Pacific Highway to a Sustainable Future-Tigard 99W Corridor Vision-Executive Summary 40 - .11P! 1
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Tigar . 99W Corridor
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. . Urban Design Vision
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NJUl11TI ARD [:NrVERSIT'Y
F ,R F , , Executive Summary, May 2010
• Introduction, Credits & Table of Contents
Preface
The Pacific Highway 99W Corridor its adjacent neighborhoods, districts and Research Student Participants: PUARL
Study was started as a cooperative commercial areas. The overall goal was Roseeva Alcerro-Saa Portland Urban Architecture Research
effort between the City of Tigard and the to create a pleasant and comfortable Rachel Bailey Laboratory
Portland Urban Architecture Research urban environment along the corridor. Mark Becker University of Oregon Portland
Laboratory (PUARL) of the University
of Oregon - Portland, when Tigard's A main concern was how to understand Fai Chong 70 NW Couch St.
Community Development Department the corridor in its totality. There is Jon Deleonardo Portland, OR 97204
required a land use/urban design vision no unified urban character along the Sara Herrman Tel. 503 412 3731
for the portion of Pacific Highway that corridor, only very distinct pieces Kate Kandell http://puarl.uoregon.edu
falls within the boundary of the City of and segments. However, it was Casey Kent
Tigard. acknowledged that Pacific Highway must Josh Kolberg Funding provided by:
be considered a potential future asset, as Drew Krauss The City of Tigard
The Tigard Pacific Hwy 99W Urban something that needs to contribute to the Danielle Madsen University of Oregon Portland
Corridor is a challenging subject for life of Tigard, and not diminish or destroy Kathryn Martenson
urban planning research. Urban corridors its livability. Sina Meier City of Tigard
as a whole have not been studied Ted Mitchner Rebecca Fitzsimmons, Planning Project
extensively. Only recently have corridors It is also important to understand Kevin Montgomery Assistant
been recognized as an important that this study is an exploration of Sam Postel Doreen Laughlin, Senior Administrative
phenomenon in which to focus research possible options and alternatives for Craig Race Specialist
on how to redevelop as a valuable urban the development of the Tigard Pacific Jason Riffle
element. Consequently, the bibliography Highway Corridor. This study is not a Nathan Streib Acknowledgements:
on urban corridor precedence is rather precise planning proposal, but a study Melissa Toman Tigard City Council
limited. of possible futures and development Nicolaus D. Wright Mayor Craig E. Dirksen
potential. It is a study that looks at Nick Wilson, Council President
The Portland Metro Growth Concept options, constraints, and opportunities, Sydney Sherwood
of 1995 recognizes urban corridors and is therefore an appropriate topic for GRF's and Research Assistants: Gretchen Buehner
(together with urban centers) as key a university and research lab to explore, Rebecca Fitzsimmons Marland Henderson
planning elements to be studied and rather than develop definite solutions. Samantha Polinik
developed. With more than 400 miles This research study therefore lays the Justin Cloyd Metro:
within the Metropolitan area, corridors foundation for more detailed and precise Crista Gardner, Senior Planner
have become a major factor in the planning studies and proposals such as
development of the Metro Region as a detailed studies for high capacity transit City of Tigard Advisors:
whole. in Tigard. Ron Bunch, Community Development
Director
This study concentrates on the main Sean Farrelly, Redevelopment Project
urban corridor that is geographically -Professor Dr. Hajo Neis, Manager
defined by Pacific Hwy and adjacent land PUARL Director
areas approximately 1/2 mile on each side International Advisors:
of the roadway. Pacific Hwy runs through Thomas Sieverts, Germany
the middle of the City of Tigard and has Boris Sieverts, Germany
developed as a barrier between the two
halves. Principal Investigator:
Professor Dr. Hajo Neis, PUARL Director
The PUARL was charged by the City of
0
Tigard to look at the Pacific Hwy corridor Instructors: al
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not only to improve transportation, but Professor Jim Pettinari =
to look at options and possibilities that Professor Dr. Hajo Neis
would improve the corridor as a whole, T I A R D
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in parts, and integrate the highway with [1F- flR 1( ()\
Table of Contents
,,_ ._._
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_ Table of Contents
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_ ; , . J - z.. : _. -. ,; Executive Summary: Project Findings & Recommendations
,�.� .r Section I Findings & Recommendations pg. 2
-.' ti -1,-r=; •ate.. - _:.1,t' �' - - .'•_
. ,__m:-- _ 1. Project Overview pg. 3
--- 2. Introduction pg. 4
• : ,i 3. Findings: National and Regional Trends pg. 6
- "_ 'li",! �� ; t -- 4. Findings: Local Conditions and Circumstances pg. 8
` 1. Transportation pg. 8
:. - �^�, _ i. -- 2. Land Use pg. 8
-- - ~" 3. Economics and Market pg. 8
�� *- f # q t '.-. 4. Urban Design and Environment pg. 9
.G 7 r' i Y - , .
�� •; -!r ► , P Vis_ i 5. Recommendations pg. 11
1. Transportation pg. 11
Tigard/Pacific Hwy Viaduct in 1950's 2. Land Use pg. 12
rWigr2 _ yC. R_;`-"` �_- - � # 3. Economics and Market pg. 14
.r _ '_: 4. Urban Design and Environment pg. 14
"'# ....t ir ` T-' '- - Section II Future Form of the Corridor pg. 16
� 0,- . . - :•- - ,- _ 1. Corridor Segments pg. 17
, � ` '}`# - 2. Tigard Triangle pg. 18
� - -. � =' lalfg ; 1. Introduction pg. 19
. • ;- 2. Land Use pg. 19
f 3. Enhance and Incorporate the Green pg. 20
- + ' 4. Transportation pg. 21
- ' ‘, 5. Urban Design and Environment pg. 23
' i rn 3. Central/Viaduct pg. 25
1. Introduction pg. 25
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* ` 2. Enhance and Incorporate the Green pg. 25
� + , 3. Transportation pg 6
t
_ { •• ~•f \ \ 4. Land Use pg. 28
Ia. 5. Urban Design and Environment pg. 29
Tigard/Pacific Hwy Viaduct in 2009 4. South Tigard pg. 31
1. Introduction pg. 31
' 2. Transportation pg. 31
- 3. Economics and Market pg. 32
- , rr -. 4. Land Use pg. 33
' .-Jo - lik 5. Urban Form pg. 34
� ` AK _ r_T r . - Appendix
•
A: Tigard Comprehensive Plan, Policies and Action Measures pg. 37
•` "' �' B: Building Typologies pg. 39
' 419'lell --
if 'r { , C: Urban Patterns pg. 41
Tigard Downtown Center and Viaduct in 2060
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Sherwood F.------ : Pacific Highway Corridor: Simulation of possible development over 30-50 years.
= `ti_ _. .�- xeProject Findings &
_te C u ive g
Recommendations
i :,i; .,
- � Summary
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-- _ �' _ - Project Overview
{ Introduction
National Findings
Local Findings
69th Avenue Area
Recommendations
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Findings & Recommendations
Project Process & Summary
1 . Project Overview
The state Hwy OR 99W corridor and infrastructure investment. The and disconnected portions of stream • „ . ' " ; '
connects Portland, Tigard, and statewide interest is to maintain traffic corridors. ,
Sherwood. It is designated a High flow (capacity) within the Interstate 5 '
Capacity Transit corridor in Metro's / Pacific Hwy Corridor necessary for The boundary of the study area includes ',,-.
Regional Transportation Plan (RTP). efficient intrastate travel. The local and the highway, adjacent commercially ; ; ...•• _ - .
It runs from the northern boundary of regional interest is for the corridor and zoned land, and the Tigard Triangle. The •,
Portland through Tigard to the southern adjacent lands to redevelop and infill Tigard Triangle was first conceived in ''y x:f t.
edge of the Portland Metropolitan Area as a more dense, livable, urban form. If the late 1980's as an office employment , : .,
Urban Growth Boundary. The portion future redevelopment had to rely only and commercial area with the opportunity • .' f � r'-Dq � Afairr
of the Hwy 99W corridor considered on the automobile for access, it would for a substantial amount of medium and ', `~= t . . ;; . . Portland
for this project includes 4.5 miles be counter to the interests of the state in high density housing. Most development ` .,.. L'! 4.
running southwest from the Highway's maintaining the capacity of the highway. since then has been large format retail . I - '1.„-x.�' 4
intersection with Interstate 5, crossing and low density office development. The - -.- ifikl- ,
over Hwy 217, to its intersection with Current land uses along Tigard's maximum FAR, set by the City's zoning "�"; k
Durham Road. This portion of the portion of Hwy 99W are primarily low code for the Triangle is 0.4/1. * _•+' II
corridor is called Pacific Highway. density commercial development and �' ' , pity, - West Hills.
associated parking lots. The commercial The future of Tigard's Downtown } 1'}.# ' '' --- +l `y , ,4.
Pacific Hwy, Interstate 5, and Hwy 217 strip on both sides of the roadway is Urban Renewal District was envisioned '. - \
ys � - ,. +I.
are designated by Metro, in the RTP, as backed by single-family and multi- under a previous research project, , t
Regional Mobility Corridors. All three of family residential areas. The highway the "Tigard Downtown Urban Design - 'F"
these road facilities are designated by borders and provides access to Tigard's Vision." However, a small portion of the ilit 1 . i F' - _
the Oregon Department of Transportation Downtown, and runs through a large and Downtown, within the "Viaduct" element {.-_+- - ,, T
(ODOT) as Freight Routes in the underdeveloped mixed use employment of the study, is included in this work. Beaverton -
Oregon Highway Plan (OHP). Pacific area known as the "Tigard Triangle." Overall, the Pacific Hwy Future Vision . +.} -
••�
Highway is significant to ODOT and has Land use along the corridor generally study area is approximately 2000 acres, -. • }
.
been designated a "mobility corridor" has very low densities. Building floor encompassing one-quarter to one-half n
connecting communities from Portland area ratios (FAR) range between 0.1/1 mile on each side of the highway. k ; F
to Eugene, Oregon. Any future land and 0.2/1. A defining characteristic of I Barhur Blvd, "4 =
use and transportation planning for the land use along the highway is that The Tigard Comprehensive Plan is #
Pacific Highway must recognize and the built environment is dominated by specific regarding the future of the Pacific
be consistent with statewide interests. impermeable surfaces—asphalt and Hwy Corridor, specifically integrating
Herein lies a basic paradox that must concrete. However, remnants of the transportation, land use planning, and
4
be resolved by future policy decisions natural environment remain in the form promoting a vibrant and economically - t
of fragmented green spaces, wetlands, prosperous corridor.
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Context: State Context:Northwest Oregon Context:Regional Context:Pacific Highway 99W Tigard and Portland
Project Process & Summary
2. Introduction
p,[2 q ti A major objective of the City of Tigard competition from new forms of retailing. Tigard has yet experienced. A HCT
C}R{HC47ANA5405,R#,� • \. • H4L 14 VMM) { —
EHTRAL ~Ef is to work with its citizens to create an A congested and inefficient transportation investment of hundreds of millions of
i]A11 M44 "T} TFWav--- _ economically strong and highly livable system also affects Tigard's local dollars will have potential land use and
� SrT Si • •
`' "°`� °° community "A place to call home." economy. From the larger perspective,
development consequences that require•
Among the key actions necessary to Tigard's economic well being is heavily knowledge and understanding as the
—
'•,i ALOHA 45 * {�� + , - achieve this objective is for the Cityto dependent on the abilityof a substantial basis for sound decision-making.
� + p 9
RAI. I ~.r+;L4S H,L1. I LE s ..-: � represent its citizens at the regional, part of its workforce to travel to jobs
Jar'.
),)
p4EksorWftlitY state, and metropolitan venues to outside the City, and for workers to Therefore, Tigard has commissioned
• ,art • '% • 3;, address community concerns caused by commute to work in the City's industrial the Pacific Hwy Future Vision as a
Wn#"'Nc1ora;o €sf .A+�yO * 5 � HAPPY WALL EV circumstances beyond Tigard's control. and commercial sectors. As with many prelude to the extensive evaluation and
'r i MILWAULS�E h
, ,,`#.L}—/ ' _ f' 1 '' ? LI7,[XAMrs Traffic congestion on highways and suburban communities, Tigard's economy planning efforts that will occur in coming
f'n'.•fli...I p'.u. mo4RAr.5cHoLL, ,+= --I ',f • . , arterial streets, economic issues, and is dependent on the transportation years. It is neither a land use plan nor
.nll:..I,c6 arra f' 4J [� p p
r' � , '' "� °�"'";` growth management are representative system's abilityto move people and development guide. Rather, it has been
R p iry 1!;6— r' CArridar�Aofiini nopm4� g p Y p p p
° - — Plkn mink
, of these. products in, out, and through Tigard. prepared as a tool to better understand
+ •`~ k • E E E N o the corridor's characteristics, and to
�� - . , ,y Fl.ght�paeitr[ran�[ From the growth management These circumstances have required visualize its urban development potential.
- r,;. 9i ,' 4., ., , -. EMo[ir perspective, Tigard is now a landlocked Tigard, along with its regional partners, Tigard's understanding, and an informed
i HER •OD • _ ( t { ,. r{ Ulydlydd4J wernenr
1�` City, bordered by other cities and to seek new approaches to address the discussion, of these issues are important
'. ° 2°4°°� " �"'
• '� T" unincorporated urban development. congestion, land use, and economic for the success of future planning efforts.
- r. - IElylon1)cWstfr Co44Fa+ County urbanized land to the south development issues within the Interstate
Towncim"ef and west prevent the annexation of 5, Barbur I Pacific Hwy Corridor The Pacific Highway Future Vision does
•` Am, rz undeveloped lands to accommodate (Southwest Metro Corridor). Following not assume an alignment for future High
•
i. 0 future population and job growth. The a two year study and evaluation policy, Capacity Transit along Pacific Hwy. The
• wiLsOHv..4f I Wk r.
Metro map illustrating Southwest Metro Corridor HCT study area. City no longer can grow or expand at its decisions were made at the regional designation of the Southwest Metro
edges. level in December 2009 that identifies Corridor for HCT means that a 1/2 mile
the Southwest Metro Corridor as the next wide area, and perhaps more, on each
"e. • Si • Tigard is one of the most traffic affected priority for investment in High Capacity side of the highway will be evaluated for
A.-, medium-sized cities in the state. Three Transit. (HCT)* This allows Tigard, in an alignment of an actual route. With this
of Oregon's most traveled highways, concert with others, to envision realistic in mind, the Pacific Hwy Future Vision
I f. ' ti Pacific Hwy 99W, Interstate 5 and Hwy transportation and land use alternatives is intended to support future decision-
making."fir
_ 3 217, traverse the City. The tens of along Pacific Highway. making.
_ thousands of vehicles that travel these
; - ��. `_-" 1. facilities each day significantly impact the The result of Pacific Hwy being This project is intended to be a point of
•
ta_, r community. Pacific Highway is symbolic designated as the next HCT corridor will, departure; a tool to use in developing the
- u `. x i"r of this issue. Resolving the highway's assuming funding becomes available concepts, policies and actions necessary
I-- ii;
J i14+ } traffic congestion and safety issues has from the federal government, start a for a prosperous and sustainable future
+ fle
:" , .' been a decades-long goal for Tigard. multi-year required planning process as for Tigard and other communities in the
. � . �. 11: However, traffic management measures the basis for future construction of HCT region that have grown up along Pacific
m. .. - and capacity improvements, implemented facilities. Highway.
- • - .4.m...._. — • • over the past many years, have not kept
up with traffic growth. It will be a lengthy and complex
*High Capacity Transit as defined by Metro:"High
+T - J r effort to plan for and make decisions capacity transit includes any form of public transit that
AeliZirr. . i - • Economically, some of the hundreds that will result in construction of has an exclusive right of way,a non-exclusive right of
-. - -- - - --1 . . • of businesses along Pacific Highway HCT infrastructure in this corridor. way or a possible combination of both.High capacity
transit vehicles make fewer stops, travel at higher
are under stress due to impacts of Involvement in an effort of this duration, speeds,have more frequent service,and carry more
Typical existing conditions along Pacific Highway, congestion, visual clutter, strip traffic congestion, aging buildings, and complexity, and scale is beyond what people than local service transit such as typical bus
development, and unsafe pedestrian facilities lines."
n
Findings & Recommendations
Findings
Introduction Continued
The physical character of Tigard's Pacific parking lots, there exists a layering of 1 , im t - ior
Highway Corridor has many of the same buildings and businesses that present ,/ - / •
characteristics as strip commercial a human environment more complex —? R . ( (,
B •
i
development present in many American than what is readily apparent. Pacific I • .-111 -
I-cities. The corridor, as most others, Highway is also a place where many 1 1/20i, -
is an environment dominated by the smaller businesses can exist and not pay H� .. , - 1 �i 11111
automobile. On the other hand, Pacific the significantly higher rents demanded . , ! -iHighway occupies a unique landscape by more modern retail formats. Many of Aloes" _of varied topography ranging from flat these businesses are unique and include . � I `LL floodplains to steep hillsides. Throughout offerings such as leisure and sporting - - I , �: f'
the corridor, there are remnants of a good specialties; ethnic food stores and ' . �11 ' t. A - i. olYnatural landscape consisting of small restaurants; single proprietor professional ivegetated stream corridors, wetlands, services, etc. ,4
.. - Ifloodplains, and tree groves. _ 1. , _i r
When Pacific Hwy is experienced on l e ,
Pacific Hwy and its natural and built foot, the remnants of nature are even �'4"` 44CI-
-environment are also unique from more obvious, to the extent that it CoOpe " -a governance and socioeconomic seems possible to recover some of 76
�+IMtn`, t perspective. Metro, a regional the natural character of place and "re- , I +.
government, is responsible for region- green" the strip. It seems even more T. �.,
wide growth management, transportation possible to redevelop the large amount of t
i i ,
planning and funding; plus other services, underutilized space to create high quality,
such as solid waste management, human scaled environments that are ' Li
c
regional parks, and green spaces. highly aesthetic and economically vital FERRO d�" if Lo
This is important because Metro and places. . .�., - e � . .:
Oregon's growth management goals 100Bullc: -i L
have constrained low density commercial The following findings and - - Mtn 4 Cr Os�* -
sprawl to within the Portland Metropolitan recommendations address both broad, q .. L E E N D
Urban Growth Boundary. (Fig. 1) In national trend issues relevant to the •-1 Fein t 4 ,., y
this situation, it is easier to redevelop strip commercial land use pattern and ._� T r-:r; .......
the commercial strip when its extent the unique characteristics of the Pacific `—i,__---; City ' .•.�'" '` •-- �;_,
has been limited by an urban growth Highway Corridor. + }- , #
boundary. k '
■ �.1"...
-_-
People are the most essential part of 1 _ _ -• eli te11e-'- mi�,,.,;,. -...-
an urban environment and their needs 1.#-- �; —
Y . #1'� I : - "�`�.`
must begiven the highest priorityin -•
9 C1 ." .�
Riva,,
•
the planning of an alternative future 3. e. 'e.•
for Pacific Hwy. Redevelopment of the '+ •• . - ------ � �' 11 '
corridor must meet human economic, TU - ,� ��
social, and aesthetic needs. ,` _,,_,il,.�
North/Alignment ,F i
Development along Pacific Hwy presents
a physical form that is similar to auto Figure 1. The edge of the Portland Metro Urban Growth Boundary in a partial view of the Metro 2040 Plan.
dominated commercial strips across
the country. However, beyond the front
Findings
3. Findings: National and Regional Trends and Conditions
.1 1.) New trends in nationwide 3.) Congestion is becoming the
• retailing have destabilized hallmark of Pacific Highway.
�r7.711) many commercial retail strips The Highway's four and half miles
�"� 1{ x 1 •
-, . _ - as shopping and entertainment through Tigard provides access to
ift.7 ............... f :, _ destinations. Within the suburban hundreds of commercial businesses
-.. x.. '-s environment, the build out of interstates requiring frequent curb-cuts and left
, '. ,,'= `;:-..i. , • . .4... i ••_ -: A • - - •� and other grade-separated highways turns across traffic. When Interstate 5 is
:: „F - F .L_ has created more accessible sites at congested, Pacific Highway frequently
' " . . - - highly visible interchange locations. New serves as an alternate route. The result
- formats, such as life-style centers and is decreased speeds, pedestrian-vehicle
main street shopping environments, conflicts, and accidents. (Fig. 5)
Figures 2. Washington Square Mall 3. Bridgeport Village 4. Typical strip development on Pacific Highway either built from the ground up, or
substantially made-over, have combined 4.) Current conditions within the
shopping with entertainment and Pacific Highway Corridor have
other uses to create attractive, high taken a half-century to develop
' ; . ] amenity environments. The recently and will take a significant period
• . - `' •e- constructed Bridgeport Village (Fig. 3) at of time to correct. Individual
•
j "+6" Tigard's southeastern boundary, at the businesses and property owners can do
•:�' *PPP :.- -�� 0
interchanges of I-5 and Boones Ferry little to change these conditions. They
•
' {_f•eaF' : ' t •.--: 'r` . - . Road, and the refurbished Washington are fundamentally integrated into the land
_ .FI •
Via ' . . i , _4 . • _ • y --' Square (Fig. 2) shopping center at the use and transportation structure. A more
I. a ' '41111-i ' _ __._.•0 . _ interchanges of Hwy 217, Hall, and economically viable urban environment
- i�;_ ` �;r. ..:
_ _ r , -=-iS = --.4._.._. -- s r..--- Greenberg are prime examples relevant will require changing this structure over
i'' to Tigard. Downtown Portland's "Pearl the long term in association with the
�,• w - •• - � ,. -____ District" is a nearby urban example. development of high capacity transit.
.__ - �fr _ (Fig. 7-9)
; _ ..,, 2.) The economic decline of
_ _ ~=�! - , r the auto-oriented commercial 5.) Portland Metro population
_ _ F_ = _* . . - -T. 4, lib strip nationwide is also related and employment will increase
f0. to its failure as a high capacity significantly within the next
transportation corridor. For 20 to 50 years, thus requiring
221., - example, the Oregon Department of a significant amount of new
Figure 5. Current congested traffic conditions along Pacific Highway Figure 6. Existing vacant strip development at Hall and Pacific High- Transportation (ODOT) emphasizes the residential and non-residential
way importance of its facilities, such as Pacific building space. Metro population and
Highway, as serving the mobility needs of employment forecasts indicate that, by
freight and long distance travel. However, 2030, there is a 90 percent chance that
from the strip commercial business the Region will have between 2.9 and 3.2
. RIM"
r • perspective, the primary purpose of million people and 1.25 and 1.7 million
_ • � :�." i P. -• _ . ' • •. - - - Pacific Highway is to deliver customers jobs. By 2060, there is a 90 percent
N. � { "f iiiiiii:Am �' and employees to the door. These two probability that the population will be- * '"-ate' y • - • .�, _
.,- .. . - - •-•- '-,-i� 'I . . objectives are at cross purposes to between 3.61 and 4.38 million, and jobs
'•,.•'-,:•-.•/ SFE ti I ' - one-another. The result is that Pacific will range from 1.65 to 2.42 million. For
��h�� _ •- - _: � } -,„....•• ., - - Highway does neither very well. This comparison, the 2000 Census estimated
—' ' ''" t51- condition foreshadows the potential that the Portland Metropolitan Region
` ±: '''' decline of both the transportation and had 1.93 million people.
Figures 7. Historic corridor conditions 8. Current corridor conditions 9. Future conditions similar to Interstate Avenue business viability of the highway. (Fig. 6)
6
IFindings & Recommendations
Findings
6.) It is forecasted that trends and increase its residential
nationwide, and within the and non-residential building stock
Portland Metro region, changing generally in-line with national trends. _ -
demographics and the need These predictions are important for _ __ _ __ -- - - -
for transportation alternatives the Pacific Highway Corridor because �� +� i''► {�',to the automobile will affect of the potential of future high capacity .._ , I x
preferences for new types transit to promote more intense urban . . - t -r.-1- - -- I - ` ' . '
of housing, employment, and development. The 2000 acre study area , • • • ��� ��:,
leisure environments. is well-positioned in the marketplace to - _
we
Y . . ' + a'4 ` g
•
This will create opportunities for accommodate a significant portion of - --. . - a -. .Fti f .,-. i.6 '.-
redevelopment of places such as Pacific future regional growth. it ,�' - — i .•,% - ;.� �' _ iv;, : y
Highway, the Tigard Triangle, and Tigard ' ' II -��� r-' :r ��
Downtown as denser more urban places, - • w — ,; .a7'4
especially if high capacity transit service - - —- t " % �`` °`
is available. Key to the transition of these � t �� - r
places will be the availability of urban f
amenities. (Fig. 10 and 11) �:
7.) Significant for urban Figure 10. Before: The existing conditions in the Triangle show Figure 11.After:Pacific Highway in the Triangle area fifty years
areas, including the Portland the auto dominated corridor, with a lack of pedestrian amenities. from now, with light-rail and mixed-use commercial and residential
Metropolitan Region, is that buildings line the highway. Protected bike lanes create a safe and
the preference/market for new inviting way to use alternative transportation.
housing is forecasted to be
different than the predominant Figures 12-16. Envisioned Corridor Housing:
suburban single-family homes
constructed during the previous - .-- .
40 years. The reasons are that Y _ ." = .� " ,
II
the American population is aging and Yom_ , - 1 i ,� It
households are becoming more diverse, ..-.= - ;'i'c SII 1,1.•._.°i 4 L t . ,='t?;f=•a• i
with smaller household sizes and fewer _ w . i r _ J
children per household. This may create -� -, � ' G
opportunities for new housing marketsin ¢F 1, ii iiii Y
frI-I
within the Pacific Highway Corridor. x
(Fig. 12-16) �� � j `
F , O.- _=t - I_ 13. Medium density residential. 15. High density mixed-use residential.
8.) Nationwide, population / 1110 + • ,r
and job growth, combined �' III
' # il
with functional obsolescence '''' �[ �' • ;,ii;. '''IlIkr"ili
- , � -
of millions of square feet of
housing and non-residential i �, . I — y
.�r M.. F r IIII iI .. 1
el
space, will create a demand • '•' .. t ' i � ', 1 •• 1 I rN r
for significant amounts of new _ � -- - � I f J ,tea ;- .•
or refurbished residential •• _ - 1 -k '
employment, and commercial - , - '
_ ,
space. The Portland Metropolitan -- _ •_Ti *• �., -
��
region is expected to follow nationalIlikin...._. - -
12. Transit-oriented mixed use residential. 14. Medium density single family attached. 16. High density residential.
Findings
4. Findings: Local Conditions and Circumstances
14. 1. TRANSPORTATION c.) The auto oriented strip Almost all land uses fall within the broad
- It vin
o _ commercial development "general commercial" category of the
_ - _ •
a.) Pacific Highway is dominated pattern is not conducive to other standard zoning code lexicon consisting
ws by the automobile. transportation modes: almost exclusively of retail, eating and
u_
- r _ I The configuration of land uses along Along Pacific Highway, and other auto drinking establishments, entertainment,
• + - 1 y Pacific Highway is the result of dominated corridors, automobile access auto repair, motels (transient lodging),
_ -.- 'rd-ir. - _ ;� 11 development responding to design to businesses, and ease of parking, is of and personal services. Within the
. - _ '•. _ p_. .• ,4,�. requirements imposed by the automobile. primary importance. The result is that the commercial strip there is traditionally very
_ sem- Businesses have been arranged focus on accommodating automobiles little permanent housing, public parks,
- - - .-- •. - to account for speed of cars, and has almost eliminated the pedestrian, open space, civic, institutional, or public
convenience of access and parking, bicyclist, and transit user from the education land uses.
Figure 17. Pacific Highway's multiple lanes of traffic and limited pedestrian crossings create rather than the aggregation of land uses. environment.
"edge"conditions.
The typical commercial strip, like Pacific
- AL- i Highway, was not developed to function 3. ECONOMICS AND MARKET
• }
- - • . #- as a destination, but to rely on capturing 2. LAND USE
.:�- _04'
- :;:' ,Y _: a small percentage of large volumes a.) In its current form, some
. Alf :.; :'„� ”`• of traffic. Conversely, the traditional a.) The auto dominated strip of today's strip commercial
f „{ ; : downtown relied on aggregating land corridor on Pacific Highway development on Pacific Highway
•
h r 1 . G 4. Y_ uses so that customers could make one represents a highly fragmented may not be economically viable
__,.......--;.-,p-411611% stop serve many purposes. land use pattern: in the long run:
•k..---"ti n' �.--- _ • - Strip commercial businesses are often Many business properties along Pacific
lik..il.,!. b.) Pacific Highway is in danger developed to stand alone. This doesHighway and other auto oriented
III . n of becoming an edge between not create synergy with surrounding corridors are showing their age. Many
~ - the west and eastarts of businesses and other land uses.An buildings have obviouslytransitioned
Figure 18. Interstate Avenue in its current form with light rail, is a well developed seam. p g
Tigard. (Fig. 17-18) example is that these businesses are through several different uses over the
When commercial corridors are of a most often oriented away, and even years. Also, numerous vacancies are
certain size, typically six to seven travel walled or fenced off, from surrounding apparent. Competition from other types
lanes, and allow speeds in excess of 40 residential land uses. These conditions of retail formats, the business cycle
miles per hour, they become barriers, or require each business to have its (recessions), and problems of traffic
edges, between parts of a community. own access and parking, producing a congestion all contribute to the sense
This type of road creates districts that highly fragmented, low density, land- that some parts of the Pacific Highway
have much less interaction between one use pattern. Getting around in this Corridor are not thriving as business
another than would otherwise occur. environment requires vehicle travel. locations.
The exception is the occasional strip
In many ways, the large scale and mall that offers compatible goods and Some real estate economists have noted
geographic extent of Pacific Hwy also services, i.e. hardware and consumer nationwide trends, such as changing
:..� 4.f forms a formidable barrier. However, goods, groceries, cleaners, coffee shops, incomes, demographics, and consumer
4-..i.'*. . - there still exists the opportunity to ensure restaurants, etc. (Fig. 19) Still, the expectations are likely out of step with
:.
•
.: . . . ..
$� ' ' � �'• that the corridor becomes a "seam" duration of stay in these locations are much of the commercial strip's offerings.
F • that knits the east and west parts of the typically much more limited than a full As above, these and other conditions
G vv121 ...• i;, ` .. . community together. This is especially service, high amenity life-style center, may affect the long term economic
- - — - possible as the prospect of high capacity shopping mall, or an intact downtown. viability of the traditional auto-oriented
' •
transit (HCT) unfolds, and the viability commercial strip.
of other transportation modes such as There is a characteristic absence of land
Figure 19. Tigard Marketplace shopping center has many stores that offer compatible goods commuter rail, bus, walking, and biking use diversity within the Pacific Highway The recession of 2007-2010 has also
and services. improves. and other commercial corridors like it. changed consumer spending habits.
El
Findings & Recommendations
Findings
Further study in the depth and duration b.) Strip commercial has an average Floor Area Ratio (FAR) .
of changes in consumer spending may development on Pacific Highway between only 0.1 and 0.2. In other "' of '.�
be necessary. These changes are likely are often disconnected from words, within the approximately 2000 • .
to figure into business and development adjacent neighborhoods. (Fig. 20) acres, represented byabout a half- im . -• - '
strategies for years to come. A defining characteristic of the auto- mile on both sides of the Highway, onlyo ' ;" s "Jr:, ,,,
dominated commercial strip is that stand- between 10 and 20 percent is occupied ,.�. )... . .
b. There are manyscales of alone businesses have intentionallybuildings. _ 1r--
economic
by bud gs.
economic activity occurring on turned away from surrounding land - ,‘/._//-_.Z1...11.
ti
the strip ranging from the small uses including other commercial d.) A characteristic of the
single proprietor, to state and developments. Disconnected parking Pacific Highway Corridor is the Figure 20. Physical barriers between the Figure 21. Large parking lot for a big box
national corporations. lots, dead end driveways, walls, and dominance of concrete and Pacific Highway commercial land uses and format retail business in the Tigard Triangle.
The local, regional, and national fences have been constructed to asphalt (hardscape), and the adjacent residential neighborhoods are
economies are all represented. The prevent access to adjoining commercial overall lack of amenities and common within the corridor.
business models of each are different properties and residential neighborhoods. aesthetics. (Fig. 21) 2
enough to warrant special individual There is a certain exclusivity associated The impression of the Pacific Highway
consideration in future planning and with this land use form. Those who corridor is that it is dominated by , •1 j
redevelopment efforts. do not arrive via automobiles are hardscape. This, and other urban design ,.- I'
inconvenienced and even excluded. characteristics, creates an environment .
The purposeful isolation of individual that lacks human scale amenities such t
4. URBAN DESIGN AND businesses often results is an inefficient as convenient and safe pedestrian .•, ,'I�
ENVIRONMENT and disconnected street system which ways, transit stops, public spaces `
requires travel by car on the main to comfortably sit and rest pleasant lito el. ' • ■I-�NI ij
a.) The land use and highway, even for very short distances. views overall attractive and pleasant • ,tc; r �� i��
transportation development This condition causes congestion, further landscape treatments, etc. In most, but %; t? �1
pattern of Pacific Hwy has not impedes access, and degrades the not all, business locations there are few ,7.f,.;•• . WAlk1
created a distinct sense of place capacity of Pacific Highway. amenities that would attract a shopper
or identity different from other or client to extend their stay beyond the •'••, �SZ: V4'` i 1 'I
commercial strips. c.) "Greyfield" is an apt initial purpose of their trip. '
• <Y ,,,, S
Because of the predominant business descriptor of strip commercial `
model of strip commercial development, development: The majority of the impermeable surfaces I--- . %
S
- IL
there exists no landscape or architectural The urban form most characteristic of (streets, parking lots, and roof tops) 4
continuity to define the strip as a the urban strip is best described by the within the Pacific Highway Corridor
significant "place" for the passerby. A term "greyfield." This term was coined were built prior to current water quality
small sense of place may exist for the by the Congress for New Urbanism. standards. The Corridor probably
community resident in terms of a favorite "Greyfields" are suburban lands that contributes significantly to water quality
restaurant, dry cleaner, or grocery store, are not contaminated "brownfields", problems in the Fanno Creek and t
but for the most part, the Pacific Highway or undeveloped "greenfields", on the Tualatin River drainage basins.
strip cannot be distinguished from other metropolitan fringe.
strip commercial environments by the
tens of thousands of drivers who travel it Greyfields are defined as underutilized/ .
each day. underdeveloped spaces of strip
commercial development and low 4*.'.=
performing shopping malls surrounded •• ;..,,
by large expanses of parking. In many r �•
places, the Pacific Highway corridor
represents such a place. The corridor Figure 22. Diagram of"auto-serving surfaces"(roads, parking lots, and
driveways) along the corridor.
El
Findings
lir
• Lill]) 1JUUL
IF 7., .—-, . ....
• 1,1-4, r ., ,_,jjk
. ..i,„ .... .„, ,
, _
rzi • ..Ufu.' 6.•,. •• -• IPPOI k -• +OW,
L 4
: y . C , i ' ,, * -
-
•
- ', ; f
' K #- ' �.11I ,# - - -v ''- : ' r. . , ice + + [
_-- all - '
_ .'x 1 rr it is
f�
I Figure 25. Single story strip commercial r ,, . .
malls are prevalent along Pacific Highway;a ' ,} • `L I-
V.
unique feature of the Corridor is that, in many .. Ii„ 5, at 1't •3/t ' IF
• • places, the rear of commercial land uses are -- ••, - , ,,.r . I,
bordered by mature vegetation on residential P h,, '' . p -
• ' properties. +r 2, w
. !'-'0\ --4',",.. ,�� ,� SLG �-q lt
..--ti.. ,,, 4.-'-'.', •• .:. ,i..,,,\A . 0 .. , j 1 , P.Ft. 0 rii
•
Figure 23. Remnants of natural area in the Triangle. V. Yom. } - _ '• ;' +,b t
f •
IMi 4 rL
Ilr'i ,•••,,1 .. , • •• •
•
,y. ,
N.
`L• r
r_ � =L '�
_____„--- 41 '-'P I" `''_'. Figure 26. Remnants of green are present all along the Pacific Highway corridor.
f :
r
0
:0 g1k•1 ey y~ oI dpi
i+ t,
e.) Despite sharing many of the some places the highway abuts steep
prescribed characteristics of slopes, and in other areas it is relatively
/' G
the auto-dominated commercial flat.
i14411ir strip, Pacific Highway has some
t
�� unique landscape character, and As with the Tigard Downtown, there
natural remnants: exists the opportunity to extend the
J
s7 The Pacific Highway Corridor occupies a "green" of the drainage basin remnants
• i *i#: % unique northwest landscape comprised into a future built environment through
�.., „ ..nth t. of significant viewpoints, green remnants deliberate landscape plantings and public
• - • " �_ "' of natural drainage ways, and a varied andprivate open spaces. (Figs.
`, I- � 9p p � 9 23-26)
Figure 24. 2010 tree plantings along Canterbury Lane. .. �: • 11 topography all along the highway. In
10
Findings & Recommendations
Overall Corridor Vision
5. Recommendations
1. TRANSPORTATION
_.) C--------- / ,
Overall VisionNM • rY
a. Recognize that ODOT's need for asid l-
"The Vision for the Pacific high capacity, uncongested, mobility _ • • •• _� . $�.' .� a ;•'
Highway Corridor is a corridor cannot be reconciled with the1111 .
•- •• 1.1 1 el
• �
highways commercial businesses' �. 4 -- - _ , * ■
prosperous and high amenity desire for unrestricted access to - •' "' j,ii
urban environment made u p Pacific Highway. This requires
of a wide range of mutually developing short, medium, and long — ' e f #=. r ,' •
r+ ir
rt'•
3f
supportive residential, range transportation and land use a L I. - t. • 4 1111
commercial, employment and solutions, including high capacity -■ I i I I . - 1 — .,0o;'° 11)
civic land uses. Served by an transit, to ensure the Corridor's future ■ •I "4 ilW? f' �f
Figure 27. High Capacity Transit:Bus Rapid .. -
efficient and safe multi-modal transportation and economic vitality. Transit in Eugene * " `: : ;' h ' ',
s stem that (Figs. 27-28) �Y !I 1. -
transportation
provides easy and safe access �� � �-
b. Adopt land use regulations and _' ,"•
to all parts of the Portland design standards that require multi- -' �� - ' 1.110
.' f * �� �{
F ••
Metropol�tan Region. :r y _ L 4_ ,
The Pacific Highway Corridor modal transportation connectivity t� $ 1I� 0.
• ,, �� 1
between land uses when new �Y� r �,;.'
•is envisioned as a destination development occurs. Concurrently, I �i 214' iir �NNE AWE
where people choose to live, developa longterm program to 1 ottairi' ti `—J '' - ,
work, and visit because of its connect neighborhoods to existing � _ -
transportation advantages and development through appropriate . :. .- --— _ Figure 29. Site plan of an envisioned development at Canterbury Square with increased
central location in the Portland connections. (Fig. 29) -- pedestrian and auto connections to existing single-family residential neighborhoods.
Metropolitan region, and its high J
level of livability and employment c. Develop and implement local Figure 28. High Capacity Transit:Light Rail
opportunities. The Corridor street connectivity plans between Transit
the various districts along Pacific
will be a place where residents � �--
11111
and workers can easily access Highway to reduce congestion
and promote the economic and
required goods, services, and transportation synergy of land uses. - 1111111111.0 leisure opportunities without (Fig. 30-31)
reliance on an automobile." ---
Ultimately, when it is fully d. Implement the recommendations ofPiPAI
developed, the Pacific Highway the Tigard 99W Improvement and
Corridor will serve as a national Management Plan as a short, and
model of the transformation of mid-term solution to improve the
an auto dominated commercial appearance, safety, capacity, and
usability for transit and other modes. oil
corridor into a healthy, vibrant, 1
Li
and economicallytions to exi
urban environment that
accommodates thousands of -
jobs and households." 1111W 1111.4.41111111
Figure 31. Envisioned block and street layout, with new streets
creating a smaller block structure, approx. 400'x 400'. In this
Figure 30. Current block and street layout around Fred Meyer scenario Fred Meyer has redeveloped with a smaller footprint and
highlights how streets are disconnected creating large blocks. structured parking.
MI
Recommendations
-} . 1 . 1 ir ]
2. LAND USE
.. • a. A positive future for the Corridor
, : 4 '�* �, depends on providing the opportunity
, 1 ' • ,. .• { ,• ,� for a much wider range of land uses
I , . . # than currentlyallowed. Therefore,
prI
_k : b -A_.. irit-f- - 1 •� Tigard should amend its Tigard
_ „ - _ `-I- =�`: c • 10-20 yearsComprehensive Plan and Zoning
j { * r 0 0
..045.., r . ,i _ ' , - • Maps to allow a variety of land uses
i`� 11.(Yi
# ', �f1 . r. ' : , -• rp ' 1including medium and high density
1e UI . ii` �. �{� ;` ; housing, employment, commercial,
' • ■M
� t 111/".% ' _ ._ .___,
+ •
` rmriprofessional services, institutional
• nJ I 'IP and civic uses.
. .. , .4.,
f w - I : t '' b. Associated with the planning for high
111101410, ' ��� a ,# �, -- ILO' k'NW / capacity transit, Tigard should adopt
land use and urban design standards
FP. �. _TM 5 i 0-30 years that allow future development to
t . ,i; ;9 create a variety of high amenity,
! O''t t'�. I pedestrian oriented developments,
;1#' ; especially associated with the design
I .
r, I i ,. and designation of high capacity
f .' 1I {
liitransit station communities.
pOji? 1 I Irt : . I
I ' ix • 5 4 4
ft Figure 32.A mixed-use, high density community along Pacific Highway with employment, commercial, residential, and professional uses. 4 c. Future transportation and land use
.1 • ` planning should be focused on
t fx 30-50 years
•
Figure 34. Phased development over 50 creating a unique sense of place,
N� ,i or identity, for the Pacific Highway
- _ _ - ,4 years at the intersection of 1-5 and Pacific' • x'. Highway. The gatewayis demarcated by
Corridor. This would include distinct
• entry points,
I� I .4 r - .' ss : ; tall office towers that create a sense of Y p neighborhood and
_ ;.; employment districts, activity nodes
_ •
" } t .t .� entrance into the City of Tigard and the
--"""' "'''.+ `• -• ,5' •, , {:...-k •• '' - at keylocations defined station
., _ Triangle area.
•-; ,. sr, .. _AA* _ ., . , -1.:lig community districts, interconnected
. % 1.,�; g .x .till/ I 1'.'�. 'x.. -,-,".- IC� ..'.: i . -1,?-' T. g.c.-- .... ', • green networks, etc. Also, even
" 11..','I �i = I. k .. ;i � '° ! �` though there area few churches,
'+ i, ti �. T.i. -� �` i : �' - t" private child care and a school
i . II' . . _+ .. - __ - - - -- -___ = along the corridor, there are no civic
: {, • _ - buildings or larger institutions. Future
:, ,,,...„
N %
_ - land use plans and redevelopment
• efforts
range of civicshould andensure institutionalthatawideses u
can locate in the corridor.
Figure 33.An envisioned medium density station community at Durham Road and Pacific Highway would be an identifiable 'gateway' at the (Fig. 32-34)
south end of Tigard along Pacific Highway.
IFindings & Recommendations
Recommendations
d. The future land use pattern of • . 1
Pacific Highway must respond to ,";
•
a variety of transportation modes ., •
beyond the automobile. The .:-,....L,,,. ..•;,:- `r 4 - _1
•
automobile will remain an important y , .f �" '' -
part of the transportation system, Iia;' �_ }
but other modes such as rail, r • {� ' ' -
. : "11:4.
bus transit, walking, and biking 4-` In -_-. 1_
_- _
must also be considered. This _ ~ 41
� '�- i. - r 41��- - _
IIII r'llirli
will require a land use pattern of ,' 11 1 ...* w: ■
mixed-use development types that All -- - ` E =� -
are functionally and economically • - _T 1 .
interdependent. (Figs. 35-36) �4 � }
H r
e. Prohibit future land intensive low 5 - ,4'.. -.:- .
employment density uses, such ' ' '' _ ' `• ' f_ I 7 —
as storage facilities and used car te " ,; • , ' _
lots, within the Pacific Highway ?- -
Corridor. These uses do not have the .
•employment, housing, or customer i - -
iiiikii
intensity necessary to support high Figures 35. Multi-modal conditions on Interstate Avenue vs. 36. auto-dominated conditions at Canterbury Square area. - :
capacity transit or a mixed-use _ • _
economy. -�r i - ,;:
1 - a
f. The City's future land use regulations - 1 `� -
should require increased floor area '* ,
ratios throughout the Pacific Highway . l • '' �OM-.
t Y Figure 38. Existing conditions at I-5/Pacific
corridor. However, the presence of T. ,. Highway interchange with 0.1/1 FAR
high capacity transit is necessary .}.-; t .: � f r
to foster market conditions to make / / - -.
significantly higher FARs feasible. ; ' ~i a _; a , - �_
Therefore, the City's land use 4 - . Y - '•' ir: f— T , .
regulations, should initially establish _ .} .- I`4` ` ) • I. J " ` T
F1---_-;•.. 1I
FARs that are consistent with market ' '"""114.4.F-a.
_ t • - - �J��" r �'ut i {
conditions and require site plans to - T - i -
:
demonstrate how much higher FARs l t } , I�-
can be accommodated in the long • '.. ' . - . 4 _ r _ _ �' r. _ ,. _
•
run. (Figs. 38-39) .' i i. l Hi, li ;, 7,} , ,, t
, OP. _ . r.,..
L ,.fi ) . r , Icy `
•
- _ • k-... Figure 39. Fiftyyears in the future the 1-5/
' p t Pacific Highway interchange with a FAR of
. 1 U S 'i t - - .-' I 4/1 has allowed for large scale office towers,
which create a gateway into the City of
Figure. 37.An envisioned employment campus in the Triangle with a floor area ratio of 4/1, which allows for significant open space. Tigard
m
Recommendations
Figures 40-42. Connection, expansion, and repair of green remnants over a fifty year time frame in the Walnut St. area 3. ECONOMICS AND MARKET have significant effect, beginning
with strategic tree planting and other
f a. Further study is necessary regarding landscape improvements within street
+i` the depth and duration of changes right-of-ways, freeway interchanges,
• v # in consumer spending, residential and public easements. (Figs. 43-44)
-" • "' "'•�- ,0, . •;,;•2--• ., ;' preferences, employment and
.• � ;._ a - •_, _ economic trends at the regional b. Develop and implement strategies
��; �� .� _- �.- _ - r and local level. This is important to improve the design quality of
.�, :_ • �� � � SLY 'r A. � because the economic impacts of new and existing development such
� i �,,,, � : Lthe recession are likely to figure into as assistance with clean-up, tree
.� � � 0ori .,.: '
*°" �- ..�' business and development strategies plantingand landscaping;
, � �. .� p g store front
40. Green restoration &growth at 10 years r ,�`;,4 � ' � • for years to come. improvements; building and nuisance
r- G►'-'+'+R fes.41'..• • code enforcement, and land use
k ,..;: -a1ffil.•. ter .---,7--___---;' -? 4. URBAN DESIGN AND design standards.
r • • ,•_-..__.-1,!:',, ` ENVIRONMENT
:, '=r _= c. Develop and implement strategies
`----- .° :-z, 42. Green restoration &growth at 50 years
:: a. Corridor businesses and property to extend the "green" character of
• 'T.:,,-....4.-5. --•_ ' .x owners, the Cityof Tigard, and ODOT stream corridors, drainage basins,
"`' ] z- � l 'a .i should cooperate on a sustained and upland vegetation remnants
4-.. • - Ti .•
" effort to increase the appearance throughout the Pacific Hwy strip as
-I 1. _ and overall aesthetics of the Pacific redevelopment occurs. Particularly
.w
• °• t - }` Highway Corridor on both public and effective would be enhancing the
41. Green restoration &growth at 30 years private properties. This effort can urban forest canopy in the corridor.
Methods could include natural
` resource easements, surface water
A.
r quality facilities, development•
• . t '•r standards, development of parks and
'• Y .:11 • �' 3' + ... .� ' other civic spaces, etc. (Figs. 40-42)
•
` • `• 4 .i' �' '{' d. Ensure that redevelopment of the
-..
-'S rW.F' Pacific Highway corridor improves
^ , - --i ! •-•1 • ; .. . _ I _''F'''..r
k . L .. . " I I, , - +.4- - 4 � r..: ., the interaction of the east and west
a# � F , �l �
•
*� # i., . y *:, -. 4 .�* }Y. �, :# T +� parts of Tigard and provides a better
1•• , '" connection to all parts of the City.
s f l a''..:':::.
yam.' _ �4 �.7i .i ~�j4 �
��a��� '# f++ w � '_' ... 1'. ; X4' ' ...•- .
"....11;.7-•r:, - ,kt " : e. D==cgi:am ' ' appropriate
':1+ • ~"'_ ''' 4 •' t'.2 ",O =` • ' • . '• r 4. l ;' + 'r ;• for the Triangle, Central/Viaduct and
• i `' South Tigard segments of the Pacific
.;,.t }., ' *" '' _r' `" Highway Corridor.
pe*. { +- _ Illt
i .
•
- ' - . f. In cooperation with ODOT and
P.
• '± r" ,•,k • . - Washington County Clean Water
Services (CWS), develop and
-' " 4,:- `1hr. t� r. r implement a strategy to improve
•
Figure 43. Existing conditions on Pacific Highway near Beef Bend Road. Figure 44. Treatment to enhance pedestrian connections. water quality along Pacific Highway.
M
Schematic of potential develop of Pacific Highway. 1-5 to Hwy 217.
. i t . --...:' ;r6,•nut 1 ____.. .irx_ .
7 III
ima
r'�i — 1 . - i �� ; y
ill
NM MB 4". M 4 _ I* % ` 4 "� •� A.
il
# ffP . }
ei _ _
. ._ .
,..
A. •
•
L
10-20 Years 20-30 Years 30-50+ Years
•
, 't ice* ... ;
......t C .:. ,11. . dee 1 .=4 - .- 111&‘444J.tili 411.411- ' illk /4 4.'.8 .''' l '' L.W"--‘ '' ill
. 14101 111PV. .412g1'-. .t-Pali-,.--* -. Jail.... 411 :bell ,...-,
pm
; -w ,7, ,77,..4,
# .'*art*'4'1 } f 0 JP 1 if (' / i 1.... *� t� r. s a ti. irk OA 1it ' . '. • IT
4.
Current Floor Area Ratio of 0.1-0.25/1 Transformation with a Floor Area Ratio of 3-4/1
' r f
P .illia. __
,,;
•
•
-� - -�-- - - R __ '. Project Findings &
0000,„,% Executive
-- - ''''4X- 1.
Recommendations
‘4'*------ . - w• -'1 -'- ii?"--- summary
. . .77. , ,,,,,,,r
_ _e � � _
"S ..-.!-.
50 year build out of Walnut Street station area with medium density
housing and open space.
- -.- _- -
-_ _ - «. � s r -
II
a - . _. _
�y ;- 4? ` • Future Form of the
.-,Alleilimmmigilliginimme1 -_
•t int Corridor
Pacific Highway Corridor
J - y- ..r- Y • '- Triangle Section
—, _, - , 111 _ Central/Viaduct Section
• South Tigard Section
f
) '-' : TI ,_0
r
1* ' . 7.--- ' ' '''.:
----- —I— ;/
111160111 — . '- -
50 year build out of 1-5 Pacific Highway interchange as a major station center with high
intensity development, including signature towers.
IIFuture Form of the Corridor
Pacific Highway Corridor
,
1 . Tigard Corridor Sections "-' '
TRIANGLE ."" `-�4 ' 4 .,
The Pacific Highway Corridor can be mix of residential, employment and 0' = 4 i `'Y s 1
diritlf vided into three sub-areas, each commercial land uses at intensities ..-1� �� '
FIAT
with its own distinct urban design and capable of supporting the establishments }.�-�' `
9 P pp g ,";. }iii -..,! e 'r"
transportation context. The very large of major high capacity transit stations. ,• - r t . �0,._ .-
size of the study area and its complexity Hwy 217 -'" l 2 # i
required identifying sections that have The Central/Viaduct Area of ,' ;? a i, "x
defining design character and themes as Pacific Highway 99W between �, *kW * '-'
described below: Hwy 217/Pacific Hwy overpass to Hall Blvd ,.,‘ ,. . f, s .
the Watkins Ave. intersection: ,.. �. � '-
.F I
The Tigard Triangle section The Central section consists of low to ,.' �,, ' i• 41.il if;i i
from the Pacific Highway 99W moderate intensity retail, office, light ,4 `' �s% E rL' IF
Lor
interchange with 1-5 to the industrial, government, and residential CENTRAL/ '" ore ,. S,` •MI `�
interchange with OR Hwy 217: uses. Like all of Pacific Highway, .: , `# * Air �`� ;
This part of the study area is the most traffic congestion is a significant issue VIADUCT , P. i0 la •• [.% . i. . -
traffic congested portion of the corridor particularlyduringthe morningand late • .` ''�
a �.
because it provides direct access to afternoon commutes. �.' , •.`- . : y *,e
An-q.
-di ,:.: ; + R4 ,.«r r ' ..
two major freeways via two separate , . JINN\
#"o I
'a' -. r' �.�.
I
interchanges separated by approximately This portion of Pacific Highway provides ' ► ,4 . -�: • \ .-_ pir . I
one mile. Between the two interchanges access to the Tigard Downtown via Hall �`• ` • s' r �, iI-1 L c• `"
more intense commercial development Boulevard andMain Street. Thehighway ' f F �` ` II a ■
p adSee g ay . . . , ' - #-�
has occurred than elsewhere alongthe is separated from the Downtown byan IF " ,, '� `�
P Gaarde St. .,
corridor. This part of the study area overpass built in the 1940's. From an - _-; '' _ _ #rc `i __ _ moo Au ,
includes much of the "Tigard Triangle" urban design perspective construction .4 - ~�
1 I
mixed use employment area bordered of the overpass stymied development .� • • . t } �a ��s-
by Pacific Highway, Interstate 5 and of the Tigard Downtown in two key - '• . �� ,
State Hwy 217. Tigard had high hopes ways. First, it created a barrier between - :; "bp- • . . .. .. `•Ss 1-1:,-
if
•
for this 470 acre district twenty years the downtown and adjacent northern , w : _ - - - - - - - - - - - -`
ago when it was first designated for residential neighborhoods and from the / _, ' ., = f-• „i Watkins Ave. Downtown
office, commercial and medium density rest of the City. Secondly, it assured i , 3
residential land uses. At the time, it that the future (pre-shopping mall) • w
seemed to be ideally located with access commercial development would be 1 ' +` 'F' ' 1 ;ti e• '
from an interstate freeway and two major focused along Pacific Hwy. As noted i r y i. ,
state highways.h However, primarily previously, commercial development I `' _
i
because of limitations imposed by traffic along Pacific Highway is now affected /•
fei I,eMcDonald St.
congestion, competition from the Portland by competition from newer forms of ,
Central City and nearby established retailing. The downtown's isolation was / , i
office parks, like Kruse Way, the Tigard further compounded by the construction i °
Triangle has not lived up to expectations. of OR Hwy 217 which isolated it from the ; s,' VA-1 : SOUTH
-Tigard Triangle and other parts of Tigard. 1 "'1' i
It is expected that development of high Because of natural and human-made TIGARD
P p g 1 ,
capacity transit will help resolve the barriers, redevelopment of the downtown .+
•
transportation limits to Tigard Triangle must be supported by multi-modal °��'`' i ► ,
redevelopment. However, in order to transportation connections to the rest of i • a'--„ -a.,
compete in the very competitive regional the community and to the region. I ' '''��" Durham Rd.
office market, future urban form of the I s
1
Tigard Triangle must include a synergistic
Figure 45. Study area and the three sections of Tigard.
Pacific Highway Corridor
Future economic viability of this portion Opportunity Sites
Triangle of the corridor, including the Downtown, Correspondingly, the above three districts
will require creating a transit supportive were divided into the following twelve
urban area of synergistic land uses. smaller nodes to visualize future transit
Redevelopment of the Tigard Downtown oriented development concepts. These
7. Downtown/Viaduct into a high amenity, vibrant urban "pulse points" of activity were identified
T village will likely spur the change. based on the potential of intersections
The Downtown is a designated urban or large areas of undervalued land.
8.Walt renewal district and has been zoned to Even though it is unlikely that all 12
e`5 accommodate a wide range of mixed will become station communities, it is
uses including commercial, employment valuable from a visioning perspective to
9.Watkins Avenue and high and medium residential explore their potential.
development.
12. SW 69th A
The South Tigard Portion Site 1: Pacific Hwy & 1-5
10. McDonald/Gaarde between the Pacific Hwy/ Site 2: Pacific Hwy & 69th Ave.
111
Street 3. SW 72nd Avenue Watkins Ave. Intersection Site 3: Pacific Hwy & 72nd Ave.
Lk 11. Canterbury 1 - to Pacific Hwy/Durham Road Site 4: Pacific Hwy & Dartmouth
Intersection (South City Limits): Site 5: Pacific Hwy & Hwy 217
This portion of the corridor is less Site 6: Pacific Hwy & Hall Blvd.
17
4. SW Dartmouth Street developed than the previous two. A Site 7: Downtown/Viaduct
Central/ significant portion of the General Site 8: Pacific Hwy & Walnut
Viaduct Commercial Zoning adjacent to the Site 9: Pacific Hwy & Watkins
Gil Highway in this area is quite narrow; only Ave.
way 217 one or two lots deep in some places. It Site 10: Pacific Hwy & McDonald/
has a lower density, more residential Gaarde
44 character than other parts of the corridor Site 11: Pacific Hwy &
but is interspersed with major shopping Canterbury Square
_6. Hall Boulevard centers stand alone commercial Site 12: Pacific Hwy & Durham
buildings, and smaller strip malls. A
substantial amount of undeveloped
vegetated land remains along the
Highway here, adding to the residential
character of South Tigard.
Redevelopment in this part of the
South Tigard Corridor will likely consist of medium and
higher density residential communities
with supporting commercial and
professional services. However,
there are some opportunities for more
N intense urban redevelopment on larger
underdeveloped parcels.
* * *
figure . we ve oppo urn y si es or rg apaci y ransit station communities
D
IIFuture Form of the Corridor
Tigard Triangle
2. Redevelopment of Tigard Triangle
lr
. -'11!!*!r 110• -.
' r' s. r ' r i r -.-.� i _ - Stree j -VIII- - -_�
LIIIIP
4t411.7.0.
h.
_ �, `4 4 F+ 69th Ave • t A. iiii:iii,/tree
:.4i1'},tis•' 1' a Pine St. P. t,.
•
.. ; .-r . . .r; / .-. ew. arking
`f •-fir — 1
•
.:, ' e
. .
t i+ ;1111.7 r;`�� • •• Ne. ee 'moi
•i 2
._.,_
_:,. t .
. .
r1,• ,i
w'" 6 71st Ave New Construction
` I. + • s , e i p evio g(phase
Pacific Highway . Pacific Highway Existing
Figure 48. Existing conditions at 69th Avenue showing street layout Figure 49. Phase one (5-10 years) future campus scale employment
1.) Introduction: Figure 47 and current buildings with a very low floor area ratio. use at 69th Avenue station area showing new local streets providing
The existing employment area is redeveloped over time encompassing 5 connections in association with new transit oriented development.
bounded by Pacific Highway, Interstate to 10 years; 10 to 25 years; and 25 to 50
5 and State Highway 217. This area years. No specific uses are assumed.
known as the Tigard Triangle represents The buildings are shown in concept
a significant economic opportunity both only and are intended to illustrate the
for Tigard and the region as a whole. development of a wide range of mutually
However, redevelopment of the area's supportive land uses such as office park,
470 acres is severely constrained by the condominium tower; medical campus, • w
lack of transportation capacity. Even etc. 1 -
though the Triangle has significant I
I
transportation advantages, being at the .-(kir
] WM
intersection of three of the most heavily 2.) Land Use - .
•
traveled road segments in the state, A mixed-use, highly synergistic, land- , •
it also has significant challenges. As use pattern is envisioned for the Tigard �" I .
previously emphasized, the future of the Triangle. This is a marked contrast to 1 ,•, �, f '
area depends on solving these problems. many of the current single purpose, • ; ' - -
stand-alone land uses. Therefore, they ` s'= 4 +I
The redevelopment of the Tigard Triangle future visualization of the Triangle shows -
into an economically vibrant and livable a mix of mid-rise buildings; most of which
urban center will not take place all at are capable of being adapted, over time, ma
once. It will occur in stages as public to a wide range of uses. Also important - - '~^ 1 i e r.i. ?'9A '
•
investment in High Capacity Transit to take into account for the future of the •
, — I
s.
(HCT) is matched by private investment. Tigard Triangle is the need for accessible
open space and connections to the r- '--f'�--1 r� 12 11'—1-17'—11'— 24 12' r —1
The following scenario presents images natural environment. Public spaces, Figure 52. Potential Pacific Hwy street section accommodating high capacity transit, four lanes of vehicle traffic, bike lanes, sidewalks and
of portions of the Tigard Triangle such as parks, plazas, or market streets, planted center median.
19
Tigard Triangle
' ., ,_T — which allow people to gather and interact, research, software development, and
7 ZN_.
� / .y e, ��. r are essential for the social health of the the manufacture of high value added
h � � = `` ,, community. products.
6. : ve 1� � ;�.. �.
fi��� �� 6 ve ;, f Any discussion of future land use in the 3.) Enhance and Incorporate the
-% si. .' Tigard Triangle must include parking. Green:
�1�tif:v7-7 - , Even with High Capacity Transit andThe Tigard Triangle presents an
P'. t. ` : Pine St.f other viable alternative trans ortation o ortunit to build an o ens ace/
1 � '�' p opportunity p p
4
�� �` a' 4j/
modes, automobiles will remain a rimar natural resource s stem around Red
.---------....:, W. - transportation mode. The intensity of Rock Creek, and its associated wetlands,
Op the land uses envisioned will require the and streamside vegetation. (Fig. 53)
accommodation of parking, though it is There also remains significant upland
/ 4#
likely there will be less reliance on single vegetation in the areas of the Triangle
occupant vehicle travel. that have not been developed. One
'
,, of the defining characteristics of high 7 - -. In the short term (5 to 10 years), quality and high density mixed-use areas
7 140°1° )-
�� New on while High Capacity Transit is being is the presence of open-space and
Existing from
printing ease planned, engineered, and constructed, natural areas. Future redevelopment of
Parc Highway Pacific Highway 1 1 Existing
Figure 50. Phase two (10-25 years) of campus employment area at Figure 51. Phase three (25-50 years) of fully built out campus employ- development will mainly continue to rely the Triangle should capitalize on these
69th Avenue. ment area at 69th Avenue with mixed-use residential buildings. on surface parking lots. However, as assets to ensure its desirability as a place
high-capacity transit service becomes to live, shop, and do business.
imminent, the market feasibility of
structured parking will become more A major opportunity for future
it favorable. In the midterm (10 to 25 redevelopment of the area is to mitigate
-:_ • '7+ , : - - - k years), larger and more significant the water quality impacts of the large
` ,. IT parking structures will be developed, expanse of parking lots, roads and
141: especially in areas within proximity streets that were constructed prior to
1 �i • to high-capacity transit stations. It is current water quality standards. This
.; expected that within the 25 to 50 year will include construction of green street
i i f ;+ ` time frame, the Tigard Triangle will be infrastructure, natural water quality
= mostly built out, with parking primarily treatment areas, expansion of the tree
itrig a i 1 I on-street, or in structures. It may be that canopy in parking lots, and enhancement
* iii -- - --. _ �� I presence of free off-street parking in very of natural waterways and wetlands.
' L_ T _ I.
1 large surface lots will be the exception,
r"� . 'S' - 191411 ,
w — ."_ - - j instead of the rule.
17,Terf- — ...-r-'
IL t
:6' I-%-.
1 . - „i•' " • t �+ Trends indicate employers will seek
1, - , }. , S: 0 • ; - +yyi '- - - areas served by a variety of reliable
_ tt }j;, .r_.
. ta� r R i : transportation services that employees
- �-'jL � ,, . '� ` •` •• ' . l ' �� ' ' '' ' can use to travel to work. The abilityto
•
- • = ," t t. - "- move people to jobs in a dependable
•',-f. • t 1 -r .� ' f and timely manner will become as, if
ri
,. �* r', "` 'r' : 's not more, important to moving goods.
le
la....
• Therefore, it is reasonable to envision
r . Tigard as the location for high intensity
campus type employment uses, such as
Figure 53. Campus employment area borders and incorporates the Red Rock Creek green space.
20
IIFuture Form of the Corridor
Tigard Triangle
4.) Transportation economically sustainable residential and safely access the area is by automobile.
The livability and economic future of the commercial environments. Therefore, it is envisioned that a future
Tigard Triangle depends on implementing transportation system will allow greater
short, medium and long-range The street connections between the connectivity to surrounding lands,
transportation and land-use solutions to Tigard Triangle, Interstate 5, and Pacific such as Downtown Tigard and other
congestion and capacity problem. These Highway must be carefully designed to employment areas.
include a range of major roadway, transit, ensure efficient and safe transportation )
walking, and bicycling improvements. connections for all modes. The quality
Even with High Capacity Transit, future of intersections is very important 1'5 lgte c a ge :.5
i ,., 11 1development of the Triangle will be because these are ideal locations for 72•:Ave A �1i a ii !' ' 7 - F ,
hindered without a well designed and more intense development. An effort to l�` 11Ir 00 , ;7,`r. . .:•-7 ; ,a
connected local multi-modal street implement effective access management Dartmoutht. Plitt# i l' I • • I r 1 ., ' ;
system. Currently the area's street solutions should be associated with , � � r `� � �.� *- a ;, ' �5 • ;; %, ' _ .
system is undersized, disconnected, and the development of Triangle street6
ir 'k
not conducive to bicycle and pedestrian connectivity. Safe and effective access is I:. _,& }.�, lr. . - i, , . .- - + :. �.,
travel. not only important for Pacific Highway's ;' t:.�.•-='�'�` F ; � • =traffic capacity, but to ensure thelit tl �j : PrL.
� 4� � ''
ii i �i iii , . 5 - x
However, this report's urban design economic viability of businesses as well. :01 /IIw: r i _ _- -
recommendation is that the local street • - -. =—�' �
system not be over designed with Even though bordering freeways and -- A __ �-
excess lane capacity. Efficient access is arterial streets may seem advantageous ''i. •� __
important but building streets that would to the Tigard Triangle's economic viability, •- ~ -
attract cut-through traffic from major they also present a downside. These
•
arterials and freeways would be contrary major transportation routes isolate the
to the objective of creating livable and Triangle from the rest of Tigard and _ `- { z'
surrounding communities. Now the only Figure 54. The Triangle study area includes ...-
mode
mode by which one can comfortably and three potential HCT station areas. /
Figure 55. Potential Triangle build out with HCT in the 25-50 year time frame.
I
II
R'
1 i! 8 a : • 0 0 SO 4, • - . Agai
0 0
Figure 56. Potential street section at Pacific Highway in the Triangle sub-district Figure 57. Proposed pedestrian Street- with scaled Figure 58. Proposed Rock Creek Park Boulevard with development scaled
down buildings down to open space
Tigard Triangle
0 1‘1 iik \
\OF , 1
1.3.0.:‘
� 'M■■■■r • 66d Figure 5-12
11
Noi _ Tigard Triangle
c.:Adir
# \ Planned
I1111 �3L Improvements
co Q Tigard Urban
_ Planning Area
0 • •
,,c Existing Facilities
a .
• si‘'k \ \
PFAFFLE ST
660 � � —Major Roads
A�4, ` Q TSM � Local Roads
.r i z 3 : Multi-Use Path
\ \ \
66g s Future Facilities
1\ 0. • I‘
■ ■ ■ ■ ■ ■ 19 ■ ■ 5 ATLANTA'ST HAINES ST ® Intersection Project
66C 1 Roadway Project
• \-...k le1 \ HCT Corridor
...
0 66b ■Neighborhood Path
ill
•
1\ DARTMOUTH ST Road Improvements
o��� • • 632® e
Road l
® ® Improvement
1/4\
Road(includesprove an
/� \ • 4 a Ir end bike facilities)
Q V��� �� sidewalks end
Ale 86a 9 iii I bks lanes)
�` to Y l�Sidewalk
'` 71- II
CL Bike lane
e,` 1 • �62 TC . ; ® Bike Boulevard
Kfie 1 86b 5� N� , 41110' L, ^' - / coo yeweaemuea
�' . '7.^' •••New Road
• 4_4
' (includes pedestrian
and
dea • �G •�� / /�FRS'I' BEVELAND ST ■■Multi-UsePathl
Qe -P Other Map Elements
•�a • ��1Vti9,� �0,� C Transit Center
a. ST 'co
0 • ®O ■■■■Tigard City Bomdary
�o\)e 21• I �� \ • N Water
v
om Parks
�Q a`� • � ���9Q �� 1L 1t___
ee FANNO CR PARK m
ilk
�O�G� 44 U1 M
CAI
LI
ES
611 \
• ' M
. � WALL ST ' M ..Tne mram,aaoa represmt«l oa m..
mep is currem ac of Februvy 28,201 n.
' Re17,7 will be made as=
0 0.05 0.1 0.2 decisons or emendmeats ocew to alter
Figure 59. Scale of future development should transition from high intensity multi-story build- n • 5
ings along Pacific Hwy to 3-4 story pedestrian scale residential development. —. Figure 60. Triangle planned street improvements from the Tigard Transportation System Plan (draft 2010)
llit -lii
lit-. - •
I
Figure 61. Office towers possibly up to 25 stories at the 1-5 interchange mark the entrance into the Tigard Triangle. Building heights will step down to residential areas.
IIFuture Form of the Corridor
Tigard Triangle
5.) Urban Design and
Environment: _ �- '� -�-
Creatin livable, economicallyvibrant, • r_ s`.
and desirable places is essential for I '•
,,
the future success of the Triangle. _ I • . • • � ,} T .
This project envisions a transformation =__ ~-- _ • .# _*'+ •
of the current disconnected style of Y' � . •- + , • 1 t,i . ` .• .-
development, into a desirable human- w +i • ro
scale community with the requisite _ • L " �` I + '•� _ '
economic, social, cultural, social, and _ _ - , Y -
4
environmental qualities. Accomplishing ' `` �_. µ + f r
this would transform the Pacific Hwy tl TM ' _ .~; z` •1.•
�
Corridor into agreatplace to shop, work, x � � � ,
eps�a rte: ...�
p, _ - a _ _ _ -_ .• • _ . . . .� '.x
do business, be entertained and even �---. ---- -- ---
"call home." - •,. - `'
''..i
; 4
i
Figure 62 Envisioned community center building along Pacific Highway. rix ti•*i .• . - •'; .. _ � + "` ,,; �,�' IA}
._ _: _ _ .. _ - L._: i
_41;1 •
T - ~ r r - -,--, • r—„- ,�' �- —' -- Figure 63. High amenity three story pedestrian scaled environment.
- •..-1 '_ is =� . d . .e.x Hw 217
r , - _.11al rl.' .--- �. f' p fix. /7 .
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r;: ,�: :; :'-; y. I 7 Figure 65. Pacific Highway in 50 years with Tigard Triangle interface with Pacific Hwy fully
••;:k; Pacific Hi•hwa developed
� ., p
Figure 64. ;�' a
Tigard Triangle
Fifty year transformation of nodes in Triangle
.--,_ . , . - * - ,� Pacific Hwy Existing Conditions Pacific Hwy Simulated 50+ Year Urbanization
•.:40111:::• . ..--. Illb '..- - 9-....27:7%
7 F.1 .- 4 I I 1 I I I°I 5 'cll.° ''12...'°\.1i1*..1. N ...--
'll .•-• _ • ~- --• Dartmouth Road and Pacific Hwy. 10-.25 FAR Future 3-4 FAR
•
' z `yam• -�- - a - -rt''
1.4
•
y
- . - .. .••--' I I \ 16' -. - - 4,00Net
" + ` 72nd Ave and Pacific Hwy. 10-.25 FAR Future 2-3 FAR
•
1.
I
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`
not
•
�- '� • _ S 41P-W- .Fer. ..-- :CONliplai...,.......
ti 69th Ave and Pacific Hwy. 10-.25 FAR Future 3-4 FAR
d� _ '
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AM
I • • ° .:'ti:.•:•. *1 •6•:1:%-i':I I - --
41 . • , - IP.;dv. it '-'---=---.ie .•
• r
* L- ,.
Figure 66.Aerial of existing conditions in the Tigard Triangle 1-5 Interchange and Pacific Hwy. 10-.25 FAR Future 6-8 FAR
M
IIFuture Form of the Corridor
Central Tigard/Viaduct
3. Redevelopment of Central/Viaduct Area
commercial development. Therefore, 2.) Enhance and Incorporate the
future redevelopment of the Downtown Green
VIADUCT/ and the Pacific Highway must consider A tenet of Tigard's Downtown Improvment
ways to reconnect Downtown Tigard to Plan is to "extend the green" of Fanno
.44
Cru the rest of the community. Creek throughout the Downtown area
through street tree plantings, green street
x% As with the Tigard Triangle, the features, and public spaces. Like Red
NN N development of High Capacity Transit, Rock Creek in the Tigard Triangle, Fanno
`%% - combined with other improvements Creek, with its wetlands and floodplain, . •"•-, o r c V
`� 7. ;'-• to the transportation system, will be is an important open space / natural r . ' �� r
' • essential to achieve this objective. The resource amenity. Tigard is fortunate inBridyean ,,n' I
` Boarduralk' -".
,i=, Central/Viaduct area will have bona fide that most of the Fanno Creek floodplain �,y �� —
. ♦ :_, '` Nevi Mind Use '-
'# transportation advantages: a hub for in the Downtown area is publicly owned, .x. • <>
. -r commuter rail, bus, and potentially High and plans have been prepared to restore ��
Os. L.,..,,,
r Capacity Transit, augmented by major it into a publicly accessible natural area # . .
state highways. park. (Fig 68.) y d< -\ /,2
`� * newQ
1.) Introduction The following are images of the The concept of"extending the green" • ' .
The Central Tigard/Viaduct portion of the Central/Viaduct area redeveloped over must go beyond Downtown's urban • , , • , '•
Creoliemsander" �''
study focused on the area between the time, encompassing 5 to 10 years; 10 to renewal boundaries to other areas within r 1 , ,�4.
25 years and 25 to 50 years. No specific the Central/Viaduct study area. Not only . • } 5 ;.. _
Highway 217/Pacific Hwy interchange, _ \/ _
land uses are assumed. Rather, the would there be obvious environmental *fr •
�
south to Watkins Avenue. The area - � � � � � � .
includes the 193 acre Tigard Downtown buildings are shown in concept only, and and recreational benefits, but a strong w ,6Q„ ,,,,� ' f• 1 Eru,nceFeaa,re
are intended to illustrate the development landscape and visual connection would . ""'S
Urban Renewal District. An important p p •
of a wide range of synergistic land uses. link Downtown to adjacent land uses. � '''
urban design principle emphasized by 9J F
this portion of the study, is that the future we+la�H 4• '. �''
•
of Downtown Tigard is directly associated As with the rest of the Pacific Hwy £n17MPrrmrntArra ..• .. . ''�' '' "
with the ability to fulfill the transportation Corridor, redevelopment of the area 6� •
�`
_ -4 `,4. ' Ptential
and mobility functions of Pacific Hwy (OR -
Yr'klLvmiMlf4pklonPura l�1 7 6
99W), while providing for the quality and _1.
).; y• + ar [
economic health of abutting land uses. , ' f fiL < .,, �, • Vrmmn
In essence, the goals of Town Centers `.-, :� f- • ~ k • • ' !nuance . , w6ridgr
_ *.#;. ' \\ l7'14491121•41 rraal • aawPonds
and Transportation Corridors must . i. *' `"
become aligned. _' i3 � `'r"�
.` T4 Fmi�n,aJI ,
This center/corridor mutual support is key t } 'Y. _ = _ t 1 '
to reverse the fate suffered by Downtown _ - _ f &" _ NT • '.` .. .n = : ."
Tigard when the Pacific Highway Viaduct - - - '� _ •
`��_• . „ F,
was constructed in 1940. The grade `� t"� .� New Bridy ' _ ° ' * Entrance
separated viaduct, and the widening -�' = "` `"_":rte - . ` -- H-w6cardwa1k "-",'
•of Pacific Hwy, isolated the downtown }•7'":•,. • .,x ' p�Y • " ,t "''�!�' •`' - Y -
r �e 1T } x it lill i__ z New _..{ • p
from surroundingneighborhoods. 41 xJ� . "l i�tl•i t� v - r-- -
This separation was compounded by 1110,111:14
-
construction of Oregon Highway 217
A • "yn
to freeway standards. The result was
decades of intense auto-oriented, strip Figure 67. New plaza in downtown in the 5-10 year time frame. (Fanno Creek Park&Plaza Figure 68. Restoration plans for the Fanno Creek drainage basin along the southwest edge of
Master Plan) downtown. (Fanno Creek Park&Plaza Master Plan)
Central Tigard/Viaduct
presents an opportunity to mitigate the the Southwest Portland metropolitan to downtown and the rest of Tigard.
water quality impacts of the existing region. Currently, Downtown Tigard has However, the viaduct is more than 60
' expanse of parking lots and roads a station for TriMet's Westside Express years old. It is reasonable to assume
J •- r =-, oma* • through construction of green street Service (WES) commuter rail, connecting that the structure will require replacement
8rra Maiorof'dalio-non infrastructure (Fig. 69), natural water it to Wilsonville, Tualatin, and Beaverton in the next 25 to 50 years. This would
_ o pessals4.pawn"pari""° . quality treatment areas, enhancement (where a transfer can be made to MAX present an opportunity to build a new
0 i .i r. . —,
o Parrnitgi WWI . ---- - - of natural waterways and wetlands, light rail.) TriMet also has a bus transit structure (Fig. 71) that would allow
°maman tree planting, and other landscape center facility within the Downtown. multiple direct, east to west connections
1••i .a,i, . ' `: enhancements. When the Southwest Corridor High to adjacent neighborhoods, allowing
4 ".z
i _ Capacity Transit project is completed, potential redevelopment to extend
t' •. _ • 3.) Transportation Downtown Tigard will be well situated to westward along the newly extended
I . • - _
4 The CentralNiaduct study area, like the be a sub-regional hub for bus, commuter streets.
rest of the Pacific Hwy Corridor, has rail, and possibly light rail service.
'& i significant transportation challenges Fanno Creek is an important open
and opportunities. It is reasonable Due to its high volume of traffic, its width, space and natural resource amenity, but
mixed use residential 14' 7' 1e I 7' 14' 'timid use residential to envision that Downtown Tigard will and the grade separated viaduct, Pacific it is also a significant barrier between
become a focus for transit services for Hwy poses a barrier to easy access Downtown and the rest of Tigard.
MT hour
Tigard's Transportation System Plans
Figure 69. Conceptual design of a "Green Street"in downtown, helping mitigate storm water (TSP) have long identified a street
flow, and creating a rich pedestrian environment. connection from Walnut Street to Ash
4.._:..-.,
Avenue via a bridge spanning Fanno
Creek. This proposal has been very
controversial and strongly opposed by
'. rb residential neighborhoods that could
* experience additional traffic. However,
te Fir_ -_�; __ — ,4 �50( 11; - additional connections to the surrounding
IIs. '[ _ _ �, community are crucial for the Central/
....LL--—:._r-.• ., ' }' 4 } '�` Viaduct area to prosper.
— '41.44% ,4 It is important to have a long term
t,
•
-. , 3 y
perspective when considering concepts
,° r•.�. •4 (\
like a Walnut Street to Ash Avenue street
i ,..-10W .•7'7‘., 4 C F. connection. Even though it has been
I
-tillralliN. -- _ ..:..., .. :
• �_ ot PlIt w identified within the Tigard TSP for at
► 0. least 20 years, no funding has been
- • 6t. committed to advance it beyond the
• "' ;1 o concept stage. A project of this scope
---–::: .. 1".
`' • : . would require regional level funding and
' _ 1it will likely be decades before land use
+ to values and development intensities would
* be at the level to justify the investment.
/ litri(j A Like elsewhere in the Corridor, the
Central/Viaduct section has an
underdeveloped local street network,
Figure 70. Drainage basin restoration with green connections to Fanno Creek to frame future Figure 71. Future replacement of the Pacific Hwy viaduct would create redevelopment with insufficient pedestrian and bicycle
urban development with green borders. opportunities to extend westward along newly extended streets
El
IIFuture Form of the Corridor
Central Tigard/Viaduct
facilities. As the area redevelops, a the mid 1950's onward, stunted the
vibrant and safe pedestrian-oriented development of the Tigard Downtown.
environment is essential for economic A traditional local street grid, necessary
success. Eventually, not only will for continuous street to commercial
pedestrians and bicyclists enjoy safe and development, did not develop. From a .J DRAFT '= .
pleasant access to Downtown, they will transportation perspective, Downtown , ;l
,....k...4,3*.R. . r:have similar access to the rest of the City Tigard must develop a multi-modal ' . d-� °� ty tt� 7 •
as well. circulation system to be successful. I .'''ate"':.""' 'LE" } - 1
\ti
In this instance, the walking and P16 ��y' Figure 5-15
°Pill' r....°°°.
' \".. .70-.....-- .
♦ 9 Downtown
biking travel modes present a more , ,�, ♦ Planned
immediate opportunity for downtown �P \ ♦♦ VI Improvemens
'�P \ ��S Plavi n6A e ' I
connectivity than might be possible with o� >, • co 0 *,
�� COI 41//i — `�
the automobile. A primary reason is that ® _ a;�„
the Fanno Creek Trail is identified by �'�rR �� ■ - :"'- 4. 'LL _
WOODARD PARK ,''9/ ®- ■ t""'^ +
the Tigard and Regional Transportation ��� .76,� ; H ro °, % / /\k
System Plans as a regional facility, -i �.MZ ,f 86. ib' mm„ncr P°� ,y� f
•
■ .mak
extending far beyond Tigard city limits. *-.1 CD rc ■ = ,
86.. , • ! , .•a k - { * : {+'_ �1'•
rilir*,:
pv ul ee"
The Portland and Western Railroad is �`�<tiG?,s �P\\-4 So //04,zik a, a 9 •
another major transportation feature T P� oG •• *, / FRST .. .w. 1.
in the area. In the late 19th and early 0 ��� I „ u; h�
ti 0 . 'IN
20th century, railroad stations with 66, •�. �s), a* �\ o M7°,m°° ..••\ ,••Y \\// - ) *
local street connections were the 99W '••. Z, ..•• RFs ® we-°Cirye °� • {
economic centers of rural communities. I °o ''s ` .
However, suburbanization, based ��� ® ���Tsm �� ��, r k \N---( ..
V FANNO CR PARK t9
on easy auto access to urban jobs, o,�. ��� i
undercut the economic importance of Q- la 3. - •��`.
rail transportation and contributed to -= ,�
the decline of many small community •
Figure 72. Planned Downtown improvements from the Tigard Transportation System Plan . - , 7 i.
� N.
•
downtowns. For Tigard, the result was (Draft 2010)
rapid commercial development of Pacific
Highway. The Portland and Western 0.,,F. } ,
,...„
rail line poses both an opportunity and r v. ", n
an obstacle. The railroad provides for '=^ _ .
commuter rail service as well as freight -
xft . -- '
fi
•
transit, but also divides the Central/ + +. LECEp,� F
Viaduct area, further limiting connectivity. ° . — NEIN• 0t - '1
.. P
Future redevelopment of the area will _ f f i_:, - F ,
require greater vehicular and pedestrian ' " A't. 7,� — Eni1ng6xp .rapid, on cI4n / -66_%_, r
. .
".. --.10•7,. w �dia. ' -I i w f_41'•'+' Nuc svmP rra p�polunamro-]an -
connections, both on a reconstructed ---N,--� 7 i '_ "- f .. A,...-i.
1. "{.. _—, -MelPogoo•Hrrrn7
Pacific Highway, and in the Downtown. '�` i'� 1. _ 16>" 4�
r} �� Pn,.wt Myelranl p�GW�w;mmn]m
. _ f 1� ' — ' ° 3� ,d r AnDiferl dEE61XFriE SNS •
Y.F• ,{ _ - r ..: - -- il - - Er-M-9 WY+atrow amlu�a-L7
•
el
The ascendency of strip commercial - -- Y- __ Y __ I
development on Pacific Highway, from �' "�"- w _ - --- - _
+ - ,- Figure 74. Proposed Downtown street connectivity and circulation plan. Improved physical
Figure 73. Envisioned Walnut street HCT station. connections will help the downtown area develop economically.
Central Tigard/Viaduct
4.) Land Use The Downtown Tigard area will likely
This section of the Pacific Highway not emerge as a major retail destination
Corridor developed earlier than other within the 50 year time horizon of this
areas of the corridor. A cluster of study. Other retail areas, such as
commercial services sprung up around Washington Square and Bridgeport
the railroad station off Main Street in the Village have superior locations and
ll ,. • ' ' 5 early 1900's. Consequently, the area is accessibility. Future redevelopment will
91 , ~ 1r more parcelized than elsewhere in the likely be lead by residential development
f 1' - " ` Hall Blvd. corridor. These smaller parcels can attracted to the transportation
* ','1; - • \ present a challenge to develop large advantages of High Capacity Transit.
4 , t, ,,,,,,.. •'.s. ,d - scale projects, as lot consolidation is Employment uses in search of close by
;�j *• k. `,'YrA '. often difficult. In this kind of situation, or highly mobile workers and commercial
'N I -'. '• I " generational change, and/or government development focused on providing
�,. :T.i _t ;�4 1.. 4 1 _ •-• r - 411/0 , incentives through urban renewal, non-durable goods, entertainment and
' �, • 'srt �, S\
is necessary. With the exception of services will follow. Within Downtown
5Ilk the major intersections such as Hall Tigard it is reasonable to envision that
�. ,4 'x :, j Boulevard and Pacific Hwy, it is probable future small and midsized business
x ' � $ 4 �. ;. ' !I ' . that future development in this part of the employment, professional services,
`' ! = 'E� corridor will be smaller in scale than in restaurants, pubs, and entertainment and
• ' • f.+ .; .% ; . i.'' • , 'igti R+ . the Tigard Triangle area. cultural venues could make the area a
t '' �' w R , -,...!•••• ,, ';1 i Figure 76. Three potential HCT nodes in the destination for the wider community.
#.- •,0•.".. 'A.-N.:. � -;0. .,n . . � i r CentraWiaduct Section. _ A+ k
w .. ' The area will remain the civic center of
Y(, " / ld , ....----1 :r' :' • Tigard, where city government offices
�* % J{f4 5rryy are located. As the current government
c ! , �� _ 'f :x Ir I facilities age and space needs grow,
----d , �� '� '` ` f. � � . . . government services will be housed in
/ •. "`� SlY } % }t }' a new, space efficient, multi-story buildings.
i 4 kilo
' Land-intensive public works facilities will
e. j. .'N, 1 ''',. ,\ . • -:.\.• , -..0A,:, I " ir ;_ ; -. �; ; + be relocated elsewhere in the community
% i '`61144 41. � i to make room for general government
c �e. , • 4. y+ t, � y . _ services needed to serve a much larger
f °" {r `''+ population.
•69 ir,ii. B- �t �
r f �� i FM , ki x ■ '0k :f.-:, Y*'' 9Y.�E I rIIS' 'I:
!fi 77 .. jy
.{ �is��l139
, SIM '. ,. : r..,.�-: ; , " ' 'IAnother important opportunity for
--' .,--• • • tv ��' "�,�• J the Central/Viaduct section is the
Naar*
x F • �` ,°;r,"i ••� ..--!-71 development potential of the broad swath
., c . T y • - �. w '"e ! ! `7".1-' ' [ of employment lands to the east. Many
'' - � - .• `� I *' ralt of these properties are occupied by
wh , ' " x I _ _ ..4, .i .7' low density employment uses such as
ro+,+ ,REUP@AHFOP�1205& -. - k +� � • ¢ warehousing, building supply, and auto-
U,r,.#T4 IDEc„,,�,,,,,,,a„hw_,,,, dt • oriented uses that may redevelop into
"'""`-'°°` s �,• more land intensive knowledge based
- enterprises once reliable High Capacity
Figure 77. In the 20-50 year time frame, the Hall Boulevard/Pacific Hwy intersection can Transit is provided.
Figure 75. 50 year vision for downtown development. be developed into a dense, mixed-use commercial area that capitalizes on its highly visible
location.
D
IIFuture Form of the Corridor
Central Tigard/Viaduct
5.) Urban Design and A more complete street system that graduallybecome more feasible as land - - _ - i . '...- ...,„24104.,_ -_ .
9 p Y �� :' F �' - -} _ - -
Environment provides high levels of connectivity to values rise. These will be well designed -- -� Tiiiir - * - t-- __ - s'=-- —
As in other parts of the Pacific Highway all parts of the Central/Viaduct area is buildings that will incorporate multiple �- - } • Downtown . ':.� Ilf= i -A-:•-•:'r-..-
Corridor,
" ._ •
Corridor, the existing auto-dominant needed. Where possible, the existing uses (retail, offices, etc.) in addition to _: -
transportation system has been a major local commercial streets should be parking. An important factor that will " ' - } ' ;' _ �.;, 'i` -
determinant of the current urban form of connected to develop a semblance of affect the design and scale of future - _ Is.. • .. .: '..:44. -; Air 1=' • 1-..--411 :
the area. Over time, a concerted effort an urban street system. In addition, parking areas is that automobiles that run '_ ;
Central Tigard/Viaduct
Fifty year transformation of nodes in Central/Viaduct
--_;, -__ = �-_{ Pacific Hwy Existing Conditions Pacific Hwy Simulated 50+ Year Urbanization
>- - - - _
- . Tom' '.moi 7 - - _ .--.'
�' -
•
.. _ ` lac'•' ,�, .. • _, _ - ,� - t. .A+- �' � � r
- . . Al - .ii .0 ....,:?. 00, . • \el 1/4,40.1-_,.. .- :. lamia?..S.01-\-" / •
• _„...., liN= - - . .........7( . --::0A7--ii-' . 1 •
..."W4V.fti" ril.77
•- . South of Viaduct-Pacific Hwy and Walnut St. .10-.25 FAR 2-3 FAR
• Ya• G- T2r _
-It ... . :: . - ... :...?..°14tejl" Zenplir-r::•-•.
- 9, Pi°-
_ . , , . _ ,
• _... . .. - -- ,..:. .. ,
. r, l; • gvii .-.. : r ...„,... .„...?„.._. ._
__
. .. .. ;.... ...
..,__....y .
, . ,
Air „or: ....... .,... 7., , _._,— ,
...... /_____ : .._.., „......, /,,,,
,..... . ...1 „
• . . .4 . 1"
itililli.i .r:,.._ 411. Nikil!.1.111111r--- 11t-',;. - . -. .
lik N'., 44 .1°1:49I ,1.1 v- - .. . 44111,44 , ,
�•li
cci , Downtown Tigard Development east of viaduct .10-.25 FAR 3-4 FAR
f x
}
4 r
- .....---•..",... ...40ii.ti.i.,.id. ' --_ ,..
r' _
.
• 44.W PPP's- %,.. ...-
, -,,,,
•
-
Figure 80. Aerial of existing conditions in the Central/Viaduct area. Hall Blvd/Pacific Highway .10-.25 FAR 3-4 FAR
30
IIFuture Form of the Corridor
Central Tigard/Viaduct
4. Redevelopment of South Tigard
access to high capacity transit for the future options are to have over capacity,
projected future residents of several congested roads, or to invest millions of
_. thousand housing units that will ultimately dollars to create much larger multi-lane
_� .. J7 be built in Metro designated urban facilities that have significant livability
reserves and concept plan areas. impacts on adjacent neighborhoods and
=. •• (Fig. 83) are counterproductive to reducing daily
I. vehicle miles traveled and green house
2.) Transportation gas emissions.
• Walnut Street
As with the previous two study areas,
UTh Pacific Highway and a local street pattern South Tigard seems to be even more
.} '• Ttc dAR eveloped to accommodate inward auto dependent than other parts of AVIV 416*
. :- oriented housing sub-divisions. Which Pacific Highway because of the following 4 • "`o or*
• N.
has dictated the urban form of this area. factors: 21 )�.a i
rksrai
dr
Poor connectivity in the street system 1) Steep topography prevented Watkins Ave Node '�'•
:; often necessitates a short distance development of a connected local 1 �.
trip to be made on Pacific Highway. street system and appropriately spaced - ���
These short trips degrade the through- intersections on Pacific Highway; !- sl� 1ff.1.) Introduction capacity of the Highway, contributing to 2) Subdivisions and medium density _ 4( ; ,
/./
The South Tigard portion of the Pacific congestion. Within the study area there housing developed in the 1980's
(5 '
Highway Corridor, from Watkins Avenue is also inadequate street connections through 2000, for the most part, were * ,
to Durham Road, is a different urban east to west; from Interstate 5 to Pacific not designed to provide connectivity to
landscape than the other two study Highway. At present, two collector/ surrounding street systems; `i
, ■
areas. Residential areas are in much arterial streets provide these connections, 3) Walking and biking are not viableti� 1�
closer proximity to the highway. The McDonald / Gaarde and Durham Road. transportation modes due to the lack * ��
area also has steeper topography that It is projected that in the near future, of appropriate facilities and street Canterbury Node
has mostly constrained commercial traffic growth will overwhelm the capacity connectivity; and .
development to a narrow band along of both streets. This presents a dilemma 4) South Tigard is currently underserved . a
the highway. The exception to this to Tigard. Without viable alternatives, the by bus transit. • i
topographical constraint is two major
Ali
supermarket anchored shopping centers ' •
Tr
at the far southern end of the study area
that utilize considerable land. These , ey.. -.! :1St% _
supermarkets were once located in the „ ..
ET-
Central/Viaduct section, but moved here r • . r
• .0 ,,;. ,,, ,ei..4 ,
to much larger sites. I • ••i ;; ari
The South portion of Tigard is also 1 ` # Iii - ` ` 1
D--
constrained by the community of King • ;. ,Ir "
City at its southern border. King City + `. . *-'Y . . (2 ,
was incorporated in 1966 as a retirement f { '•' "+"" 'S`" � �+ i
p , ' fes IIIA
community and is primarily residential •
with residents having a median age of i li
76. The unique characteristics of this .
community need to be considered when Q 'D am Ro /King City Node
planning for future station areas. Future
South Tigard Station areas will provide Figure 81. Protected sidewalks and a planted median transform Pacific Highway into an urban Figure 82. Three potential nodes in the South Tigard area. The circles indicate a 1/4 mile
boulevard just near the McDonald/Gaard Street intersection. radius, about a 5 minute walk to a transit station.
South Tigard
, Improvements to all transportation modes 3.) Economics and Market numbers of new customers; and
will be required to foster redevelopment Three potential station areas, Watkins 4)The Portland Metropolitan Urban
1_._ in the South Tigard area. It is expected Avenue, the Canterbury Square area, Growth Boundary prevents future
Washington that future high capacity transit will and Durham Road/King City have urban commercial development along
Square be accompanied by higher density been identified in the South Tigard Pacific Highway until one reaches
6B urban . residential development, leveraging the area. (Fig. 80) Each has its own Sherwood approximately 5 miles away.
Murray need for more commercial development unique characteristics. For example, Sherwood is a separate market area
Scholls that provides goods and services. the intensity and average age of and is adequately supplied with grocery
Tigard Associated with a growing population development decreases moving south anchored shopping centers.
..---' ® there will be demand for improved transit along the highway. The area has Tigard's
service as well as enhanced walking and two largest supermarkets. These two Another factor will contribute to South
®i biking facilities. Improvements to Pacific centers are the primary non-durable (food Tigard's economic vitality over the long-
99w Highway itself will also be important, and personal service oriented) markets term. In the next 15 to 30 years there will
especially traffic management measures; in the south Tigard area. It is likely that likely be substantial urban development
6C intersection capacity improvements; safe they will remain so for the foreseeable on lands that were recently brought into
urban pedestrian and bicycle infrastructure; and future because: the Portland Metropolitan Urban Growth
King aesthetics such as tree planting, surface 1) Population and market area Boundary and designated for urban
.o City water management facilities, and other economics are stable with significant reserves. (Fig. 83) The City of Tigard
Rural reserve areas ,� Counrybountlariea
°r °r°,.rv°ary°° Urban 6D urban forms of landscaping. growth potential over the next few expects these lands to be urbanized
tlar.a, rba,r, bb tlar,e. decades; within its City limits. Once the market
Re,ervestudy area �Mi,e= CI Development of compact urban nodes 2) Corporate investment in the two provides the impetus for new residential
Figure 83. Designated Urban Reserves, Rural Reserves, and Undesignated land in the vicinity along Pacific Highway will provide shopping centers has been substantial development, 4,000 - 6,000 new homes
of Tigard(2/18/2010). opportunities to improve street and and the shopping centers have many are forecasted to be built on these lands.
pedestrian connectivity throughout years of retail life left; There will be substantial costs for the
the area. Greater use of alternative 3)There is adequate room for expansion full range of infrastructure, including
q p 9
•
f•-- ./.- .. .- transportation modes, made possible by provided market conditions allow roads that will be needed to support this
; k 4 0, improved street connectivity, may reduce structured parking and future high- development. However, it is expected
i ms. +
Li
— T .4
the need to build ever larger streets to capacity transit brings with it substantial that nearby high-capacity transit,
• �` + . ; ,,€' '- ffe/ - -• 'r..: - accommodate automobile traffic. supported by bus and commuter rail links
'•-•,:..._. • -w... will assist in meeting this need.
. ,.. !;,; ,{ _ L „t .. - _ . -- -- . : Future transit will lead to the eventual
•
•
. • �e,w. ,•-;.;14.41_ -, , P. y ''"N. ii , 4rori % ,: '. .■f redevelopment of small shopping
_- # X{}h'�„ , - -" y , .;, :ti . r „a :w + ;:: centers in the South Tigard area, to more
ig �lin. 1 'J' intense and economicallyviable uses.
.:.. *� w,� � a i ..fFir . ' For example, population growth in the
, • lir � . T - ,-- �' • '.. _ ` southwest Portland metropolitan region
i _. �, ^' ��. ';..' _ • •..mm will require easily accessible professional
•`+ -r ' h a :...
R �iservices, such as healthcare.
. or , .1. 1 Furthermore, a growing population will
I �" _ � A... .. ., •. I . - 1. require additional public schools. In
_ � .� • r„m, ,... the next several years, as travel costs
�7 LLs increase, more emphasis will be placed
___ ,_ _ T I - / e on providing schools, health care, social
1 Figure 85. Well marked bicycle lanes and Figure 86.A new development can connect services etc., in closer proximity to the
Figure 84. Envisioned medium density residential development wide sidewalks create a safe and inviting to surrounding neighborhoods with vehicular population to be served. It may be that
environment for these forms of transportation. access.
IIFuture Form of the Corridor
South Tigard
some existing shopping and big-box retail areas. Six- to eight- story buildings will
will transition to these types of uses. be allowed. It is also expected that some A /
public and institutional uses, such as IP.11 yo' -
Detached homes with accessory
4.) Land Use medical centers, care facilities, municipal , • P,f'':r.0' • • dwelling units can significantly
: • `- . :-I� help to achieve a target density,
Future urban land uses in the South buildings, and schools, will locate in this / L.► 'F balancing higher densities along
Tigard portion of the corridor will be area and other parts of the corridor. ,; , i. - Hwy 99W. Without significantly
concentrated within the three identified }4 411 Alto' t" �; . altering the large stock of
nodes. Development within these areas As existing medium density multifamily �� ':t__ T �� detached single family structures
of the corridor will be mostly medium development in the corridor ages, it - on hand, the target density
density residential (20-30 units per can be redeveloped into higher density " -."" . - achieved would be supportive of
acre), with nodes of higher intensity developments of up to 30 units an acre. . 6; .Tr / f if r HCT.
mixed-use located around station areas. In the station areas, even higher density ti i' '- •++r+ -'
The mixed-use areas will provide for residential (up to 50 units an acre, with �� "" �* • "''
/f *1 f ���1 ���+ .ti
shopping, ��.,t i � ',�
pp' g, entertainment, and personal structured parking) will ultimately be { c .1 i
i is �ur� x
services needs.Also South Tigard will feasible. - . # # 3 ,,il i' - • -
continue to be the center of non-durable . �'' "� 1_ Retail And Medium Density
goods shopping for the large expanse of Future land-use must also include publicvi. •-: Mixed-Use
residential development in the area. parks and open spaces. Currently the �, ,# - � ;
r _--. S
South Tigard area has retained more of a ,
Employment land uses, such as sense of natural features than other parts ° -
technolo MAIN , f
professional services, gy, of the corridor. This character needs to Backage Road
finance, etc., will be promoted within be enhanced. Future livability will depend CORRIDOR - +.'
the corridor, especially within the station on providing residents and workers BEYOND _
{{
/ .? — Retail, Ofiice, and High Density
Mixed-Use
. OP' r 1 —
v r t Nfr
.`'-_. + Figure 88. Envisioned compact urban development
4 riO4 i I ti }fes y . e1
I
I . r-Ai .'1,,/ .iii- .../' 10 • - IC ,_L9•4/4,t.0P- ,c-ak, ___Tiono..-4- - r-,,, ...........-WiliiprA.
4
op fi i • ,Tc- r .• 4,‘..r_ •
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...
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illf
inerni .i.
ell u .j 66"1 . 41,. 4% eer7.- 11%0 11011 "-- 0-±- . . .A., 14.:' .
it __•. .....INIT I-:' i 1...'•%=61 .- ''' "11'4°11.-: .11 - I- I If 1 '—'Ali ca e .I° N.,4_....er'..-- ---:-. ...•
.' ry - . fitamiko I . ._
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-1111111111111,11111.111 ;*7: - ----'----::: :5 .....41 111111 .- 10 ILF"I'r•...a i 46,..,
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Figure 87. Green space in an envisioned mixed-use development Figure 89.A fully built out development at Canterbury Square. The larger buildings line Figure 90. Mixed-use residential building with
Pacific Highway, with building height stepping down as it gets closer to the single family home landscaping, creating a quality pedestrian
neighborhoods. realm.
South Tigard
• "'" r, - _ f access to parks, open spaces, trails, and
, Tliki.,-,• }} f
similar amenities.
IL
Illik
' t - --r--- ,-- r _ 5.) Urban Form
' .•-r.� - .�;"�., .I ,.. 71 x'F• it. - ,....Tig% „r _ Imo, , . • ' : ' It, i ik • w t� �` - � _ _ The envisioned development pattern in
' •w - -- / South Tigard is a broad range of high and
.t , .: ,, - ' t _- • om • _ .r. _. medium density residential, employment,
: - � ---1-..-2:.-e- � - <y. ' � commercial, ersonal services,
•
•
- - • _ . . ; _ .-_ entertainment, and institutional land uses.
oi
_ -�f;' #4 +���/►I��1■� _ Outside of the station areas, buildings
will be of lower scale, likely up to three
Durham Rd' -~~ 1"
• - ++ " Y- �` "- or four stories. Accessible open s aces
Figure 91. Envisioned medium density station community as Durham Rd. and Pacific Highway_ _ - �,.:. -,,,r-..........,....-.;---•. •:•••. :. � 1,,"1-`,•••• . • •
p
creates an identifiable `gateway'at the south end of Tigard. - t 4•F: - ." ALL. =• : `' - and parks will be provided for future
_.----1. - _ _„=_---...,.,....,. - - �=' _* ' ,: ,7-r._-13.,,,,, ._. k_ ;; _ residents and workers. A guiding design
+ :-.AV - , ‘ i,, -- . ,w,: r -� :- ' ' ''•,' z,,;.--. 75,:*:- '" • _ k.' principle will be for local and regional trail
`` + f, +` _' '`. ' fallaTil systems, parks, and public open saces
IA _ • _ be within reasonable walking distances
_ ;•y , �:" r-4.` -1r r4: �r �tl'.f ; for all residents. The aesthetics of Pacific
-' _ _! r" .�ys'"• :7_' ;4, ''''j2 -- .=•1 -- Highway will be improved significantly
_ __ �- .r, a `' - and will be similar to a well landscaped
- • s f I' .' ?. a r, '7 ,T ' i
- E _ �..y - - r. _ .N- _� _ P.111.0;71.. = = _� boulevard.
-- },LS. �� al.S. _` .7.;;.-/.C';'' :*•,kik• `rte,-• ;,.14E4.7
-.' . + ,'
It
•
_ - ` ' - ric_ •.1. 'x '4 'Y•c._-1:.2':4'"7-
.T. . r l� -•J : t_ * The station areas will provide direct' •z.sa '' �� 3Iry _ s _ access to high-capacitytransit and
•%i... '` r ,, 1• M` +'_ r +: it . ‘ + • y connecting bus service for residents and
•{ „ ': _�_r _ t - :1= _ ,, . ,; workers, both from within the corridor,
• . '_ . '' -• - ‘- dillk • '` - " and also from the broader Tigard area,
r:'+lT .""` -ter,. , �}, r' } _' t :3 :. F 'i
f -::•-t. - '7.: ,, - •�, : -' • .. F,.. a ' • • ••...
, .14,'x... u u'r,' ' King City and beyond. Station areas
S.' q .s -5:r l r' -1� ? , .',_ z ° + ' p , 74 , � • .r..,-.-ry
'.� l ^" "� �''# i'laE+fikJx Vit. w . . -
.,;, i•- '.'►1;' •• �, t will be designed to accommodate
r. :4 _;} • ,_ -�,5;r.'''S.•;"
- t• : 4}. ¢+�� _ 1' =. _ + { '' the influx of these transit users and
•
_ ' y { rte:. ,,i, .... .....:....3, I Ir' •• '...: •
- : • - ,, .-:--r•P" ' # ;- ' 3J • - � '"" their automobiles. Therefore parking
.Y• ec?4'- - - - �4 '; '# � - - _�%— �';r ' • fwd, • '
,� - Y k . .' : ! : ' � s1
'+ai structures will eventually be needed and
`'".z .` }$••• .r_ • 1 • ;`• '' •h : ',: ._ - • . ,+_ • :..* must be designed to be compatible with
_- w !Si.",: •• • _ • '*• `--- :'' •*a , _.'tom.....,,.3, '- .J `} • ' '- '; "' • . ' � � 4 `:rz' the mixed-use residential/employment
` _ F ' '1.-e` *..'t;. Y'" • - r�:" ;� �* • x� ' 'hlf {' architecture of station areas, particularly
',•:,,.' ,,.., % { 4r ', L ' . k__, _ _- • if the terminus of the HCT line is in this
• . . • � , - h .ti F� - - =. area.
7._ - , - . TTat ins Ave. :r N.� +
lit
• .x • • ;- ;
, f `{y iT N, Y . /
4 •
, ;Pad is Hi.hwa Figure 92. Envisioned 50 year development in South Tigard. Increased scale of development is balanced with natural systems with more
intense development scaling down to single family residential areas.
131
..
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nt., 1,1
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Figure 93. Fifty year simulation of a fully built out Tigard Triangle.
•
en ix
A .110.-
.
i
Zt ' v2
�.- 1. .11'
Comprehensive Plan
NA--; -\_,_ r '0014141 ....----
}
_,
. , J {
.i * '-// 4i �.
� � �,� `�r J aw= 4 B Building Typology
, .Iii.. .r
' 0.,-) / d" 7 -7 ,
411k AR, ____....iiiis 0....
-` _ 3, ' 1� "4101Ki:- S - III
Urban Patterns
iiik,
,'IP 6r) ‘" .' 4 411AVA , , f .-_,--------r."----411 et Ar I;
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/A.‘44114.1...- 'al. ''' f
z ; / i
�r! /. r ��li err /F- ��
-
Figure 94. Small streets, active ground floor uses and street trees, create an inviting pedestrian environment.
AAppendix
Comprehensive Plan
Tigard Comprehensive Plan - Supporting Policies and Action Measures
Land Use Planning Economic Development intense housing and employment uses to Recommended Action Measures
be located in close proximity to transit
Policies Policies and other urban uses. 10.1.iv.Allow opportunities for
accessory dwelling units in regional
2.1.5. The City shall promote intense 9.1.5. The City shall promote well- 9.3.v. Investigate ways to improve the centers, town centers, and corridors per
urban level development in Metro- designed and efficient development appearance and function of Hwy 99W Metro requirements.
designated Centers and Corridors, and and redevelopment of vacant and and other transportation corridors.
employment and industrial areas. underutilized industrial and commercial 10.1.v. Increase opportunities for higher
lands. 9.3.vi. Develop high quality work force density mixed use development in the
housing to increase the opportunity for Downtown Urban Renewal District,
2.1.6. The City shall promote the 9.1.6. The City shall promote actions employees who work in Tigard to also live Washington Square Regional Center,
development and maintenance of a range that result in greater, more efficient, in the community. Tigard Triangle, and designated Corridors
of land use types which are of sufficient utilization of its Metro-designated to enable residential uses to be located in
economic value to fund needed services Employment and close proximity to retail, employment, and
and advance the community's social and Industrial Areas. Housing public facilities, such as transit and parks.
fiscal stability.
9.1.10. The City shall strongly support, Policies 10.1.vi. Provide incentives to
as essential to the region's economic encourage the development of a range
2.1.7. The City's regulatory land use future, the development of efficient of housing choices at transit-supportive
maps and development code shall regional multi-modal transportation 10.1.5. The City shall provide for high densities near existing and planned
and medium density housing in the
implement the Comprehensive Plan by systems throughout the Portland transit routes, and/or in proximity to major
providing for needed urban land uses Metropolitan area. areas such as town centers (Downtown), activity centers such as employment,
regional centers (Washington Square),
including: commercial areas, schools, and
and along transit corridors where
A. Residential; 9.3.1. The City shall focus a significant recreation areas.
B. Commercial and office employment portion of future employment growth employment opportunities, commercial
including business parks; and high-density housing development services, transit, and other public 10.1.xii. Increase Tigard's diversity
C. Mixed use; in its Metro-designated Town Center services necessary to support higher of housing types through financial
D. Industrial; (Downtown); Regional Center population densities are either present or incentives and regulatory tools such
E. Overlaydistricts where natural planned for in the future.
(Washington Square); High Capacity as density transfer and planned
resource protections or special Transit Corridor (Hwy 99W); and the development standards; transit, and
planning and regulatory tools are Tigard Triangle. 10.2.2. The City shall seek to provide vertical oriented housing tax credits;
warranted; and multi-modal transportation access from voluntary inclusionary zoning, etc.
residential neighborhoods to transit
F. Public services. 9.3.2. The City shall adopt land use stops, commercial services, employment,
regulations and standards to ensure and other activity centers.
a well designed and attractive urban Transportation
Environmental Quality environment that supports/protects public 10.2.5. The City shall encourage
and private sector investments. Policies
housing that supports sustainable
Policies
development 12.1.1. Plan, design, and construct
Recommended Action Measures patterns by promoting the efficient use of g
6.1.3. The City shall promote land use transportation facilities in a manner which
patterns which reduce dependency on land, conservation of natural resources, enhances the livability of Tigard by:
9.1.xii. Increase opportunities for higher easy access to public transit and other
the automobile, are compatible with A. Proper location and design of
density housing and employment efficient modes of transportation, easy
existing neighborhoods, and increase transportation facilities.
development in the Downtown Urban access to services and parks, resource
opportunities for walking, biking, and/or Renewal District, Washington Square efficient design and construction, and the B. Encouraging pedestrian accessibility
public transit. Regional Center, Tigard Triangle, and by providing safe, secure and
g g 9 use of renewable energy resources. desirable pedestrian routes.
designated Corridors to enable more
Comprehensive Plan
C. Addressing issues of excessive out-of-direction travel and provide A. Meets the needs of both the current Energy Conservation
speeding and through traffic on connectivity to activity centers and and projected, for the Tigard
local residential streets through a destinations with a priority for bicycle community; Policies
neighborhood traffic program. The and pedestrian connections. B.Addresses the special needs of a
program should address corrective G. Tigard will participate in vehicle transit dependent population; 13.1.1. The City shall promote the
measures for existing problems and trip reduction strategies developed C. Reduces pollution and traffic; and reduction of energy consumption
assure that development incorporates regionally targeted to achieve non- D. Reduces energy consumption. associated with vehicle miles traveled
traffic calming. single occupant vehicle levels through:
outlined in table 1.3 of the regional 12.3.2. The City shall encourage the A. Land use patterns that reduce
12.1.2. Provide a balanced transportation plan. expansion and use of public transit by: dependency on the automobile;
transportation system, incorporating all H. Tigard will support the development of A. Locating land intensive uses in close B. Public transit that is reliable,
modes of transportation (including motor a commuter rail system as part of the proximity to transit ways; connected, and efficient; and
vehicle, bicycle, pedestrian, transit and regional transit network. B. Incorporating provisions into the C. Bicycle and pedestrian infrastructure
other modes) by: community development code which that is safe and well connected.
A. The development of and 12.1.5. Develop transportation facilities require development proposals to
implementation of public street which are accessible to all members provide transit facilities; and
standards that recognize the multi- of the community and minimize out of C. Supporting efforts by TriMet and other
purpose nature of the street right- direction travel by: groups to provide for the needs of the
of-way for utility, pedestrian, bicycle, A. The design and construction of transportation disadvantaged.
transit, truck and auto use. transportation facilities to meet the
B. Coordination with TriMet, and/or any requirements of the Americans with Recommended Action Measures
other transit providers serving Tigard, Disabilities Act.
to improve transit service to Tigard. B. The development of neighborhood 12.3.i. The City shall request TriMet to
Fixed route transit will primarily use and local connections to provide extend service to areas within the city
arterial and collector streets in Tigard. adequate circulation in and out of the that do not currently have service.
Development adjacent to transit neighborhoods.
routes will provide direct pedestrian C. Work with Washington county and 12.3.iii. The City shall propose land
accessibility. ODOT to develop an efficient arterial use densities, within the comprehensive
C. Construction of bicycle lanes on all grid system that provides access plan, along transit oriented corridors that
arterials and collectors within Tigard within the City, and serves through support public transportation service.
consistent with the bicycle master City traffic.
plan, with the exception of collectors 12.3.iv. The City shall work with
within the downtown urban renewal 12.1.7. Implement the transportation TriMet and other transit providers to
district. All schools, parks, public system plan (tsp) in a coordinated encourage transit service for the transit
facilities, and retail areas shall strive manner by coordinating and cooperating dependent population e.g., the poor and
to have direct access to a bikeway. with adjacent agencies (including handicapped.
D. Construction of sidewalks on all Washington county, Beaverton, Tualatin,
streets within Tigard.All schools, Lake Oswego, city of Portland, TriMet, 12.3.v. The City shall encourage its
parks, public facilities, and retail areas Metro and ODOT)when necessary to citizens to use mass transit systems,
shall strive to have direct access to a develop transportation projects which where possible, to make greater
sidewalk. benefit the region as a whole in addition effectiveness of the transit system while
E. Development of bicycle and pedestrian to the City of Tigard. reducing automobile usage.
plans which link to recreational trails.
F. Design local streets to encourage 12.3.1. The City shall coordinate with
a reduction in trip length by TriMet to provide for a public transit
providing connectivity and limiting system within the planning area which:
D
BAppendix
Building Typologies
Building Typologies
There are various different types of • Live-Work Housing
buildings that serve the many functions This type of housing needs to have • Educational
that we need to get through our daily zoning with it that allows for personal Educational building types are most
lives. Currently most of the buildings that business to be run out of the dwelling easily described as schools of all
line Pacific Hwy fall under the category of unit. They are designed to have levels from pre-school to college.
commercial buildings and are generally flexible space that could be used as They can also be a cross between
low-rise. In order to form a corridor that an office, workshop, or a living room. institutional and cultural building
offers a variety of functions to create a types. OMSI (Oregon Museum of
community that allows one to live, work, • Row Housing Science and Industry) is a great
and play there needs to be a rich variety This housing type offers residents example of a building that fits in many
of building types that serve these basic private entrances and often their own building categories
needs. yard. The houses usually address
the street and accommodate cars. • Institutional
We have developed a list of building Houses are side by side making it a These are buildings that are often
types that create such a variety of good way to achieve medium density. larger and may comprise of many
building forms and contribute to fulfill buildings on a campus. Examples
needs and functions of the current and • Mixed-use residential are higher education/colleges, and
future residents of Tigard. This building type features an active hospitals.
ground level with housing above. It
Residential/Housing also allows for greater units per acre • Corridor Retail
There are many different types of housing and supports high capacity transit. The prevalent form of development
available today that offer different in the Pacific Hwy corridor.
densities and ways to live. It is important Commercial Existing corridor retail is generally
for future development in the Corridor to This building type encompasses a wide organized in a strip format, oriented
incorporate many different housing types variety of sizes. The corridor is already to the automobile. Future retail
that serve different demographic groups. abundant with this building type. It development in the corridor will be
can range from a small single function organized around pedestrian and
• Single Family Detached building to a large multi-story office transit access.
Housing building, including office complexes or
This type of housing varies in size office parks. • Mixed-use Commercial
from one-bedroom to multiple- This building type usually has
bedroom homes. The house sits • Civic Buildings a ground floor that is activated
detached from surrounding structures These buildings are either owned by retail, small commercial, and
and on its own piece of land. by the public or serve the public public activities. The upper floors
Compact single family detached directly such as City Hall, Community are occupied by office or other
homes follow the same structure Centers, and Public Libraries. commercial activities.
except that it occupies smaller lots.
• Cultural • High Rise Commercial
• Apartments/Condominiums Cultural buildings can be privately Buildings greater than ten stories
Are self-contained housing units that owned, or owned by the city. become possible when land values
occupy part of a building structure. Examples include, museums, are sufficiently high enough to make
They come in many differently sizes performing arts theaters, and art the more expensive construction
for both units and building size. galleries. costs feasible.
This building type is a good way to
achieve higher density.
El
Building Typology Chart
Typology Chart
The building typology chart groups
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40
Appendix
Urban Patterns
Patterns
In any planning and urban design The Urban Boulevard is well on the back side of the corridor. The There are many entrances to Tigard, for
research or plan, one key question known from the Paris Boulevards that recommendation can be taken straight example, the Triangle at the intersections
always focuses on the elements that Baron Haussmann established in the from the Pattern language book "... A of Pacific Highway with 1-5 and Hwy 217.
repeat or can be generalized. These 19th century. These Boulevards create loop is defined as any stretch of road Also, at the south end of Pacific Highway
prototypes of building, design and an ideal combination of pedestrian life which makes it impossible for cars that at Durham Road.
environmental elements are also known and street transportation. Market Street don't have destinations on it to use it as a
as urban morphologies and building in Downtown San Francisco may best short cut..."2
typologies. These building features or demonstrate this kind of boulevard
elements can also be understood as relevant for urban life where people, cars, The Backage Road is a version of
the atoms of the environment of a given street cars, and buses can coexist. The the looped local road, but serves more
urban boulevard may only be achievable
urban structure that we are focusing and than just housing. This pattern was
and desirable in certain parts of the
working on, such as a civic center in a formulated as a way to connect housing
corridor development. For example, in
downtown that mostly consists of a city the Triangle aspects of the boulevard with the commercial zone along the
hall, a performing arts center, a museum, may be carried through other parts of the highway. Presently, the commercial zone , —
and possibly an opera house, as well as corridor. is disconnected from housing through wi
47 19-
a public plaza that goes with it. fences, closed streets and larger meanslut "
The Park Boulevard, is a kind of such as single use zoning. The backage . 4.
In our case we are dealing with elements boulevard that is dominated by green road thus is intended to function as a
that contribute to form a healthy features while accommodating shopping looped connector between commercial
environment for an urban corridor. In centers, housing and public buildings. and housing uses.
which the corridor wants to become a The area of Pacific Highway south of
more sustainable, and livable urban downtown is a prime candidate for this The Green Urban Trail pattern
structure. kind of boulevard or mixed boulevard. tries to connect the existing urban green _ _
that runs through the city of Tigard with f .
Some of the elements that were studied Pedestrian Realm creates a livable a continuous trail for pedestrians and + -•dr ' iii
�
to achieve the above mentioned goals urban corridor that requires a pedestrian bicyclists. This pattern was developed as 4 I
can be named and describe here as area or zone where people feel safe and a continuous trail behind buildings in the W
recommendations for the Tigard Pacific comfortable. This includes a continuous Triangle area, along Red Rock Creek,
Highway Corridor. They include but are pedestrian zone with pockets, paths and then continues south through the
not limited to the following: and small parks off the main boulevard. corridor.
This concept has been developed in the
• The Urban Boulevard Triangle. Main Gateways is a major pattern in e
• The Park Boulevard the history of building and understanding ' * "
• Pedestrian Realm Looped Local Roads is a pattern cities: "Any part of a town -large or � ' r- „.• r,r ,',,
• Looped Local Roads that deals with the larger corridor beyond small -which is to be identified by a'
• Backage Road the roadway of Pacific Hwy. The corridor its inhabitants as a precinct of some
• The Green Urban Trail includes a half mile area on either side of kind, will be reinforced, helped in its
• Main Gateways the highway. This pattern acknowledges distinctness, marked and made more
that "nobody wants fast through traffic vivid, if the paths which enter it are Figure 95. Phased development in three
going by their homes. With looped marked by gateways, where they cross stages at the intersection of 1-5 and Pacific
local roads existing housing is organized the boundary."3 Highway. The gateway is demarcated by tall
office towers that create a sense of entrance
into the City of Tigard and the Triangle area.
1.Alexander, C., Ishikawa, S., & Silverstein, M. (1977).A pattern language: Towns, buildings, construction. New York: Oxford University Press. Pg 261
2.Alexander, C., Ishikawa, S., & Silverstein, M. (1977).A pattern language: Towns, buildings, construction. New York: Oxford University Press.
3.Alexander, C., Ishikawa, S., & Silverstein, M. (1977).A pattern language: Towns, buildings, construction. New York: Oxford University Press.
m
References
References
2040 Portland Metropolitan Growth Concept.
Alexander, C., Ishikawa, S., & Silverstein, M. (1977). A pattern language: Towns,
buildings, construction. New York: Oxford University Press. Pg 261
City of Tigard Comprehensive Plan, City of Tigard Community Development Depart-
ment. 2008. This document organizes City actions and programs that define relation-
ships between land use goals and policies and community livability, economic vitality,
provision of needed public facilities, citizen involvement, etc.
Jacobs, Allan B., Elizabeth Macdonald, and Yodan Rofe. The Boulevard Book:
History, Evolution, Design of Multiway Boulevards. Cambridge, Mass: MIT Press,
2002.
King, Jason. Milligan, Brad. GreenWorks PC. et al. Urban Ecotones, Transitional
Spaces for Commerce and Culture. Oct. 2008. The Ecotones project won the
Metro Integrating Habitats competition and looks at redeveloping big box retail and
its associated parking lots as this type of retailing and car transportation become
obsolete due to fossil fuel scarcity. <http://www.oregonmetro.gov>
"Metro Corridors Project: Summary Report," Metro, Portland June 2005. Pg 3-11-3-
112, Pg. A-1-A-3
"Ten Principles for Reinventing America's Suburban Strips." ULI—the Urban Land In-
stitute, 2001. The Institute looks at the economics of land use development and has
developed this set of principles to guide re-development of strip centers.
"Tigard Downtown Future Vision: a visual refinement of the TDIP." University of Or-
egon Portland Urban Architecture Research Laboratory (PUARL) and City
of Tigard Planning Department, Portland and Tigard 2008. (see also: puarl.uoregon.
edu)
Sheuvens + Wachten. "Regionaler Masterplan A40/B1: Wandel eines Transport-,
Transit- and Stadtraumes". Dortmund 2009 (as pdf). Bundesautobahn A40 is one of
the most used freeways in Germany. It starts as the Dutch freeway A67, and crossing
the border it continues into the Ruhr Valley, one of the most dense urban regions in
Europe. The corridor study for the Ruhrschnellweg study looks at the view from the
road with regard to orientation as well as the impact to adjacent neighborhoods and
buildings with regard to noise protection and building position and orientation.
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