced visibility, and adjacent on-street parking. Auto access is key for unlocking the economic potential for most land uses. While other modes of transportation play an increasingly important role, developers still seek sites with good auto access, visibility from auto-oriented streets, and sufficient parking for users. The proposed path system will be an additional amenity,particularly for residential uses. Auto access into the interior of the superblocks will allow for more active uses on the main mixed- use streets such as Commercial and Burnham. It will also allow parking, deliveries, waste management, etc. to occur in the rear of new development. The smaller block sizes, with potential access from multiple streets, provide flexibility in site planning and allow preservation of the most valuable street frontages for storefronts and walk-up residences. For the impacted properties, the loss of some developable land to the future street may be partially mitigated by the street frontage or increased access. The benefits to a given property depend on the specific property size, configuration, location, and development type under consideration (discussed more below). Sub-Districts: As discussed, the proposed street and trail system will sub-divide Downtown's superblocks and allow new access to the interior of these blocks. The newly divided areas can be roughly broken down into four sub-districts: • Hall/OR 99W Area: The shopping center area is located in the northeast corner of the district,and bounded by OR 99W to the north, Hall Boulevard to the east,and Scoffins Street to the southwest. While it forms one contiguous block, it contains multiple parcels under multiple ownerships. The proposed street network would divide this triangular block roughly through the middle with an east/west extension of Garden Place connecting to Hall Boulevard, and add an extension of Ash Street connecting to Scoffins Street. These future streets would provide enhanced access to the interior of this block from these two streets, while breaking the superblock into smaller block sizes. The new Ash Street extension would provide the added benefit of rear access to parcels along Hall Boulevard; these parcels currently face access restrictions onto Hall, which is a State-owned facility and is subject to access management standards. Increased access to these sites would enhance their development flexibility. 40 TIGARD,OREGON APPENDIX C: REAL ESTATE ASSESSMENT Overall, the Hall/OR 99W Area itself will remain a good candidate for a larger scale redevelopment, either at once or in phases. The new street access will help define the nature of what replaces the current shopping center. • Urban Residential Neighborhood: Currently, there is a large block bordered by Main, Scoffins, Ash, and Commercial, and an additional large block across Ash to the southeast, bordered by Ash, Scoffins, Hall, and Commercial Streets. These blocks (-500' x —900' and —500' x —485', respectively) are very large compared to a traditional city center block size of 200'to 400'per side. Under the proposed transportation network, the larger block (to the northwest of Ash) would receive two new streets, which would cross in the middle of the superblock, thereby dividing it into rectangular quadrants. This division should greatly enhance access to these parcels,improve connectivity,and increase development flexibility. The block to the southeast of Ash would be divided by new streets which would form an "L" between Ash and Commercial. This "L" would not provide new access to Hall, but, as with the Hall/OR 99W Area discussed above, it would provide additional access to parcels along Hall that currently face access restrictions. This new connection would increase the development flexibility for these parcels. • The Heart and Civic Core: There is a long block bordered by the rail easement on the northeast and Burnham Street on the southwest that currently forms a single, uninterrupted barrier for nearly a half mile. This long superblock is not currently penetrated by any NE/SW cross streets. The proposed street network would add three such streets, two of which would end at a new alley / frontage-road running adjacent to the rail tracks, and the third being the extension of Ash Street, which is proposed to cross the tracks and allow continuing connectivity to the northeast part of the Downtown District. Of the proposed streets, the Ash extension, with its at-grade crossing of the rail-line, would be the most significant, both for this superblock and the district as whole - because of the additional access it would provide in piercing the major barrier formed by the rail easement. However, all three streets would provide interior access and divide the superblock into more regularly-sized blocks, with the attendant benefits discussed previously. The streets that end at the alley/frontage road will have more limited connectivity, but will provide access for employees and/or residents in the area. They will also provide access to the amenities of the park-and-ride lot and the trail system. • Creekside Residential: Similar considerations apply to the area between Fanno Creek Park and SW Burnam Street. Currently this area is characterized by industrial and employment uses on relatively large lots. These properties front onto Burnham with access DOWNTOWN CIRCULATION PLAN-APPENDIX-3 AUGUST 2010 41 ,;r by private drives into the interior. Many of these parcels extend many hundreds of feet off of Burnham. As opposed to the Scoffins/Commercial block, which has a significant fragmentation of smaller parcels, the Creekside Residential sub-district features many large parcels which would facilitate larger planned developments. Larger and/or planned developments will offer greater flexibility and resources for providing future streets - be they public or private. The proposed network features a long,new street running parallel to Burnham along with a series of shorter streets connecting the two. These streets would likely serve the internal users of this area, and would likely not be a prime candidate for significant retail or commercial services,compared to streets like Main,Burnham,and Commercial. Even while providing additional access, this alternative would leave many large parcels. However, combined with fewer owners, this configuration should help maintain flexibility for future development and allow for creative solutions. The construction of these interior streets largely presupposes the redevelopment of this area from current industrial and warehousing uses to new residential and mixed uses. In the long run,the adjacency of Fanno Creek Park and the Main Street amenities should make this area marketable for new residential uses. District-wide Conclusions: The current transportation network is far from optimal for a designated city center, featuring very large superblocks and extended arterials (such as Burnham, Commercial,and Scoffins) with few cross-streets. The existing network poses barriers, particularly to movement in the NE/SW direction. The network likely hampers the marketability of the area as distinct from other suburban neighborhoods,and its desirability as a residential location. Increased access and connectivity within the district, as well as the individual superblocks, should improve the marketability and developability of properties in the area, and bolster the health of local businesses. This transportation network should make the Downtown district more amenable for denser, more vertical development forms than have historically been seen here. In combination with proposed zoning and design code changes in the Downtown, the resulting smaller block structure can produce a more urban-scale experience both for business and housing. Improved connectivity and walk-able scale should be a positive in attracting new residential development to the area. A pedestrian-scale street grid and the proximity of Main Street retail and Fanno Creek Park can create a marketable character for this district not found elsewhere in Tigard. Greater household density should in turn be a significant boon to the business climate on and around Main Street. From the district-wide perspective, the costs of creating the proposed transportation network are the costs of purchasing right-of-way and developing individual new public improvements. It is not 42 TIGARD,OREGON ...11 APPENDIX C: REAL ESTATE ASSESSMENT ,;7 within the scope of this analysis to estimate these costs or propose their phasing, which will be addressed through the Transportation System Plan process. However the impacts on the individual properties intersected by future streets are discussed in more detail below. IMPACTS ON THE AFFECTED PROPERTIES As proposed, the future street network would intersect a total of 32 parcels (as identified by SERA Architects). Thirty of these parcels are located in the core Downtown District, south of OR 99W, while two additional parcels are located to the north, in the shopping center located at the northwest corner of OR 99W and Hall Blvd. (One additional impacted parcel identified by SERA has already been purchased by the City, with street improvements underway, and therefore is not included in this analysis.) These parcels are all in some way impacted by the street alignments proposed in the future transportation network. This section does not discuss each property individually, but covers the types of economic impacts created by future street designation,and quantifies the estimated overall impact on property values and tax revenue. The main potential impacts on the affected parcels are: • Loss of Developable Land: This simply refers to the portion of the parcel which is covered by the new public easement / right-of-way. The owner loses land area on which to accommodate new development, parking, or other economic uses of the property. The loss of land, resulting in a smaller parcel, may contribute to less flexibility in programming new development,less allowable density,and the like. • Parcel Slivers/Fragments: Future streets have the potential to isolate slivers or fragments of parcels that are too small or oddly configured to allow private development. Routing streets along property lines at the time of planning reduces this risk. In cases where fragments are unavoidable,public acquisition or compensation may be necessary. • Odd Configurations: The future street may bisect a parcel in such a way that the remaining parcel, while not being too small as a sliver, is otherwise configured oddly so as to discourage efficient development. For reference, the estimated impact on the affected parcels is presented below. However, it is assumed that the expansion of the circulation system proposed in this project will be predicated mostly on the private redevelopment decisions of the property owners or City acquisition of parcels at a fair market value. Therefore, the negative impacts discussed here would ideally be negated by the added value of the new development or compensation for public acquisition. The following table presents the aggregate statistics and estimates for the impacted parcels. The parcels will lose some developable land to future streets. The extent of the impact varies based on the parcel. It is estimated that 25 of the parcels (75%) would require the removal of one of more building improvements on site. DOWNTOWN CIRCULATION PLAN-APPENDIX-3 AUGUST 2010 43 As the table demonstrates, the streets would impact an estimated 16% of the overall land area. This amounts to 6.3% of the total 157 acre Urban Renewal Area. The land lost to right of way amounts to just under 10 acres. IMPACTED PARCELS Impacted Parcels Urban Renewal Area Number of Parcels: 32 196 Total Acreage: 62.1 157.3 Total Square Footage: 2,704,913 6,851,988 Impacted Square Footage: 432,529(9.9 Acres) 432,529(9.9Acres) Impacted Percentage: 16.0% 6.3% Real Market Land Value(RMV)1: $31,658,640 $77,767,430 Estimated Value of Impacted Land: $5,756,309 $5,756,309 Estimated Total Remaining RMV Value: $25,902,331 $72,011,121 Loss as%of Current RMV: 18.2% 7.4% Total Taxable Assessed Value(TAV)1: $24,467,170 $70,260,200 Estimated Loss of TAV(Land): $2,296,237 $2,296,237 Estimated Remaining TAV Value: $22,170,933 $67,963,963 Loss as%of Current TAV: 9.4% 3.3% 1 All Real Market and Taxable Values reflect the 2009 estimates and assessments of Washington County As mentioned, it is important to note that these estimated impacts are only those to the property and its existing improvements. It does not reflect the new value added by the new development/redevelopment activity which would take place on the site at the time the future street is added. The new development will mitigate lost value and increase future Taxable Assessed Value (TAV). If redevelopment takes place through public condemnation, all or some of this value would presumably be compensated directly. However, any future private redevelopment of these parcels presupposes that the current use has lost its value relative to the newly proposed use (in other words, demolition is planned anyway). In that case, the current value sacrificed should be similar or equal to only the value of the developable land that is given over to the new street and other public improvements. Future Developable Land and Tax Revenue: The future value of these parcels after redevelopment cannot be predicted, and therefore hard estimates of future tax revenue would be unreliable. SERA Architects estimates that the proposed circulation plan would reduce the current developable acreage of the Urban Renewal Area from roughly 157 acres to 147 acres (not including 44 TIGARD,OREGON ..iiAPPENDIX C: REAL ESTATE ASSESSMENT ,;w the shopping center north of OR 99W). The specific parcels identified would lose an estimated 9.9 acres of area. The table above presents the estimated loss of Taxable Assessed Value from the loss of land area. It amounts to 9.4% of the TAV of the parcels themselves, or 3.3%of the TAV of the entire URA. This land area would become public right-of-way, and therefore have no taxable value. This loss of value to the Urban Renewal Area and other taxing districts would be partially or totally counteracted by new value created through redevelopment. If, as noted above, these streets are phased in at the time of private redevelopment, this presupposes that the private owner has determined a use which s/he believes will have greater economic value than the current use, even considering the loss of land to the public right-of-way. The development of this new use should result in a new property value greater than before, and thus greater Taxable Assessed Value. The increase in tax increment would benefit the local Urban Renewal Area. In cases where the private property owner is not pursuing redevelopment and the street easement is taken through condemnation,the action may potentially result in the loss of the current economic value without the potential of replacing that value with new uses, or uses that are as efficient as the current use. For instance, if condemnation left a poorly configured site for redevelopment, the value of the property may be diminished in the long run. In addition, if condemnation takes place in a poor development market, redevelopment may not occur until market conditions improve. The proposed circulation system could also create opportunities for parcel assembly and planned development. The loss of private developable land and the expense of road improvements can incentivize larger scale developments to help defray these costs. This dynamic helps achieve goals for density in the district while producing new uses with higher property values. DOWNTOWN CIRCULATION PLAN-APPENDIX-3 AUGUST 2010 45